1
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"
,#-
EDITORIAL
WJZ-TV13
THE PHILOSOPHY OF URBAN REN EWAL
Presented by Herbert B. Cahan , General Manager
June 14, 196 4 - 12 : 25 PM , 7 : 20 PM
Essentially , urban renewal is the planned upgrading of a community or neighborhood with the local governmen t providing the
planning and the public facilities within which private enterprise can functi on.
WJZ-TV endorses this philosophy . especially as it now applies to
Baltimore County .
In doing so , we do not necessarily support
every facet of every past and present project .
have been mistak es .
In the past there
At the start there was too muc h emphasIs on
the plann e rs' dr eam at the expense of the individuals living
within urban renewal areas.
HOUSI ng in spectIon , an
adJunc~
to
urban renewal , became , at times, a harassment and a threat to
privacy.
But generall y speaking we believe most urban renewal projects are
not only necessary but are often a last resort in stemming
deterior ation that has gone beyond the means of private enterprise
to cope with it alone.
GUU'.! P
TElEVISION HILL BAlTIMORE MARYLAND 212n
TELEPHONE 664-7600
WESTINGHOlJSE BROAOCASTING COMPANY INC "
..
�-
2 -
This brings up one of the main questions posed by opponents of
urban renewal :
Why not let private enterprise do it alone?
The
answer for this is that in today's complex world, private enterprise needs public help.
In the age of the automobile , a
functioning neighborhood needs wide streets , parking spaces and
safe playgrounds that can only be provided and maintained by the
public.
Opponents also complain of Federal interference in urban renew a l .
This is a red herring.
locally planned.
Urban renewal is locally initiated and
The Federal government supplies the bulk of the
funds and insists only on evidence that the local community has a
workable project.
Without some minimum standards , the Federal
government would be throwing the money away and, after all it
is our money.
Urban renewal does condemn and take homes and businesses away
from private citizens.
housing projects.
So do
,
~ighways,
schools . parks and publ ic
But urban renewal is unique in that it assumes
both a legal and moral obligation to seek new--and usually
better--homes for the displaced, and new --and usually better- ·prospects for the businessman.
The best argument in favor of urban renewal is to pose the
question :
What would happen without it?
What would become of
the fast deteriorating centers of Towson and Catonsville?
What
would have happened to the appalling slums of Mount Poyal Plaza?
Wher~
would downtown Baltilnore be without Charles Center?
�.. .
'
.,
...
-
3 -
Urban renewal looks at miserable living conditions or strangling
business districts, then calls for local initiative--public and
private--to solve the problem.
or evil,
To us, that isn't totalitarian
but uniquely American.
#####
The preceding WJZ-TV editor ial was presented in the public
interest.
This station welcomes comments on its editorial
opinions and recognizes its obl igation to present over these
facilities the opposing views of responsible spokesmen in order
to achieve a balanced presentation on this issue.
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
The Philosophy of Urban Renewal
Description
An account of the resource
Editorial by WJZ-TV 13 General Manager, Herbert Cahan
Date
A point or period of time associated with an event in the lifecycle of the resource
1964-06-14
Subject
The topic of the resource
Urban renewal
City planning
Central business districts
Free enterprise
Television broadcasting of news
WJZ-TV (Television station: Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Cahan, Herbert B.
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.37
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 37, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Central business districts
City planning
Free enterprise
Md.)
Television broadcasting of news
Urban renewal
WJZ-TV (Television station: Baltimore
-
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349d7ad085c4b143bc0beff9c0cef986
PDF Text
Text
OUTLINE OF
,
[URB~n R£n£W~L
BALTI .MORE
(
1961
�•
DEMONSTRATION BLOCK
""'LIUU IIlUT
The block in the Harlem Park Area bounded by Calhoun and
Carey streets , Edmondson and Harlem Avenues, was selected
as the proving ground for residential rehabilitation methods.
The small houses , sheds, and garages that lined the interior of
the block have been razed, and the cl eared l and has been combined with portions of the long back yards to make an interior
park. Most of the properties in the block have been brought up
to the standards of the City's health, safety, and building codes,
which, with fi ve additional requ i rements, serve as the base of
rehabilitation. Thirteen houses, of which four are completed,
are being remodeled beyond the legal requirement s . An eva lua~
tion of this experiment i s now in progress.
Kitchen be/ore and after rehabilitation
�HARLEM
PARK
Harlem Park (ProJect IIl, bounded by Lafayette Avenue , Franklin Street, Fremont Avenue, and Monroe street, is Baltimore's
first area of extensive neighborhood rehabilitation. The 2,000
properties on the perimeter streets will be rehabilitated, and the
remaining 400 in the block interiors will be torn down, with the
resulting open space developed into park-like areas.
Rehabilitation of the properties will be through the enforcement
of the City's health, safety, and building codes, plus fiv e additionai requirements , whic h have been incorporated into the
Harlem Park Plan.
Three blocks in the Harlem Park Area (Project n have been
cleared for the construction of an elementary and a junia high
school.
2
�MT. ROYAL-FREMONT
Mt. Royal Plaza
Development Is proceeding in Mt. Royal Plaza, 74-acre slum
clearance project, bounded roughly by Dolphin Street on the
north, Biddle Street on the south, McCulloh street and Madison
Avenue on the west, and Cathedral Street and Howard street
on the east.
The 16-acre State Office Center, with its three imposing, landscaped bulldlngs, is the central feature of the Plaza. Private
development of the area started with the construction of a home
office building by the Baltimore Life Insurance Company on a
5 ~acre tract. Another private development, being planned for
the three acres in the northeastern part of the area, is a luxury
apartment building to be known as Sutton Place.
S t ilte
Office
Cente r
3
�MT. ROYAL-FREMONT
ProJect I and btenslon
Mergin,
0/ old
and new
Tbe 93-acre project extending from Mt. Royal Plaza (Dolphin
street) on the south, to Laurens street on the north, from Park
Avenue and Bolton street on the east, to MCCulloh street on
the west, is the first project in the Mt. Royal-Fremont Area for
which full-scale residential renewal is proposed.
Primarily, Project I is a rehabilitation and conservation project,
with pi ans for 60 percent of the area to be reclaimed. Clearance
will be limited to those portions where there are concentrations
of substandard housing or where space for community facilities
Is needed. The Plan was approved by the Cit;y Council in
June 1961, and now goes into execution,
One hundred and fourteen acres, comprising an extension of
Project I to its natural boundaries, are now In tbe planning
stage.
�MT. ROYAlFREMONT
Prolect
n
Mt . .Royal-Fremont. Project II. is the approved site for a new
elementary school. It is a litUe over four acres in size and
is generally bounded by Harlem Avenue, Myrtle Avenue, Perkins
Spring Square, George street and Brune street. In addition
to the school, land uses proposed are for recreation, off-street
parking, and landscaping.
It is antiCipated that the Housing Authority of Baltimore City
will construct the recreation facility within the project, to be
operated jointly with the Deparlment of Education and the
Department of Parks and Recreatlo n.
'& .
.·7
,-
"
GEORGE
STREE T
HOUSING PROJECT
PRO JECT HI) M02-18
li N ExeCU TIONI
5
�DOWNTOWN
Shot Tower
Ildustrlal Park
The 24-acre" Shot Tower Industrial Park, bounded by Colvin
street, Fayette street, the Fallsway, and Orleans street , is
being developed as Baltimore's first industrial park. Almost
all of the property within this area, which was one of residential slums interspersed with small businesses , is being
razed, and the entire project will be given over to light industry, wholesaling, warehousing, and distributing.
In disposition of the land for redevelopment, priority (before
any public advertising was done) went to the 11 property owners
on the site whose businesses fit in with the uses designaled
in the plan. A few are now preparing to relocale within the
Shot Tower area, and several have indicated their intention
to pool their resources and develop one lot.
6
�DOWNTOWN
Camden
Industrial Park
"
Eighty-seven acre Camden Industrial Park. bounded by Eutaw
street on the east. Os tend street on the south. Paca and Russell
streets on the west. and Washington Boulevard and Camden
street on the north. follows the general pattern of the smaller
Shot Tower area. All of the residential. and most of the business. structures will be razed. with the entire area being redeveloped for light industry.
The standards and controls of the plan for the area I1mit building coverage and emphasize landscaped areas and adequate
parking space. All of the industries which plan to remain in
the area wlll be required to conform to these standards.
M I"ture
0/
bomes
lind indu st,'Y
7
�DOWNTOWN
Charles C ter
..
Metropolitan
Structures
bu ilding
Demolition has started for 33-acre Charles Cent ... in the Tshaped lot, three Quarters of an acre in size, which runs along
Charles street between Lexington and Fayette streets and
west to Crooked Lane, This lot is the site oC the 23-story
office building, to be constructed by Metropolitan structures of
Chiclll:o and to be known as One Charles Center.
Mean while, acquisitio n of property is proceeding in the rest of
Charl es Center, including the l~acre parcel of land tD the
north and west of Lombard Street and Hopkins Place, which
will be the site of a new Federal office building.
8
�DOWNTOWN
U.lnrslty of
Maryland
,
•
Two projects which are now in work would expand the prof essional and graduate facilities of the University of Maryland's
in-town campus to take care of an anticipated 40 to 50 percent
increased enrollment during the 1960's.
Project I, consists
of five acres, bounded roughly by Lombard, Lemmon, Pratt,
Greene, and Penn streets.
The general boundaries of the 14-acre Project IT are Fayette,
Paca, Redwood, and Arch streets. Both projects are in the
execution stage.
ParI
0/
University site
9
�DOWNTOWN
MI. VerlOI-ProlectI
Core
01
lb.
The 190-acre Mt. Vernon renewal area i s bounded on the north
by the Jones Falls Expressway, on the east by the Fallsway,
on the south by Centre street, and on the west by Howard and
Cathedral streets, Master planning for the total area is in
progress, and detailed planning is being done for the southern
part, known as Project I. Focus of this project will be the
famous Mt. V ernon Place.
Planning is directed toward: reclaiming the area as a desirable
in-town residential neighborhood;
attracting into the area
additional professional offi ces and specialty shops; emphasizing the cultural center,
Renewal will be essentially a
co mbination of preservation a nd rehabilitation, with some
clearance and red evelopment.
10
�BROADWAY
Apart",clIh /0' Hopki'fts fa",ilies
Redevelopment of Broadway. 39-acre slum clearance area,
bounded by Broadway. Orleans street. Central Avenue. and
Monument street. is almost complete.
Re-uses of the land
include: Johns Hopkins dormitory for medical students; apartments for Johns Hopkins married staff personnel; commercial
development; Eastern Health District Building, expanded school
play ground; three churches; new elementary school; motel;
and a medical office and apartment building, which is still
under construction.
11
�AREA 3C
The nine-acre tract bounded by J efferson Street, Wolfe street,
Orleans Street, and Broadway is being divided into two triangular-shaped lots by a re-directed Jefferson Street,
Lot I, the western and larger one, has been disposed of to
Hopkins. In the immediate future, it will be blacktopped and
landscaped and temporarily used for parking. However, the
disposition ag reement s pecifies that its permanent use shall be
an extension of the medical facilitie s.
Lot 2 has been disposed of to a non-profit corporation for the
construction of a hospital laundry that will serve six hospitals.
,
~
,
"
~
,
o
. .
_...-~
p
"'
''',1'00 M
..,. 110 ,
I.l0l"1101
-.
---.,- - - •
,.
00,-10"
~ .-.
12
'"
....-
SON
aT
�WAVERLY
Waverly, a 21-acre clearance and redevelopment project, re-
placed an isolated slum area in an otherwise sound neighborhood in the northeast section of the city. Its general boundaries
are 30th street on the north, Reese Street on the east, 27th and
28th streets on the south, Mathews Street and Greenmount Ave·
nue on the west. It has been redevelop ed with 321 garden
apartments and a small shopping center of 12 stores.
Waverly is the first r edeveloped project in th e city and the
second in th e country to be completed.
13
�SUMMARY OF URBAN RENEWAL PROGRAM
JULY, 1961
Urban Renewal Projects
WAVERLY (C)
BROADWAY (C)
AREA 3C (E)
HARLEM PARK - PROJECT I (C)
HARLEM PARK - PROJECT II (El
DEMONSTRA nON BLOCK (E)
MT. ROYAL PLAZA (E)
MT. ROYAL-FREMONT - PROJECT I (E)
MT. ROYAL-FREMONT - PROJECT I EXTENSION (P)
MT. ROYAL-FREMONT - PROJECT II (El
SHOT TOWER INDUSTRIAL PARK (E)
CAMDEN INDUSTRIAL PARK (E)
CHARLES CENTER (E)
UNIVERSITY OF MARYLAND - PROJECT I (El
UNIVERSITY OF MARYLAND - PROJECT II (E)
MT. VERNON - PROJECT I (P)
Status:
(P) -
(E) (C) -
Planning
Execution
Completed
Public Housing Projects
Sixteen public hoUSing projects complete and occupied. George
B. Murphy Homes under development.
14
�BALTIMORE'S AREAS OF URBAN RENEWAL
15
�FOR FURTHER INFORMATION
Write:
Information Services
Baltimore Urban Renewal and Housing Agency
10 No rth Calvert Street
Baltimore 3, Maryland
0, co II: Information Servi ces
SAratoga 7·3400
16
�BALTIMORE URBAN RENEWAL AND HOUSING AGENCY
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Outline of Urban Renewal Baltimore
Description
An account of the resource
BURHA pamphlet summarizing urban renewal in Baltimore City
Date
A point or period of time associated with an event in the lifecycle of the resource
1961
Subject
The topic of the resource
Urban renewal
City planning
Charles Center (Baltimore, Md.)
Mount Royal (Baltimore, Md.)
Harlem Park (Baltimore, Md.)
Mount Vernon (Baltimore, Md.)
Waverly (Baltimore, Md.)
Shot Tower Industrial Park (Baltimore, Md.)
Camden Industrial Park (Baltimore, Md.)
Baltimore (Md.). Urban Renewal and Housing Agency
Creator
An entity primarily responsible for making the resource
Baltimore Urban Renewal and Housing Agency
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.16
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 16, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore (Md.). Urban Renewal and Housing Agency
Camden Industrial Park (Baltimore
Charles Center (Baltimore
City planning
Harlem Park (Baltimore
Md.)
Md.);
Mount Royal (Baltimore
Mount Vernon (Baltimore
Urban renewal
Waverly (Baltimore
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/e88faaf73c9f3d8aaa25a36f4a613b0a.pdf?Expires=1773878400&Signature=rzRsfRBMDIyBareGl1y0bOc7RsSHRiu%7E8uFUNhCMID-likH%7ExtDhpvL45I9XDw3YpelQnX9bdM5xsur4edCyZfDZ%7EpJ6RXp6MQ587HOIOl35spD0GODUDFi4pfH9%7EeAIcwsqMmL0vqf4QYNEOKBq3w%7EXVFdez3DIo1fXyqbuabuOuvIav5Ibydl2cS66dH0er0yGxM8CfC0TODw60SXNzQsn%7EREVNPRhi%7E%7EIhpyE1XYELghA38xC9FHnF3jtRVnrawYXU8EEX7ZuPTW50iTKa6ca7urm0suKhri3UiRGf0OxI15-NzKoIDzVOGh8YYa7nbMj4QcLeS83QDjkz7%7EAWg__&Key-Pair-Id=K6UGZS9ZTDSZM
2917387f81ae4a1f0f997720c42d5816
PDF Text
Text
MOUNT ROYAL DEMOCRATIC CLUB
~~WffjL~TY~~
Dear Neighbor,
Only your presence at City Council on Wednesdqy, November 3 @ 7: 30 P.M.
City Council Chambers can assure defeat of the $58,000,000 expressway through
our Mt . Royal - l~ . Vernon neighborhood .
For four years now a six lane, high speed thruw~ link has been planned
separating the IiYric Theater and the Mt . Royal station, cutting through the
back fences of Tyson Street, through restored "Antique Row" on Howard Street,
through the Deutsches Haus, Richmond Market and scores of houses . The town
houses that surround Mt . Calvary Chur ch will be demolished, leaving the church
isolated in a maze of access lanes and highway signs . In Plan C, the recommended
plan, a 40 mile-an- hour exit ramp will spill into Mt . Royal Avenue beside the
entrance to the Lyric Theater.
Concrete highway bridges with brilliant, tal l-pole lights will be built
t o carry the traffic of Howard Street, Preston Street and Mt . Royal Avenue
over the Expressway. The Interstate Truck Traffic attracted by this shortcut
through the heart of Baltimore will compete with the noise of the B & trains
in our area, but on a twenty four hour basis . Overhanging green signs, designed to Federal Bureau of Roads standards will be necessary on Dolphin street,
Mt . Royal Avenue and several other neighborhood locations.
°
St . Mary 1s Seminary, Maryland General Hospital and the University of
Baltimore1s new library will be left teetering on the brink of the Expresswqy
ditch. $500,000 in annual City tax revenue will be lost forever by the razing
of homes and businesses in the path of the road and its interchanges, but the
lowering of property values in the area has not even been guessed at .
IrOnically, while the State and Federal Agencies , aided by the Administration Forces were pushing through the completion of the Jones Falls Expresswqy
this spring, it was repeatedly brought to light that this expressway link in
our own neighborhood serves no useful purpose . The official who had previously
been the road 1s strongest advocate , Mr. Philip Darling, then Director of
Planning, stated publically that the link was not necessary.
In response to this revelation, Ordinance 1102 has been introduced to
remove the threat of the link from the Bolton Hill and Mt . Vernon neighborhood.
But a three quarters vote of the City Council is required to wipe this road
off the plans of the highway engineers .
Your active presence at the hearing before the Judiciary Committee of the
City Council at 7: 30 P.M on Wednesday, November 3 is needed ! If you represent
.
a group -- be it a block organization, a club, or an institution - - your voice
is essential! Several groups and institutions have alreadY stated their
�...
disapproval of the link, among them the Mar,yland Institute , the Mt . Royal
Improvement Association, Mt . Calvar,y Church, St . Mar,y ' s Seminar,y , the Tyson
Street Association - -- and others .
But twenty one Councilmen from four corners of the City must be made to
realize-the importance of what appears to them to be a local issue . The progress we have made in renewing the heart of Baltimore must not be sacrificed
to this needless engineer ' s nightmare.
Sincere~
yours,
The Board of Directors of the
Mt . Royal Democratic Club
Thomas Ward , President
Joseph Robinson, Chairman
Civic Affairs Committee
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Mount Royal Democratic Club Newsletter
Description
An account of the resource
Circular to residents of the midtown area regarding the proposed expressway along the Mount Royal corridor
Date
A point or period of time associated with an event in the lifecycle of the resource
1965
Subject
The topic of the resource
Highway planning
Express highways
Design and construction
Citizen participation
Political participation
Bolton Hill (Baltimore, Md.)
Mount Vernon (Baltimore, Md.)
Mount Royal (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Mount Royal Democratic Club, Board of Directors
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.15b
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 15, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Bolton Hill (Baltimore
Citizen participation
Design and construction
Express highways
Highway planning
Md.)
Mount Royal (Baltimore
Mount Vernon (Baltimore
Political participation
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/36527df4f36b229fb6320533bd8da3c0.pdf?Expires=1773878400&Signature=fkHzrLEjlsplYJATEQt-Js9f25ifLBrbvxS4XBn2xoxE54G3wQDSCBjGZcb8Wqblv2Bc7E64H96JlYhfmNgHOUZfFesnOWEL1hFwk7z17BUjaItglmyEJhzfba5oYuHcQHcR3zXe10YS0hkD8hjLacKKdJpd9Kqa%7EClsvhYQ9K5FvK7%7EmSdDNAwcvOeiA3bYYQVxLbdMjIDqbOAcPXLdWSs22incdwpWs-faZguXuxFpJouPelDs0K%7E9Uc1i4--UPU2kCLGaqka64U7b8YY4n8HXEAuP9C7kXPsXct3Furkawtz6RFOIaM1ljl1zrAdgSBnHsUte%7EjEwXz8WmHPNYg__&Key-Pair-Id=K6UGZS9ZTDSZM
41e994c1e111b139cebd296b30125e84
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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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Proposed Maps of the Mount Royal-Fremont Urban Renewal Area
Description
An account of the resource
Four "alternative scheme" maps of the Mount Royal-Fremont Urban Renewal Area
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-10-19
Subject
The topic of the resource
Urban renewal
City planning
Mount Royal (Baltimore, Md.)
Maps
Baltimore (Md.). Urban Renewal and Housing Agency
Creator
An entity primarily responsible for making the resource
Baltimore Urban Renewal and Housing Agency
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.14
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 14, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore (Md.). Urban Renewal and Housing Agency
City planning
Maps
Md.)
Mount Royal (Baltimore
Urban renewal
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/1ba57e9f5b9e29696e238012bd3ad8b2.pdf?Expires=1773878400&Signature=BTFcr1Px3a%7EfF-xlMwqRsP3gieISj8wh-lM%7ENbxlRPvKSzH9M%7EKeF9BydIjgT6YFsiZ4OQktAiwZoDfgib7NPiLj5Isccu12jpZLZlOMfXse5SmkHqbO3IcBGwy4b-mq25KjYoI1UPM0GjO3BBEanljC7FQwq3P9mwMha9JW2lTQKgtrbqMY-14Hm5UWIRKzhv356WSLeaG6PGkf9eKb05tTd6-5VKHZVGWWneFQG1iwKbKGGcIhYihkkXhIX8VNOIvKirb3fOqnJc4Pdlt1oTkbOxXVXytvbnVXukOOl5-BsSwkv6x9qQto5RAirQWWzgYFcvpSCZERNmlIIfhGJA__&Key-Pair-Id=K6UGZS9ZTDSZM
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PDF Text
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Expressway Threatens To
Destroy Renewal Effort
By S\H.\I, L,\I' UH:S
'1'11" Il a ppy rN'ults (If r.·llU hililntiulI lIlay !Jc in I'ain fM rn(>ml..·r.,.
(.r
II ..· 1
·I"wll r.[·
'J'Yi<l!lt· I{ '·I,d ~lr""1 I\..".... ..;i .. li"" . ItH·. unless lhe \Vc~ 1 C"IIIH;d'Jr E Xl' rt:,,~w II Y il) ["(' !UUIt·"
frum 1I11 1lirn(lrt"s m a sH'r ,,11111 for gooJ.
\ .. J llnll llry. a pCl il ioninJl: f"f.mmi llce. h l"1[,I, ...1 hy Cnu"rillll1[ 11 TII"III(l ~ \Vn rd (2n.1
Di"lrid). md w ith Mu)'or l\kKf'hlin 10 urge hi" III'Pro\·.d I.,f O",lirtnlH"· IUrl wllidr
wl> ul ,/ \ld ('lt! I I,i ~ mil e. IHug ('lI" pn",sway oo n lt(.'(:lo r fro m fl lll "hili . Tlri!" !"('ww'nl wou l,1
cOI\, I" III" ncurly 1<100 prop~r li t:'s, m Any o f Ih e rll rt.,(:t: llll y iml'rol c(1 IhrouGh illllivitl uul
init iati ve.
Qlitf'r IIII·m l.... 1li
Ihe oommillCf' w('re Mr. Hoy E. Kirhy, lei'imira l n , lvi~r ami
prOller l) OW IlO" ' , wi,,; pr' ~"":"IIl'( 1 fl.c Mayo r w ill. a d ra wi llg \O<·I, i.-l. /<h l,,,, ,..1 the ,1
"\'a5I(1li llg
eJrI."CI. of Ihe Il i/;ll wuy. il!' rllmps, brillgcs a nd em hallkmCIIL~. Tile , Ia m a/;e, Mr. Kirl.y
I'(t illh'tl fllLl , would he l'arl it!lIlariy l'{"\'e re 10 II' at dU ;;le r of ~ llol'~ kllo wn UI' a mi tlo\O<' 1I
the } !1I1tic (;oas l !IS "Anti'luI' Ho w." M rs. Lun Il arri s r"I,r("Sj' nh ',1 Il r(' l'u ~ in ,'S.~ nll''' o f
\tl
11 1.1wnnl, IIt'8d, Bi, /,II,' 111111 (:Il;!"" S ln" .. t ~. mal1 y ..f who m a.l' III Htb l,· In fil w nrl' iUlprove.
>I:clt1lJle of 'he Ilrrca l of ('(\ nJ c m nu lion ;unl d ,·m o lit ion.
mcltts 10 Illcir p m l>crli(',s 1
or
Reclaiming Lost
Land in the Cit,
flT"""~eY'""it"'
La,ly Allen of lI " rlwood. "
Brilish elillerl in Ill uys rollml
d~
",i8 '" has chllracte ri7.ed 1
.lay·
g rouml$ in Ih e U.S. a~ "on
a./rnini$tralor'& heD~Il11 IIIId a
e/,ild's he ll ." S he referretl
0
"lleCifically 1 " Ihe barl.:tric
uglinCS6 of Ihe scl,ool "I"),,
g round." (NY Tinm, May 16.
1965)
Lady All en oITe red tJlf!5f1
oomrnenlli afler touring 1,lay.
groun ds in llitltimore . nd other
rastern cities. 'I1lo5e of us who
are concerned 1O"ilh lhe rlay.
g round siluation in l.t..hinlO te
ca n only /l1'1,laud and eeho her
statements.
A prillie exa llIple of the un·
imagiualive af)proacll to l, ldy'
g round design rreval cIII in
Baltimore i5 lhe ba rren ex·
pau;;e oC as phalt ad jace nt to
IIC hool No. 66 which wa~ in·
tended 10 se rve II. dna l 1"'f]>O!!e
ru; a pla yg round for doc Mt.
Ito j'a l SellOo l, oud as an afler·
sc hoo! recrea ti on f"cilily. In
fact, "Ie asp hll h hecorlle8 tIO
tlllhea rably Itol thaI I"imltry
ch ild re n are ofl~' del>rived oC
their scheduled o Uldoor 1.lay
periodll. I...ast SlmlOlIe r t...o tvC·
realio ll leaden; !>Ilt in ... 1.111 lit·
lIe s hade Ihey cou ld find, wai l,
illg Cor c:hildreu ... ho seldo n'
' I'!,ea red, all Ito u g Ii !.hey
al>ourtded in nearby Sl reelti and
aJleys. We must conclude Ihllt
tile unolt ra<:ti"eness and Urlcom·
rOrlablelle&!i or the playground
10',,", a Clldor io tbe absence or
tbe d,ildr~ .
(COOUnuoo on
~ 2:~
Mr. E. Ru secll Mules. I, reside nl of the Lyric
TlleIIlC r, slJOke fur the cultural, eduea.tional and
1Il~.. IiC81 inl eret!l.!i in tI,c area. 111CSC incl ude Ihe
Maryland In$lilulc. MI. Ca h'ary Chureh, The
Unh·cr!!i ty of Baltill1 ore, !\.fnryl""d Gene ral
H(I!llitu l aud the orgal1illlti.....s ... hiel, use tI,e
Lyric it!IClf _ the 1~,It ; Ulore SY!llphony. Lktlti·
mo re Civic Opera. "hiladclpl' 1a $YIll I,Io ol1 )' a nd
llIany ot licl'll. Tloc Mt. Vernon /mJ.ro.·enle"t AI!r
sociation wu rel'rC8Cllteo.l
Mr. Ba n ·cy Oa ..is.
Mr. JMel,h Rob inw n siooke for the Mt. I{I))':Il
Ot. nocral ie Club. lIe We8Cn ling th... cultu ral ae..
tivilies of t1~ Mt. Vern(ln ue~ g.. ne ra l1 y was
Ihe veleran fighter C civic amenit y, Mr. Doug.
or
lall Co rti()n.
The M.yor rererred dill malte r 10 I\Ir. PI,ilil'
DllrH,,!. hi , 1>J ll n.. in g Coordi nal() r, ... ilh tbe in·
"'ruclion 10 report on tlte si tulltio n h)' !\.fllrch 15.
T o da te no word of . ny telJOf\ has corne 1 lig ht.
0
The Archdi Ot:el!e o f lla h imore has l.eanl arg u·
llIen ls I}fO and 0011 tl oe eXl'reSI>way iSSloe, and
though no I IO~i lion 011 Ihe issue has been laken
by lite Ardidiooe8C, it hIlS been rel>o rted that
at leUl one Cil y agency. OURIIA, bas IljIoken
against Ihc Waw Connector dilch.
">.
Growlh in tire west MI. Vernon are. is " "nled
until tloe Ih reat (lC tloc eolllletllOr i" rtNnove.1.
E.·ell an alll:lII l.I IO SIIlisC .1I l,arti~'iI !'y " Iueillg
y
a roar ove r Ih e cxl'rC85way and tkvcJop in g of.
fioo build ings and apart me nts using " ir ri g hts
overhead rt:Cl'i"ed a &6I.t.ack. The Sltttc of
Maryl:tnd !Il.llled Ihal il ... n ~ nol inleresl ing in
hui"'ing a roe", Stotc OHiee Building using air
righl$ a nd a Coundnl ion ~yi<lL'ln ~i s ned 10 al·
low pas...<uge of Cuture hig h... ay l"nCll. In ""Orl.
remo"a l of IIIe We8I Connectur iIl't.'m! Ihe 0,,1,
hOI'.e fo r the ~uf\' i~ol of people and I'roltert y
va lUe!! ill the iml,a cted neiShorl,ood .
T<.>dar. C Ihe fi l'Sl lirue in 1"'<:IIIy.five yea .....
or
the re lire no unooc" I,ied commercial pf()/terliel'
in the Howttrd·llcad are... I~,,~in~mer' anti
prorerty o ... nc~ h...·e been ntH kin l> &teady Il rog·
I"C35 in illll"oving ... hllt was rormerly a blig hted
are:t. A nurn be r of o"'nC(& ha~e rebuilt from
the g round up. Sonoc 11:I,'e 1I11Cn1 money o n
air condil;oning and reconditi oned fire l,laocs as
the pennanener o f Ute neighborhood seemed
more a.'lSured ( unlil Ihe eJ: I)I'C!IS"'(lY Ih reat beea. nlll imminenl, tlt al is).
(ConUnued. on Pale 4.
�THE CITY VOI CE
""ge :l
APRIL, 1966
Bill Henry's "Head" Start
My 11,,,1;1 1(0S&f'lTIiM.
The /llltt'more Tulo. i,,1 Pmj.
..... .. a~ 1.001 ill Mllnme •• 1964,
'"
II i~ , ..... ~II~.. I 10 ma l,' d,,· ,,"u61
of ~....",,,,,,nil> l'uI;eilJ.alio" and
;",o1.,·"",,,1 ... I, ile i'<'n;nl'l
a" '", of .,i,r.I'1 "'1"Pre 1.loc:lt
loo)uHd~..1 by MUliumeul SI ..-el.
,.:<1<:11 SI ...... I. c.ay 5 1ro't'I, EII!;e r
:SIred aUfI ll ro'lld"ny. EVlI'lIlu·
",110' il "il! he ru" hy 110,' " H' ",·
I "' r~ uf ,10,. C""'''HlniIY 0 " Ih .. i•
.n
" 01
.
April.
II. :o,' um bo:. I
19Gi
IS I<4 Bolion Street
Baltimore, Marylano 2 1217
II' :o ,,:o , ln, Editor : . , ..
l:usln"!<11 Ma m.,n: ..
• ,"
'I
'~H~Urer:
".\ t;dll ... r :
t ·ea h' ....s: ,
... Rlkkl
(·\""" Iatlon :
, . PRul T . H lI'lueman
. Emlly EVIl1\8
O. 0 , RobIM(ln
. .... . .J~ph Murnane
, •. Lun H llrrls
Rcfientha l, Sarail Lapj doefJ
Nancy Hall. Shari Mllyer
Waller S . Orl! 'L~kY
, J~ph
THOSE EXPRESSWAYS
\
0'"''',
T,,' or~ " .... coll~)\~ ~t"' I.·III ~
ill 'he B:II,i,,,,},,' ur~" "h" ,,'ur k
o rr 10 . 0I u",,,.y hu,~ i ~, .. Tu' .... '>! ..
'''C
H"11
,'hil,I"'n r"cr uill..1
f.o ", ,·I'·lIlI'nl:ory "" d secnrul:,ry
.... 100,,1 I""I'I ~. 1'nlo'('" wl,o do
nOl Ii...: in Ihf' B1'P'8 X. block
arell, bul ",1'0 ~lIl rte,1 ,.,,,. "i,h
r' ,e gro" I' . u ... invill'oI 1 ~'On .
0
li",oe. Man)' ,Iu.
Whal .. u, ,0> 1_0100; IlTP
I... ~g" g lill l., Ie<..~ IlulI1 ,I",oe
)-ra,.,. ag" ",I"·,, 7 cull";t,. ~ " .
.I""I!. uI1ly '''0 of .h.. m \ lar y'
la",l.. r", ""'''' ,"10 t~ .. Blliti.
'''<IN!'~ " hla"k ,;loeIIO" ~ 'I(I
' nilial!:'1 an urn 01' lloe I\'o>r th.
.,rn :,..""",,1 MO''''IlI·"I. a
I,wjcd k"o"'" al itA YOU
( liallim" ... 'oulh O" I"". IIni.
liel. Unlimi ted ), c,.,"Cf'"l rai.
i,,!; on ,Iitcriminali ... n i" hOIl,..
iUI;. cmploy ment. ami ",0,;1 or
/I ll cd,,"alioll. I"ri r work "'aH
wi, h ,I", d"" ·l'lopme". of wlllli
i6 lerm..,1 "i ",/i /;\~ nu ,,~ I~ult-.' r·
:<hi p a",1 ,;t'H,csh",,,, "r Ihe
;',1'11 lIml e.lahlj~ hw in o.der
10 i"'l.rovc Ihe aca,":mic ""'ills
a",1 achi,," emcn I5 of rcono mi·
"ally","" cultu .all y de , •• ived
""l'>oOn~ in B
altimore. \la ry.
land, by I..o~itli"g 1"lolria l
"" n' i~ 10 Ihc )'",,111 of liDl,;.
1II0(e ",100 seek "u<:h ",I"cal;ona l aH.i~ Ia"o:f': 10 ">oli"alc ~uc h
yo"ll. II,rouglo loc r,;o"al oolliad
b""'ao'n "ol " "h~' r Iu'o~ " ",I
IIIlo!ef la r"main i" . cI,ool. 0'
lo reh'rll d h:r hll"i"8 dro l'loeti
"ul; 10 ,,·.I",;<l ; "I'e"i/<I ,1 lin'
"
' '''''tlcy a"tI 10 "rovidc through
a ll "f ,10" a f<:",~,'d ~(', i\' i,iel.
I"" 01'0rHm;.i,,,, for 'ncrea-'
,,,h'rraci ,,1 uude ri'lun,/ing in
Pe",.,lIla l ron."c1 in UTI'
me."s mOre II,a" In ll>r i"e' V"ry
Thl' We",1 (;III lI1I'do r " ' IlHIins on Ihe M a~ It>.I' Pla n. Ih,,·ll l·
''''l'or, ,,,,1 I" Ihe n"ighlourl,nod
" lIi ,,/!: Ill<" L),rie', T y ... m Sl rI',·I. Ihe MII ~y lat~d 11I ~ lil ll l~
i~ Ihf' C ffee S'hOI>. 11 0'" in 11011'
...
.. \ nt i'l"e H" .. ; ' ML C ah il l')' 1
11111 Ihe Lllln:rsJ ly ur Ullhl'
"ar of II... Pro;e,..1'5 o D~ II I
,,,,,,,,,,
1520 ~:a!'1 Mon""ICul Streel,
TIll' EII~ I · W ..... t Ex"rl'~~ woy , Il~ il turn" ou l, .... ill Iol(ock
'1'e C"IT...• ShOl' i.< r,,,, 1;)' ~11I'
IIII' hurbur "'llh n mult i·,le,·k. 1 .... d ung ... a ll of COllt'r .. tl·,
0
, I"" I ~ i .. Ihc a •.,.... It h<; lhe
,I"nluli~hi ll~ F"rI" rul lI ill a llel Ihe hllul>C1> (If O lel F"\I',
..c:o-,,.. <If r"ll~ i"J'i "G. jl.an>es,
I'uinl ill IIII' bllr~nil1'
'lr~ hl)(J rho"d "sings'" and di sTI ... N.. rl lH'II>,1 Frl'..... ay, " ,!t ieh r..w IIf'ollle ill tit.. 2 nJ
J)i ~tr il'l lin"f; l>t:i' ll 1II11,1f' awa n" o f, will s lie.. throut,;h Ille
Wh" II; Willialll 1I~lIr)'!'
" Iiflon, C;r....1I1ll01l1l1 II n,1 Jol1ll,;on Stlua . t> "'-'ighbo rlu)(Hls
IJifl fI.."ry i~ n /irt·f~
I,,·f,.r" jllining Ihr Jm l~ Falls EJtp rCliSwlIY ju~1 w ulh of
'''~·'''J·/o....,.I'n,."fd
'" II"
110" ( :it y J ai l.
...ho IllIs t..rrn li6"t- in lJ.d·
The' Cold Spr ill jl; E xpress ... ay. ""hieh ... ill be hlli lt
/;nw'"I''' ,Is.. po .• //"" ,-rarl.
pa ra llel 10 wllal we kllOw 110...... I'll" Coltl S ~ring 1.. 111'. w iil
1.
''{",,;,,~ ''''rr I,om N""'fIOr'
blighl C ui lforll anll ol hf'r nClghho rhoods Just 10 Ihe norlh
ry,. ..·s. /li,t-inia. whe. e f'f!
f'( Ihe 11 ..... 2 nd Oi.'! trif'l,
II~M /}()rn , A/I'" fl"ul ..ol;m,
I ),,(orllllllllo·I,.. clteh .'!1·Snlt'nl o( Ihis ma88i ve SYSII'1ll
IWIII 1}("'/I,f"u lI it-h School.
hilS bee n flJl1 10 IIII' puhlic b y the CilY A(lministra lin ri a
I/<' 1011"'11/"1/ IIfnryh",d SUdc
bite a t II linll'. Elil;h neiJ;hborluxld has beell le ft .10 fig hl
CQII"~t: "'<II, /"''' •. iIIo,s''''_
II IOllf'i y bnI11.· 1IJ;;tin~1 d"m()i ilion, A COm)lrelll;m ~ l\'e I~ hm ~e."
,(
,JJil LJ.c/1-1O '-wm ... 1m"""""
r,I"'TlIpiil I.llnsit AND IIll to ml1!Ji ll: t.!l _
c'I' !\ef'1l li g ht
·n ... ~ hl(l" n'~ who fMIII Ill"
" 'i,l, ,,, .. HI,/,i ...o,.., T,,'o.;,,1
I.lI::CAUSF: IT WO U LJ) DESTHOY Tl-IE DlVIDE· AND· Imdrl)()I1" of NS M are oI<:>lcril...,.1
l'r(li~"I, 1/,. "~JT.b "" "'~r'
CONQU ER TAl: I'I CS OF T I-IE DEPARTMENT Of PUll· as i,I,'ali.-l ~, They f.. tI' ''1 Ih.. y
oel
u~,· Il)..hm., J ny, w .."lly
Lie wonKS.
ca n dUUl gl' h" man h hllvinr
..
,,,;,110,,' fel"';"~ ,,, .., If ,.,· of·
Now, with tlll~ lines o f tIl e 2 nd OislriCl hei ng reo anol. ultimat .. ly. !lOCiel)'. They
fi~"', n"d yrl .o""'''ow fi"J~
clrawn it can he AeetI that Ihis Distr iCI hali 10 pull l ogc th~' ,,!""ak of fi ghl infl "1I 1i~la li on "
/im" /0 ~ 0.:,;.'11 poUlirolly,
10 lia\':' ho rnet; a nd Ila rks. Ni net y I~rcent or Ihe /lew Dislrict and Ihe jde lwr,;onaliulion of
lie5 within 2iX'lO ya1l15 of lin ex press way, ex isling or pro- "rhan ",luil>'I. The ir BAYOU "U
lll'iOll l!:' OUl oS. It·, Ihe " lace
posed , Three I'X pfe&8 wll)'1i win s li('"e Ihro ug h the Distr icl,
I>
rojed of 19(1)-1 ,,'alI one of !;flV' 10 go fo. yO llng 1"'0,,111' fro,!"
Ihr~e wi ll paSli nea r it.
eral si ", i l ~r l>
wj",IS ill f'i ghl
14 to 20, ror many simlenls
Wa,'erl y. Norl h Palter!;4)n Park. Cuil ford, Mt. Ver non "ilill'ti. . ..d Wall linaroced ori!!i. fr(lln Mo>rgan. Hopkins and
111111 The J,,11II5 UOJlkins are goi ng 10 hal'e 10 1I11ite 1 follo w
0
n311)' by a 120,000 gran l from Goucher. I(os tllf! 1,11Ier. fo r
I'\'(~ r,. ,nll'1\"III''', ill C il)' Coullf'il, 10 blOl:k e l·t>.ry scare laelic
Ihe 1\,.... World Foundalion or 1
1f'01'1 f.om t' i ff~ rt'''1 ba."k·
1'
f.f Ihe Stil le ROlltl.. CommiSllioll. C\'l'ry I'Ill Jlly promi~ by Nil'''' Yurk. At 11 lirllf!. Ihe ,li! ro",,,I~ 10 n_I, 1 IlIlk, 1
0:11
0
0
Illf' Mayor , So fIIr till' fight II I Cil y 1-111 11 has been led by
I'rop.r.. n~ ;'lI'ul.-r.1 alioul 2.000 u."I.. rsland cad. oI h" r.
COllnc il rnal1 Th(l mlls Wa rll , SO'I mel i m ~ wi lh Ihe hel p of coll ..s '· ,",u,Io'nl~ 1'J1ori " ~ :~.OOO
TM n :,,1 for lhe Coffee 51001
>
Cou nc ilme n Pnwl13 lind Panu~kll, more IlflclI wi thoul it
hi!! h :!(;Ioool ", ,,dc,," 0" 22 "'II. I.ai d by .h,· ('",uchcr Col·
To a ll llck II, i$ SO' rumb le of c ros.. pur po!'t."fi allll ina clioll, 11
0 cu m,,,,><~.
I"!'ie, Cia"" of 19(4 . WI..." Ihey
lit.. fo llowi'nJ:;:
,
lIuI i" d,~ "i,oIer of 1%-.... J>\ r,," ~uled, hO"-"ver, 110", asJ. Kf't' p Ir"l·k of Cit y ('.Iltll w i1 hl'aril1 g.'1 Oil h ighways and II~ ",,'ional ofli.:t' ,)f 1\:-:;1\1 ~i ' lal1t)e "as go ne.
Iralls il . 13,' ~ ure you r orl)1I l,i:-.aliol1 is reprcscntctl al the ~I o l' ,>ed ~jlon",-,riuK IlAYOU
The sh"knt~ of Ih" Iklt .·
hl·lIrinJ(,s.
hec: ... ",-, ,I ... 100:81 progra m 1",,1 ono'e Tn'o ri,,1 I'rojcd Imve I
2 . W.ite t"It"r~ tol ),our (,.(JU lll'ilmen ri gh1 no ... on the rno~1 cha nge,1 ih c" . ph~.i~ f ... m m"",hl y '''' " sldl" r, The O.'!:,·
1']'O·~~ i l1J.> Inmsp"rllliion i ~~ u efl:
",.. ki"e IIorOllgh ~ lu'a rilll tu "0'''''. La,.1 y~a r ,h..ir DrU/tl1l
• SIl\'r lloe UP IWllr: II H'1' of IIU' Inlll' r Har bor.
,lirt'!:l ~... ""n""ily I'I'llllio n~.
U"h It('rfonncd Ihcir 0"'"
• Eliminlll e IIII' 1),·.' d le8l\ a ntI tleslrudive \Vcsl r ,o n·
Jl"I'i",o ,''''~ sr"ff ,led, I",1
,.rnoluclion (If Sol>
hoclf!!!' A,,/i·
nf'I 'lnr,
k"~I' 11,.. ,..ojed gai ng. IITI'
~<J"" ~I II'e Lafayette n crea·
..
• C"I us a "")IllIIf(·llI'nsil'" IrAllSporta lion Jll a nl II,al
"as 1,.0 ... by Ihe .st" " uw of 'i... , C""'H, 0 .. "b3 r lI is h
·r
I'i \'es ,I .. ,· ""'ighl In rll pi.1 Ir1l1l5il, bus lra lls il, aulo1964 ",il h Will ia m I~, lIen ry School. MOl/lit Vrrnon Place
", ... bi l f'~. Ir ll("k ~ ntlll "urking.
~~ t:lcclIl;,·c I) ireelo r. Maoil A.
Metl,oo.l!I. CI",rd,. Gond,.,.
3, r:1'1 rumi lillr wi lh Ihe who le highways-trallsil Ilichlrf',
:sadlli"~ Tulo ri,1 Director. and
College, Johns lIol'kins Un•.
ClIlllhe F;,l iln r of Ihis 1'II11#'r if yO ll ...a nl It s lwu ker for SoIOIllOIl Ihlck,"o" Ill' Com· I'el'!!i ly. Hn d on WJZ leievi"i"n.
01.y. TI,e RTP Nuf!i4"y School. 110'"
} Ollr dob, or IIIf ... rnlllli o n II bou t Ihe transporllliioll lII"nily Oiret:h)~. Mr. IIC
p idllre.
who ...a5 ",ilh Ihe o.igi nll l .u .. by Go"cI~r gr" duale Hel.,n
Br'nsly and 1,,'0 IIeighborhood
;"5,\1 groll ll, .cl.!- as l ia i~1I he·
1"'"",,-, hie Ma O' ami IIH' Hoard noothul, I"arel. fo r 12 loot/len
of T ru~ lees. ,!felloenl!! 1"0 1~ 1 6 Ii .." morning{ a ,,«k. TIle 10'
III II ... IkNlrd, and ~'OOrll i, .. ,.,. fonnll l Heading (; roul'. oom·
II,,· acti, i li ~ of parlid lMnls in ",,~I
""i,li! hI)(J 'Io(I(X' ~Iu'
IIIO!: OTI'. lie al!lO stll'en i<o.'S ,I,~ ,' ~. ~a ds a",1 <1.;.('1'<"_ moo·
he.
Mary MinfteCJerOde
lit.. ~,,,,,"""iU6 of ai\r1ic~n ll' arod ..... novd ~ .nd " Iay,,1535 Pan. An.
lulo n!.
H.."I".r
Aud ,I>.. progra ms of Ih ..
'1'1,,, 1\'/'1" , lIy.I.a .... ~ ~t"I e: . BTI> don' t 1,101,... ,I'l,'rc. Now
LA. 3-9411
LA 3·9826
"This Iltojecl ha ~ I"-'en org:' ''· Ihere is a new rrf:alivc ...·riling
'0
DRECISTER ~
or
Park
Pharma.,
,,·ork.-;hOII fo r older ellil".!':'"
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n '<:lIe ~I a A' ",..mhe ... aN: ~"I"
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There "r., ,.la" 8 fo r el l.a".h·1/
luh)ri" R I""grams, Ilerh " I'~ •
d"",~'e 10 joi n wilh Ihe VI!-iTA
orga ll il.a r'u" .
Th,' Ibll imore T u t ori" I
Pr.. jf'f'1 11. •• rol of Tm5lt:rl! in.
dUtb Ilu rh.1ra Hrad~ha"'. W:,I.
Il'r Cllrto'r. II. lIaymond C h'~h·r.
Una 1.0.1
-",11. Ana bel Ull rt",'....
Pauli" .. 1I0lolll!, M, lto,,/.I
" " Ih·r. \\'a ill" S. Orl i".ly.
A"" Perl i"", U~' ry L. I(o,r."""
Sta"l.. y Soli",,;., and Ihl d ... ra
StllrlirM,
·n l.. Iloar,1 or Spon!lOflI i8
~'U rnl'0",·.t o( lion. Wa l, .. r T.
Oix"", J,'.o",.. '-rank. Mill"'l
(;old".. rl\. 1. II IIY"'ood. Harti·
*<.I n , R.. v. J . W. yma n tl .. l1ry,
If.. v, (';"rl Ilk key. J . 5) ,",,'y
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La",,,,,,,,,: l.i,·loIenslei n, 5lu"ley
Z. ,\In" r, 1/(11). Cla renl:Ol Mil.
ch"'!' III . I'nul Naden. ),I :ory
C II ~ h i " R Ni les. Mu rgM"1
U·Bre..J,I, M" r y Eli ~al ...lh
Portio. J ... r" uCtl Ueddi d . /1,·0'.
..lI
(;ue Hoou:m. Abrllm I, ~, d,!<"
Cilllf!rl Schiffman, alltl lI uro,
Hob...1 II. \li.11!!,
LoSI
&md (COnI.)
rrom hit. I I .,
'n oe .1I .edi~lI'fIeu ."d U!\ll'
hililY of 1 la ),fl rour,da [rom tloe
>
~hild's
vie"'..,0;"1 mUN I..,
"' r~l . •al l"" thin the <l<.,() " ,
olllY a.. d o:ase of ma'nl e"a"lle
",hieh Ioal; I)<:f''' Ihe admini"' ra.
10rS onl)' OO" I:O'TII h.,relofor~.
'n ,ere a r., indi ealions. I."",.
CI'er fa inl, 11",1 futu re ~1:ly'
g,'oll n,1 "" ~i gn ill Ua lt'mo re wi ll
'ml .rO\·~. I" anM",er 10 . ....
'11I..~ 1 fr"m The H
olton Il ill
l!ecrCII" o"
Co mmitt~'II'.
lIot:
MII)'o r. On J"ly 23. 1965 M ~~~..I
the Ila:ord uf EduClII;on In " reslriCI" 1",- lise of aSI,Iu.I L on
1I... h./O.1 I'I" yl;" ,und",
Dr, t a", rf' nce C, Pllquin 1'118
i"diC'llI... 1 ,h.1I he. all5O, , .. _
"o1 fa"or II", "'holesale u!'t: .. r
a~l'h" I' 0'1 ",,10001 playgro,,,,,k
hI II I"lll"r 1 lhe Bolton lI ill
0
Ilecre"' io,, C omm il tee loe
!ilal('t/, "GraM areas are 80 rll re
in the inoo;r.dly thai we 511011101
he ",1.,.1 10 ""cry ol)llOrlu"il y
)ACf; ",I"'n
1 pr,.,,·'oI.. $udl 1I1
0
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ror the com.lluu"y tcl'o<>l uro:
",alile(1 we "'ould hOlM fnr
'
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l",rtlllO'l>l of lleerelllion " "d
I)ark~ in Iloe 1'~11111i lJg or piny .
I>rou"d~ fur Ih"';r jo' ul Uk.
I ~ntlo..,"
�"t"KIL,
"I knew you'd like it • • "
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Page 3
TH E C ITY VOIC E
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LETTERS TO THE EDITOR.
""'/ ( 11"(,,.inll ' TI,,· tlo,·nl ..·""•• ,
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Your Government .. .
As Good As
",.It.. ,
Your Vote!
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S"''''''" I.,ndent.
Sial" Office Buil.Ii"g,
IL.I "",o,e
A BRIEF TOUR
OF THE DITCH
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of II h il;h s,........1 a,'o;f"l!O> fIlnt l'
10 11,,1 e"p, ,,...,,wa y 1"·/,,.... The
,slille Off"'e Build; ng . : ;ond the
J'irth U";.;'ml' ,,1 Arn,,>ry •. are
left n:IA';"eiy 1II,,,,,a lh ... ,I. ' Ill<~
W~ Co mu-ctor Ihen IIwi rlgtl
o:lIl\I"'/H(1 to m' Ji.S 1101' Balti mo,e
Li fe I..."d;ng G, la ki" l; Ihe
0.."1"..1.,.,, Ih u~ ,n tft.. I"~
La ...·". l)a ,* i"~ ami "ntrall<lC 1
0
the Mar),lu"d
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ffllil y .... m..d"hl H & 0 !;Ia·
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to allo ... , O<lno for Ihrt¥. "",,110.
hound I:I' ''·~. c/''';" I'nk f,· uce
a nd hi,." it ... ay ligl' l 1'01 ..., . T I,e
o<orllol>o"nol I:u,.." /la.\ll< wit l,;"
SO lo:flI " f II,,· /.) rio: TI ..."I" . J
all" Ih .. I 'ni."rsil)" of B"hiul",e
l.iI" .. ,y K Io... r"re 1~", inJ!i the
IIi' " 1'0"1 ORi~~ C. ,a~" Oil Ihl' i,
.. a y 10 the J on.,,; f.1I E)" I!'t'>"!.. a y. 'Ille ,' lnylan,1 1,,>-I;Io"e
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WEST
CONNECTOR
�THE CITY VOI CE
Page 4
o
RI::(~IS'l'lm!
RETURN 1'0 SANITY
1. I n onh-r 1ft he ah lc 10 VOTE in the
n~l( 1 P rimary
/Hili (; t' lwru l 1-:1
1:('liol1, plU 11 111 5 1 be
a. iI Unil t·'! Slillo'~ cili~.('n
b. 2 1 yea rs (t Ill by Novc mbe r 8, 19(16, .llc tiMe o f
Ihe C('IIt'ral Elect io n
c, a I·t'~ itl cnl of Ba llimore Cily legi:<lal h 'c ,l i~lri cl f .... r
SI'>; lI1"n llls prt"cetli ng Ihe e lL oll (~ in('l' ~hrd , 1.3,
"(;ti
1966 10 vOle in the Primar y : ll inee !\'lay 8, 1966
Iv vole in lIlt" Cent- r al E I ~ t i u n)
d. registered with Ille Bua n l o f S u pe r visors o f
E leclions.
2. III onl",r to be abl e 1 vote in IIIl' Prim a r y for
0
j·itl]('r De mocrats or RCJluhl icMls, you mus t be rf'!;iste red
in a speeifi,: party. Pe(l p lc regis ter ing Inde pendents ma y
NOT \·"t(' in e it her P r imary Electio n,
3. I f Y"U ;,re rf'g iskrcII ill Ba hilil ore C il y. bul ha ve
ju_o t moW(,d inlo till' St-"oJl(1 o islri cl, you IIl U~ t r h:m ge your
u,ld ,. ·",s wilh Ille Uua nl of Su perviso rs of Elec tions in
" 1',1,'1' tv \',1tC /lear yvu r new '''. JrI('. T o do this
'
n. fi ll in a for m c.. n l i ~s ul'(1 by tile Huarll, o r
b. i!:" .-ll1wlI 10 the S u perviso rs of E loct ious OlTic{:, or
c. lI Hli l in y~, ur vote r's rcg i ~ l l· atioll card wi th yO IU
IlPW 1IlIrlr('~.
\
APRIL, 1966
.1. I f YOIi ilrc rt'g i ~(.'rf'd olll.~id(' of Ihhimore Cily,
:wrl halc mnved here, YOIl mU,,1 regi ster hy go ing IIVW Il to
the Uon rd OO·i"e.
5. If yo u have cha ngf'd your name lIy marriage (fe.
lIJah') u r h y I,-sa l a ction ( ma le or fem.'!e), yo u mlls l go
duwn 10 lile Board O ff ice 10 re-rf'gi ~ t er,
T hc S uperviso rs of EI f'C tion O ffi o.:e ill Balt imore C ity
is 1000ated in tim UalWIlIl'lIt of tilt' " ('ople/; Court Bu ild ing,
FlIYl'lte (11111 Gay Stree t". T he on'iee i ~ 0 1'('11 daily, M ondilY
Il lroUgh Fr id ll Y, frOIll 9:00 a.lll. 104:00 p,m , Tlm rsdays it
relllil ins 0 1'!'11 ull til 7:00 p.m .
Vor furlhcr iuf(Jrmation, cull Ille Board of E lectioll
Supt' f\'i ~ors at I.E 9-6960; or lhe MOll111 n oyal Democratic
<.1\1h Voter S.'r virc oirl'f'lo r. W alt er Orlinsky, at 685-5010
("ITi,:c) or 669-2;'198 (ho me ),
Howard Hardware House
The log jilill i .. (It,'(;I'lIl p l il y~rou ll d flf'~ i g n sec m ~ to he
b rea king, a lt ho ugh w,· have no t St.'t' li a /-!;ra/lS play area yel.
O r, P;](lui n, Ihe m'w S UI'f'r inte nd cl1t of Schools, /111(1 Amhruse Chl llda, h i~ D irecto r o f SdlOol Faci lit ies, l\lIve slIill
tlmt limy wi llma kc e n ·ry cffo rl Iu ~Cf' 111111 Ihe new sehou lYiml ill E U!(lw PllIf'e lI ud M cM cchen S treet is nut covere{1
willi aspllil i.
Deleg al e Larilles' U rba n DI's ig ll Co mmi tt ee, whi ch
Illtll'CS hl'R d ~ of th e C ity's deparlments at the co nfer ence
tah le wil h the ht'lIlls o f (''Q ncer ned dow ni own e itizen or·
gll ni7,Iltiu ns, 11115 unOO \'e red a fai rl y ge nera l agree menl
a mo ng hurea u chie fs that g ra ss is ap pr o pria te alld praeti e., I.
Once Ihe bugllOOo o f " e xcess ive cost" of g rass is d isposed of, Ih e M g urnent rests S<Jlla rdy 011 Ille faellllal lHlrd
s tlrf aees a re no t des irllole lind a re, in f act, nol uscn hy
eh il, lrt'll. T a ke II loo k althe a cres of a spl w lted playg rou nd
lwtwetll Dv ug lns Hi gll Sd,o(ll ami O rl f'n ns St reet- p raeo
ti e'llI ), dt:ser ted m uch of Ihl' l ime, Then loo k a l Ihe gra:;t!':cd
I <lB 1I0r th of Mad i ~oll Str eet, Ileal' Edi son I'l ighway- in
allllost cont inuou s use.
C ra ss is supposedl y " Im r'de r to maintllin", h ut ItoOk al
the C kH'enla le 1 'l ay~ r(J u n(1 bel ween MrCu llol, li nd D ruid
I-l ill 1I1:lIr Il le old car ba rn, Aside f ro m it'! IJH!'ketlia ll Courl,
thi s sw a lliliot of 1
:111". wh ich gets mo re use than pract ically any pla ygrou nd ill tlli~ city, is cove red wi th gr ass. T wo
th inl s of it is co vere<1 with gr ass unywa y, The kids love it,
S ure, olle third is bure (along the hllscl ill cs ) Ilnd a lwa ys
will he ha n '. Bu t blackto p the whole th ing a nd wh a t (10
yo u hn vc ? Look in so met ime.
Afte r grading ex pl'llS(.'S, it cos ts ah oul 50.40·0.45 a
8(lua re foot to p ut in g ravel a ll d asp hnh. Topsoil a mi s(I(1
oo~l $0.10 a squarr foul, lopS>li l and sec,ii ng a boul $0.0 7,
<;
AI tha t rnle yo u co ul{1 resod a playg roulI(1 ('very rive years
for 20 years I..:.'fore tile in il ia l cu,~1 of aspilalt would he mel.
Crass re(luin:s wa tering and CUlling, and Ih is C(lsls
money. In a time wl lell un!iki ll,'(1 jnl'!I openings are few~\r,
tlli s need may he a bl ~~~ in~ in (Ii q~ui :<f'
Pa in« &- G lan
fUectriCfl I . P lumb/nil' Suppl iCli
879 N, 1I0ward S L.
LE 9_47$5
L. A. Herstein & CO.
Elect rico l
Mt. Royal
Democratic. Club
COCKTAIL PARTY
1&0
1)
i\J..:U1Y firms ha ve f" lI o"ed liIe Dllvice fir a"
ar('hil('d, Co,,"'antine Courp$s;' ,,'100 was relained h)· Ifill Associanon to jl:il'e ad vice 011
de5igll altd .(tI ruciura l nmll('rs and 10 coo rd inale
Ihe color &cheflttl (or IIIe Mod<. Under Council.
man Ward', tree I,lanlins program, U'" area
hilS 110,"" '-n!K'1 with yo ung mal,les- and lindens
\lU) Cil y t'or{.!<Ier.
'
Indicat il'e of Ihe im provillg cond ition of
UowaTlI St reet ill lhe Cu rriage I-I ouse lIC!'la uranl.
In addi li oll to his thrivi ng snile of li l'lll fl oor
di" ing room;;.. Oreilles " elridcli I. as nOI'! opened
an upslnirs duJ" 11,e Coach and Four, offeri ng
""If('t lun cheon and dinner hy candleli ght. Safll
" /lufly" Pel rides. "Mooday ni ghts are now j U
!Jl
li ke Saturday nights. __ a supe rh loca ti on."
We checked olher ",ell·know n busine58el; in
Antiq ue Row. I"deloende"t Beef has !Dore than
doubled its .'loI'l 1
C(ltion of wines to meel an in·
creasing inlerC<ll ill " Ihe well set lable," Tyson
Place. ha ving movC(1 10 the block .fler losing
itl! old qunrte'" 011 Linden Avenue to Ihe wreck·
ing Lall, now fi"ds il5elf " full UI'," A con~ta nt
clienlele I) f neighbo ri. ood hllhi tues, lovel'5 of
Chinese food, local politicians and Ibealer peo'
pie make it 1 " e~er hil ing fl) u.lIai ll !tf acliv ily,
The 800 Ul ock of T yw" SIree\ revea ls the
most sirikill g d,a nge, E\'ery IlO use has lItt n reslored, au d III~t ycar lhey were :ul ded to Ihe
Tysoll Slreet OpCII }lou;;e Tour. A ~ivi ly here
"r
lias ~n sl~II,1lcaJ~tl by l"'
oon,rnclo r Roy E,
Kirby, SeI'e ~1 )'CIIT& ago Kirb)' was abou t to retire, hilt tllC ehllllenge of Tyson Sircut I.rovidcd
fresh inccnlive 10 conlinue a suece!;aful CUTOOr.
Mr. Ki ..t..y I,od ju!l'l re«:il'l:d scI'eral nal ioll91
IIwllrdS for f,is co nslru('iiou of tile WC!;ling/oou9l':
M nk~ 1I1ar Laboralo ries at Frieudshi(1 when 1
m
dceidcd to hring his organiz,1tion to bea r 011
Ihe J.ro hlems of dowr' low n rei.abili tal io n. Now
!lOme forty lJ.CrQe nl of his efforls go 10 acq uiri ng.
reimilding and dooo rlliin g usol'lIl 18th aud 19th
ooll illr, I' rol>erilies in the heaT1 of llu lt imoro,
and he wouhl like 1 do IIWre, HU IUIA has
0
commended Mr. Kirby for his elTorts in hringing Maryland " Lack borne" wi thout use of the
hull doz.er.
nuee yean; ago lhe memberll of Ihe Howa rd Street A86OCiaiion elected to remai n
outside Ule MI, Vernon Urban Uene wal Project
in order to relain full ooll'rol over !be .'loI'l nsiti ve
nW'!.ter I)f physical al'l'CIlrance wl, ieli is cri ti elll
10 u1Cir trade, and in or'dcr 10 be able 10 work
out aiteralionll and £ilmllcin/!: at the gradu al
ra te 110 crucial in sma ll bU~II~. This delilJ.Crate, orderly fix ing ull. wi dlO UI di s-asl ro us dern·
olilion, has become one o.f lhe quiet SU
OOC9Se6
of tloe inner ci tY'1i ren ai ~nce. A suoess. !I1at is,
if tile shadow of the WCIII Conl1t!Clor ElCrress way
does nol bl igltl the elTorts of !!COres of individuall! who lire gell ing their h.:tJt intI) Ant ique
Row.
Ty1lOn " ~eld
r-------,
W ig s and Wiglets
A .... 'k> ~ ...... A __ ,,-Uon of """ ... Iea
..,.....
C hateau De Luis
HARRIS
AUCTION
GALLERIES
5200 Parle Heighk Avenu e
875 N. How... d St.
W ll ole&a /e a,1tt Re/ail
FO 7-6700
~A DIIo"" _
8.lIj",0 ••• Md • •
"
VE. 7. 204S
IARR. HAUlS
I~
. --. . . ......
2 17 West Rea d Street
Ba ltimore, Maryla nd
A8k YOI'" I'ri" m b
Tyson
Place
You ARE
YOUR
E X CELLENT
FOOD
GOVERNMENT..
& COCKTAILS
VOTE AND MAKE
227 W. eliAS": STREE.'T
YOUR VOICE HEARD!
LIE 9-499:
,
1,.1{
REALTO R
AJ1$lIta
II ."",,M. II ~
nOlIlo>""" SI..
n8-II K
.,..,..,G.G.R_
1111 I olln lit.
~.
, . 4850
Independent Beef Co.. Inc.
Since 1888
Speei n li ",i n~
in
Aged Prhne Beef, Fi_ Willes .. Spirits. Go.rw.t hock
191 N. HOw ard S&'
PhOM 837-7400
Colonial
BaUimo:re U:t81
S"villg. "tid 1 _ tluociDlioft
PIIONf: .14"'3N
&63% SECURITY BOULEVARO
B ALTIMORE MD. :tlto7
CURRENT DIVJDEND-A 1
f2% PER ANNU ....
soll3'M monp p
Robert L McCoy, Inc.
M_
$$,00
Colonial has Ions
.......... ,
ADo ' . . ; ...... A __ ;.,1oft of A ....... ;.",
T............i ...
M.y 21, t9U _ SolO to 8;10_
El'. .pressway Threatens Renewal Effort
«(:onUnucd rrom Pace
Contraclor&
811 N. Howard Street
-MU 5-335i
loans in
tbe inner
' 7 area.
We
b a V e WDlplete
IDOnfidenfle In Ule
Ilihue of dOllfDko\IfD ftIIldentiaJ
Baltimore. &pJII7
_w.
""".Sdt>e
Wlt~
INSURED SAVINGS
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
The Inner City Voice Newsletter, Volume 2 Number 1
Description
An account of the resource
Includes the article, "Expressway Threatens Renewal Effort," about the proposed West Connector Expressway and its potential impact on midtown neighborhoods
Date
A point or period of time associated with an event in the lifecycle of the resource
1966-04
Subject
The topic of the resource
Newsletters
Highway planning
Express highways
Design and construction
Urban renewal
City planning
Mount Vernon (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Inner City Association
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.13b
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 13, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
City planning
Design and construction
Express highways
Highway planning
Md.)
Mount Vernon (Baltimore
Newsletters
Urban renewal
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/37267cc60881a47eda13480458e12bc7.pdf?Expires=1773878400&Signature=F-QbfzIZlwGJ1l9eNkKxIRxj991hbEF7R-kviI0zPU7kZ6aWo2rbvBxQ4RmyZFP-IsSlrKVRtL7YzvyMsNeC6AbXR2cooEs-USC-zqjeNwaiJ30wKVicK3DtKvHZtf9wAJw%7Ex6YUAAk0T0yXKH49OzdoPyPXBvmSNs9X31UFvTlO0xskz6c8evz6sD89WPA-TM3x0AUsLJuF2FdtfS8Qvd%7EptXu2wxU6tm%7EVelGgpXJA9RR7T234HBYwA9zOWtDKoTcH-bRy3qi3r6dKT3rQWJb-i8drGYVlrOWgciEq2rZE3zlTefUwPXUhByK5TTah1F9YWPGDIIig4%7EwX1U0KHA__&Key-Pair-Id=K6UGZS9ZTDSZM
50cbd795e351b4c30e5b6cddbc990bfd
PDF Text
Text
The
Inner City
V
VOL I, NO. J
MA. RCH, 196)
Legislator's Viewpoi. t
HALFWIT tOlIIT
By Julian (Jack) Lapidee
As the' 196a Maryland
reachea the
halfway mArk, it ts a good
t ime to reHect on what haa
been done and whnt still
need. doing.
The feeling in Annapolis
is tha t the House haa &1>
\ eomplished more at this
'I>oint in the session than at
any olher time in his tory.
Governor Taw8I ia to be
eommended for hit accom·
plislunents to date..
In the fie1d f)f higher education the House p~
the Curlett Report which
will greatly IItrengthen th,
eollcge progrllm in 'Mary1F--_"',~"'_TQl'l.e~i·
kges will now expand to-a
full liberal arts program
besides keel)ing the teaehcl'
education program. Thill
progrnm will enable more
Ghildren in Maryland to go
to college.
In the area of public I\c:.
eommodations the House
passed 1\ nlcaaure whlc:h
will permit aU persons the
opportunity to avail themeelvea to food and lodging
Leg!~lnture
tn much of Maryland. Although a number of eounties h ave exempted themMlves from the bnl, it i8 A
.tart towards reeognltion
that all citizens of Maryland are truly e(jual under
the law. The many civic
and church groups IncludIng the strong sa pport of
the Arc1ldiocese of Bnltl_
more are to be commePided
for theIr staunch support.
A no t her aignificant
tneas,yre that ba.s already
passed the House La HJR
14, which provides far the
eetabll3hment of a Comm ission representing the
Govunment of BaltlmoN
City, Anne Arundel. Baltimore, Carroll. Harford and
Howard Counties, to atud.,r
mating mutual problems
relaUng to thll provisIon of
water, Mnltary ~
aad drainage eervlcte fn
the Baltimore Metropolitan
!l)istrict. This resolutloa is
jCMUuM . . ,..,.
~
_
Prucha, *~rd, Alessi
Bias.
- ac'ics
T
Ci~y Council candidates Clement J. Prucha. Thornu
AIC88i and T homae Ward dcnounood the amear attempt
to aasoeiate them with Jaek l'ollack lU an "ir responsibl.
I
campaign tactic."
.
Prucha and Ward filed a $300,000 li bel suit arainst
Harold Weiss, political leader of t he group supporting
C. Lyman Schueler and Delegate Antonelli, alleging the
dissemination of malicious and libelous statementa.
),fr. Ward haa long been an active .s upporter of
Senator Verda Welcome. who detbroned P ollaclt·s Fourt.h
District machine. Councilman Prucha 11M C()n !! i 8~en tiJ'
supported Mayor Grady's policy of " no l>atronuge for
J?ollaek" in the Council.
w.nr, Prucha. llnd
AI_i eee Iilde etuu.,e i. 6.T.c'
• ilH:e
We bcginu..iog.
. Prucha aud ~ard pledged to conlinue their nPlt
ag&ll18t Pollack With renewed vigor. They !laid that
voter. ,hould draw their own conc.lusion!! 88 W who
"'~""""''''''-''''=d llifltrirt tA.lllHdW.ge or.&..
Prucha and Ward wamed voron! agnlMt. t m u
lmIears expected to be cicculated. Ths Do'vntoww. NSWI,
the Weiss-Antonelli-Sc.hueler political sheet. doeA not
have a union "bf4{l," it was noted .
BURHA SENT H
OME
Tbe Baltimore City Council recenU7 referred tM
Madison Park North Ordinance back to committee for
further study a.a the result of oomplaints of the resident.
concerning varioua pr ovision. of the Ordinance. The
Madison Park North Urban Renewal Ordinance calla
for extensive demolition of large parta of the northern
part of the Bolton Hill neigbborhood and all of the r esi_
dential structures on the east aide of Mt. Royal Avenue.
Following on the heels of from demolition. The Urcomplaints of residenb of
ban Renewal Agency baa
Bolton Hill concerning incalled for this demolition 80
"pection standards demand_
that t he road bod of Mt.
ed by the Urban Renewal
Agency, many at: tbe resi- Royal can be relocated eastward. The present BOUth.
dents now feel that the
bound lane of lit. Royal
h omes and apartmenta are
would beeom. a feeder
presently in good condition
street for the benefit of
and are well maintained.
traffic flowing in and out ot
City Council candidate, the Bolton Hill eommunit;v.
T homas Ward, urged t hat . Mr. Ward stated that th.
the lower part of Bolton effect of tbis will be detriHill be exempted. from tMi mental to the overall ap.-.
Ordinance. if that u whai penance and welfare of
the J'Midenta wish, in order Bolton Hill. "'Man,J of ths
to .remove unn~ry an. -beautiful tree. pTGl:lenUy
Doyance and bardship to lining Mt. Royal win hAve
any home ov.-nera in this to be cut down, and the
area who have maintained demolition of .n the 'Proptheir property in a high erties on the eaR side wlR
.tate of repair.
expo88 the _
inda.strlal
Mr. Ward also called for factories and other untright;the exclusion of the. elUJ'!; It structures 'll'bteh lie be.
lIIida of Mt. .J!o>':AI AveD.~e b~ u.s p'rwently existing
PRUCHA, W
ARD, AL£SSI NIT FARE N
IlE
Candidate.s Prucha, Alessi and Ward have demanded
a eomplete over'baul of the mase trftnsit system in Baltimore. ''It is ineonceivable that the Transit Com IWl7
can demand a raise in fares and " fi ve cent transfer
charge in view of the service they are providini tM
people of Baltimore." one candidate said.
All three candidates pledged thcmselvea to fight afIT
C08t placed upon
trAn.sfers, and to request the City Jo'athera to initiate a
tncrea&e in bus fares. to oppose any
aerioua inveatigatioo into an effective mass t ransportation
.ystem. Candidates Prucha, Ward and AIC68I auggested
that it the BTC cannot do the job, it rna)' be time to
eorudder another company that can.
residential homes." Mr.
Ward further atated thai
the lot in front of the faotoriea created. by the dem_
olition win be 80 sman ..
1;0 be impr&etlcable for the
eonstruction of Dew
and buildinga.
Mr. Ward further eaIIed
for the eliminatioll. of
boulevard traffic OIl Part
and Lafayette Avenues. bJ
the iutaDation of nriou.
traffic devicea such .. atop
aigna to eUminate fast
through traffic ud to ,...
tum both IJtreeta to a local
trafftc .status.
Mr. Richard Stelll, Preaident of the ~lt. J!07~ 1m-
omee.
provement Aasociation CODtinuee to urge the p&!III>I
of t he Madison Park NorUa
Ordnance without cb~
Mr. Stein further stated
that he • in favor 01.
demoliiioa 01. tile propertie. on the east side ol.:Ht.
Royal Avenue and op~
ths exemptioa of Joww
Bolton BiD :fIoq, inspeo,.
Ii....
City CouncIlmen Proc:M
and Soypbe:r .taW ....
will meet promptO- willi
residen" 01. tht ~
hood and the UrlMa ...
1lewal Apriq aDd ...u_
·011. the spot" wpecU- ..
tbt ~olkHl WU area.
�)
'og< 2
MARCH, I ' "
tHE INNER CITY VOJI:E
~--------------------
Tyson St. Story
'-
F
B'/I Lun Ha~
Three successful examples of urban renewal : Beacon
Hill, Boston; Georgetown, D.C.; and onr own Tyson
Street are the result of private urban renewal. The one
.... ho sta rted the restoration of Tyson Street is the widely
known artist, Edward Rosenfeld.
For four war years Mr. Rosenfeld lived on the
llecond floor of a one room deep, log cabin, the only house
on Peacock Alley. Convenience as well as economy die.
ta ted that choice; for Mr. Rosenfeld commuted daily to
Wal<hington, where he was employed by tile Fine Aria
Di vision of the T reasury Department. During that tirM
he accumulated a nest egg in the form of War Savinga
Bonds and prudently decided to invest it in a house of
his own with studio room. After fruitless s urveys of
a vailable properties in Greenwich Village and George-.
town convinced hird tha,t he could only afford a house
tn his home town. in the fall of 1946 he bought a three
. tory brick house, backing on Peacock Alley, for $1,850.00
.... ith an irredeemable ground rent of $15.00. Three f-am·
llies, the previous tenants. had pa id a weekly r ent of
' 8.00 to r il
He chose the house primarily bec:UiS8 it provided a
rpof over his head at a price he could afford; second ly.
because a front room upstairs had perfect studio light.
Besides, the marble-floored cellar was ideal for a frame
making shop, and there was a back yard (now planted
....ith trees and wildflowers). His was the only house in
the block with a bathroom. A wood-burning stove, the '
• Dly heating equipment. unaccoun tably disappeared be.tween the till)e he bought the house lind took occupancy,
and he waa forced to use the gas r ange for heat until
the next year when he installed a furnace. The cold water
.pigot in the kitchen ran into a 8lllall metal bowl and
.ut a hole in the side wall onto the sidewalk.
His neighbor s (all Negro) were frie ndly and help.ful. One did his laundry, another his cleaning and they
received messages lind packages (or him when he wafS
away in the t r ue neighborly fashion t.hat exisl:.s there
...
a~y.~~=
East Baltimore
Athletes Hailed
fl.,
Read Street Se..ne a t T,,8011 Street
.
To Market, To Market
Lun Harris and Allele K r0l1C8
Allow us to introduce ourselves. We are two of the
amaH (membershi p limited to four plus bundles), but
select group (1 admin istrator, 2 arti8t.~ , 1 teacher),
known 88 the Saturday Afternoon Market P atroni7.ation
and Appreciation Society. In fine old Baltimore tradition,
we go to marKet each Saturday.
W visit them a.1I::i!xingron, J.1arsh, North Ave.,
c rUT,
adway, ortheast. and Hqllins, Each is a per_
IIOnalityand unique; Some are morc lavored than ot.hers.
but the S~MPAS modus operandi is the same. We begin
on East Lombard Street for lunch. The menu seldom
varies-hot corned beet sandwiches on hot rye bread,
or hot dogs with fresh bar rel-sauerkraut, ]>erhaps a
erunchy pickled tomato; desse rt of halvah, canlloli, or
possibly a ripe persimmon. T hen off to market we go.
J.,exington Mllrket is the noisy continental. At
Thiebes' &morgasboard, ther e are imports from all of
..-.Europe; cheeses from Holland, Switzerland, German y ;
Shortly after he moved in, Mias Norma Kelly, des- r are teas; Norwegian flat bread ; German pumpernickel;
perate for a place to live, bought 908 acr088 the street; undiscovered fi sh products from Norway and Sweden ;
in less than two yea rs the rest of the houses were 80ld .weets from France and England; ginger candy; the
and in the proce~ of being restored .despite the fact that proper cooking utensil. At Greenberg's Bake ry, the huge
not one of the new owners was able to convince a BaIti. r ound loaves of corn bread, and dark rye are hot from
more bank or building association to grant him a mort-. the oven. One stall specializes in ,Smithfield products of
hams, sa uMge and slab bacon.
, age.
Since then, Tyson Street h as been a brilliant example
At Marsh Market, there's the !lmell of the sea. Hand
of individual enterprise and community spi rit. Neighbor&' pick you r lobster or other shell fi sh. Mussels can be
have pitched in and helped paint a house in a matter of bought by the barrel. The fish sparkle and gleam and
oours. With the o....'11er's permission, they r epainted a r eturn you r siare, so clear.eyed and fresh are they.
wash in the block; at the oth~r end of the street the ,
Nor th Ave. Market is the gr and dame,-steeped in
land lord agreed to l e~ them bUild. a h ~nd some w~ tradi tion, it is the gentle reminder of an era long passed.
fen ~ and flower boxes to screen .hls ~nslghtly par~mg At Joe's, the huge wheels of! cheeses are ral'e and delicious.
Jot. Tyson Street was treeless until reSidents broke mto The gruyere, brie, and cheddar with port wine are
the cement and )llanted the t rees they bought themselves. especially I1ne. In the seafood section, you can stand
In addition to ra ising considerable sums of money at the raw bar, foot on rail, and 'down fresh-shucked
for charities, Tyson Street's Annual Open House has oysters and clams. , . or wa nder forth and feast on red
provided an inspired example of tasteful urban renewal bananas. hair-dollar aized strawberr ies, delicate Lady
~ iu thousands of visitors. Public interest spurred by apples, orout-oi-season frui ts. The meatcllSes are packed
the many articles about Tyson Street (even in the with handsome sides of beef, tiny veal tongues, pantied
E ncyclopedia Brittanica) has played a part in the in· la mb chops; 'you can envision the roast s uckling piglet.
creased value of the properties. Taxes on Mr. Rosen feld'a Choice produce is the us ual a nd Marel's gourmet grocery
house have jumped [rom '80.00 to $300.00 per year . Some is stocked with the unus ual.
houses have been restored and resold many times, with
At Belair the manner is colorfully casual. One stall
aa· much as '10,000.00 spent On renovation.
sells freshly baked Germlln bread and ginger cookies.
As a result, they are now in the $15,000 brackel You can stand a.nd eat Polish hot dogs. Here's where
ear
~o~a~:~:s~~~~i:~ra~~~ ~;: a;~~~~::.e: dl:C~,! O~uab:l~o;;:~~ ~;!~t!I:~~%;! ~:S':~~ec~~~e;;:~i~~
and a decorator. Sixteen of the nineteen houses are owner
~upied.
(Continued on P age 4)
It will not be too long before Bocek playground will
welcome the beginn ing of
baseball activity. Little
League baseball sponsored
by the Maryland Pleasure
Club through the efforts of
Eddie Klima and many
others will travel to the
playground for their try.
ouu. Father Vitek of St.
Wenceslaus wjlJ give the
call to alI. C.Y.O. aspirants
to r eady themselves foT'
baseball activities. Incl·
dentally Father Vitek is a
!IOuthpaw and even
a
"padre" playell a wicked
fi rst base fo r the St. Wen·
ceslaus unlimited tea m in
f ormer years.
Olle wonders what has
happe ned to the girls'
sporu act.ivities Si ll C e
"Bootsie" Hawlik has become a fuJl·time business..
woman . Bool:.sie certainly
was an inspiration to the
g irls at the Lyceu m .
We certainly hope that
St. Elizabeth can reactiVAte
their baseball activities.
Remember "Pop" BRuer'.
championship St. Eliza·
beth's Brotherhood teams?
H ow many of you realize
that Dunbar High School
loqU.;u..DII G!lroJine ay.d:..Mi _
EI~ry St!l has olle of_the
fi neJ;~ baskJbnll coaches in
the Enst, namely "Sugar"
Cain. He's an old pro a nd
has gained numerous cham·
pionsh ips f6r Dunbar s illce
he has tallen over the reins.
See where Carl Holub's
Calvert Hall team is taking
up \where it left off from I
last year. The! won the I
Catholic championship last ,
year and j ust missed the
Maryland Scholastic cham.
pionshi p by losing to City
College in an after season
playo"'. Carl was instrumental in channeling Hues.man a nd Kowalzski of Sl
Elizf\beth and Mark Trotta
of Immaculate Conception
into Calvert Hall wh ich has
an unbeaten freshman team
:md will provide a hard
core for the future. Incidentally Carl Holub left the
COAching position at Calver t Hall and devotes his
activities to officiating ~
ketbaJI throughout t he
Stnte of Maryland and V ir.
g inia.
grocer, Maranto & Co.
(Conli.au~l
.
on Page 4)
NOTICE
Mr. H erbert J. Herman
has shown to our 8lltisfaetion that he now resides at
]230 St. Paul St., and f!()
long as he continues 1.&
actually Ji ve at that address, his residency will not
be a n issue,
--
�..ARCH. 1t6'
THE INNER CITY VOICE
Page 1
PRUCHA, ALESSI, WARD AT HOME IN 2ND DISTRICT
Deals Opposed
Pollack Opposed
Two members of the House of Delegates
are eeeking City Counci l &eAta. Voters
can prevent the back room political deals
to nil the anticipated vacancies in the
Legislature. If either or both these member3 of the Legislature 'are elected to the
City Council their present seats will become political pawns. Why not. keep recently elected Delegates Antonelli and
Panuska where they are and out of the
Council. t.hereby killing their bosses' secret deals.
Jack Pollack's reportciJ 88Cret financial
support of a couneilmanic ticket recently
thrown together in the Second Di!luiet
was 'denounced by • .spokesman -tor the
Prucha·Alessi-Ward regular Democratic
slate.
"The very man who dealt with Pollaek
and tried to hurt Governor 'Tawes last
year is acting I\S PoUack's local agent in
the 2nd District this year,"-the 8pokc~
man noted.
Clement J. Prueha has a four year record in the City Couneil OPl>osing all Pollack pat.ronage.
Thomas Ward hl\8 long been known
for his active support of Senator Verda
Welcome in her overthrow of Pollack'.
4th Distriet clyn&l:lty. He is the vice president of the successful anli·Pollack Mt.
Royal Democrat.ic Club.
Thomas Alesai has publicly repuiliAted
James Pollack as a "danger to our districL"
The Sftnpaper. recently quoted AntoneJli as saying t he Council is "80l't of II
tlt.eppi ng stone" to the Senate.
DUring his last term in office AntoneJli
introduced a bill in the House of Delegates increRlling the AlloWAble height of
buildings on Mt. Vernon Place. The bill
which would have allowed a high rise
apartment house to be constructed adjaeent to Peabody Institute, waa slrongly
favored by Harry WeiSll.
Coodman Ticket Endorsed By Regular
2nd District Organization
Mayor Philip Goodman was formally
endorsed by the RegUlar Second District
Democratic OrganiZill ion at a meeting
held in the Young Men's Bohemian Democratie Club of the Seventh Ward, Inc. In .
the discussions which preceded the en_
dorsement, several civic leaders, including
Charles Holub, Jack Lapides, Dick Welsh,
Joseph Meyerwitz and Clayton Dietrich,
pointed out to the membership that Baltimore waa in desperate need of an energetic leader who understands the need
for action, and cooperation with the members of the City Council, if the p rojeet.8
begun by Mayor Grady are to be carried
to a Buccesaful conclusion. Goodman,
D' Alesandro and Hergenroeder were en-
:d='~'=""=-:"=n=.n='=·m=' 'y~.:...._______
=u=,=
Mach For Cong ress Move
Doe8 Joe Mach plan to run against Congressman Edward Garmatz next year?
Some poli tical ob$ervers in East Baltimore see such a move as part of the plan
to shift Cha rles Panuska from the Legislature into the City Council.
Panuska's &eat would be used as part
of a bargain to get auppol't f(lf Mach'.
candidacy, and Panuska could use his
C()uncil pat.ronage to fill a need for the
Valis combine. As one observer tommen led: "That's the reMon for their puting most of the push behind Charlie
Panuska."
MI'. _d MI1I. Thom_ Aleeei and Ginger .t hOIlle,
SOO N. Luzerne An..
CREDO
Poet;'y-I tella you, man_
18 catch as catch can:
Some words here, some words there'Til you match a rhyming pair
Thus the therein enlraplled thought
And the feelings thereby wrought
Are not. truths, but expedieneies
Enanared by these skulduggeries.
So if in my worda you do not lind
The truths you feel should come to mind;
Condemn not this poor poet'. part
But blame, instead, his Muse's art.
Joseph W. Lapilles
Votel's Bewal'e
These c:andidates do not live in our
Second District where they are eeeking
Council seats:
C. Lyman Sch ueler '(on the Wei""
ticket) actually IivCl!l in the Third Oi!ltrict,
with a ailent telephone number, at. 6200
BurgeflS Avenue.
James Soul (on the Valifl tieket) aetualIy lives in Baltimore County at 7520 Old
Philadelphia Road. Notice his real eata~
business flign., show <his county horne :'
phone Murdock 6-8692 and his automobile
registration is listed at the C()unty address.
A~"""111 c.... ,1N I'->I~"
Mr. anil Mra. Thomae W.nI wilh Kalhleen,
13Z5 Bollon Sf.
0.-1<10' I'~"" 0,
w.•.
t.a.-
�THE INNEII CITY VOICE
He Inner
MARCH, .t4)
Center Stage '63-A -Review
By RntKl ROSt':NT1lA.t..
....... 17.....
1303 ...... 5tNet
wtor: Larine &. Hawn.
~
Art
EMtw: Walter
£jIUor, LuD .a.rrb:
s.
'i'I'eAs.: ,Tuuan L. l609IdN
OrilnlQ'
v..V:lIo.t.n: KMbertoe Clo'relel!ld. Jame& Ooftleekl. Uoda
Pbhman, Willlaa Hoiden. Adele ~ ,JuJia,n. 1..
lApkSea,. Jmepb ~ ClW"1oN 1:. M oYlaD Jr~ .JO-Azul
OrUnatJ. R.ItIr:1 a-atlla1. Catt Holub, lCd.aId TurDer.
Sho,.td
In
Cun.lidntes Li_
Th e nistri~tP
The new fad tor public office holden is to desert
their district after eleetion . 1t il 110 form of "absentee
represenl.tt.tion."
Whether the voters are treated fairly by such secret
moves does not seem £0 bother the candidates since it. u
not technically illegal The absentee candidate hides hie
\.
true address by using misleading voting and telephone
addre88e8 at the home of a parent., relative or friend.
The absentee problem came to ligb't last year during
the Vaile-O'Donnell State'. Attorney case in court. Dur.
ing the trial it W&8 revealed that State Central Committeeman Franklin Waldt (who voted with Jack Pol.
lack) had been elected (rom the Second District by the
Valis-Mach combine, while Waldt was living in the Third
District.
The problem was rellewed thiB year in the City
Council race by C. Lyman Schueler, who moved out of
the Second District and a.ctually livea at 6200 Burgess
Avenue in the Third District. now. In IJPite of his move
out of the district;. Councilman Schueler is seeking
re-election {rom the Second District by running on the
Wein Herman tioket.
The Graham ticket in the Socond District. (sponsored
by non.resident;. lobn Valis) also has a non-resident can.
didate (or Council in a realtor, James Soul, who bas hi,
true home at 7620 Old. PbilMtelphia Road in the county,
but keepg his voting addreM in this city district. Mr. Sou]
was careful to list. McElderry Street address for politi_
cal purposes. He was leu care(u! in registering his automobile tags (CM 8403) and showing his home telephone
number U.fUrdock 6-8692) on his real estate bu.sineN
eia'lls: both are listed at his true home where he resides
with his falher, Michael Soul, in the county.
The Americnn Revolution was sparked by public ~
sentment over "taxation without representation." Are
'l\'e now to permit men who live in the Third District or
in Baltimore County to cut their vote in the name of
the Second District on tax queatione in the City Council.
Whether the people of the Second District Me Batistied to have non-residents, such as Mr. Schueler or Mr.
Soul. represent them at City Hall remains to be 8OOn.
The people can effectively decide the matter at the po111
in a democratic fashion by voting 0"'11 for residents.
TYSON STREET STORY
(Continued (IIVDI Pase 2)
Convenience and econoOlT, important in Mr. Roeenhid'. 1946 choice, remain his reason8 for enjoying Tyaon
Street today. He feell that the proximity of the Howard
and Read street shops add to the chann of living there.
The only thing he missea is a shoe repair man. He is
oppoaed to proposed changes In the 800 block of Howard
Street except thoae to up.grade the appearance of tIM
existing buaiDe68eS• •
Hfs recommendations for the 800 block of Tyson
Street, where .some hoU8el have already been restored in
&II overflow from the 900 block, include buUding addi.tional small town bowel there, new paving and aidewaIb, tree planting and addition of the old electrifted
Baltimore street liPtI DOW acId by Maey'. in New York!
This. he poiDta out, II onl1
mali's opinioD,. but
is all it too.k to start renewal of Treon Street.
-:e ....
0"
BaUimore'8 Center Stage has come into
ita own. After gJ'awling wltb varyin&'
sl:.llgea of awkwardness Url'ough its initinl
two productions (one A clumsy period
piece by A.rthur Schnibler. t he other, a
Tennessee Williams effort whose intrinsic
lack of dnlmatic value hindered its ren·
dering almost beyond redemption), the
Preston. Street repertory grollp this week
bal totmd ita climate. 1D presentinl'
Gener. r . . Mtlid.a and Albee', Tic Zoo
StlW'Y, Edward' GoIden'a melange speaks
its very own lAnguage in ita very own
tinle, ~hing degrees of vi.rtuosity and
brilliance worthy of the motst re81)CCted
theater.
The fi rst of the one-acron is the kaleldescopic The Maids of the French playwright, Jean Genet. now 53, an ex·jail_
bird and one of contemporary drama'.
most gifted wlings. It is AD expressionistic effort on a favorite Uulme of Geners,
the N~1tt,.eitJe, or "night journey," which
carries the Audience into the depths of
what he calls "the 8OU1 of servantdom," or
the dnl'k -reaches of Everyman. Through
the criminal or P,Otentially murderous
ralltingB ot two sisters who act as aerv.
ing maids in the house or a rich young
"mistress." the author expJores the tragicomical process of a tortured invidioua
mind, using such abstractions a.s "lime,"
"limit&,.. "gt'ief," "joy," "shame." In A
highly stylized dialogue, the maids change
place.s lil'llt with-the mistl'C88, then with
each other, then again with the mi8~ress,
All the pohile challenging the audience to
k~ up with the intertwining reflective
mnchin.tUona througlr which they sweep.
Anl:lwering the call to what BeeIU to be at
lenllt two, and po!38ibly three of the most
difficult roles in the dramatic literature
to enact with the proper weaving and
HALFWAY POINT
(COntinued:
}rom Pfl.f1~ I)
meshing, Vivienne Shub, Constance Dix,
and Rounne Ritcb bring a wealth of
subtlety and intensit,- to the stage. The
(ormer two u the sisters rose to superb
dialogues and e.horusea, bringin.r to mind
nothing 10 much .. the music of Anton
Webern in compluity of structlU'e and
execution.. Miss ,Dix'. falle seemed at ~
menta to breat into pieee8 .. the Alana
ltOunded fo r her to ehanp before our eyee
from. the hau.cbty madame to a tea-mall:·
ing aerv&nt.-cirL
Edward Albert. diatribe, the muchheralded Zoo Storr, ...... offered as the
piece do resistance. and one is glnd to have
had the 'opportunity to compare this vereion with the original as it was given in
New York. Colgate Salsbul'Y delivers hilt
personal interpretAtion of the role oCJerry
on such a grandiloquent plane as to [eave
an audience spellbound, if not gasping
for breath. Mr. Salsbury's physical presence is used to overwhelming advantage,
at moments sug~ting the pt'em,ier dtllf.seur in 80rDe glittering contemponlry
ballet. It did not, however, completely obscure the technical virtuosity with which
Mr. John O'Leary endowed the part of
Peter. Mr. O'Lenry's timing is a thing to
marvel at, and the very restraint he pur.
sued became alive with tacit vitality. This
was an aJtogether engaging performance,
one to be compared favorably with that
.seen otI.Broadway lut year.
Mr. Golden degervea blanket gratitude
&II a director whose work is as .sensitive
as it is dependable; Baltimore would do
well to count him among ite blessings.
For exciting (1f'(lflkiM, view the chromatic mirticlca of Baltimore painter J'on88
Fendell, now o,n exh ibit in the lobby of
Cenler Stage, Preston and Cathedral
Streets.
To Market, To Market
(Contillued from Pase 2)
a step in the right direcAt Br03dway Market, Brill's blue-eyed colleen will
tion. For much too long, take your order (or mussels in any quantity or explain
the City has: been s:upport- how squid, octopus and cuttlefish a re prepared: One
i ng the counties in the specialty is frozen rabbit;. imported from Poland, which
areas of water and aewCl'- she claims is more succulent and tender than the stand·
age. It'. high time the eur· ard. You'll also find honeycombs and home-made preserves, a8 well as produce indigenous to Greek, Spanish
' roundinr eountiea atart and nalian cultures.
paying theIr own way.
..
Northeast Market relteet.s the order, cleanliness and
These have been some of love ot food characteristic of the many Bohemians. Gerthe more signifiCant blll. mMS and Poles in that area. Karl Sacha. sausage maker
paS8Cd so tar. A elot ma- 8upreme, lists more ·than 30 varieties. including bockwurst, krautwurst. Bohemian pudding, and Polish sauchine bill baa been presage, smoked or fresh. The H & S Bakery haa Bohemian
sented by the administra· fruit bread8 and poppyseed cakes. Harry's Delicatessen
tlon and ne~lIess to say, a boa.stg" wide selection oLcold cute, including a marvelous
real battle i8 brewing. On hard salami without garlic.
Hollins Market, with its many open air stalls, seems
HB 186, to place the em.
ployees of the Board of best in spring and fall. Their produce is mostly garden
grown and picked that morning; the f resh eggs Ilre
Election Supervisol'S in
Baltimore Cfb' under the fruit.. Around the corner, the Custy Coffee Co. will graid
merit system, a public hear. four own epeeial blend, and the aroma of the coffees a nd
ing wa. held with no op- apices is lite nothing else.
We AU to go to market. We enjoy the personal
ponents pretle1\t. Ho,\\--ever,
rumblings have been heard communIcation. We need the reassurance of knowing a
that a number of senators world not prepackaged in piaatic. We revel in the sights
and deleiatee 0J'I>08e this a nd smelLa and sounds of the market place. We come
reform. If thlB worthwhile alive with the vitality of the buyel'l and aeUera a!.ike. We
1eglslatlon is to pass, strong thint ira great we can maintain sucll a tine tradition.
exertion from the Gover. ticular bDl, or oppose it, with 70ur right to vote.
nor will be needed.
the way to make yoUT Don't atop therel Let us
I would I.Ib to poInt out wishea knOWD are to co. know how JOQ feel on legisthat 70u" the public" bay. tact us. Remember, fOur lation that appefln before
put ui: iu oftioe 10 repn&ent reapooaibiJitiM in 1 0 a r atl; we will certain,," weigh
~ou. H you favOl' a pa.. State JOvernmen~ atari.s ~\U' opiniOIls.
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
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<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
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<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
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text/pdf
Language
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English
Type
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Text
Identifier
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R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
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Paper
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
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The Inner City Voice Newsletter, Volume 1 Number 3
Description
An account of the resource
Includes the article, "BURHA Sent Home," about urban renewal in the Bolton Hill area
Date
A point or period of time associated with an event in the lifecycle of the resource
1963-03
Subject
The topic of the resource
Newsletters
Urban renewal
City planning
Bolton Hill (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Inner City Association
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
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Text
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application/pdf
Identifier
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urf01.01.13a
Source
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Urban Renewal Files, series I, box 1, folder 13, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Bolton Hill (Baltimore
City planning
Md.)
Newsletters
Urban renewal
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/3f51a566af0f6bbbac570471505982a0.pdf?Expires=1773878400&Signature=kNXd%7E0NMWi0nmyGC-dQK65paJham8hNmXSR1t0XVAgARf9eNl8dJHnqo01Oqf0d91%7EU7HXh4PHHdDDnRHNRbWJimZtQCbKeZbXjn7AUjIHmgYVHPGk%7EyRQ3ygib2Go7jE5T4Ig2%7EXLCHFGqauHGdeviSkNdgZQI2DXydNZ3zS2nHt2afV48hTafKxNT0JBUMPfQlyuulPDzpgxt7qvJWjun3cFR8z235HNFCljQYKg%7EOH9Ir02gSw9A1K7kSTlzr5d5r-rL14VBPrX666jtALw28dUXXr0rZUeiP1EsKKPgdowfH63%7E637fqf-fIeB8RR2n%7ELUIUqKDnNGaXma1GIg__&Key-Pair-Id=K6UGZS9ZTDSZM
db3b60b3867e53d6fb9e1546ab5d126f
PDF Text
Text
s. Ann cCloskey
1607 Bolton street
Bal timore 17, lid.
8 April 1966
To the Editor of the Sun,
Sir:
The Sunpapers has now reaohed new heights of idiooy in touting
with
the Emperor's urban renewal suit/fA its APril 6 sditorial, High-Rise
Pioneer ,
~hioh
explains Why the Sutton Plaoe high-rise apartments
failed.
:But grea.t.
The gospel aooording to Marvin Gilman, that Baltimoreans
still see a. d smell bad housing after it has gone, clearly portends
an end to the destruotion of people, homes, and little businesses for
luxury high-rise buildings that must have their taxes reduced. People
will be "smelling ehe former bad housing."
Ther.e ooUld nevl:lr be the posaibility that, having arrived to consider
renting at Sutton Plaoe , some people found: the arohitecture
ildpra.ctioal,
unappealing, the over-priced cubioles 1mpracti~~, the simplified
materials doubtful,
~nd
the more spacious,
in~erescing
in older buIldings nearby leas expensive2
over~riced
apartments
It is not possible that
expertise goofed in declaring Sutton Plaoe a potential
success (or Who did?).
Perhaps now the complete
orton Hoffman report
oould finallY be made publio -- that report that gave the green light
to Sutton Plaoe.
Laymen at the time had considered the market doubtful,
and not because of a racial smoke-soreen.
But the
S~lpapers
like
ma~
offioials now use the raoial explosive to hide faulty administration,
stupid planning, hypocrioy, and deoeit.
Perhaps the Sunpapers has a glib or emotional line to explain to
slum dwellors of Bolton Hill why several empty new bighelsB'fhere 1n
riBeB;wa~ •• ~.l.M"~ Baltimore where the digs appear to be pretty
UD dep~ived
elegant are begging for occupa nts? Or ,
~nat
"smalls" up north?
more
�McCloskey letter to SUD
2
• J
A basic premise in apartment building used to be a real market.
even a waiting list.
But firmncing now being different , anything goes
up in spite of a gluttsd market. with someone making out (or it
wouldn't continue, would it?).
Builders and planners should study
the few successes.
But -- ons solution for Sutton Place.
Now is the time to start
relocating urban renewal and FHA employeae there (andinto any othsr
men they help oreate).
Shall we begin with Ur Steiner, who should
love being near tbe M Royal
t
Expres 8W~
be's baoking. the
$drs
BURBA relocation department. and then all those suburbanites Who back
their prograliJS?
##
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Letter to the Editor of the Sun
Description
An account of the resource
A letter to the Baltimore Sun regarding the construction of high-rise apartments in urban renewal areas, including Sutton Place in Bolton Hill
Date
A point or period of time associated with an event in the lifecycle of the resource
1966-04-08
Subject
The topic of the resource
Baltimore sun
Urban renewal
High-rise apartment buildings
Design and construction
Bolton Hill (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
McCloskey, Ann
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.08b
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 8, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore sun
Bolton Hill (Baltimore
Design and construction
High-rise apartment buildings
Md.)
Urban renewal
-
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00021490b270e103305960f75ce96ba8
PDF Text
Text
r'
I~
I
f
BALTIMORE
MOUNT ROYAL-FREMONT OFFICE
URBAN RENEWAL AND HOUSING AGENCY
1313 DRUID HILL AVENUE
BALTIMORE 17, MARYLAND
669-3662
June 15, 1962
To Owners of Property in the
·1600 Block of Bolton Street :
The urban renewal plan for Project I of the M
ount Royal-Fremont Urban Renewal Area
(Ordinance 912, approved July 3, 1961) includes the requirement that all structures
not to be demolished comply with the standards of the plan.
Inspections for the purpose of determining needed improvements have begun in the
1600 block of Bolton Street . I~. Bernard Scherr will make the inspections with ¥~.
Francis Engle making the electrical inspections.
~
.
The inspectors have been directed not to discuss your property while inspecting it.
However, when you get a Rehabilitation Notice, please arrange a prompt meeting so
1that the inspector can interpret the notice .
The Baltimore Urban Renewal and Housing Agency hopes that you will view this as an
opportunity to do more than merely comply with legal requirements applicable to
housing in this urban renewal area. There are many encouraging examples of a high
quality of rehabilitation in this neighborhood. We believe that the increasing
demand for houses of good quality in the inner city will justify an effort by all
owners in this block to achieve a high standard of rehabilitation.
The plans for Mount Royal-Fremont Project I (which is bounded by Dolphin Street,
McCulloh Street, Laurens Street and Park Avenue and Bolton Street) call for a net
expenditure of government funds of over $8,000,000 during the next several years.
While owners of 442 structures are being asked to rehabilitate or improve their
properties, the City will be purchasing and clearing less desirable structures to
provide land for new private hOUSing, a new school and fire house, new parks , and
new stores.
M
embers of our Mount Royal-Fremont Office staff located at 1313 Druid Hill Avenue
will be glad to help you with any problems which may arise or answer your questions
about the Project I plans or the inspection program. Our phone number is 669-3662 .
We look forward to your cooperation and assistance in the improvement of the Project I neighborhood .
Sincerely yours,
ROSS W. SANDERSON, JR.
Renewal Area Director
�
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
Urban Renewal Files
Description
An account of the resource
This exhibit presents documentation related to Baltimore's urban renewal efforts during the 1960s. The files include correspondence, speeches, editorials, newsletters, flyers, and maps from Baltimore City and Baltimore County. Renewal plans for the neighborhoods of Bolton Hill and Mount Vernon are highlighted, along with responses from neighborhood residents and homeowners' associations.
The complete Urban Renewal Files (URF) collection at the University of Baltimore consists of 5 linear inches of archival records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is also available in the collection database. For this exhibit, 20 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<p><a href="https://archivesspace.ubalt.edu/repositories/2/resources/111" target="_blank" rel="noreferrer noopener">Urban Renewal Files</a></p>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1961-1965
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0124-URF
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
20 documents
Subject
The topic of the resource
Urban renewal
Maryland--Baltimore
Neighborhoods
Eminent domain
African Americans
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Correspondece from Ross W. Sanderson, Jr. to property owners in the 1600 block of Bolton Street
Description
An account of the resource
BURHA Renewal Area Director, Ross Sanderson, instructs Bolton Hill homeowners about housing inspections in the Mount Royal-Fremont Urban Renewal Area
Date
A point or period of time associated with an event in the lifecycle of the resource
1962-06-15
Subject
The topic of the resource
Homeowners
Urban renewal
Urban policy
Building inspectors
Housing rehabilitation
Bolton Hill (Baltimore, Md.)
Baltimore (Md.). Urban Renewal and Housing Agency
Creator
An entity primarily responsible for making the resource
Sanderson, Ross W., Jr.
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
urf01.01.08a
Source
A related resource from which the described resource is derived
Urban Renewal Files, series I, box 1, folder 8, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore (Md.). Urban Renewal and Housing Agency
Bolton Hill (Baltimore
Building inspectors
Homeowners
Housing rehabilitation
Md.)
Urban policy
Urban renewal
-
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f4b47cc3ad6675da154882953d73d7ab
PDF Text
Text
ANTI-EXPRESSWAY SPEECH
Delivered by BARBARA MIKULSKI
at a Public Meeting at St. 8rigid's Hall
June 29, 1971
My name is Barbara Mikulski.
I'm here to speak as a Candidate for
City Council from the 1st District and as a long time road fighter.
tonight to tell you that if I'm elected I will
I'm here
introduce an ordinance to
stop the Expressway from coming through Canton, Highlandtown and Pells Point.
Inlrorluc1.ne an ordinance will not be enough.
pressures,
Community groups must apply other
But I pledge that whatever it takes, I'll be with you.
My great-grahdparents ~ grandpa..rents and yours too, came to this country
l Qoking for an American Dream.
Their Dream was that through hard work and
honesty they could own a home that no King, Kaiser or Czar could take from
on some whim .
Now,in 1971 - the dream has turned into a nightmare .
th ~m
The State
Roads Commission and City Hall are taking from us the very homes we have
struggled for all of our lives .
going to happen.
It's not right.
It's not fair and its not
For years the people in this Community have been telling the Mayor & the
City Council that they don't want an Expressway through Southeast Baltimore,
no one has been listening.
tomorrow but they won't.
b~t
The City Council has the power to stop the road
Why? Because our representatives
from the 1st District
haven't had the guts to lead the fight:. . Yet. ·they have the guts to introduce an
ordinance to remove Cicero ' s in Oldtown from an urban renewal plan .
willing to save a bar that for years has
but they WOh't introduce one to save our
want a road.
I don't want a
They're
had a reputation for vice & corruption
homes~
our neighborhoods.
You don't
road and I'll "fight for that.
The road builders are constantly telling us how much the Southeast
industries and dOwntGWD businesses need the road.
This is not true .
The fact
of the matter is that study after study show that inrlllBtry would be best served
by roads going north, south and west, not by a road going th-,. 'V .t.gh o'U' o omom...llt.y .
It will not solve the truck tEaffic problem.
The only people served by this
Expressway are people living in the county and they aren't paying for it.
We ' re paying for it with our howea. . our
lle~~hh u1:'h.KW\.q "1M O'ltl'
texea..
�·"
~hlB ExpTes~oy
already has destroyed hundreds of
h~B
and made
refugees .f thousands rf people, including many of your friends Dnd netghhbT8 :
'
And this isnlt the end of it!
With on ond off ramps planned for Clinton
RUrood na.. ' in Contan ··atid'.Nbf.fe
..
~'
St~
&
and W,ahington Streets 1n Fells Point J
how long will it he before the rest of us are
f~rced
out by cora and trucks
using our loeal streets. You won't be able t~ park 1n front of your homes
during certain heuTa. Ynu won't be able to send your child t~ the store '
without
fearing for hie safety.
Your
pr~perty
value will go
d~
and
y~ur
taxes will 8" up.
Speaking _£ money, do you know how much this rood will cost you?
$118 million dolloro of your tax money. It's true that most of it comes from
~he Fedet:al GtrVernment but it still comes frt"m ynur pocket. Think about f.t!
$118 million dollars!
Let me explain to you what could be done with that
much . .~y. for $118 million we could hove:
1.
A New Southeast Junior High Scheol built on the vacant land down by
Boston Street for $4.~.million.
2.
A ReereQti~n Center and Library In Highlandtown for $.5million.
3.
An Expanded snd Improved Canten Play field for $.5mlllion.
4.
A Harbor Clean-up Pr~gram c_sting $10 million, making it clean enough
for BWiuming ..
5.
A e.mmunity Center which would previde heilth core services. recreation.
and vari~us programs for the Elderly and day care at a c~st of $1 million.
This would still leave us ever $100 million for developing a Moss Transit sys~em
fixing up existing streets and alleys and doing other worthwhile cormnunlty ., "(.,
:
projects.
There sre constructive alternatives e. this Expressway.
Boston Street be deSignated a truck
route and that
improve it as well as repair and extend Raven Street.
aleviate our truck problem.
be altered
1985.
80
I propose that
Expressway money be used to
This should substantially
I would also suggest that Mass Transit priorities
that the Southeast line Is built long before the now scheduled
Why should Southeast Baltimore be first in Expressways and last in
MaDS Transit?
Finally. 1 propaBe that all destTuetlon of neighboyhoods by the
City's "Road Gang" in East Baltimore be halted and retribution for the damage
be paid by building theBe
earlip.r.
recreati~n
and education projects that I mentiened
The time has come to stop the Rood -
It must be stopped.
It will be stopped.
N~~
It can be stopped,
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Mikulski Anti-Expressway Speech
Description
An account of the resource
Transcript of a speech delivered by Barbara Mikulski, then a candidate for Baltimore City Council, at a public meeting in St. Brigid's Hall in the Canton area of Baltimore
Date
A point or period of time associated with an event in the lifecycle of the resource
1971-06-29
Subject
The topic of the resource
Express highways
Highway planning
Civic leaders
Speeches
Campaign speeches
Politics and government
Public meetings
Fells Point (Baltimore, Md.)
Canton (Baltimore, Md.)
Highlandtown (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
unknown
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad07a.01.03
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 7a, box 1, folder 3, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Campaign speeches
Canton (Baltimore
Civic leaders
Express highways
Fells Point (Baltimore
Highlandtown (Baltimore
Highway planning
Md.)
Politics and government
Public meetings
Speeches
-
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PDF Text
Text
THE ROAD
BEATING A PATH THROUGH THE CITY
The Battles: No Final Tally In
Through many skirmishes and "flaps," people remember few big
battles.
Within the past five years, perhaps three events
stand out.
The Rosemont hearings of August 1969. resulted in the first
decisive victory won by citizens.
testlmon¥ by
s~x
Three nights of heated
hundred people from allover the city convinced
the City Council that it should
lif~
the condemnation lines and
find another route for 1-70 outside the community.
Within the past two years, the City Council bas held two
widely-publicized meetings about the expressway issue.
first, in January 1972, was not an official meeting.
The
Held at
Pratt Library over two days, it was planned to give both
proponents and opponents an opportunity to plead their side to
the new council members.
Interstate and city agencies including
housing, public 'Works, aDd planning took three-quarters of the
time.
Citizens groups, scheduled for the last quarter and
late at night, claimed they had been "snowed."
was widely publicized and televised.
This program
�2
The official Council meet i ng last June was mu c h quieter .
Running thirteen consec utive hours, it took testimony on the
merits of three bills to lift spec ific condemnation lines in
Fell's Point and Federal Hll1 and the whole system.
The
measures were de f eated, as expected.
Court Action
The f i rst lawsuit f i led was brought by the Society f or the
Preservation of Fell's Point, Montgomery Street, a nd Federal H111 .
These areas are on the national reg i ster of famous plac es and
are thus entitled to protec t i on from destruction.
The suit
has resulted in an injuD c tion a gainst f urther activity on
1-83 that would threaten Fell's Point f rom e i ther direction .
Nevertheless, Interstate does do mysterious things .
bought, then demolished in the night.
harbor nearby.
Houses are
Borings are made in the
Contracts to study var i ous routes are let.
Rumors float almost daily about new road plans .
Present ones
concern possibility of building a tunnel out in the water around
the community .
Less known, but as determined as Fell's Pointers against the
hi ghway , are Volunteers Opposing Laakin Park, Expressway , Inc ,
(VOLPE for short, named for J d hn Volpe, secretary o f transportation
when the group was formed) ,
Protection of the 1200 a c re
wilderness park from both the highway and the a c companying
�3
"joint development" plan resulted in a four-point court
action brought in 1971.
First challenge was to legality of
a claimed 1962 location hearing.
and lost.
VOLPE won.
The city appealed
The judge ordered another location hearing held .
This was held December 14-1 7 , 1972 at Edmondson High School .
The court also ordered an in j unction against further work in
the Park until the rest o f the suit 1s heard.
Primary basis
f or the act i on is the provision of the National Environmental
Protection Act, or NEPA, that forbids major federal construction
in parkland unless the acting agency proves that there is no
"prudent and feasible alternative."
Movement Against Destruction filed suit against the entire
system on both pDocedural and environmental grounds.
Some
common aspects o f all three cases were combined by the j udges
in federal / district court.
Essentially , MAD lost and bas
appealed to the Fourth Circuit Court.
MAD has also filed
another suit on inadequate environmental impact statements as
written by the Interstate Division.
These last two actions
bave not been scheduled for hearings.
Locust Point Civic ASSOciation has also filed legal action to
protect Ft. McHenry from highway construction.
been held.
No hearing has
"Impact" of federal action on a national monument
is more complicated than legal problems on other segments.
The
�4
Department of Interior administers the Fort and is reluctant
to give permission to spoil the view with a bridge.
There is
uncertainty about effect of any vibrations from tunnel
construction and later traffic.
Approvals for any construction
in this area would have to be given by highest federal officials.
The City Council will also have to lay condemnation lines
across the peninsula.
The mayor has indicated that he is
willing to lose the people's votes there, and at the June
Council hearing, indications were that the lines would later
be laid.
Tactics: Hearings
No h.igbway story is complete without mention of hearings.
Location and design bearings are to satisfy the federal law.
They are a ritual familiar to road fighters.
Introductory
remarks by the hearing officer fills the first balf-hour.
Long explanations of the proposed segment, its design and
necessity in solving traffic problems follow.
Large maps are
prominently displayed, and consist of some detail of ramps or
choice of placement within the corridor borders.
No roads
were ever mentioned, (until recent lawsuits challenging this
omission occurred).
People who wish to speak sign up by
number, the hearing officer calls them to the microphono.
Speakers may make inquires of the hearing officer; he is
required to answer although he is sometimes ambiguous.
�5
Now MTA
Interstate has a talent for holding hearings at inauspicious
times.
Most notor4ous 1s one held several years ago on
Christmas Eve.
This summer they announced one onr l-83 for
August 28, just before Labor Day.
That meeting was cancelled
because of a threat of legal action.
Interstate did not have
complete information, particularly air quality data, ready for
review thirty days beforehand as
r~quired
The court-ordered location hearing
for December 14, 1972.
~or
by law.
Leakin Park was announced
In spite of the season, over six
hundred people attended the first evening.
The hearing was
continued for four nights because over 150 spoke against the
higbway through the park.
the park.
Four speakers favored it through
This may be a record for highway protest.
The hearing record is summarized for federal review by
Interstate.
The adequacy of this summary bas been questioned
for accuracy and completeness by MAD.
Since this review process
began, there has been noticeable improvement in the summaries.
Hearings work against the people they are intended to help .
The 1962 bearing covered the wbole system, althougb years
passed before people even knew it has occurred.
There is a
total lack of consideration of meaningful alternatives.
Not
�6
until the lawsuit forced Intersta.te to speak of the "null"
or
I1
no road" possibility. did they put it in the informational
material.
The presentations by Interstate personnel are
always one-side; not only do they pro-highway material, but
they also have one design favored over the rest.
There is
no effort to r each people in affected neighborhoods except as
the law requires them to run an ad in a local paper.
Often
the meetings are held in places which tend to intimidate some
people: the State Highway Administration building, for instances,
with uniformed guards and sign-in sheets.
MAD now counter-attacks.
At every hearing one of the first
speakers reads into the record - for whatever anonymous person
in some obscure bureauracy - the adequacy or inadequacy of
each particular hearing.
People also give critiques of the
information available; a cadre of experts gives oral and written
rebuttal to errors and inadequacies in the envd!-ronmental impact
statements that are circulated to reviewing federal and state
agencies.
Secrecy '
More serious is the secrecy which prevades highway planning.
This summer a crew of workers were discovered taking borings
near Ft. McHenry at 2 a.m.
The suppression of the Giles Report,
an ecologist's study of damages to Leakin Park, is documented
�7
in detail in an introduction to the reprint of the report
published by VOLPE and MAD.
Dr. Giles was hired at the
insistence of c itizen representatives meeting with Interstate
officials; they were promised a copy of his report.
Only by
accident did a resident of Windsor Hills discover that Giles
was in town to give his report; the resident crashed the
meeting but demands for written copies went unmet.
Since passage of the Public Information Act, government
agencies must provide citizens with requested data.
are ways to evade and Interstate excels.
But here
They are frequently
out of copies of wbat you wish to see, in which case you can
request copIes from the federal clearinghouse in Virginia,
accompanied by a personal c hec k .
You may hand copy data or,
for a fee, use the Xerox, if it 1s working.
(Interstate has
more trouble with its Xerox than any other city agency I know of . )
Secrecy i s especially a problem with Fell's Point and Ft. McHenry
segments.
Plans for a cut-and-cover tunnel through Fell's Point,
which included removal and storage for up to two years of 18th
century houses , met with such derision that alternatives are
being considered.
Latest rumors are that there will be a
tunnel out into the harbor.
Current plans for Ft . McHenry call
for a tunnel, although a c ompany bas also been awarded a
contract for designing toll booths higb on a bridge.
�8
Bait and Switch
"Joint development" 1s a concept developed by federal
highway administrators to soften the resistance to highways
by allow i ng trust funds to pay for basic land improvements
alongside the highway and within the dondematlon boundaries.
What is a community's or city's price for approving a
highway?
Trust money will level the land and put in util1ties.
Housing?
Trust money will pay for preparing the land for
construction and perhaps some landscaping.
It will pay for
concrete slabs for visual and sound protection.
It will
pay for designing elaborate facilities whether they are ever
built or even wanted,
ReSidents along the Franklin-Mulberry found out how this was
a true bait-aDd-switch tactic.
Early in the planning stages,
they told members of the DeSign Concept Team of definite needs
of their community: recreation facilities, a shopping center,
a post office, clinics,
oppo~tunities
for employment.
The
August 1972 design hearing showed how little of those ideas
appeared in the final proposal: some housing for elderly and
some recreational space.
But new data on air pollution
indicates that facilities for the aged and the young are the
very things to be avoided along expressways.
The highway
will be a ditch sloping to thirty feet at its deepest point,
its earthen sides lands c aped, and in places topped by concrete
�9
slabs for noise protection.
The hearing data did not reveal
that in the Monroe Street area noise wl11 be so bad that
nearby houses will have to be condemned.
"Joint development" is used more often to apply to an
extensive development of Leakin Park for recreational facilities
including swimming pools, tennis courts, baseball diamonds,
and model-airplane flying fields.
The Recreation and Parks
Board bas approved the higbway through the park in return for
simultaneous construction of these facilities with $3.5 million
for the land.
The c1ty's share of the highway cost is over
$5 million and the Park Board has indicated that it cannot
staff such facilities without a much higher budget.
Yet,
this proposal was so attractive to fourth district couneilmen
that all three voted for the road, even though Julian's vote
was inaudible.
Professor Giles warned that "joint development"
might be as destructive as the highway.
VOLPE, recognizing that residents all around the park and
particularly children, have educational as well as recreational
needs, twice appeared before the Parks Board to plead for
alternative development of the parks that would capitalize
on its wilderness character.
They spoke for an arboretum,
for nature trails, for biology study centers to serve three
nieghborhood high schools, for bird walks, for areas along
�10
edges for gardens, for p i cn i c and group f a ci lities that
would not destroy the trees.
Such ideas were re j e c ted.
The money was more attractive.
Transportation Planning
Expressway proponents and opponents alike see transportation
planning as a major factor in land use and growth promotion
or control.
Opponents now seek to understand the dynam ics
o f planning and policy making and are push i ng f or participation
1n the processes.
Last year when the Federal Highway
Administration required eac h state to set up an "Action Plan"
procedures . the plan should encourage ci tizen participation
i n transportation planning representatives and evaluate and
establish criteria for economi c, env i ronmental, and social
impacts o f transportation de ci sions.
Two meetings were held in the Baltimore area.
"input," and were duly re corded .
on schedule.
Citizens gave
The Action Plan was published
It acknowledged the suspicion and lack of faith
between the planners and c itizens and magnanimously insisted
that responsibility for initial communication lay with the
department o f transportation.
It care f ully diagrammed lines
of responsibility and planning processes.
Then it relegated
ci tizens to working within obscure committees of the Regional
Planning Council and admitted that no c riteria for assessing
�11
environmental, economic, and social impacts exist.
Regional Planning Council pays a lot of nice guys to
gather statistics and plan beautiful proposals for the
metropolitan negian.
But three politicians from each county
are the voting members: policy flows from the direction of
their Wishes, not from statistical analysis or citizen mandates.
Alternatives
Road opponents, by the nature of things, have been forced
to become experts at transportation planning.
They bave a
package of alternatives to the expressway system.
After
lobbying Congress for years, they have met with some small
success in "busting the Trust" so that infusion of federal
money are now available . for mass transit improvements.
The
mayor and governor can request that monies which would have
been spent for expressways can be credited to us and equal
amoun~s
given to Baltimore from the general fund.
This
substitution is an honorable solution to our destruction
problem.
The money should be used for an integrated transportation
plan emphasizing rail lines, both existing and new ones.
and improving bus service, but allowing for variations within
communities.
Policy should emphasize all possible means
which get people out of their cars.
�12
Land already condemned and ruined within condemnation
lines should be rehabilitated according to residents'
expressed wishes and needs.
Some form of organization
should be developed to channel residents' participation in
both planning and administration of any development.
At the design hearing on the Franklin-Mulberry corridor,
MAD offered an alternative land-use proposal that was
attractive and that was based on community needs : a linear
new town consisting of housing and small businesses, a
shopping c enter with satellite offices of major community
services and clinics .
Intersperesed along "the world's
longest vacant lot," as a resident of the area calls it,
would be recreational facilities, mini-parks, and even light
industry.
The whole plan would have low-profile structures
that would not intrude on the scale of existing housing.
Underneath it all wo.uld run a leg of the rapid transit system,
extending out to Social
Secur ~ ty
and Catonsville.
Auto
commuting down the corridor would be discouraged by providing
parking at the ends o f tbe r: tr_
anist lines and at the end of 1-70.
A common argument in favor of superhighways is that they will
take traffic off loc al streets.
A refutation of this ideas
was made by a group of Highlandtown women, led by Betty Deacon,
who had been bothered by trucks on neighborhood streets.
�•
I
13
They did their owo "truck study," as not city agency ever
had done one.
The group recommended specific truck routes
to solve specific traffic problems.
Later a task force
was apPointed.
Conclusion
The heart of the issue is whether cities shall be places to
live and to work in, or whether they shall be places to
exploit.
Ironically, the exploiters have the resources of
public taxes, and operate here out of Charles Center, the
Mayor's office, and state highway offices.
The city residents
depend On voluntary contributions and operate out of downtown
Post Box 511.
Wbat a way to fight a war!
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
The Road: Beating a Path Through the City
Description
An account of the resource
Summary of citizen opposition to expressway construction in Baltimore over five years
Date
A point or period of time associated with an event in the lifecycle of the resource
circa 1974
Subject
The topic of the resource
Highway planning
Community organization
Political participation
Rosemont (Baltimore, Md.)
Fells Point (Baltimore, Md.)
Fort McHenry National Monument and Historical Shrine (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Society For The Preservation of Federal Hill, Montgomery Street & Fells Point
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad07a.01.02
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 7a, box 1, folder 2, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Community organization
Fells Point (Baltimore
Fort McHenry National Monument and Historical Shrine (Baltimore
Highway planning
Md.)
Political participation
Rosemont (Baltimore
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/b3e26638dc70256209670aee36ecc72c.pdf?Expires=1773878400&Signature=ep4YzOthCQOpzAC18D8t-i66f4zoW9PSdLrSPo6sD-vFTf95BErX3qYdXvC33kTwPreyoKEuQTM5V6So0epRv4rpeo5eotM9-XBrz7y1qOp0Tu3Amz0zTpgG6S17axalRi-6ZuClRGxXxohDDXKdJwP7-kPuQbWMK1Guxd8UeYngIJIVXpdha9p2NPx0d1ylpM2jRhQS73QzE4JbZ4yACrYLmtCzGlfv%7Emfp8RcYl6Y3Iyb4POOlyYbdhIYZDDHmnV1hk8U61A5CTcj%7Eqo3SMebmr8BTGo1TVFBoMTjRX-Ck6pF34RMHQWLtDYnPPw8NVcjdjvmrLyWNm8Wy1aVsLw__&Key-Pair-Id=K6UGZS9ZTDSZM
f87bc6e19162318c9cf4f88ab370c886
PDF Text
Text
WEST READ STREET MERCHANTS ASSOCIATION
TYSON STREET ASSOCIATION
HOWARD READ ASSOCIATION
Mike Bauer, Representative
Ladies and Gentlemen of the City Council of Baltimnre:
The time of decision has come for all of you. A day you must
decide if the citizens, your constituents, need have a boulevar d
system laid before their doorstep against their will. It has been
clearly heard, time and again, that the majority of the citizens
do ~ want or need this roadway system. It has also been clear
that the only proponent that has come forward in defense of the
proposed system has been the Greater Baltimore Committee. most
members of which live in the surrounding counties~
It is hard to see the benefits offered to the city dweller
in a I1Six Lane People Hazard. " It will disturb and uproot
several thousand reSidents, will do nothing but increase the new
very dangerous levels of air and noise pollution, and will
seriously hinder the growth of any remaining communities. The
roadway our city planners propose is clearly for the convenience
of the 9 to 5 suburbanite commuter and does not offer any real
convenience to the city dweller.
\\'e lay before you a chance to save our city from its
dwindling residential popUlation. Offer us the challenge to
rebuild and refurbish as many neighborhoods as can be saved.
To restore the uniqueness of the very old and regain our reputa_
tion for having a real sense of neighborhood living, is not at
all an unworthy community project to resurrect the pleasures of
downtown living.
We, the members of the community of Baltimore, have come
at your invitation to express once again our opposition to the
entire boulevard system.
Your task is obvious to us. Repealing the c~ndemnatien
lines that have played such a large part in the disintegration
of the neighborhood structure, and have added to the promotion
of a poor situation in the area of crime, will be the first real
step to building for a better Baltimore.
Once and for all let us close the door to this deplorable
situation and get about the business of putting the pieces of
our city back together again.
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Mount Vernon Merchants Oppose Construction
Description
An account of the resource
Mike Bauer, representing the West Read Street Merchants Association, the Tyson Street Association, and the Howard Read Association, addresses the Baltimore City Council to express community opposition to highway construction
Date
A point or period of time associated with an event in the lifecycle of the resource
circa 1970
Subject
The topic of the resource
Homeowners' associations
Trade associations
Speeches
Baltimore (Md.). City Council.
Mount Vernon (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Bauer, Michael
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad06.04.28
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 6, box 4, folder 28, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore (Md.). City Council.
Homeowners' associations
Md.)
Mount Vernon (Baltimore
Speeches
Trade associations
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/e8c781f7350f86db924ee16d699870d0.pdf?Expires=1773878400&Signature=jgKzdiEiiGiQYJR6z57u4r5MLnoj0oqJutGQRsumtWsGlqieuOG0kOww8vdNNhMK1ddz1XyH2B0pQyTor9Ojwypv2eyJF47BI-fq9-oJwvwaIAxOsdxuTOf1pbOuzZ5FlzejpaKGE9SCUwSQ8nUuJFaAhlWwYcDZsLW9JhmDt-zYf2nLJ%7E1DmP4ZfQrowoP5lOOLnkhCUAUA-A3uTH1UZM95ekAsrx4Q1rNwPnM3FlqxQFaA195KxngstqS-V6jaxSJgl0xWtzlnkNYpWdP-X1ytWhkxLo6xsBgJ-BuTjvk%7EDyuGNA7b7nFGRBrPCHM%7EyhNw-%7EuU7YZZP77aTdyVuw__&Key-Pair-Id=K6UGZS9ZTDSZM
40b6b371d4e997aa2071528e53fba019
PDF Text
Text
ROSEMONT NEIGHBORHOOD IMPROVEMENT ASSOCIATION
Baltimore, MD 21216
1423 N. Ellamont Street
Baltimore, ND
21216
J anuary 24, 1972
City Council of Ba ltimore
City Hall
Ba lt imore , MD
Dear Sir:
The Rosemont Neighborhood Improvement ASSOCiation . which is a l so affiliated
with the coalition, Hovement Against Destruction (NAD ). re affirms it s position
t aken since 1967 regarding the Eas t-t'lest Expl'essway sys t em t hrough Baltimore
City .
We arc opposed to any expressway system which goes t hrough th e inner
Furthermore, no one has ye t provided us with suffic i ent evidence t o
convince us of t he need for any r oad a t a ll . nlcrc arc many parts t o t his
City.
wh o l e expr essway question which should be anS\vered before t he concrete ribbons
f urther invade Baltimor e .
City be a place t o live?
The mos t important question be i ng should Baltimore
We in th e Rosemont Community ponder thi s question, as look at our devas t ed
and deterior at ing neighborhood, which was once a ve r y attractive coh esive and
stable communi ty. The thre a t of t he East - t~est expressway and the c ondemna tion
ordinance inour neighborhood did no t give any incentives for maintaining or
preserving t heir homes . Nany homeowners fled and took up residence in other areas
cre ating overcrO\V'ding and densi t y problems in th a t a r ea . Vacan t homes in the
Ros emon t Commu nity be came vandalized and by th e time th e cond emnat ion ordi nance
was lifte d in December 1970 , Rosemont was no l onger th e attractive, st ab le c om munity with handsome well -maintained homes . Yes , the Rosemont Commu nity had
been de s tr oyed . Baltimor e Cit y in an attempt to r edeem itself and r ecoup some
of the mi ll ions of dollars spent for c onsu lt an t f ees and purchase of homes ,
i nstitut ed th e fed era lly subsidi zed r ehabi lit ation program to renovate and sell
homes in the Rosemont Community for approximate l y $16,000 , a l ot more t han the
City paid the original owners .
Of additional concern t o us is also the very e l abor a te proposa ls for j oin t
development opportunities in the condemmed areas . We wonder hO\.". r ealistic and
fact ual are th ese promises , or i s thi s jus t an a ttemp t t o make the r o.a.d oore
pal a t ab l e and ac ceptab l e t o t he Community . }[any c onc ep t s have been proposed for
joint deve l opmen t but little or no mention i s being made concerning how or when
.'
r
�."
.
City Counci l of Baltimore
J anuary 24, 1972
Page 2
these proj ects will be implemented .
of money to finance t hese projects.
Hore i mportant ly , what will be th e source
Because of th e scope of th ese joint develop -
ment pr oj ec t s , it i s obvious that there would have to be some degr ee of cooperation and coordination between t he severa l city agenc i es (i, e ., City Pl anning
Department, Department of Public Works, Depar t ment of Housing and Community
Development, Board of Education, Bureau of Recreation, etc).
This type of
unity of purpose has not been very evident, as a consequence the success of a
joint development venture is doub t ful. He therefore wonder what guarantees
will be given t o th e Community th a t th ese proj ec t s and proposals ~lOuld become
a r eali t y even if t he r oad i s built. The contract of the Design Concept Team
s t i pul a t ed t hat the high,,,ay ,wuld have to provide for th e social , economic, and
esth e tic needs of t he City's environment .
Today , in all cities , the key to th e success of any program is CQ}IHUNI'IY PARTICIPATION. Peop l e in all parts of t he city want t o fee l t hat they are par t of t he
decision-making process , especia lly i f that pr ogram or project i s t o affect
t hem. The Ro semont Neighborhood Irnprovement Association cannot favor any high way ali gnment \-lhich t ends t o disrupt and destroy ne i ghbor hoods , and along with
it , create serious rel oca tion problems for many people.
It is our feeling that i f a major portion of the efforts and money being spent
for urban highHays were redirected and coordinated into some comprehensive
pl anning for interacting urban programs, such as housing, tr ansportati on ,
education, recreat ion, and health , this ty pe of pl a nning and r esour cefulness
wou l d uplift the hearts and lives of all t.;ho share th e ci t y, and perhaps t he n
we cou l d finally make our city a be tt e r place in Wh ich to live and to work .
.C/yp/J9lL'
JOS¥ H S. WILES
Ros emon t Neighborhood Improvemen t
Association
,... -
�ROS"' :ONT NEI G:, 30RHGCD I 'PROVE. lEAT ASSOC IJ-TJ ON
Pr esented by I (ary
1.IC
!
I.
J A.f.... ARy 27. 1:'> 72
f..os eJ lond
tragedy of r ehab ilitat i on r e l ated to t he Eas t- "/es t Expr ess",ay syst e!l is
that enpliasls has a l ways been on r es t oring houses.
its att en tion to t he tluoan
After t hi s t ile city t hen turns
be in ~.
Tole tragedy of r ehabilitation is t he city beine required to r e l ocate 3.0 11
f amili es becaus e of an exr r essway -- an expres s\lay t ilat we r ea lly don ' t need.
l{e ui11 agree t Imt th e city is shouing evidence of realizing the i :nportance
of t :\C human being .
Yes. t ;ter e i s
r ecen tl y--a Rosemont Office.
n o;~
es t ab lished in t he Rosemon t /\rea--only
TIl is is one of six fi e l d offic es
f r~
t he D
epartment
of !-lousing a nJ CCl'lr.lunity ucvl.:loIY,H mt.
:"lith t ur ec full time and two part time cOliDunity or ganizers t he office is
r esponsible for t :le r e.:' abilita tinp e ffort of res toring t he neigilbo r :lood condition
to what it originally uas .
ou t t his offic e \"
/as established. as an afte rthough t--aft e r cons i deraiJle p lea an
cry by r esident s ;.,.ho "'er e brave e noueh to renain and det ermilled enough to r eoain
in t h e cond emn ed Ros enon t area .
Is it possilJl e thn. t t he es t ab lis hnent of t h i s
offic~
is just ano t her ,.,!ay of
th e 'City Fathers ' ar'pcas inr Pear l e?
Is such an offi ce and its rehabilit a ting
p rogr~
adequa t e t o r est ore a
~rok en
ne i gh borhood to on eness cons i uerin£" th e tine a llowed for t ile co:apl etion of t he
p rogram?
They a r e a llold nE t !lr ee year s t o r es tore a neighborhood t hat has been
alloHed to d e teriorat e for six years.
thCL~ sel ves
Three year s fo r B group of peopl e to organize
and a community t ha t has Leen overcrO\'!dcJ . disrup ted. conder.n ed.
vandaliz ed; a cor.rJunity t hat has many. nany reasons not t o tru s t .
A
dd to t hi s t h e
fac t t !.at citizens r ecomocndations a r e not fo ll ol"lcC and t :la t our busine sses a r c not
�beine r ehab ilit at ed.
Is ti d s the way t o ret tor e t lds ne i gilllorhood t o wilat it
originally was?
The tragedy of r eh.abi lita ti on is it s uncer t a inty.
of t hree years t he rehabilitatec! i10uses in the
!'~la t
\"Iill happen t o t he
~17
~osenont
".~l at
happens if at t he end
Ar ea llavc not been so l d?
, DOD se lling :,ricc of th ese hones ana othe r hOMe s in t ;1C
area, whose owners arc being forced to bring t hen \lP to L-uildinz: code requirements?
!Ii ll t hey continue to be rent ed to lIe lfa r c: cases?
Our conmunity is begg ing fo r
cOIDunity services in education, nealt: l , and sanitation.
:1hat prog r aJ"" of
rehab ilit a~
tion has been estai.l li shcd for the 1880 fani li cs that have been r e located?
Is
SUC!I
a proerao of r ei lab ilit3tion adcQuatt: consi cier ing the trenendous
aP.lount of taxpayers 1 nonies invel ved in estab li shin?"
maint aining , training, and
s t affing this and othe r b ranch offic es of t he Derar ment of IlOus ing and CCJ"'..muility
ueve l opment ?
How lone wi ll it take progrnns di r ect l y relat ed to t hc counse ling of Feopl e
to oe estab lis hed?
IiO\~
l ong ,d U t hese p rogr ams be
cost t ae taxpayer?
Are
He
ov ~r
~a i n t ainoc.?
Hot! tiucr. will t hey
willing to pay t ile cost, not only in P.oscnont but a ll
t he city ,.,here peop l e :!.r e being disp l aced?
ntEitE r;,\5 NEVER BEEN A NEED FOr,. T:m ROAD.
A!lc! consequentl y there s l.ou l d no t
be a need for ao r e RosCDont Off ic es a ll a l ong t he proposed route.
Sur e l y a r ehabi lita tion prog ran that
houses rat her t:lan t he c
HCnity of
I: ln
U
focus~s
on t he r es toration of
can never be desc ri bed cs appea ling
!'rno amone you lIou l d eagerly l ook fonlar d to r chaJ ilitation?
�
Dublin Core
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Title
A name given to the resource
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
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<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
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<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
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<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
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text/pdf
Language
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English
Type
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Text
Identifier
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R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
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Paper
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
Rosemont Neighborhood Improvement Association
Description
An account of the resource
Correspondence from Joseph S. Wiles of the Rosement Neighborhood Improvement Association to the Baltimore City Council regarding opposition to the construction of an East-West expressway system and its impact on the Rosemont community
Date
A point or period of time associated with an event in the lifecycle of the resource
1972-01-24
Subject
The topic of the resource
Homeowners' associations
Community life
Urban policy
Highway planning
Eminent domain
Rosemont (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Rosemont Neighborhood Improvement Association
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
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Text
Format
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application/pdf
Identifier
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mad06.04.22
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 6, box 4, folder 22, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Community life
Eminent domain
Highway planning
Homeowners' associations
Md.)
Rosemont (Baltimore
Urban policy
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/295f2f74c30186e7373ae482d4d24a2c.pdf?Expires=1773878400&Signature=QHpmVprijNGNtUlfdmxne4cv%7EjS2iTcMBkMVsLSOC8jSV2-TbAqCvHiJGqiaYVuGeznNq1NI12EZSwuBa0hFmcaRSmb8qs4smxmcW9AYBUtA9F7tRTWlgO0v4XSkWI0fWWFh78oTv7SweaRIegBUyCNWCgq4mt7ij3vbI66Oo32Rg6kSM-Qt9Rc5jtuXv1GSxNyK7KOBCpCKxiZswDACXv6kmWzkvcL6WAaAinhJNrESQ5JFtgsjD9N7VCnVJdJvYGZnh9TFXzOzHeJ4ik52TgkdQ4eUyvJlTwEJui5V%7E8PcM11JkKuuMbJtmbHMV-ZtgzOa68TAhlYSVaceVquSjQ__&Key-Pair-Id=K6UGZS9ZTDSZM
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PDF Text
Text
-....-
.
o
Maty/andDepartment ofTiansportatlon
Harry R. Hugh"
SKf.'a"
Bernard M. Evans
Siale Highway Administration
Admlni1lt .. tOf
P1..I:ASI: UPI.1' 1'0,
UCTE.UTAn DIVlllotl ,.0 ..
'A LTIWOIl.E (;ITY
1001 CATHEDJ.AL .TllUT
IIA1. TIWOJU:, lolA. Tl,.AtlD 11101
COMBINED LOCATION-DESIGN PUBLIC HEARING
and
PUBLIC INFORMATION MEETING
NATIONAL HI STORIC PRESERVATION ACT
1-83, GAY STREET TO 1-95
INFORMATIONAL SUMMARY
JANUARY 28, 1975
Hampstead Hill Junior High School
E lwood Avenue and Pratt Street
l
Baltimore, Maryland
P.O. Box 717/300 Weal Preston Street, aaltl more, Maryland 21203
�Preface
The Interstate Division for Baltimore City has compiled this
booklet for use in connection with the Combined Location-Design
Public Hearing, pursuant to Title 23, U.S. Code; and Public Information Meeting, in accordance with the National Historic Preservation
Act, for Interstate Route B3 from Gay Street to 1-95 in Baltimore
City, Maryland.
This Hearing will be held to enable the public to comment on the
need for and location and design of, Interstate Route B3 from Gay
Street to 1-95, including comments relative to the proposed Interstate
Route B3 highway project in the vicinity of the Fells Point Historic
District, the Saint Vincent DePaul Roman Catholic Church, Shot Tower,
Caton-Carroll Mansion, the Star Spangled Banner Flag House, and
several other sites in the project area. Officials are particularly
interested in comments concerning social, economic, and environmental
effects that may not have been considered. All comments will be
examined and considered before a final decision on Interstate Route
B3 is made.
This Hearing is a major step in the total transportation planning
process. This project would support regional planning goals such
as maintainin9 urban mobility, discouraging unnecessary street
traffic, and integrating transportation services in the growing
metropolitan area.
*
*
*
�Table of Contents
Preface
Part I
Purpose of Heari ng. . . . . . . . . . . . • . . . . . . . . • . . . . . 1 - 3
Part I I
Project Hi story . . . . • . . . . • . . . • . . . . . . . . . . . . . . 4 - 8
Part III
Build A ternatives . . . . . .
l
. 9
23
Gay Street to Fleet Street
.1 0
12
(a)
(b)
Scheme '0'
Scheme 'E '
.11
.11
•
Fells Po int.
.12 - 22
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i )
(j)
.13
UDCA A
lternative
A
lternative #1
Alternati ve #2
A
lternative #3
Alternative #4
A
lternative #5
A
lternative #6
A ternative #7
l
A ternative #8
l
A
lternative #9
•
•
•
. 14
. 15
.16
.17
.17
.1 8
.19
.20
.21
to 1-95 at Bos t on and Ponca Streets.
.23
"Na - Build Alternat i ve . . . . . . . . . . . . . . . .
.23
Boston
Stre~
- More -
16
- 18
19
- 20
- 21
- 22
�Part IV
Impacts.
(1) Soc ioeconomic.
(2) Visual Effects . . .
(3) Ecological Impacts . . . . • . . .
(4) Soil Erosion and Sediment Control
(5) Right-of-Way and Relocation . . . . . .
(6) Historical, Cultural, and Recreationa l .
(7) Sol id Waste . . . . . . . . .
(8) Air Quality . . . . . . . . .
(9) Noise . . . . . . . . . . . . . . .
(10) Transportation Effecti veness . . . .
(11) Joint Development . . . . . . . . .
(12) Water Quality - Tunnel Construction
(13) "No Build" Alternative . . . . . . .
.7.4 - 44
•
•
•
. 24
.25
.25
.25
.26
.26
. 36
.36
.36
.37
. 25
- 26
- 36
- 37
- 38
.39 - 42
.42 - 43
.43 - 44
Part V
Local/State/Federal Rel ationship in Interstate Planning . . . . . . . . 45
�...-
o
STATE OF MARYLAND DEPARTMENT OF TRANSPORTATION
13.200'
~1~iiiiiil~3.20o'
SCALE
.....0.
STATEIDGHWAY ADMINISTRATION
INTERSTATE 83 - IN BALTIMORE OTY, MARYLAND
GAY STREET TO INTERSTATE 95
LOCATION MAP
EXHIBIT I
�PART I - PURPOSE OF HEARING
The combined Corridor Location-Design Hearing and the Historic Preservation
Public Informational Meeting are an official part of the highway program dea ling
with 1-83 from Gay Street to 1-95. Public Informat i onal Sess i ons for the
project are schedu l ed for 7 p.m. to 10 p.m . on Monday , January 20, 1975 at
St . Stanislaus Church Hall, 700 South Ann Street; Tuesday, January 21 ,1 975
at St . Leo's Church Hall, 227 South Exeter Street; and Wednesday, January 22,
1975 at St. Casimer ' s Chruch Hall, 2736 O'Donnell Street. These sessions are
an attempt to give the public as much information as reasonably possible about
the nature of the project, the combined Corridor Location-Design Hearing, and
the Historic Preservation Public Informational Meeting before testimony is
taken on January 28, 1975. This hearing i s being held in accordance with
Title 23, Code of Federal Regulations, Secti on 790.5(g) and Section 106 of
the Nat i ona l H stori c Preservation Act. The hearing will afford i nterested
i
parti es an opportunity to present their views relative to the need for and
location and design of Interstate Route 83 from Gay Street to 1-95 in Baltimore
City. a distance of approximately 3. 6 miles.
Corridor Location Public Hearings were held under Federal Aid procedures
for this project on January 3~. 1962 and February 14. 1967, at which time
a lterna ti ves, i ncl udi n9 the tlNO ROAD" alternat i ve were presented to the pub 1i c .
The purpose of this combined Corridor Location-Design Public Hearing is to
present to the public, additional alternatives and the soc i al, economic, and
environmental impact of this segment of 1-83. The additional alternatives and
additional socia l, economic, and environmental information were developed i n
response to publ ic comments received at the aforementioned Corridor . Location
Hearings. The Federal Highway Administration and the State Highway Administration
have determined that a new Corridor Location Hearing is desirable and may be
combined with the Design Hearing in accordance with Title 23, Code of Federal
Regulations, Section 790.5(g).
In addition, as required under Section 106 of the National Historic
Preservation Act, the Federa l Highway Admin i stration of the U.S. Department of
Transportation, in cooperation with the Advisory Council on Historic Preservation ,
is holding this Public Hearing to ascertain the views of representatives of
National, State, and Local units of government, public and private organizations, and interested citizens regarding the proposed Interstate Route 83 highway
project in the vicinity of the Fells Point Historic District, the Saint Vincent
DePaul Roman Ca tho 1i c Church, Shot Tower. Ca ton-Carro 11 ~lans i on, the Star
Spangled Banner Flag House. and several other sites in the project area. These
sites are included in the National Register of Historic Places.
Furthermore. the purpose of this Hearing is to insure to the maximum extent
practicable that the highway designs under consideration reflect and are con sistent with Federal, State, and Local goals and objectives. It is intended
to afford full opportunity for effective public participation in the process
of determining the need for and location and design of the project, including
the social, economic, environmental, historic, cultural. and other effects of
alternatives.
�-2-
This hearing ;s ca l led a combined Corridor Location-Design Hearing and
is requried by Title 23, Code of Federal Regulations. Thi5 hearing is held
before the route l ocati on is approved by the Federa l Highway Administration,
and before highway officials are committed to a specific proposal. Those
who attend the Public Informational Sessions on January 20, 21, and 22, 1975
are afforded ind i vidual and collective responses to questions about the proposed project. A number of individuals have availed themselves of the opportunity
for information by visiting the Interstate Division for Baltimore Ci ty Office
at 1001 Cathedral Street and by contacting the Office by telephone. This
opportunity continues until February 27, 1975.
All comments. suggestions, and stated or written questions received at
this Public Hearing will be made part of the record, and given proper consideration in the review, analysis, and evaluation of the Public Hearing record,
the Environmental/Section 4(f) Statements, and the Section 106 Historic Review
Process Case Reports . For those who elect to send us written statements, you
are advised that the official record of this hearing will not close before
February 27, 1975 and that such statements wil l be included as part of the
official record.
A verbatim record will be made at all sessions of the Public Hearing. Copies
of the transcript may be purchased at a nominal charge from the Interstate Division
for Baltimore City upon request.
Any time after this hearing and before the location or design approval,
all information developed in support of the proposed location or design will be
available, upon request, at the Interstate Division for Baltimore City for
public inspection or copying.
Notification of this hearing was published in the local newspapers -the Sunpapers, the News-American, the Afro-American, the Catholic Review, and
the East Baltimore Guide. A copy of the legal notice, a certified list of the
newspapers that carried the notice, and specific publication dates will be
included as part of the hearing record. Notification of this hearing was
accomplished also through the radio channels and local T.V. stations, to professional and civic organizations, to governmental agencies. and to individuals
thought to have an interest in the project.
The two original Draft Environmental Impact Statements for the project
were circulated in April, 1972.
New Draft Environmental Impact/Section 4(f) Statements have been
circulated for review and comments for the following segments:
(1)
1-83 from Gay Street to Fleet Street at President
Street;
(2)
1-83 from Fleet Street at President to Boston Street
at O'Donnell Street and;
(3)
1-83 from Boston Street at O'Donnell Street to 1-95.
�•
•
-3In addition. two Section 106 Historic Review Case Reports have been cir-
culated for:
(1)
Fells Point Historic District;
(2) Saint Vincent dePau1 Roman Catholic Church, Shot Tower,
Caton-Carroll Mansion, the Star Spangled Banner Flag
House, and several other sites in the project area.
These documents outline the anticipated social, economic, environmental.
cultural, and historical effects of the alternatives under consideration.
These reports are among the materials available for viewing at this hearing.
Copies of the new Draft Environmental Impact Statements and the Section 106
Historic Review Process Case Reports were distributed to all interested major
community organizations within the project area. Additional copies are
available from the Interstate Division for Baltimore City at a nominal charge.
The matter of the State and Federal relationship and the Federal
Aid program is explained in Section IV of this booklet and in the form of a
booklet entitled, "America's Lifelines"; copies of which are available at the
Hearing. Also available is a copy of a brochure entitled, "Relocation Assistance
Program", which contains infonnation needed by anyone who has property involved
in the alternatives under discussion.
There are several other pieces of information, which provide additional
material and background on the project. These documents are available for
public inspection or copying at the Interstate Division for Baltimore City
Office at 1001 Cathedral Street between 9 a.m. and 4 p.m. on normal working days.
This material includes large scale display panels for each of the proposed
route locations and designs; the new Draft Environmental Impact Statements/ 4(f)
Reports, the Section 106 Historic Review Process Case Reports, the original
Draft Environmental Impact Statement/4(f) Reports, the Urban Design Concept
Associates Point V Reports entitl ed, "Corridor Development Baltimore Interstate
Highway System 3-A Segments 1, 2, 3 and 4 and 5; the Urban Design Concept
Associates Transit Coordination Report; the Urban Design Concept Associates
Final Joint Devel opment Report; Feasibility Study for the Location of Interstate
Route 83 from Fleet Street to the vicinity of Boston Street at O'Donnell Street,
July, 1974; the Feasibility Study - Alternate Route Location for Interstate
Route 95 across the Baltimore Harbor, Volumes I, II, and III, 1972; and the
Expressway Consultant Study dated 1961.
*
*
*
�-4Part II - Project History
Freeway planning in Baltimore City spans over 30 years of study, involving
several major alternative systems to provide for the city's transportation
needs.
In 1960, the City engaged three local engineering firms to study various
expressway alignments. Eleven routes were studied by the "Expressway Consultants"
for the east-west traffic movement between the Central Business District and
the East City Line. These study routes covered an extremely wide area of the
City from Federal Street on the north to Fort McHenry on the south. The
Expressway Consultants recommended what became known as the 10-0 System.
1962, this System was adopted and preliminary work begun.
In
The 10-0 System included an 1-95 bridge crossing between Federal Hill and
Fells Point. Under the 10-0 System, 1-83 extended south along the Jones Falls,
at the eastern edge of the Central Business District, and interchanged with
1-95 west of Fells Point.
From this interchange, 1-95 proceeded easterly through
Fells Point across Anchorage 'A' and north of, and along. Boston Street to the
vicinity of the Harbor Tunnel Thruway.
Public Hearings on the 10-0 System were held in 1962.
From 1962 to 1967,
alignment shifts and modifications were made to the 10-0 System, including the
O'Donnell Heights Bypass and a shift of the 1-95 approach to the Central Business
District from a Carroll Park Route to the Sharp/leadenhall Corridor.
The planned extension of 1-95 to the Inner Harbor area was the subject of
controversy during the 1960's. Consequently, a consultant report was issued in
April, 1964, evaluating 10 alternative alignments over a large area. The present
general corridor was recommended after evaluation of traffic service. historic
effect. visual aspects, socia-economic impacts. and potential for future joint
development on all alignments.
The narrow corridor, closely following the location of Jones Falls and the
existin9 Fal1sway, was chosen as the location which would most nearly satisfy
the following requirements:
-Improved access to the Central Business District .
• Provision of a limited access north/south through corridor
to serve existing and future industrial activity in the
genera 1 area.
-Opportunity to perpetuate the current trend of "Area
Redevelopment". which is characterized by the new post office.
the new police building, and the Shot Tower Square Historic
Park.
-Greatest potential for incorporating Joint Development projects
which are aesthetically creative and which are consistent with
the goal of transforming the area's many sites of architectural
and historic significance from a diSjointed area into an attractive
and recognized "historical district".
�-5-
-Necessity of having a complete and balanced system of
transportation modes and networks.
-The ability of meeting the area's development goals, while
minimizing the necessary disruption of people's activities.
In 1967. the City pioneered a new technique in highway planning . This approach
established a "Concept Team". consisting of experts in the fields of highway
engineering, traffic and transit planning. architecture, and urban planning; as
wel l as specialists in sociology. housing, environmental and systems analysis .
The Concept Team was charged with the task of designing a highway system in
Baltimore City that would provide for the social I economic. and aesthetic needs
of the City's environment, as well as provide efficient transportation.
In October. 1968. after considerable study of several alternative concepts.
the multidiscipl inary team presented their findings . In December, 1968. the City
adopted what is currently known as the 3-A System Concept. In January of 1969,
this concept was adopted by the City/State Poli cy Advisory Board, which i s the
Board of Directors of the Interstate Division for Baltimore City and by the Federal
Bureau of Public Roads .
The 3-A System incorporated portions of the original 10-0 System, with several
deletions and some notable additions. The 3-A Concept links together the three
Interstate highways currently serving the Baltimore Metropolitan area; 1-95; I-70N;
and 1-83. In addition to the three major routes, two spur radial routes -- 1-170
and 1-395 were proposed. 1-170 and 1-395 would carry traffic into the Inner City
and link with the collector/distributor, City Boulevard, which rings the Central
Business D strict. The City Boulevard would distribute traffic from the Interi
state spurs to arterial streets to and from downtown Baltimore.
The 3-A Hi ghway confi gurat i on reduced the sca l e of the road in the Inner City
by eli minating an Inner Harbor bridge crOSSing and recommending an 1-95 bypass of
the Central Business District near Fort McHenry.
1-83 was deSignated by the Concept Team as Segments 3, 4, and 5 of the 3-A
System. Considerable study of Segments 3, 4, and 5 was performed by the Concept
Team . Their findings were presented in Segment Area reports of November and
December, 1968 and Final Segment Reports of May and December, 1970, entitl ed,
"Corridor Development, Baltimore Interstate Highway System 3-A/Segments 1, 2,
3 and Segments 4, 5.
1-83 was divided into three general study areas by the Concept Team:
Lower Jones Falls
Fells Point
Canton
I
I
�-6-
Lower Jones Falls
A depressed roadway, or tunnel was not given serious consideration by the
Concept Team for the Lower Jones Fall s area because of:
1.
High cost of building and operating the Freeway below water
1eve 1.
2.
Difficulty of relocating utility lines to the Sewage Pumping Station and relocating the Jones Falls outflow .
3.
Difficulty of getting the depressed alignment in the short
distance between the given elevated roadway at Gay Street
and under Fayette Street. (Also, the impact on the MuniCipal
Center area with such a trans ition would be less desirable
than an elevated roadway).
4.
Difficulty of putting platforms for joi nt development over
the roadway where ramps occur .
The Concept Team studied in depth, two alternative roadway alignments in the
Lower Jones Falls area; namely,
1.
Eastern Al ignment
The eastern alignment provided a better urban design soluti on since,
with a narrower corridor, more l and uses were made available for the
Central Business Di strict development and more design flexibility
was achieved. Furthermore, it avoided both the Fi sh Market and the
Scarlett Seed building. The eastern ali gnment. however was closer
to the Carroll Mansion and requi red a mo re complicated engineering
solution with re spect to construct ion over the existing Jones Falls
box culvert.
2.
Western Alignment
The western ali gnment provided a better level of traffic service,
greater flexibility in the l ocation of the substructure, l ess
costly construction, and required a wider corridor. West of the
roadway, i t necessita t ed the demolition of the Fish Market and the
Scarlett Seed building, leaving smaller parcels for the Central
Business District development . There was no perceptive acoustical
advantage of either alternative.
Fells Poi nt
In the Fell s Point area , initial roadway alternatives investigated by the
Concept Team ranged from a sub-surface tunnel to a high-elevated structure -some 50 feet above ground l evel. The reco~nended freeway alignment, sel ec t ed
after extensive consideration of all relevant soc ial, economic , and environmenta l
factors , was a l ow-el evated structure situated in the northern half of the
condemnation corridor, paral l el to the exi sting lancaster Street .
�-7-
The Concept Team did not recommend a depressed cut-and-cover tunnel . They
felt the alternative was too costly due to complex construction techniques.
In the Anchorage 'A' area, east of Fells Point, the Concept Team studied
a northern and southern alignment, as well as elevated and fill sections in the
Anchorage itself. After considerable study, they recommended the northerly
alignment on structure.
Canton
In the Canton area, the Concept Team studied a northern and a southern
al ignment in the condemnation zone. The northerly alignment al l owed for the maximum
excess condemnation land to the south of the proposed route for industrial developmen t, whi l e the southerly alignment al l owed for the maximum excess land to the
north of the road for community-oriented development. The Concept Team also
investigated a depressed tunnel section which they abandoned as it offered no
rea l engineering or environmental advantages. The elevated structure. as recommended by the Concept Team. would maximize joint use below the 1-83 structure.
The Concept Team recommended the southerly alignment, which maximized the possible
community-related development while acting as a buffer between the community and
the industry along the waterfront.
With the approval of the 3-A System Concept in 1969, the City of Baltimore
began to work toward the implementation of the System through a series of public
meetings. environmental statements. and other necessary actions. As a result
of Public Hearings. it was determined that considerable public objection existed
over the proposed 1-95 bridge crossing near Fort McHenry.
During the month of May, 1971, as a result of resolutions passed by both
the Maryland State Legislature and the Baltimore City Council, further investigations were initiated to study alternatives to the proposed bridge near Fort
McHenry. One of the alternatives studied the feasibility of routing 1-95 through
the City via the Sharp/Leadenhall Corridor, under the Inner Harbor and Fells Point,
via a tunnel and easterly to 1-95. This proposed alternative was known as the
u3_A Modified System u.
In January of 1972, proceedings were held before the Baltimore City Council
to evaluate the two Interstate Systems. Considerable doubt existed as to whether
the 3-A Modified System would serve a primary function required for a Baltimore
Interstate facility; i.e., separation of local, Central Business District, and
Interstate traffic. Likewise, it was felt that the 3-A Modified System would
not serve industrial traffic needs and stimulate industrial development in the
Lower Canton and Locust Point area s as would the 3-A System.
In addition . considerable objection was rai sed over probable impacts upon
the planned Inner Harbor Redevelopment projects and upon the Federal Hill and
Fells Point Historic District that would result from the proposed 3-A Modified
System. In May of 1972. after careful evaluation of the social. economic. environmental, historical. and traffic consideration, the City announced a preference
to proceed with the further development of the 3-A System Concept. However. the
City indicated that a tunnel would be considered in the vicinity of the Fell s
Point Historic District, in an effort to further reduce impact from the highway .
�10-0 SYSTEM 1961
MODIFIED 3 - A SYSTEM 1971
3-A SYSTEM
1970 -1973
PROPOSED INTERSTATE HIGHWAY SYSTEMS FOR BALTIMORE (1961-1973)
��./ .t.
o
MIDDLE
BRANCH
3-A
SYSTEM
�INTERSTATE DIVISION FOR
BALTIMORE
3-A
t MENT
CITY
SYSTEM
"0"
DATE
111111111 ....
ALIGNMENT UNDER STUDY
NOV,,1974
seAL E
I" =2000'
FIGURE
6
�-BUnder the 3-A System Concept, I-B3 would pass through the Fells Point Histori c Di 5 tri ct and ; n the vi d n; ty of the Shot Tower. Sa i nt Vi ncent DePaul Roman
Catholic Church, the Star Spangled Banner Flag House and the Caton-Carroll
Mansion. These sites are listed in the National Register of Historic Sites and
Places; and therefore, compliance with Section 106 of the National Historic
Preservation Act of 1966 is required.
Historic preservation proceedings involve a series of joint consultations
between the Federal Advisory Council on Historic Preservation, the State Liaison
Officer for Historical Sites, the Federal Highway Administration, and the State
Highway Administration. These consul tations are held to determine if there would
be an adverse impact to any historical site as a result of the project and whether
these impacts can be eliminated or mitigated.
To date, the following steps have been completed in compliance with Section
106:
1.
An application of the "Criteria of Effect" indicates that
proposed 1-83 could have an effect on these sites .
2.
Joint consul tation for determination of effect occurred on
August B, 1972. The effect of the then-proposed alternatives
was determined to be adverse for the Fells Point Historic
District . Those participating in the determination agreed
there was an effect on the Flag House area; however, there
was disagreement on whether or not the effect was adverse.
3.
Additional studies were requested to determine if impact
could be mitigated.
4.
Preliminary Case Reports have been prepared and submitted
to the Federal Highway Administration, the President1s
Advisory Council on Historic Preservation, and the State
Historic liaison Officer. The results of those studies are
being presented at this meeting as alternatives.
5.
Following the public hearing, the consultation process will
be re;nitiated to analyze the effect of the new alternatives.
The results of the additional study of 1-83 are included in the new Draft
Environmental Impact and 4(f) Statements and Section 106 Historic Case Reports
all of which have been circulated for comments.
In addition, the overall impact of the 3-A System has been evaluated as part
of the Baltimore Regional Environmental Impact Study (BREIS). Copies of all
these documents are available at the hearing for inspection.
This material is also available for public inspection or copying at the
Interstate Division between 9:00 a.m. and 4:00 p.m. on normal working days.
*
*
*
�-9-
Part III - Alternatives
General Description
Under the "Build!! Alternative, the project ;s an extension of existing Interstate Route 83~ which has been constructed from its intersection with the Baltimore
Beltway (1-695) to Eager Street in Baltimore City . The segment between Eager and
Gay Street is currently under construction.
This project segment will extend approximately 3.4 miles from Gay Street in
the north to Interstate Route 95 in the vicinity of Boston and Ponca Street in the
east.
Beginning at Gay Street and proceeding in a southerly direction, Interstate
Route 83 would be elevated over Fayette Street, roughly paralleling the Fallsway.
Approaching Baltimore Street, the ali9nment would pass between St. Vincent DePaul
Roman Catholic Church on the east and the War Memorial on the west. After proceed. ing over Baltimore Street, the Expressway would cross, on elevated structure, the
uncovered portion of Jones Falls and continue south, passing just west of the CatonCarroll Mansion and the Flag House.
The Expressway would then continue south across Pratt Street at Falls Avenue,
Eastern Avenue at President Street, Fleet Street east· of President Street Station
and Aliceanna Street. At the crossing of Eastern Avenue, the road would intercept
the corner of D'Alesandro Playfield. Continuing onward, Interstate Route 83 would
pass to the east of the President Street Station. turn in an easterly direction,
and pass throu9h the Fells Point area.
The Expressway continues easterly and passes through the Canton area generally
parallel to, and over, existing Boston Street, finally interchanging with Interstate Route 95 in the vicinity of Boston and Ponca Streets.
Interchange ramps providing access to the Expressway are located at Lexington,
Lombard, and Caroline Streets, northboundi and Baltimore and Fleet Streets, southbound. Exit ramps leaving the Expressway are proposed at Baltimore and Fleet
Streets, northbound; and Fayette and Caroline Streets, southbound. An alternative
to the Fleet and Caroline Street ramps is presented and consists of a diamond interchange with relocated Central Avenue.
Between Fayette Street and Fleet Street, continuous service drives, or frontage
roads, paralleling the Expressway are proposed to provide easy access from existing
arterial streets to the Expressway; and in periods of peak traffic demands, afford
a bypass of Interstate Route 83 without a significant reduction in traffic level of
service. The service roads are located under the mainline between Fayette Street
and Lombard Street and outside the mainline between Lombard and Fleet Streets.
Between Fleet and Boston Streets, a number of alternatives have been studied
to minimize impacts on the Fells Point Historic District. With one exception, all
alternatives consist of tunnel construction located in a band from Aliceanna Street
on the north to the Harbor on the south.
�-10At Boston Street, interchange ramps are proposed to provide full access to the
project from the City streets. From Boston Street to Interstate Route 95 in the
vicinity of Ponca and Boston Streets, the project is located on an elevated viaduct
parallel to, and over, eXisting Boston Street. Boston Street would be rebuilt with
two 27' roadways located underneath the viaduct structure .
Interchange ramps with 1-95 would provide fully direction movements between the
two Interstate facilities in the vicinity of the Exxon tankfields. In addition,
ramps are proposed to provide access to Interstate Route 83 from Boston Street and
O'Donnell Street cut-off.
The elevated structures east and west of Fells Point are deSigned to have three
12'-wide lanes with shoulders in each direction on separate structures. Design
speed for the elevated viaduct is 60 mph; and design speed for the frontage, or
service, roads is 25 mph. Through the Fells Point Historic District, three 12'-wide
lanes in each direction are proposed, except for Alternative 2. where due to limitations in construction technique, the Expressway would be two lanes in each direction.
The projected traffic volumes for 1995 vary from approximately 40,000 vehicles
per day on the Expressway in the viCinity of Baltimore Street, to 85,000 vehicles
per day through the Fells Point Historic Di strict, to Interstate Route 95.
Should a "Build" alternative be selected, construction would be anticipated to
begin in late 1975 on 1-83 from Gay Street to Pratt Street and from Anchorage 'A'
to 1-95, and late 1976 for the tunnel and its western approach from Pratt Street to
Caroline Street. The complete Interstate extension between Gay Street and 1-95 would
be open to traffic in 1979 or 1980--depending on the selected alternatiVe. The tunnel would take from three to four years to build. Should a build alternative be
selected, the cost of the project would be eligible for 90/10 Federal Aid Interstate
funding.
Detailed Description
Gay Street to Fleet Street
Between Gay Street and Fleet Street, numerous alternatives were originally
studied in 1964 for the location of 1-83 in order to minimize the impact on adjacent
structures of historical Significance, existing communities, and proposed Harbor
development. These initial alternatives were discussed earlier.
Within this corridor, a total of five alternative configurations have been considered for development with the past year. Two separate ali9nments and several
frontage road systems were studied. After careful consideration of the five earlier schemes, a number of inconsistencies and contradictions to the overall development goals were pointed out. As a result of the analYSiS, the two alternatives
(D &E), which are being presented, were proposed as a means of incorporating the
most desirable qualities of the original five alternatives into a more functional
and effective package .
The major purpose of the refinements in Schemes 'DI and IE' is to maximize the
amount of land available for joint development without degradin9 the level of traffic service that the roadway is intended to provide.
�-111
Alternate 10 is the western-most of the two alternative alignments.
Between Fayette and Lombard Streets, frontage roads are located underneath the
elevated viaduct to make available as much land as possible for the creative development of the proposed Historic District between Lombard and Fayette Streets. Between
Lombard and Fleet Streets, the frontage roads diverge and are located adjacent and
parallel to the elevated roadway.
The project right of way. which includes ramps and both northbound and southbound frontage roads, varies from a maximum width of 270 feet in the vicinity of
Granby Street to a width of 175 feet just south of Fayette Street.
In the vicinity of the Historic District between Lombard and Fayette Streets,
the right of way is approximately 225 feet. The reason for the additional width in
the Historic area is the presence of both northbound and southbound entrance ramps
and a northbound exit ramp in order to provide the necessary traffic service to
downtown Baltimore.
Northbound access ramps are located at Gay Street, at Lombard Street, and at
Caroline Street. Southbound access ramps are located at Baltimore Street and Fleet
Street.
Northbound exit ramps are located at Baltimore Street and at Fleet Street.
Southbound exit ramps are located at Fayette Street and Caroline Street.
In order to facilitate east/west movement throughout the area, Fayette, Baltimore, Lombard, Pratt, and Fleet Streets will remain open to traffic. Eastern Avenue
will also remain a thru street. The estimated cost of Scheme '0' is approximately
$45 million.
Alternate lEI is the eastern-most of the two alternative alignments.
Frontage roads for this alternative vary in their configuration in order to
satisfy the somewhat conflicting objectives of providing both large amounts of land
for joint development and high levels of urban transportation service. North of
Lombard Street, the frontage roads are located parallel to, but underneath, the elevated vi-aduct. The purpose of this is to narrow the project as much as possible
along the segment of land between the Caton-Carroll Mansion and the Shot Tower Square
Historic Park. This area east of the project is envisioned as a Historic District.
Between lombard and Fleet Streets, the frontage roads are located outside of, and
parallel to, the main roadways, and outside and immediately adjacent to the access
and egress ramps.
The project right of way. which includes both the northbound and southbound
frontage roads, varies from a maximum of 240 feet near Granby Street to a minimum
width of 190 feet between Stiles and Fawn Streets.
Northbound access ramps are located at Gay Street, at lombard Street, and at
Caroline Street. Southbound access ramps are located at Baltimore Street and at
Fleet Street .
Northbound exit ramps are located at Fleet and Baltimore Streets.
exit ramps are located at Fayette and Caroline Streets.
Southbound
�STATE OF MARYLAND DEPARTMENT OF TRANSPORT AriON
STATE lfiGHWAY ADMINISTRATION
7po'
SCALE
o
700'
~ ~iiiiiiiiji
INTERSTATE 83 - IN BALTIMORE CITY , MARYLAND
FROM VICINITY OF GAY STREET TO VICINITY OF FLEET SlREET
AT PRESIDENT STREET
ALTERNATE D
EXHIBIT 7
�7po'
SCAlf
o
700'
~ ~iiiiiiil'
STATE OF MARYLAND DEPARTMENT OF TRAN!,PO'RTAT';ON
STATE HlGHWAY ADMINISTRATION
INTERSTATE 83 - IN BAl.TlMORE arv. MARYLAND
FROM VlCIr--'lTY OF GA Y STREET TO VICINITY OF FLEET STREET
AT PRESIDENT STREET
ALTERNATE E
EXHIBIT 8
�-12-
Both Alternates '0' and IE' penetrate the eastern edge of D'Alesandro Playfield.
In both Alternate '0' and IE', a large portion of the right of way required by
the project has been acquired and approximate ly 60%of all structures within the
right of way corridor have been razed.
An alternative to the Caroline and Fleet Street ramps has been developed as part
of the on-going planning process. This alternative was developed in cooperation with
the "Little Italy" community to provide a buffer and parking strip adjacent to the
Expressway, as well as provide access to the proposed Cruise Ship Terminal in Inner
Harbor East.
The ramps proposed in Alternate '0' and 'E' would be replaced by a diamond interchange planned near Central Avenue. Central Avenue would be continued in a
southwesterly direction under 1-83 and would ultimately provide access to the proposed Inner Harbor East Cruise Ship Terminal.
The estimated construction cost of Scheme 'E' is approximately $43 million.
FELLS POINT
Tunnel alternatives along the same corridor as the Concept Team's elevated
structure were investigated intial1y in an attempt to reduce the nurner of structures
affected by construction and to minimize aesthetic impacts. These alternatives included studies of a single-level. cut-and-cover tunnel along the original corridor
(Ali gnment 1); a bored tunnel along the same corri dor (Al i gnment 2); two one-way .
cut-and-cover tunnels under Lancaster Street and Allceanna Street (Alignment 3); and
a double-level, cut-and-cover tunnel along the original corridor (Alignment 4).
Feasibility studies indicated that these alternatives would still have significant
negative impacts on the Historic District.
Cut-and-cover tunnels, although not visually apparent after construction. would
require the displacement of a large number of structures. The possibility of moving
the buildings during construction and then returning them to their original sites
was studied. In theory. this process would totally restore the District to its
original condition after construction of the tunnel. In practicality, this procedure
was judged to be risky due to the structural characteristics of the buildings; and
impractical due to the large number of historic buildings involved. Relocation of
the houses. whether temporary or permanent, would likely result in damage to the
structures. In addition. the introduction of the construction process and noise in
the central portion of the Historic District would also be deemed undesirable .
Bored tunnel construction, by virtue of the techniques required. would entail
substantial risk to the historic structures . Houses located over the bored tunnel
alignment would be subject to damage from shifting soils caused by changes in air
pressure during construction. This type of construction would also require the displacement of the structures located at the tunnel portals to allow construction of
bulkheads to maintain the air pressure in the tunnel during construction.
�·
'
\
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- - - LINE I
LINE
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2
UNE 3
_ _ UNE4
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_ _ _ • UNE6
_ _ _ UNE7
_____ LINES
- - - - . LINE 9
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ANCHORAGE
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) OUNO/IRY LINE
- ZOLLMAN
PER HALL.
INTERSTATE DIVISION FOR
BALTIMORE CITY
SEGMENT 'C' 1·83
ALTERNATIVE ALIGNMENTS
OATE
NOV.,1974
SCALE
I" = 400'
FIGURE ·
3
�•
-13Realizing that these alternatives did not sufficiently reduce the possible negative impacts on the Historic District, alternative studies in different, additional
corridor were initiated. Progressively southern alignments were studied along
Thames Street (Alignment 5); across the northern end of the Recreation Pier (Alignment 6); at an angle across the northern end of the Recreation Pier (Alignment 7);
across the southern end of the Recreation Pier (Alignment 8); and south of the pier
out in the Harbor (Alignment g). These alignments pass through the industrial zone
along the southern border of the Historic District. thereby avoiding the greater
part of the historic structures--with the southernmost alignments affecting fewer
buildings.
The specific effects on the Historic District of these tunnel alignments and
previous alternatives are outlined as follows:
A typical tunnel section requires 164 feet in width. A typical louvered section
requires 176 feet. Adding 30 feet of right of way to each side for construction purposes. the sections require corridors of 224 feet and 236 feet, respectively. The
normal 3D-foot right of wayan each side can be reduced to a minimum of 5 feet for
short distances on one side of the tunnel.
Elevated Structure (UDCA Alternative):
The alternate recommended by Urban Design Concept Associates included construc-
tion of a low-elevated structure throughout the entire length of the study area at
an elevation of 20 to 25 feet. It would run along existing Lancaster Street until it
reached Anchorage 'A', where it again would curve to the south and cross Boston Street
near O'Donnell Street. Interchanges would be constructed with ramps leading to
Wolfe Street and Washington Street.
As an elevated structure, the Expressway would pass over and leave uninterrupted,
major traffic facilities. However, because of its proximity to these streets, it
would cause other streets, such as Lancaster and Boston Streets, to be relocated.
In addition, portion of other local streets would have to be closed .
The elevated structure would threaten a unique, historic area by the disruptive
nature of its scale and design--removing 82 historic structures and visually overpowering the remaining houses. This alternative would also place any possible air
and noise impacts in the center of the District; restricting the redevelopment po-
tential of the area as an aesthetically pleasing historic site.
Additonally, 25 commercial properties and 5 industrial properties would have to
be acquired. These acquisitions would entail the displacement of 145 residents and
450 jobs.
The estimated cost of the UDCA alternative is $69 million.
�-14-
Alternative 1 (Cut-and-Cover Tunnel Along Lancaster Street):
Alternate 1 wo~ld run south of, and parallel to, Lancaster Street as a tunnel
from Caroline Street to Wolfe Street--reaching a maximum depth of E1. -33.00. The
width of the permanent structure, including an allowance for construction space,
would occupy all, or most, of the block immediately south of Lancaster Street. From
Wolfe Street, the al ignment would pass through the National Can Company property and
into Anchorage lA' on a short earth embankment. It would then proceed to O'Donnell
Street at Boston Street, just south of the property of the American Can Company.
Interchanges would be provided in the Wolfe Street and Fell Street areas and near
Boston and O'Donnell Streets.
ThiS tunnel alternative would be approximately 1600 feet in length and constructed by the cut-and-cover method. The cut-and-cover method is characterized by
the excavation of an open trench in the existing ground surface. Ground support
structures are built to retain the earth on each side of the trench during construction. The open-cut usually results in a large construction corridor width, occupying
both the ground directly over the tunnel and enough adjacent space for passage of
equipment and materials. Where it is deemed necessary to preserve a structure located within the corridor, the width of the area may be reduced for short lengths on
one side of the tunnel. Upon completion of the tunnel , the trench is backfilled and
the ground surface ;s restored to its original level.
For Alternate I, right of way reductions would be made along Shakespeare Street
between Bond Street and Broadway to preserve the facade on the south side of Shakespeare; and along Thames Street to permit preservation of the row of houses between
Broadway and Ann Street. To compensate for these restrictions in access, additional
working areas and an alternate access would be required.
The Caroline Street berth has been proposed as a spoils area for the excavated
materials not required for later backfilling or forming of the embankments. It is
estimated that the volume of surplus materials would be approximately equal to the
volume available in the berth for spoils, and that only very small quantities of
excavated material would have to be disposed of off-site. An embankment in Anchorage
IAI would be constructed from suitable excavated material to carry the outer sections
of the east approaches.
Construction on this alignment would require the temporary, sequential closing
of Caroline, Bond, Broadway, and Wolfe Streets; of Lancaster Street between Caroline
and Wolfe Streets; and of Shakespeare Street. It would also require the permanent
closing of the southern end of Eden and Central Streets.
This alignment improves upon the UDCA structure in that, after construction, it
would no l onger be visible as a roadway. However, it would still necessitate the
relocation or removal of many of the structures in the center of the Historic District--disturbing the overall integrity and unity of the District.
Construction of this alternative would displace 95 historic structures, 145
residents, 26 commercial properties, 5 industrial properties, and 468 jobs.
The estimated cost of Alternative 1 is approximately $130 million.
�-15Alternative Z (Bored Tunnel Under Lancaster Street):
Alternative Z would follow the same path as that of Alternative 1, with the exception that it would utilize twin bored tunnels--each of which would carry only two
lZ-foot traffic lanes under the City blocks south of Lancaster Street . . As with Alignment 1, the highway would run parallel to, and south of, Lancaster Street to the
National Can Company property at Wolfe Street. It would then swing in a southeastern
direction through Anchorage 'A' to O'Donnell Street at Boston Street. The tunnel
portals would be located just west of Caroline Street and just east of Wolfe Street,
resulting in a tunnel 1600 feet in length, with the lowest point at El. -56.50 between Bond Street and Broadway. Interchanges would be provided as in Alignment 1.
For bored tunnel construction, two drop caisson-type chambers are constructed
at each portal and sunk to the required depth. The tunnel shield is assembled inside
the caissons and the tunnel boring commences under compressed air conditions. Cast
iron rings lined with reinforced concrete are erected in the excavated area to protect against ground water seepage. Shields are driven ahead of the cast iron rings,
with excavation being done at the face of the shield.
The grade at the top of the
caissons might have to be raised temporarily to provide sufficient weight to retain
the air pressure when driving starts and near completion of the drive. As the work
progresses to the lowest point of the tunnel, there would be a sufficient mass of
soil overhead to counteract the air pressure . On completion of tunnel driving and
1in;ng, the caissons are modified to serve as part of the ventilation structure. All
tunnel lining, supplies, materials, and equipment are delivered through the air-
locked caissons. All material removed from the tunnel must also pass through the
air locks.
The earth embankments to maintain air pressure at each tunnel portal would ex-
tend at the west portal from Caroline Street to Bond Street and at the east portal
from Wolfe Street to Ann Street. Between Bond Street and Ann Street, there would
be no impact on the above ground structures, with the exception of effects due to
possible differential soil settlement.
Due to the depth needed for the tunnel and the consequent high air pressure,
construction progress would be slow. The rate of advance has been calculated at 12
feet per day with 10 crews working on a 24-hour basis .
It is proposed to dispose of materials from the excavation in the cofferdammed
area at the Caroline Street berth. Any excess reusable material would be utilized
in the roadway embankment in the Anchorage 'A' area. In addition to material avail-
able from the excavations, substantial quantities of imported materials would be
required to construct this embankment .
As a bored tunnel, this alignment would have little direct effect on the Historic District. However, 12 historic structures would still require removal due to
the need for the bulkheads at the tunnel portals to maintain sufficient air pressure
for boring.
Twenty commercial properties and three industrial properties would have to be
acquired for construction of this alternative. These acquisition would displace 25
residents and 400 jobs.
�-16Acquisitions for this alternative would also include the securing of sub-surface
easements of the 103 properties which would be located directly over the bored tunnel
but not physically displaced by the construction.
The most significant factor involved in this alternative ;s the risk of damage
to the historic structures located over the tunnel construction due to differential
soil settlement. This risk and the prohibitive cost (more than twice the cost of
any other alternative for the construction of 6 traffic lanes) leaves this as an ineffective alternate when compared to other proposed alternatives.
The estimated cost of Alternative 2 is approximately $144 million.
based on only 2 l anes in each direction.
This cost is
Alternative 3 (Two Single-Tube Tunnels):
In this alternative, the northbound and southbound lanes of 1-83 would diverge
and descend into two separate three-lane tunnel structures. The northbound alignment would run along Aliceanna Street, and the southbound alignment would run along
Lancaster Street. Beyond Wolfe Street, the alignments would surface and start to
converge and eventually merge in the Anchorage 'A' area and continue to O'Donnell
Street at Boston Street. The lowest pOint of the tunnel would be near tlroadway at
El . -36.00. Interchange systems would be provided east and west of the Historic District.
Construction techniques would be similar to those described in Alternative 1.
Approximately 30 feet of access would be provided on the north side of each alignment.
It is proposed to close off the Caroline Street berth by a cellular cofferdam
to provide a spoils area for surplus materials from the excavation.
Contruction of this alternative would require the temporary closing of Aliceanna
Street and Lancaster Street from Central Street to Wolfe Street, as well as all the
intermediate cross streets. The tunnels would each be approximately 1600 feet in
length.
The configuration of two one-way tunnels was studied to determine if, by reducing the tunnel structure width (148 ft.), it would be feasible to construct the
tunnels under existing streets and within the width of these streets (20-40 ft.),
leaving the adjacent houses undisturbed. It was found that the construction corridor
width could not be contained within existing streets' widths; and because of the
need for two separate construction corridors, the alignment would actually have a
larger negative impact on the Historic District than the construction of one 6-1ane
tunnel. The two corridors would require removal of 95 historic structures, leaving
two breaks in the District's unity. Fifty commercial properties, 9 industiral properties, 220 residents. and 910 jobs would be displaced. The displacements would
include a portion of the St. Stanislaus Church complex at the corner of Ann Street
and Aliceanna Street, which is of primary concern to the community.
The cost of Alternative 3 is approximately $143 million.
�-17Alternative 4 (Double-Level Tunnel):
This arrangement is based on two cast-in-place reinforced concrete tunnels, one
above the other, to be constructed along Lancaster Street. The upper tunnel would
carry southbound traffic and the lower level would carry northbound traffic. This
arrangement could be accomplished in a narrower working width than could a side-byside configuration, but the additional height of structure resulting from double-deck
construction would require a longer tunnel.
The alignments of the combined tunnel would run along the south side of Lancaster
Street, affecting the area of historical buildings between Lancaster Street and
Shakespeare Street, and between Lancaster and Thames Streets. The maximum tunnel
depth would be at El. -43.50. The alignments would then diverge and surface near
Ann Street, pass through the National Can Company property, and run alongside each
other as they curve onto the embankment in Anchorage 'AI, and then continue on to
O'Donnell Street at Boston Street. Interchanges would be provided as in previous alternates. The tunnel would be a maximum of approximately 3800 feet in length.
This work would be performed using standard diaphragm wall cut-and-cover construction methods.
There would be no surplus material to be disposed of other than the organic silt
from the excavations, which would be accommodated in the Caroline Street berth.
This double-level tunnel arrangement was studied) like Alternative 3) to determine if the road could possibly be constructed within the existing road width such
that no historic structures would be disturbed. The extent of the adverse effects
would be somewhat reduced by construction of one six-lane tunnel . However~ the adverse effects on the Historic District and the Fells Point community would still be
quite substantial--displacing 69 historic structures~ 26 commercial properties) 7 industrial properties) 85 residents, and 460 jobs.
The cost of Alternative 4 is approximately $124 million.
Alternative 5 (Cut-and-Cover Tunnel Under Thames Street):
Thi s alignment would run under Thames Street and the Recreation Pier Harbor
frontage and into the triangular plot bounded by Thames, Fell, and Wolfe Streets.
The roadway would surface east of Wolfe Street and continue into Anchorage 'A' and
on to O'Donnell Street at Boston Street. The minimum elevation would be located under
the intersection of Broadway and Thames Street at El. -33.50. An interchange would
be constructed in the Hoston Street area.
Due to the southern shift in corridor location of this alternative~ the Boston
Street interchange for this and succeeding alignments is based on a different concept
than Alternative 1 through 4. The interchange is more compact--eliminating the extremely long ramps of the previous alternatives. This interchange proposal is
accompanied by the proposal for the widening of Boston Street to the east and south to
Aliceanna Street.
�-18A cellular cofferdam would be constructed across the Caroline Street berth , if
approved, to permit use of this area for di sposal . A complete cofferdam would then be
constructed around the area of the depressed structure. This cofferdam would be of
reinforced concrete diaphragm construction t with the exception of the length across the
Recreation Pier area on the south side of the tunnel whi ch would be of cellular cofferdam construction. The area within the cofferdam would then be dewatered and excavated
in the dry and the reinforced structure would be constructed .
At the eastern end of the section, an earth embankment would be formed from excavated material. Preliminary calculations indicate that there would be a surplus of
about 100,000 cubic yards of excavated material which could not be accommodated at the
proposed Caroline Street berth site . Within the Historic District, the original waterfront would be restored after completion of the tunnel.
Construction of Alternative 5 would require the temporary closing of Caroline
Skreet, Bond Street, Thames Street, Fell Street, and Wolfe Street. All of these
streets would be re-opened after construction of the tunnel . The tunnel would be approximately 1600 feet in length.
A right of way reduction would be made on the north side of Thames Street between
Wolfe Street and Broadway to preserve valuable structures .
This alignment was studied in an attempt to move toward the southern edge of the
Historic District. The corridor avoids the central portion of the District. but still
requires removal or relocation of 46 historic structures on the edge of the District.
The alignment marks the beginning of a shift from residential to industrial impact-stil l affecting both to a large extent . Thirty-five commercial properties, 15
industrial properties, 158 residents, and 680 jobs would be displaced .
The cost of Alternative 5 is approximately $123 million .
Alternative 6 (Tunnel at Inshore End of Recreation Pier):
This alignment would pass under Bond Street at Thames Street and the Rukert
Terminals building and pass into the Recreation Pier area . The minimum tunnel elevation would be located under the Pier at E1 . -31. UO. The roadway would cross the
inshore end of the Pier and pass under Ann, Fell, and Wolfe Streets--affecting the
historic properties in the triangular plot bounded by Thames, Wolfe, and Fell Streets.
From Wolfe street, the roadway would surface and cross Anchorage 'A' to Boston street
at O
'Donnell Street. Interchange access would be provided in the Boston Street area
as in Alternative 5.
The tunnel would be approximately 1400 feet in length.
A cofferdam would be constructed by means of sheet pile cells across the entrance
to the Caroline Street berth to provide a spoils area for the organic silt and other
excess material from the excavations . Cofferdam construction for the tunnel on each
side of the permanent construction would be similar to that described for Alternative
5.
�-19In general, an additional width of 30 feet on each side of the permanent structure would provide working and traveling room. The reinforced concrete permanent
structures would be constructed in the dry within the cofferdam. The eastern end of
the open structure would be constructed on the embankment formed in Anchorage 'A'.
It is estimated that it would be possible to dispose of all excavated material in embankments, backfill, and the Caroline Street berth spoils disposal area.
The original waterfront would be restored within the Historic District.
Construction on this alignment would require the permanent closing of Dock Street
and the temporary closing of Caroline, Bond, Thames, Ann, Fell t and Wolfe Streets.
The southern blocks of the Historic District would still be impacted--requiring
displacement of 52 historic structures. These displaced structures include the
Captain John Steele House, located at 931 Fell Street--one of the most valuable buildings in the Historic District. Thrity-five commerical properties, 12 fndustrial
properties, 123 residents, and BOO employee positions would also be displaced. In
addition, the Recreation Pier at 1715 Thames Street would be impacted. The Pier is
not of great historical or architectural importance; but it is the only recreation
facility in the Fells Point Historic District, providing basketball courts, activity
rooms, and a hard surface play area for the neighborhood residents. The Pier could be
saved by extensive underpinning of the structure's foundations or it could be rebuilt. Because the right of way corridor is physically 'located on the Recreation
Pier, Federal fund s could be made available to save or replace it.
One of the most positive aspects of this alignment is its function as a border
between the residential and industrial sectors .
The cost of Alternative 6 is approximately $117 million.
Alternative 7 (Tunnel at Center of Recreation Pier):
This alignment would be similar to that of Alternative 6 but would pass at an
angle to Thames Street and would be located slightly further off-shore at the east
portal. The route would pass under the junction of Thames Street and Bond Street,
under the Rukert Terminals Corporation buildings. and into the Harbor area. It would
cross the Recreation Pier and proceed to the intersection of Fell Street and Wolfe
Street, surfacing just west of Fell Street. From there it would cross the Belts
Wharf warehouse and the Arundel Corporation plan into Anchorage IAI. Overpasses would
be provided for Caroline, Fell, and Wolfe Streets--with interchange provisions at
improved Boston Street.
The tunnel would be approxi mately 1230 feet in length,
Construction procedures would be the same as for Alternative 6, with the same
requirements for street closures . Calcul ations indicate that there would be a surplus of about 20,000 cubic yards of material to be disposed of off-site.
After tunnel construction, the origina l waterfront would be restored but the
water draft would be reduced . The new draft would allow docking of pleasure craft
but not of the deep water vessels which presently use the pier.
�-20The angle of the alignment would allow for preservation of the Captain John Steele
House, which would be impacted by Alternative 6. However, the total impact of Alternative 7 would not be significantly less; and in some cases, would be greater than that
of Alternative 6. Forty-two historic structures, 103 residents, 33 commercial properties, 10 industrial properties, and 890 jobs would be displaced.
The cost of Alternative 7 is approximately $123 million.
Alternative 8 (Tunnel at Outer End of Recreation Pier):
This alignment would be located in the Harbor area, south of the major portion of
the Historic District. Descending to tunnel at Caroline Street, it would cross the
Harbor and the southern end of the Recreation Pier, pass through the Belts Warhf Warehousearea, and surface east of Fell Street. The road would continue across Anchorage
'A' to Boston Street at O'Donnell Street. Interchange systems, as currently proposed,
would provide access at improved Boston Street.
The tunnel would be approximately 1400 feet in length.
The tunnel elevation would give water depths ranging from about 10 feet to 20
feet over the tunnel in the Recreation Pier area, allowing use of the Harbor for shallow draft vessels after completion of construction. Currently, a draft of 22 feet is
available. This depth would be reduced only on the east side of the pier, leaving the
original draft on the west side.
Contruction procedures again would be the same as for Alternative 5.
In general, a working and access width of 30 feet would be required on each side
of the cut-off wall, with local restrictions at the corner of the Allied Chemical
Company plant and at the junction of Bond and Thames Streets to reduce the impact on
industrial and historic properties.
It is estimated that, in addition to complete utilization of the spoil volume availalbe in the Caroline Street berth, there would be a surplus of approximately 90,000
cubic yards of material to be disposed of off-site.
The construction would also require the permanent closure of parts of Wills Street
ana Oock Street at their junction.
The original waterfront would be restored within the Historic District boundaries.
By skirting the southern edge of the Historic District and out into the Harbor,
this alternative minimizes the impacts on Fells Point. Only twelve of the historic
structures would be located within the construction corridor.
The total impact of this alternative would include displacement of B residents,
25 commercial properties, 13 industrial properties, and 710 jobs. Stringent right of
way reductions have minimized these displacements.
Other variations of Alternative 8 have been considered, seeking to minimize negative impacts and to maximize benefits to the Historic Oistrict.
�-21Along Alignment B, a shallow tunnel variation would be possible. The Recreation
Pier could be shortened with land fill surrounding it, providing additional land space
for joint development. If a working pier for deep water vessels was desired, the
Pier :ou1d be extended past the tunnel rather than shortened. The basic disadvantage
of thlS type of variation would be the ajteration of the original waterfront line,
tampering with the long-standing associations between historic Fells Point and the
Harbor .
Along Alignment B, another possibility would be to construct a deeper tunnel,
allowing sufficient draft for deep water vessels at the Recreation Pier . A tunnel of
this depth could also be extended on the western side of Anchorage 'A'. This shallow
draft would allow the passage of pleasure craft, presenting the jOint development
possibility of a recreational marina along the Anchorage 'AI/Boston Street waterfront.
The cost of Alternative B is approximately $126 million.
Alternative g (Tunnel Beyond Off-Shore End of Recreation Pier):
Alternative g is to be based on the use of precast tunnel elements to be sunk
in place across the Harbor beyond the off-shore end of the Recreation Pier.
The alignment would descend the tunnel in the industrial area between Block
Street and Caroline Street. The western ventilation tower would be located in this
area. The alignment of the sunken tunnel elements would pass under the Rukert Terminals Corporation property and into the Harbor area, falling through a vertical curve
to a low point of E1. -SB.SO under the Harbor. The eastern portal ventilation tower
would be located on an extensive earth embankment in the Anchorage 'AI area, outside
the Historic District boundary . From there. the alignment would cross the outer
limits of Anchorage 'A' on elevated structure toward Boston Street. The profile
would provide a minimum water depth of 22 feet over the structure in the Harbor area.
The tunnel would be approximately 2600 feet in length.
For this alternative, it is intended to build the ventilation buildings in the
dry inside the cofferdams.
The tunnel elements would be constructed in a temporary drydock as close to the
site as possible (probably Anchorage 'A') so as to reduce towing risks. but to minimize
visual acoustical impacts on the Historic District. After the elements are built,
waterproofed, and the bulkhead installed, the temporary drydock would be breached to
provide flotation of the elements.
The trench for the tunnel would be excavated by dredge and screeded to provide
a good base to the required grade. Individual elements would then be towed into position and lowered into the prepared trench to be jOinted to a previously lowered unit .
It is normal with this method of construction to build the tunnel portal, ap-
proaches, and the ventilation buildings first.
This work would proceed concurrently
with casting of the elements in the temporary drydock. When the last element would
be placed, therefore, only inside finishes, road surfacing, and electrical and mechanical installations would be needed.
�-22All materials dredged or excavated in the dry from the foundations would be disposed of in the proposed spoil area in the Caroline Street berth and in the earth
embankment in Anchorage IAI.
By passing through the Historic District at the extreme southern edge, the
majority of the tunnel construction would be in the Harbor. Displacement impacts
would be limited to 5 historic structures 9 industries, and 25 commercial properties.
Job displacement would involve 590 employees. No residents would be forced to relocate.
I
It would be difficult to restore the original waterfront line in the Historic District with this particular type of construction . Reconstruction of the original
piers and bulkhead lines that exist just east of Thames Street and off the west side
of Fells Point would not be advisable under this scheme. There is a limited amount of
cover (varying from 8 ft. to 25 ft . ) over the roof of the proposed tunnel, and any
major waterfront improvement in these areas could represent a potential threat of
damage to the tunnel roof, its waterproofing; and thus, the safety of the traveling
public.
The cost of Alternative 9 is approximately $161 million.
Following completion of the Draft Environmental Impact, and as part of the ongoing planning process, other alternatives dealing with an extension of the tunnel to
the east were studied. All tunnel alternatives previously studied limited tunnel construction generally to the area within the Historic District and the project extended
across Anchorage lA' via embankment or elevated structure or a combination of the two.
Concern was voiced by the community regarding the maintenance of water access to
the Anchorage IAI area . The elevated structure would allow the passage of small craft
underneath, but would not facilitate the larger tug boats that use the Anchorage
today.
As a result, Alternative 8 was modified. The eastern portal of the cut-and-cover
tunnel was shifted to the east in order to provide a waterway opening into Anchorage
IAI. This waterway would provide a navigation channel for pleasure crafts and working
boats . By lowering the profile of Alternative 8 somewhat further, conditions would
allow 'for a tug boat terminal in Anchorage IA' .
A further modification of Alternative 8 would be to fill in Anchorage IAI. A
park could be created on the filled land and a marina provided on the Harbor side of
the highway. The feasibility of this scheme is presently under study; and if adopted,
would allow Boston Street to be relocated into an area presently occupied by water
and simplify the ramp arrangement of the 1-83 Boston Street Interchange. Approximately
18-20 acres will be reclaimed and dedicated to park and recreation uses .
In all alternatives, an interchange is proposed between 1-83 and Boston Street
with all ramp movements provided. An alternative to the ramp arrangement of this
interchange was recently suggested. Ramp IAI from Boston Street to 1-83 southbound,
which is presently designed as a IIfly-over ramp, would be shifted to the east and
would be located at the intersection of existing Boston Street and Elliott Street. It
would parallel the southbound 1-83 roadway merging with the southbound roadway over
Potomac Street.
U
�-23Alternatives - Boston Street to 1-95 at Boston and Ponca Streets:
The build alternative would locate 1-83 on elevated structure over
Boston Street between the American Can Company and the Renneberg Company,
south of St. Casimer's Church. The roadway would be located approximately
130 feet south of the church at the closest point. 1-83 would continue
elevated over Binney, Kenwood. Streeper, Linwood, Potomac, Decker, and
Ellwood Avenue. The highway would be located from 200 feet to 350 feet south
of the community in this area.
The open space between the highway and the community is planned for
a playground.
From Anchorage 'A' to Ellwood Street. 1-83 would be located slightly
north of existing Boston Street. However. Boston Street would be rebuilt
as 2-27 foot roadways underneath the elevated 1-83 structure. From Ellwood
Avenue, 1-83 continues easterly as an elevated structure. crossing over
East. Clinton, Highland, Baylis, and Conkling Streets. 1~83 would cross
existing Boston Street at its existing intersection with Clinton Street.
Again, Boston Street would be rebuilt under the elevated mainline of 1-83.
The highway would be located from 160 to 30Q feet south of the existing
Canton community.
From Conkling Street to the Harbor Tunnel Thruway. 1-83 would be located
parallel to and over existing Boston Street.
Near the Harbor Tunnel Thruway a directionru interchange would be built
with full movements between 1-83 and proposed 1-95. In addition, interchange
ramps between 1-83 and Boston Street near Broening Highway would be provided.
Access ramps would also be provided between improved Boston Street and 1-95
near O'Donnell Street and O'Donnell Street cut-off.
The existing 8&0 Railroad bridge over Boston Street would be reconstructed
over improved Boston Street and under 1-83 near the Crown, Cork, and Seal
Company.
Traffic would be maintained continuously on the local streets, including
Boston Street. Traffic patterns on local streets would remain as they are
today.
Improved Boston Street would extend from Aliceanna Street in the west
to O'Donnell Street and O'Donnell Street cut-off in the east.
"No Build"
Another alternative under consideration is the "No Build" Alternative.
This alternative would eliminate the section of Interstate Route 83 from Gay
Street to 1-95 from the City of Baltimore's Transportation Program and would
not require any additional displacement of homes, businesses, or parklands;
and no initial outlay of funds for construction, right-of-way, or design
would be required.
*
*
*
��-24Part IV - Impacts
1.
Socioeconomic Effects
Baltimore must have an overall balanced transportation system that includes
both rapid transit and highways if it is to grow as one of the countryr s leading ports and industrial centers. Without improved efficient transporation,
Baltimore would continue to decrease in potential for commercial-industrial
expansion.
It has been the hope and promise of improved transportation that has
made redevelopment projects such as Charles Center and the Inner Harbor Development possible.
The recently completed Baltimore Regional Environmental Impact Study (BREIS),
evaluated the economic implications of building the 3-A System, which includes
1-83.
Completion of the 3-A System means:
By 1995:
50,000 more jobs;
$643,000,000 more in payrolls;
$238,000,000 more in retail sales;
$278,000,000 more commercial and industrial construction
In addition, an immediate effect would be the creation of new jobs for
the actual construction of the highway.
On a local scale, the 1-83 corridor would realize a positive socia-economic
impact. This corridor has been scheduled for several jOint development projects,
which have been carefully coordinated with the development of 1-83.
The joint
development projects will be considered later in the presentation.
Short-term effects on the community would involve relocation of people
and businesses, much of which has already been accomplished and temporary inconvenience during construction. The long-term benefits resulting from the highway
and joint development plan; however, would offset the short-term disruption .
Short-term employment resulting from the construction of the project would
have a positive effect on reducing unemployment. The long-term effect of the
proposed project on surrounding communities and employment would be positive,
since the area would have greater mobility and would benefit from proximity
to a direct linkage with a complete transportation system. This would, in turn,
increase land values and should encourage development of adjacent areas.
The construction of the project would~quire the relocation of certain
bu il dings, railroad tracks, and portions of industrial complexes. In the longterm, however, the land redevelopment benefits to be derived outweigh the initial
relocation requirements.
�-251-83 between Gay Street and 1-95 impacts several Historic Sites. The
highway alternatives considered have attempted to minimize the adverse effects
on the historic sites by either reducing land and property acquisition, or by
integrating the highway into the overall development plan, both within, and
adjacent to the historic sites. Once a final decision is made regarding the need
for and l ocation and design of the highway, which would identify the ultimate
pattern of traffic through the area and the location of l andscaped buffer zones
adjacent to 1-83, private redevelopment of homes within the Fells Point Historic
District would realize its full potential.
2.
Visual Effects:
1-83 passes through areas now being utilized primarily for industrial,
and residential land uses. Most structures within the
condemnation zone, except i n the Fells Point Area, have been razed. The presence
of the highway desi9ned as a modern facility with landscaped edges and buffers
should not have an adverse visual impact on the area. The 1-83 viaduct from
Baltimore Street southerly to Aliceanna Street would be designed in graceful,
pre-stressed concrete in order to be an attractive addition to the predominantly
residential and historic atmosphere of this segment. Any visual impact to
Fells Point wo uld be almost entirely eliminated by constructing the highway
as a tunnel under or around the district . A temporary visual impact would occur
during actual construction. This impact would be minimized by special construction procedures and sequencing, which would be developed in cooperation with
affected communities. The elevated section of 1-83 east of Fells Po i nt would be
designed of aesthetically pleasing weathering steel construction.
;nstitutional~ historic~
Through the Canton area, the elevated viaduct would tend to act as a buffer
between the industrial waterfront to the south of the highway and the longestablished Canton residential community to the north. Should a build alternative be selected, a park would be built in the excess condemnat i on area north
of the expressway between Saint Casimer's Church and the existing Canton Playground. The park would be landscaped in such a way as to create an earth berm
six to nine feet high between improved Boston Street and the New Canton Playground and Canton Community. The earth berm would be built with highway funds
prior to the highway to assure that the construction activity from the highway
would be screened as much as possible from the Community.
3.
Ecological Impacts
Ecology is the study of the relationship of plants, animals, and other
organisMs with their environment. The ecological impact is expected to be
negligible. as the area is almost totally urbanized. No significant wildlife
forms are reported in the area affected by the proposed project. No significant
plant life exists along, or within. the proposed highway corridor.
4.
Soil Erosion and Sediment Control
Sediment control devices. such as diversion dikes and sediment basins,
would be incorporated into the construction plans and approved before a sediment
and grading permit would be issued.
The Maryland State Highway Administration has been a leader in this field
and has worked cl osely with the Maryland Department of Natura l Resources over
�-26the past several years to establish procedures for prevention of erosion impacts.
Both of these departments exercise authority over the implementation of these
measures.
5.
Right-of-Way and Relocation
From Gay Street to Fells Point, approximately ten residential units, seven
of which are occupied would be acquired. Approximately 50 businesses would be
impacted by the project, 38 of which have already been acquired. Through the
Fells Point Historic District, the number of affected properties varies with
each alignment and was described earlier under alternatives. Through the
Canton area of the project, all required property has been acquired and cleared
with the exception of Exxon and portions of Crown, Cork, and Seal.
The State Highway Administrationls Office of Real Estate, acting under the
Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970,
insures just compensation for any property taken by highway construction.
Relocation services consist of assisting each owner and tenant to find
a new home in a location which meets the householders' needs and desires, at a
price at which they can afford to pay &maintain. All affected persons are
reimbursed for their moving expenses.
Owner occupants may be entitled to a replacement housing payment of up to
$15,000 -- in addition to the fair market value paid by the City agency in
purchasing their property, in order to facilitate relocation of housing. Tenants
may also be helped in adjusting to higher rental rates in their new locations
by means of a rental assistance payment, which may be as much as $1,000 per year
for up to four years.
6.
Historical, Cultural, and Recreational
Jones Falls Extended
The 4(f)
chictectural,
corridor. Of
significantly
Statement for the project identifies 17 sites of historical, ar"
recreational,civic, or religious significance within the project
the seventeen sites, four are too far from the highway to be
impacted. These are:
Old Town Meeting House
McKim's School
Lloyd Street Synagogue
Engine House #6
One unique engineering example, the Bollman Truss Bridge, (formerly
Lombard Street Truss over the Jones Falls), has been removed and relocated in
Dickeyville.
Of the twelve remaining sites, four are included in the National Register
of Historic Sites; namely.
�•
\
\
1 1 1 11
11 11 1
SITES OF HISTORICAL &ARCHITECTURAL SIGNIFICANCE.
,~
SITES IN CLOSE PROIIMITI TO THE ROAOWAI.
D
SITES USED FOR RECREATIONAL, REliGIOUS, OR
-:
CULTURAL PURPOSES.
STATE OF MARYLAND DEPARTMENT OF TRANSPORTATION
STATEI:DGHWAY ADMINISTRA110N
INTERSTATE 83 - IN BALTIMORE On , MARYLAND
FROM VIQNlTY OF GAY STREET TO VICINITY OF FLEET STREET
SCAlf
7po'
D
700'
C.iiiiiiiiiiiI'~~siiiiiiiiiiiiiiiiiiiiiii'
AT PRESIDENT STREET
LOCATION OF SITES OF ARCHITECTURAL, HISTORICAL
AND RECREATIONAL SIGNIFICANCE
EXlDBIT H-I
�,
Table H-l
D
istance Between Historic Sites and Roadw~
(Alternatives Presently Under Consideration
Distance in Feet Between
Alternate 0
Site
MAio
Sites of Historic and
Architectural
Si~ificance
1.
St. Vincent dePaul R. C. Church
2.
Sho'
2••
Site
Roadway
Prontage
"""
(Inc .
-I
~d
_ds
BO
Alternate E
Site and
...io
Site and
. . . . . .y
Frontage
(Inc. Ramps)
,.,...
BO
m
Tow" (Structure)
"S
220
20S
Sho< Tower Square P"k
30
S
-'0
0
2
SO
"
60
Replace
Replace
9S
1<0
160
110
lOS
SS
"nIe 0' Alesandro Playfield
10
-30
0
-' 0
,.
President Street Station
OS
3S
B.
War MelllOcial
60
60
60
60
9.
Zion Lutheran Oturch
200
200
200
200
iO.
Peale MWieUIII
"0
"0
"0
,..
11.
City Hall
6SO
6.0
6SO
6SO
12.
Nine North Front Street
2lS
26S
155
190
13 .
Old Town Me e ting House
over
1500
over
lS00
~O<
lS00
~"'
1500
over
1<00
over
1<00
~"'
~"'
~ver
over
1200
1200
over
1200
~"
3.
Fish Muket
••
carroll Mansion
S.
Flag House
6.
1<.
is.
McKiIll'
I!I
School
Lloyd Street Synagogue
16.
BoIlJllan 1'russ
17 .
Engine H
OUlJe 16
Removed
1200
Removed
1200
•
1<00
Rellll)ved
1200
1<00
1200
........
120<1
�-27-
Shot Tower
Caton-Carroll Mansion
Star Spangl ed Banner Flag House
St. Vincent dePaul Roman Catholi c Church
The remal"lng eight sites are significant and given proper consideration
in the project Environmental Impact Statement/Sect i on 4( f) Report and the
Section 106 Historic Review Process Case Report . In addition, these documents
a~avai lable at the Interstate Division Office for inspection or copying. Copies
of the documents may be purchased from the Interstate Division for a nominal
charge.
This presentation addresses
the four National Register Sites:
Shot Tower
Originally known as the Phoenix Shot Tower, and later known as the Merchants 1
Shot Tower, the O Baltimore Shot Tower was built in 1828.
ld
The cornerstone was laid by Charles Carro ll of Carrollton . The structure
is the l ast remaining of four such shot towers in the City of Ba ltimore and
i s one of the few remaining in this country.
The structure was designed for the manufacture of lead shot for weapons.
By dropping molten lead from a pl atform at the top of the tower through a sievelike device into a vat of cold water below.
The tower stands about 14 stories high.
its kind in the world.
It is the tallest structure of
In 1882, the interior of the Old Baltimore Shot Tower was destroyed by
fire; however, it was quickly rebuilt.
stopped.
In 1892, the manufacture of shot was
The City purchased the tower in 1924.
The Shot Tower i s currently owned and operated by the Baltimore City
Department of Recreation and Parks. The structure is located on the southeast
corner of Fayette and Front Streets . Plans are already underway for the development of a Shot Tower Square Historic Park. Two-thirds of the area is cleared
and construction plans are being drawn by the Architectural firm of Smith and
Kirwan. The park is bounded by Fayette, Baltimore, and High Streets and the
Fall sway.
D5 i gn alternative lEI requires a negligible amount of land to be taken
from the southwest corner of the Shot Tower Square Historic Park.
The proposed mainline roadway will pass about 250 feet to the west of the
tower for design alternative 10 1. The elevated freeway will pass 220 feet west
of the structure for alternative lEI.
Caton-Carroll Mansion
The structure which i s now known as the Caton -Carroll Mansion was built
by Henry Wilson, a Baltimore merchant. in 1808. The house was l ocated on the
�-28corner of King George and Stillhouse Streets -- names which were later changed
to Lombard and Front, respectively . In 1818, the property was sold to
Richard Caton for the sum of $20,000.
Caton's wife, Mary Carrol1~ was the youngest daughter of Charles Carroll
of Carrollton -- the last surviving signer of the Declaration of Independence.
The Catons moved into the house in order to accommodate Charles Carroll, by
that time in his BOis. In the spring and summer. Charles Carroll lived in his
large estate near Ellicott City. In fall and winter, Carroll came to Baltimore,
bringing many of his personal goods with him.
When Richard Caton's business affairs went bad, Carroll purchased the house
for the sum of $14,000 and deeded the property in trust to Mary Caton for her
daughter Emily. The move was designed to keep the property out of the hands of
Caton's creditors. On November 1,1832, at the age of 95 years, Charles Carroll
died in his bedroom in the Caton-Carroll Mansion.
The Catons occupied the house until Richard Caton's death in 1846.
In 1914, the City of Baltimore purchased the house as part of the Centennial
Celebration, commemorating the writing of the Star Spangled Banner.
A long and vigorous public controversy saved the structure and with the
election of Mayor Theodore R. McKeldin in 1963, renovation of the building was
initiated.
The Caton-Carroll Mansion is currently owned by the City of Baltimore and
operated by the Board of Trustees of the Municipal Museum. The house, located
on approximately one-fourth acre of land, is open to the public as a museum.
Admission to the museum is free of charge.
The proposed elevated roadway passes west of the structure at a distance
of 90 feet for alternative '0 ' , and at a distance of 25 feet for alternative 'E'.
Frontage roads for alternatives '0 ' and 'E' are located 120 feet and 30 feet,
respectively from the Caton-Carroll Mansion. Both design alternatives include
a northbound access ramp at Lombard Street.
The Star Spangled Banner Flag House
The Star Spangled Banner Flag House, built in 1793, is one of the oldest
houses in the area. The structure was built by Brian Philpot, a gentleman
landowner of Baltimore. The two and one-half story corner row house is made of
Salmon brick, laid in Flemish bond. with a black slate hipped roof. Architecture
is of the Federal period . Many of the original mantels, doors, butterfly shelves
and cupboards still exist in the building.
It was in this house that Mary Young Pickersgill. the niece of Colonel
Benjamin Flower -- Commissary General for George Washington -- and her daughter
sewed the l5-star, l5-stripe flag that flew over Fort McHenry through the night
of bombardment during the Battle of Baltimore (September 13 - 14, 1814). The
original flag is in the Smithsonian Institute in Washington, D.C.
�-29In 1927, the City of Baltimore bought the house in order to preserve the
tangible remnant of the events relating to the Flag of 1B14. The Flag House
was recognized by an Act of the United States Congress in 1954, thereby accord-
ing it the privilege of flying the American Flag 24 hours a day.
The Star Spangled Banner Flag House is owned by the City of Baltimore and
is operated by the Star Spangled Banner Flag House AssOCiation, Inc.
The house and its surrounding grounds occupy about a square block of land.
The building ;s operated as a museum and is open to the public free of charge.
The proposed highway will pass to the west of the Flag House at a distance
of 160 feet for design alternative '0' and at a distance of 105 feet for design
alternative 'E ' ,
Saint Vincent dePau1 Roman Catholic Church
Saint Vincent dePaul Roman Catholic Church was dedicated on November 7.
1B41, by Archbishop Samuel Eccleston. The church originally served the area
then known as uOld Town 11 • The architecture of the church relates in style to
the classical revival churches built in London and Paris in the 1820's.
Father John Baptist Gildea, the first priest of the church, is credited with
designing the structure. A white brick tower rests on an octagonal base and
supports three successive indented tiers. One of the three tiers is octagona l
and the other two are cylindrical, and are capped by a copper sheathed dome
that supports a 12 foot cross. Saint Vincent dePaul was the fifth Roman
Catholic Church to be built in Baltimore. The church has a main sanctuary for
use during special occasions and a smaller chapel for daily worship.
In 1883. the famous Saint Vincent Chimes were hung. The chimes were
designed by Henry McShaw of Baltimore, and consist of 14 bells that range in
weight from 250 to 4,000 pounds. The clean, white building is in very sound
structural condition.
In 1941. the interior was refurbished to commemorate the church's lOOth
Anniversary. The windows were adorned with scenes of symbolic sacraments and
moments in sacred hi story.
The church is located on about two acres of land bounded by Lexington
Street, Fayette Street, the new Post Office Building and the Fa11sway . The
church is owned and operated by the Catholic Archdiocese of Maryland.
Although recent trends in suburban migration have hurt the church as far
as service attendance is concerned. it is hoped that the new Inner Harbor project
and the revitalization of Central Baltimore will help to attract new worshipers.
The proposed elevated roadway will pass BO feet to the west of the Church.
Also of considerable interest is the impact of the project upon:
�-30Nine Front Street
The Wholesale Fish Market
The President Street Station
D'Alesandro Playground
Nine Front Street
This house, located at Nine North Front Street dates from the period
immediately following the American Revolution. The architectural style is known
as "Conservative Georgian" and was chosen for the structure by architect9
H. Chandlee Forman. The house has a gable roof and two dormer windows. There
is a large chimney on the north side of the building.
The exact date of the construction of the house is not known; however.
records indicate that it was built some time around 1790. It is also not
clear just who built the house.
The house at Nine North Front Street ;s presently in a state of disrepair.
The Commission for Historical and Architectural Preservation had drawings and a
restoration feasibility report, prepared by the late Richard C. Bernard in
1969. The City of Baltimore purchased the structure in 1971.
The house has been incoporated as part of the new Shot Tower Square Park
design. Restoration of the structure is to be accomplished by the Women's
Civic League for use as their headquarters and as a visitors center for the
nation's bi-centennial celebration. The house at Nine North Front Street has
been nominated for inclusion on the National Register of Historic Places.
The proposed elevated roadway will pass to the west of the house distances
of 220 feet, and 160 feet, respectively for project alternatives '0' and 'E'.
Wholesale Fish Market
Baltimore's Wholesale Fish Market was constructed in 1907, following the
Great Fire of 1904. The building was intended to serve as a facility for local
fishermen to sell and distribute their catches. The building is considered a
good example of American commercial architecture of the early Twentieth Century.
The Wholesale Fish Market is bounded by West Falls Avenue, Market Place,
Water Street, and Watson Street .
Because no structural restoration has taken place during the last 51 years,
there are many deficiencies which severely hamper efficient operations.
The Fish Market is owned by the City of Baltimore and is currently leased
to 23 different companies, which employ a total of about 300 people.
The Fish Market would be replaced under alternative '0', Under alternative
'E', the existing facility would remain and be located two feet west of the
Baltimore Street on-ramp and 50 feet west of the service roads, which are under
the elevated 1-83 viaduct at this location.
�-31-
If the Fish Market is maintained at its present location, extensive and
costly renovation would be required to upgrade the facility for efficient,
safe and sanitary operations. A detailed analysis of the required renovation
has been prepared by the firm of David Q'Mally and Associates. At minimum,
present loading platforms would have to be lowered; modernized heating, cooling
and drainage systems would have to be installed. Improvements in produce movement and marketing would be required . While considerable work may be accomplished
within the bui lding's interior space, some modification of the exterior structure
is inevitable. The degree of alteration may be sufficient to negate the structure's va 1ue as a hi s tori ca 1 ed i face. The cost of thi s major fa ci 1 ity renovati on
would be paid by the City of Baltimore.
If Alternative '0' is selected and the present site razed, the Fish Market
would be replaced under provisions of the Federal Highway Functional Replacement of Public Facilities procedures. This procedure requires replacement of
a "functional equivalent" to the facil ity taken. This is interpreted to imply
a functional equivalent to the modern, efficient, safe and sanitary facility.
which would result from renovation -- not the inadequate, obsol ete. existing
Fish Market.
In purely economic terms, this provision could result in a major savings to
the City of Baltimore. The new facility would incorporate all the modern design,
equipment and technology that is lacking in the present Fish Market and would
still fall within the "functional equivalent" definition. Thus, the community
would have the full advantage of a new facility and be relieved of the financial
burdens associated with major renovation.
President Street Station
The President Street Railway Station was built in 1850 to serve passengers
of the Pennsylvania Railroad. In 1861, the building was the site of a brief
skirmish between civilians who were Southern sympathizers, and soldiers from
a Massachusetts Union regiment. Both civilians and soldiers were killed when
the civilians attempted to prevent the soldiers from travelling to Camden
Station and further south.
In 1913, additional facilities were constructed, which resulted in the
present configuration of three closed sheds.
The President Street Station is bounded by Fleet Street, Aliceanna Street,
Central Avenue, and President Street. The structures are owned and operated by
the Penn Centra l Railroad Company. Their present use ;s as a storage garage.
The portion of the President Street Station that would remain is currently
rented to a construction company.
The proposed elevated roadway would pass 40 feet to the northeast of the
station for Alternate '0'. Alignment 'E' places the roadway about five feet
. northeast of the structure .
Under both proposals, the railway station would be preserved.
�-32The D'Al esandro Playfield
The O'Alesandro Pl ayfield is located on the northwest corner of President
and Fleet Streets.
The 0.73 acre site i s owned and operated by the Baltimore City Department
of Recreation and Parks and is in tended to serve as a recreational facility
for the youth of the littl e Italy neighborhood.
The playground is unu sual
because of its location in the midst of a hi gh l y industrialized area.
The location of the proposed elevated f reeway may render a sma ll f raction
of the pl ayfield useless as an area of recreation.
Fells Point
The F s Point Historic District i s a uni que 19th Century Harbor-side
ell
resi dential neighborhood having much of its original architecture and its ori gina l town pl an in tact. As li sted in the National Regis t er~ the District i s
bounded by A ceanna Street on the north, Wolfe Street on the east . the Harbor
li
on the south, and Dallas Street on the west. The district encompasses a total
area of 75 acres -- some 41 of which is land. with the remainder being water.
The Historic D
istrict stands as an exampl e of an lBth and 19th century
ma riti me port community , both hi s torically and architectura ll y . Other waterf ron t areas along the Baltimore Harbor were either razed by the grea t fire of
1904 or have been converted to heavy i ndu strial uses, leaving Fells Poi nt as
a unique remnant of Baltimore 's earli er mari time glory.
Fells Po int was l aid out in 1763 by Colonel Edward Fell in a pattern of
streets north and south, east and west -- except on the extreme pO int itself
where he was governed by the course of the river. The use of family names
such as A
lice, A
nna, Bond, and F
ell to des i gnate the streets in the area indicates
that the l ayout of the streets in the Fell s Po int Historic District was a part
of the original plan of Colonel Fell .
With the growth of Baltimore as a shipping port, Fells Point became a
major focus of mariti me activ ity. East and west of the Fells Point H storic
i
District were located ship yards, wharfs, chandl eri es, sh ipfitters, and other
shipping facilities. The Historic District served as a maritime support community with shops. stores, and homes to suppl y the need for the seamen and sh ip
owners.
Beyond the wharfs, docks, warehouses. and shops of the port, the s ingle most
Signifi cant civic function of the Fells Point H st ori c District was the market
i
at the foot of Broadway. Its s i gnificance i s ind i cated by the fact t hat for
a period of some fifty to s i xty years. the Fel l s Point Market was the only
market i n East Baltimore.
With the approach of the 1800's, the ship builders of Ba lti more developed
a reputation for the construction of fast, seaworthy vessels. F
amous sailing
ships such as the Constell ation. the Virginia, the Chesa~eake, and several
Balti more cl ippers were constructed in yards near the Fe 1s Point Historic
District.
�-33-
At the same time. the speculative builders of Baltimore began to erect
the row houses characteristic of the present Fells Point area. Parcels of land
were divided into 15' to 20' wide lots and covered with small wood frame houses
in groups of two and four.
These houses, generally the homes of artisans and seafarers, typically
had two low ceiling rooms on the main floor, with an attic dormer room above.
Families of greater means inhabitated brick masonry row houses two bays wide
and two and a half stories high. To meet the demands for more living space,
the homes were expanded in the rear and sallyports were constructed to give access
to the back yards.
The wealthy ship owners and merchants built townhouses much like the
artisans' row houses -- only larger. These homes were constructed in a Flemish
or English bond brick pattern. There were flat brick arches over the door,
but no elaborate moldings .
The architecture of domestic scale in the district managed to survive to
meet the need for small stores, shops and residences as Baltimore's growing
industrial community of the era developed the more available, economical land to
the east of Fells Point .
Within the District, construction activity generally took the form of
reconstruction and rehabilitation of existing structures. The buildings were
increased in size by the addition of upper stories and wings to the rear of
the structures. Gable roofs were replaced by flat roofs, resulting in an
increase in usable interior area. Bracketed cornices proliferated throughout the
area, producing the semblance of the late 19th century community.
The overall significance of Fell s Point rests in the view. of history as
the record of man's passage through time and the world. The primary historic
value of the district is as an example of the physical environment, which surrounded the lives of the mechanics, artisans, and tradesmen who provided the
supporting services for the maritime commerce of Baltimore during its development as a major commercial and industrial center.
In evaluating the impact on the historic district, the number of historic
buildings, their relative priorities and their locations were taken into consideration.
The priorities of the structures are based on a survey compiled by
Mr. Robert Kerr, Historian. Mr. Kerr's analysis, which closely parallels the
National Register of Historic Places criteria for evaluation, was based on
symbolic significance, aesthetic potential and environmental quality of each
building.
Each of these three values was weighed to reflect the overall character
and preservation potential of the area. The three individually weighed values
associated with each building were then aggregated, resulting in a single
inclusive value which expressed a final preservation priority.
Five preservation priorities were set up.
�-34-
First priority structures justify the most extensive efforts of preservation.
Second priority structures, although deemed of exceptional consequence, may
not warrant as extensive preservation efforts as first priority structures.
Third priority structures, while of major consequence, justify only those
actions necessary to stabilize structures, eliminating code deficiencies and
improving their exterior appearances.
Fourth Priority structures are those of minor consequence.
Fifth Priority structures are those of no consequence.
Tables 6 and 7 summarize various features of the alternative alignments
studied to minimize the effect of expressway construction on the Fells Point
Historic District. Table 6 is an inventory of the number and priorities of
the historic structures involved in the construction corridor of each alignment.
It is followed by Table 7, giving the acreage affected within the Historic
District by the various alternatives.
Presently, access to the district is hampered by congested traffic movements
on the local, narrow, one-way streets of the city. With the construction of I-83,
the local streets would be relieved of a portion of their current traffic burden.
improving travel within the district through reduction of local street congestion
and by providing direct freeway access adjacent to the district.
The specific effects on the historic district by the various expressway
alignments studied were outlined in the descriptions of the individual
alternatives. As evidenced by these descriptions, the original alternatives of
an elevated viaduct and alignments one through four inclusive, would still have
significant negative impact on the historic district.
Alternatives five thru nine proceeding progressively southward and passing
through the industrial zone along the southern border of the historic district
were then studied to avoid the greater part of the historic structures.
These alignments of course, affect fewer buildings.
The preservation of Fells Point represents a relatively new trend in
preservation and restoration efforts. Past efforts have been largely directed
toward the designation of specific landmarks. In Fells Point, there is no specific
landmark or individual building of any overriding importance. Its value lies
in its existence as a community, the specific groupings of the structures, the
original street patterns. the association with the harbor and the visual relationship of the various elements.
It is evident that the most practical preservation oriented alternative in
the Fells Point area would be to avoid the Fells Point Historic District as
much as possible, minimizing the number of structures affected.
�TABLE 6
DISPLACEMENT OF HISTORIC DISTRICT STRUCTURES
STRUCTURES WITHIN CONSTRUCTION CORRIDOR
Priority ·~
Tota l
Al ignment
St udy
Elevated
Structure
1st
2nd
3rd
4th
5th
~
p-
%
0
21
43
18
82
23 _2
1
2
25
50
18
95
26.8
2
0
3
7
2
12
3.4
3
0
25
46
24
95
26.8
4
0
2l
35
13
69
19 . 5
5
1
10
28
7
46
13.0
6
1
9
26
16
52
14. 7
7
0
8
20
13
41
11. 6
8
0
0
2
10
12
3.4
9
0
0
2
3
5
0. 7
4
88
1 78
84
Existing
Stru c tures
in the
Historic
354
District
.Prio r ities based on work by Robert Kerr as ou tlined in
Fel l s Point Historic District , August 1970.
�Temporary Requirements
During Construction
Alignment
Land
(Acres 1
Water
(Submerged Acreage)
Permanent Land
Requirements After
Construction
(acres )
1
7.49
2
1.87
3
7 . 82
0.73
4
5.89
0.84
5
6.46
1.58
0.76
6
5 . 96
2.57
0.88
7
6.57
3.82
1.21
8
5 . 69
6 .13
0.73
9
5.14
11. 61
Table 7:
0.76
District Acreage Affected by Alternatives
�-35-
Appropriate landscaping plans would be incorporated into the project,
regardless of the alternate selected, in order to mitigate any adverse visual
impact. Earth formation and plant materials would be planned in relation to
the total environment and consideration would be given for their use as visual
screens where existing homes and other facilities are in proximity.
Should a build alternative be selected, of equal or greater importance,
would be an on-going coordination program with the Fells Point Community
both during the design phase and later during the construction of the highway,
to further assure that all measures are taken to minimize impact on the District.
Canton Playground
The Canton Playground is presently bounded by Boston Street, Ellwood Avenue,
Toone Street, and East Street. This facility is a local neighborhood playground operated by the Baltimore City Department of Recreation and Parks.
Currently, the Canton Playground consists of about three acres of land
a grass playing field, a fenced-in outdoor basketball court, a children's
play area (swings, sliding board, etc.), and a recreation center building.
~/ith
The construction of the elevated expressway (1-83) along Boston Street
would alter the physical facilities of the Canton Playground. In recognition
of the importance of this recreation facility to the local Canton area, a
Joint Redevelopment Plan has been prepared for the Canton Playground. This
redevelopment plan is designed to replace and improve the facilities of the
Canton Playground to help meet the recreational needs of the area.
The development plan proposes a series of recreational facilities to accomodate people of all ages in an area of 13.9 acres on the north side of 1-83
from the existing Canton Playground to Saint Casimer's Church.
In the general area of existing Canton Playground, the plan calls for a 60foot baseline ball diamond, two basketball courts and three tennis courts.
Between the ball field and the basketball courts, a passive recreational
area ;s planned.
Slightly to the northwest of the original playground area, between Ellwood
and Linwood Avenues, two more fields would be situated -- a ball field and a
soccer field. In the northwest corner of this area, a small 24-car parking lot
would be built.
Between Linwood and Lakewood Avenues, facilities for younger children would
be implemented, including a small playing field, a playground with paved surface
for children's games and a tot-lot. The northwestern corner of this area,
bordering on O'Donnell Street East, would include a 40-car parking lot, to service the tot-lot and Saint Casimer's Church.
�-36-
Extensive landscaping, including trees. shrubs, grass. and other plants,
is planned. Division between fields and barriers to streets would consist of
six to nine foot earth berms, with appropriate landscaping.
The earth berms would be built to buffer both visually and acoustically,
improved Boston Street from the playground and the community.
be built as the first item of construction.
These berms would
The Final details for the park
berms and highway construction sequencing would be developed in cooperation with
the Canton Community Associations.
7.
Solid Waste
The majority of waste materials resulting from highway construction can
generally be attributed to the removal of existing buildings and the removal
of excavated materials.
A large portion of the building demolition has already
taken place. With the exception of the proposed tunnel alternatives under and
around Fells Point, the project is on elevated structure and excavation is limited.
The disposal of excavated material for the tunnel alternatives is proposed for
the Caroline Street berth and would form the base for the proposed Cruise
Ship Terminal to the west of Allied Chemical.
8.
Air Quality
On a regional basis. the Baltimore Regional Environmental Impact Study
noted that from an air pollution ViewpOint, building the 3-A System versus
no new construction, appears to have little or no effect on the air pollution
levels.
After 1980, there wil l be no violation of carbon monoxide air quality
standards. However, there would continue to be a violation of hydrocarbon guideline levels, primarily due to the growth in stationary rather than mobile source
pollution; and as a consequence, predicted violation of the photo-chemical oxidant
standards for some period of time between 1980 and 1995.
These findings hinge, however, on effective implementation of motor vehicle
emission contro l s, as currently described by the Clean Air Act Amendments of
1970.
As a result of the detailed Corridor Air Quality Assessments, it is reasonable
to derive the following general conclusions with respect to the project. Pro-
posed 1-83 would create no localized CO problems.
Projected CO concentrations
adjacent to the route would be we ll within the ambient air quality standards.
The 1-83 segment, as a part of the 3-A System, appears to be consistent with
the intent of the transportation control strategies, if not with specific means
of reducing vehicle miles travelled.
9.
~ise
As a result of the noise ana lysiS for 1-83, the following general conclusions
may be derived. The introduction of a new highway into an urban setting virtually
�-37-
I
insures by its very nature, a comparable increase in traffic related noise
levels. Through the Jones Falls Extended area, construction of 1-83 would
increase noise levels adjacent to the highway several decibels above present
levels . The largest portion of the noise would emanate from traffic travelling on the frontage roads. Through the Fells Point Area, the Concept Team
and tunnel alternatives would increase noise levels adjacent to the highway.
Again, in the Canton area, the "build" alternative would increase the noise
levels adjacent to the highway . Outdoor noise levels at those sites abutting J-83 would exceed the design levels established by the Federal Highway
Administration's PPM 90-2. Noise levels in future years resulting from
traffic on existing streets in both Fells Point and Canton would be lower than
present day levels. A greater reduction would occur in these two areas with
the construction of 1-83 as opposed to the "No Build" alternative.
It may be possible to bring interior noise levels within reasonable
limits at many of the abutting facilities along the road. A nationally
recognized expert in the field of acoustics would be retained to examine all
existing technology and recommend implementation of all feasible and prudent
measures. These measures would then be discussed with the various groups
affected, including community groups, such as little Italy ) Fells Point and
Canton, and those measures that are found acceptable to the impacted areas
would be implemented.
10.
Transportation Effectiveness
The traffic related effects of constructing the 3-A System, including
Interstate Route 83, can be evaluated on a regional level and on a local level.
Regionally, the effects on traffic have been summarized by the Baltimore
Regional Environmental Impact Study, as follows. From a traffic standpoint,
only, the construction of new highways in the region will induce more travel
by more vehicles, open new opportunities, encourage people to drive further
distance in the same amount of time, reduce hours of travel for those who
drive, and reduce congestion.
On a local level, the essential function of 1-83 is to provide a vitally
needed east-west transportation corridor for East Baltimore. One of the most
notable deficiencies in the existing transportation system is the lack of
this major east-west facility. Current traffic movement in Fells Point, Canton,
and all of east Baltimore is restricted by narrow local streets. Circulation is
hampered by congested intersections, heavy truck movements through commercial and
residential areas, poor railroad grade crossings, and lack of access to major
thruways that currently terminate on the outskirts of the City.
With the future redevelopment of certain areas of East Baltimore, the
inadequacies of existing streets and the critical need for a direct ~ast-west
freeway in Baltimore will become more apparent.
The proposed project is located to maximize traffic diversion from local
streets. The project would skirt the eastern edge of the Central Business
�-38District, ~urn near Fells POint, and proceed easterly along Boston Street to an
interchange with 1-95 near 80S ton Street and O'Donnell Streets. 1-95 would
then proceed northerly, paralleling the East City Line. 1-95 and 1-83 would
divert much of the east-west traffic currently traversing East Baltimore.
This would be accomplished by interchanges at Pulaski Highway, Moravia Road,
Eastern Avenue, Kane Street, Dundalk Avenue, O'Donnell Street, and Boston Street.
The traffic now using these local streets destined for the downtown area would
divert to the expressway, thus reducing the traffic on east-west arterial streets.
In addition, a new 80ston Street would be built under the 1-83 elevated structure from Anchorage IAI near the American Can Company to O'Donnell Street cut-off
east of the existing Harbor Tunnel Thruway. This facility would collect and
distribute the majority of the Canton Industrial traffic bound for 1-95 and 1-83.
Improved 80ston Street would help reduce truck traffic currently moving through
the community. Access to 1-83 in the Canton area would be near Anchorage rA r
in the west and O'Donnell Street at the O'Donnell Street cut-off in the east.
The access ramps proposed for Ellwood Avenue and Clinton Street, as recommended
by the Concept Team were dropped from further consideration as a result of
additional study and work sessions between the Interstate Division and the
Ellwood Avenue Improvement Association.
Access would also be provided in either the Caroline Street area or near
Central Avenue. Both alternatives are under consideration.
The Interchanges have been located to collect and distribute traffic to
or from the communities -- Little Italy; Fells Point; and Canton, while discouraging through traffic in the communities. For this reason~ the interchange
movements would be provided in the transition areas between the communities;
Central Avenue or Caroline Street and Boston Street at O'Donnell.
The Interstate Division for Baltimore City is currently conducting a traffic management study to incorporate into the design, construction, and management of the 3-A System, those operational strategies that would provide maximum
traffic handling capabilities of the System.
The proposed rapid transit system would allow an even more efficient movement of people into the Central 8usiness District. Phase I of the System, which
includes two legs of the six-legged System, runs from Owings Mills to downtown
and then south to the Baltimore/Washington International Airport, Glen Burnie,
and Marley Neck. The Maryland Department of Transportation is currently investigating as part of their Phase II Study, the other four legs of the proposed
Mass Transit System, including the eastern segment. The present surface
transit system will function primarily as a circumferential feeder to transit
stations, with some remaining radial bus lines travelling on, or parallel to
the 3-A roadways. 1-83 is ideally situated for express bus operation and interface with the Mass Transit System.
Vehicular and pedestrian traffic on existing city streets would be maintained
during the entire construction period, with inconvenience to adjacent residences
and businesses in the area being kept to a minimum.
�•
-3911.
Joint Development
1-83 Corridor from Gay St. to 1-95 at Boston St.
Design of 1-83 has considered the adjacent neighborhoods. businesses
and institutions. Attempts have been made to ameliorate the effects of the
expressway by appropriate redevelopment and by special treatment of the road-
way and its edges.
The following project areas and items deal with a wide range of proposals for new downtown and intensive urban development neighborhood parks and
open spaces:
War Memorial Development Site
Gay Street to Fayette Street to the Fallsway -- This parcel previously
considered primarily as a grassy slope, now has been recommended for future
office building use, probably for a mid- rise structure. In the interim, it
is to be landscaped. In addition to the complimentary War Memorial Plaza
building enhancement, some 130 parking spaces are possible under and adjacent
to the expressway . Also, a pedestrian crossing under the roadway in the
vicinity of Lexington Street is proposed.
Market Place Redevelopment
Under alternatives which either take or leave the Wholesale Fish Market,
various plans for l and reuse are anticipated. Either way, the site between
Ba lti more and Fayette Streets to the east of Harrison Street can be used in
a combination of off-street parking and landscaping. The Fish Market, located
at Water Street and Market Place if saved and refurbished, could be complimented with service usage of the partial block to the north. The block south
of the Fish Market now owned by the City, has multiple opportunities for officecommercial use, not unlike the Chandler Building adjacent to it. An important
pedestrian link to the east side of the expressway connecting the Inner Harbor
Campus of the Community College of Baltimore and Market Place development to
the Jonestown Historic District and Lombard Street Merchant Area is included.
If the Fish Market is taken by the expressway (Alignment '0'), a replacement
market is l ikely to be rebuilt south of its present site. It would jointly
occupy the tract between Baltimore and Lombard Streets with other related
Wholesaling and retailing commercial activities as well as Office Building
use.
St. Vincent dePaul Church and Urban Plaza
One improvement to this park wou ld be to close off Front Street at Fayette
Street. Better traffic control and pedestrian flow would result.
Shot Tower Park
Located at Fayette and Front Streets, this unique historic feature has
been the subject of great design attention. Park plans would be finalized,
subsequent to a decision on the highway, including special design features tying
�•
-40-
the park area to the west under the expressway with coordinated surface
materials and landscaping.
Jonestown Historic District
In the area between Baltimore and Pratt Streets, from the expressway
to Albemarle Street, the best development approach is both to recognize the
old residentially scaled buildings for rehabilitation as well as encourage
new housing-office-commercial buildings to be built in a comparable historic
style.
Some thirty units of each type, rehabilitated and new, is possible.
The setting would be in a landscaped open space context with the strip of
land between the expressway and Front Street to be a green buffer, infused
with some off-street parking for use by the adjacent properties. A connecting
pedestrian way following the north-south axis of the district would allow
movement from the Shot Tower to the Flag House and southerly to Little Italy.
Nearby, a new playground for residents of the Flag House Courts Project
should be built.
Concord Street Site
This tract between Lombard and Pratt Streets is ticketed for a downtown
Gas and Electric Company utility station facility.
The Jones Falls Stream
should be kept open as much as possible to view and its edges enhanced with
landscaping.
Little Italy
For one of the City's more important and well-known ethnic neighborhoods.
joint development planning includes a buffer strip between the expressway and
Slemmers Alley for the full length of the community.
This strip of land
apparently is preferred by the resident's and restaurant's associations for
parking and heavy landscaping. Special treatment is given to repaving Slemmers
Alley as pedestrian and vehicular access, possible commercial reuse of back
portions of properties fronting on Albemarle Street. The area under the
expressway is proposed for parking bays servici~g downtown business and commercial
uses during the day and the restaurants in Little Italy at night.
At the
Eastern Avenue end of Albemarle Street. an outdoor urban neighborhood plaza
is proposed as an open space focal point to facilitate pedestrian flow from
Little Italy under the expressway to the harborfront.
D'Alesandro Playfield
Separation of this facility from the community by the expressway makes
relocation highly desirable. Alternative locations for relocating this field
varied from one north of the City's Pumping Station west of the expressway
to one east of the route at Fleet and Exeter Streets. A larger more servicable
replacement field on the Little Italy side of the roadway is being recommended.
Relocation on this site would provide facilities superior to the existing
playfield.
�;
..
-41-
The Cruise Terminal Development Area
Extensive planning by Charles Center - Inner Harbor Management, Inc.
will bring significant new downtown harbor uses to this ten-block area.
Dominated by a proposed Cruise Terminal for Baltimore embarkations, the
area will house a motel, many commercial service uses, a promenade along
the waterfront and sufficient off-street parking for the multiple use terminal
building. The expressway would offer parking under the structure between
Eastern Avenue and A1iceanna Street and suitable landscaping both along the
expressway and at the Falls Harbor interchange. Fells Point Tunnel fill
material could be used to initiate a modified dock line for the terminal
facility.
Falls Harbor Industrial District
Relocating the existing Penn Central Railroad teamtracks from Fleet
Street to south of the expressway would allow both the p1ayfie1d relocation
as well as expansion siting{s) for existing industry in the vicinity .
Allied Chemical
A shifted waterline would need to be constructed to permit this industry
to continue its full operation. Adequate space between the warehouse and the
expressway is desired for internal circulation and for possible future
local Inner Harbor-Fells Point circulation on the south side of the expressway.
Fells Point
In all of the alternative alignments tunneling through Fells Point,
there are many choices available for the reuse of the land cleared for the
construction of the highway . The Cityls Fells Point planning consultant,
L. Sauer, will determine with the community, what the best set of choices is.
Whether for urban park, landscaped, open-space, public parking, some private
or public service, institutional use, or private residential, commercial or
industrial redevelopment will depend on the new planning approach adopted for
this historic, working waterfront neighborhood.
Anchorage IAI
In order for full development potential to be realized on the Anchoragels
waterfront t careful consideration needs to be given to the roadwayls configuration. Three major and different proposals have been discussed: a low
water viaduct crossing (short tunnel); a channel opening into Anchorage IAI
(long tunnel); and roadway on fill, with a park. In making the choice, it
is important to recognize the flexibility needed for future land use decisions
in the anchorage. The short tunnel alternative would allow boats up to 30
feet in height to pass under 1-83 in Anchorage IAI. The long tunnel would
permit vessels of any height although restricting the draft to 20 feet. The
highway on fill moves the waterfront to the southside of the expressway for
�...~ "
,.
-42normal navigational use there . Both the Fells Point and Canton Communities
would be brought into project analysis and subsequent determination of
the expressway's committing forever, the kind of development potential to
be realized at this extensive waterfront. Anchorage 'A' is one of Baltimore's
last uncommitted sections of shoreline.
Canton P1ayfie1d
This playfiel d, which has been addressed previously, would be constructed between the highway and the Canton community as a buffer between the
highway and the' residential area.
All of the above joint development proposals are subject to review and modifica tion along with the roadway design. If other uses are deemed appropriate
and desirabl e, contact with the Joint Development Section of the Interstate
Division for Baltimore City is in order.
12.
Water Quality - Tunnel Construction
The tunnel section of Interstate 83, passing beneath the Fells Point
District. due to its proximity to the Northwest Branch of Baltimore Harbor.
has a number of water-oriented environmental impacts.
The problems associated with the removal of harbor bottom sediments.
and the disposal thereof, could constitute the single most Significant
water-oriented environmental consequence of the Fells Point Tunnel if the
disposal of the dredged material is not properly handled.
Studies performed by the Environmental Protection Agency have shown
that sediments taken from the general vicinity of the Upper Northwest Branch
are unacceptable for disposal in open water. An alternate method of disposal,
such as a land site or a diked disposal area. must be utilized.
The proposed di sposal site for these materials is the Caroline Street
berth area which if filled to grade, could hold approximately 330,000 cubic
yards. With properly constructed cellular cofferdams, to isolate this
area from the rest of the Harbor, fill material could be safely contained.
The filled area would later be used for redevelopment - proposed Cruise
Shi p Terminal.
In dewatering the Caroline Street berths, a shallow layer of water
would be allowed to remain. Due to the nature of the sed iments . complete
dewatering and exposure to the air would result in a disagreeable odor
in the area.
The proposed technique for the alignments passing through the recreational pier area is to i solate the area by cofferdam construction and
dewater. Once the bottom is exposed. the water in the layer of coarse
sand beneath the depOSits would be pumped out, allowing the sediment to
�-43-
drain and dry.
Drying and soi l stabilization could be accelerated.by t m
-
plementing techniques such as grouting, use of a surcharge, or addition of
drying chemicals. Once stabilized. these sediments would be excavated in
a semi-solid state and disposed of. thereby eliminating any water polluti on
hazards normally associated with dredging operations.
In the Anchorage 'A' area, most of the alternative alignments would
require a fill at the pOint where the tunnel portal emerges onto structure.
Depending on the nature of the fill material, this can be a contained,
bulkheaded fill or simply an open fill, ass uming its natural slope grade into
the water.
The northern-most lines (1 thru 4) intrude least upon the water and
therefore, have the least impact from a water quality standpoint. A
lternates
5 through 8 move progressively further into the harbor area, and require
the excavation of some harbor-bottom sediments from the Recreational pier
berths, as well as land excavation al ong the corridor. Alternative 9,
avoiding the Recreation Pier entirely, involves a much greater water pollution
hazard than any of the others, as open-water suction dredging is required.
A technical report is currently being prepared to fully evaluate the
chemical and physical characteristics of harbor bottom sediments in the
Recreation Pier and Anchorage 'A' areas. With the selection of a final
alignment, the dredging and disposal of these sediments would be studied in
further detail.
During construction, flows from existing city storm drain systems
outletting into the Recreation Pi er Area or Anchorage 'A' would be mai ntained
thru the construction sites . This would afford continuous flushing of the
water areas between the existing bulkhead lines and the proposed construction.
A drainage system would remove water originating from rainfall on the
approach roads, possible seepage through structural elements of the tunnel
itself, tunnel cleaning methods and use of fire fighting equipment.
Two large catch basins. one installed at each portal, would store storm
water. Gutters and inl ets throughout the length of the roadway, with two
lines conveying drainage to the catch basins, would be provided.
A sump pump would also be located at the l owest point in the tunnel, so
that intercepted seepage and cleaning water could be pumped into one of the
catch basins.
The proposed tunnel drainage system would have an outl et system capable
of discharging polluted water into the City treatment plant, independently of
the City sewerage system, and clean water directly into the Harbor basin.
12.
"No-Build" Alternative
The benefits to be derived by the construction of the 3-A System, both
by the City of Baltimore and the region as a whole. were discussed earlier
under the soc i oeconomic impacts.
�. -, .
-44Without the 3-A Interstate System, the City would not realize these
gains and the current economic downtrend would continue unchecked.
The development of a Rapid Transit Transportation System as an alternative to the 3-A System would not be a valid alternative since the Baltimore
Metropolitan Area Regional Transportation Plan includes a full system of
highways and a full system of rapid transit. In l and use and traffic demand
studies, the implementation of both systems is assumed. Each system depends
upon the other for functional operation. An example of this interdependence
i s the fact that Mass Transit cannot handle the industrial freight requirements so necessary to the economy of the City, and the expressways cannot
fully satisfy the requirement for transport of people throughout and within
the City. The C
ity1s Transportation needs must be met by a balance of the
two systems.
The elimination of 1-83 from the 3-A System would result in continued
congestion and breakdown on the majority of the east-west streets in East
8altimcre
The increase in future traffic levels would be confined to the neighborhood streets resulting in further aggravation of existing traffic congestion
and truck traffic.
*
*
*
�~
--45Part V - Local/State/Federal Relationship in Interstate Planning:
The responsibility for planning Interstate Highway routes is shared by
all levels of government. Orderly construction and the greatest benefit
are achieved through mutual cooperation. The responsibilities for highway
location and construction are divided as follows:
(1)
Cities and counties prepare and officially adopt comprehensive
community development plans.
(2) State Highway Departments have the prime responsibility to plan,
design. and construct Interstate Highways in accordance with
the Federal Aid Highway Act.
(3)
The United States Department of Transportation is responsible
for managing the Federal Aid Funds allocated to states. Its
function is that of guidance. control, and approval in each
step of the Federal Aid process initiated by the states.
*
*
*
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Informational Summary: I-83 from Gay Street to I-95
Description
An account of the resource
Informational booklet prepared for the Combined Location-Design Public Hearing and Public Information Meeting, in accordance with the National Historic Preservation Act
Date
A point or period of time associated with an event in the lifecycle of the resource
1975-01-28
Subject
The topic of the resource
Public meetings
Express highways
Historic preservation
Highway planning
Interstate 83 (Pa. and Md.)
Jones Falls (Md.)
Fells Point (Baltimore, Md.)
Canton (Baltimore, Md.)
Little Italy (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Interstate Division for Baltimore City
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad06.01.13
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 6, box 1, folder 13, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Canton (Baltimore
Express highways
Fells Point (Baltimore
Highway planning
Historic preservation
Interstate 83 (Pa. and Md.)
Jones Falls (Md.)
Little Italy (Baltimore
Md.)
Public meetings
-
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PDF Text
Text
CITIZENS PlANNINGandHOUSING ASSOCIATION
330 N. Charle s S t .
Baltimore , Md. 21201
600 East Joppa Road, Towson, Md .
21204
539-1369
821-1920
E S lEIEASE
FOR RELEASE
3,15 P . M. , June 21 , 1 973
Testimony of CPHA for the Baltimore City council
Regarding 'the Financing Plan for the Interstate System
Mr . Pres1dent and Members of the City Council :
I am Christopher c. Hartman, Executive Director of the citizens
P lanning and Housing Association o We find ourselves in a rather unusual
position as regards the framework of todays hearings ~ We are not here to
speak against the expressway system. ~ In fact , historically our position has
been consistently for a b a lanced transportation system for Baltimore city
including expre~sways ~
In 1 971 because of the massing amount of con f l icting
r eports coming forth on the e x pressway issue # we requested that the ctty
Council hold full , fair and fr~nk public hearings at which time it was hoped
that all the facts woul d c ome forth on the basis of which a decision could be
made whether or not constr u ction should begin . At those hearings in
January, 1972 we particularly stressed our strong support of the high priori t y
construction and comoletion of Interstate 95 ~ The construction of the 3A
Expressway System is a po~itical issue and this political decision has been
made by the admini3tration and reaffirmed by this city Council in the two
city budgets i t has dealt with thus far ft We Corne before you today because
we feel that there is one decision which has not yet been fully made by the
members of this Council ~ I refer to the financing plan for the expressway
system which has been ~resented to you by the Department of Finance ~
In the 1972 Council hearings , the administration reported to the Council
and the public that the construction of the expressway system would have no
impact on the property tax ~ Short l y afterwards , under the direction of
our treasurer , James H ~ Franklin , CPHA began a thorough a n alysis of the
fiscal policy as expressed in the 1972 financing plan prese n ted to this
Council . In May of 1972, we issued a report which showed that there would
be a direct and substantial impact on the property tax from the construction
of the 3A System ~ We recommended this impact could be somewhat mitigated
by the financing of the harbor ccossing through the use of revenue bonds
which would pay the more than $60 million city share through tolls collected
from each vehicle using the facility .
-more-
�-2-
We have continued to analyze the situation since our initial report
in May of 1972 and last came before you on Taxpayers night, Monday June 11,
to emphasize that in the budget you were about to adopt, the administration
was asking you to substantially reduce services to the city residents while
at the same time asking you to place an additional 8.18 cents burden on the
property tax for expenses normally paid through motor vehicle revenues.
Since the time of our initial statement we have seen a number of sets of
figures presented by the administration, nOnE of which have been able to
withstand the glare 6f public disclosure and analysis.
We have carefully examined the new financing plan for the expressway
system submitted to the City Council on June 8 t 1973 by the Director of
Finance. After a thorough analysis we firmly believe that the city Council
and members of the public have once again been presented just another constantly shifting set of figures which are both incomplete and incorrect and
incapable of being relied upon for a fiscal decision of such imoortance,
which this Council is being asked to make. There are a number of areas in
which we feel both the city Council and members of the ?ublic must demand
further proof of the financial credibility of the figures ?resented to you
today. One of the major problems we have run up against in our attempt to
provide a fair, responsible analysis of the financing plan is the fact that
the figures por?orting to re~resent the same type of income or expense
differed depending UDOn where you read them. It remains unclear to us from
which sources we are to select the correct figures. The 1972 financing plan
presented to this council, you may recall, set the total cost of the
Interstate System at $1.116 billion, the city 1s share of which was to be
financed entirely out of state transportation loan funds and direct contributions from the motor vehicle revenue funds. By contrast, the 1974 City
budget listed the total cost of the interstate system at $1.176 billion,
an increase of over $60 million. The budget, however, shows that the
need for direct contributions from the motor vehicle fund has been totally
eliminated and the amount of state de9artment of transportation loan funds
substantially reduced by the projected inclusion of more than $70 million
t o be raised from revenue bonds to pay for the Fort MCHenry crossing of the
Harbor. The city1s budget was adopted on Monday night. The new city
financing plan for the expressway system prepared between April 30 and
June 6, 1973 shows the cost of the expressway system at $1.186 billion
an increase of an additional $10 million from the figures submitted to you in
the 1974 budget only a month ago. Despite the more than $70 million increase
in costs of this ?ackage between January of 1972 and June of 1973, the cover
letter from the Director of Finance indicated actual experience with construction contracts completed has been that the contracts were coming in substantially
under the estimates of January 1972 . As regards costs of .'the system, we
should like to draw your attention to two very interesting sets of figures.
-more-
•
�-3The projected city cost of the Interstate System and Boulevard Ring is
listed in the January, 1972 financing statement at $192,957 , 000 . Remember
that this figure represents the cityls share of the entire Interstate System
including the Fort McHenry Harbor Crossing. Look, however, to the figures
presented to y ou in the financing plan submitted June 8 : 1973. Here you will
find the projected total city cost of the Interstate System listed at
$151 , 233,000. The city's share of the cost of the Harbor Crossing listed
at $71 ( 244,982 will be paid through the sale of revenue bonds and is not
included in the $151 million price tag. Recognizing that up to $11 million
or So will be necessary to construct the toll plazas which costs will have
to be borne entirely by the revenue bonds and will not be participated in by
the federal government, we still have a $60 million city share of the Harbor
Crossing not included. If you wou[d add that $60 million to the $151 million
c ost of the Interstate System, and we accept Mr. Benton's statement that
costs of the Interstate System are running below the original estimates, why
we ask, do we now have a total Interstate cost of $211 million which seems to
represent a cost overrun of $18 million .
This Council should also address itself to the question of costs
as regards Urban and City projects. The 1972 financing statement lists these
projects at a total cost of $57.5 million. The statement presented to you
June 8 .. however, lists the costs of these projects at $70.7 million. Both
the Council and the public have the right to demand a full and frank explanation
of these unexplained increases in costs. Now let us take a direct look at
the financing package itself~ presented to you by the Department of Finance .
I . We'd like to first draw your attention to the operating budget
against the motor vehicle fund which very clearly demonstrates the fiscal
Dol icy of this administration which is to freeze or eliminate certain expenses
in the operating budget. Incremental indreases for those areas frozen plus
the total amount of those areas which have been moved or will be moved off
of the motor vehicle fund, will fall squarely on the property tax . This
leaves only two fiscal choices. The first is to increase the property tax
itself to pay for services which were formerly funded from motor vehicle
funds. The second, and only other alternative, is to pay these transferred
expenses from the property tax and then reduce substantially services presently
being recieved by city residents in other budget areas to make up the
additional burden placed on the general revenue fund by thes e transfers
Each
member of the city Council present at Taxpayers night heard us list the
specific charges which the property tax would have to bear for the course of
this financing plan so we consider it unnecessary to review this matter
again at this time .
A
-more-
�-42 . The figures listed for the fiscal year 1973 are the same figures
which were adopted by you in the 1973 budget in June 6f 1972 . While it is
perhaps true that there can be no firm handle at this time on the expenses
against the fund for 1973, there is some information available which
suggests that the revenue figures listed for 1973 are incomplete or
incorrect or both. Direct revenue from the motor vehicle fund is listed
as $39.4 million in fiscal 1973 . Information obtained from the state
Department of Transportation indicates that this figure should be increased
by to to 2 milliop dollars . This amount then " must be added to the operating surplus found at the bottom of the page u9der 1913 . Additionally in
1973, interest on investments is listed at an extraord£narily conservative
$700,000 . At the request of the CPHA, the Department of Finance reviewed the
cash balances over the past year of the motor vehicle fund, and on May 14
of this year conservatively estimated the 1973 interest income from motor
vehicles at $2 . 557 million. CPHA has projected the 1973 interest income
at $2 . 81 million -- more than G2 0 11~i11ion than has been reported to
the City Council. Again this figure must be added to the operating surplus
shown at the bottom of the page under fiscal 1973. Coming into fiscal 1974
therefore you must add an extra 3 to 4 million dollars in additi~al
surplus from 1973 .
The 1974 income projection of the Department of Finance for state
Revenue is listed at $41,675,000 . The State Department of Transportation
estimates that Baltimore city ' s share of these funds for fiscal 1974 would
amount to $44 . 42 million -- which figure does not include a special $3 million
grant which the city has received for both fiscal 1973 and fiscal 1974 to be
used in the repaving of city streets ¥ The state estimate of the city ' s
share therefore would increase the o?erating surplus of fiscal 1974 by
almost $3 million. Further, we find that again interest on investments is
shown at $700,000 for fiscal 1974 despite the De9artment of Finance's
recognition that it had grossly underestimated the same category for fiscal
1973 . Using the same formula as the Department of Finance we have estimated
interest income in 1974 at a conservative $3 . 3 million -- which figure does
not take into account any interest which should be earned on the $3 .mi11ion
additional projected state revenue for 1974. Again adding these figures
together you must add a minimum $6.3 million to the surplus listed for 1974.
Considering therefore the fiscal years 1973 and 1974 together, we find that
the Department of Finance has underestimated revenues by more than $9 million.
3. On May 14 the Department of Finance estimated that at the end of
fiscal 1973~ the ~ash balance of the motor vehicle funds would be in excess
of $48 million. Again we believe this to be a very conservative figure, but
using it along with the expenditures and income listed by the Department
of Finance; . we have calculated that through 1980, in the area of interest
income alone, revenues have been underreported to the city Council and the
public by $14,272,354 .
-more-
�· -5-
In computing this 14 . 3 million dollar figure we used the expenditure
rates in the latest financing statement and found it necessary beginning in
1976 to give away large sums of money for good behavior~ For instance in
1976 we deducted an additional $10 million in the balance of ~otor vehicle
revenues for good behavior. In each of the succeeding four fiscal years ,
we deducted an additional $5 . 5 million from cash reserves for good behavior
and did not include any interest computation on those
figures ~
While this
rather questionable disposal of $32 million might be frowned upon by more
experienced fiscal experts , we believe that it would tend to make our
interest income projections far more conservative than would have normally
been the case under more conventional computation schemes .
4. Referring to the gebt service on Department of Transportation
bonds as listed on the next page of the statement supplied by the Department
of Finance on June 8 to the city Council, you will note that in 1973 the
Department of Finance is projecting DOT debt service as $4,570,lll . In a
March 23rd letter from the Division of Fiscal Policy and Management of the
Department of Transportation to Baltimore city ' s Director of Finance lists
the revised debt service totals for the $63 million in Transportation bonds
which the city of Baltimore has purchased in the 1972 and 1973 fiscal years .
According to this document J which was verified last week by an official in
the Maryland De?artment of Transportation , the 1973 debt service figure
was actually $4 , 267,865, not the $4,311 , 609 as submitted in the Department
of Finance's June 6 statement to the Council .
The projections for the debt ser9ice of bonding requirements contained
on your June 6 statement were computed by the Department of Finance at an
interest rate of 4 . 724 percent, the same interest rate at which the bonds
sold in August of 1972 . Since that time interest rates have increased
substantially and as late as last week officials of the Maryland Department
of Transportation were predicting that the 1974 bond issue before you
today would probably go out at 5 percent or something above 5 percent .
The debt service figures for the 1974 bonds listed on the June 6 statement
are therefore incorrect because the rate of interest used is unrealistically
low . It is a normal fiscal practice to somewhat overestimate expenditures
and underestimate income . We therefore find it strange that in this
area the Department of Finance chose to underestimate rather than overestimate
its expenditures ~
5 . proceeding to the expenditure forecast 6f the Interstate System
as supplied to the city Council on June 8, please note that there will be
three expenditures for the toll facility totalling $247,317 paid for
apparently out of current revenues . Additionally, the Department of
Finance predictions call for expenditures of an additional $1 . 6 million in
fiscal 1974 for portions of the Fort McHenry crossing ~ It is our understanding that the financing plan presently before the city Council and the
public calls for the payment of these ' expenses out of revenue bonds ¥
-more-
�-6Whe,re are these revenue bonds? At a time when the administration is
complaining it has too little money in the motor vehicle fund to pay
operating expenses and finds it must move the impact of these expenses
to the property tax, both the City Council and the public need assurances
that this
$1 ~ 9
million will be reimbursed to the motor vehicle fund once
the revenue bonds are sold.
6 0 Again on the expenditure forecast page for the Interstate System,
if you will look at the last column on the page which is "Grand Total city
Share" t the 16th figure down in that column, wn;ich is underlined is $178,918,861 ..
This figure purports to represent the total city share of the Interstate System
and Boulevard Ring, without~the inclusion of any expenditures for the toll
. Segments
'
If you look again, however, at the page which lists bonding
requirements and the debt service schedule, where it suggests that the total
cost of the Interstate and Boulevard Ring will be $51,233,OOO ~ Both CPHA
and the public would like the Council to find the answer as to why these
projects are listed at almost $19 million more on the expenditure page than
they are on the income page ~
0
7~
Directing your attention again to the expenditure fdrecast page,
if you will go down to the line on the left which is entitled "Segment E
and F J Boulevard Ring." For each cif the years 1973 through 1978 , the
Department of Finance has listed the total cost of the project and the
city ' s share of that project. It was our understanding from conversations
with the Department of Finance that the financing mechanism used for the
Boulevard Ring is indeed different than the Interstate ? On Interstate
projects : 82 percent of the cost is paid by the federal government ~ with
the remain~ng 18 percent being paid by the city of Baltimore ~ On the
Boulevard Ring ; however ~ the division of fiscal responsibility is somewhat
different ~
I believe the figure here for the split is that the city pays
more than 30 percent of the Cost to these projects ~ If this is true and
you follow the expenditures across the line for each of the fiscal years,
and go over to the last column where it shows grand totals, there is a cost
overrun of the c~ty ' s share here of $l2,643,720 ~ The correct city share
should : we believe , be $15 , 663r069 ~ not the $28 , 306 , 790 as listed on the
financial statement ~ Even though the CPHA figure of 38 percent may be
incorrect . CPHA , tne public and the council have the right and the duty
to ask and obtain answe rs as to why different percentages have been taken
in each of the fiscal years on the Boulevard Ring . In 1973 1 for instance ,
the De?artment of Finance figures show the city paying 58 percent of the
cost for the Boulevard Ring. In 1974 .. the city will be paying 72 percent
of the cost. In 1975 r the city is estimated at paying 74 percent of the cost,
and in 1976 the city is estimated at paying 38 percent of the cost ~ This
averages out to the city paying 69 percent of the cost ~ Again, members
of the Counc~l, this ~s an area that needs further explanation by the
Department of FLnance .
-more-
�-7.8.
As we indicated earlier, by way of a letter to the Citizens
Planning and Housing
Ass ociat ion ~
the Department of Finance conservatively
estimated that as of June 30, 1972 there would be approximately $48 million
as a cash balance in the motor vehicle fund . To this figure must be
added federal reimbursement for costs advanced by the city. Financing
statements supplied by Mr. Benton to the City Council indicate that as of
April 30 r $4 , 578 , 548 was receivable from the federal government for the
non-toll segments of the expressway system and an additional $81 , 490 was
receIvable from the federal governme nt for the toll segment of the expressway system . This $4.6 million should be added to the $48 million that the
Department of Finance shows as a $48 million balance on June 30 . In
addition ~ you will not~ce on the expenditure forecast supplied by the
Department of Finance for fiscal 1973 that in the months of May and June on
the Interstate system alone the city will have expended $l4,235 J 866. The
normal payback t~me from the federal government, with the exception of the
acquisition advancements , is 30 to 60 days a Therefore, both the council
and the public could reasonably expect that by the end of July, the
federal government w~ll have reimbursed the City of Baltimore an additional
$11 . 4 mi11Lon for payments advanced by the City of Baltimore in May and
June, 1973 . Adding this to the $4 .6 million listed as receivable as of
April 30 , we come to a total of more than $16 million t hat must be added to
the cash balance of the motor vehicle fund by the end of July .
9.
The 1974 city budget
Lon
page
62~
adopted last Monday night by
this Council showed the total cost of the Interstate system at $l ul76
billion ~
Of this,$158,920 r OOO was to the city's share paid through the
Department of Transoortation loan fu nds . The financing plan developed on
June 6 and submitted to the Council, however, shows expenditures for the
Interstate of only $151 million . We are forced to ask what happened to the
extra $8 million in projects, between the time the budget left the
Deoartment of Finance's hands in May and the June 6 statement was drawn up .
10. Additionally , comparing the 1974 city budget, page 625 , with the
bonding requirements and debt service schedule contained in the June 6
statement submitted to the city Council, we find a rather serious discrepancy as regards the Interstate funds and funds for Urban and city projects.
At this p oi nt we should mention that nowhere in the expenditure charts
or a?propriations charts do we find any lis ting for Urban and city projects .
The discrepancies we f~nd on the bonding requirements chart are the
following :
l~
The chart shows that the city took $23 million in DOT loans
1971 } $40 million in DOT loans in 1972 , and $40 million in DOT loans in
1973 : and ~s ask~ng for an additional $43 million in 1974 , However,
correspondence with the Department of Transportation has indicated that
the city has only been taking DOT loans since fiscal 1972 when it took
$23 million , and that it took a $40 million loan in 1973 for a total out standing indebtedness of $63 million.
-more~n
�-8~
The additional $40 million indebtedness that the Administration
is now asking from the Council would raise its total indebtedness to $103
million ¥ A glance at the 1974 city budget would show that the administration
has listed all of this bond revenue as apolicable to the Interstate System
and has not listed any of it for the urban and City projects . Much more
information is needed on these Urban and city projects before reasonable
analysis can take place.
2 . The city budget for 1974 lists a total Interstate commitment
of $158 million in DOT loan funds, of which $103 million will have been
used when and if the city Council approves the administration's request for
an additional $40 milliOn this August. This would mean that from fiscal
1975 on , the City of Baltimore would only be able to obtain an a dditional
$55 million in Department of Transportation bonas , Which figure is
substantially less than figures shown on the bonding requirement and debt
service schedules submitted by the Department of Finance on June 6 to the
City Council .
I am sure by this time that the members of the Council are as
thoroughly confused as those of us from CPHA who have been working on this
project. The figures that have been~?resented to this Council both today
and over the last year have consistently proven to be incredibly
indefensible.
We have now spent a year looking at numbers which constantly shift;
numbers which rapidly fall apart on analysis ? and numbers for which no more
than the absolute minimum explanation was ever given at any time. W~
believe that the new financing plan presented to you today has been as
thoroughly discredited as was the financing plan presented to you in
January of 1972. We do not believe that any reasonable person could act
with confidence on the figures as they have been presented .
Neither the
public nor this City Council can in any way rely on the figures as they
have been presented by the Department of Finance
Further, we do not believe
and cannot substantiate the need for a further $~O million in state
transportation loan funds for the city of Baltimore this year .
This is not , we stress, an issue of whether or not you support the
It is , rather i
a matter of sound and responsible fiscal
policy ~
We stand in support of most segments of the expressway sy~tem and
urge its construction , but we cannot and we will not accept the incredible
financial calculations which have been presented by the administration thus
far . Both the public and this council have a right to know exactly what
the figures are, and exactly what the expenditure rates will be ~ This data
has not been forthcoming ~ We believe, after looking at the expenditure
forecast } that there is clearly no need for $40 million in additional debt
for this city this year _
- moreexpressway ~
�-9- '
We do no t believe ' that it is the intention of this Council to create
a multi-million dollar authorization which is clearly not needed for this
capital pro gram w The pro jections for 1974, contained on the expenditure
forecast , indicate a ~rojected expenditure of $4l ~ 6 million, including
$1 . 6 million for the toll segment facility, which , it was our understanding r
was to be paid for strictly from revenue bonds. Granting, however , for
the sake 6f argument, that this should be paid out 6f motor vehicle funds I
this year. Let's take a look and see precisely what is or is not needed
in this f~scal year.
There will be an absolute minimum balance of $48 million in the
motor vehicle fund as of July l ~ 1973 0 Add to this $4 ~ 6 million in federal
funds receivable as of April 30 , and an additional $12 01 million representing
the return to the city for money advanced in May and June of 1973 , the total
casb balance of the fund will amount to more than $61 million before any
1974 income is considered. Both the Council and the public should then add
an extra $3 million for revenue underestimates in 1973 and remember that the
underestimates for fiscal 1974 will I we believe, amount to an excess of
$6 m~llion ~ You must also add to the above figures the $5 . 2 million surplus
shown for f~scal 1974 . Adding all these figures together you arrive at a
total of $78 . 9 million that should be available for capital purposes in
fiscal 1974 ~
This figure does not include any adjustment which should be made
on the city : s share of the Boulevard Ring as contained on the expenditure
forecast ~
Using 38 percent as an estimated city share of the cost of the
1974 Boulevard Ring program, we find that the city should be responsible
for only $5 ~ 2 million of Boulevard Ring as opposed to the $9 . 8 million
expressed on the expenditure forecast . Again, we stress that we have not
made any adjustments for this possible $4 ~ 5 million cost overestimate ~
The city is required to pay the construction contracts in full as they
fall due, then seek reimbursement from the federal government. For a long
period of time I t 'h ese payments ran substantially behind because large
percentages of these payments were for acquisition costs. We are now ,
however, in a d~fferent phase of the expressway program, and the city is
obtaining reimbursement 30 to 60 days after payment is made . This
procedure will have an effectl therefore, on the amount of money available
in anyone fiscal year with which to fund the contracts that have been let
The expenditure forecast page shows total expenditures for fiscal 1974 of
$188 . 7 m~l.lion. Of this, the city's share is projected at $41.6 million y
Using the Department of Finance's own figures and considering that it takes
60 days at a maximum to obtain repayment from the federal government, we
have computed that at the end of the fiscal year 1974, the city will have
approximately $31 ~ 4 million due from the federal government reoresenting
1/6 of the total cost of the entire year's capital program . This figure
iS r we believe } substantially high . However , deducting it from the cash
-more-
�"-10-
balance we computed above, this leaves the city with $47.5 million with
which to fund its share of the yearls construction program which is listed
as ~41 . 6 million. Deducting this from the cash balance. we find that
at the end of the year, when all construction can be pai d for and all
operating expenses as expressed in t he budget pai.d for t that the city
should end up wi th a minimum balance of $5.9 mil l ion in its construction
fund at the end o f the 1974 f iscal year with the expectations of receiving
$31 . 4 million to be paid by the federal government within a period of a
few weeks after the beginning of the 1975 fiscal year. You must also add
an additional $3 . 2 million to the balance whi c h represents the savings on
debt ser~ice if the Counci l votes down the loan plan .
Wh ile we believe that no compelling fiscal need has been demonstrated
by the administration for the city to obtain Departme nt of Transportation
loan funds from the state this year , we would suggest to the Council that,
using the most conservative and responsible fi scal policy 1 it mi gh t well
wlsh to allow the city to purchase,. approximately $10 mil li.o n i n l oan funds
for the 1974 fiscal year ~ This unquestionably wi ll provLd e for a very
comfortable cushion for unforseen difficulties in the construction program
in 1974 and allow any greater surplus to go into the 19 75 capital program .
We have asked the De?artment of Finance on a number of occasions to
supply us with a chronological list of 1974 anticipated payments on
contracts . The best we have been able to obtain is that past experience
shows that expenses seem to run on a fairly equal monthly basis. W did
e
not like to have to make projections in such an o ffhand manner for projects
involving hundreds of millions of dollars , but in the absence o f firm details
from the Department of Finance , anything more is unattainablE both tb the
City Council and the public .
I t is the posit.ion of the Citizens Planning and Housing Association
that all details relating to the accumulation and use of public fu nds
shou ld be fully detailed and opened to constant review. Where such public
account.ing does not meet the test of analysis " we believe that it is our
responsibility to come forward and make these facts known . We assure each
of the members of the Council t hat we will continue to do so until we feel
that figures have been supplied on which the reasonable reliance of both the
public and the membErs of the City Council can be firmly placed o
We urge the Council , individually and as a whole, to separate the
decision on the city's purchase of $40 million in transportation bonds from
the decision it will make later today on the expressway system . The two
are only tangentally related. On the one hand you a:re asked to make a decision on a massive capital orogram for this c ity and many people today have
and will be spea.k ing both pro and con . The other decision, however , i s
one of responsible fiscal policy and the financial credibility of the
fi gures wh ich have been s up~lied to both th e public and the city Council .
- mo re-
�-11There is no question in our mind but that on the basis of the figures
supplied which, we believE, have been substantially discredited} that there
is no need for the $40 million this year . We do not believe that it is a
wise and responsible fiscal policy to accumulate vast caDi tal reserves
without firmly outlining the plans for their expenditures and this has not
been done ,
Because of the contradictory nature of the figures which have been
presented today by the Departmentof Finance, we suggest that the Council
vote no on the $40 million in transportation
bonds ~
Their need has not
been demonstrated ~ We have suggested instead that the Council allow the
City to purchase $10 million in bonds this August. We do not believe that
even this sum is necessary, but we suggest that by allowing the purchase
of $10 million in bonds, the City will be provided with a reasonable cushion
on which to base the capital program. We thank the members of the Council
for their attention and for the opportunity to come before you today ~
For further information contact
Christopher c. Hartman 539-1369
�CHART A
INTERSTATE SYSTEM
1974 City Budget , Adopted June 18 (page 625)
(000 omitted)
Source of Funds-Interstate
114
116
200
Federal Grants
other (Revenue Bonds)
State DOT Loans
June 6, 1973
Aporoved to Date
Total Cost
433,438
963
102,378
536,779
946,642
71,073
158,920
1,176,635
Statement- Bonding Requirements
Total
Interstate and Boulevard Ring
151,233~
Urban and city projects
70,767
January 21, 1972 statement - Bonding Requirements
Total
Interstate and Boulevard Ring
Urban and City projects
*
*'"
192,957
~*
57,543
does not include $71,244,982 toll facility
does include toll facility
prepared by the Citizens Planning and Housing Associati.on
June, 1973
Balance
513,204
70,110
56,542
639,856
�CHART B
Total unrepo£ted Intece.t Income
,1.4,272,354
Add i tl. ana 1
~
Dept . of Finance
unreported l.ncorne
1973
2 , 810 , 879
700,000
2,1 10,879
1974
3,363 ,20 0
700,000
2,663,200
1975
2,831,864
1,200,000
l,4i31,864
1976
2 / 411,374
500,000
1,911,374
1977
1,799,834
300,000
1 , 499 ,83 4
1978
1,668 , 924
1,668,924
1979
1 , 509,6 4 5
],5 09,645
1980
1,476,63 4
1, 476,6 34
Prepared by the Citizens Planning and Housing Ass ociation
June 1
1973
�CHART C
VARYING COSTS OF EXPRESSWAY SySTEM
I.
II.
III.
January , 1972
Federal
City
Total Cost
1974 City Budget
Federal
city
Revenue Bonds
Total Cost
903
million
.213 . 3 milli o n
1.).16
billion
946
159
million
million
-2h
1.116 bi llion
million
1.176
billion
],,176 billion
June 1973
Federal
City
Revenue Bonds
Total Cos t
947 . 3
170.9
71.2
1 . 189
million
million
million
billion
1.189 billion
prepared by t he Citizens Plann i ng and Hous ing Ass ociation
June , 1973
�CPHA CHART D
CASH BALANCE CONSTRUCTION FUNDS
(f~gures
$48.0
4.6
12.1
in
m~11ions
of dollars)
D.D.F . Projection as of June 30
Federal Repayment for work
pr~or
to April 30
Federal Repayment for May, June 1973
3.0
Revenue
6.0
Revenue Underestimate 1974
5.2
1974 D.O.F. Projected Surplus over Operating Expenses
$78.9
Underest~mate
1973
Balance July 1973
CAPITAL PROGRAM FISCAL 1974
$78.9
Funds Available
-41. 6
City Share - All Construction
37.3
-31.4
5.9
+ 3. 2
Accrued Balance End of Fiscal 1974
Adjustment on Federal Repayment
Cash Balance July I, 1974
Saving on 1974 Debt Service ($.10 on property tax)
$ 9.1 million
Prepured by the Citizens Planning and Housing Association, June 21, 1973
�•
CIIART E
SAVINGS ON NEW DEBT SERVICE
Fiscal Year
Debt Service Saved
1974
3 r 298,OOO
. 1975
1976
2,283,000
3 , 817,987
12.6¢
property Tax Relief?
lO ~ 9¢
Fiscal Year
1977
1978
3,809,108
3,805,595
Debt Service Saved
pro~erty
Tax Relief?
12 . 6¢
12 . 6¢
1979
3,826,680
12.6¢
Prepared by the Citizens Planning and Housing Association
June, 1973
1980
3,860.,240
12.6¢
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�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
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<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
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<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
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<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
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text/pdf
Language
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English
Type
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Text
Identifier
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R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
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Paper
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
Testimony of CPHA for the Baltimore City Council Regarding the Financing Plan for the Interstate System
Description
An account of the resource
Press release of the Citizens Planning and Housing Association (CPHA)
Date
A point or period of time associated with an event in the lifecycle of the resource
1973-06-21
Subject
The topic of the resource
Press releases
Testimony
Express highways
Finance, Public
Citizens Planning & Housing Association (Baltimore, Md.)
Baltimore (Md.). City Council.
Creator
An entity primarily responsible for making the resource
Citizens Planning and Housing Association (Baltimore, Md.)
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
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Text
Format
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application/pdf
Identifier
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mad06.04.11
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 6, box 4, folder 11, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Baltimore (Md.). City Council.
Citizens Planning & Housing Association (Baltimore
Express highways
Finance
Md.)
Press releases
Public
Testimony
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/e4df3982ea67ca3d11574d4e60bf3852.pdf?Expires=1773878400&Signature=EPV3vt4aC6sPBwvdi4s6ESxQoLI9QkMasLquNa%7EnM54gXEvI-TInqwafiPa1bgksHQvp27iKhzTmgW5JyX770CwgS6hn3uHsgwuuBKT7PyjzffL3HMgbENTFDclEBQmbs3xufougvPSlQKXv8frFZ8o-zT5nd6xF4%7EGnMhRElCuoYCKVf9QpFaJ2Rsb-ji7U99oBkL6BIO2BpryFB0NxNdE0OL2HsseS-sYi5FEZ4mQct0hZjUmKLoBf68HdQ7mpWc4M00bH4Lgsc3u0MSriL9RzSCP33P6Q0rD-hQrDbd5tX57h%7E8hSW-qz4-1PZJmlIXyvUi0OjSQpYJqolQu0tw__&Key-Pair-Id=K6UGZS9ZTDSZM
838278a1b713af3ccca41b3917f17643
PDF Text
Text
EXPRESSWAY BY-PASS FOR ROSEMONT
QUESTIONS AND ISSUES
These questions are only a "starter". The Movement Against
Destruction (M.A . D. ) is interested in findlng out what
people think about the By-Pass. How do you see the situation7
i. Do you think you should be asked about what you want before somebody plans a road for your neighbors?
2 . How can this be done with you?
3 . Should this be handled by talking about the segments of the expressway on the edge of the city before talking about the parts
nearer to the center of the city?
4. I f you make the present streets better (like widen and improve
of them) would this take care of traffic adequately?
5. Who will use this By-Pass?
being built for?
Who do you think the
express~ay
some
is
6. How will the expresswa y hurt your neighborhood?
- -which homes will be destroyed?
--what businesses must close down or move to another place?
--what parks, playgrounds, schools and other public facilities
will be destroyed?
7. How much money will there be:
--for residents who must move (both homeowners and tenants)?
--for businessmen and merchants?
--for residents who will remain near the condemned land?
8. How does a By-Pass affect the park land up in Leakin Park or
thro ugh Gwynn Falls?
9. How does any kind of By-Pass further hurt the Franklin-Mulberry
Corridor?
10. W
ill this whole East-West Expressway increase the traffic jams
downtown and all along the way?
11. How much air pollution and "noise" }:i>llution will there be from
this expressway spur and By-Pass?
12. How will this By-Pass and other construction affect the tax base
in the area? Will taxes go up?
IF YOU NEED MORE INFORMATION OR WANT TO MAKE YOUR VOICE HEARD
CONTACT: Mr. Joe W
iles 947-4039 t Rosemont Neighborhood
Mr . Ed Rosemond 947-3196 J Improvement Association
Mrs. Esther Redd Relocation Action Movement
233-2705
Mr. Lin Butler
Movement Against Destruction 669-0077
Mr. He.ekiah Morris
Western Improvement Assoc.945-3982
~~s.Phyllis Green La Burt Improvement Association
�ROSEMONT BY-PASS
QUESTIONS AND ISSUES
1. Why haven't citizens participated in the planning of this
Expressway Spur and By-Pass?
2. How can citizens be consulted more effectively?
3. Shouldn't public hearings be held in a different sequence so
that attention is given to outer segments first before making
decisions on an inner segment such as Rosemont?
4. Can't improved surface streets, possibly a boulevard system,
handle the traffic adequately?
5. Exactly who will the East-West Expressway serve?
6. How will the expressway hurt the neighborhood?
--which homes will be destroyed?
--what businesses must re-locate, or close down?
--what park land, schools, and other public facilities will
be destroyed?
7. What kind of compensation will there be:
--for resident who must move (both homeowners and tenants)?
--for businessmen?
--£or residents who will remain near the condemned land?
g. How does a By. Pass affect the park land up in the Leakin Park
or through Gwynns Falls?
9. Doesn't any kind of By-Pass further exploit the FrantlinMulberry Corridor?
10. W
on't this expressway spur increase the traffic jams in the
central business district to an impossible level?
11. How much air pollution and noise pollution will there be from
t his Expressway Spur and By-Pass?
12 . Ho", will this By-Pass and accompanying construction affect the
t ax base in the area? Will taxes go up?
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Expressway By-Pass for Rosemont: Questions and Issues
Description
An account of the resource
From the Rosemont Public Hearings
Date
A point or period of time associated with an event in the lifecycle of the resource
1969-08
Subject
The topic of the resource
Express highways
Highway planning
Homeowners
Community life
Rosemont (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Movement Against Destruction (Organization)
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad06.02.06
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 6, box 2, folder 6, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Community life
Express highways
Highway planning
Homeowners
Md.)
Rosemont (Baltimore
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/32ae0382f876117f043f2245cf24003e.pdf?Expires=1773878400&Signature=bDOF9AjpMYgxmLi0EEirD2ZaHMVxwQSqN4L5l84r8q-eF4m7r%7EEXtV4Pd9zQuUT-Naf6z0xweFUCkgfT6aeRpNhlfqFKlF3GtHyM7wJcJu7FyK-GbHVW1FFzoRp3oSxi6eTQpT%7Ea05TZaLwy%7EjgbP12X9pJ%7EKlhIDyL8DgZC0mT1C8KcEsoLuUQTbtA9UHYS5SRclgW7WlYL6A%7E9JkX6ckgCvJfQj8f0HcjSyMm1I4d58WX-krgRq-1fQxKRdzivJXqekVjhG9ZvkeNfF2NnmVABaJLVDZFS9%7E1PFLi%7EbJhMOHZwTBQksrvXxizcPbKb4i3ksA9FOkL9W13sniqnIg__&Key-Pair-Id=K6UGZS9ZTDSZM
dbe90bb8d76022993b509fbea9a7943f
PDF Text
Text
,
•
,
•
INTERSTATE ROUTE 83
GAY STREET TO CLINTON STREET
ADDITIONAL STUDIES
FLEET STREET ALTERNATIVE
AliCEANNA STREET ALTERNATIVE
HARBOR ROUTE (ALT . 9b MOD,)
BOSTON STREET
CANTON ALTERNATIV'E
Oc tob e r, 1975
-Interstate Division
fOf
Baltimore City-
�"
INTERSTATE
;
;
ROUTE
83
GAY STREET TO CLINTON STREET
ADDITIONAL STUDIES
�INTERSTATE ROUTE 83
GAY STREET TO CLINTON STREET
In January, 1975, the Interstate Division for Baltimore City, in con-
junction with the Federal Highway Administration. conducted a Public Hearing for the location and design of Interstate 83. At that hearing. a considerable number of alternatives were presented . Community and industry spokesmen from Fells Point and the neighboring communities of Canton and Little
Italy opposed the initial alternatives, citing acquisition of properties, noise
and air pollution and disruption to the working waterfront of Fells Point and
Anchorage A . As a result. new tunnel concepts and methods of construction
have been investigated which would allow the project to be built, while causing
minimal physical and visual disruption to the communities and to the waterfront.
Through Fells Point, three new alternatives have been studied . Two of
these routes would consist of double-deck tunnels to carry three lanes of
eastbound and three lanes of westbound traffic under either Aliceanna Street
or Fleet Street, north of the Fells Point Historic District. The thirdnewproposed route would be a tunnel under the Harbor, south of Fells Point and Anchora g e A.
East of Fells Point, the elevated viaduct over Boston Street presented
at the Public Hearing will also be restudied with both roadways situated side by
side and depressed below Boston Street. In addition, where feasible, Boston
Street will be located partially over 1-83 to maximize the usable space between the project and the waterfront, while minimizing the width of new highway construction.
- 1 -
�These alternatives have been adopted for further study and, with the
mandatory "no-build" alternative, will be developed in the detail needed to
present them in a supplemental Draft Environmental Impact Statement.
After circulation of this Statement. they will also be the subject of a public
hearing to be held in the spring of 1976.
4
comparison of the new alternatives on the basis of preliminary
J
estimates of construction cost and property acquisition is as follows:
FLEET ST.
ROUTE
ALI CEANHA ST.
ROUTE
HARBOR
ROUTE
NO BUILD
$363 . 6111-
SI8 . 1I118 . 01"
CONSTRUCTION COST:
FEDERAL
FUN~S
CI TV FUNDS
TOTAL
32.5111
31 . 8.
40 . 41
8. 7111
$325.0111
$316 . 0111
$404 . 0111
$41.8111
PROPERTY ACQUISITION:
RESIDENTIAL
COIIIIIERCIAL
TOTAL
52
62
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o
11.
53
"
"
o
11
11
- INTERSTATE FUNDING
-- URBAN SYSTEMS FUNDING
Of the build alternatives. it is evident that the Aliceanna Street route
has the advantage of minimum construction cost with the least impact on
residential and commercial properties.
The five residential properties to
be acquired are in the area between Gay Street and Eastern Avenue.
The
Fleet and Aliceanna Streets routes, although having a short-term impact on
the Fells Point community, should offer no interference to Fells Point waterfront activity or maritime operations.
These land routes would also avoid
the hazards of open water dredging and disposal of organic silts and other
harbor bottom sediments which are inherent in the Harbor Route.
-z-
�.1
Of the initial nine Public Hea;ring alternative locations for Interstate
Route 83 through the Fells Point Historic District, eight proposed tunnel
construction with the ninth being an elevated viaduct.
Of the tunnel alterna-
tives, six were to be built by conventional cut and cover construction, one
by bored tunnel construction and one, Alternative 9, located in the Harbor
south of Fells Point, of pre-cast concrete elements floated and sunk into
position.
The Harbor Route, now under study , is a modification of Align-
ment 9 and extends the tunnel t o the east about I , 000 ' to provide deep water
access to Anchorage A.
The Harbor Route begins at Gay Street as an extension of the elevated
viaduct presently under construction and is located over President Street between Little Italy and the Sewage Pumping Station and D'Alesandro Playfield.
The route continues in a southeasterly direction crossing over the Caroline
Street berth before curving to the east and descending to tunnel in the industrial area between Block Street and Caroline Street.
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INTERBTATE ROUTE 8.
HARBOR ROUTE
The route passes under the Harbor south of Fells Point and Anchorage A, utilizing precast concrete tunnel element s which would be fabricated
- 3 -
�in a casting ya r d close to the job site, poss i b ly in Anchorage A.
Aft e r t h e
comple t ion of the tunnel, which is estimated at 60 months. a channel 18 fee t
deep by 400 feet wide would be available at Ancho r age A, and a channel 25
feet deep by 700 feet in width would be available to the Fells Point piers .
-,-
l-Il WESTBOUND
1-15 US1IOUND
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INTERSTATE ROUTE 83
AT CANTON PLAYGROUN D
East of Anchorage A. the route is located immediately north of exist-
in g Boston Street. and continues as a depressed roadway section adjacent to
the proposed Canton Playground.
East of the playground, 1-83 rises, over-
passing Clinton Street, and continues on a viaduct to its interchange with
Interstate Route 95, east of the Harbor Tunnel Thruway . FromLakewood
Avenue to Clinton Street, Bos t on Street wpul d be rebuilt as a dual facility and
located on either side of Interstate Route 83, with the railroad located between
eastbound Boston Street and the Harbor.
- 4 -
�The Fleet or Aliceanna Street r oute also begins at Gay Street as an
extension o f the elevated viaduct now unde r construction.
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INTERSTATE ROUTE 8.3
J'LEET OB ALICEANNA STREET ROUTES
South of Eastern Avenue, the route curves to the east and descends to
a double-deck tunnel eros s - section in the bed of either Fleet Str ee t or Aliceanna S tr eet from west of Exe t er Street t o Ches t er Street. East of Ches t er
Street, 1- 83 would curve t o the southeast parallel to Boston Street. As the
tunnel changes direction, the roadways separate a nd the eastbound r oadway
rises to the elevation of the westbound r oadway.
s id e by side fully depressed to Lakewood Avenue .
Both roadway s continue
Between Hudson Str eet
and Lakewood Avenue, 1-83 is c ontained within a c u t and cover tunnel to
facilitate surface street and railr oad tr affic above.
East of Lakewood Avenue,
the route location is identical to that de scribed for the Ha rbor Route.
- 5 -
�If the Fleet Street Route is selected, the railroad presently located
in Fleet Street would be elimi nated and after completion of the tunnel, Fleet
Street would be re-built as an a ttractive, modern, 40-foot wide, landscaped.
city street .
If the Aliceanna Street Route i s selected, the railroad presently
located in Aliceanna Street would be eliminated a nd after comp l etion of the
tunnel, Aliceanna Street would be rebuilt.
This route would also cause the
east low le ve l interceptor sanitary sewer now in Aliceanna Street to be relocated t o Fleet Street and this relo cation coup led with the consolidation of railroad facilities in F l eet Street would probably require the complete r econstruction
of Fleet Street also.
---
--~
INTERSTATE ROUTE 83
"DJACENT TO
ANCHORAGE A
Adjacent to Anchorage A, Boston Street and the railroad located in the
bed of the street would be re-built.
The eastbound ro adway of Boston Street
would be located over the eastbound roadway of 1- 83 maximizing the width of
usable land between the pro ject and Anchorage A while minimizing the width
of new highway con struction.
- 6 -
�The tunnel in eithe r F l eet Street or Aliceanna Street would utilize
"di a phragm" or "s lurry wall ' 1 cons truc tion. Slurry wall construction, although relatively n ew in this country, has been used extensively in Europe.
The foundation walls of the Wo rld Trade Cente r in New Yor k C ity and the
C. N. A. building in Chicago a r e r ecent examples of its applic ation in the
United States . In addition . slurry wall t echniques have been utilized in the
cons truction of major subway p r ojects in Was hington, D. C. and San Francisco.
Califo rnia .
A unique feature of thi s con struction technique i s that the ea rth suppo rt sys t em needed fo r tunnel cons truction a ls o becomes the pe r manent
s i de walls of the structure, thereby allowing a ll cons tructi on t o be continued within the bed of the s tr eets above.
Except at the curving ends of the
tunnel, prope rty a l ong the sur face s tr ee t s need not be acquired .
A furthe r advantage of tunnel construction i s that the impact on adjacent properties i s of a sho rt-te r m duration. during cons truction o nly.
Even during thi s period, all utility services t o adjacent buildin gs will be
maintained .
No block will be closed completely to traffic.
At least one
l ane of the surface s tr eet will r emain open during a ll stages of construction,
except that through traffic may be cur tailed du ring i n s t a llation and r emoval
of t empo r a r y decking .
The nature of thi s me thod of con s tr uction a ls o r e -
duces noise and vibration levels to a tnini mum .
- 7 -
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The first operation in the construction of the tunnel is to adjust utilities and build guidewalls on one side of the street, on a block-by-block basis .
Guidewalls are parallel, reinforced concrete walls about one foot thick by
three to six feet deep. spaced apart a distance equal to the thickness of the
slurry wa1l.
They help attain prope( horizontal and vertical alignment of the
excavation for the slurry wall panel, and they act to strengthen the upper few '
feet of excavation most severely affected by construction equipITlent.
The se c ond operation i s to build the slurry walls.
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DIAPHRAG" WALL CONSTRUCTION
The earth is excavated in alternate panels measuring about three
feet thick by ten to twenty feet long, and is accomplished by use of a special
clam shell bucket.
A bentonite s lurry is continually introduced into the panel
as excavation proceeds , maintaining a l evel approximatin g the surface ele·
vations .
Bentonite slurry is a IIclayey" mud, heavier than wate r and capable
of stabilizing and holding the sides of the excavation open.
After the excavation for an individual pane l is complete a nd filled
with slurry, a reinforcing steel cage is lowe r ed into the panel.
Concrete
is then poured through a tremie pipe f r om the bottom up, displacing the
bentonite s lurry.
Finally, after several of the a lternate reinforced concrete
panels have been constructed, the remaining wall panels, between those al ·
ready built, are excavated, reinforced and concreted in a simila r manner .
- 9 -
�Having completed the construction of the slurry wall on one side of
the street, the sequence of gUide and slurry wall construction is then re pea ted on a block-by-block basis on the other side .
These walls, which
support the adjacent buildings and earth during construction, become the
permanent sidewalls of the cut and cover tunnel.
,.
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,."u_ ,..,.
......" ... ....
"..... ......,_,
A temporary deck of timber and steel construetion bearing on the slurry
walls is then installed in increments a lon g the street of approximately 50 foot
lengths over the full width of the s treet.
A block is closed to through traffic
during each working shift, while l ocal access is maintained from each encl.
Street pavement is removed from the increment; c ross tren ches are excavated;
steel beams, bearing at each end on the slurry walls , are set; and preassembled timber deck pads are laid f rom beam to beam over the area.
The
process is repeated each day until the de cking has been placed over the entire
block and each succeeding block.
- 10 -
�.
•
Utilities are supported from the temporary deck, and the area to be
occupied by the tunnel is excavated.
The operation is entirely below the
decking, with traffic moving normally above.
Excavated materials are re-
moved from each end of the tunnel, similar to a mining operation.
The reinforced concrete tunnel floors and roof slabs are then constructed with all work being performed below the decking.
-" '. -- . -.
---'---~."",
Finally. the space between the street and the tunnel roof slab is backfilled and the temporary decking removed on an incre:rnental basis, the reverse of the installation.
Inorder to minimize traffic disruption. the base
course will be placed as each section of timber deck is removed, thus perinitting the final street paving and landscaping to be accomplished as quickly as
possible.
- 11 -
�•
••
Although the total construction time of the tunnel is approximately
50 month s, the duration of surface work in anyone block is only four and
one-half months in advance of the tunnel construction, and two months
after the tunnel i s completed to rebuild and pave the street.
APPROXIMATELY 50 MONTHS
PROVIDE TEMPORARY
UTILITY SERYICE & BUILD
-[
20 MONTHS
SLURRY IULS
INSTAll TEMPORARY ROAD lAY DECllNG
1" IOM'HS
EXCAYATE UNDER TEMPORARY ROAO'AY
DECKINB AND BUILD TUNNEL
38 IIDIITMS
REMOVE TEIPORARY ROADIAY DECKING , PROYIDE PERI.NENT
SERVICE AND PAVE STREET
IJTl LITY
12 _.umtS
TOTAL PROJECT
PROYIDE 'EIPORlRY
UTILITY SERYICE & BUILD
SLURRY WALLS
3% 10. ·
INSTAll TEIPORARY ROADIAY DECIING
...
t
REMOVE TEIPORARY ROAOI.Y DECKING , PROVIDE PERIANENT UTILITY
SERV ICE AND PAVE STREET
DURATION Of SURfACE WORK
1N ANY
ONE BLOCK
• NO ONE INDIVIDUAL , LIVING OR WORKING ALONG THE ROUTE, IILL BE DIRECTLY
AFFECTED BY THE SLURRY 'ALL OPERATION FOR MORE THAN A lEEK OR TEN DAYS .
CONSTRUCTION
SCHEDULE
Fleet or Aliceanna Street Route
Exeter Street to Ch es t er Street
- 1Z -
...
2
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Interstate Route 83: Gay Street to Clinton Street - Additional Studies
Description
An account of the resource
Report includes the Fleet Street Alternative, Aliceanna Street Alternative, Harbor Route (Alt. 9b Mod.), Boston Street, and Canton Alternative
Date
A point or period of time associated with an event in the lifecycle of the resource
1975-10
Subject
The topic of the resource
Express highways
Highway planning
Interstate 83 (Pa. and Md.)
Fells Point (Baltimore, Md.)
Canton (Baltimore, Md.)
Little Italy (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Interstate Division for Baltimore City
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad05.02.03
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 5, box 10, folder 3, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Canton (Baltimore
Express highways
Fells Point (Baltimore
Highway planning
Interstate 83 (Pa. and Md.)
Little Italy (Baltimore
Md.)
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�1-95 harbor crossing corridor study
point III report for segment 14 of the interstate highway system in
the city of baltimore prepared by urban design concept associates;
skidmore, owings & merrill, j. e. greiner company. inc., parsons,
brinckerhoff, quade & douglas, wilbur smith & associates. september, 1970.
�contents
section 1:
introduction
1
section 2:
report summa ry
3
section 3:
traffic ana lysis
9
section 4:
area description
31
section 5:
corridor location studies
75
section 6:
economic evaluation
99
sect ion 7:
j oint deve lopment potent ial
127
sect ion 8:
next steps
179
�I
Photogr.ph. on pages 111 . 112 . 114 and 116
@ MllpS, IncorpOrated
�INTRODUCTION
a
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This report, contractually referred to as the Point I II
Report, deals with 1- 95 Harbor Crossing (Segment 14)
of the City's Highway System. Since the construction
of this link is not scheduled until 1976, detailed plan -
ning and alignment studies have been deferred . In
order to record, however, the relationship of this link
to all other segments and the entire 3·A System this
report is prepared in concert wi th other studies called
for in the Urban Design Concept Team work tasks.
The report presents preliminary planning studies, traf ·
fie analysis, economic evaluations and initial design
a
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concepts for alternative roadway alignments and development programmed for the highway corridor. Consistent
with the process followed by the Interstate Division for
Baltimore City for all highway segments, the contents of
this report will be reviewed w ith City agencies and community representatives.
This Point III Report is divided into 8 sections and
attention is given to traffic analysis and economic
development potential in order to emphasize the importance of this link as an essential functional element
in the 3-A System and also as a powerful generator of
economic development.
When the 3-A System was chosen by the City in December of 1968, it was chosen with the realization that the
inclusion of Segment 14 represented a costly addition to
their highway system. Yet for this cost a significantly
better balance between the requirements of traffic and
environment had been found. The refore, a central
concern of this report is to emphasize the short and
long term benefits which w ill accrue to the City as a
result of this decision.
�I
REPORT SUMMARY
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The report is organized into eight sections, the
first two are respectively, an introduction and a
summary, with the remaining substantive sections
as follows:
3.
Traffic Analysis
4.
Area Description: Social and Economic Profile
5.
Corridor Location Studies
6.
Economic Evaluation
Joint Development Potential
7.
8.
Next Steps
The following is a brief summary of the findings
and recommendations of each of these sections.
I
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3
�section 3: traffic analysis
section 4: area description-social
and economic profile
The 1 95 Harbor Crossing is the critical link in the
3-A system since it provides the only continuous
The expressway will run from Hanover Street in the
west to O'Donnell Street in the east, crossing the
Harbor to the north of Fort McHenry.
east-west expressway route. BMATS 12-1A· network
predicts an average daily traffic of 115,000 vpd**
using the bridge in 1990. Truckswill comprise 10%
(11,000 vpd) of this total.
Sixty percent of this volume is metropolitan traffic
having both ends of each trip within the BMATS area.
Twenty nine percent of the volume is interstate traffic, bypassing the City and the remaining 11 % has
either origin or destination in the area.
In prov iding this service, the Crossing will
1.
2.
3.
Relieve congestion on CSD streets
Permit the safe and efficient operation of other
parts of the System- in particular 1-83 between
O'Donnell Street and Baltimore Street, and
Rei ieve congestion on the Inner Harbor Tunnel
and will likely preclude congestion on
the planned Outer Harbor Tunnel.
The area is dominated by heavy industrial and waterfront uses with a significant inter-mixture of
residential neighborhoods. Two residential communi ties are identified, Locust Point and South Balti more, known locally as "the point" and "the hill"_
"The point" is surrounded by rail tracks and in dustry but the community of 3,400 has a high rate
of home ownership, low unemployment and a fiercely
independent character. 'The hill" is unstable and
has problems of deteriorating housing and unemployment. Five major issues were identified and the
following goals established for the area.
1.
2.
3.
In addition the Crossing w ill provide urgently needed
access to important industrial areas of South and
East Baltimore.
4.
5.
Establish by amending the Proposed New Zoning
Ordinance, residential zoning for the neighborhoods.
Remove industrial traffic from neighborhood
streets.
Control environmental pollution from surrounding industry_
Extend community facilities.
Establish as early as possible the exact location of the expressway in order not to stifle
public and private investment in the -area.
Economically the area from Hanover Street to
O'Donnell Street is the most important concentration of heavy industrial plants in the City
w ith over 40% of the City's total manufacturing employment representing over 60,000 jobs.
The area is also the focus of $70 million of investment by the Maryland Port Authority in renovation and new container hand ling facilities.
"Bal timo re Matroplitan Area Transportat ion Analysis
··Vehic les per day
4
In terms of future City tax revenue and job opportunity and in relation to metroplitan growth as a
�section 5: corridor location studies
whole, two points should be made.
,.
2.
Continued economic growth of the corridor is of
central importance to the city, to the region
and to those manufacturing and transportation
industries that depend on it for business.
Projections show that the traditional importance
of manufacturing industry wil l be maintained in
the city and ways must be found to accommodate
and develop the potential of these activities to
the maximum.
Presently expansion of the area is being retarded
by severe local traffic congestion, especial ly in
the east where regiona l access is inadequate. On
its completion, Segment 14 of 1·95 will form a
" transportation spine" for the existing and poten·
tial industry.
The following objectives were developed as a basis
for the selection of the highway corridor.
Avoid residential neighborhoods and community
facilities such as schools and parks.
Avoid existing and potentially developable industrial land.
Minimize the disruption to industrial activi ty.
Minimize the impact of the harbor crossing
(either the bridge or tunnel) on Fort McHenry.
Maximize access to indu stry and potentially
developable land .
The selected general route follows "natural breaks" in
the development pattern , and utilizes vacant and underdeveloped land . By building the entire segment on
structure, the freeway can be built over the extensive
railroad yards with minimal interference to their operations.
Within the recommended corridor two alternate roadway alignments, and both a tunnel and a bridge
crossing of the harbor were studied.
The recommended "southern alignment" with a bridge
crossing to the north of Fort McHenry displaces only
two industrial structures, takes no residential structure
or recreatio n facilities and passes no closer than 700'
to any residential neighborhood.
5
�section 6: economic evaluation
section 7: joint development
potential
I n many respects the 1 95 Harbor Crossing is a unique
-
Four major project areas are ident ified in Section
7; they are:
segment in the 3 -A system. It is the only segment
t hat runs entirely th rough an area of major indus-
tri al development potential and it is the on ly segment
t hat includes a major engineeri ng structu re- in th is
case a 2,000' suspension brid ge, the cost of which
accounts fo r more than 50% of the total expenditu re
1.
2.
3.
fo r the 5 .5 mi le segment. Acco rd ingly, emphasis has
been given to quantifying the benefits accruing to
bridge use rs, loca l landowners, indu stri al ists and
the City resu lt ing fr om pu blic investmen t in t he faci lity. T he fo llowing benef its were id entified:
1.
T raffic re lated
a.
User benef its
b.
2.
Non-user benefits
Development Benefits
a.
I nc reased land va lue
More in tensive land use
b.
c.
Higher tax revenues to the City
More employment opportun it ies
d.
Traffic related benef its alone ind icated the economic
viab ility of the pub lic investment, but mo re impo rtant the add itio nal deve lopmen t benefit s ind icat ed
t"'e poten t ial of providing between 6,000- 12,000 job
opportun ities and $3 m illion to $6 .5 milli on tax
revenue per year from the accelerated growth of indust rial activity in the area.
4.
Wells Street Industrial Rehabilitation and
Riverside Pa rk Joint Development
Locust Point Neighborhood Reha bi litation Plan
Maryland Port Autho ri ty Development Proposals and the O rganization of Container
Facilities
Canton/ Dundalk Industrial Development Program
Proposals for Wells Stree t and Locust Point Neighbo rhood include multiple use of highway right-of-way
fo r recreation facilities and furthe r study of the
acoustical impact of the freeway on adjacent residential areas is recommended .
T he completion of the harbor crossing and the provision of continuous no rth and south access will
stimulate the growth of the Maryland Po rt Authority's
ten year development plan. In addition, 1-95 will
provi de access to all road, rai l and shipping oriented
fac ilities w ithin the City bounda ry.
Proposals are made to capitalize on these oppo rtuni ties by the development of an in tegrated container
handling system centered on a new stripping and
stu ff ing facility located at Clinton Street on the
Canton/ Du ndalk side of the Harbor.
The development of the considerable industrial potential on the east side of the harbor w ill be
spa rked by th e com plet ion of th e Crossi ng. Th e maj o r
developm ent sites identified are :
1.
2.
3.
4.
6
Penn Central Railroad Yards
Sea la nd/ Canton landfill project at the foot of
Newkirk
Fort Holabird Red eve lopment
Various sites adjacen t to Broening Highway north
of Holabi rd Ave nue
�section 8: next steps
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Fort McHen ry is the subject of a special study.
It is c lear that t he proximity of the p roposed
1-95 freeway and the bridge crossing will change
the background aga inst which the Nationa l Monument
will be viewed.
However , th rough the j oint d evelopment of the high way corr id or, additional design and landscaping pro-
vision can provide compensatory additions to the
Fort's present envi ronment. Thus the eff ects of
the bridge crossing can be min im ized and the objec-
tives of the Fort McHen ry Mast er Plan can be realized
simultaneously .
Although the Concept Team's con tractual responsi bility fo r planning Segment 14 ends with the pub lication of t his report it is assumed that the
initial joint development and road way design concepts presented here will be developed further by
the IDBC and its futu re highway planning consul·
tants. T he following directions are recommended
for the subseq uent planning effort:
1.
Corridor Development Phasing
Certain proposals outlined in Sections 4 and
7 can proceed independently of highway con·
struction, e.g., the proposed industrial
road , landscap ing and Fort McHenry imp rovement s.
2.
Developmen t Projects
Ea rly planning of certain joint development
would have the advantage of:
a.
Allaying the fea rs of local residents that
the highway will be solely a d estruct ive
force in the community.
b. Would provide rep lacement fac il ities before
exist ing faci lities are d isplaced.
3.
Corrido r Developmen t Co ndemnation Ordinance
T he early determ ination o f a Point IV "road
fix" is recommended to:
a.
Prov ide a basis fo r publ ic and private in vest ment decisions.
b.
Acqu ire potent ial jo int development sites
fo r development as demonstration projects.
The condemnat ion o rdinance wil l therefo re cover
not only land fo r the highway right-of-way but
also land requ ired for the execution of associated jo int development pro jects.
4.
Industrial Development Corporation
Section 6 recommends the establishment of an
Industr ial Development Corporation to promote,
plan and guide industrial development associated w ith the highway.
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�TRAFFIC ANALYSIS
�1-695
===
======:;:
EXISTING FREEWAY
PROPOSED FREEWAY
_ ____ 3·A SYSTEM
/
3 .00 1
�1-95 harbor crossing and the 3-A
system
introduction
The following section has two major parts. T he
first describes the functional relationship of the
1- 95 Harbor Crossing to the 3- A System as a whole,
and the second deals with the more detailed analy sis of the impact of the freeway on local circulation patterns.
The 3-A System was formally adopted by the City of
Baltimore and approved by the Bureau of Public
Roads in January of 1969.
the system described
The system was the result of a comprehensive reappraisal of the routes, known as the 10·0 System
which were a 'given ' at the outset of the UDCA 's
work.
As part of the reappraisal a number of al ternative
alignments were developed and tested' and it was
concluded that as long as the system included only
one east-west facility and combined central busi ness dist rict movement with the through traffic
movement, the loadings on the system would continue
to exceed those permitted by the traffic performance criteria.
'For deu,ils o f this eYIIluat ion see TransportlltlOn. Environmen tlll
lind Cost Summ,try - UDCA. October 18, 1968 .
9
�FREDER ICK
3.002
The 3·A System follows a large part of the " old"
10- 0 route but differs chiefly in that the 1-95
Harbor Crossing (Segment 14) replaces the Inner
Harbor crossing . Segment 13, linking 1-70·N with
1·95 east of the Caton Avenue Interchange is added
to complete the bypass function.
The separation of CBO bound traffic from longer
"through movements " is achieved by providing
two 'spurs' and a generally north-south boulevard
to supplement existing streets in serving the
downtown area and a bypass route (Segment 14) to
carry the longer distance east /west movements.
These modifications result in a reduction of the
number of lanes of the roadway in a number of im ·
portant areas throughout the system, freeing land
for other development and reducing the number of
homes and businesses to be displaced.
10
�3.003
The "Spur" Syl\"m:'
3 .004
The Bypass
Rollt,,, '
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�segment 14 function
Segment 14 is defined as running from the 1-95
interchange with 1-83 at O'Donnell Street to the
interchange with the 1-395 spur at Middle Branch,
west of Hanover Street.
To understand the function of Segment 14, a summary
of the amount, composition, origins and destinations of the projected 1990 Fort McHenry bridge
users is presented in the following paragraphs.
Average Daily Traffic
BMATS network 12-1A projects an average daily traffic of 115,800 vpd over the Fort McHenry Bridge
in 1990. Trucks are expected to comprise almost 10%
of this traffic (11 ,OOO/day).
3.005
1.
Origin s and Destinations of Traffic :
The select link analysis supplied by BMATS provides
Internal city movements (having both origins
and destinations in the city).
City / City
12.6%
Total
12.6%
the origins and destinations of this traffic based
on east-bound flow over the bridge. The analysis
is summarized in the following tables and diagrams.
Origin
Destination
External
External
External
City
County
City
City
County
County
External
City
County
External
External
City
County
County
County
16,790
1,560
1,340
1,380
1,860
7,290
14,940
6,540
6,200
29.0
TOTAL
57,900
100.0%
12
Volume % of Total
2.7
2.3
2.4
3.2
12.6
25B
11.3
10.7
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3.007
3.006
2.
Cumulative external / internal movements (having
either origin or destination in the city .)
3.
Through movements (having both origins and
destinations outside the city)
29.0%
Al l external / city
5. 1%
External / External
All county I city
37.1 %
External I County
5.5%
Total
42 .2%
County / County
10.7%
Total
45.2%
13
�Based on the preceding tables and diagrams it
can be concluded that Segment 14 is expected to
serve two distinct movements:
1, The east-west metropolitan traffic: 600k
of the bridge traffic has both ends in
the BMATS area," The predominant movement is from the west and southwest to
the east and northeast.
2, The north -south interstate traffic: 29%
of the bridge traffic is bypassing the
area, another 11 % have either an origin
or a destination outside the area.
The predominance of the metropolitan trips explain
the importance of Segment 14 as an east-west by·
pass, the significance of the interstate traffic
explains its function as part of an interstate
route.
effect of segment 14 on
metropolitan circulation
Due to its dual function, Segment 14 is expected
to have positive impacts on systemwide circulation.
As an east-west bypass, it will contribute to less
CBD congestion and a better operation of 1·83, and
as a north-south interstate route it will relieve
the harbor tunnel.
1, CBO cong es tion
One basic function of the 1- 95 Harbor Crossing (Segment 14) will be to relieve pressure on the main
east-west city arterials which presently carry the
cross town traffic in the Center Business District,
principally:
1. Pratt and Lombard Streets
2. Franklin and Mulberry Streets
3. Baltimore and Fayette Streets
Since the 1- 95 Harbor Crossing (the only continuous
east ·west link in the 3 ·A System) will be the last
link to be completed, the interim growth of metropolitan east-w est traffic will make the operation
of CBD streets more critical than present conditions,
The following table summarizing traffic loads on
selected CBD locations as projected for 1975, 1980
and 1990 shows the impact of Segment 14 on CBD can ·
gestion:
• Definition of BMA TS area: Baltimore City, about 75% of Baltimore
County (all of the county south of Hereford); the northern half of
Anne Arundel County (north of Fort Meade, Odenton and Severna Park),
end the eastern half of Howard County least of Pine Orchard and
Clarksville!.
14
Upon comp letion of Segment 14 in 1980 (1980 projections) the CBD street s wil l enjoy a significant
decrease in their loads. T he continuing growth in
t he metropo l itan area and the corresponding growth
in t raffic between 1980 and 1990 (1990 projections)
will result in an operation in 1990 sim i lar to or
slightly better than the 1975 operation.
�CBO Tra ffic Estimates: 19/ 5-1980-1990
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6MATS System-
BMATS System12·2
8MATS System"
124
1975 Volume
1980 Volume
1990 Volume
61,100
55,400
60,200
24,200
, 7 ,400
18,900
Bal ti more, Fayette
(East of 1-83)
27,350
25,450
15,17'"
Franklin / Mulberry
West of 51 Paul)
53,700
49,900
60,900
1·395 Spur
22,400
17,400
19,400
49,700
42,900
54,600
Faci lit y
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Prall & lombard
12 ·1A
(West of 1-83)
Pratt & Lombard
(East of Boulevard)
(South of Pratt)
light & Calvert
(South of Pratt)
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BMATS System
System 124
Assumes system 3·A first stage of CDnSlrllCI<Ofl
t lhe absence of Ihe I 95 Harbor Crossong and lhe Gwynns Faits Bypass l
The modal split does not assume Ihe rapId IranS,l in Oper&IIon
System 12 ·2 and 12 -1 A
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Both assume system l·A completed and Iho rapId Hans,! system on operaHon
The low >JQlume o f Ihls link 's 81muuted to added h'ghwllV l:onSIr"l: l ,on bv Ih ,s veil' (Hllrford Road)
'n IIdjacenl ramp con fig urlllions m Ihe nelwork The 1975 and 1980 " gures lI'e comparable
II~
well liS I:hanges
15
�2. 1 operation
-83
As an East-west Crossing, Segment 14 is important
for the safe and efficient operation of 1-83 in its
southeast portion (between Pratt Street and 1
-951.
1-83 in this section is being designed as a six
lane fac i lity to meet the 1990 projected demands
with System 3-A completed. Interim projections,
consistent with the current scheduled construction
program , show that the operation of 1-83 will be
critical upon completion in 1975. The following
table summarizes the projected volumes on 1-83 and
its critical ramps upon completion in 1975, after
completion of the 3-A System in 1980 and in th e
design year of 1990.
Inspection of th e table shows that 1-83 will carry
volumes exceeding its maximum service volumes (at
level of service D ~ ) in 1975, but will operate be·
low or near capacity in 1980 and 1990.
• Lellel o f sen/oce 0
ma~omum
serVIce volume oS 15,000 ADT / lane
BMAT S Syst em
124
Location
1-83 (East of
Washington
1975 AD T
104 ,7 00
(v/ c=1.16) "
BMATS Syst em
12 ·2
1980 A DT
80 ,200
(v/c"'Q.89)
BMATS System
12·1A
1990 A DT
86,900
& WaIleS!.
,.,...1
Ramps 10
Boston 5 1.
& 1·95
south
29,000
Iv/c"' 1.20 )
20 ,000
( v /c~0 .83 )
"'-83 is being designed as a six lane facil ity in this section w ith a design capacity of 90.000 vpd .
16
�3, harbor crossing operation
As a north-south interstate facility Segment 14
is expected to assist the existing Inner Harbor
Tunnel and the proposed Outer Harbor Tunnel in
carrying the East Coast interstate traffic in a
balanced and satisfactory type of operation.
The Inner Harbor Tunnel is presently suffering from
over·loaded conditions resulting in daily peak
hour traffic congestion and delays to motorists.
The proposed Outer Harbor Tunnel is planned to
complete the Beltway around Baltimore and plans for
it call for a two· lane tube to be completed in 1972
with another two-lane tube to be added later.
Both tunnels are included in BMATS networks 12·2
(1980 projections) and 12·1A (1990 projections)
and the fo llowing table summarizes the expected
average daily traffic in the tunnels and over
Fort McHenry Bridge.
Crossing
A . 1·95 Harbor
Crossing ·
Capacity
1980 Vol.
1980 vIc
1990 Vol.
1990 vIc
120,000 vpd
93 ,600
0 .78
115,800
0.96
B. Inner Harbor
Tunnel
60 ,000 vpd
62 ,000
1.04
63.500
1.06
C. Outer Harbor
Tunnel· •
60,000 vpd
45 ,300
0 .76
56,600
0.94
"TraffIC demoncb lor the 1·95 Harbor Crossing are based on the assumption 01 i!I toll·free f acility. The 4 11,
mile long I ·95 Harbor Crossing will require an 8·lane width providing a basic daily capacity o f 120.000
vehicles at level 01 service '·0" over 3% miles 01 iu length. However, the necessity of a 180 loot vertical
clearance over the harbor requir~ a mi le long 3% per cent gr&Cle on each approach to t he br idge. which
will slow t he heavy truck Ifallic 17 % in peak hours) to t he 11K tent thll! t he peak hour cap~clty on thll
brodoe will be reduCed to the eq uivalent of 80.000 vehicles per day i f service Illvel 0 IS to be m aintained.
Peak hour use of the 12' shoulder as a t ruck c limbing lane however. wi ll increase equivalent daily
capIICity to approKimately 100.000 vllhicl~ al service levol O. Acceptance o f a reduced level of service.
E, with minimum auto weeds of 30-35 mph during peak hour, would inc:roase capacity to the indica ted
120.000 vehicles daily.
" fhi' aS$Umes tile constrUCtion of a parallel htcilitv r/llSing the capacity of the tunnlll f rom the present
planned 20.00Cl ~pd to 60.000 vpd by 1980. Estimates l or the revenue bond p r OJecl anticipate an
average dalty traffic that is significantly below these ftgures and dc:oM not justify the addl! Ion of
another lube by 1990. BMAT S, however. assumes the two tubes to be tn operatton by 1980 !BMATS
System 1221
3.008
17
�summary
The 3-A System is part of the total metropolitan
area tran sportation network . No part can function
independently of the other without having signifi cant impact on traffic distribution to the various
component segments. The 1-95 Harbor Crossing is a
critical component, whose function is to take east/
west metropolitan traffic and north/south interstate traffic around the already congested inner
city area. Without the Crossing and the associated
Segment 13) the incomplete system would funnel
traffic onto downtown streets as well as overload
the two Harbor Tunnel facilities.
Staged development of the total system is essential.
As the interim traffic growth figures show, the
completion of the Crossing component of the system
by 1980 (in line with the ci ty/State Roads Commission constructil)n schedule) is criti cal to the
efficient functioning o f segments to be completed
in the earlier stages of development, particularly
1·83.
18
�I
traffic characteristics and
relationship to local circulation
The Segment 14 Corridor runs through the major
heavy industrial/water front areas of the City,
c rossing two distinct areas presently separated
•
by the Harbor. 80th Canton/ Dundalk and Locust
Point contain a number of large manufacturing
faci lities emp loying large work forces. These in-
dustrial plants are heavy generators of traffic
with critical peaking characteristi cs which lead
to considerable congestion and delay at the present time on the inadequate City street system.
3.010
19
�locust point
Locust Point is presently served by a semi -circumferential arterial route, the components of which
are Key Highway and McComas Street. Fort McHenry
and local residential traffic is served by Fort
Avenue, which also provides access to industrial
operations in Locust Point. Hanover and Charles
Streets, at the west end of Segment 14, serve the
Hanover Street Bridge traffic, as well as the
local traffic into and out of the CBD.
Traffic counts at selected locations, made by the
Department of Transit and Traffic , show the following volumes (1968 Average Daily Traffic):
Facility
location
1968 ADT
Capacity
VIC
Hanover
N. of McComas
32,440
34,000
0.95
Hanover
N. of Ostend
27.510
20,000
1.37
McComas
E. of Hanover
9 ,160
11,200
0.82
Fort Avenue
w. of Key Hwy.
7,700
10,000
0.77
Existing capacities and resultant volume-capacity
ratios are also shown. From the table it is apparent that the major problems are along Hanover and
S. Charles Streets which are overloaded by the
Hanover Street Bridge traffic .
In addition to these overloads, there are heavy
truck movements on residential streets due to the
mixed pattern of land use and the dominance of
industrial activity throughout the area.
20
�1I:
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11
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EXISTING LOCAL TRAFFIC SITUATION
3.011
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Ul
lW ......
�effect of segment 14 on local circulation patterns
in the locust point area
City Im provements
The City has just completed upgrading McComas
Street and Key Highway to a four lane road
to handle heavy industrial vehicles. However, east
of Key Highway , McComas Street is owned by the
B & 0 Railroad and remains unpaved beyond the Fruit
Pier.
Direct access to the fr eeway, east and west, wi ll
be provided via McComas Street, in the vicinity of
the Key Highway intersection.
There are tentative City plans to extend McComas
Street past Southern States Cooperative and to make
a connection with Fort Avenue immediately west of
the entrance to Fort McHenry.
The immediate effect will be to concentrate traffic ,
especially industrial traffic , on Key Highway and
McComas Street for access to the freeway, thus reo
ducing the impact on local residential streets.
Even though the proposal diverts some traffic from
Fort Avenue to McComas Street, it may increase the
industrial traffic at the entrances to the Fort
McHenry National monument and negate the effectiveness of a commun ity proposal to ex tend McComas under
Fort Avenue around the north side of Locust Point
and to link with Key Highway forming an exclusive,
industrial loop. *
In this regard the greatest benefits will be realized with the construction of the 'industrial '
loop connecting the major traffic generators
directly with Key Highway and McComas Street.
The traffic on Hanover and Charles Streets wilt not
be substan t ially affected by the construction of
Segment 14. The majority of these movements are
north/south and CBD oriented and will be served by
a proposed direct connection between Hanover
Bridge and the 1-395 Spur.
However, the traffic moving across Hanover Street
Bridge and bound for the north and east of the
City, presently crossing the CaD using Pratt
Street will be able to divert to the more convenient Fort Mc Henry route via the McComas Street
ramps.
'This proposal;s discuswd in section 7 as
Development Plan .
22
part
of the Locu$t Point
�L
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UUNOU lj[ 'U UWAY
3 .012
PROJECTED TRAFFIC SITUATION-1990
�canton/ dundalk
3.
T he operation of Ponca and Newkirk Streets as
a one way pair between O'Donnel l and Boston
Streets.
The Canton/ Dunda lk area is presently served by
Broening Highway. Holabird Avenue, Newkirk and
Clinton Streets and the Harbor T unnel.
Effectively the area is d ivided into two sub·areas
by the Harbor T unnel Approach , with the major
traffic generators - the manufactu ring plants grouped along Broen ing Highway in the east subarea .
T hese City im provements, in particular the proposed
ext ension of Keit h Avenue t o Broening Highway,
will divert some traffic f rom Broeni ng to Newki rk
Street ; however, the majorit y of traffi c entering and
leaving the area will still concent rate at the key
inte rsections, Holabi rd , Boston, and t he ramps to t he
already over-loaded Harbor T unnel. Congestion and
delay can be expected at these poi nts unti l t he com pletion of Segment 14 in 1980 .
T hese plants employ nearly 10% of t he total ind ustria l work force of Baltimore and since Broening
Highway also serves the Dundalk Marine T erminal
severe congestion results in peak hours.
Facility
Major problems occur at the intersection of Broen ing Highway and Holab ird Avenue and f urther north
at the intersection of Boston with Broening H igh -
location
1969 AOT
Remarks
T he accompanying table, developed from t raffic
counts and remarks supplied by t he Department of
T raffic and T ransit shows overloading throughout
the area.
city improvements
The City has al ready scheduled a number of improvements to the local street system.
1. The extension of Keith Avenue to connect with
Broening Highway.
2. A connection between Clinton Street and Broen ing Highway , involving the upgrading of Leland
and Newgate Streets and the construction of
Vail Street.
24
Holabird
E. of Broening
16,700
Holabird
W. of Broening
20 ,000
,Ie >
0.90
Broening
s.
of Holabird
30,600
,Ie >
0.90
Broening
N . of Holabird
19 ,700
,Ie >
0.90
Broening
S. of Boston
12,800
,Ie >
0.90
Boston
W. of Broening
20,100
,Ie >
0.90
Harbor Tunnel
Ramp
To & from Holabird
12,300
Ponca
way . The approaches to the ramps of the Harbor
T unnel at O'Donnell and Ponca Streets are overload ed. T he local ci rculation pattern is compli cated by the existence of a num ber of on grade
railroad crossings - chiefly on Ponca Street, and
the fact that Clinton St reet is not adequately
linked to Newkirk Street.
S. of Boston
19,000
Heavily traveled
vIc
=
,Ie >
0 .5 1
0.90
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TRAFFIC SITUA
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�effect of segment 14 on local circulation patterns
in the canton / dundalk area
The 1- 95 Harbor Crossing, by linking Locust Point
and the Canton Area. and by providing maximum
accessibility to local streets wi l l be a major
factor in relieving local congestion .
Direct access to and from the freeway system
wil l be provided at:
1.
Keith Avenue and Newkirk Street
2.
Card iff Street
3.
Boston Street and O'Donnell Cut-off
Facility
location
1990 ADT
Remark s
I mproved over 1969
Holabird
W. of Broening
7,000
Providing direct access to the expressway at Keith
and Newkirk will:
Holabird
E. of Broening
17,S00
1969 volume stabilized
1.
Broening
S. of Holabird
12 ,200
I mproved over 1969
Broening
N. of Holabird
23,400
1969 volume stabil ized
Broening
S. of Boston
11,000
improved over 1969
Keith & Newgate
at interchange
14,000
Boston
E. of Broening
10,000
Boston
W. of Broening
20,500
2.
Contribute significantly to the reduction of
pressu re on the local streets and ramp terminals at Boston St reet and O'Donnell Street.
Handle the increasing t raffic generation of
the Dundalk Ma rine T erm inal, which includes a
significan t and increasing number of containerized freight movemen ts on truck chassis.
In addition, the completion of Segment 14 will relieve overloading on the Harbor T unnel by providing an alternative Harbor crossing with access at
Cardiff Avenue and Newkirk Street.
26
O'Donnell Cut-otf
5,000
I mproved over 1969
Improved over 1969
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�interim
problems and recommendations
During the period following the construction of
1- 83 in 1975 and before the completion of the 1-95
Harbor Crossing in 1980, the growth of traffic
throughout East Baltimore together with changes
in travel patterns due to new highway construction
will keep the congestion in this area at its p resent level.
The most crit ical problem is a potential bottleneck at the intersection of Broening Highway and
Boston Street where all the 1-83 and 1-95 north
as wel l as part of the Harbor Tunnel traffic w il l
seek access. T he table below quantifies the
interim problems by showing the expected volume!
capacity ratio (1975 figures represent the interim
situation) .
Design
Section
Capacity
1975 Volume+
1975 VIC
1990 VIC··
1.83 direct ramps to 1-95
60,000 vpd.
70,800
1.18
0.97
Harbor Tunnel
60,000 vpd .
76,000
, .26
1.11
Boston St . ramps to 1-83
24 ,000 vpd .
29 ,000
1.20
0.83
Bosto n St. west of
Broening Highway
18,000 vpd.
33,000
1.83
1.16
1-83 east o f Washington
Street ramps
90,000 vpd .
104,700
1.16
0.96
Source: BM ATS Sy stem 12 -4
Source : BMATS Syst em 12 -1A
28
�O'DONNEll
1- 83
o
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•
•
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-
HO lA8IRD
As an interim measure parts of the proposed inter.
change between 1-83 and 1·95 could be constructed
early - perhaps as part of Segment 3 which is
scheduled for completion by 1974. Even though the
volume projected for the ramps at Keith /Newkirk
appears to be low to justify early construction of
the interchange, the relief it offers to the
Boston/ l-83 interchange can be considerable.
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Another relief for the Broening/Boston intersection
is the completion of the link between Boston
Street and Cardiff Street together with the first
stage of freeway construction.
Another interim measure could be the use of
O'Donnell Street for access to ' ·95 north, thus
offering further relief for the O'Donnell Cut -off
area.
3.016
�AREA DESCRIPTION
�4 .001
introduction
Although the Segment 14 Study Area includes both
Canton/Dundalk and Locust Point, the following area
descrip t ion and analysis of social and economic
patterns is particularty oriented toward Locust
Point. The impact of the expressway system on the
residential neighborhoods of Highlandtown, Canton
and Dundalk has been discussed in the Point III
reports covering Segments 2/ 3 and 4 of 1·83. By
contrast there has been no initial analysis of the
social and economic condition in Locust Point or
the impact of the expressway in that area.
Th is section (4) of the report is broken into four
parts dealing with the historical background, the
identification of functional areas, followed by
more detailed social and economic profiles and con ·
cluding w ith a summary of developmen t p lanning
objectives for both the neighborhoods and the in·
dustrial community.
As indicated in the introduction to the Report, the
purpose of these analyses and summary of objectives
(issuf's) is to provide a comprehensive planning
framework with in which the transportation needs of
the city and the goals of the expressway system
can be evalu:ncd in the context of the overall
development patterns of the area.
31
�area description
facility in the port is Dundalk Marine Terminal,
located just off Broening Highway.
The study area, through which Segment 14 wilt
pass runs from O'Donnell Street in East Baltimore
to Hanover Street at the western end of the Locust
Point peninsula, thus the 1-95 expressway corridor
will form the transportation spine for the most
important concen tration of heavy manufacturing industry and port facilities in the City of Baltimore_
The Harbor Tun nel app roach road runs through the
area, and effectively divides the manufacturing
industries from the railroad land (mostly owned by
Penn Central) and the piers. Fort Holabird , a military intelligence training camp is presently the
other major emp loye r in the area, although recen t
government announcements indicate that it will
close by 1973.
Despite the industrial nature of most of the Segment it is by no means homogeneous. Traditionally,
the Canton/ Dundalk area of East Baltimore has had
little or no connect ion with Locust Point either
social ly or economically. The two areas operate
independently although they share common characteristics. Both have a close inter-mixture of residentia l areas and heavy industry or port facili ties, and a traditional pattern of local employment.
Functionally the area can be divided into the fol lowing sectors:
1. Canton/ Dundalk Industrial Area
2. Canton/ Dundalk Waterfrontage
3. Fort Mc Henry
4. Locu st Point Southside
5. Locust Point Northside
6. Fort Avenue/Key Highway Industrial
7. Middle Branch
8. "The Point" (residential neighborhood)
9 . "T he Hill " (residential neighborhood)
10. Sharp Leadenhall / Montgomery Street (residential
neighborhood.
Separated from Canton by the Fort McHenry Channel,
Locust Point is a much more varied and comp lex
area.
The water frontage is almost completely developed
and controlled by a small number of major users t he MPA, and Western Maryland Railroad.
The southern water frontage although not yet fully
developed, is total ly water-oriented. The most
important faci lity is the Port Covington Terminal.
The northern frontage has a much larger concen tration of non-port activities; however, all of
them rely to some extent on water access.
In the center of the peninsula, completely surrounded by industry, is "Th e Point ", a resident ial
comm unity of 3,400 persons. It is a stable w~ rkin g
class district, with higher than average income
and a slightly declining population. Its isolation
from other residential areas and the rest of Baltimore has led to a highly developed independence
among the community.
The Canton/Dundalk industrial area has the larger
propo rtion of major manufacturing industries.
Western Electric, Lever Brothers, American Standard,
American Smelting and Refining, Nationa l Gypsum, and
General Motors have large plants and employ over
20,000 worke rs. The Canton Company leases a major
containerization facility at the foot of Newkirk Street
to Sealand and also a number of other piers along the
southern water frontage.
Key Hi ghway and an associated belt of industry
effectively separates 'The Point " from the other
residential neighborhood which is referred to
locally as 'Th e Hill ". Thi s commu nity is further
divided in to the Sharp Leadenhal l/Montgomery Area,
which is 50% bl ack; and the area south of Warren
Avenue which is white, and similar to 'The Point "
in social characteristics.
The most important, and fastest growing, container
Middle Branch marks the westwa rd boundary of the
32
�area. The eastern bank of this backwater is occu pied by Baltimore Gas & Electric Company.
The major industrial land holdings on the Point
are in the hands of the C & O/ B &
and Western
Maryland Railroads. The latter operates Port
Covington, the major terminal facility in the south ern water frontage. C & OI B & 0 Railroad has
recently released a large part of their holding
to MPA, but it also owns a long strip of vacant
land between McComas Street and the railroad.
a
Fort McHenry at the extreme tip of the Locust
Point Peninsula is a National Monument under the
jurisdiction of the Department of the Interior.
Although the Fort and the small area of park land
around it are wel l-kept, the site is hemmed in by
heavy industrial development and the present
access along Fort Avenue is heavily used by industrial traffic and inapp ropriate both as an approach
and for tourist t raffic.
34
�•
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•
UTHOGRAPHERS
---~~4 .003
BALTIMORE. THE LIVERPOOL OF AMERICA.
35
�historical development patterns
of the area
A brief summary of the historical development of
two areas under study serves to illustrate the
reasons for the present patterns of activity. It
serves also to emphasize that these patterns of use
are based on the original development of the land
and waterfront resources, established during, and
in response to, the needs of the 'railroad era',
the industrial revolution of the late 19th century
and the World War I boom in t ransatlant ic trade
and immigration.
In many cases these patterns remain unchanged,
irrelevant and inefficient, perpetuated by inertia,
curious differential tax systems, and, until now,
lacking the stimulus for development brought to
suburban industrial land by the recent growth of
road transportation.
36
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�canton / dundalk peninsula
As the name implies the history of the Eastern
part of the Study Area has been determined by the
development of the Canton Company. The commonly
held story is that a Captain John O'Donnell came
to the Port of Baltimore in 1785 with a ship load
of goods from the Orient. He sold his goods, bought
a large tract of land that stretched three miles
east from Fells Point and named his estate Canton
after his Oriental port ·of·call. After his death
O'Donnell's son and several others including Peter
Cooper of New York, formed the Canton Company to
develop the land. They bought more land and soon
owned virtually all of what is now East Baltimore.
At the time, however, the city boundaries included
only a small portion of th is area, most of which
remained in Baltimore County until 1918.
T he new company soon began selling parts of the
estate to individual developers. To make the land
more attractive they provided certain amenities,
including a large resident ial area for workers
from the Sparrows Point iron and steel works and
the expanding port activities. The houses still
exist as the Canton and Highlandtown neighborhoods
of East Baltimore.
The company also saw that a railroad connection
would aid the sa le of their property and in 1866
financed the construction of the Union Railroad.
At the turn of the century the Canton Railroad was
formed to provide services between the various
industrial developments on Canton land and the
piers.
All these 'improvements' spurred the development
of the estate. One of the first major industrial
plants was the Baltimore Copper Smelting and Refining Company which was to become American Smelting
and Refining.
The booming Atlantic Trade, the swift growth of a
new industrial work force and the complementary
development of both residential and commercial
, ... PH'. M....... n. Sa" """'.
39
�•
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facilities soon led to the temporary establishment
of places of amusement on the undeveloped land.
The area was famous for its race tracks, taverns
and cockfighting pits. An amusement park was
located on Point Breeze. the site of the present
Western El ectric Plant.
Gradually, these uses disappeared as the land was
acq uired for heavy manufacturing facilities. John
D. Rockefeller bought the present Hu mble Oil
Properties in 1897 and by the 1930's the General
Motors and the Western Electric Plants had been
constructed and the pattern of intensive manufac -
turing uses that exist today had been established.
40
I
�-
I
I
locust point
like Canton. the development of Locust Point was
controlled by a railroad company, in this case the
Baltimore and Ohio.
Prior to 1830 the only buildings on the Point were
military - Fort McHenry. a battery at Fort Covington, a powder magazine and a barracks. The 'Road to
the Fort ' which became Fort Avenue. was the only
road in the area. A famous etching of the 1830's
shows a rolling bucolic landscape with meadows,
trees and grazing cows.
The B & 0 Railroad built its first l ine in Baltimore
in 1831. It ran along Pratt Street from Mount
Clare Station but was of little utility since the
41
�city fathers banned the use of locomotives on it citing, incidentally. smoke pollution and danger to
horses as a reason for excluding the latest transportation technology from downtown streets.
In 1848 the Locust Point line was built. It ran
along Wells Street, turned north on Lawrence
parallel to the present Key Highway and ended In
the Locust Point Terminal on the northside of the
peninsula. The completion of this project marked
the beginning of the importance of South Baltimore
as a major waterfront area.
The following thirty years saw the rapid expansion
of the T erm inal facilities with grain elevators,
a tobacco warehouse. the Baltimore Dry Dock and
Shipbuilding Company and the related residential
community now called "The Point". The railroad
42
company also recognized the need for a harbor
crossing in order to support the complementary
growth of both the north and south sides of the
harbor. They established a ferry service from the
Locust Point Terminal to Fells Point which operated
until 1938 and a fl oat bridge to handle freight
cars which closed down only two years ago.
�•
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4.010
Pre 1830
4.012
1890
4.011
1850
I
1920
43
�People as well as freight came into the country
via Locu st Point. The B & 0 Railroad owned half of
the North German Lloyd Steamship Li ne which transported many immigrants to the United States.
I n constructing these facilities the railroad extended both the northern and southern shorelines
of the pen insula to almost thei r present configuration. The last project to be completed was the
southern line along McComas Street in 1870.
Port Covington, the major terminal facility on the
Southside of the peninsula was developed in 1903
by yet another rail road company. the Western Maryland . The development of Port Covington at this
site entailed filling in Winan 's Cove and led to
considerab le land f il l extending the Southern Shore
of the peninsula.
44
Th e Hill commu nity which occup ies the western end
of the peninsula is a natura l extension of the City.
It grew south along the 'Road to Annapolis' - t he
present Hanover Street to a ferry crossing of the
Middle Branch.
�•
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4.015
�social profile: segment 14 area
Three residential communities can be identified
in the area, corresponding both to the neighborhood boundaries observed by the residents and the
socia-economic differences observable in the data.
They are identified in the accompanying diagram and
are as follows:
, . Locust Point - called locally "the Point" and
co rresponding almost exactly to Census Tract
24 · 1.
2. T he area south of Warren Avenue and Fort Avenue called locally "the Hill" covering Census
T racts 23-2, 23-3, 24-2, 24-3 and 24 -4 .
3. Sharp Leadenhall / Montgomery Street - sometimes
called "Sharp Leadenhall Corridor" or " Fede-
ral Hill" corresponding to Census Tracts 22-1
and 23-1.
The last, Sharp Leadenhall / Montgomery Street, although geographically an extension of "the Hill "
is more prope rl y dealt with in relation to another
part of the expressway system - Segment 6 - the
1·395 spur which w ill pass through this area.
T he neighborhood is sharply different from "the
Hill" with 5CY% non ·white residents and diff erent
patterns of home ownership and employment. However
as part of South Baltimore it contains the major
shopping center - Light Street - and a num ber of
community facilities shared by the predom inantly
white community south of Warren Avenue.
T he other neighborhoods contain white, blue collar
communities. Physically they are sim ilar, charac ·
terized by typical Baltimore rowhouses, and a
close proximity to industry. Both are inward look ing, stable neighborhoods yet neither is dominated
by one part icular ethnic group as are comparable
communi t ies in East Baltimore . Corner stores, tav ·
erns, churches and union halls prominent through 40
�out the area emphasizing the work ing class origin
of the neighborhoods. However, despite the outward
similarities, the local residents continue to
I
recognize long held parochia l boundaries and there
is an intense loyalty to and in sOme cases rivalry
between the two communities.
the point
" The Point" is the smal ler of two communities
and has a population of approximately 3,400 ( 1968
figures). I t is isolated from South Baltimore and
the rest of the City by industrial development .
Briefly stated, it is a classic working class
neighborhood. Houses are well kept; despite the
encroachment of industrial uses, its residents are
fiercely independent, few of them receive public
assistance, crime rates are low and a majority of
workers are craftsmen and skilled workers employed
in the surrounding shipyards, wharves and industries.
I
4.016
T he age structure shows that the residents are in
general slightly older than the City median, and
there has been a decline in the number of child ren
over the past ten years. Whole or extended families
still predominate and only 9% of the popu lation
lived alone in 1960. There is not yet a significant
concentration of old people or an unbalanced population .
The median annual income for the neighborhood
slightly higher than the city average. (And inci dentally, higher than the average for the neigh boring "Hill".) In 1960 it was $5,850 .
•
•
23-3;
;
2.. -4
IS
The independence and interdependence of the com munity is witnessed by the degree to wh ich it
supports its own poverty families. A 1964 study
revealed that while 13% of the fam il ies had incomes of less than $3,000 per year, only 1% received public assistance.
Although there is higher than average car ownership, 75% of the residents work local ly and 19%
4.017
47
�4.0 18
walk to their place of employment.
The housing stock is homogeneously old. mostly
constructed at the end of the 19th century to
house the growing shipyard workforce. It is almost
totally of the single family rowhouse type. By
far. the majority. 83%, are owner occupied. Vacancy
rates are low. and the housing block is in good
condition. the 1960 census indicating that only 4%
of the 1.077 units were in deteriorated condition.
None were found to be dilapidated or lacking in
basic amenities (running water and interior plumb ing).
Community facilities and services are not extensive
but appear to be adequate for such independent
communities.
School 76 is a source of community pride. It
sp.rves chitdren from kindergarten through the
48
ninth grade. It is the newest of all the schools
in South Baltimore and the only one not slated for
rep lacement in the near future. The other major
community resource is Latrobe Park. The 12 acre
park is located on the south side of Fort Avenue
as is the school. It is heavily used and supple·
mented by an additional 3 acres of open space,
presently occupied by a soccer field, which is
leased from the B &
Railroad by the City. Th ere
is a well used recreation building and community
representatives have outlined plans for expanding
the present facilities to include an open air ice
rink.
a
The public school has adjacent play facilit ies but
the parochial elementary school. Our Lady of Good
Council, uses Latrobe Park for recreation. There
is another soccer field near Reynolds Street. also
on leased B & 0 land, used by the Norwegian Sailors
Society .
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4 .019
49
�Major shopping facilities do not exist on "the
Point". There are some corner shops and small
general stores. Shopping is therefore one of the
major forces drawing people out of the neighborhood. The closest commercial area is the Light
Street Center and there is a public transport
connection via Fort Avenue. However, there are
indications that many of the people use their cars
and shop in the Glen Burnie Shopping Center to
the south. Residents seldom use the Central Bus iness D istrict either for shopping (presumably because stores and merchandise there are oriented
towards the middle class suburban shopper and
luxury items) or for entertainment.
Such is the inherent stabi lity of the community
that, like those in Fells Point and Canton, the
neighborhood has retained its residential integrity
despite being zoned for heavy industry since 1931.
While city policy has lately recognized the fact of
continued residential use of these neighborhoods
in the New Zoning Ordinance for Baltimore, community representatives are pressing for an extension
of these proposals in order to remove light manufacturing uses from the fringes of the neighborhood and to guarantee the continued use of the 830
leased extension of Latrobe Park for recreation.
The other expressed community concern is with the
use of Fort Avenue for industrial traffic. Apart
from the noise, fumes, vibration and obvious pol lution generated by these vehicles, the location of
the major community resources, the school and the
park on the opposite side of Fort Avenue from the
housing area means that those most vulnerable age
groups, the old and the young. are exposed to increasing r isks in crossing the main street.
The construction of a special "industrial loop"
joining McComas Street with the North Side T erm inal
entrance to Key Highway has been suggested as a
means of diverting through traffic from the Avenue.·
'Set! Section 3
50
4 .020
�the hill
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' 'The Hill" contains four times as many people as
Locust Point but on the whole is slightly lower on
a socio-economic scale. There are several subtle
subdivisions of the area - one being the core area
around the Light Street Shopping District and
!
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23-3 i
,
another being the area around Riverside Park and
along Fort Avenue.
-
The total population of "the Hill" is approximately
16,815. The racial boundary line separating the
community from Sharp/ Leadenhall along Warren
Street and Hanover Street is presently quite strong,
but coming under increasing pressure. The population
has remained steady for the past decade; with an
estimated change of less than 1,000 persons.
O7f-S% lOSS
24-4
Many of the residents came to the area in the postWorld War II migration from the Appalachian regions,
hence the local name. They settled in the blocks
south of Federal Hill and east of Riverside Park.
This area immediately around the Light Street
shopping district is the least stable part of the
neighborhood .
~'"
4.021
I
Population Change 1960·1967
....SlOOO-U9 Mi
i
23_1
"~OO.
'W.l3
i.
·.,·0;'>1>
.. v~\
~ .SS500- S60~
I
•
'.
4.022
Median Income - 1960
.., "....,
The same pattern can be seen in incomes. Incomes
are lower than average among the people living in
the 'core area ' and slightly higher than average
among the people living in the remaining area.
Consistent with the higher degree of transcience
and low incomes, this part of the community is
less self-sufficient and contains the greatest
number of persons receiving welfare assistance.
Throughout "the Hill" the majority of workers
fall into the craftsmen and skilled operatives
category. Unemployment rates are comparatively
high. An average of 10% of the labor force was unem·
ployed in 1960 compared to 3% in Locust Point and
7% on the city average. The population is marginally
younger than the city median - 29.6 compared to
30.5, while median age of their neighbors in Locust
Point is 30.7.
51
�Housing is physically similar to that in Locust
Point in that it consists of single family row·
houses; however, they are generally smaller and in
poorer condition. Fifteen percent of the housing
units were found to be in deteriorating condition
in 1960, principally in the area east of Light
Street. Owner·occupancy at 63% was above the city
average but considerably lower than that in Locust
Point. There is also more overcrowding. The poor
condition of its housing stock is reflected in the
low va lue per unit - particula; ~y in Census Tract
23 -3_
The school system on "the Hill" is particularly
bad. There are three elementary schools that serve
the area and one high school, Southern, serving
"the Hill" and Locust Point. All of these schools
are extremely old - the newest being Southern High
School, built in 1910. T here are, however, plans
for major renovations to Southern High School by
1972. A new elementary and junior high school are
planned to be built in connection with the Inner
Harbor Project and they will also serve the chil ·
dren from both "the Hill " and Sharp/ LeadenhalL
27.0. 2 .9
23-3
~~
4.023
Median Age - 1960
The neighborhood is densely built up and there is
very little open space with the exception of the
two major parks - Federal Hill in the north and
Riverside in the southern edge. Both parks are
well·used and well ·maintained. Federal Hill is of
great historic importance to the city as it is the
site of the ratification of the Constitution. It
has fine views of the CBD and its harbor. River·
side Park was once literally on the banks of the
Patapsco River until the southern portion of the
peninsula was filled in and developed by the B & 0
and Western Maryland Railroads.
The other South Baltimore park is Swann Park . It
is quite isolated on the banks of the Midd le
Branch and is cut off from the neighborhood by a
line of industry.
23-3
2H..
-
Briefly summarized, the neighborhoods are well
defined and, w ith the exception of Sharp/ Lead enha1l1
~~
52
4.024
Employment in Labor, Operative and Service - 1960
�Montgomery Street, relatively stable. The population appears to be aging slightly in the stable
neighborhoods. but not sufficiently to cause unbalance or a preponder;mce of old people.
Housing in the stable areas is in good condition,
by city wide standards, and is adequate for immed iate needs (10-1B years). The outward migration
will continue from " the Hill" and to a lesser
extent from "the Point ". However, in-movements,
I
especially of non -wh ites will be confined to Sharp!
LeadenhalJ / Montgomery Street and 'core area' of
"the Hill",
23-3
I
I
4.025
•
•
•
•
•
•
•
2.-4
Community facilities. although not until recently
a s;>urce of local anxiety are deficient - especially
the school system.
Owner-.occupancy - 1960
23-3
24-4
~,-
4.026
Stability - persons in same house from 1955-1960
53
�SELECTED DEMOGRAPHIC AND HDUSING DATA
Baltimore
City
Locust
Point
1
Sharp/ Lead enhal l/ Mont-
" The Hill"
2
gomery St.
3
POPU L AT ION
Total 1960
Total 1968
3,682
3,400
17,110
7353
16,815
6.355
-1 4%
290,155
% change '60 - '68'
Median age - Males 1960
Median persons per household 1960
938,2 47
926,255
-1%
305
2.9
-8%
-2%
30.7
29.6
3.2
3. 1
1,077
4%
4,940
335
2.9
HOUSING UN ITS
Total 1960
% deteriorating
83%
15%
1%
63%
2,131
16%
10%
28%
$4,676
$5,850
$4,908
$2.406
19%
13%
17%
40%
5%
1%
2%
12%
7%
3%
10%
13%
13%
3%
34%
% dilapidated
% owner occupied
I NCOME
Median family incom e 1960
% of families with annual income
less than S3,000 1960
WELFARE
Estimated No. of persons dependent
on public financial assistance
UNEMPLOYMENT
% in labor force unemployed 1960
111
121
13)
(Anlus Tract 24-1
Census Tract 23-2,23-3,24 ·2, 24-3,
Census TrKI 22" ,23-1
24~
Based on City Planning Department Esti<mlte of pOpulation 1968
Sma ll Area AnalVsis, Healt h 80 Welfare Council, 1964 .
54
�community development issues
v
The following are the planning issues that have
developed from the analysis and from meetings with
local residents and city officials. In preparing
this summary equal weight has been given to the
perceived problems cited by the community repre·
sentatives and those apparent from the analysis.
While some of the issues'will not be affected by
I
the planning of the expressway corridor the major ity
of the solutions could be reinforced by sensitive
consideration of expressway impacts and the
•
development of a number of key Joint and Collateral
Development Projects.
j
,,
issue 1
4.027
Proposed New Zoning Ordinance
'tLA...LJ
, .. a.l.IT)
~
II
~
100.
. i:fl'
~r,
r
;
Through the extension of the Proposed New Zoning
Ordinance, the definition of viable residential
neighborhoods, including the removal of transfer
companies and manufacturing industries from
housing areas, is a simple and direct planning
objective for both the neighborhoods which is
central to the achievement of solutions required
to the other issues identified in this report .
Through the efforts of the City Planning Department's D istrict Planning Agency and the South
Baltimore Community Council there appears to be
a good chance of achieving this first step .
I/-'
':.
"
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;
THE PROVISION OF A STABLE CONTEXT TO
ACCOMMODATE THE CONTINUED STABILITY
OF RESIDENTIAL A REAS AND PROVIDE A BASE
FOR THEIR RENEWAL
)
•
\
4.028
•
Community Spon50red Changes to Proposed New Zoning Ordinance
55
�4.029
4.030
issue 2
issue 3
THE REMOVAL OF INDUSTRIAL TRAFFIC FROM
RESIDENTIAL NEIGHBORHOODS
THE CONTROL OF ENVIRONMENTAL POllU TION FROM SURROUNDING INDUSTRY (A ND
EVENTUAllY FROM THE EXPRESSWAY )
The designation of a hierarchy of local streets
designed to separate heavy industrial traffic
from local movements, could greatly improve en·
vironmental conditions and reinforce solutions
to ISSUE 1. In particular, the removal of heavy
traffic from Fort Avenue where it passes through
"the Point" would improve safety and the accessi bility of the school and the park from the neigh ·
borhood. The latter could be achieved by the early
construction of the "industrial loop " from
McComas to Key Highway.
To a great extent the local residents have come to
accept the visual aspects of an environmental domi ·
nated by heavy industry and shipyards. However, the
tolerance of the direct effects of pollution smoke, dust, odors, detergent fallout and noise is much lower. A primary objective of neighborhood
groups through organizations such as the South
Baltimore Community Council, is the rigorous appli·
cation of pollution control standards. The expressway will contribute to the cumulative scale of
noise and air pollution unless corrective measures
are taken.
56
�I
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D
I
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I
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I
I
4.031
4.032
issue 4
issue 5
THE EXTENSION OF RECREATION AND COMMUNITY FACILITIES RELEVANT TO THE NEEDS
OF THE NEIGHBORHOODS
THE EARLY DETERMINATION OF THE LOCATION AND IMPACT OF THE EXPRESSWAY
ALIGNMENT
While there exists several well equipped and heavily used parks in the study area, there is a
shortage of small scale local open space. The construction of vestpocket parks, especially to act
as buffers between industry and housing areas,
and the extension of the "active" facilities of
both Latrobe and Riverside Parks are under con-
Although both the neighborhoods are comparatively
stable at the present time, they are in need of
immediate programs of public and private invest·
ment if they are to maintain their integrity and
not enter the familiar downward spiral of inner
city communities faced with aging population,
relatively declining purchasing power and dete r ~
iorating environmental conditi ons. Throughout the
city there is clear evidence that uncert ainty and
procrasti nation in the definition of the alignment
and construction schedule of the expressway system
has resulted in the withholding of public funds,
stifling of pr ivate investment and the creation o f
commun ity resentment. A clear and early commitment
to a specified alignment both in Segment 14 and in
Segment 6 wou ld remove a major obstacle to the
development and implementation of much needed
housing rehabilitation and community programs.
sideration by the community. Bearing in mind, the
confined natu re of the housing areas, the isolation
of the neighborhoods from the rest of the city and
the lack of private open space inherent in a dense
•
rowhouse layout, expressway planning should minimize taking of public open space and through Joint
Redevelopment, develop addit ional recreation
fac ili ties for the community.
57
�DISTRIBUTION OF £MPLOYM£NT IN BALTIMORE CITY
economic profile
I;
SMSA
...,...
0 <",
,,, I--------------==-------~
introduction
In 1965, the metropolitan region of Ba ltimore contained nearly 2 million peop le, of which 47.5%
lived in the city. By 1985, metropoli tan population
is projected to be 3 million with most of the income occurring in the suburban counties.
".
".
The same pattern of differential growth is apparent
in jobs, although the dominance of the regional
core and concentration of office space in new
developments such as Charles Center makes the
".
changes less significant .
In 1965, 59.9% of all jobs w ere located in the
city. By 1985, this will have declined to 48.6%,
although the total number of jobs in the city will
".
increase by about 100,000.
The accompanying diagrams indicate the differential
growth rates between the suburban counties and the
city , the continued dominance of the regional core
in service and office employment and the importance
of manufacturing indust ry as a source of emp loy ment in the city. In 1968, manufacturing industry
was the largest single source of employment in the
city, accounting for almost 29% of the total city
jobs. This heavy concentration of manufacturing
employment in the city is expected to continue
through 1985 despite the growth of other employment
sources. The Regional Planning Council projection
indicates a doubling of the number of jobs in industry by 1985.
T he continued importance of manufacturing and the
resultant heavy demands for industrial land are
particu larly signi ficant in the context of the 1-95
section of the Interstate System in Baltimore since
it runs through industrial and port-oriented
sections of the city for almost its entire length.
In particular Segment 14 will form the ' 'Transpor58
,~
"
"
"
o.
.,
..
..
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IOU OCO
4.033
•
•
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•
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=
•
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19 ... COU N fY IUSI N( U '''''U NS U S DI P! 0 1 (O MMUCl.I UU"U 01 ClNSU5
' Standard Metropolitan StatIstical Area
�tation spine" for the most important concentration
of industry and nort facilities in the city in
Canton/Dundalk and Locust Point peninsulas .
•
HOW"'!) COUN"
ICOIUM'I ~ l
Together with the continuing importance of industrial development, the significance of the Port to
the economy of Baltimore and the metroplitan region
cannot be overstressed.
Whereas the value of industrial land around water-
I
I
I
fronts throughout the United States is low, the
impact on the local economy in terms of "sp in-off"
secondary industries and increased cash-flow resu lting from port activities is very high
(lIT
COU N n
(A n Oll (OUNn
COUNTY
4.034 lATE OF GItOWTH IN ,"O,"ULATION 1965-198S
sou . el
For examp le, it is estimated that for each ton of
cargo handled by the Port of Philadelphia, $ 16 is
added to the economy of the area. In terms of em ployment, the University of Virginia estimates that
one out of eight persons employed in Virginia holds
a job directly related to the activities of the
port and harbors.
IIOION"" ""HNIHG COUNCIL
1I0W .... D (DU Nn
leOlU Ml lAI
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•• !-_____-J;'-____--!____=....-1 ....tIIMOIl cou ..n
ANNI A' U"' OIl
"
COUNn
~~§~§§~::::1 c..... ou
~
..... .,O.D COUNTY
COUNTY
~~~;~====t.:::::J
1911
4.035 RAn OF GROWTH IN EMPLOYMENT 1965_19lS
SOU," IIG'ONA' 'I .... NNING CQUIHII
.., ,.
on cln
" ..
4.036
59
�In 1965, of the 2,645 manufacturing firms in the
Baltimore Metropolitan Area, 72% were in the city,
the majority concentrated in the south along the
waterfront stretching from Lazaretto Point to La·
cust Point and the westside of the Middle Branch,
and in the Brooklyn area.
The diagram opposite (4.037) indicates the distri·
bution of industrial land (both zoned and used) In
the metroplitan area, and emphasizes:
1. The extension of city land use patterns be·
yond the city boundaries;
2. The heavy concentration of industrial land
use in the southern part of the city.
Diagram 4.038 illustrates the resultant concen ·
tration of manufacturing employment in the same
area.
Of the 48,000 acres of industrial land in the
metroplitan area, approximately 16,400 acres or 34%
are developed. In the city, 7,300 acres are devel·
oped and 2,200 acres, or 23% of the city's in ·
dustrial land, remain vacant. The major concen·
tration of vacant industrial land in the city
(Diagram 4.039) lies in Marley Neck and extends
south into Anne Arundel County. The area contains
app roximately 4,700 acres of vacant industrial land
(much of it in the County). It represents nearly 15%
of the total avai lable land in t he Baltimore region.
Although land in Marley Neck is physically attrac·
tive to industry, it is too far removed from avail ·
able supplies of labor, and transportation
connections are poor. The construction of the Outer
Harbor crossing will connect Marley Neck to Sollers
Point on the north side of the harbor, but access
for westbound traffic from Marley Neck will be
excluded because of the arrangement of toll collec·
tion booths (similar to the situation on the
present Harbor Tunnel road system).
The remaining vacant land is scattered through the
city with some parcels in the Canton and Locust
60
Point areas. However, much of this is being held
by private firms for expansion, or is in the hands
of the railroad companies.
The relative lack of available industrial sites
around the harbor has led to the initiation of a
number of land fil l pro j ects (Diagram 4.040).
T hree of those indicated have been started, one
for Sea Land on the southern frontage of Cantonl
Dundalk, the extension of the Dundalk Marine Termi ·
nal for the M.P.A., and a third in the Brooklyn
area.
Diagram 4.041 indicates the distribution of
existing and planned container handling facilities
in and around the Port of Baltimore . Although the
majority of these faci lities are operated by
shipping firms, Penn Central, Western Maryland,
and C & 0 /8 &
railroads operate a liner train,
a piggy back and flat car service.
a
Diagram 4.042 is a composite made up from the
preceding diagrams with the 3-A highway system
superimposed.
In terms of future metroplitan growth, two things
are abundantly clear. F irst, the continued growth
of the Port of Baltimore is of crucial importance
to the city, to the region and to t hose manufac·
turing and transportation industries that depend
upon the port for business. Secondly, the traditional importance of manufacturing industry will
be maintained in the city and ways must be found
to accommodate and develop the potential of such
activities to the maximum, within an urban context.
As previously ind icated the 1·95 Expressway will
form the industrial t ransportation spine through
the vital industrial sector of the city, and it is
the purpose of this economic profile to set the
context in which both the positive and negative
impact of its construction and the development
opportunities can be described and analyzed.
�I
•
)
I
L __
o
I
I
I
I
I
I
I
1!
':\;;'
...
oj.
•
\',
'.
"
,-
4.038
4 .039
Industrial Employment by Sector
Vacant Industrial land
J
,
- .. ..,-_."f---,
J
/
,-1
~ c,
"
f
<:Iv
~
• ,~f<0-
,
I
-,
,'-> ,
"\ 1
4.040
Current and Proposed Land Fill Projects
4 .041
Present and Proposed Container Facilities
4.042
Relation to 3·A System
61
�economic activity
in segment 14 study area
The study area contains between 15%-20% of the
total industri al work force of the city, the
largest single manufacturing employer (Western
Electric) and t he si tes for the Maryland Port
Authority's major containerization development
projects.
In the following description, the traditional divi -" ___
sion into Canton/ Dundalk and Locust Point has
observed, while the Ma ry land Port Authority, whose
jurisdiction covers both areas, is dealt w ith
under a special heading.
,S)s"U,
This and other data concerning ind ust rial development potential is summarized from the report of
the independent consultant firm of American Real
Estate Apprai~1 Corporation who interviewed the
major users of the area to determine the present
extent of their operations and to assess the subsequent impact of the freeway on the future development plans.
62
4 .043 Source of o wnersh ip: Real Estate Tal< ASJeumilm u , Baltimore 1969.
�.-.
-,-
, ' ,'
.
.'
'
'
"-/
63
�canton/ dundalk
The Can t on area is almost fu lly developed with
manufacturing, warehouse and distr ibution and
transportation industries. Most of the land users
have large holdings, notably Humble Oil
American Smelting and Refining Company,
the Penn Railroad, the Canton Company,
Lever Brothers, American Radiator and Standard
Sanitary Corporation, Nationa l Gypsum, Gen-
eral Motors, Crown Cork and Seal, and Western
Electric (see illustration 4.047). These firms are
not the on ly major industries in the area; however,
they occupy the majority of the land, and employ
more than 60" of the local work force.
k
Regional Planning Council estimates of 1965 em-
ployment show 11% or 23,212 of the 203,668 industrially employed persons in Baltimore City work in
this area.
Interviews w ith the major users of the area indi cate 7(1% consider their service area to be national
or world-wide and 15% serve the Baltimore-Washington region exclusively. Those firms with waterfrontage utilize water transportation for either
the del ivery of raw materia l or the movement of
finished goods. All firms interviewed had access
to and used rai l sidings and trucks.
With the exception of General Motors which has
recently begun to use a new B & 0 faci l ity specially constructed for the pu rpose of moving new
aut omobiles, truck usage is on the increase,
mainly at the expense of rail road service.
T he increase in truck movements and the growth In
employment has led to severe congestion on the
local road system, notably on Broening Highway and
Holabird Avenue. This congestion and the lack of
"available land" were repeatedly cited as con straints on futu re development.
In 1964, the City Planning Commission estimated
that there were approximately 156 acres of vacant
land in the area. Much of this has been brought
64
4.044
into use and the major potential for development
now lies with the Penn Central and the redevelopment of F ort Holabird.
I n the past two yea rs, Penn Central has abandoned
its plans to rebuild the coal pier, sold some land .
to the M.P.A. and leased a large site east of Clin ton Street to U. S. Steel. In all, some 200 acres
(approximately) of developable land owned by the
Railroad have been identified .
The Penn Central holdings He to the west of Newk irk Street and present company po licy is to make
the sites available to Railroad users and the Port
Authority .
To the east of Newki rk the manufacturing firms of
Lever Brothers, American Standard, General Motors,
National Gypsum, and Western Electric have fully
developed the available land - up to Broening Highway.
The closing of F ort Holabird and the potential for
��expanding across the highway mean a considerable
expansion of these operations, espec ially General
Motors, and some significant rearrangements of land
uses. (The potential development option for Fort
Holabird and the area are discussed in Section VI.J
The recent developments in the area are summarized
below:
1. The Maryland Port Authority and Rukert T erminals have purchased most of their water·
frontage from the Penn Central Railroad.
2. National Gypsum Company has added a manu·
facturinq pla nt at their Canton site.
3. The Canton Company has converted approximately
40,000 square feet of its Colgate Warehouses
to public warehouse use.
4. Sea land has built a containerization facil·
ity on a seventeen·acre site at the base of
Newkirk Street and at Ponca and Holabird.
5. A Canton Company pier has been leased to
U.S. lines for their containerization strip·
ping and stuffing facility.
6. General Motors has expanded open parking north
ward along Broening Highway.
7. Western Electric employment has increased
from 6,600 to 7,100 persons; however, the
firm has no plans to expand its plant.
8. B & 0 Railroad has completed a new facility
to load and ship new cars from General
Motors.
locust point
like Canton/Dundalk, the development of Locust
Point is controlled by the major land owners - in
this case the B & 0 and Western Maryland Railroads
and the Maryland Port Authority, together with the
Department of the Interior. These fou r own over
one·third of the land in locust Point.
Both the North and South waterfrontages have major
terminals, originally developed by the railroads,
the North waterfront now com ing under the control of
the M. P.A.
Parts of the North waterfrontage and part of the
peninsula at the intersection of Fort Avenue and
Key Highway have been developed for manufactu ri ng
industry. These operations are smaller on the whole
than the large plants in Canton/Dundalk, although
Procter and Gamble and American Sugar both employ
more than 200 workers.
These industries are, however, notable for their im pact on the environment, and local resentment against
the noise, smog, detergent fa ll-out, grain dust and
effluent is strong.
Since the larger facilities are port·oriented and
railroads which take up large areas of land, Locust
Point is one of the major industri al employment
areas. According to the RPC estimates of 1965 em ployment, approximately 6,415 persons were employed
by industry in locust Point. An additional 4,294
persons were employed by industry in the area of
South Baltimore, generally along Key Highway nort h
of Webster Street. These 10,709 persons represent
approximately 5% of the 203,688 persons emp loyed
by industry throughout the city.
The Regional Planning Council estimates that
employment in these areas w ill increase, but wi ll
be neither sudden nor large. Growth in total employment in the area wil l be primarily through ex ·
pansion of ex isting facilities.
A major detriment to growth is the lack of vacant
66
��land in Locust Point. The railroads own, and have
plans for , most of the vacant parcels in Locust
Point. The other vacant parcels are relatively
small. Several firms have reserved land for expansion, but there is insufficient land to enable new
firms to enter the area.
Of the local firms interviewed , 15% serve only
the port area , 35% serve national and interna t ional
markets, 20% consider the Washington-Baltimore
Region their trade area and the remaining 30%
serve both the BaltimoreWashington Region and
areas extending further north, west and south.
These firms employ more than 2,300 persons of which
t he majority are skilled workers. Most of the employees drive to work, but several firms reported
many of their employees take a bus or walk from
the nearby residentia l areas. T he firms reported
t hat most employees live throughout the metropolitan area; however major concentrations of em ployees come from South and East Baltimore. Nearly
half the firms said they had no land for expansion.
Of those that do have expansion room only 14% have
plans to expand. None of the firms plans to relocate its operation.
T he major change occurring in land use in Locust
Point will be the growth of containerization and the
reorganization of the railroad land holdings. The
Western Maryland Railroad is presently converting
a large portion of its yard in Port Covington to
accommodate the expansion of its piggy-back operation. The M.P.A. has recently acquired 40 acres
from the B & 0 Railroad, an additional 11 acres
of back ·up land for Piers 4 and 5, and 32 acres
on the South side of Locust Point. T he rail yards
now on the 25-acre parcel will be relocated on the
vacant tract north o f McComas Street between Key
Highway and Hanover Street. The South side parcel
now is partially developed w ith the B & 0 Fruit
Pier leased to United Fruit.
68
4.047
�maryland port authority
"The Maryland Port Authori t y was organized in
1956 by the State of Maryland for the purpose of
providing for the promotion and planned development of the ports of the en t ire state."1
It has the power to acquire land, issue bonds and
make policy regarding opera t ions of port faci l ities
in Mary land.
The activities of t he Port Authority fall into two
categories - one being the physical development
and the other being coordination and promotion of
port activities.
As a part of its physical development program the
Port Authority has acquired two major genera l cargo term inals, the Locust Point Terminal and the
Dundalk Marine Terminal as well as piers along
Clinton Street, McComas Stree t and in Ma r ley Neck.
The facilities in these terminals are owned by t he
MPA and leased to vari ous users.
In a broader area the MPA is commited to making the
Harbor more efficient and attractive to all users.
Among these activities has been a "continuing
effort on behalf of the Maritime Community to im prove road access to Marine terminals on two sides
of the harbor with planned throughways connecting
Baltimore with other major markets to the North,
South, and West."2
T he recently revised Port Authority Master Plan
w hich calls for the expend iture of $74.7 mi llion
over a period of 10 years ( 1967· 1977 ) is interest ing primarily for the increasing emphasis on containerization.
'Maryland Port AuthOrity, 'Parr af Ba/rifflQre Handbook'. p.33
2'b,d,o 36
4.048
Marine Terminals
69
�The plan is cu rrently in its fourth year of imp lementation, its major achievement thus far being
the expansion of t he Dundalk Marine Terminal and the
rebuilding of piers in the Locust Point Terminal.
The revision ca ll s for :
1. The renovation and expansion of the Cl in ton
Street Marine Terminal (which has been acquired from
the Penn Central Railroad),
2. Deletion of scheduled additional rehabili tation on the North side of Locust Point.
3. Assign ing high pr ior ity to the construction
of a container facil ity on t he South side Clf
Locust Point.
T he new emphasis at South Side Locust Point in lieu
of the Dundalk container berth extension beyond completion of the 4 berths currently under construction
is based on projected needs for more balanced pier
I
of the harbor and the deii
i
·i
forallof
the major rail systems serving the port.
I t is estimated that the newly renovat ed Pier 4-5
Complex at Locust Point w ill be capab le of providing
con tainer service to sh ips mak ing an interchange of
100 to 200 containers and handling up to 500,000
tons per yea r .
Deletio n of proposed renovation of Locust Point
Piers 6, 8 and 9 from present consideration is
based on current reasoning that upgrading cost s are
not economically feasible in view of reduced inter·
est in finger pier facilities resulting from the
ri se in containerization.
70
�industrial development issues
•
In summary it appears that broadly the same issues
affect the pattern of industrial land use through ~
out the study area.
issue 1
issue 2
THE HISTORICAL OEVELOPMENT PA TTERN S,
BASED ON THE NE ED S OF 19th CENTURY RAIL ·
ROAD AND SHIPPING INTERESTS, PER SIST
DESPITE INCREASING IRR ELEVANCE .
LACK OF VACANT LAND FOR EXPANSION AND
NEW DEVELOPMENT
The large amount of land still taken up by rail road tracks is the most obvious indication of the
Mainly because of the large areas of apparently
under·utilized railyards there appears to be more
vacant land in the Study Area than is actually the
case .
obsolescence of some of the land use patterns.
Traditiona lly rail roads throughout the U.S.A. have
been slow to consolida te their tracks since thei r
land hold ings represent an ever grow ing asset that
is nominal ly taxed. In fact the B & a Rail road
pays no real property tax on any o f its property
used for railroad operations and the decision as
to which prope rty is operating or nonoperating
rests with the railroad.
Since there are no la rge areas of truly vacant land
the change in railroad policy referred to in Issue
1 and the recent decision of the U.S. Government to
release Fort Holabird (240 acres) are of the utmost
importance.
The lack of financial incentives coupled with the
fluctuation in railroad development policy has
meant that until recently, railroad owned land was
simply not in the market. Recent moves by Penn
Central in Canton, and sales by B & 0 to the
M.P.A. indicate that this situation may be changing.
In Section VI the impact of the exp ressway on this
change in railroad development policy is assessed
.in more detail. Clearly any increase in accessibility due to the construction of the expressway
wit l reflect in the increased value of the land,
and thus a greater incentive to accelerate change.
I
71
�issue 3
PROBLEM S OF ACCESS ANO LOCAL CONGESTION
Regional access and service areas are presently
li mited by the Harbor. Traditionally the Locust
Point area has served the Baltimore·Washington
corridor while the Canton/Dundalk area has been
oriented north and east. Connections between the
areas are tenuous, requiring long journeys through
congested city streets, and separa te trucking
terminals' have developed to serve each area.
T he Harbor Tunnel has provided some improvement in
access from the south and west, but lack of en·
trance ramps in the Canton area has prevented the
utilization of the faci lity for the northbound
traffic .
Local congestion, severe around the large manu facturing plants in Canton , also hampers the
efficient development of the area.
The expressway, first by establishing a direct
link between the two areas, second ly by providing
direct access to an important continuous Interstate System (1-95), and thirdly by redu cing the
load on local streets will clearl y play an important part in the economic development of the area .
In order to maximize these benefits direct ramp
access should be planned to each of the potential
development areas.
72
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�summary / conclusions
The process of analysis in this section has been
to identify those issues that affect the present
industrial development.
The thi rd factor, the impact of which has not yet
been fully assessed, is the release of Fort Hola ·
bird by the U.S. Government, making available a
potential 240 acres of land adjacent to the major
manufacturing plants in the city.
conditions and future development of the area
through which Segment 14 of the expressway will
pass. Clearly not all of these issues are directly
affected by the expressway planning process and
not all are of the same order of importance, but a
number of general conclusions can be d rawn from the
examination and these should serve to frame the
location strategy for the expressway corridor in
the Study Area.
In this situation the role of the expressway is
clearly to reinforce the development trends, to
accelerate the rate of growth and, by cooperation
with agencies, owners and developers to integrate
the planning and design process. T he relevant
goals should be:
1. Avoid taking exist ing industry.
2. Avoid taking potentially developable land.
industrial and economic development
3. Provide more access to development areas.
The area is dominated by industrial and port uses.
4. Support existing port development plans and
improve potential for new facilities by
providing direct access.
It is the traditional core of the la rger South
Baltimore industrial area and as such occupies a
place of centra l importance in the City's economy.
5. Integrate highway designs and construction
with consolidation of railroad yards.
However, both Locu st Point and Canton/ Dundalk suffer
from obsolescent land use patterns, a lack of
vacant land for expansion, and considerable problems
of regional and local road access.
There are strong indications at this time that the
inertia that has prevented industrial growth in the
area for t he past few years is being overcome.
As with most land use dynamics, there is no one
single reason for the change but rather the for·
tunate correspondence of a number of ci rcumstances.
T he most important influence has been that of the
Maryland Port Authority which, through a massive
$75 million program of capital investment has accomplished the redevelopment of rundown pier facilities.
This, in turn, has led to pressure on railroads to release
some of their vital holdings, to a consolidation of rail
trackage, and to a less conservative attitude toward
community development needs
The neighborhoods affected by the exp ressway are
presently relatively stable, but vulnerab le to a
number of external pressures.
Its continued existence as a viable neighborhood
relies on the maintenance, and reinforcement of
the sense of community self-sufficiency that has
enabled it to survive the encroachment of surround ing industry for the past 60 years. It follows
that adverse impacts on any of the components of
the residential envi ronment - homes, the parks or
the school and its ad jacent facilities - would
severly compromise future stabili ty.
�The Hill is facing different problems and is relatively less stable than "The Point" and by
common consent requires considerable external
assistance in renewing the housing stock and its
commercial center, Light Street_
Moreover, the area is also affected by the proposed 1-395 spur (Segment 6) and the mass transit
alignment which together will control the amount
and extent of redevelopment possible along the
western edge of the area .
Parts of the neighborhood are much sounder than
others. The parks, Riverside and Federal Hill , con ·
tribute to the present environment and provide
focus for future development , but " the core area "
and the Sharp-Leadenhall / Montgomery Street have
the all too familiar collection of human and en vironmental problems that affect deteriorating
inner city housing areas.
The success of proposa ls for a concentrated program of renewal, rehabilitation and joint development relating to the 1·395 spur and the mass
transit alignment will be the real deciding factor
in the future development of the area. The Segment
14 alignment passing to the south of the community
is not well located to make a direct contribution
to these renewal efforts, and coming much later in
the construction schedule - 1976 and later as
opposed to 1972·73 for 1·395 (Segment 6) - it
should be of less immediate concern to the presently
developing community and city programs.
The recommended strategy for the location of Segment
14 corridor should therefore be to minimize the
impact of th e road in all its aspects on the southern
part of the community and especially on Riverside
Park.
A more positive goal should be for the city and
State Roads Commission to adopt an acceptable
alignment within the planning period fo r the complementary Segment 6 in order that the renewal
proposals being developed will not be delayed by
uncertainty as to o ther highway plans in the area.
74
�CORRIDOR LOCATION STUDIES
�I
introduction
Section 5 describes the most significant steps in
the planning process - the selection of the High way Corridor and the initial evaluation of alternative roadway alignments within the corridor.
The "H ighway Corridor" can also be described as
the "general route " of the expressway while the
alternative roadway alignments represent a much
more detailed level of design.
This distinction is recognized in the planning procedures of the 1968 Federal Highways Act which
calls for separate public hearings at each stage
of the planning process.
The general route of th e 1- 95 Harbor Crossing was
established in the Study published by UDCA on Oc-
tober 18, 1968.
The following section sets out the criteria which
were followed in establishing the route and de·
scribes two alternative roadway alignments and two
solutions to the crossing of the Patapsco River
with the recommended corridor.
75
�criteria for corridor location
The objectives can be summarized as follows:
3.1
The selection of the highway corridor was based
on the consideration of three broad sets of cri teria :
Avoid residential neighborhoods and com -
munity facilities such as schools and
parks.
3.2
Avoid existing and potentially developable
industrial land.
3.3
M inimize the disruption to industrial
activity.
3.4
Minimize the impact of the harbor crossing
(eithe r the bridge or tunnel) on Fort
McHenry.
3.5
Max imize access to industry and potentially
developable land.
1.
ENGINEERING CRITERIA - the standards set
for geometry and structural requirements for the
Interstate Highway System in Baltimore City·.
2.
TRAFFIC REQUIREMENTS - based on the in -
formation supplied by BMATS to the Interstate
Division.
3.
ENVIRONMENTAL AND PLANNING CON·
STRAINTS - based on the analysis and determi nation of issues outlined in Section IV.
· S!.'gineering Oesi.9n Criteria for Baltimore City Interstate Highways,
U.D.C.A., Mar .• 1969 .
76
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Th e fixed points in the study were th e req u irements
to link with 1-395 in the a rea wes t of Hanover
Street around the Middle Branch and to link with
1-83 in the general area of Humble O il / O'Donnell
Street in the east.
It quickly became evident that to meet the obj ec tives of avoiding residential ne ighbor hoods and
minimizing the disruption of existing industry the
major pa rt of the corridor should follow the
'natural breaks' in the pattern of development,
utilizing vacant and underdeveloped land wherever
possible.
By build ing the en tire segment on structure the free way could be carried over the extensive railroad
yards generally without interference with their operations. Also, from the point of view of development
potential, the close proximity of both road and ra il
transportation facilities in the same 'corridor' offered
the advan t age of easy transfer and the possibi li ty of
integrated development.
5 .001
77
�•
5.002
--
Three alternative corridor routes which satisfied
/,
•
dock and across the Patapsco River to Canton.
the objectives were examined:
The northernmost corridor, Alternate No. 1, took
the Freeway west along McComas Street from the in terchange with 1-395 , which is common to all
alignments, and turned northeast just east of the
intersection with Key Highway_ It traveled across
the B & O/C & 0 Railroad ya rds, the Maryland Port
Authority piers, and over the northwest branch of
the Patapsco River to Canton. Th ere 1-95 interchanged with 1
-83 in the general area of the Can-
ton playground, west of Clinton Street.
The second corridor, Alternate No.2, traveled
west along the same alignment, past the B & 0 1
C & 0 Railroad yards, where it turned slightly
northeast over Bethlehem Steel Corporation's dry
78
It then turned almost due east until it crossed
over the Baltimore Harbor Tunnel Thruway, at
which point it turned north until it interchanged
with 1-83 in the vicinity of Boston Street, east of
Ponca Street.
The third corridor , Alternate No.3, followed the
same route as the second, but instead of turning
northeast over the B & OIC & 0 Railroad yards, it
continued over the railroad yards, crossed over
Bethlehem Steel Corporation's dry dock and
over the Patapsco River to Canton. There it
continued due east until it crossed the Baltimore
Harbor Tunnel Thruway where it turned north
and, like Alternate No.2, interchanged with 1-83
in the vicini ty of Boston Street east of Ponca Street.
�•
the harbor crossing
The th ree alternative co rridors studied differ
chiefly in the position of the harbor crossing and
the feasibility of achieving this crossing became
the major determining factor in the selection
process.
A suspension bridge of this magnitude wou ld requi re
a stiffening truss of approximately forty feet.
Consequently, it was proposed to double deck the
structure, i.e., place one roadway over the other,
inside the st iffen ing truss, to reduce the width
by almost one half and still maintain a well -pro·
portioned si lhouette.
For the pu rpose of selecting the corridor, it was
decided that only a bridge structure should be
studied initially since a tunnel did not appear
feasible for Alternative 1 or 2.
Accordingly, certain basic engineering and operational criteria were identified.
Roadway grades shou ld be no more than 3.5%
Tower piers should be located outside of
navigable waters , preferably behind the bulk head line , to cause minimum interference to
navigation
Vertical clearances should be no less than
those for the Chesapeake Bay Bridge, approxi mately 180 feet.
With the establishment of these criteria, approxi ·
mate span lengths could be established, and as a
result, the type of structure to bridge the Patapsco River could be determined. Of all the routes
studied, the minimum main clear span required was
approximately two thousand feet and the maximum
twenty-two hundred feet. Span lengths of this magnitude are out of the economic range of orthotropic
or cantilever design and fall within the range of
major suspension structures.
Anchor arm spans wou ld vary from six hundred to one
thousand feet and would require massive anchor
piers on each side of the river, with dimensions
of approximately eighty by two hundred feet. As an
alternative, side tower piers could be built which
would make it possible to considerably reduce the
size of the anchor piers.
79
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selection of the
recommended corridor
alternate no. 1
Alternate Corrid or No.1, which crosses the water
in a northeasterly direction and ties into 1·83 in
Author ity at Locust Po int, and consequently would
disrupt berthing operations between the recently
rebuilt Piers 4 and 5.
In addition, an unsatisfactory interchange configuration would occur with 1-83, as 1·95 would be
nearly cne hundred feet in the air at this point,
and would require ramps nearly hal f a mit e long to
meet the mainline of 1-83, as well as requiring the
taking o f considerable industrial property and pri·
vate houses.
the vicinity of the Canton Playground, would re-
quire the east main tower to be located in the harbor opposite Humble Oil Company's fuel pier; conse·
quently, it would interfere with the docking
maneuverability of Humble's large oil tankers. as
well as with other harbor craft.
Although the west main tower pier would fall w ith ·
in the bulkhead lin e, nevertheless it wou ld be
located adjacent to Pier 5 of the Maryland Port
80
As a result of these major considerations , this
corridor was no longer considered as a feasible
alternate.
�~
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_
_
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5.004
--
alternate no. 2
•
--
'-,
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up area behind Pier 6.
This route was considered better than Alternate 1
The corridor alternate. which is approximately
but the bridge structure cost would be higher and
three hundred feet north of Alternate Corridor No.
the impact on Bethlehem Steel and the Maryland
Port Authority would be quite severe.
3 on the western side of the water . has a main
span of approximately twenty -two hundred feet.
The east main tower pier would be located between
the bulkhead line, but between two active Maryland
Port Authority piers, one of which has just been
rehabilitated; consequently, it would inter fere
with the berthing operations.
To locate this pier outside of the docking areas,
the main span wou ld be increased by approximately
three hundred feet, with a corresponding consid erable increase in cost.
In addition, the east anchor pier would be located
in the middle of the M .P.A.'s newly acquired back
81
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5.005
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alternate no. 3
In Alternate Corridor No.3, which is the south ernmost corridor, the two main tower piers are
located within the bulkhead lines, with a main span
of approximately two thousand feet.
The east tower pier is situated at the end of, and
could become a part of, the existing pier at Rukert
T erminals. Docking takes place only on the north
side of this terminal; consequently there should be
practically no interference w ith the berthing
operations at the terminal.
The east anchor pier is located on the east side of
Clinton Street, along a paper street in a presently
undeveloped area. There is no activity at th is
location and as a result there apparently would
be no interference to any of the terminal's
operations.
82
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At the western end of the bridge the tower pier
would be located inside the bulkhead line, on the
site of the present Coast Guard Pier.
The main line will cross only the extreme southern
corner of Bethlehem Steel, presently used fo r parking, and one of the parking areas of the Fort
McHenry Monument.
This corridor alignment also makes it possible to
provide the best ramp connections from the eastern
approach to the bridge to the proposed street im provements in this area of Canton.
Based on these considerations. this corridor alignment appeared to be the most satisfactory and it
was decided that Alternate No.3 should be the
recommended general route for Segment 14.
�I
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;PUR
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�alternative alignments
within the recommended corrido
Within the recommended corridor, there exists
the possibi lity of a number of different roadway
al ignments and interchange configurations.
T he study of various roadway alignments was divide
into three areas. The South Baltimore alignmen t
study from the ' ·395 interchange eastward covers
the sector lines to Andre Street.
Th e Harbor Crossing alignment study describes th e
tunnel and bridge crossing plans and thei r respec ti ve alignments. The study area runs from Andre
Street, in Locust Point , ac ross to Clinton St reet,
in th e Canton area .
The Canton/ Dundalk study area picks up from Clin-
ton Street and runs to the eastern terminus of
Segmen t 14 at O'Donnell Street.
84
5 .007
��south baltimore alignment study
the northern alignm ent
Description
The first or northern alignment, traveling in an
easterly direction from the 1-395 interchange,
runs between the Baltimore Gas and Electric Company 's new liquified natural gas tanks at Spring
Gardens and the Allied Chemical Company's buildings. I t then proceeds .east over Hanover Street
and runs adjacent to the north side of the present
B & OIC & 0 railroad tracks, th rough the existi ng
railroad roundhouse, over Key Highway. and interchanges w ith a proposed new road l inking F ort
Avenue with McComas Street approximately one thousand feet east of Key Highway. I t stays no rth o f
t he rai lroad yards in the vicinity of Latrobe Park
and starts the gradual transition to becoming a
double·decked structure at Andre Street.
\
SOUTH IALTIMORE
ALIGNMENT STUOY
5.009
86
From this point on , the alignment of 1
·95 is the
same with each elevated alternative within the
recommended corridor as it continues eastward
across the Harbor.
�5 .Q10
Impact Summary
- Riverside Park - high acoustical impact.
The northern alignment requires a large building
take on the southern edge of the Hill community.
This take will require t he displacement of fami
Iies as wel l as jobs.
- B & 0 Roundhouse - must be acquired and relocated .
Access to local street movement (via McComas Street
and Fort Avenuel is achieved with the constru:::tion
of an elevated interchange to the east of Locust
Poin t neighborhood. Substantial acoustical impact
on the Key Elementary School wi ll be generated from
these ramps.
_ Latrobe Park - soccer field and baseball diamond
must be relocated.
- Key School - playfietds must be relocated ; high
acoustical impact on SchooL
- Fort McHenry Lumber - must be relocated because it
is an incompatible use under the road.
_Allied Chemical Warehouse - must be relocated .
_Wells Street Industrial Loti Buildings - must be
demolished.
- 12 Residences on Light Street - must be a(:Qulred
and families relocated.
B7
�the southern alignment
Description
The second or southern alignment. moving east from
the 1·395 Interchange, crosses the northern edge
of Swann Park. However, this part of the alignment
is interchangeable with the northern option outlined earlier and the route to the north of Allied
Chemical could be substituted.
\
It then follows the general route of McComas Street
from Hanover Street to Andre Street where it starts
the transition to a double decked structure.
A split diamond interchange is provided with Key
Highway at McComas Street.
5.01'
88
From Andre Street to the Interchange with 1·83, the
alignment is common to both alternatives.
�5 .012
Im pact Summary
- Allied Chemical Warehouse - must be relocated .
The southern alignment requires coordination of
construction with the 8 & 0 and Western Maryland
Railroad. With this alignment, there is no build ·
ing take but tile existing service road, McComas
Street, will have to be rebuilt.
- 8 & OIC & 0 Railroad - some trackage must be
Access to local streets is provided through a
simple interchange in contrast to the mo re compli ·
cated faci l ity necessary for the northern alignment.
relocated; exact footage dependent on column
placement.
- Western Mary land Railroad - tracks adjacent
to McComas Street may have to be relocated ;
exact footage dependent on colum n placement.
- Fort McHenry Lumber - must be relocated because
it is an incompat ible use under the road.
Acoustical impact on the Riverside Park area, Key
School and Latrobe Park w ill be substan ti ally less
than with the nor thern alignment.
_Swann Park - the northern part will be
taken and the severe acoustical impact could
reduce the utility of the park.
89
�harbor crossing
bridge alternative
Description
------.
As has been mentioned in earlier discussion, the
bridge would be a 2,000 foot span provid ing 180
feet of clearance for ship access to the Inner Harbor. The main tower piers are located within the
bulkhead lines with the western pier located
north of Fort McHenry in the present fire boat
station. The eastern tower pier is located at the
head of the Ru kert Ship Terminal. Temporary disruption to Bethlehem Steel Corpo ration, the Naval
Reserve Sta tion and the Rukert Pi er would occur
but upon completion of the bridge, normal operat ions could be restored.
\
HAUOR CROSSING
ALIGNMENT STUDY
5.013
90
T he bridge is designed as two levels - one servicing eastbound movement while the other
services westbound movement.
�5 .014
Impact Summary
The bridge crossing will disrupt Bethlehem Steel.
Aukert T ermina ls. and Naval Aeserve operations
during constr uction. Upon completion of the bridge ,
land can be returned to users with the exception
of the areas lost to the anchor and tower piers.
ness during that period.
- Aukert Terminals - construction easemen t
necessary for interruption of traffic d uring
that period.
With t he main tower piers located behind the bu lk·
head line and outside the dredged channel. there
will be minimum interference to shipping. A 180'
clea rance wil l allow ships that clear the Chesapeake
Bay Bridge to use the Inner Harbor Pier facilities.
_ B & 0 Railroad - relocation of trackage near
Fort Avenue; exact footage dependent on column
placement.
_ Bethlehem Steel - acquisition of Southwest
corner of property for anchor pier ; construe·
tion easement for partial disruption of busi ·
91
�tunnel alternative
Description
In addition, studies have been made on providing a
tunnel alternative to the bridge crossi ng. The
route for a tunnel crossing would be slightly dif·
ferent than one for a bridge crossing. T he most
economical method of sub-aqueous construction wou ld
be by floating and sinking prefabricated tunnel sec·
tions into place in a predredged bed, carrying these
tunnel sect ions several hundred feet into each land
approach. T he remaining land sections would be
built by cut and cover construction.
Th e west portal of the tunnel woul d be located
at the west end of the B & Ole &
Railroad yards
adjacent to the For t McHenry Lumber Company's
yards. The al ignm ent from the west portal to the
east would be generally south of the bridge align ·
ment and would cut across the northern end of Fort
Mc Henry National Park . It wou ld then go under the
harbor, surfacing south of Rukert T erminals, and
would portal east of the Penn Centra l coa l pier.
From the end of each portal approach the align ·
ment is the same as that for the bridge crossing.
a
T he tunnel wou ld have 4% grades, a 50 foot dredged
shipping channel, and would be approximately 6,400
feet long from portal to portal.
Impact Summary
5.015
92
As has been mentioned above any tunnel construction
would require at least temporary disruption to all
property t ha t lies w it hin the construction limits
from the extension of McComas Street in the west to
the crossing of the Harbor Tunnel Throughway in
the east, incl udi ng the en tire north end of t he
Fort McHenry Park . However , after construction,
this park area could be returned to its or iginal
state. Th e tunnel wou ld also require two large
ventilation buildings outsid e the Park, one to provide fresh air , and the other for contin uous vent·
ing o f exhaust ai r. In addition, it would be
necessary to provide guards and emergency service
on an around ·the·clock basis.
�5.016
preliminary conclusions
It is felt , therefore , that a tunnel crossing
would be less desirable than a bridge due to:
Construction costs for a tunnel would be
much more than for a bridge,
Large scale disruption to park property,
Sizeable annual maintenance and operating
costs.
_Latrobe Park - soccer field must be relocated
with tunnel and either northern ·southern
alignment.
destroys connection to L ocust Point Ma r ine
Terminal.
- Southern State Cooperative - must be acqui red;
Total disruption of business wi ll occur duro
ing construction and portion of land will be
needed fo r ventilation bu ilding.
- Fort McHenry - employee housing and mainte·
nance building and parking lot will be destroyed
du r ing construction.
- Penn - Central Railroad - pier between Rukert
T ermi nals and Coal Pier and t he Penn - Cen t ra l
land behind it must be acq uired f or tunnel
exit and ventilation bu ilding.
- 8 & 0 Railroad - track area south of Fort
Avenue must be acquired for tunnel entrance;
93
�canton/ dundalk alignment
Description
From a point just behind Rukert Terminals east to
the interchange with 1-83, the recommended corridor is fairly narrow, and the roadway alignment is
common to either of the alternativeocrossing solutions described previously.
The roadway is carried on structure over Penn Central Yards, the Baltimore Harbor Tunnel approach
road, and the northwest corner of Lever Brothers'
property.
In effect, the section from Newkirk Street to Boston Street is one large interchange which provides
service to Canton/ Dundalk through ramps to Newkirk
and Keith Streets. mainline interchange between
1
-83/ 1
-95 and access to Boston and O'Donnell Street.
Impact Summary
The alignment through Canton/ Dundalk does not require displacement of active industrial facilities_
With the elevated posture of the road, industrial
development and access can be achieved with pier
locations being the only restric tion .
-----.
However, the tunnel portals and the need to bring
the main line down to grade would severely reduce
the development potential of the Penn Central Yards
for future industry.
\
5.017
94
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95
�acoustic analysis
A preliminary acoustic analysis of the alternative
alignments within the corridor was carried ou t by
U.D,C.A.'s consultants, Bolt, Beranek and Newman to
determine those areas chiefly affected by noise
generated by the freeway.
The following is a summary of their prel iminary
findings and recommendations.
Acoustic Recommendation for Point III Report on
Segment14 (BBN Job Number 138248,)
Of the two alternative routes shown to us (northern
and sou thern) from an acoustic standpoint we
recommend the southern aligmnen{ ,
Choice of this alignment will reduce acoustic im -
pact on houses near Riverside Park , on School
Number 76, and Latrobe Park. The noise level at
Fort McHenry will be very nearly the same for both
northern and southern alignments.
96
�summary / conclusions
From the foregoing analysis, the alignment of
Segment 14 through South Baltimore. should be
placed as far south as the road geometry and operational requirements allow. This southern alignment does not require displacement of existing
facilities and those railroad activities that are
impacted can be relocated w ith minimum disruption
forded. Likewise, the Southern Alignment maintains
the large loft structures along WeJls Street providing additional acoustic protection to the adjacent homes.
By constructing the bridge crossing instead of the
tunnel, similar traffic service is maintained at
considerably less capital outlay, and less main tenance cost. In addition, the disruption to uses
within the construction right-of-way would be of a
shorter duration.
to continuity of operations.
As the road moves further away from residential
neighborhoods (the 'Hill ', the 'Point'), the
acoustic impact of the road diminishes. Therefore,
by concentrating interchanges away from the
neighborhoods and placing the road in the South ern Alignment. greater acoustic protection is af97
�The Canton-Dundalk alignment p laces only one minimal restriction upon industrial development; pier
locations for the 1-95 structure should be coordinated w ith railroad and industrial development
plans to provid e maximum flexibility for d evelopment opportunities_
With major interchanges to primary streets and
Interstates 1-83 and 1-95, Segment 14 provides an
increase in service to the harbor and the surround ing industrial facilities_ In return, the construction of Segment 14 produces negligib le impact
upon existing activities during and after construction.
DISPLACEMENT INVENTORY
Bridge Alternative
Structures
Industrial
Recreational
Facilities
Jobs
6
2
12
0
0
0
2
0
200
180
Residential
Other
Recreational
Facilities
J obs
13
1
0
Tunnel Alternative
Northern Alignment
Southern Alignment
98
Other
Structures
Industrial
Northern Alignment
Southern Alignment
Residential
7
3
240
220
�ECONOMIC EVALUATION
�in trodu clion / surn rna ry
In the preceding section, the recommended highway
corridor has been defined and the feasible alternative alignments w ithin that corridor described
and evaluated. T he physical effects of the alternative road alignments have been identified as part
of th e evaluation process. However, the re are a
numb er of wider consequences resu lt ing from th e
construction of this highway segment that will
affect a city-wide spectrum of inte rests and in
particular, the future development of cor ridor land
use patterns th roughout the Segment 14 Study Area.
Although the emphasis throughout has been on the
small displacement, both of buildings and jobs
within the recommended co rrid or, and the compa ratively low cost of land acquisition (mainly due
to the high proportion of air-rights situations
as opposed to "full -takes")' several elements
of the design combine to make this the most ex pensive segment in the 3-A System.
Preliminary engineering estimates indicate that
the 5.5 mile Segmen t will cost approximately 53 10
million· of which the City 's contribution is estimated to be 18%. The inclusion of a unique element - a 2000' suspension span - will alone account
for 5160 million of th e total figure. (A tunnel
alternative to the suspension span will cost even
more.) Whereas this figure seems high when compared to other segments, it is this very link that
makes the 3-A work as a system. The provision o f
this link has permitted the size of the highway
to be reduced in other areas of the city, particularly where development is already dense and
land values are high. In critical areas such as
Fells Point and Frank li n/Mulberry, the highway
width has been reduced from an eight lane facility
to a six lane facility . By reducing the number of
required lanes, the displacement of homes, businesses and jobs has been significantly reduced
and valuable in ·City land has been retained on the
tax rolls, thereby allowing important land re'F igure deri...ed from "IOBC Unprogrammed Funds," October 3 1, 1989
99
�sources to maintain their productivity.
In summary, Segment 14 constitutes nearly 1/ 4 of
the total mileage of the 3-A Interstate System yet
it represents slightly more than 1!3 of the total
cost of the System.
Factors other than the bridge which have contributed
to the cost of Segment 14 are easily identified.
They include:
1.
the "premium" of building the entire facility
on structure rather than on grade or on fil l,
in order to provide uninterrupted access under
the expressway and the continued use of rail
yards and tracks;
2.
the extensive system of ramps and collector!
distributor roads to provide maximum access to
the area's industrial use rs (see Section 3);
3.
the provision of this access, in conjunction
with full interstate interchange facilities
(1-83 to 1-95) has necessitated the design of
a complex interchange in the Canton area.
Despite the technical rationale for these design
decisions, the costs shou ld be seen in relation
to the benefits derived from construction of the
facility. It is also important that the recipients
of these costs and benefits be clearly identified.
The positive benefits can be viewed as emanating
from improvements to the transportation system
(e.g., traffic-related benefits) and changes induced in the land use patterns as a result of
increased accessibility.
Briefly, these can be defined as:
1.
Traffic related benefits - broken down into:
a.
b.
2.
100
User benefits
Non -user benefits
Projected land use and activity changes measured in terms of:
a.
b.
c.
d.
Increased land values
More intensive land use
Resultant higher tax revenues to the City
More employment opportunities
�traffic benefits
c_determination of road user benefits
1_ Basis for Comparison:
8.
traffic characteristics
Traffic analysis indicated that Segment 14 provides improved traffic service to:
1.
The local traffic (with either origins or
destinations in the Segment 14 area) and in
particular, to heavy truck traffic which
comprises 25% of the total local movements.
2.
The CBD and county or cross city traffic:
since the Segment 14 acts as a bypass of the
CBD for trips between the southwest and west
to the northeast and east of the City.
3.
The interstate traffic which is currently
suffering excessive peak-hour delays due to
To quantify the benefits that the future users of
Fort McHenry will enjoy upon completion of the
bypass in 1980, a "nu ll -alternative," defined as
System 3-A without the 1-95 Harbor Crossing in
1990, was assumed. T he road user costs:
(a)
(bl
(c)
Operation Cost
Accident Cost
Time Cost
were quantified for both the "proposed alternative"
(System 3-A completed) and the "null·alternative"
(defined above) . T he difference in road user costs
were considered as road user benefits and were
weighed against the construction and maintenance
cost of the facility to test its economic viability.
2. Traffic Assignment to the Alternatives
the overloading of the Harbor Tunnel.
b. methodology
There exists a commonly used set of techniques for
quantifying the road user benefits described above.
Simply stated, the method is to calculate costs
to the road user (time, operating costs and accident costs) associated w ith each of the alternatives
under consideration. The difference between the
costs resulting from using the present facilities
and the costs associated with using the proposed
alternative a re considered "road user benefits."
In a commonly used project measure of viability,
the accumulated road user benefits can be divided
by the construction cost (plus maintenance) to
provide benefit-cost ratio_
SMA T's network 12-1A provides the 1990 traffic
assignment to System 3-A, including the 1-95
Harbor Crossing - the bridge is expected to carry
an average daily traffic volume of 115,800 vpd.
To assign vo lume to the "null·alternative," reference is made to Section 3 of this report, where a
select link analysis indicates the origins and
destinations of the bridge users. Under the "nullalternative" the volume that uses the bridge is
assigned to other facilities (competing facilities),
namely:
- The Inner Harbor Tunnel"
- 1-83
- CSD and City streets
Detailed inspection of the select link (analyzed
in Section 3) revealed that 40-50% of the prospective
bridge users would find the Inner Harbor Tu nnel to
be their most direct route in the absence of a
1- 95 Harbor Crossing.
' The Ou ter Harb or T unnel is inclu ded i n both al ternative
oncl shows a capacity load ing.
11$ 4
lanes
101
�Capacity limitations would leave the majority of
those users with no alternative except traveling
through City streets, especially through the CBD.
It was assumed that changes in the operation and
peaking characteristics in the I nner Harbor Tunnel
would allow a possible load of 75 ,000 vpd (1.25
times its capacityl. This volume diverted to city
streets would be:
115,800 -175 ,000-63,5001 = 104,300 vpd
This traffic with its 10% trucks would have to
travel through city streets, mainly:
(a)
(b)
(c)
(d)
Charles and Hanover Streets through
South Baltimore
Pratt and Lombard Streets
Baltimore and Fayette Streets
Frank l in and Mulberry Streets
for an average distance of 0.8 mile.
Most of these users will want to move eastbound on
1 ~83, but the load on this facility will be
limited to its capacity 90,QOO vpd, which is ex·
pected to be filled by other users (87,000 vpd in
1990). Again assuming that changes in peaking
characteristics and operation would allow 1-83 to
take up 120,000 vpd, a total of:
"In the 'null -alternative' a daily volume of 100,000
vehicles would have to travel an average distance
of 3.5 miles through signalized urban arterials
versus 3.5 miles on controlled access urban freeways
in th e 'proposed alternative' (including the 1 95
Harbor Crossing)."
3. Assumed Un it Cost s
From field test runs in Baltimore during both normal and peak hours, the following operational
characteristics for streets in the affected area
(CBO and East Baltimore) were projected:
Average speed on City streets
Average speed on freeway
Projected stops on city streets
(per vehicle from an
average speed of 20 mph)
Car occupancy
1.5 person /car
Standard unit values for the costs of operation,
accidents, and time were derived from the follow ·
ing sources:
- AASHO red book
Robely Winfrey: Economic Analysis for
Highways
HRB Record #225: Direct Cost of
California State Highway Accidents by
Sm ith and Tamburri of California
Division of Highways
- Data supplied by the Department of
Transit and Traffic summarizing acci dent frequency on selected intersections in Baltimore
104,000 - (120,000-87,0001 = 71,300 vpd
would have to find their way east on the following
facilities:
(a)
(b)
(c)
25mph
50mph
5 stops
Eastern Avenue
Baltimore and Fayette Streets
Orleans Street and Pulaski Highway
Thus:
for an average distance of 4 miles to ge t to their
destination or to connect with 1-95 fur t her ~ast.
Due to the diversity of alternative routes avail able to road users a precise assignment of the
diverted volume to the "null-alternative" is very
difficult to predict manually. However, a conser·
vative conclusion, based on the above discussion,
could be stated as follows:
102
(a)
The cost of operat ion: includes fuel,
oi l, tires, maintenance and depreciation.
It is usually divided into:
- running cost
- change in speed cost
It is assumed here that the running costs are
�comparable at high speeds (freeway) and low
speed (city streets); therefore, only the cost
of changes in speed is considered:
Thus in the "null-alternat ive", the
cost of 1000 stops from 20 mph - 54.95.
While in the "proposed alternative "
changes in speed are negligible, there ·
fore no costs are assigned.
(b) Cost of accidents:
" nu ll -alternative" : saOO,0001100 million
veh icle miles on city streets
operation once Segment 14 is built.
6. Summary
Although not all the savings are quantified, the
analysis demonstrates that despite the apparent
high cost of Segment 14 and the Fort McHenry
Bridge-which has been estimated at 5310,000 mil lionthe traffic related benefits alone are of the same
order as the public investments required to construct the facility. To these benefits must be
added the returns to the City and comm unity ac·
cruing from the accelerated growth of the industrial land in the co rrid or. Th ese benefits are
considered in the following subsection.
"p ro posed alternative": 5200,000/ 100
mvm on urban freeways
I
I
I
I
I
I
I
(c)
Cost of time:
Both alternatives: 51.50/hour/person, at
1.5 persons per vehicle
4. Fort McHenry User Savings
Based on the assumed volumes, unit cost and operation characteristics, the fol lowing average
ann ual savings will accrue to the users of the
1- 95 Harbor Crossing upon completion of System 3- A.
Operation cost saving:
Accident red uction saving:
Time saving:
Total savings:
5 3,162,000/ y,
766 ,000/ yr
17 ,246,000Iy'
521 ,174,000/ y,
These annual savings to the users of Segment 14
would justify a total initial investment of
5292,000-,000 to be recovered in 30 years at an
interest rate of 6%.
5. Related Traffic Benefits
In add it ion to benefits to users of th e facility,
significant savings will accrue to the users of
city streets and other con trolled access facilities
(1-83, Harbor Tun nel), due to improvement in their
103
�development benefits
8.
corridor development characteristics
,~
'" ".'
The 1 95 Harbor Crossing traverses an area of the
city dominated by industrial and waterfront ac~
tivities. I n the description and analysis (Section
4) it is indicated that the residential comm unities
of Locust Point and South Baltimo re, occupying the
remainder of the area, are relatively stable in
size and composition. T he recommended strategy for
the future planning o f these neighborhoods was to
reinforce their stability and to upgrade their en vironmental q ual ity.
..••
,
.'
/
"
....""
way construction should not sign if icantly change
the land use pattern of these commu niti es, al th ough
steps must be taken to reduce the impact of noise,
disruption and heavy traffic on the local environment (see Section 7).
On the other hand, signi ficant changes in the
pattern and distribution of industrial activity are
inevitable. In the past there have been significant
increases in land value and development density
along expresS\-\lay corridors. Route 128 Bypass to
the east of Boston is common ly cited as an area
where land values increased 1000% in some cases
and where 190,000 new jobs were crea ted in a period
of 10 years.
Changes of this magnitude w il l not occu r in Baltimore sim ply because the exp ressway route lies
through an established, important industri al sector of the city where land values are already high.
Howeve r, because development density is low, substan tia l increases in the intensity of use can be
anticipated. An independent economic analysis
carried out by American Real Estate App rai sal Corporation for UDCA indicates that land values alone
shou ld increase at least 50% after the construction
of the fr eeway.
6.001
/
//
.
The increased accessibility resulting from express-
104
"
..•. .
,.
"
.."
~ "
l
�b. methodology
Four types of change in existing land uses are
predicted:
Since it is the combination of decisions made
by these individuals, organizations and agencies that determines the amount and nature of
land use change, each was questioned as to his
view of, and ro le in, the future development
of the area.
The swift absorption of existing vacant
land
More productive use of existing land and
property
A raising of development potential to a
level where it becomes economica ll y feasible
to consider major redevelopment and changes
of use
I
2. Identification of Metropol itan Grow t h Assumption/ Determination of Alternative F utures
T o provide a framework within which to project
land use changes in the Segment 14 Corridor, two
sets of parameters were defined.
(a)
Based on the Metropolitan Growth Projections of the Regional Planning Council and
the U.s. Department of Commerce, the overal l growth potential for population, em pl oyment, land use categories and personal income
in the City o f Baltimore were noted.
(b)
Recognizing the interdependence of d ecis ions
made in each of the areas listed in 1, three
sets of assu mpt ions were developed to describe the parameters within which " local"
decisions regarding land use and development
could be made.
T he acceleration of land fill pro jects due
to a comb ination of the above and given an
existing shortage of vacant land.
Wh ile these can be identified as the di rections
of change, the projection of the amount and dist ribution of change requires consideration of
many variables, not all of which can be easity
quantified.
I n order to structure this process, a range of
alternative Corridor Land Use Plans was developed
as follows:
1. Inventory/ Identification of Decision-Makers
Based on the initial survey and analysis by
American Real Estate Appraisal Corporation,
individual parcels of land which would be
affected by the construction of the exp ressway were identified as were the decision makers, or "acto rs", whose business directly
influence the management, sale and development of industrial land in Baltimore.
T he decisionmakers, including land owners,
plant managers, City officials, industrial
realtors, and developers, were grouped into
three categories: Public , Quasi ·Public and
Private.
In order to cover the wide range of potential
development patterns, these "F utu res" were
deliberately defined to illustrate opposite extremes of the spectrum of possibility.
While these projections have been based on carefully
considered assumptions, the economic analysis contained in this section should not be read as a forecast
of development in the Segment 14 corridor. Rather,
the discussion treats the development potenti al of
the corridor under three strictly defined sets of future
conditions and actions. T hus, future development
with in the corridor can approximate the assumed
"features" only to the extent that the defined future
conditions and actions are rea lized.
The Alternative " F uture" assumptions are sum marized as follows:
105
�PHASE I
INVENTORY
INVENTORY EX IST ING
SITUAT ION
Land Use
Ownersh ip
Tax Revenue
Jobs
Utilization
PHASE II
ASSUMPTIONS
PHASE III
ALTERNATIVE CORRIOOR
LAND USE PLANS
DEVelOP ASSUMPTIONS
FOR
Metro Grow th
l and Values
Development Plans
Local Investment
Etc .
Etc.
DEVELOP THREE
ALTERNATIVE
CORRIDOR LAND USE
PLANS FOR 1990
IDENTIFY DECISION
MAKERS
Owners
Realtors
Developers
City Agencies
GBC
DEVELOP PARAMETERS
FOR THREE ALTER NATIVE
FUTURES
Alt. Future One
Alt. Future Two
Alt. Future Three
(No Road)
(Min. Dev.)
(Max. Dev.)
I
I
IDENTIFY ASSOCIATED
ECONOMIC EFFECTS
FOR EACH
A LTERNATIVE
Etc.
A LTERNATIVE CORR IDOR LAND USE PATTERNS, CONCEPTUAL FRAMEWORK FOR PROJECTI ON PROCESS
106
�ALTERNATIVE FUTURE ONE
- NO ROAO CONSTRUCTION IN SEGMENT 14.
ternative Corridor Plans were constructed and
economic benefits quantified for the following
indicators.
consistent with the "null-alternative" defined
in the user benefit study - a situation with
the 3-A completed, except for Segment 14.
ALTERNATIVE FUTURE TWO
- ROAD CDNSTRUCTED BUT WITH MINIMUM
COORDINATION , NO JOINT DEVELOPMENT
AND NO INTEGRATION WITH OTHER AGENCY
PLANNING AND DEVELOPMENT PROPOSALS.
INDICATOR
1. Increases in Land
Value
2. Increases in Tax
Revenue
3. Number of Jobs
Created
GROUP AFFECTED
BY CHANGE
Land Owners
City of Baltimore
City and the
Community
e.g .• reproduce the uncoordinated nature of
previous expressway planning, without appropriate planning and development programming.
ALTERNATIVE FUTURE THREE
In order to illustrate this process the next
section of t~ report takes as an example the
application of these assumptions to the Penn
Central Property in the Canton/Dundalk area.
- ROAD CONSTRUCTED ACCORDING TO
A CORRIDOR DEVELOPMENT PLAN WITH
MAXIMUM COORDINATION OF JOINT DEVEL·
OPMENT WITH MPA PLANS, RAILROAD
CONSOLIDATION , DEVELOPMENT OF FORT
HOLABIRD. CITY /PRIVATE INVESTMENT
PROGRAMMED FOR MAXIMUM RETURN .
e.g. , the realization of maximum development
potential through the total integration of
planning, design and investment decisions.
3. Development of Alternative Corridor Land Use
Plans and Associated Economic Benefit
Within the framework of the metropolitan growth
projections, and based on the responses of the
decisionmakers and the analvsis of proposed
development plans provided by American Real
Est ate Appraisal Corporation, projections of
alternative land use patterns were made for
each site, or group of sites, identified in 1,
under the three different sets of assumptions
or " Futures".
From this site by site assessment, three AI ·
107
�Example - Assumptions Applied To Case Study
The example chosen to illustrate this projection
technique is an amalgamation of parcels owned by
Penn Central in the Canton Area. It is fronted by
Clinton Street to the west and Newkirk to the
east.
The site covers 200 acres and is presently used
for open storage and ra il yards serving the coa l
pier, M. P.A.'s Pier 2 and part of the Canton
waterfront.
Projected Land Use Changes
1. Under the Alternative Future One assumptions,
the major projected change in land use was
the development of some 40 acres of ware·
housing, assumed to be associated with the redevelopment of the ad jacent waterfront by the
M. P.A. The remainder of the site was assumed
to continue as open storage.
2. In Alternative Future Two, assuming the com ·
pletion of the freeway by 1980, considerably
more development was projected. In addition to
the facilities supporting the waterfront, a
similar proportion of general road ·rail oriented
warehousing serving downtown distrib ution is
shown. Mo re important, 40% of the site is
assumed developed for manufacturing industry,
reflecting the greatly increased accessibility
provided by the freeway and the reduction in
peak hour congestion.
Land Use
Employment
Per Acre
Assumed F.A.R.
for Calculation
of Improvements
Open Storage
1 per acre
Warehousing
5 per acre
0.3*
25 per acre
0.5 - 0.8"
Industry
In order to establish improvemen t values an average
unit cost of $15 per square foot was applied to
the projected building areas which were derived
from th e assumed Floor Area Ratio.
Although the increase in land values will vary
considerably throughout the area depending on the
particular virtues of any given site American
Real Estate Appraisal Corporation estimated the
following general rises under the alternative
assumptions
Alternative Future One Alternative Future Two Alternative Futu re T hree -
25%
500
10
75%
3. The maximum development Alternative Three maintains app ropriate facilities for the support
of the MPA - 20 acres of open storage and 40
ac res of waterfront ori ented wa rehousing - but
the major part of the site is assumed developed
for its highest and best use - manufacturing in·
dustry.
Assumptions for Economic Indicators
I n projecting the number of jobs associated with
different land uses, the following assumptions were
made.
108
"The FA.R. 's of 0.5 to 02 Which were applied to indust rial si tes were
based on the p resent industrial F A.R.·s in the area. In general, sites
along 8roening Highway - General Mo tors, Western Electric, etc ., have
rnul! i'$tory buildings and F.A.A . '$ in the range 0 .75- 1.00; however,
th roughout the area the average is 0 .5 .
�TA X
JOB S
CREATED
LAN D USE
PROJECTIONS
RETURN
w
40 acres@
5 jobs/acre
I-
<
Z
80% open storage
and rai lyards
160 acres
DI:
w
160 ac res @
1 job/acre
-
200
•
160
I-
......
<
Acreage:
~
: :\
1
r,==" nT'i'T.;-;,..-t" ""
m~.LJm ::::: ::.;
('oj
w
I-
<
Z
I:!r. back .uP
DI:
w
I......
<
1
u
I-
<
Z
DI:
W
~
Ir.~o:'o:'r:I ::~n~ .;ot-t.
..•• ••.1'
...
warel1o"ji+-t:f
40% industry
~ ~;:.
0
~
,"
u
......
1
::::::::
~
'-'- j
~c~:i~': :
•
,
'
80 acres@
5 jobs/acre
40 acres@
1 job/acre
80 acres@
25 jobs/acre
360
'"
" 105
Im provement Value:
40acresxO.3F.A.R . x S15 s.!. x 60%
'" S 4 ,704,480
- $ 7,209 ,480
Tax Return: S7,209,480 x 0.0494 ( tax rate) -$
356,148
'"
Land valu e = +50"A.
Projected Assessed Value:
S2,004,000 x 150%
"" S 3,006,000
Improvement Value:
80 acres x 0.3 F .A.R. x SIS /d. x 60%
80 acres x 0.5 F.A.R. x SI5/s. 1. x 6ax.
; $ 9,408,960
= $15,681,560
; $28 ,096,560
Tax Return: 528 ,096,560 x tax base 0.0494
=
Land value = +75%
Projected Assessed Value:
S2,004,000 x 175%
Im provement Value:
40 acres x 0 .3 F ,A.R. x S 15/5. 1. x 60%
140 acres x 0.5 F.A.R. x S15/s. 1. x 60%
; $ 3,507,000
3500
Total Assessed Value
=
535,654,280
3720
Tax Return : $35,654,280 x .0494
=
S 1,761,321
40
40
-2000
•
Z
Acreage:
200
Total
20% warehousing
40 acres
: : : •:
" ~":':'~ ~ ¥.'".'~.;
,
" ""
" 1"/1;"
,
80 acres
~
~
I-
<
40 acres
"-Y" ;:i
'::~:' w ......o....'Y " ""
.:.:.. .
•••:.:
........ . . . ... ' .... / "~~
. . ..
I,-m
M
W
20% storage
••••••••
,' " j';'~":7 :
Total:
- $ 2,505,000
Total Assessed Value:
40% warehousing
80 acres
• • ind .. wy "...
r
'
200 acres
Land value = +25%
Projected Assessed Value:
$2,004,000 x 125%
Total Assessed Value:
2ax. warehousing
40 acres
40 acres@
5 jobs/acre
10% storage
20 acres @
1 job/acre
20 acres
140 acres
140 acres @
25 jobs/acre
200
T otal:
70% industry
, / I::
2440
•
;
200
20
$ 1,387,9 70
'" S 4,704,480
$27,442 ,800
=
I~
I: •
Acreage:
�In all, some 50 sites throughout the corrid or were
identified as being lik ely to change their land use
charac teristics in response to the construction of
the fre eway.
For co nvenience the 50 individual sites were amal gamated into six major "development areas" of
generally con tigu ous property and one "ca tch -all "
grou p of "other small sites",
The "development areas" are noted below and located on the map opposite.
1.
WELLS STREET INDUSTRIA L AREA
2.
M.P.A. LOCUST POINT EXPA NS ION
3.
PE NN CENTRAL CANTON YARDS
4.
CANTON /SEAG IRT LAN D FILL PROJECT
5.
BROENING HIGHWAY INDUSTRI A L
REDE V ELOPMENT
6.
FORT HO LABIRD INDUSTRIAL REDEVEL ·
OPMENT
7.
OTHER SMA L L SITES
The same procedure described in the "case stud y"
example ( 111.4.) was applied to each of the aggre-
gated "development areas" to project alternative
co rridor land use patterns. The resultant growth
in land value, employment and tax revenue associ ated with each land use con figuration was compu ted .
The three alternative Corridor Plans are summarized
in the foll owing section.
110
��FT. HOLABIRD
s
�cen tage increase in all categories, this is mainly
due to the comparat ively low level of activi ty on
the majority of the si tes at the present time.
c. analysis of alternative corridor plans
A LTERNATI V E COA AI OOA PLAN ONE
In order to determine the amount of "natu ral"
economic growth (e.g., not attri butable to the
construction of the freeway), and thus to provide
a " base condition" against which to compare the
other projections, a land use pattern was developed
assuming no exp ressway constructi on in the area.
While there was some growth in activity, and most
of the vacant land was absorbed, the pred ictions
refl ected three major constraints on development.
The con tinued congestion of Holabird and Broening
Highway in the absence o f links to th e expressway via Keith
Aven ue and Newk irk Street
A continued orientation toward waterfront activit ies
Lack of access to the expressway places potential
development sites at a disadvantage to those around
the Beltway when compet ing for manufacturing indus
try - especially when the areas of market expansion
are to the south in the Washington/Baltimore
Corrid or
The effect on development would be to maintain
rel atively low land values favoring low intensity
space-consuming wa rehouse storage and container
facilities with co rrespondingly low emp loyment
opportunities
LAND
VALUE
Piecemeal Development Patterns
Without severe pressu re on the land and lacking the
interest of a coord inating Development Corporatio n,
the panern of development would be spo radi c and
disjo inted w ith conseq uent inefficiency in the
utilizati on of land and City services.
The cumulative effect would essentially reproduce
present conditions where neg lect and lack of order
make sites less desirable .
VEIIAC.E
o
JOBS
TAX
REVENUE
BASEL-~~~~~~~~~~~~W
1970
200
1500 2000
The economic implications of these changes are
summarized below. Although there is a healthy per·
%INCREASE
6.005
113
��ALTERNATIVE CORRIOOR PLAN TWO
o nly 30 out of the planned 113 acres.
Th e construction of Segment 14 will remove many of
Much of the potentially valuable Penn Central and
Fo rt Holabird property is pre-empted for nonintensive use.
the restrictions on development identified in
Alternative Future One .
The facility will provide direct north and south
access to 1 as well as to 1
-95
·83. It will significantly reduce congestion on Broening High way
between the Western Electric Pl ant (the point of
access for the new Keith Street extension) to
O'Donnell Street and reduce traffic loads on the
HolabireJ/Broening intersection.
The projected growth indicated here is corroborated
by projections from other sources, specifically,
stud ies of the City Planning Department and the
employment projections of R.P.C.
Together with the completion of the City's street
improvemen ts to Newki rk , Keith , Leland and Vail
in Canton, and the construction of the recommended
industrial loop road in Locu st Point, the expressway will provide the transportation base for the
expansion of industrial activity throughout the
Study Area.
Although the construction of the expressway wil l
increase the probability of industrial growth, it
will not guarantee the efficient and orderly development of the area.
To be sure, co nsiderable expansion, growth and
change will undoubtedly take place (and the magnitude of that growth is indicated here). but much
of the potential return to the City will be lost
in the absence of a mechanism to promote, initia te
and control industrial development here and throughout the City.
LAND
VALUE
JOBS
The projected development pattern reflects this
lack .of coordinated action by assigning a considerable proportion of growth to storage and warehousing - the traditional uses of the area.
Since these uses are non-intensive, land values
will increase less dramatically and the number of
jobs created will be correspondingly fewer.
TAX
REVENUE
BASE~~~~~~~~~~~~~"
1970
1500
Although the M.P .A. plans for the South Side
Termin al landfill are assumed completed, the Canton-Seagi rt landfill is assumed to have grown to
%
INCREASE
6.001
115
��ALTERNATIVE CORRIDOR PLAN THREE
T he 'maxim um development' alternative is an opti ·
mistic projection of the best possible situation.
The assumptions include an effective, operating
Industrial Development Corporation with funding
and powers to acquire and hold land similar in
principle to the Land Bank proposal developed by
EOe and City Planning Departments and set out in
the EB S Economic Development Study· - but with
stronger emphasis on private sector participation
and promotion.
Such an Industrial Development Corporation should
have the following general capabilities:
1.
2.
I
To acquire, improve, develop and dispose
of land, buildings and oth er property.
To provide assistance to firms contemplating expansion, location, or relocation
in Baltimore.
3.
To engage in promotional and advertising
activities,
4.
To accept gifts, grants, and loans of
money, property and services,
5,
To make feasibility and economic studies.
6,
To make recommendations for improvements
of municipal facilities and services
affecting industrial sites in Baltimore,
7.
To help establish neighborhood economic
development organizations,
8.
To implement mortgage insurance financing,
to issue industrial revenue bonds, and to
execu te, purchase and sel l other evidences
of indebtedness,
· ' 'Strengtheninu Blltimore'. Indunrlll B_: ' eBS Management Con·
sult.,ts, April 19B9 .
117
�This Alternative Future assumes further that railroad consolidations will continue, the M.P.A.
Development Plan will be completed and the City
will complete the planned and necessary improvements to the street system and services concurrently
with the construction of the expressway.
Under these conditions the maximum development potential for the area could be realized. In addition
these projections differ from those in Alternative
Two chiefly in that they recognize the need and
possibility of attracting labor intensive, revenue
producing, manufacturing industry to the City.
While storage and warehousing is still accommodated
on the Penn Central Yards, it is reduced to the
estimated requirements of the M. P.A. operation
while the majority of the site is assumed to be
developed for industry served by road and rail rather
than water transportation.
The same is true for Fort Holabird, where manufacturing industry would be encou raged to locate at the
expense of less labor intensive operations. Throughout the area the results of promotion by the proposed
Industrial Development Corporation and priority City
investment in services would result in higher land
values, more efficient utilization of resou rces
physical and human, and a higher return on City investment.
The total number of jobs projected is about 3,000
more than the RPC projections-representing about 5%
increase in the total projected employment in the
area.
LAND
VALUE
JOBS
TAX
REVENUE
BASEL-L-L-~~L-~-L~~LU~~
1970
so
100
200
%INCREASE
118
6.009
400
600
100 1000
1500 2000
��Summary
The diagram opposite summarizes land use projections
made for each 'development area' and illustrates the
sign ificant increase in returns accompany ing a shift
from traditional storage and warehousing activities
to industrial development.
The diagram on this page demonstrates the components of the projected economic growth in relation
to planning and construction of the freeway_
The fi rst, the 1990 "null-alternative" essentia ll y
describes the "natural" as opposed to expressway
"induced" growth in industria l act ivity in the
Corridor.
COMPARATIVE DEVELOPMENT LEVELS
The second, Alternative Corridor Plan Two. indicates
approx imately the amount of development that wi ll
be stimul ated by the construction of the expressway,
in addition to "natural" growth.
T he third, Alternative Corridor Pl an T hree, is an
assessment of the extra development that could be
generated by the application of integrated planning
policies, joint development projects, and the
creation of an effective, responsible Industrial
Development Corporation.
LAND
VALUE
JOBS
TAX
REVENUE
BASE~~~~~~~~~~~~~••
1970
%INCREASE
~
m
_
120
6.01 1
NATURAL GROWTH
HIGHWAY INDUCED GROWTH
COORDINATED DEVELOPMENT BENEFITS
I
�ALTERNATIVi PROJECTED
LAND USE DISTRIBUTION
FOR 1990
ALTERNATIVE ONE
_ Null AII" nIIli ... in
.... nt 14
ALTERNATIVE TWO
s.g,
KEY
Distribution Of land
Use AI E.:h Si l'
~
SITE 1
WELLS STREET
- RoMl CO
mtruclMl but with
Minimum Coordinlltion , No Joint
o.-..Iopment and No Intogr.tion
with Other Agency Plenni"911nd
o.-..Iopment PrOilOMII
••
••••
54 ;00.
$70,000
$72,500
, •• , ..",n
'&>1 ," urn
SITE 2
MPA'
115
EXEMPT
'"
68 ACRES
30 ACRES
- RoMl ConWucted Aa;:ording to
• Cor ridot o.-..Iopmen\ Plln
with Ma .. imum Coordinnion of
Joint a....lopmenl
750 jobs
$430,000
.&>1 ' eturn
'"
EXEMPT
EXEMPT
2,440
3,720
$356,000
$1,388,000
$1,761,000
17
30
$67,000
17 ACRES
$ 127,000
30 ACRES
$829,000
50
'.<'60
'.300
....000
5695,500
$858,000
1,920
2, 112
5.0<0
$111 ,500
$708,000
$2,164 ,000
...
...
960
$53,000
563,000
$459,000
5,B29
11,998
$3,054,000
56,501,000
SITE 3
PENN -C ENTRAL
204 ACRES
SITE 4
CANTON / SEAGIRT LANDFILL'
SITES
BROENING
HIGHWAY
113ACRES
50 ACRES
SITE 6
FORT
HOL AB IRD
ACRES
SITE 7
OTH ER SITES
4B ACRES
TOTA L
JOBS
T AX RETURN
$751,500
While the site now supports mo re than 17 jobs, a consinent standard of
one job per ac:;r e was applied in deri~ingemployment figu res for open
stOfagl! sites, Thi s results in a conserva t iw Htimalt o f e mployment
potential.
6,012
121
�Related Econo mic Benefits
T he indicators selected to measure the range of
development possibilities - tax revenue, land
value and jobs - are by no means inclusive. For
instance the proportion of the wages and salaries
earn ed by employees that is spent in the City can
be computed. Likewise the manufacturing indus·
try will generate a demand for special support
industry and services thus creating more jobs
and con tri buting to the flow of money into the
total City economy.
industrial development.
d. investment costs and returns
These benefits are not without certain costs .
T hese include (1) the loss of land for Right-of-Way
and (2) the cost to the City of providing services
to support the anticipated growth of industrial
activity.
1. land requirements for Segment 14
A U.S. Chamber of Commerce Study, based on
ana lyses of ten commun iti es illu strated the im pact of 100 new factory workers on each com munity in the following manner:
"J ust 100 new factory workers mean:
- 296 more people
- 112 more households
- 51 more schoo l children
-$590,000 more personal income per year
-$270,000 more bank deposits
- 107 more passenger cars registered
- 4 more retail establishments
-$360,000 more retail sales per year"
A simil ar study, conducted by the Missou ri Division
of Resources and Development, estimated the impact
of a new plant employing 150 male employees in basic
industry:
-Plant investment of $390,000
- Annual payroll of $539,400
- T he creation of 1,200 secondary jobs
- The sale and service of 431 automobiles
- The need for nine new school rooms
-Property subject to taxation with assessed
valuation of $1,972,686
- Need for 48 additional professional fIlen
- Rail freight revenues of $1 10,000 annually
- Food sa les of $469,637 annually
Cl early these benefits, derived from this "spin -off,"
are proportional to the amount and type of the new
122
The taking of land for expressway right-of-way will
be minimal. Assuming that the harbor crossing wil l
be by means of a bridge, the entire length of Segment 14 will be elevated on structure in order to
allow the continued operation of railroad facilities,
and the possibil ity of industrial development.
The approaches to the bridge, crossing the Penn
Central Yards on the East and M.P.A ., Beth lehem
Steel Corporation and the Naval Reserve on the West,
are between 40' and 100' above the ground allowing
ample clearance for a wide range of operations to
be carried on.
Column footings would require some space, but the
span lengths, 80'- 300', and the verti cal clea rances contemplated should ensure minimum physical
restrictions on site deve lopment.
In constructing the bridge, the ma jor effort wil l
be concentrated in the largely under-developed
Penn Central Yards and the Naval Reserve property.
There will be some disruption to existing operations
during the construction phase, but this could be
programmed to minimize conflict and could be carried
out concurrently with the reorganization and reloca·
tion of affected propert ies .
Thus, although th e preliminary construction time
table cal ls for four years to complete the Segment
(and the bridgel. a phased program would ensure
that the disruption to operations would only occur
�in one place at a ti me and for a minimum length of
time.
Annual Ta x
Revenue
from
Projected
Development
Magnitude of
Public Investment
Supported by
Returns fro m
Projected
Development
lI. lt . Fut . 1
$ 75 1,000
$ 5,920,000
AIL Fut. 2
$3,054,000
$49,600,000
Alt . Fut. 3
$6,501,000
$93,000,000
2 . City costs and Capital Investment
Capital investment s, often of considerable magni tude, are requ ired in pub lic imp rovemen ts to provide supporl for futu re d evelopments. Investment
dec isions made in the public sector d irectly affect
private invest ment decisions; furthermo re, public
investment decisions are made largely on the same
cost/ benefit basis as private investment d ecisions.
T ha t is, an investment is considered justifi ed when
the projected benefit (retu rn ! matches or is
greate r than the magni tude of the investment.
However, un like priva te invest ment decisions, public investment decisions also take into account
soc ial benefits which accrue as a resu lt of pub lic
act ion. These take t he fo rm of more jobs, improvement of the physical environment and upgrad ing the
standard of living, all of which contribute to the
well -being and stab il ity of the City.
I
T he City, recogniz ing the potent ia l of the Dundalk /
Canton area, has al ready demonst rated its intentions
to support industri al development here.
As indicated in the Capital Improvement Program,
the City is already comm itted to an investment of
$17,073,656 in the area . While the la rgest single
improvempnt is a water ma in und er the harbor
($ 11,391,000) whose benefits accrue City -w ide, over
$-6 million in sewer and local circu lation imp rovements are earmarked spec ifica lly fo r Dundal k/Canton.
Stated another way, bonds o f the magn itude ind icated
in Co lumn B could be amort ized (6% for 30 yea rs!
from the projected return shown in Column A.
Wh ile the d evelopment potential alone supports in·
vestment dec isions that would provid e the pub lic
improvements (sewage and local circulation! needed
to real ize part of this potential, the provision of
the 1- 95 Harbor Crossing, supportab le itself from
user-benefits, allows the max imum benefit to the
City to be gained.
Seen purely in terms of an investment decision, the
retu rns to be rea lized by the City (including tax
revenues and new jobs as well as associa ted social
and env ironmental benefits) far exceed the costs of
the 1 95 Harbor Crossing and other program med pub lic
improvements.
Should these public actions be supported by the
coord inated efforts of d ecision-makers on all levels,
pub lic, quasi-public, and private, pu b lic investments of the foll ow ing magn itude can be supported.
123
�CAPITAL IMPR OVE MENTS SCHEDULED FOR THE CANTON /DUNDA LK A REA - 1970-1975'
Department
Completion
or A gency
Date
Highland Avenue Branch of
Division of Waste
1974
S
the East low level I ntereeplor
Water - Sanitary
Sewers
1970
$ 1,123,000
1974
s
197 1
$11,391,000
1971
S 1,000,000
Project
Project No.
348
351
Elltension of Canton Trunk
Sewer - Newgate Avenue
do .
Total Cost
526,656
Branch
367
Clean and Line Highland
Division of Water
63,000
Avenue Water Main
370
72" Under Harbor Water
do.
Main
386
Keith Avenue and Connections
Bureau of Engineer ing;
Division of Highways
Newkirk Street to Broening
Highway
392
Leland Avenue/Newgate Avenue
Clinton Street to Newki rk Street
do.
1972
S 1,330,000
395
Newgate Avenue, Newkirk Street
to Vail Street
do.
1973
S
480,000
Newkirk Street - Newgate Avenue
do .
1973
$
380,000
do.
1975
S
780,000
397
to Keith Avenue
404
Vail Street - Newgate Avenue to
Keith Avenue
TOTAL COST :
• Baltimore Depanment of Plannin9 , BilUimore's Development PrO(p"lIm
124
The Ne ill Six Yean, 1970- 1975 , June, 1969 .
$17,073,656
�Summary
The need for industrial growth in Baltimore is clear
and unquestioned. It can be summarized in two words jobs and taxes. The residents of the City need a
diversified choice of appropriate job opportunities
while the City needs to maintain its dwindling tax
base.
The need to meet these objectives has been the fre quent subject of public statements and planning
reports.
I
I
I
I
"There can be little doubt ... that in Baltimore,
where the economic base is so firmly rooted in industry, its continued expansion must be a major objective of public policy. It also seems clear that
the City must take affirmative action to obtain for
itself an adequate portion of the region's growth. "*
The expressway system and, in this case, the 1- 95
Harbor Crossing, could act as a catalyst for industrial renewal and expansion, but without the provision of an effective coordinating mechanism, able
to bridge the gap between private capital and the
necessary city coordination functions, the opportunity will almost certainly be lost.
Such a mechanism could be forged by combining the
talents of EDC, GBC, HCD, and Charles Center/ Inner
Harbor Management.
Thus, while it can be demonstrated that the transportation benefits alone justify the construction
of the 1- 95 Harbor Crossing it is a central finding of this section that the full economic potential
of industrial development in this area can only be
realized by construction of the expressway.
The elegant and successful Charles Center Renewal
Project was developed in response to the recognition
of the need for a strong CBO/ Regional Core, and it
now provides an appropriate focus for regeneration
of the City's downtown activities.
The administration of Charles Center, and the sub sequent Inner Harbor Renewal Project, is in the
hands of a special quasi -public development agency,
Charles Center/ Inner Harbor Management, which ful fills a critical coordinating and promotional role.
The City has created a special agency, the Economic
Development Commission (EDCl. charged with the
task of relocating industry in the City in the face
of increasing competition from suburbs.
Other groups and public agencies with important
development capabilities include the Department of
Housing and Community Development (HCD) and the
Greater Baltimore Committee (GBC).
'Expanding B.ltimore's
Indu$lrill!..B~e,
City Planning Department. 1960 _
125
�JOINT DEVELOPMENT POTENTIAL
�7.001 Locust Point (Illustrative Sketch)
introduction
The purpose of this Section is to present joint
development planning and design concepts wh ich
respond to the issues identified in the preceding
sections.
T he issue analysis has involved:
1. A description of ex isting conditions (Section
4 ).
2. A descript ion o f projected physical and environ mental changes within and adjacent to the high way corrid or assoc iated with each altern ative
alignment (Section 5).
3. A description of the wid er econom ic impacts of
Segment 14 upon patterns of industria l development throughout both the corridor and the
metropolitan area. (Section 6).
127
�The joint development concepts presented here are
deliberately cast in schematic form and are intended to be the basis for discussion between com munity residents and property owners, city agencies
and h ighway planners at the Po in t 3 Conceptual
Review.
Although the Concept Team's planning responsibi li ty
for Segment 14 ends with the publica tion of this
report , it is assumed that the initial Corridor
Development and Roadway Design concepts presented
here w ill be ca rried forward to the preparati on of
detailed desig n and finan cial feas ibili ty studies.
As t o future development, the initial concepts proposed in th is report should form the basis of the
final Corridor Development Plan. Final planning
shou ld proceed to the extent t hat community support
for various joint development proposals is generated at the Conceptual Review.
SECTION 4
Area Description
Social Profile
Economic Profile
Community and
Industrial Development Issues
SECTION 5
Corridor Locatio n Studies
Alternate Roadway
A l ignments
Highway Impact St udies
SECTION 6
Economic Develop·
ment Stud ies
Corr idor land Use
Patterns
128
SECTION 7
Joint & Collateral
Development Opportunities and Design Concepts
�7 .002
project areas
To date, four project areas have been identified
where joint public and private action could promote appropriate redevelopment patterns. It is
anticipated that other redevelopment wi l l be undertaken throughout the Corridor w ith purely private
investment.
The project areas are :
1. Wel ls Street I ndustrial Rehabilitation and
Ri ver side Park Join t Development;
2. Locust Poi nt Neighborhood Rehab ilitati on;
3. M.P.A . Development Proposa ls and the reorganization of Con taineri zation Faci li ties;
4. Canton/ Dundalk Industri al D evelopment.
In addition, Fort McHen ry is cove red under a separate subsection due to the unique significance o f
this historic momument. ! Fort McHenry : Jo int
Development Proposals for a National Monument).
129
�wells street industrial
rehabilitation riverside park
joint development
area descripti on
Th e southern edge of the South Baltimore Com-
munity is defined by a comp lex of industrial
buildings along Wells Street and by Riverside
Park .
The indust rial buildings house manufacturing facili -
ties requiring both rail and road access, and a
group of part ly empty loft buildings. There are
also twelve residential units immed iately adjacent
to the loft buildings, south of Wells Street.
Riverside Park , which is surrounded by row homes
on all but its southern edge, serves the major
130
recreation needs of South Baltimore and has a
swimm ing pool, basketball and baseball facilities.
T here are also tot lots fo r smal l chi ldren around
the edge of t he park close to the houses.
Immediately south of the ind ustri al complex and
the park are the B & OIC & 0 railroad yard s.
Presently, trucks serving Well s Street indu stries
use local residential streets, chiefly Light,
Charles, Williams, Barney and J ohnson, in addition
to Wel ls Street itself.
This heavy truck traffic causes disruption through ou t the ' Hill' community and adds to the deteri ·
oration of both th.e housing stock and the shopping
facilities along Light Street.
A further negative impact on the residential environment is the B & OIC & 0 plan to consolidate
its marshal ling yards in the Locust Point area and
repai r trackage immediately south of Riverside
Park.
�the impact of the freeway
The freeway corridor, as defined in Section 5,
includes the southernmost industrial buildings
and passes within 200' of Riverside Park . However the recommended roadway alignment retains
the structures and passes 500' south of the
park.
I
I
I
Proposed freeway access at McComas Street and
planned improvements to the Hanover Street
Bridge will increase the accessibility of the industrial
sites and thus the probability of their rehabilitation
or renewal.
However the freeway's proximity will also have
an unfavorable environmental impact on the homes
closest to it, especial ly those around the south
end of the Park where the noise level will increase.
The Park itself will al so be affected by freeway
noise and visual intrusion.
131
�The following Joint Development proposals therefore seek to maximize the development potential of
those facilities in or adjacent to the highway
corridor and to minimize negative environmental
impacts of the freeway.
The major objectives are as follows:·
1.
2.
3.
1
Improve the local street system.
Minimize the acoustical and visual impact of
the freeway on the residentia l community and
Riverside Park.
Provide for the rehabilitation of the Wells
Street Industria l Complex.
IMPR OVE THE LOCAL STREET SYSTE M
A central problem in the area is the inadequacy of
the local street system. Providing for both the
freeway and rehabilitation of industrial property
in the area will on ly compound this problem unless
a satisfactory separation of industria l and residential traffic can be achieved .
By connecting Wells Street westward to Hanover,
industrial traffic could be diverted from the
neighbo rhood streets.
These streets could function solely for local
neighborhood service and become a focus for a community redevelopment effort.
132
7 .005
�2
MINIMIZE THE ACOUSTICAL AND VISUAL
IMPACT OF THE FREEWAY FOR THE RESI DENTI A L COMMUNITY AND RIVERSIDE
PARK
F rom an acoustical standpoint, preservation of the
large loft buildings along Wel ls Street is high ly
desi rable since they shield the neighborhood from
noise generated by the freeway.
Howeve r, these buildings do not form a continuous
barrier, and preliminary acoustical surveys indi-
cate the need to provide additional noise protection as part of the expressway structure .
Further east, opposite Riverside Park, the noise
problem generated by the freeway will be com-
pounded by the increased proximity of relocated
B & Ole & 0 tracks and the increased activity in
the ya rds themselves. In addition the freeway
structure will visua ll y dom inate the southern part
of the park.
Although acoustic protection may be provided on
the freeway structure, an additional Joint Development project is recommended, utilizing vacant land
between the B & OIC & 0 tracks and the southern
edge of Riverside Park approximately along the line
of an extended Wells Street.
Consistent with the provisions of PP M ~ 29 ~ 1 this
land should be included in the highway right-ofway and developed as an extension of the pa rk
facilities.
The design objectives would be to both increase the
utility and usability of the park with specific
recreation facilit ies and to provide, through
screening and planting, additional acoustic and
visua l protection from both the freeway and the
B & OIC & 0 yards.
133
�3
PROVIDE FOR THE REHABILITATION OF THE
WELLS STREET INDUSTRIAL CO MPLE X
The Wel ls Street sites already lie close to the
Central Business District, the Inner Harbor Renewal Project and Charles Center Renewal Project
from which a large number of businesses are being
displaced .
The construction of Segment 14, with access to
the freeway via McComas Street ramps, will greatly
increase accessibi lity to the area .
Presently there are tight industria l and storage
act ivities in the complex and the buildings, though
old, are basically sound.
In 1969, EB S Management Consultant, Inc., selected
a five sto ry vacant loft structure as a case study
for rehab ilitation . The resu lts, based on then
cu rrent conditions, indicated a ma rginal return on
rehab il itation costs fo r the 450,000 square foot
structu re. However, with improved access to the
freeway , Wells Street improvements, and the tota l
comp lex of buildings treated comprehensively, reha·
bilitation may prove to be more profitable.
7.006
T he EBS Study recommended that a growth ind ustry
be chosen as tenant, but additional consideration
should be given to the possibi lity of relocating
small businesses displaced by the various renewal
and freeway projects affecting the inner city.
Rehabilitation of the complex shou ld provide a
central parking and transportation terminal.
Sufficient parking provision cou ld eliminate the
need to use neighborhood streets.
By consolidating trucking and rail service in a
common load ing and transfer shed, costs cou ld be
shaved between users.
134
7 .1)07
�u
_
_______ _
___
----__
7 .008
7 .009
7.010
""1'0 __( I_"~~~'DS
• f--l •
1-95
--------------- - -------
---
Wells Street Industrial Development
Sectio n A-A
Sectfon 8-8
135
�7 .0 11
locust point neighborhood
area description
The Locust Point community is totally surrounded
by the B & Ol e & a Railroad. The Railroad defines
the boundary between the neighborhood and industrial land on all except the northern side, where
road access has been maintained to service the
industries. T he result is a pattern of mixed industrial and residential use with truck service to
industry on local streets.
Latrobe Park serves the Locust Point community,
providing both active and passive recreational
facilities for all age groups. The characteristic
high-density row housing eliminates play areas in
the immediate vicinity . Community representatives
136
would like to see Latrobe Park facilities expanded
to include an open air skating rink and the devel·
opment of children's play spaces within the neighborhood .
Neighborhood commercial facilities are not adequately meeting the needs of residents. The neigh·
borhood must rely upon facilities outside the
immediate area for shopping and community activities.
Residents have expressed a desire for neighborhood
shopping faci lities within 'the Point'.
Fort Avenue is a major local distributor serving
the Locust Point neighborhood, the adjoining indus·
tria l areas and Fort Mc Henry, The increasing volume
of tru ck traffic on this street is clearly in con·
flict with the residentia l environment and the
street's function as an approach to a national
monument.
�development objectives
I.
MINIMIZE TRUCK TRAFFIC ON NEIGHBOR·
HOOD STREETS
Increased industria l activity in the area, resulting from construction of the expressway, will place
an additional burden on Fort Avenue unless an alternative route for heavy truck traffic is provided.
T he construction of an Industrial Ring Road linking
Key Highway , McComas and the expressway wou ld
allow the removal of virtually al l industrial traf·
fic from Fort Avenue east of Lowman Street.
Much of this Ring Road is in existence as a private
street linking North Side Terminal to the Fruit
Pier. In order to complete the link, some 1500' of
new road would be required to link Key Highway
along the north side of t he peninsula. The remain ·
der would also need resurfacing .
7.012
Present Truck Service
There are two options for implementation of this
proposal. T he street could be constructed by the
M.P .A. as a private service facility. with advan tages of secu rity and the restriction of use solely
to port-oriented operations.
Alternately, it could be designated a public street
and, being a continuous loop , could become part of
the City 's central system, eligible for 50% Federal participation under the Topics Program.
7 .013
Proposed Industrial Loop Road
137
�2
THE PROVISION OF IMPROVEO ACCESS TO
LOCUST POINT ANO FORT McHENRY
Consistent with the removal of heavy truck traffi c
from residential neighborhoods and the entry to
Fo rt McHenry. more direct access to the Freeway
witl greatly benefit both the residents o f Locust
Point and visi tors to Fort McHenry_
As presently planned, traff ic between 1-95 and Fort
Avenue will follow a circuitous and confusing
route. Traffic leaving 1-95 would fol low exit
ram ps to McComas Street. then turn north onto Key
Highway. proceed under Fort Avenue. turn south on
Lawrence Street, then east on Fort Avenue. Traffic
from Fort A venue to 1-95 wou ld reverse this pro-
ced ure.
This local circulation pattern will increase safety
hazards, impact th e residenti al quality of
Street, and confuse visitors to the Fort McHenry
national monument. T o avoid these problems, ramps
could be built from Key High way to Fort Aven ue to
provide more direct access. Tru ck traffi c could be
proh ibited from Fort Avenue eastwa rd except for
service and essen ti al uses.
It is also contemplated that the landscaping of
Fort Avenue would be en hanced and new street furniture introduced. The street could then function as
a landscaped approachway to Fort McHenry.
ADDITIONAL
RAMPS TO
FORT AVENUE
BETHLEHEM
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138
7 .014
Improved Access from the Freeway to the Locust Point Community and Fort McHenry
�3
JOINT OEVELOPMENT OF MAJOR RECRE ·
ATION FACILITIES ANO THE EXPANSION OF
LATROBE PARK
As noted in Section 4, Latrobe Park is the only
significant public open space and recreational
resource in the neighborhood. I t is an object of
considerable community pride and affect ion.
Depending on the specific roadway alignment chosen.
the park will be affected to a greater or lesser
extent by the construction of the freeway (see
Section 5).
If the northern alignment is chosen, not only w ill
existing recreation resources be taken, but the
level of the acoustical impact on the ad jacen t
school and neighborhood will also be considerabl e.
The recom mended sou thern alignment wi ll not displace any recreation facilities, but the visual
and acoustical impacts o n both the park and the
school, although less serious, will requi re remedial
action.
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LOCUST POINT NEIGHBORHOOD
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Further study of the impact on the school fac il ity
is recommended elsewhere in this report (Section
5), but it is clear from preliminary stud ies that
protection for the park envi ronment could
take the form of an acoustica l barrier constructed
as part of the elevated freeway structu re, and the
addition of landscape elements to the southern
edge of the park .
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CONTROLLED
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EXISTING
PLAY FIELDS
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7 .015
In addition it is proposed that the lOBe and City
respond to the stated plans of the neighborhood
resid en ts and participate in the development of
additional recreation faci liti es under the pro visio ns of PPM 29-1.
SOCCER PITCH
1
INFORMAL
PLAY AREA
Latrobe Park Expansion
139
�The recreation facilities could be developed
along the southern edge of the bank, in conjunction with the proposed landscaping and on the site
currently occupied by the Fort McHenry Lumber
Company immediately to the ~ast of Andre Street_
The lumber company appears certain to be relocated
since federal regulations prohibit the storage or
manufacture of inflammable material under interstate facilities. However, the freeway will pass
over the site at an elevation of approximately
70 '--80 ' with a minimum of space required for column footings.
-
Specific facilities under consideration by the
residents are an open air skating rink, a covered
play area and additional ball diamonds.
In conjunction with construction of the proposed
industrial loop road (objective 1) and the provisional access ramps from Fort Avenue to Key
Highway (objective 2), Andre Street could be closed
to through traffic and become a service road to
the nevoJ facility and the proposed neighborhood
shopping center (objective 3).
140
7.016
--
•
�4
DEVELOPMENT OF ADDITIONAL NEIGHBOR HOOD COMMERCIAL FACILITIES
T he comparatively small size of the popUlation
and isolation from the rest of South Ba lti more has
restricted the growth of commercial facilities in
the neighborhood.
However, growing personal income, increasing num-
bers of visitors to Fort McHenry and the proposed
extension of latrobe Park 's forma l recreation
facilities - the skating rink - could lead to in clusion of commercial faci lities in the redevelopment of the F art McHenry Lumber Company site.
141
�5 DEVELOPMENT OF SMALL SCALE LAND ·
SCAPE AREAS IN THE RESIDENTIAL NEIGH·
BORHOOD
The amount of physical rehabilitation required for
individual houses in Locust Point appears to be
small since the majority of the structures are in
good condition. Effarts to upgrade and improve the
overall environment should therefore be concen-
trated in outdoor spaces - the street, playgrounds
and public areas.
The development of small scale landscape areas
throughout the neighborhood would serve this and
other needs. Firstly , they CQuid be designed and
located at the edge of the community to form a
buffer between industrial and residential uses.
Secondly, they cou ld be located at strategic sites,
perhaps at closed streets (where they would provide
a natu ral element in an env ironment dominated by
hard surfaces and harsh textures - concrete, steel ,
brick and perma stone). Thirdly , much needed preschool playgrounds could be provided nearby for
young children and older people who presently must
cross Fort Avenue to Latrobe Park.
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142
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7 .020
Recreation Facilities
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143
�6 RELOCATION OF N ON-CONFORMING USE S
FROM THE NEIGHBO RH OO D
A number of trucking companies and small industrial
firms are in operation around the fringe of the
residential area, particularly on the west and
north. These operations, and partjcular ly the truck -
ing terminals, generate considerable truck traffic
along otherwise quiet residential streets and
cause parking problems.
They are, wi t hout exception, poorly maintained
with large areas of open storage, junk, broken
veh icle pa rts and unsu rfaced pa rking areas; in
short, they are ugly, psychological ly depressing.
and unacceptably close to the housing area.
Residen ts of the area have proposed several zo ning
changes which wou ld designate most of t he Locust
Point neighborhood as a residential use district .
Ad opt ion of t hese proposals wou ld be a necessary
fi rst step in the phasing out of most of the ex ist ·
ing industrial uses.
7.021
144
��a neighborhood development plan
for the locust point community
While the construction of Segment 14 will greatly
benefit the development of industry throughout the
corridor, the negative environmenta l effects on
the Locust Point neighborhood will outweigh the
advantages of increased accessibility for residents
un less steps are taken to minimize noise and visual
intrusion and to develop joint development projects
relevant to community needs.
Th e drawing opposite summarizes in graphic form
the proposals outlined in this section, but it
should be emphasized that the effects of the pro·
posals are largely cumulative. Anyone of the concepts cou ld make a sign ificant contribution to the
improvement o f the residential environment , but
taken together they represent the basis for a con ·
tinuous communi ty developmen t program.
A central objective of ongoing highway planning
studies and city action in this area shou ld be the
development, in conj unction with emerging community organizations, of a comprehensive program
o f actions to strengthen and rehabilitate the
neighborhood.
Even though the construction of Segment 14 is not
scheduled to begin until 1976, the jo int development planning effort leading to the fi nal Corridor
Development Plan should proceed as soon as possible.
Thi s wou ld permit implementat ion of jo int development projects which respond to ex isti ng and anticipated problems o f the Locust Point community well
in advance of actual highway constructi on.
146
7 .023
�7 .024
Neighborhood Development PI an - Lo cust Point
147
�7.025
Newly Acquired M.P A. Sites
mpa development proposals
and the reorganization
of containerization facilities
T he MPA has recently acq u ired, for S3. million,
43 acres of land fro m B & OIC & 0 at the eastern
end of the Locu st Point penin sula.
The northern porti on o f th is land w ill form th e
'back up ' area fo r th e recentl y renovated Locust
Po int Marine Termin al; the southern pa rt w ill be
devel oped as a land fill project to provide a two
berth conta iner and conven tiona l general ca rgo facil ity, and for the steel pier' displaced by the Inner Ha rbor
Renewal Pro'ject. Both development areas will have
direct access to the 1- 95 Harbor Crossing at McComas
Street via the proposed industrial loop road.
148
�mpa and the growth of containerization
I
A factor contributing to M.P.A.'s decision to develop
the south side for containerization was the increasing
demand for container handling facilities and the gl owth
of trans-Atlantic container traffic. Presently Baltimore's
container hand ling operations are scattered throughout
South Baltimore, located in relation to waterfront and
I
rail connections - Penn Central, Dundalk 1V1arine T er-
minal, Sealand Terminal, Port Covington, and the
proposed South Side Terminal.
The development of the South Side of L ocust Point,
concurrent with construction of the 1 95 Harbor
Crossing, opens the opportunity for integrated
planning of future container operations in the
port of Baltimore.
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Completion of the 1-95 leg of the 3-A freeway
system has two major impacts on port facilit ies.
1. It will pass close to, and provide access
between all the major container handling
facilities, present and proposed, in the
Port.
2. It will provide direct access from these
individual terminals to the metropolitan
and regional area as wel l as to the whole
Eastern Seaboard via 1-95.
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To further capitalize on this lin kage, the Penn
Central site in Canton/ Dundalk could be used to
develop a centra l container stripping and stuffing
facility to serve the major water, rail and road
container hand li ng operators throughout the area .
.I
7.026
149
�7.0 27 Illustrative Sketch (not neceua rily reflective of M.P .A:s future facility)
southside container terminal
ing the site area.
Except for the extreme northwest corner, the MPA 's
proposed container development area lies well to
the south of the highway corridor. Development of
the site, and access to the north side of the penin·
sula, w ill not be affected by construction of the
freeway .
For instance, a massive two berth conta iner termina l,
comprised of a container stack, consolidation shed,
equipment maintenance shops, and ad ministrative
offices, can be designed to efficiently handle four
million tons of cargo per year, on a 29 acre site.·
Put another way, the entire container throughput of
the Port of Baltimore for 1969 could be handled
through the South Side Terminal - without increasing the site area .
However, it was noted that the back up area planned
for new berths wil l be lim ited in terms of futu re
expansion by the Fruit Pier to the east, and McComas Street and the B & Ol e & a tracks to the north .
Recent technological developments in container
handling have included a multi ·level stacking facility
similar in concept to an automated parking garage.
Such a faci lity may prove necessary in the future
to accommodate increased throughput without expand ·
150
• A report for Conlainet"porl Dellelopment Cor portlt ion prepared by
Persons, Brinckerhof( Quade and DOugtM. Inc., New York
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7.028
15 1
�joint use of freeway construction fill
Construction of the freeway, and especially the
Fort McHenry Bridge, will provide considerable
quantities of good quality fill material. The
amount will be greatly increased if the anchor
piers for the bridge are buried, in order to lessen their visual impact on Fort McHenry.
Although the construction schedule for the freeway (starting work in 1976) will not allow this
material to be used in construction of the MPA's
South Side land fill project (due for completion
1972-3), the material will be available for other
projects in the area. While the MPA itself could
use the material at Hawkins Point it would be
cheaper and more convenient to dispose of it in
the immediate vicinity of the bridge construction
sit e. Under these circumstances the MPA may con·
sider expanding its development program, or
another waterfront user, perhaps at Port Covington,
could develop a project to take advantage of the
situation.
152
7.029
�canton / dundalk
industrial development
The site is particu larl y attractive since it has
fr ontage on to Newkirk and Clinton Streets, both
of which have direct access to the freeway system.
The Clinton Street access to 1-83 north avoids th e
co ngestion around Broening Highway and O'Donnell
cu t-off.
I n Section 6, four major "development areas"
were identified in Canton/ Dundalk. Of these only
the Penn Central property falls within the highway
corridor; but development of all four areas is
The freeway passes over the southern portion of
the "deve lopment area" at an elevation of 100'
to 75'. There wi ll be footings for columns supporting the bridge structu re and the anchor pier, but
spans of 300 feet are contemplated so that amp le
room will rema in for the construction of buildings
and the operation of industry under th e expressway.
dependent to a greater or lesser degree on construction of the f reeway and completion of complementary
Ci t y Cap ital I mprovement projects.
penn central railyard development
D
As noted in Sections 4 and 6, there has been a discernible change in the attitude of railroad landowners
over the past few years. Ind ications are that such
large parcels of land will be coming into the land
development market in the new few years.
This site occupies a strategic location behind the
Canton waterfront and the recently acqu ired MPA
Piers 1 and 2.
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T he MPA has al ready pu rchased some land from Penn
Central and 23 acres are on short term lease to
U. S. Steel for assembly of section for the Bay
Bridge.
Under these circumst ances, it is likely that
the whole site will be redeveloped before
the end of the design period.
In Sect ion 6 a number of land use projections were
made for this site. All con temp lated a mix of
water o ri ented faci lities - possibl e storage and
warehousing w ith manufacturing industry.
T he maximum development plan illustrated here en visions 70% industry including a container str ipping
and stuff ing faci lity to serve the who le Port .
7.030
'53
�fort holabird redevelopment
and broening highway industry
The 240 acres made avai lable by the release of
Fort Holabird will have a profound effect on renewal of industrial activity along both sides of
Broen ing Highway_
The present users, chiefly Lever Brothers, American Standard, General Motors and Western Electric
have all developed their existing sites to the
fullest extent, and General Motors has already ex pressed interest in expanding its operation into
Holabird.
T he release and subsequent development of Fort
Hol ab ird could lead to significant shifts in
land use patterns, for instance - assuming that
General Motors expanded across Broening Highway,
the open vehicle sto rage presently located to the
east of l ever Brothers would no longer be needed and could be made avai lable for industrial development.
The development of Fort Holabird into an industrial
park shou ld have as its objectives:
1. Provision of attractive sites for a high proportion manufacturing industry (since it provides greater tax revenue and more jobs than
storage.)
2_ Development of an internal circulation system
and major access points compatible with the
new uses.
3. Mass T ransit stop on Dundalk Avenue.
4. Prevention of further po ll ution of Colgate
Creek.
154
7.031
Fort Holabird Development Potentia l
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The City Planning Department is preparing a number
of alternative plans for the development of Fort
Holabird. Preliminary layout for an industrial
park is published here.
I
Although projected employment is somewhat higher
than that developed by UDCA in Section 6, the plan
reflects the objectives outlined above and preliminary studies seem to confirm the inherent suitability of the site for industrial development.
•
The Mass Transit line locetion shown here is nOI an adopted roule.
155
�sealand container facility
The present Sealand container facility is split
between a 17 acre land fill site at the base of
Newkirk Street and a smaller site at the intersection of Newkirk and Holabird Avenue_Expansion
is limited by lack of storage space for containers
but the Canton Company, from whom the present site
isleased, intends to complete an ambitious 113
acre land fitl project adjacent to the present
Sealand berth .
However, the high cost of su itab le fill material,
and the relati vely low level of industrial land
uses in the area has made fill operations uneconomic for the present and the project is proceeding at a slow rate .
In Section 6 the projected growth of economic
activity following construction of Segment 14
assumed the acceleration of this project.
A further stimu lu s could come from the construction activities themselves. The excavation for
the bridge crossing of the Harbor will yield a
considerable amount of fill material which could
be conveniently and cheaply moved down Newkirk,
or by rail car on Penn Central tracks to the Canton landfill project area.
In the land use projections for this site, containerization has been assumed to be the predominant use in the " minimum alternative."
However, with unequ alled access to 1
-95 via the
proposed new city streets (Vail, Keith and Newgate). and the Newkirk ramps, together with water
frontage and rail service, this land fill project
could become a major location for either new in dustry or the expansion of surrounding users.
156
�7.033
fort me henry: joint development proposals for a national monument
�introduction
Fort McHenry is a national monument owned and
maintained by the National Park Service of the U.S.
Department of Interior. It is located at Whetstone
Point. the eastern extremity of Locust Point. On
this 43 acre site there are three structures: the
Fort itself, a visitors center, and a maintenance
building complex, as well as parking facilities
and walkways.
historic significance
In the early development of colonial America,
Baltimore served as a major commerce center. The
geographic location of Baltimore at the interface
between shipping from domestic and foreign ports
and major routes to the North, West and South made
Baltimore a strategic military objective. Protection of the Baltimore Harbor from sea attack
depended upon control of Whetstone Point, and thus
entry to the Inner Harbor.
The War of 1812 placed Baltimore and more specifically. Fort McHenry in the annals of American
History. After the occupation of Washington the
next objective for the British was the control of
the Chesapeake Bay and capture of the commercial
center of Baltimore.
The realization of this objective required both a
land and sea attack. For the British to occupy
Baltimore. their land forces needed naval support,
which cou ld only be supplied if access to the Inner
Harbor was gained. Thus. contro l of the Fort determined the final outcome of the campaign of 1812.
Fort McHenry did not capitulate under the British
bombardment. and a day later the British broke off
the engagement.
This battle marked the last time the British were
158
ever to attack American shores and the end of the
War of 1812. At the Battle of Fort McHenry, Francis
Scon Key , having waited out the bombardment in a
truceship in the harbor, dedicated a poem to the
victory. This poem in 1931 became the National
Anthem.
�description
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7.034
To the north and west of Fort McH~nry are large
scale industrial buildings which dominate the Fort
site. Bethlehem Steel, the Mary land Port Authority,
a Coast Guard Station and a fire boat station lie
to the north white the western boundary consists
of the Southern States Corporation comp lex and
vacant land which serves as an open storage area.
These industrial sites with their open storage and
structures make a harsh setting for the Fort.
The issue of compatibi lity witt be compounded when
the stated expansion programs of various industries
are realized. Beth lehem Steel needs additional
space to expand their dry dock faci liti es. An offer
has been made to the Naval Reserve to acquire their
site east of the present drydock facility. The
Mary land Port Authority intends to expand thei r
faci lities on both sides of the peninsula. In addi tion, the vacant site south of Southern States is
planned as a storage area for imported steel.
The remainder of the Fort McHenry boundary is defined by the Patapsco River and North West Branch
of Baltimore Harbor. Both channels provide access
for large ocean going vessels moving into the harbor. Pollution debris and liquid effluents disfigure the shore line.
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7.035
159
�Entry to the Fort presents a major prob lem in
terms of its clarity, experience and competition
with other users , since Fort Avenue functions as
both the entry to the Fort and services the adjacent industri al operations_
For a visitor, the approach is arduous, using
many different loca l streets, resulting in confusion and disorientation_ It is further devalued
by the heavy truck traffic and congestion along
the route.
It is clear that a comprehensive approach to Fort
McHenry's development is needed. To treat the
Fort as an isolated project compounds and dupli cates the genesis of its present prob lems. Rehabilitation of South Baltimore, development of
indu st rial uses, and construction of the expressway and Fort Mc Henry bridge become as im portant
as the internal improvements of the Fort.
national park service master plan-fort mchenry
Recently , the National Park Service completed a
master plan for the future use of, and improvements to, the Fo rt McHenry site. Their objectives
and recommendations concerned internal improvements encompassing the restoration of historicall y
significant features. Following is a brief summary
of these objectives and recommendations.
- the control of views, by screen planting vistas
of industrial and harb or uses th at comp rom ise
the integrity of the Fort.
- the restoration of Whetstone Point to its 1814
setting as open farm land.
- the acquisition and clearing of land north of
the present Fort site.
- the development of a landscaped scenic entry.
160
7.036
Present Fort Avenue Service
�While the sp irit and inten tion of the Fort McHenry
Master Plan is clear. the stated obj ectives appea r
to be narrowly conceived and in the case of
" - restoring Whetstone Point to its 1814 setting
•
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as open farm land" - hardly realistic. Moreover,
the Master Plan is not clear as to the source of
fu nd s needed t o imp lement the proposals.
It is clear that the proxim ity of the proposed
1-95 freeway and the bridge crossing of the Harbor
will change the background aga inst which the
National Monument will be viewed. However , there
exists legislative and adm inistrative powers to
secure, through the use of highway funds and joint
development concepts, add it ional design and landscaping provisions together w ith other compensato ry
add itions to the Fort's presen t environment.
Thus the effects of the bridge crossing can be
minimized and the objectives of the Fort McHenry
Master Pl an can be realized simultaneously.
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161
�design goals
T he following goals can also be regarded as a
series of design rules. Appl ication of these ru les
is not intended to dictate one design solution
but to provide a definitive framework for the
achievement of the Master Plan 's objectives.
7.037
TO CLARIFY, ORAMATIZE AND ENHANCE
THE EXPERIENCE OF APPROACHING THE
FORT
The essentia l objective is to provide a sequence
of experience that prepares the visitor for the
Fort and its setting.
The route of the visitor to the Fort must be direct,
reducing to a minimum the confusion and disorientation. His energies shou ld be channeled to anticipation of the Fort and not to his tour guide and
the next turn in the road.
The sequence of approach should control the visitor's
views from Fort Avenue and develop a harmonious
series of scales relating to his movement along the
street. With sensitive landscaping, unattractive
views can be screened while others can be reinforced
and developed to enhance the approach to the
National Monument site.
162
1 .038
View A - At Latrobe Park and Church
�7.039
View B - Existing
The integrated design of landscaping and street
furniture /lighting, seats, curb details, sidewalk paving, etc.) along Fort Avenue should be used
to create a scale more compatible with that found
at the Fort McHenry site.
The comprehensive plan for land scaping and street
furniture along Fort Avenue should be developed in
conjunction with proposals for the Fort McHenry
site to provide continuity of design and to reinforce the sequential development of the approach
to the National Monument.
By building on the existing elements of Fort Avenue - Locust Point neighborhood, existing trees,
Latrobe Park and small but significant changes in
elevation - a dramatic approach could be designed .
The crossing of Fort Avenue by the 1-95 viaduct
marks the symbolic entry to Fort McHenry.
7.040
View B - At Soccer Field and Proposed Shopping Area
To reduce the dominance of this large scale element,
a simple, uncluttered engineering design has been
suggested for the viaduct structure.
163
�Combined with this simp li ci ty , the 1-95 crossing
occurs at a transition of views and experiences.
The visitor w ill be aware of leaving the Locust
Poin t neighborhood and entering a new setting whi le
crossing the Fort Avenue Bridge. To the right and
left are long views to waterside activities. but
the main focus of attention w ill be down a slight
gradient to the entry to the Fort. marked by a proposed ex tension o f the grounds and a land scaped
entry. (Objec tive 2)
Th e treatment of Fort Avenue should emphasize this
two stage entry experience. Landscaping should
frame the viaduct crossing through Locust Point
while screening the app roacnes that parallel the
street.
At the apex of Fort Avenue bridge, the landscaping
would disappear to the sides while the 1-95 viaduct wou id pass overhead, revealing an unobstructed
view of the Fort and its entry, which will form
the second stage o f the approach sequence.
164
7.041
View C - At Point of 1-95 Crossing
�TO EMPHASIZE THE POINT OF ENTRY TO THE
HISTORIC MONUMENT AREA
Extension and redesign of the entry to the Fort
site is an important element in providing a continuity of experience for visitors to the Monument.
The present entrance is inappropriate for "the
development of a monument area appropriate to the
historical significance of Fort McHenry."
The view from the Fort Avenue Bridge is composed
of a large parking lot and open storage to the
north, and to the south industrial storage tanks
belonging to the Southern State Corporation. The
actual gateway is dwarfed by surrounding industrial
buildings and heavy trucks turning into the M.P.A.
and Bethlehem Steel facilities.
The Fort entrance should be extended to the eastern
foot of Fort Avenue Bridge and brought under control of the Department of the I nterior as an extension of the present Monument grounds.
There should be appropriate landscape treatment on
both sides of the road to screen surrounding industry and control the sequence of views into the
Fort site.
165
�It has already been proposed that the Fort Avenue
access to Southern States Corporation, the M.P .A.
and Bethlehem Steel Corporation be replaced by a
special industrial loop road passing underneath
the Fort Avenue bridge.
Furthermore, part of the parking area immediately
north of Fort Avenue will be required for the
anchor pier of the Harbor crossing bridge.
If access to the industrial uses were provided via
the proposed new industrial road, land acquisition
for construction of the bridge cou ld be extended
from the present Fort gateway to the abutment of ·
Fort Avenue Bridge. After construction of the
bridge , this R.D.W. land could be declared excess
and transferred to the Department of the Interior
under the provisions of P.P.M. 50·1 relating to
the Federa l Highway Act: 1968.
LAND ACQUIRED FOR HIGHWAY II.O.W.
7 .043
III'
166
7.044
'"
"
�TO OEVELOP A SEQUENCE OF ENTRY THAT
CONTROLS, FRAMES AND ENHANCES THE EX PERIENCE OF THE FORT
The extension of the park property greatly increases
the degree of control that can be exercised over
the visitor's initial view of the Fort and its
immediate setting. It provides an opportunity to
continue the development of the sequence of views
that define the F art in a series of perspectives.
Through the u se of planting and/ or earth berms,
views can be contro lled by screening and framing.
Pl an ting requires the least amount of site work
but suff ers from varying degrees of transparency
depending on the season.
Earth berms requi re additional site work for fe·
grading but considerable amounts of excavated fill
and large scale ea rth moving machinery will be on
hand during the construction operations.
Large sca le earth forms will provide permanent con·
trol of views and could be designed to more nearly
sim ul ate the original pastoral setting of the Fort.
7.045
7.046
167
�TO OEVELOP BACKGROUNOS TO SET OFF THE
FORT AND SCREEN UNDESIRABLE VIEWS
Within the Fort there are two sets of environmental problems to be addressed. The first is to
minimize the negative effects of surrounding
industrial and shipbuilding activities. The second Is to accommodate parking and service needs
of growing numbers of visitors within the confines of the Fort grounds,
growth - and more parking wil l be required .
This expansion could be accommodated on the U.S.
Coastguard site which wi ll be under the bridge
approach. The site wi ll be acquired for-R.O.W.
and cou ld be declared excess, similar to the portion at th e entrance, and then transferred to the
Department of the I nterior under the same legislative provisions.
Since there is no visual protection to the east
and south along the shore line, the major effort
should be to screen the immediately adjacent
operation on the north and west and to provide
elements of an intermediate scale to ease the
visual conflict between the Fort buildings and
the surroundings. (See Goal 5)
Tree planting and earth berms should be used to
screen the immediate eye sores: The Naval Reserve
Buildings, Bethlehem storage areas, Southern
States and the proposed M.P .A. development of the
old Southern States Co-operat ive pier.
A continuous earth form from the entrance, extending out along the present shore line to the
south west of the Fort could be created with fill
material from the bridge construction process.
(see diagram)
The southern extension of th e earth berm would
take the fo rm of a quai, planted and designed to
screen a proposed steel storage yard. T he quai
would also have a footpath, seats and landing
facilities for boats to provide a new and dramatic
view of the Fort and the outer Harbor.
Within the site similar earth mouldings and planting tech niques could be used to conceal access
roads, the ca r park and visitor service facilities
from the Fort.
It is clear that the number of visitors coming to
the Fort is increasing. Completion of the expressway and improvements in the quality and
directness of the access will probab ly accelerate
168
QUAI DEVELOPMENT
7.047
��TO OEVELOP A HIERARCHY OF SCALES TO
RE INFORCE THE VISUAL EXPER IENCE OF
FO RT McHENRY
Presently. the horizontal configuration of the
Fort and its earth embankments compose a fragile
scale to the viewer. The scale of the Fort is
I
Itt
'\
contrasted by the massive industrial facilities
surrounding the site and the long horizontal forms
of the passing freighters. The result is a pano-
rama of views that compete for the viewers atten·
tion. Clearly, the organization of these dissimilar
elements has compromised the Fort and its setting
for the viewer.
The 1·95 bridge, its size determined by the span
to cross the Harbor and the need to allow big
ships into Bethlehem Steel Corporation's ship repair yards, creates a scale complementary to
passing ships and the huge industrial buildings
on both sides of the channel.
7.049
In order to reinforce the visual experience of
the Fort and to minimize the contrast between the
Fort buildings and the surrounding structures,
views from the site should be controlled so that
only parts of the larger scale objects can be
seen at one time, thus break ing up the outline and
reducing the overwhelming, massive presence.
Careful placement of intermediate scale buildings,
earth forms and large trees close to the viewer
will also help to achieve a visual order and com position more in character with the Fort.
7.050
170
�TO DEVELOP ADDITIONA L ACTIVITIES TO
COMPLEMENT THE FORT WHILE PROVIDING FOR
YEAR ·ROUND USAGE
Access to the platform wou ld be by an elevator
either inside the tower pier or running up the outside to provide a dramatica ll y changing sequence
of views of th e Fort and the Outer Harbor.
Presently, the historic site functions as a museum
fo r the events of 1812 and because of its isola-
In conjunction with the platform, restau rant facilities might be planned to take advantage of the
vantage point.
tion has only a secondary role in providing the
on ly public open space with harbor heritage in the
City of Baltimore.
T here is great potential in this unique relationship of open space to harbor which could be
developed without compromising the historic significance of the Fort.
Such a development wou ld contribute to the present rena issance in pub lic interest for Baltimore's
ha rbo r heritage .
The recent acceptance of Federal Hill onto the
National Register of Historic Places, the
successful Fell's Point Festival and the proposals
fo r the development of the I nner Harbor with pub-
lic access to the water are all indications of a
renewed interest in development of the Harbor as
a major recreatio n resource.
Construction of the main tower pier for the bridge
at approximately the present location of the
Coast Guard building will provide the opportunity
fo r a boat landing which could be the terminus for
a water taxi con necting Fo rt McHenry with Fells
Point, Federal Hill and the Inner Harbor Redevel opment Project. Such a devel opmen t could be linked
to the expanded car park and visitor facilities
proposed in the goal.
Construction of the bridge itself affords an
opportun ity to provide an observation platform 400'
above the harbor on top of the tower pier.
From this platform, the viewer wou ld have a unique
view of the Fort , emphasizing its star form layout, a panorama of the Outer Harbor from which the
British bombarded Fort McHenry . and extensive views
of the City, I nner Harbor and Charles Center.
171
�TO LOCATE AND DESIGN THE FORT McHENRY
BRIDGE OPTIMIZING ITS RELATIONSHIP TO
THE FORT SITE
The location and concept of the bridge structure
were chosen to optimize its relationship to the
Fort, consistent with engineering constraints and
the needs of other adjacent landowners. The alignment does not cross any part of the Fort property
and is located as far north of the Fort buildings
as possible without encroaching on the operation
of Bethlehem Steel Corporation's Dry Dock.
As mentioned before, the tower piers are located
behind the bulkhead line so as not to impede
navigation.
No shadow from the bridge will fall on the historic site and the nearest po int to the Fort
buildings will be approximately 1000' or three
city blocks away.
The recommended concept for the bridge employs a
double decked structure. By placing the east
bound lanes over the west bound the total width
of the roadway is halved, producing a thin sil houette against the skyline. By placing the main
stiffening truss between the roadways rather than
underneath , the slim profile has been further
emphasized.
The anchor piers for the main suspension cables
have been moved away from the Fort property and
could be wholly or partly buried.
The design goals have been to produce a safe,
economic and graceful structure w ith the emphasis
on a slim silhouette and simplicity of detailing.
172
��alternative development plans
Two Development Plans have been put together
using the 'design rules' described above.
They can be regarded as minimum and maximum al ternatives with Scheme A requiring considerably
more investment than Scheme B.
The land acquired for developrnent of the Fort
McHenry site as Alternative A is approximately 8
acres, with both the Naval Reserve and Coast
Guard properties reverting to the Fort after con struction of the bridge. Extension of the entry
to the base of the Fort Avenue bridge would require pu rchasing the ex isting parking lot and a
right-ot-way strip along the northern edge ot
Southern States, totaling 1- 1/2 acres. Th e joint
development site for the observation platform and
parking lot south of the Fort covers approximately
6- 1/2 acres.
I
I
ALTERNATIVE DEVELOPMENT PLAN A
Alternative A uses earth berms for screen ing industrial sites from visitors and framing views
of the Fort. On crossing Fort Avenue Bridge, a
major berm develops from the southern abutment
and continues to the eastern end of the Southern
States property. This berm termi nates in an open
plaza which frames a view to the Fort, provides
a termination to the historic trace, and may be
used as a ceremonial area. By extending the trace
to the open plaza, a new element is added to the
experience of the Fo rt.
NAVAL RESERVE
PROPERTY TO FT. McHENRY
A second berm develops from the plaza and parallels
the relocated road to the parking lot. This berm
screens views from the Fort of autos entering the
historic site.
BETHLEHEM
----------_._-/)
BRIDGE 70' TO 100' ELEVATION
The approach road terminates in a new parking
facility located out of the historial site area
-95
and under the 1 bridge. In conjunction with the
relocated parking facility, the proposed observation tower lobby would be located at the foot
of the main pier and a new bulkhead developed for
the ferry boat terminal.
The northern side of Fort Avenue is heavily land scaped to provide the visitor with a framed view
of the Fort and to screen out the industrial
facilities.
174
, CO,," GUARD PROPERTY
STEEL
PIER
7.052
Property Disposition Map
I
�o
7 .053
175
�ALTERNATIVE DEVELOPMENT PLAN B
A lternative B uses landscaping for screening and
f raming views. Upon crossing the Fort Avenue
bridge, the approach w ill be planted on either
side to screen views of industrial facilities.
The existing road will be maintained to the base
of the existing historic tract where a circle
will provide the termination to the main entry
road. A new parking access road will connect the
cir'cle to the enlarged and relocated parking
facility.
As the viewer approaches the ci rcle, along Fort
Avenue, the plantings w il l frame a continuously
expand ing view of the Fort.
Both 'the observation deck at the base ot the main
bridge piers and ferry boat mooring would be
developed in conjunction with the parking lot.
These facilities would be screened by the tree
line northeast of the Fort. The tree line also
serves as background for viewers upon entry to
the Fo rt.
A lternative B requires acquisition of approximately
3- 1/2 acres of land for development. In this al·
ternative the land acquired fo r construction of
the bridge is split up and the area presently occupied by the Naval Reserve building could be
turned over to Bethlehem Steel Corporation in partial compensation for inconvenience caused by
taking the air rights over their steel storage
yard.
NAVAL IIESERVE
PlOPElltTY TO BETHLEHEM
STUl
BETHLEHEM
STEEL
EX ISTlNG '''=::::---::::::C;:;
;
ENTRY
7 .054
176
Property Disposition Map
�o
7 .055
177
�I
I
g
NEXT STEPS
�introduction
I
Although the Concept Team's contractual planning
responsibility for Segment 14 ends with the publi·
cation of this report, the initial joint development
and roadway design concepts presented here will be
developed further by the Interstate Division for
Baltimore City and its future highway planning
consultants.
This additional planning effort would be consistent
with the basic thrust of the comprehensive highway
corridor planning and development policies of both
the Federal Department of Transportation and the
City of Baltimore. The preparation of a detailed
corridor development plan would also allow Segment
14 to be treated to the same degree as Segments 1
to 12 of Baltimore's Interstate System, and would
serve as a guide for future public and private investment in the area.
179
�corridor development phasing
demonstration projects
Certa in elemen ts of t he projected develo pment
with in the Segment 14 co rrid or can proceed independentl y o f highway co nstructio n, fo r example ,
Locust Poin t resident ial areas and Fo rt Mc Henry
Since there is often a time de lay between the time
a highway corridor is identified and planned and
th e time highway construction actually begins, an
o pportunity ex ists to undertake certa in jo int
development projects in advance of highway constru ction . The prima ry advantages of th is early phasing
of joint devel o pm ent would include:
approachway.
Other developmen t is, to a greater o r lesser
degree, deper1den t upon firm d ecisions regarding
highway location and design, either because investment decisions are d irect ly t ied to increased
1.
h ighway accessibil ity. o r because of its possible
location within or contiguous t o th e h ighway
r ight -at -way.
2.
In order to eva luate the impo rtance of the time
element in the phasing of corrido r development,
the chart lists the actions which normall y f oll ow
the Point 3 review process. Associated with each
future actio n is a b rief desc ri ption of the types
of development w hich m ight fo llow. Thus, each of
the actions listed is a necessary pre requ isite
for the developmen t o f the projects identified in
Section 7 of th is repo rt.
It can be seen t hat t he t ypes o f deve lopment which
can proceed immediatel y tend to be "costs" to
the City. T he benefits are real , but in te rms of
increased tax yie ld o r expanded jo b o ppo rtun ities,
returns are min imal.
Conversely, the type of projects w hich can occur
only aft er roadway fi x, o r the com mencemen t of h ighway construct ion, tend to provide the greatest benefit to the City in term s of an ex panded industrial
base, growth of tax revenues, and crea ti o n of new
employment o pportunities. I n sho rt, the greater part
of the economic " payoff " o utli ned in Sectio n 6
of th is report is dependent upon a t imely completion
of the Segment 14 plann ing and construction activit ies.
180
all ay ing the fe ars of loca l residents that the
highway will be sol ely a destructive force on
the community and
providing repl acement fac ilities-such as housing, shops, schoo ls, pa rk s, etc. -befo re existing
faci lities are d isp laced .
Th e Locust Point Community and the Fo rt Mc Henry
Natio nal Monument are two areas where early phasing
of jo int deve lopment wou ld be appropriate, since the
greater part of the preliminary jo int development
concepts out lined in this report for these locatio ns
could be implemented independently of highway construction. Completion of these projects at an early
date would permit a fulle r realization of the benefits of eventual highway construction. In o rder to
facil itate t he implementation process, it wou ld be
helpfu l for the Federa l Highway Adm inistrat ion to
give advance approva l to such projects as cou ld be
funded in part as part of the eventual highway
construc tion/ joint deve lopment cost .
�,_
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I
�condemnation corridor
The early determination of a road fix and subsequent
community review would:
1.
2.
Provide a basis for publ ic and private investment decisions in t he corridor;
Acquire potential joint development sites for
early development in line with the recommen -
dations noted above.
In order to acquire these sites, a condemnation
ordinance, approved by the Mayor and City Council,
will be required.
Such an ordinance should differ from previous highway condemnation practices in that it should cover,
in addition to land required for the highway rightof-way, land required for the execution of joint
development projects associated with the freeway.
In effect, it should be a "corridor development
condemnation ordinance"_ The rationale underlying
this recommendation has been articulated in several
recent Congressional studies of the Federal -aid
Highway Program:
"Additionally, use of Federal -aid funds by the
States should be authorized for aCljuisition
of property beyond the highway right-of-way
lines where necessary for the undertaking of a
joint development project; such funds to be
recouped from the ultimate land user at a
later date. """
Recent proposed amendments to the Federal-aid highway legislation incorporate this extended joint
development concept, and it is anticipated that some
form of comprehensive federal joint development
assistance will be made available to State and local
governments in the near future_ Baltimore will be
in an excellent position to utilize such assistance
if the basic corridor development planning is completed, since it appears that the City of Baltimore
is empowered by the State Assent Act (Secticn 76 of
Article 89B of the Annotated C(Mje of Maryland) "to
do any and all acts and things necessary or desirable to comply with the terms, conditions and provision and to obtain the benefit of the provisions
of the Federal (H ighway) acts." It is recommended
that the applicability of this act should be further
examined by the City Solicitor and the Counsel's
office of the newly established Maryland Department
of T ransportation.
"The improvement of our cities is a national
goal of high priority, the achievement of
which requires, among many things, the planned
integration of transportation facilities with
all other elements of the urban environment.
"In this joint development concept, nonhigh way activities such as housing, business, park ing, recreations, and a variety of others are
located in airspace above or below the highway
or on land adjacent to it. The designs, both
spatial and structural, for both the highway
and the nonhighway elements are developed in
close coordination, with a view toward achieving functional compatibility and environmental
and esthetic harmony, and overall economy as
we l l.~
182
'1968 High wav Needs Report
• "\968 High way Need s Report, Supplement
•
•
�industrial development corporation
As outlined in Section 6 of this report, construction of Segment 14 can lead to a massive increase
in the amount of public and private investment in
the corridor. Certain investments - particularly investment in public service operations, such as port
facilities, local street improvements and utility
lines - will have a cumulative effect , leading to
the development or expansion of economically linked
manufacturing or distribution firms.
I
In order to achieve maximum investment, and a corresponding increase in employment opportunities and
tax yield, the establishment of an industrial
Development Corporation is recommended in Section 6
of this report. The formation of this corporation
should proceed without delay, so that it can become
integrally involved in subsequent planning, design,
and review efforts, and eventually in the implemen tation of I ndustrial Joint Development Projects.
I
I
183
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
I-95 Harbor Crossing Corridor Study
Description
An account of the resource
Point III report for segment 14 of the interstate highway system in the City of Baltimore, prepared by Urban Design Concept Associates; Skidmore, Owings & Merrill; J.E. Greiner Company, Inc.; Parsons, Brinckerhoff, Quade & Douglas; and Wilbur Smith & Associates
Date
A point or period of time associated with an event in the lifecycle of the resource
1970-09
Subject
The topic of the resource
Express highways
Highway planning
City planning
Transportation consultants
Inner Harbor (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Urban Design Concept Associates, et. al.
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad05.02.02
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 5, box 2, folder 2, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
City planning
Express highways
Highway planning
Inner Harbor (Baltimore
Md.)
Transportation consultants
-
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IN THE UNITED STATES DISTRICT COURT
FOR THE DISTRICT OF
THE MOVE~mNT AGAINST DESTRUCTION;
SOUTHWEST COr·lMUNITY ORGANIZATION;
MARY BENOWSKYJ ; HELEN D. KLOCHKO;
lHLLIAM J. KREINEE; MARY E . KREINEE;
KATHERINE PETERSON; ~!ARTHA A. RILEY;
LEAH SHIFFLETT; IDA SMITH; REV . H. B.
TURNER; EVELINE WHITMORE; THERSA
WITHORE
RICHARD H. TRAINOR, CHIEF,
Interstate Division, Baltimore
City; MAYOR AND CITY COUNCIL OF
BALTIMORE; CLAUDE BRINEGAR ,
Secretary, U.S . Department of
Transportation
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Filed:
March
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~!ARYLAND
CIVIL ACTION NO. M-74-666
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, 1975
John C . Armor (Baltimore, Maryland) , for plaintiffs.
Randy H. Lee, Assistant Attorney General (Baltimore , Maryland),
and James R. Avnet , Special Attorney, Interstate Division for
Baltimore City (Baltimore , Maryland), for defendant Richard H.
Trainor, Chiet , Interstate D~v~s~on, Baltimore C~ty .
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Lawrence F. Rodowsky (Baltimore, Maryland), for defendant
Mayor and City Council of Baltimore .
Mrs. J ean G. Rogers , Assistant Regional Counsel , Federa l Highway
Administration, Region 3 (Baltimore, Maryland), for defendant
Cla ude Brinegar , Secretary , U. S . Depa rtment of "
Transportation.
Mil l er , Dis trict Judge
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OPINIQN
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This is the latest battle i n the war currently being waged in
the Baltimore area over the ultimate composition of its transportation system .
The comp l aint was filed by t wo organizations,
dedicated to preventin" the construction of all or portions of the
g
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so - ca l led "3 - A System" of Fede ral-Aid highways in Balt i more City ,
(1)
For a complet e des c ription of the development of the "3-A .
Sys tem, " see Movemen t
A ainst Destruction v . Vol e , 361 F. Supp.
1360 , 1366-1379
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973) , af
500 F . 2
29
4th Cir. 1974).
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and by 11 individual citizens , residents and taxpayers of Ba ltimore
City.
The complaint was originally filed on June 26, 1974, against
Richard H. Trainor, Chief, Interstate Division for Baltimore
(2 )
City,
and the Hayer and City Council of Baltimore, seeking a
preliminary and permanent injunction against the opening
of bids
for construction work on a portion of I-95 from Caton Avenue to
(3)
Russell Street and other relief.
Since the bids on the Segment
were scheduled to be opened on July 24, 1974, the court, at a
conference with couns e l, determined to bifurcate the issues presented by the complaint in order to have presented to it, with a
minimum of required testimony/the facts and legal arguments on
which the plaintiffs contended they were entitled to a preliminary
injunction.
A hearing was held on those issues and an opinion was
announced thereon by the court on Ju ly 23; 1974, denying the re•
quested preliminary injunction.
Thereaf ter, th e complaint was amended to add Claude Brinegar,
tnen Secretary of the U.S . Department of Transportation (USDo T), as
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a party defendant.
In view of the public significance of the issues
presented, an expedited schedule was established for preparation
for trial on November 5, 1 974 .
The court heard testimony and re-
(4)
ceived evidence for two weeks
and h eard final argument on De-
cember 20, 1974.
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In general, th e plaintiffs have contended in this proceeding
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that an injunction should be issue4 to prevent the construction
of the Segment because (1) the Envir onrnental lmpact Statement (EIS)
for the Segment was unlawfully approved,
(2) th e construc tion of
(2)
The Interstate Division for Baltimore City (lOBe) is a divisio.
of the Maryland Sta te Highway Administration ( SHA ) and was created ,
by agreeme nt between SHA and the City , t o manag e the con s truction
and comple tion of th e Inter state Sy s t em of highways in Balt imore.
MAD v. Vo lpe, supra , at 1 372.
(3)
Hereafter in t his opinion t he section of 1-95 from Caton
Avenue to Husse ll stree t wil l l;e ref e r red to as t he "S egment ."
(4)
Approxima tely 215 exh ib its were received in ev idence . Those
e.xhibits, together \,d th af fidavi ts and appr oximately . 1,200 pages
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the Segment is inconsistent with the approved State Implementation
Plan (SIP) for attainment and maintenance of the air quality
standards for the Baltimore air quality region, and (3) recertifi( 5)
for the Baltimore area was not
cation of the "3-C Process"
made in accordance with applicable law .
Background
The major thrust of th e plaintiffs' contentions in this case
is that a transportation systems study known as the Baltimore
Regional Environmental Impact study ("BREIS") is so technically
~nadequate
.
as to be legally incapable of constituting the basis
for reasoned decision making on the part of the responsible federal
officials.
BREIS was originally intended to address the potential
regional air pollution impact which the Environmental Protection
Agency (EPA) had identified as being a consequence of various
transportation system alternatives in the Baltimore metropolitan
area .
It grew out of a "consensus" in September , 1972 , between
representa ti ves of EPA and of the Federal Highway Administration
(6 )
(FHWA) in which it was agreed that no further PS&E approvals
would be granted by FHWA for part of the "3-A Highway System"
,
(4)
(continued) .of testimony, have been considered by the court .
posed findings of fact and submitted briefs .
Both sides pro-
(5) Und e r 23 u.s.c. S 134(a) the Secretary of USDoT, or his
d e legate , is required to certify that highway programs are based
on "a continuing, comprehensive transportation planning process
carried on cooperatively by State and local communities..
n
This r equired planning process is known colloquially as the n3-C
Process."
( 6 ) "PS&E approval" is required to be given by the Secretary of
US DoT· or his deleg a te of "surveys, plans, specifications , and
es timates f or each proposed highway pr oject included in an approv e
program . . . " a s o ne step in the sta tutory and regulatory scheme
of the Fede ral-Air Highway Act in orde r that a highway may qualif y
f o r 90 % fe deral fund s as part of th e "Interstate System." 23
U.s.C . § 101 et seq . , particularly 23 U.S.C. S l06(a). See MAD v.
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and circulated.
The study which grew out of the original
consensus was expanded to supply general information of a regional
nature to EPA, FHWA, and other state and federal agencies. It
(8)
developed into a future planning tool for RPC
and other state
agenci es .
Alan M. Voorhees Associates (AMV), a nationally known
firm in the field of transportation planning and analysis, was
engaged as the consultant to supervise the study.
Data which were
utilized in th e study came from many sources, including RPC,
Maryland
Do~,
more City.
BAQC, EPA, FHWA , and operating departments of Balti-
The initial AMV consulting work was authorized on
February 5, 1973 , for a maximum payment of $509 , 324.
27, 1973, an additional $111,574 had been authorized.
By December
The drafts
of th e seven basic technical reports comprising the BREIS study
and the initial findings of the study were completed shortly prior
to December 13, 1973.
Th e BREIS study purports to be an analysis of the environmenta
consequences of different transportation system alternatives for
the region , particularly as the alternatives relate to socio(9)
economic impacts , VMT
impacts , air quality impacts , water
quality impacts, noise impacts, and e nvironme ntally . sensitive areas.
The alt erna tive s considered and the target years under study may
be summarized as follows:
(6)
(continue d)
Volpe, supra , 1 367 -1368, 13 80-138 3 for a discu ss ion and exposition
of th e procedur es · under the Federal-Aid Highwa y Program.
(7)
Fo r the comple te t ex t of the "consensus,"
1377, fn. 37 .
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361 F . 2d at
(8)
Regiona l · Pla nning Council isa state agency serving the Baltimore metropo li tan area.
(9)
VI-1'r is an ab"::- reviation for "vehic le
of mea s uring th e us e of motor vehicl es .
miles trave led," a means
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HIGHWAY ASSUMPTION
RAPID TRANSIT
ASSUMPTION
YEAR
3-A Interstate
Other Highways
1980
Complete
Existing and
Programmed
Phase I
1980
Partial
Existing and
Programmed
Phase I
1980
Existing and
under
construction
Existing and
Phase I
1995
Complete
GDP
GDP
1995
Existing and
under
GDP
GDP
Existing and
under
GDP
Programmed
(10)
construction
1995
COmplete
construction
1995
Existing and
under
construction
Existing and
under
construction
GDP
The results of the initial study were Ieported in seven
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printed volumes, with a number of appendices.
As a gross generali-
zation, it may be said that BREIS concluded that there are economic
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benefits in the short term and long term from the construction of
the 3-A highway system and of the other highway and rapid transit
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improvements contemplated by the GOP.
by 1980 and 1995 projected pollutant levels in all categories of
pollutants will differ only slightly among the transportation
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It further concluded that
alternatives .
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The basic seven- volume BREIS study has been supplemented by
additional studies.
A draft of BREIS Tech. Memo. No.8, dealing
with an analysis of energy consumption, was prepared in August of
1974.
In late December, 1973, a study was authorized for assessing
\
the interrelationship with BREIS of transportation control strategies promulgated by EPA on December 12, 1973, as a part of the
(10)
GOP refers to th e General De velopme nt Plan for the Baltimore
region, adopted on Dece mber 15, 1972, by the RPC following public
hearings . Th e GOP includes th e highway c o nfiguratio n knO\vn as the
113 _A System" within Baltimore City.
It also includes a six-leg
rapid rail tran s it syste m.
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(11)
SIP .
On September 18 , 1974, AMY was awarded a contract to
perform a traffic management study for the 3-A System in Baltimore.
On May 24, 1974, PS&E approval was given by FHWA for con-
struction contracts relating to three portions of the Segment.
On July 3, 1974 , PS&E approval was given by FHWA for construction
contracts relating to the fourth portion of the disputed Segment .
A list of the abbreviations used in this opinion appears as
Appendix 6 .
This opinion will constitute the court's findings of fact
and conclusions of law.
Scope of Review
There are three agency actions challenged in this proceeding.
Fir st is the determination by the Secretary, USDoT to approve the
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final EIS , as supplemented.
This is a responsibility placed upon
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the Regional Administrator of FHWA by PPM 90 - 1, 16j
(12)
and
upon
the Secretary , USDoT, acting through the Assistant Secretary for
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Environment, Safety and Consumer Affairs , as requi r ed by US DoT
(13 )
Order 5610.1A , ,8t,e) .
The second agency action involved herein is the determination
by the Regional Administrator, FHWA that the Segment was consi s tent
with the SIP as required by 23 U.S.C. § 109 ( j) and 23 C.F.R . · S 770. -
204 (b ) (3).
The third agency action chal l enged herein is the recertifica-
,
tion of the "3-C Process" for Metropolitan Baltimore under 23
u . s .C . § l34 (a )
by the FHWA Regional Administrator as the delegate
of t he Secretary, USDoT.
A thresho l d question is whether the petitioners are entitled
to any judicial rev i ew .
The actions of officials of USDoT are
subject to judicial review
exce~t
where there is a statutory pro-
hibition of review or where "agency action i s committed to agency
(11 ) 38 F.R. 34247 et seq.
(Dec. 1 2 , 1973) •
( 12) 23 C. F. R. 1, Appendix A, 37 F . R. 21809 (October 14 , 1 972) .
(13) 36 F. R. 23679 (October 4 , 1971) .
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discretion by law."
401 U.S. 402 at 410
Citizens to Preserve Overton Park v. Volpe,
(197l~;
5 U.S.C. S 701.
.
There is no indica-
ticn that Congress sought to prohibit judi cial review of any of
the questioned actions nor do they fall within the narrow exception
"committed to agency discretion."
Citizens to Preserve OVerton
Park v. Volpe, supra.
In reviewing the challenged actions, this court must engage
in a substantial inquiry.
The court must first determine whether
the government officials whose actions are challenged followed
the necessary procedural requirements in reaching and implementi'119 their challenged decisions.
Citizens to Preserve Overton
Park v. Volpe , supra, 417; 5 U.S.C. S 706(2) (D).
Secondly, the
court must determine whether the governmental officials whose
.
actions are challenged acted within the scope of their authority,
that is, were their decisions within the range of choices they could
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legally make, did they properly construe the limits of their
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authority, and was there evidence before them sufficient to render
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it possible for them to have reasonably believed the actions they
ultimately took were within the limits of their authority?
~ens
§
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to Preserve Overton Park v. Volpe, supra, 415-416; 5 U.S . C.
706(2) (C).
Lastly, the court must determine
w~ether
the decisions
of the governmental officials involved were "arbitrary, capricious,
or an abuse of discretion,
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that is, were the challenged decisions
based upon a good faith consideration of the relevant factors and
was there no clear error of judgment?
Citizens to Preserve
Overton Park v . Volpe , supra , at 416; 5 U.S.C. S 706(2) (A).
Whil e the revi e ving court is not permitted to substitute its judgment for that of the . ag e ncy, the ultimate standard of review being
a narrow one , Overton , s upra , at 416 , th e reviewing court has an
obligation to review
substantively agency decisions on the merits
to d e termine " whether th e re has been a clear error of judgment."
Conserva tion Co u nc il of No rth Carol ina v. Froehlke, 473 F.2d 664
at 66 5 (4th Cir. 1973).
See a l so Appa lacian Power Co. v. Environ-
men ta l Protect io n Agency , 477 F.2d 495 , 506-507 (4th Cir. 1973).
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Discussion
Validity of Approval of EIS
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As previously noted, the first inquiry in determining the
validity of agency action relating to the approval of the final
EIS for 1-95 from caton Avenue to Russell Street (DX 96) is
whether the proper procedures were followed. Since the plaintiffs
(14)
have not challenged the validity of the "4"( f) II
determination
that there is no feasible or prudent alternative to use for construction of ' the Segment part of the park land comprising Carrol
Park, this aspect of the combined EIS and "4(£)" statement will
not be considered h erein.
The . National Environmental Protection Act (NEPA), 42 U.S.C.
S 4332(2) (C) requires an EIS to be prepared for all "
. . major
Federal actions significantly affecting the quality of the human
environrnent~
are
§
" th~
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Among the areas to be covered by the EIS
envirorunental impact of the proposed action"
(42 U.S.C.
4332(2) (c) (i}) and the "alternatives to the proposed action"
(42 U.S.C. S 4332 (2)(C)(iii»).
Shortly after the adoption of NEPA, Congress passed the Clean
Air Act of 1970,
(P .L.
91-604, 84 Stat. 167fi) . . A portion of that
Act , now codified as 42 U.S.C. § l857h-7, requires the EPA Adrninistrator to r eview and comment in writing upon the environmental
impact of any construction project for which an EIS is required
und e r NEPA .
(P.L.
In addition , the Federal-Aid Highway Act of 1970
91-605 , 84 stat. 1713)
S 109(h) and S 109(j»
was
(now codified in part as 23 U.S.C.
e~acted
which required that the
Secre t a ry of USDo T develop and promulgate guidel ines, in consultation with the Administrator of the EPA, "to assure that highways
cons tructed pursuant to this Title are consistent with any approved
plan fo r the implementa tion of any ambient air quality standard for
any a ir qua l it y control region des ignated pursuant to the Clean
Air Ac t as amend e d."
(14) Re quired b y 49 U. S .C. S 1653(f), 23 U.S.C. S 138 and 16 U.S.C .
S 4 70f .
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Under NEPA, e ac h .agency of the federal government is required
to:
"ide ntify and d evelop methods and procedures , in
consultation with the Counci- on Environmental
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Quality established by s Ubchapter II of thi s chapter,
which will ensure that presently unquantified environmental ame niti es and values may b e given appropriate
considerati on in 'deCisionmaking{iS~ng with economic
and t echnicr l considerations ."
Furthermore , NEPA provides t ha t:
"Al l agencies of the Fede ral Government shall review
the ir present sta tutory autho rity, administra tive
regul atio n s , and current policies and procedures for
the purpose of determin i n g whether the re ar e any de fici encies or inconsistencies therein which prohibit
full cumpliance with th e purposes and provisions of
• . . [NEPA ] and shall propose • . . such measures as
may be necessa ry to bring their authority and policies
into conformity with the intentj purposes , and procedures
set fo rth in this chapter." (16
,
Based upo n its mand a te under NEPA and in spec ific respon se to the
(17)
(18)
directive s o f Executive Order 11514,
t he CEQ
published
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guidelines for fed era l agencies in th e preparation of environmental
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impact stateme nts .
These
guide lines~c ons istent
with §§ 4332(2) (B)
and 4333, placed th e primary respo nsibility upon each individual
federa l agency to prepare i ts own NEPA procedures.
lines ,
~3(a),
36 F . R.
4724
(CEQ Guide -
(1971 ».
As a resu lt, USDoT , in 1971, prepa red its .guidelines relating
to th e process ing with in i ts department of a final EIS , USDoT Order
(1 9 )
5610.lA .
Paragraph 8.1. (l) r equir es that a fina l EIS, together
>
with all c omme nt s which were re ceived from the circulation of
the draft EIS , be submi tted to th e Office of Environment and Urban
( 20)
Assis tan6e (TEU} f or USDoT f or concurr e nce.
Paragraph 8 £ (2)
(15 )
4 2 U. S.C . S 4 3 32 (2) (B) .
( 16)
42 U. S . C. S 4 333 .
( 17)
35 F. R .
(1 B)
Coun sel on Enviro nme ntal Quality.
(1 9 )
See fc.o tnote 13 .
4 247
(Ma rch 4 , 1970) .•
(20)
By USDo T N.llO.37 , the f un ctions o f TEU were transf erred to
'.:'ES , Assista nt Secretary f or Environment , Sa f ety and Con sumer
A£:a ir s nn February 5 , 1 97 3 .
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provides that the final EIS will be considered concurred in by
TEU unless notification to the contrary is sent out by TEU
within two weeks.
Upon concurrence,
to send the final EIS to CEQ .
Under
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8m provides that TEU is
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an, no administrative
action is to be taken sooner than 30 days after the final EIS has
been sent to CEQ and has been made available to the public.
(21)
FHWA , on October 14, 1972, promulgated PPM 90-1
as its
respo~se
CEQ
to the mandates of NEPA, Executive Order 11514, and the
Guidelin~s
that FHWA produce its own procedures for the
(22)
preparation of environmental impact statements .
Under ~ 6j
of PPM 90-1, the Regional Administrator of FHWA is given the
responsibility to act for FHWA in review and adoption of an EI5.
Under
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6p(2), a supplemental statement to an EIS is to be pro -
cessed in the same mann e r as a new EI5.
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In this case , the proposed final EIS on the disputed segment
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of 1-95 was sent by the Division Office of FHWA to the Regional
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Administrator of FHWA on January 28, 1972.
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Over a year later, on
April 13, 1973, the Regional Administrator of FHWA (Region 3)
approve d the final EI5 andforwardedit to the Washington headquarters of FHWA.
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On April 16, 1973, the Washington headquarters
forwarded the final EIS to USDo T.
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On September 19, 1973, TE5
appr o ved the combination final EIS and. n:4(f)" statement.
There-
aft er it was forwarded to the General Counsel's office of
U5DoT for review.
On November 16, 1973, Interim Air Quality Guidelines (23
( 23)
C.F.R. 770 , 38 F . R . 31677)
were adopted by FHWA to comply with
the mandate of the Federa l Aid Highway Act of 1970.
In S 770 . -
204(b) (3) of those guidelines, provisions are made for the handling
(21)
See footnote 12.
( 22)
PPl1-90-1 a lso deals with FHliA procedures for implementing
4 9 U. S . C. § 1653(f), 1 6 U. S . C. § 470f, 23 U.S.C. S 138, and 42
U.s. C: § 185 7h -7.
( 23)
Unless the con·t ext otherwise requires, allreference5n erei n t o
23 C.F .R. § 770.200 et seq . re fer to the Interim Air Quality Guidel ines , rather tha n to the Final Air Quality Guid e lines , 39 F.R.
444U (12/24/74) , ado pted effective Dec. 26, 1974.
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of highway projects where , as is the case here , a final EIS had
been approved by
t~e
Regional Administrator of FHWA before
October 15, 1973 and grading and drainage authorization was
requested after January 1, 1974 .
Subsection (i) of that section
of the Interim Air Quality Guidelines requires that the FHWA
Division Engineer, in those circumstances , consult with the state
highway agency to r eview the final EIS to determine whether or not
the discussion of air qual ity in the final EIS is adequate .
If,
u pon such review, it is determined that additional information or
analysis i s necessary, subsection (ii) of the Interim Air Quality
Guidelines provides:
"
. a supplemental EIS shall be prepared and
distributed for rp.view and comment to appropriate
l ocal , State and Federal agencies wi th ex~ertise in
air quality. Thirty days shall be a~lowe for comment by interested agencies."
(Emphasis supplied).
Subsection (iii) of the Interim Air Quality Guidelines fUrther
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provides:
"Comments received shall be processed following
the procedures outlined in PPM 90-1. Adoption of
the supplement to the final EIS by the Regional Federa l Highway Administrator shall be evidence of his
positive finding on the consistency of the highway
proposal with the State Implementation Plan."
(Emphasis supplied) .
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While the combination final EIS and "4(f)" statement was
under review in the General Counsel's office of USDoT and as a
r esult of questions raised there , supplemental material to the
final EIS was sent to US DoT to be formally included in the final
document.
Among the supplemental materials furnished was a sum-
ma r y of BREIS (Tech. Memo . No.7) which had been previously circulated to EPA and to BAQC as well as to other interested agencies.
On March 29 , 1974, the General Counsel's office of USDoT
a pproved th e combinatio n final EIS and " 4 (F) statement.
In the meantime, the Division Engi neer of FHWA, in consultat ion with IDBC, Maryl a nd DoT , Re giona l
FHlvA,
and USDoT, upon review
o f the final EIS which h a d bee n pre par ed in large part over two
year s prior to that time , det e rmined that addi tional information
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was necessary in the EIS discussion of air qua lity in order to
comp l y with § 770.204(b) ( 3) of the Interim Air Quality Guidelines.
AMV was engaged on March 7, 19 74 , to prepare an analysis of the
(24)
effects of th e subject segment "of 1-9 5 upon t he leve l of CO
(25)
(26)
(27)
in the ambient ,a i r. The He,
POX,
and N0
air quality
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studies . had previous ly been performed by AMV as a part of the
BREIS study.
On April 22 , 1974, the CO microscal e a n a lys is of
AMV as well as Tech. Memo No. 3 of BREIS, containing the me soscale
(28)
analysis of He , POX, and N0 , was
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ment s to th e final
Ers
sent to EPA and BAQC
for r eview and comment
as supple-
pursuant to the
Int e rim Air Quality Guidelines, 23 C.F.R. S 770.204 (b) (3) (ii) .
BAQC
and EPA h ad had Tech . Memo. No. 3 in their possession
since appr oximate ly De c ember 13, 197 3 , as we ll as th e Tech . Memos .
of BREIS upon which Tech. Memo No. 3 was in part based since .at
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least that date.
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EPA had previou s ly comm e nted to IDBe and FHWA upon Tech . Memo. No.
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On J an uary 7, 1974, and February 5, 1974, the
On January 1 5 , 1974, March 27, 1974, and April 22, 1974, BAQC
had made comments to IDBe and FHWA in reference to Tech. Memo No .
,
3 . . As the r esult of one of th e comments of BAQC on April 22,
197 4 , concerning Tech. Hemo.No. 3 , a chang e was . made i n Tech.
Memo. No. 3 of which EPA was formally n o tified by letter dated
( 29)
May 7, 1974.
On F ebr uary 1 9 , 1974 ~ th e findings of the BREIS
study were formally presented at a mee ting in Washington, D.C.,
attended by r e presentatives of USDoT, by Vlashington, Region 3 and
Maryland Division repr esenta tiv es o f FHWA, by repr esentatives of
the Washi ngt on Of fic e and the Region 3 Office of EPA, a nd by
repre sentatives of BAQC .
(24) Carbon monoxide.
( 25) Hydrocarbons.
( 26) Photochemical oxidants
(27 ) Nitrogen dioxide.
(2 8) Bureau of Ai r Quality Control , a state agency.
(2 9 ) See pp. 7 and 8 , slip opinion MAD v. Traino r
No . 1-1- 74-66 6) cour t I s op inion da ted July 23, 1974.
(Civil Action
12
...
• 1 ·· .
.. ~. . . .
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T
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�·.
With this background, BAQC and EPA ,
the applicable agencies
with expertise in air quality, were given 30 days to comment upon
the air quality supplement to the final ElS .
23 C.F.R. S 770.204-
On May 22, 1974, EPA , by telegram , stated that it faun
(b) (3) (ii).
the Segment to be inconsistent with the SIP and followed up its
telegram with detailed reasons on June 5, 1974.
BAQC had indi-
cated on J.lay 23, 1974, that it would make no further comments on
1-95 in reference to air quality in addition to those comments
which it
ha~
already made, but on June 4, 1974, further written
comments were made by BAQC on the air quality assessment of the
Segment.
In the meantime Joseph Stackley, on behalf of the Divison
Engineer of FHWA, determined the subject segment of 1-95 to be
consistent with the SIP on May 23, 1974.
On June 10, 1974, a meeting took place at lOBC between
representatives of IOBC , of AMV, and the Region 3 and Division
I
offices of FHWA concerning the EPA comments of June 5, 1974.
Based upon this meeting, the Divis ion Engineer of FHWA reaffirmed
the consistency determination which had previously been made by
1
the division level. EPA and BAQC were so notified on June 11,
1974, and were furnished a copy of SHA's responses to the EPA
comments of June 5, 1974 .
Pursuant to a request from the Regional
Administrator of EPA, a meeting took place on June 18, 1974,
with
re~resentatives
of the Regiona l and Division offices of FHWA,
and with representatives of lDBC, Maryland DoT, BAQC, and Baltimore City.
As a result of that meeting, a memorandum of under-
standing was prepared dated June 28, 1974.
On August 1, 1974, lDBC responded to BAQC's comments of June
4, 1974, relative
to the Air Quality Suppl ement to the ElS and a
copy of the response was sent to the Regional Administrator of
FHWA as well as to EPA (PX 225 ).
On August 9, 1 974 , the Regional Administrator of the FHWA
approved the suppl emental EIS relating to air quality and expressl
13
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,
,
..
declared that the Segment is consistent with th e SIP.
The reasons
for the consistency determination by the Regional Administrator
of FHWA are contained in a six-page statement (PX 228) attached
to the l etter transmitting his approval of the supplemental EIS
; to the Office of Environmental Policy of FHWA pursuant to t 6j
of PPM 90-1.
The major procedural defect which plaintiffs allege is fatal
to the approval of the final EIS, as supplemented, relates to the
tim ing of it'S approval.
They argue
that the final EIS was
approved by the Acting Secretary of US DoT on April 8, 1974,
admittedlr prior to the circulation of the air quality supplement
to the EIS on April 22, 197.4, a fact which, it is alleged, made
th e ".
circulations of the final EIS (in full)
for 1-95,
Caton to Russell,
. . . inadequate , and therefore an inadequate
(30)
This argument of the
basis for subsequ ent decision making."
plaintiffs is premised upon PPM 90-1 and upon 23 C.F.R. §770.204(b) (3) (iii), referred to above, which requires that comments on
an ai r quality supplement to an EIS, received from local, state,
and federal agencies with
exp~rtise
in air quality, are to be
processed following the procedures outlined in PPM 90-1.
In considering this argument of plaintiffs, note must be
taken of the fact that th e regulations and statutes involved did
not require the Secretary of US DoT to approve or concur, in the
EIS as such (PPM 90-1, ~ 6j; OS DoT Order 5610.1A
n
Bi, Bm, and
8n), but merelyrequired approval of the Regional Administrator
of the FHWA and the concurrence of the Assistant Secretary for
.
(31)
Environment , Safety and Consumer Affairs of USDoT.
The final
(30)
~
p. 1, plaintiffs' memorandum of law, 11/26/74.
(31)
Effective on November 29, 1974, procedures for review and
approval of an EIS relating to a highway section have been substantiall y amended.
The new procedures, however, replacing those
s e t forth in PPM 90-1 ,
do not apply to or in any way
affec t or alter decisions, approvals, or authorizations which were
given by the FHWA pursuant to directives then in effect . . • • "
23 C.F.R. § 771.4(b), 39 F.R. 41B06 (December 2, 1974). Similarly,
s ubstantial revisions have been made in procedures by USDoT for
the revie\v and approval of an EIS rel ating to a highway section.
fl • • •
':L'hes e new p rocedur es , however, replacing those contained in
14
1
\
.. '.
', ~-'
'
�..
EIS was approved by the Regional Administrator of FHWA on April 13 ,
1973 , and by the Assistant Secretary for Environment , Safety and
Consumer Affairs of USDoT on September 19, 1973 .
Because this
pro ject involved th e use of parkland, however, a "4{f) " statement
was combined with the final EIS, and the combined documents were ,
in fact; approved by the Acting Secretary of USDoT i n the exercise
of the responsibility mandated by 16 U. S . C.
·and 49 U. S . C.
§
Order 5610.1A, "
§
470f, 23 U. S . C. §138,
1653(£) under the procedures authorized by USDoT
at.
(b), " 9j , and 1 10.
1
Because of the fact
that the EIS also served as a 114(£)" statement the combined docurnent was n o t fo~warded to CEQ , as r e quired by the applicable
(32)
regulations until April 17 , 1974 , subsequent to the action of
approval by the Se cretary of USDoT.
I
,
!
·1
I
j
I
,
!
,
Thus, although the Acting
secretary of USDoT approved the combination final EIS and "4(f)"
statement in April, 1974 , after the effective date of· the Interim
Air Quality Guidelines , the final EIS itself had been approved
by both the Regional Administrator of FHWA and by the Assis t ant
secretary for Environment , Safety and Con sumer Affai rs by September 19, 1973 , prior to the effective date of the Interim Air
Quality Guidelines , 23 C. F.R . 770 , 38 F.R. 31677 (11/16/63).
The final E1 S , therefore , as distinguished from the air quality
suppl eme n t to th e EIS , had received its required approvals, contrary t o plaintiffs ' argume nt, before the circulation of the air
quality s uppleme nt.
The c omment s of EPA and BAQC were, however, received and consid ered by the Dis trict , Divisional, and Regional ' officials of
FHWA a f te r the a i r quality suppleme nt to the E1S was officially
(31)
c ontinued
DoT Order 56l0.1A, do not a p ply to a final EIS submitted to the
Off ice of th e Secretary o f US DoT for concurrence prior to
Se p tember. 3 0 , 197 4 . DoT Order 5610.1B , U5.c., 39 F.R . 35241
( Sep t ember 30 , 1 974 ).
(32 )
USilcT Order 5610.111,
36 F.R . 23 679 (10/4 / 71), ~8m.
15
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. . ----, - .
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,
circulated to EPA and BAQC on April 22 , 1$74, even though the
comments of both EPA and BAQC were received after the 30-day
expressed deadline for comments had expired .
The comments were
considered at the me eting of June la, 1974, and at the meeting of
June 18, 1974, and were addressed in written responses at least
on Jun e 11 and August I, prior to the final consistency determination of the subject segment of 1-95 by the FHWA Regional
(33)
Administrator on August 9, 1974.
These written responses by
the District Office of FHWA, by lDBe, and by SHA were included in
the supplemental EIS as required by PPM 90-1,
~
2h.
~
6i and Appendix E,
In short , the comments were processed in accordance with
PPM 90-1 as required by 23 C.F.R. § 770.204 (b) (3) (iii) of the
Interim Air Quality Guidelines.
,
,
Plaintiffs next contend that the EIS was procedurally
I
incompetent in its consideration of alternatives to the proposed
·1
I
construction of I-95 and in its consideration of environmental
impacts broader than those or. the
I
itself.
L~~ediate
vicinity of the
Scgmen~
In a prior decision, MAD v . Volpe, supra, at 1385, this
court said that "in making some of the decisions which amount to
major federal action with respect to one or more of the roads or
segments thereof in the 3-A System , the Secretary, USDoT, or his
delegate, may have to consider with respect to some of the environmental impact problems, not only the environmental impact of the
r oad
or segment for which his immediate approval is requested, but
also the total environmental impact which would result from the use
of the road or segment und er consideration if and when used in
connection with other segments or roads, already built or proposed
to be built." As supplemented by the material furnished in connection with
the r eview by USOoT's General Counsel as well as by the air quality
s upplement , the final EIS contained at least enough discussion of
the environmental effects of the
(33)
proposed segment of 1-95 as to
Plaintiffs' Exhibit 228.
16
,
I • ,, '
•
•
•
�.air quality, noise, and other environmental considerations , of
the microscale and mesoscal e alternatives which were cons idered,
of the ';'rreversible and irretrievable canunitrnent of resources
involved in the proposed action, of the economic, sociological,
environmental, and other impacts of the propose d action, of the
measures proposed to be taken to minimize harm and of the other
subjects required to be dealt with in an EIS in order to be pro(34)
cedurally correct.
In Part III of this opinion a more detailed
description will be given of the contents of the final EIS, as
supplemented.
From a strictly procedural point of view, plaintiffs have
made no point of the. fact that design approval for the subject
segment of 1-95 was granted by the Division Engineer of FHWA on
May 21, 1974, prior to the expiration of the 30-day comment and
"<l
j
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( 35)
review period of the air quality supplement to the final E1S.
Furthermore, the plaintiffs have not asserted as an issue in this
case the effect of the fact that the consistency determination of
the Segment with the SIP was not made by the Regional Administra-
I
tor of FHWA until August 9, 1974, which was subsequent to the
1
,
date when PS&E authorization was granted for three sections of
the segment of 1-95 on May 24, 1974, and for the fourth section
on July 3 , 1974.
Those issues not having been raised be fore the
court, no ruling is made on the question of whether or not the
issuance
defective .
of such authorizations and approvals was procedurally
Even if these design and PS&E approvals were pro-
cedura11y defective, however, because of their timing, subsequent
approvals of various matters relating to the construction of the
Segment by th~ Regional Administrator of FHWA makes moot any
technical deficiency in the absence of bad faith by the appropriate
federal governmental officials.
Jicari1la Apache Tribe of Indians
v. Morton, 471 F.2d 1275 (9th Cir. 1973); Citizens for Mass Tran sit
(34)
42 U. S . C . S 4332 (2) (C); PPM 90-1, Appendix E; CEQ Guideline s ,
40 C.F . R. S 1500.8; US DDT Order 5610.1A , ~8e -.
(35)
Defendants' Exhibit 198.
17
,
�Against Freeways v; Erinegar, 357 F. Supp. 1269 (D.Ariz. 1973).
As stated in Part III of this opinion, the court believes the
appropriate federal governmental officials acted in good faith.
II
The next general area of inquiry relating to the approval
of the final EIS, as supplemented, is the question of whether
the governmental officials involved acted within the scope of
their authority in approving the final EIS, as supplemented .
The action of the Regional Administrator of FHWA in approv-
ing the final EIS
on April 13, 1973, and the concurrence
of the Assistant Secretary for Environment , Safety and Consumer
Affairs of US DoT on September 19 , 1973 , and the Acting Secretary
of USOoT on April 8, 1974, with the Regional Administrator's prior
approval of the f i nal Ers , as well as the action of the Regional
Administrator of FHWA in approving the air quality supplement to
the final Ers on August 9, 1974, are entitled to a presumption of
regularity .
at 415.
Citizens to Preserve Overton Park v . Volpe, supra,
No argument has been made by the plaintiffs that those
officials did not act within the range of choices potentially
available to them under the appropriate statutes and regulations
granting them their authority and responsibility to act, nor have
,
the plaintiffs argued that they did not properly construe the
"
limits of their authority.
The plaintiffs do , however, strenu-
ously argue that the evidence before the appropriate officials _
was insufficient to provide a basis for a reasonable belief
that
the factual preconditions existed which were required to exist in
order to justify them in exercising the authority given them to act
with approval .
As to the former two points, the presumption of
validity of the actions of the governmental officials is sufficient,
in the absence of any challenge by the plaintiffs, to justify this
court in not examining them fUrther.
As to the latter point, the
facts underpinning the contention are substantiqlly the same as
those to be discussed in connection with the third area of
judicial inquiry .
18
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�III:
The third and last area of judicial inquiry is that generally
encompassed by 5 U.S.C. § 706(2) (a).
Again paraphrasing Mr.
Justice Marshall in Citizens to Preserve Overton Park v. Volpe ,
supra , at 415-416, this area of inquiry requires a determination
by the court as to whether or not the challenged decisions were
based upon a good faith consideration of the relevant factors
as well as upon whether or not there was a clear error of judg·ment in arriving at the challenged decisions.
The pla'intiffs allege three basic deficiencies in the EIS
for the Segment .
They say first that the traffic projections
which wer e utilized in th e final conclusions of the BREIS are so
incompetent as to demonstrate a clear error of judgment since
they were included as a part of the final EIS upon which the Secretary of DSDoT made his final judgment on April 8, 1974.
Secondly,
the plaintiffs allege that, as a result of the errors in BREIS,
al l of the relevant factors were not properly and correctly considered in assessing the total environmental impact which would
result from the use
of the segment of 1-95 under consideration
if ·and when it were used in connection with other segments or
roads already built or propo sed to be builtin .the Bal tirnore
Metropolitan Area.
Lastly, the plaintiffs allege that inadequate
consideration was given t o alterna ti ves to construction of the
segment such as the use of exclusive bus lanes, rapid rail
transit, reversible directional traffic lanes, and other s uch
restrictive mea sures and that, therefore, all the relevant factors
were not considered and ther e was a clear error of judgment in
approving the.final EIS.
At the outset, the court finds as a fact that the federal
decision makers at the District, Division, Regional, and National
level in the FHWA, as well as in the TES section, the General
Counsel's office, and the Acting Secretary's office of USDoT, act ed
in good faith in making the decisions which are in issue in thi s
proceeding.
While it is true that certain of the FffivA official s ,
19
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,
.
�particularly at the District and Division level, cannot be said
to be subjectively impartial in their attitude to the 3-A System
and the subject segment of 1-95, the same is true of certain of
the Regional officials of EPA and of BAQC.
Subjective impartiality
is not required, however, but only an open mind, willing and able
to exercise good faith objectivity in weighing the reasons, pro
and con, for taking a particular action in compliance with the
responsibility imposed upon that official by law.
Environmental
Defense Fund v. Corps of Engineers , U.S. Army, 470 F.2d 289, 296
(8th Cir. 1972), cert. denied 412
u.s.
931 (1973); MAD v. Volpe,
supra, at 1389.
The BREIS study, a summary of which was included in the combined final EIS and "4 (f)
It
statement, formed a major pa.rt of the "
factual background upon which th e ultimat" decisions which are
e
challenged here were made by th e highest authori ties in USDoT and
I
FHWA.
1
!
Essential to the validity
the technical reliability of th e
I
of the conclusions of BREIS is
projec~ions
of traffic volumes
l
which were developed in the various alternative transportation
1
systems analyzed.
I
j
In the area of need for the subject segment
of 1-95, as well as in the prediction of l evels of CO, He, POX,
and N02' the predictions of traffic volumes in various target
!
years of the several alternative transportation systems studied
are crucial.
> I
Errors in traffic volume projections most likely
would result in errors in conclusions based on traffic volume
projections.
Prediction of the future, however, is necessarily a risky
business.
Thi s court is persuaded that no single methodology or
technique in prediction of futUr e traffic volumes has been
empirically d emonstrated to be an infallible one under all circumstances.
The basic methodology utili zed in the BREIS study was to
assume a land use pattern and d e nsity for each of the respective
alternative transportation systems to be examined.
Necessarily,
such a procedure involve s a substantial amount of judgment to be
20
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,
,-
exercised by those who perform the study.
The land use predic-
tions were performed by experienced professional land planners
and traffic analysts on the staffs of RPC and AMV and were based
upon examinations of factors considered most likely to influence
land use patterns.
While one may disagree with the results
within a specific instance of the application of their professional judgment, it is impossible to say with certainty, or even
with probability, that their judgment in general was erroneous.
Having decided upon the respective land use which was correlative with a particular transportation system alternative, the
travel patterns of all people assumed to be living and working
in the region with respect to each assumed land use were then
determined by using th e trip generation equations developed through
the application of computer techniques for the Baltimore region.
The basic theory of
j
I
1
called
th e~equa tions,
euphemistically collectively
a "gravity modeJ," is bottomed upon the proposition that
history repeats itself.
In other words f it was assumed that there
is a demonstrable relationship
betwee~on
the one hand, the social
economic, and land use characteristics of a parcel of land and its
availability or accessibility · by various transportation modes,
and, on the other hand, the number and mode of 'trips of persons
to and .from that parcel of land.
,
,
The gravity models used in the
BREIS were very sophisticated in their predictions of the distribution of the predicted trips on various highway links
of
the
regional highway system and on other parts of the assumed transportation system.
The basic gravity model;ng teChnique employed in the BREIS
study, however , is mor e sophisticated than that which has been
utilized in the
past in that an attempt was made to break down,
for comparison purposes, the land use assumptions into different
land us e and d emographic assumptions for each of the alternative
transportation systems being analyzed.
The trip generation equations used in BREIS were based on
the travel desires and choices indicated by the
21
B~mTS
origin and
�destination study carried out by Wilbur Smith and Company in the
Baltimor e Region i n 1 962 .
The BMATS study did not, however,
reflect changes, if a ny, in trave l patterns a nd choices which
migh t have been caused by the
~ornpletion
and opera tion of the
Baltimore Beltway in 1 963 and years following.
There is doubt among professionals in the field whether a
massive origin and destination study of .t he scope of the 1962
BMATS study should be r e peated at the present
tim ~ to
determine
whether or not there is any major change in the trip g e neration
relationships which have been caused by the completion and operation of th e Baltimore Beltway and othe r major projec t s.
While it
would appear to thi s court th at it is desirable to h ave as much
info rmati on as reasonab ly possible in de termini ng the continuing
validity of ass um ed equati o n s . ,f or the projection of futur e traffie volumes, the c ourt does not
believe it appropr ia te or neces-
sary for it t o attempt to set itse lf up as a super professio nal
tran spo rtat~on
ana lys t or planner to state that the equations
are necessarily in error solely because they were based upon the
BMATS study of 1962.
The plaintiffs charge most vigorously that the traff ic proj ections of BREIS are understated in a ll a lternatives which include as a component the 3-A System , beca u se th e equations do not
,
explicitly c ontain a factor for "generated " traffic.
"Ge nerated"
traffic i s a term utiliz ed by profes s ional planners and transportation analysts to refer to a phenomenon of combined additional
trips on an old road and a generally parallel n ew .road which are
greater than those additional trip s which can be account ed for
simpl y (1) by - divers i on of existing traffic from other routes i n
the g e n e ral vicinity and (2) fr om n orma l growth of traffic in
g eneral over a given period of time .
There is a dispute among
professionals in the fields of tran spo rtation planning and analysis
as to whether or not the phenomenon of "generated" traffic can be
said to exist on a regional basis as oppo s ed to a s pecific hi ghwa J'
link or series of links basis.
22
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."--, \'
Furthermore, while tr ansportation
�..
planners and analysts talk about "generated" traffic, the phenomeno n
is not clearly understood, and they do not know the destinations
of such traffic or the purposes of the trips which are involved
in such traffic"
.
At least some of th e generally assumed causes of
"generated " traffic were taken into consideration implicitly in
the BREIS methodology in that a factor was included (1) for trips
diverted from other forms of transportation ,
(2) for trips which
would have been made to other destinations or from other origins
if the new route had been les s attractive,
(3) for traffic
changes caused through sophisticated and sensitive changes in land
u s~and
(4) for traffic chang es caused by changes in demographic
patterns assumed for the various transportation system alternatives.
There is no evidence of any generally accepted methodology
among transportation planners and analysts for the inclusion of a
factor which explicitly represents other ca u ses of "generated"
traffic in a mathematical travel simulation model used for travel
forecasting on a region-wide basis for a region comparable in size
to Baltimore.
Whether "generated" traffic should or can be
explicitly taken into account in travel forecasting of a regional
type $uch as is sought in BREIS is a matter of reasonabl e debate '
among transportation planners and analysts.
To the extent that
"generated" traffic is generally acce pted to be appropriate to
consider in gravity model formulae in reference to a single
facility, such traffic was taken into consideration in " h e travel
t
forecasts employed in BREIS, within the state of the art of travel
forecasting, by the data and methodology applied in BREIS on a
system-wide basis.
As a part of the 3-C Process, a validation check was made of
the simulation formulae utilized for traffic projections and forecasts in the Baltimore region which were used in the BREIS study .
The verification process for the models and subrnodels u sed in
the BREIS for traffic projections compa red th eoretical simulated
projections of VMT for 1970 \-li th extra polated VMT based upon
ac tua l counts for the same year.
23
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It was known tha t the models would not give an absolutely
perfect representation of observed 1970 travel.
Rather , it was
expected and hoped that they would give the approximate or rough
orders of magnitude of the l eve l of the observed 1970 travel.
It
was also sought to be determined whether the models appeared to
show
any consistent bias and whether roughly correct levels of
travel were shown to have take n place in the correct transportation
corridors.
For purposes of the evaluation , traffic counts were obtained
from the State Highway Administration and from local juri sdictions.
I
I
!
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There were actual traffic counts for the simulated crossing of a
regional line of division known as the Gwynns Falls screen line.
At the Gwynns Falls screen line , the aggregate simulation is 5.6%
higher than the aggregate adjusted observed traffic count for 24
hours.
I
I
Th e simulation is 40.4% higher for peak periods.
Figure I of plaintiffs' Exhibit 239 reflects the ratio of
simulated traf fic to counted traffic for 24-hour and peak periods
(36)
at 22 cutlines .
The counts u sed on these cutlines were
actual, r ather than extrapolated, counts.
The cutlines were
selected for places which were thought would tell something useful
about the way the model was simulating ground conditions, but
could only be established at places where actual counts were
,
available for adjacent facilities crossing a corridor cutline.
The average of the 22-cutlin e ' 24 -hour ratios is 95.04% in the
simulat ion to the actual counts.
,
The average of the peak peri.o d
ratios for the 22 cut lines is 20.89% higher for the simulation
. I
than the actual counts.
A comparison was .also made between the adjusted ·counts ·of
(37)
and the simulation.
vehicles crossing the external cordons
( 36 ) A cu tli ne is an artificial line drawn on the highway network
whic h cros ses several roads in the network. The total traffic
count for the several roads which the cutline crosses (measured
at the 1?oints on th e several roads where the cutline crosses those
roads) ~ s the traffic count for that cutline.
( 3 7) An exte rnal cordon is the imaginary line which delineates
the external limit of the study area . The external cordons in all
24
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The aggregate simulation was .3% higher than the aggregate adjusted
counts of the crossings of the external cordons .
Table 2 of plaintiffs' Exhibit 239 presents comparisons , by
volume range of facilities, for the number of count observations
actually obtained to the volume simulation for those highway
links at the point at which the count was obtained.
In volume
(38)
group s below 30 , 000 ADT ,
the simulation is slightly lower than
the adjusted counts for 24 hours.
For the adjusted range in
excess of 30,000 AnT , the counts are 21% higher than the simula tion for 24 hours.
For the peak period volumes , the simulation is
s l ightly higher for volumes ranging up to 4 , 000 vehicles, but the
counts are 22% higher than the simulation for the 1 8 obser vations
involve d in the comparison for peak volumes of 4, 000 o r more.
In order to make the comparison of the simu lated VMT t o the
actual VMT, it was necessary to make certain assumptions since
traffic counts were availab l e on only approximately 25% of the
:
I
l i nks in the simulation network .
I
1
In addition , not al l of the
actual traffic counts comprising that 25% of the links wer e made
in 1970 and many of those counts were factored t o 1 970 from counts
1
made as early as 1968 and as l ate as 1 972 .
the a c tual traffic counts were not adjusted
1
,
l
I
In a number of cases ,
fo~ " mu1tip l e
vehicles.
!
ax l e
I n computing Table 3 of plaintiffs' Exhibit 239 , the
actual count, as adjusted for 1970, was used for each l ink for
which an actual count was available and multiplied by the l ength
of that link in order to arrive at vehicle miles traveled .
For
those links for which an actual count was not available , t he
averag e of the counts for links within the strata for which
count s were a v ailable was used as the count for that link.
Each
averag e link count was then multiplied by the length of that link
(37)
continue d
the corr idor s cro ssed 6 6 highway facilities ranging in vo l ume from
a hig h o f 55,6 00 on th e Baltirnor e -h'ashington Parkway to a road
with ?n "averag e daily tr uf fic o f 60 . A number of the roads have
volm:tes in th e l o w hundr e ds on a daily basis.
(38)
Averag e d a ily tr a ffic .
2S
,. ,
�.
.
in order to arrive at estimated vehicle miles traveled for that
link.
The total of all such links within a stratum was presented
in Table 3 as the actual count.
The VMT comparisons in Table 3 reveal that the model simulates
93.3% of VMT for freeways in high intensity areas.
for freeways in all areas is 86.8%.
The average for principal
arterials in all intensity type areas is 84% .
collectors is only 45%.
Mr .
Ock~rt
The average
The average for
The regional average is 79.4%.
of the Regional Planning Council and others of
the professional planners involved in the BREIS study believed
I
that the relationship in Table 3 tended to show a bias which over-
I
stated the actual VMT in relation to the simulated VMT.
I
•
Their
reasoning was ·based upon the premise that the traff ic counts which
were available for use in the year 1970 were
on highway links on
high volume roads on which there was some problem which had precipitated the taking of the traffic count in the first instance
and that the use of those traffic counts, as an average to be
,
used in the comparison as the link count for those links for which
there was no actual count, would overstate the actual VMT.
In
other words, the professional people involved in traffic fore-
I
.
casting in this area were of the opinion that the links whose
traffic· counts were used as the basis for the averaged computation
of counts for links for which no actual counts were available were
not representative of all links in that stratum.
the
The participants in/validation check then examined the simulated volume for each of the 4,400 links in the simUlation network.
The average of the simulation' links was determined for those links
in a stratum for which counts were available and was compared to
the average count of all stratum links determined by simUlation.
This comparison showed that the average of simulation counts for
links for which counts had been taken was higher than the overall
average by simulation of all links in the stratum.
It was, there-
fore, concluded to present the VMT comparison in the travel
26
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simulation model validation report (PX 239), on an alternative
basis, in an additional table to compensate for the presumed bia s.
The VMT for links for which actual counts were available was
computed by the us e of the actual counts in the same manner as the
VMT for those links was computed for inclusion in a stratum in
,
Table 3 .
For those links for which there were no counts, how-
ever, the mean of the counts on links within the stratum for which
.counts were available was adjusted by a factor, the numerator of
was
which/the average simulated count for all links within the
stratum and the denominator of which was the average of all
counts within the stratum for which counts had been obtained.
On
this adjusted basis, as is shown in Table 4 of th e validation
!
report (PX 239), the model simulated 107.7% of VMT for freeways
I
and high intensity areas and 95.6% for freeways overall.
I
The
regional average for all road and area types was 85.8%.
The difficulties in the validation check caused by the fact
that actual counts, factored in a uniform method to the year 1970
and taken by uniform procedur e , were not available for all highway links in the various strata has caused the RPC and the state
highway officials to embark upon a program designed to eliminate
this difficulty in the future.
Beginning in the summer of 1974,
traffic counts are being taken for planning purposes at random
locations of links for differ e nt strata.
The purpose i s to be
able to estimate WiT by using counts that are completely free of
bias so that the .plaintiffs will not have to go through the
procedure which was found necessary in the adjustment of counts
for the 1970 alternative comparison.
The counting program will
be uniform in the methodology of taking the counts as well as in
the factoring of those counts to arrive at 24-hour and peak
period values.
·It is true that the adjustment of "actual" VMT reflected in
the difference
betw~en
Table 3 and Table 4 of plaintiffs' Exhibit
239 is not itself proof that the gravity model and submodels
27
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utilized in the Baltimore region are functioning correctly..
The
larger differences between the simulated results and the "actua l"
counts in Table j were assumed by the RPC and other groups
responsible for parts of the BREIS to be caused by a "bias" in
the use of higher than actual counts, but, of course, it is conceivable that the differences could have been caused by a failure
of the models to project VMT to as high levels as
occurring.
This, in fact,
w~re
actually
is the th esis of Mr. Morris, the expert
for the plaintiffs, who stated his belief that the failure of the
for
BREIS models to include a factor/Ilgenerated ll traffic, rather than
a bias in favor of overstated actual counts, is what re sulted in
the differences between Table 3 and Tab le 4.
While he may well be
correct, there. is considerable credible expert opinion to the
I
!
contrary.
1
in the future,
,1
As the technique s of traffic forecasting are refined
just as they have been in the past, and as the
3-C Process initiates more in-depth analyses and examinations of
the: BREIS models and submodels, and
.1
dti
more current origin and
destination studies are undertaken as a part of the overall continuing planning process in this area, the BREIS models may be
found to require extensive revision and . recalibration.
At the
time that this study was initiated and comple'ted, howev er , and
at the time the decisions b ased thereon were made conc e rning the
i
Segment, the BREIS model and submodels, and the methodology which
was utilized in preparing the traffic projections in issue here
fairly represented and were within the state of the art.
An agency processing an EIS and making judgments required to
be made by NEPA and related sta tutory mandates i s not required to
accumulate "
. the sum tota l of scientific knowledge of the
environmental elements affected by a proposal.
1t
EDF, Inc. v.
Corps of Engineers of U.S.Army, 348 F. Supp. 916, 926 (N.D.Miss.
1972), affld, 492 F.2d 1123 (5th Cir. 1974).
Not all experts in
the field need agree with the conclusions conta ined wit hin the
EIS nor does the la\V' require that a court fi nd the EIS is scientific perf ection.
Life of the Land v . Brinegar , 485 F.2d 460,
28
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,
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472-473 (9th Cir. 197 3) ; Redding v . Morton,
(D. Mont. 1974)
(6 E.R.C.
F. Supp .
1887) .
In addition t o t he alleged error of BREIS as a result of the
fact its equations were based
~pon
a 196 2 or igin-de sti n ation
study and of the alleged failure t o consider "generated " traffic,
plaintiffs assert other r easons why the BREIS is substantive l y
inva lid and, therefore, does not fo rm a proper basis for the
r espo nsible offic ial s to have considered ".
n o t only the
environmen ta.l impact of th e r oad or segme nt for which •
immed i ate approval [was ] r e que s t ed , but also the total environmental impact wh ich would result from th e road or segment unde r
./
considera tion if and when us ed in connection with other segments
I
I
•
I
or roa ds, alr eady built or proposed to b e built."
MAD v. Volpe,
supra, at 1385.
BREIS Tech. Memo. No.2, e ntitled "Trave l Simulation and
Traffic Analysis" stated certain assumptions which were mad e in
the s tudy.
Among tho se assumptions were the following s ix which
th e plaintiff s have challenged:
1. "Total tr ave l demand i s invaria nt with system
supply. The t o tal number of person trip s is a function
of social and eco nomic characteristics which vary by
alternative only and do es not vary ei ther .with the amount
of highway o r tr ans it system avai l able or with the cost
of tra vel ."
>
2.
"The rel a tive cos t s of using transit as compared
t o highway travel will be approximately stable . "
3.
"No restrict,t o ns such as g aso line r a ti on ing or
limitation of parking supply will be imposed."
4.
"Travel r espons e to s uch factors as trave l time
and trave l costs will remain constant over the 25-year
forecasting period."
5.
"By 1980, 28 mil es of the Phase 1 Rapid Transit
System w-ith a coordinated bus system will be in operation . "
6.
"By 1995, the full six-corridor Rapid Transit
System with a c oordinated bus system will be in operation."
A variable for system supply was not expressly placed in the
person-trip generatio n equation u sed in the BREI S travel f oreca sts.
Professional opinion is uncertain as to the direct re-
l ationship, if any, of the availability of highway facilities on
29
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a regional basis to the total n umber of r egiona l person-trips
generated.
In BREIS the total number of trips made by people was
directly related to socia l and economic ".c haracteristics , such as
population, employment, labor force, au tomobil e ownership, and
income levels.
These socia - eco n omic characteristics vary with
the supply and characteristics of the transportation system.
The
sys t em suppl y therefore, implicitly, rather than explicitly,
influenced the number of person trips gener ated under the rnethodologies and equations empl oyed in BREIS.
BREIS did reflect
differences in predicted VMT with respect to the a l ternative land
u se and transportation assumptions.
The conclusions were a s
follows:
Alternative
VMT
(P er 24 hours in millions)
1 970 Existing
19 80 Complete 3A
25 .9 77
H80 3A l ess Fort McHenry Crossing
26.000
1 980 No 3A
25.642
19 95 Complete 3A and GOP
34.146
1995 No 3A , all other GDP
32.826
1 995 Complete 3A, no GOP
32.217
1995 No 3A , no other GOP
--
17 . 842
28.599
The assumption and methodology u sed by BREIS in thi s r espect was
within the state of th e art.
As to the assumptions that there would be no gasoline rationing or limitation of parking supply and tha t the relat i ve costs
of u sing transit as compared to highway travel would be approxima t ely stable, such assumptions in BRE IS · were based upon the
uncertainties existi n g in those areas at the time that the BREIS
was being
prepared.
Since h i s t orical f act could not be r e lied upo
to supply the b ench marks, assumptions were necessary.
At the t im e that the BRE I S study was being pr epared in 1 97 3,
the
effe~ts
of the so - called e n ergy c ri s is were n ot gene rall y
30
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knovm or recognized.
It was not until late 1973 that the price
of gasoline rapidly escalated and it became apparent that
petroleum products, particularly gasoline, wo uld rema'in at a higher
r elative cost than other i tems i n o ur inflationary economy .
Since
the fall of 1973, transit costs to the riders th ereof have decreas ed in relation to the costs of operating an automobil e .
New
studies hav e been undertaken, however, as part of the 3-C Process
in the Baltimore region to evaluate the effect of the energy crisis
on th e tran sportation plan.
These studies , now substantially
complete, will be a part of the information available when additional Segme nt a uthoriza tions are requested.
The assumptions of the BREIS that there would be no transportation re s trictions, s uch as gasoline rationing or limitation
of parking supply , were made in the early spring of 1973.
At
that time ther e were alternative strat egies under consideration for
I
•
adoption as an SIP , but the responsible l oca l, state, and federal
government officia l s had not agreed as to what th e plan would be •
I
It was generally known o r anticipated that ther e would be some
restrictions on the unlimited use of automobiles, but it was not
known exactly which specific p l a n s would be adopted.
It was not
until December 12, 1 973 , that the EPA, after having rejected t he
j
,
SIP submitted by the Governor of Maryland , promulgated in th e
I
Federal Regi s t e r
it s SIP for Metropo litan , Baltimore which in-
cluded deli be rate restrictions on a utomobile u se.
came law on January 12, 1 974.
That ·plan be-
Two basic reasons ex i sted for the
assumption in the BREIS of no automobile restrictions.
The first
r eason wa s that it would have been extremely difficult and inefficient . to ana.l yze a variety of restrictive plans at a time when
it was not known which plan or combinations thereof would be
approved as law.
Secondly , the ass umption of no restrictions on
the use of the aut omobile would enab l e the policy maker s to see
what air quality and other conditions wou ld prevail without
transportation controls in order that they could move from the
l e ast restrictive measures to th e mor e restrictive measures in
31
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the event that air quality and other conditions required increased
restrictive measures on the use of automobiles.
197 "
On December 27,
a contract was made with AMV to perform an analysis of the
effect of the SIP strategies as a supplement to the BREIS under the
continuing 3-C Process.
NEPA,
§ 102 (2) (C),
require that every con-
does not".
ceivable study be performed and that each problem be documented
from every angle to explore its every potential for good or ill. "
Sierra Club y. Froehlke , 345 F. Supp. 440, 444
aff ' d , 486 F.2d 946 (7th Cir . 1973).
(W.D.Wis. 1972),
The agency must undertake
in good faith a diligent research effort " . • . which utilizes
effective methods and reflects the current state of the art of
relevant scientific discipline."
Supp . 1401,
E.D.F. Inc. v. Hardin, 325 F.
1403 (D.D . C. 1971).
In the absence of empirical
data or hard fact s at the time that the BREIS study was being
prepared , the study was not technically inadequate solely because
it stated assumptions of this nature which later proved to be
incorrect, particularly where steps have been taken through the
3 -C Proc ess to analyze BREIS results further in the light of later
deve lopments for use in making subsequent decisions.
Compare
State of Texas v . Environmental Protection Agency, 499 F.2d 289,
30 1 (5th Cir . 1974).
,
It would be the height of folly to require
that no technical studies could be made in the area of traffic
forecasting until the sweep of external events influencing the
traffic projections had stabilized.
History and common se nse
tell us that such a statutory or judicial mandate would prevent
All that is required is that
studies f r om ever taking place .
assumptions , wh ere necessary or desirable to be made as the
groundwork for a study of this type, be made in good faith and
with a rational e xplanation.
Th e
as s umpt i o ~ fi
Such exists here.
of BRE IS that trave l re spons e to such factors
as travel time ar.d travel costs will remain constant over the
25-year
f o recasti~g
period is not seriously challenged in its
32
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validity by the plaintiffs.
Under the foregoing criteria, it
was an appropriate assumption.
Similarly, t 'he assumptions of BREIS relating to the extent
of rapid rail transit in operation in the Baltimore region in
1980 and 1995 were appropriate.
Completion of Phase One of the
rapid rail transit system by 1980 was assumed in BREIS because
previous transit planning had indicated that as a reasonable
target year.
MTA is currently estimating 1981 as the completion
date for Phase One, the ceremonia l
been held.
groundbreaking for which has
The difference between the years 1980 and 1981 is
relatively unimportant in travel projections since the projection
techniques are not that precise.
From the standpoint of air
quality, Phase One has very little effect on air pollution in
the short term.
The full six-legged rapid rail transit system is
assumed for the 1995 target year because it is the official policy
of the region as embodied in the GOP.
Using the criteria above
set forth, these assumptions wpre appropriate.
For reasons which are more fully discussed in reference to
1
the finding of consistency between the plan for construction of
the Segment and the approved SIP, the consideration of air quality
in the BREIS also passes muster in that the relevant factors were
considered in good faith and there was no clear error of judgment.
Turning now to the discussion of alternatives to construction
>
of the segment of I-95, no point is made by the plaintiffs that
there was not adequate consideration of alternative
alignm~nts:
On the contrary, the plaintiffs argue that there
was not adequate
considerati~n
of alternatives to building the
Segment at all in any location.
On p. 7 of the original text of the final EIS, after a brief
statement of the history of the study of proposed expressway
systems in the Baltimore region over a 25-year period, it is
stated in reference to the Segment as follows:
"The alternative of no highway at all would leave
the area of southwest Baltimore with inadequate tran s portation facilities.
Industrial and commercial growth
33
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,
,'
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woul6 be stymied by lack of adequate access. Existing
residential areas would suffer from large volumes of
truck traffic on their streets.
"The Baltimor e -Washington Expressway corridor wou ld
ultimately become unbearably overloaded since it would
be the only adequate access point to Baltimore City for
a ll south and southwest traffic."
On p. 14 of the "4(f)" section of the final EIS the following
statement is made.
i
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,
"Economically speaking , the roadway would stir and
retain commercial interests within the city limits.
Industry which depends ,largely on trucks as their main
means of shipping and delivering will remain in the city
rather than move to the Maryland counties due to their
easy access to 1-95. Also, the highway along with the
proposed rapid transit system will provide people with
quicker means of travel to downtown shopping areas and
the new inner harbor redevelopment project.
"As a transportation facility , 1-95 provides an
integral link between the northern and southern states.
With respect to Baltimore City, traffic can use
1-95 "as a bypass of the city or can interchange with
1-395 and drive directly into downtown Baltimore."
In responding to the comments of the EPA in its letter of January
19, 1972, filed as an attachment to the final EIS, IDBC, in a
1
I
1
I
;
letter dated February 8, 1972, also filed as an attachment to the
final E1S, stated in reference to alternatives proposed to construction of the
Segmen~
as follows:
"Converting lanes of Russell Street or the BaltimoreWashington Parkway during peak hours is an impossibility.
These facilities do not operate at a directional split
which would allow such an alternative. A 65-35 or even
60-40 split may allow this. However, portions of
Russell Street are almost a 50-50 split at peaks both
morning and evening. The Baltimore-Washington Parkway
because of its interstate character has a tendency to
oddball peak hours in directions opposite from what may
be anticipated. For , instance on Friday afternoons traffic from the Beltw~' inbound is often heavier than outbound.
In most instances the's e facilities operate near peak
capacities during rush hours." (Emphasis in original).
IDBC's letter also noted that staggering of work hours to reduce
peak volumes was
being done "to a large extent already to
spread peak hour traffic in many areas of the city."
As t o the
suggested EPA alternative to the construction of the Segment of
establishing excl usive bus lanes on existing roadway facilities
to encourage utilization of mass transit service in the corridor
to be served by 1-95", lOBe's l etter stated:
34
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" This i s hard to do whe n extensive portions of
the Ba l t imor e - Nas hington Parkway a r e only two lanes
each way now . Russell S tr ee t, although t hree lanes
each \-Iay , allows no space for exclusive bus lanes wi t h out urs urping an existing travel lane . This would r e sult in llionumental traffic jams."
In respon se t o an EPA s uggestion that an alternative t o the cons truction of th e Segment would be an improvement and expansion of
public tran spo rtat i o n mode s s uch as bu s and rail service, lDBe
responded that the improvement of
pu~lic
tran spor tation fac ili-
ties "i s considered an integr a l part of the tr ansportation network, not
a~
an a lte rna tive .
The hi ghway program assur es existence
o f a future rail r ap id transit line in this corridor as well as
additional bus service s ."
As previous ly noted , th e final EIS , as supplemented, included
a summary of the BREIS s tudy, the express purpose of which,
among other things,was to study and an a lyze the transportation sys tem alternatives in the year s 19 8 0 and 1995 and the environmental
effects which thos e alternatives could reasonably be expected to
have .
Attached as Appendix I to thi s opinion is a chart contained
in th e final EIS, as s u pplemented , entitled · "Evaluation of Short-
I
I.
Term (19 8 0) Eff e cts.
II
Attache d as Appendix 2 is an additional-
chart found in the final EIS , as
o f Long Term (1995) Effects."
supplemented , ~nt itled
"Evaluation
In sUIllfl.lary form these two ,charts
set forth the result s of the BREIS study.
While the conclusions
of BREIS, f o r rea sons discus sed elsewhere in this opinion, may in
part be debatable, they repr esent
th e r es ults of a dilig e nt researc h
effort which , in good faith, utilized "
• . effective methods and
ref lect [ed 1 the current state of the art of relevant scientific
dis cipl ine ," and ",
should be judged in light of the scope of
the proposed program a nd the extent to which existing kn owledge
raises the possibility of potential adve rse environmental effects , "
E .D.F., Inc. v. Hardin , supra, 325 F. Supp . at 1403.
In the
light of a ll of th e transportation stujies which have b een under(39 )
taken over the past 25 years in the Baltimore region ,
(39)
it was
See MAD v . Volpe , supra, 1369-1379.
35
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not n e cessar y for the EIS to r esta te th e c o nclusio ns o f all of
the expert s , or to engage
in, for the purposes of this one
pro ject, a r esta temen t of all of the fact ors relating to city-wida
and r egional tran sporta tion plans as th ey affect
segme nt of 1-95.
the s ubj ect
Alternatives t o the 3-A System, of which the
subj ec t segment of 1-95 is a part, were adequa tely examined in
th eir respective for eseeabl e e nvironmental impacts, and th e evidence discloses that a good faith "hard look !! a t the salient
problems was made by t he responsible officials for the purpose of
engaging in reason e d decision making.
agr ees with their
Whether or not this c ourt
ultimat e conclusion is immaterial.
It is not
the function of this court to set policy nor to substitute its
judgment f or that of those fed era l officials whose
to act i s imposed by stat ute o r r egulation .
re~pon s ibility
Having engaged in a
"substan tial inquiry," the court conc ludes that the approval of
th e EIS, a s · supp lemented , for th e Segment was not arbitrary and
capricious and did not constitute a clear error of judqrnent.
I
I
Va lidity of Consistency Finding
IV
1
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,
,
,
As previously noted in PartI of thi s opinion, in response to
( 40)
th e manda t e of the Federal - Air Highway Act of 1.970,
Inte rim
Air Quq lity Guide li nes we re adopted by FH\\'A on November 16, 1973.
For the reasons set forth in Part I in this opinion, it is this
c ourt ' s judgment that there was no procedural error in th e approval
by t he Regi ona l Administra t or of the Fm\'A of the Air Quality Supplement to the fi na l EIS .
Hi s approval constitut ed evidence of
hi s pos iti ve fi nding on the consis tency of the highway proposal
with the SI P .
23 C.F.R. § 770.204(b) (3) (iii).
e vidence h ere is cl ear tha t
(4 0)
Furthermore, the
t he Regiona l Administrator of FHWA
23 U.S . C. § 10 9(j) prov i des as foll ows ,
'IThe Secretary, af t er consultation with the
Admi ni5tra t or of the Envi ro nme ntal Protection Agency,
s h all develop and promulgate guidelines t o assure
that high\<lays constr u cted pursu ant to thi s title are
con sis tent with an y approved plan for the implementat:ion
36
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did not make a positive d e t ermina ti on of cons i stency without fir st
consulting with represe ntatives of t he EPA Regional Administrator
(4"
in compliance Til l
the provisions of 23 C.F.R. S 770.204 (b) (1) (v) (A)
As a r esult of the a ll-day meet ing of June 18, 1974, which was
attended by Region and Division officers of FHWA and Region and
Wa shington headquarte r s officials o f EPA, a memorandum of unders t anding between Fm'lA, EPA,
lOBe, BAQC , and Maryland Do T was exe-
cuted, dated June 28, 1974.
While it was in error in say ing th at
FHWA, as opposed t o the Division Engineer
of FHvlA , h ad found the
s ubj e ct segment of 1-95 to be consi stent with the SIP , the rnemorandum of . understanding went on t o state that its purpose was to
a ttemp t t o r esolv e the c onc ern of EPA and BAQC ove r the consistency
of th e construction of th e subject segment of I-95 with the SIP
and was e nte red into " .
I
,
. in recognition of the continuing
Clean Air Act requir eme nt to atta i n and maintain air quality
levels within the limits of the nationa l ambient a i r quality
(42)
standards . .
(40)
"
continue d
of any ambient air qua lity standard for any air quality
control region designated pursuant t o the Clean Air
Act, as amended. "
(41) Thi s provision of the Interim Air Quality Guidelines in
t erms app lies only to thos e cases in which, un like the present
circumstance , the EIS has not been approved by the Regional
Administrator of t he FHWA prior to October 15, 1973. Even if it
did apply, however, the r equir emen t has been met .
(42)
The memorandum of understanding sa id in pertinent part:
"2 . The parties will immedia t e ly exchange info rma tion
on their air pollution , analyses for the Segment which
describe th e conclu sions , assumptions, and s upporting
methodo logy used.
"3 . The pa~ties will , as expedi tiously as possible,
us e all reaso nable efforts:
"a . following the exchange of th e information
described in paragraph 2, to resolve the technica l
differences in the EPA, BAQC, an d FHWA studies of the
Segment .
lib. In the event s uch resolution demonstrates
that the unr es tricted use of the Segment would prevent
it s meeting Air Quality Objectives, to study and thereafter impl emen t the most feasible Usage Res trict ions .
37
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It was only after the memo randum of understanding wa s
executed that the Regional Administrator, FHWA, made the consistency finding of the subject segment of I-95 with the SIP on
August 9, 1974.
While PS&E approvals of four sections of the subject segment
of 1-95 from Caton Avenue to Russell Street were approved by the
Division Engineer of FHWA prior to the finding of consistency by
the Regional Administrator, it would serve no useful purpose to
exalt form over substance and require con s truction work to stop
while new PS&E approvals are issued.
The good faith action of
the Regional Administrator of FHWA in making his finding of consistency with the SIP cures whatever error existed in issuing the
PS&E approvals prior to the consistency approval by the Regional
Administrator.
i
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Particularly is this so since the plaintiffs did
not raise that particular alleged procedural error as a basis
for their cause of action .
v.
Morton,
=~Era,
at 1284;
Compare
Jica~illa
Apache Tribe of
Citizens for Mass Transit
Ag~i~st
Freeways v. Brinegar, supra .
(42)
continued
Strategies to be investigated would include, but not
be limited to, high occupancy vehicle (carpool, bus,
vanpool) lanes, to increase the people carrying
capacity and efficiency of the ·Segment.
>
"4. During the first two (2) years after the Segment
has been opened for usage by vehicular traffic;
"a.
FHliA will:
"(I) Conduct carbon monoxide monitoring
at agreeoupon sites, not to exceed three (3)in number
and for agreed upon three-month periods representing
the three (3) worst months of the year for CO concentrations, as determine d by historic data gathered
from the WILMARCO Station, using methodology and
equipment approved by EPA for monitoring carbon
monoxide; and
"(2) Perform annual hydrocarbon emission
projections in the Regional Subarea using methodology
approved by EPA.
"b. The parties will annually review, and if
necessary, by revision of Maryland's SIP, revise the
Usage Restrictions and u·se their best efforts to make
other arrangements to continue the monitoring provided
38
�f
...
v
Plaintiff s have not alleged or shown that the Regional
Administrator, FHWA, acted outside of the scope of his authority
in making the finding of consistency with the SIP , and th e c our t,
therefor e, will not di sc u ss any of the aspects of that question.
VI
Th e plaintiffs do al l ege that th e f inding of c o nsistency
betwee n the plan for construction of 1-95, Caton Avenue to
Russell Street, and t he SIP was arbitrary and capricious .
As
.
previous ly noted, such an allegation in this type of proceeding
require s the court t o make a substantial inquiry.
The court may
not u phold the challenged finding unless i t is petermined that
the decision was based upon a good faith c ons ide ratio n of the
relevant factors and that there was no clear error of judgment
,
by the person or agency making the challenged decision.
i
While
due deference must be give n to the presumption of r egularity
of the official action, that presumption may not be used as an
excuse for failure to mak e a
1
1
probing revi ew of that action.
Citizens to Preserve Overton Park v. Volpe , supra , 415-416.
Since the s tatute, 23 U.S . C. § l09(j), and the Interim Air
Quality Guidelines require a determine of cons istency of the
I
(42)
continued
for in subparagraph 4a above , it being understood
that FHWA' s funding of monito ring under the agreement shall be limite d to the aforesaid two-year
period .
"5 . The Segment will be u sed at such time s and in
such manner as to b e in compliance with the Air Quality
Objectives.
In th e event the conditio n referred to
in paragraph 3b occurs , the initial u sage of the Segment
shall, prior to such use, be provided for in a revision
to Maryland's SIP; provided that if there should be
a photochemical oxidant violation for the Bal timor e
AQCR, the usage of the Segment will, with r ega rd to
suc h violations, be r ev iewed in th e same manner as
other traffic in the Ba ltimore AQCR, and not in
isolation.
"6. This agreement shall not be construed as a finding by EPA as to the con s i s te ncy of the Urban Transportation Plan and Program with Maryland's SIP under
23 CFR Section 770.204(a)."
39
.•
,,
r
�,
.
•
constr uctj o n ' of a highway ".
implemen t ~
.
. with any approved plan for the
' j o n of any amb i ent air quality standard for any air
quality control region . . .
," a starting
point in this
analysis is to determine what ambient air standards have been
established for the Baltimore r eg ion .
Pursuan t to the requirement of 42 U.S.C. S 1857c-4, EPA ha s
( 43)
(44)
promulgated national primary
and secondary
ambient air
quality standards.
Th e prima ry and secondary standard s for CO are:
(a) Nine parts per million (9 p . p.m.) as a maximum
eight-hour concentration which is not to be exceeded
,
more than once per year , and
1
f
I
(b) Th i rty-five parts per million (35 p.p.m.) as a
I
maximum one hour concentration which is not to be
( 45)
exceeded more than once per year .
•
I
The primary and secondary sta ndards f o r photochemical oxidents i s
I
. 08 p.p.m. as a maximum one hour conc entration not to be exceeded
( 4 6)
more t han once per year.
The primary and secondary standards
1
for hy drocarbons are . 24 p.p . m. as , a maximum three - hour concentratio
(47 )
Th e
( 6 to 9 a.m. ) n ot to b e exceeded more than once per year.
primary and secondary standards for nitr.o gen dioxide are . 05 p.p. m.
(48)
as an annua l arithme tic mean .
The BREIS study showed that existing ambient air qua l ity in
(49)
does not presently meet national ambient
t he Baltimore area
( 50)
The purpose of the
air quality standards promulgated by EPA .
,
",
SIP is to attain, maintain and enforce the national ambient air
(51)
quality standards in the Baltimore air quality c o ntrol r egion.
( (3 )
4 2 U. S . C. S 1857c-4 (b) '(I) •
( 44)
( 45 )
( 46)
( 47)
( 48)
(49 )
(50 )
42 U.S.C . S 185 7 c-4 (b) (2 ) .
4 0 C. F. R. S 50 . 8 , 36 F . R. 22384 (Nov. 25 , 1971) •
4 0 C.F.R. S 50 . 9, 36 F. R . 22384 (Nov . 25, 1971) .
40 C.F.R. S 50.10 , 36 F.R . 22 3 84 (Nov. 25, 1971' •
40 C . F . R. S 50 . 11, 36 F . R. 22384 (Nov. 25, 1971) .
Actu ally the area covered by th e BMATS study of 1962 .,
Appendices 1 and 2 to this opinion.
(51 )
See general discussion in MAD v. Volpe , supra, 1398-1399.
40
"
\
'
�..
There is no
definition
in either 23 U. S . C . § l09(j) or in
the Interim Air Quality Guidelines, adopted pursuant thereto , of
the term "consistency."
The SIP itself does not purport to impose
a blanket morato rium on all new highway construction, that concept
having been rejected
by the Regional Administrator of EPA in the
(52)
promulgation of the SIP .
In addition , the fact that a
blanket moratorium was not intended to be imposed is made clear
by the indirect source regulati o ns promulgated by the EPA on
(53)
July 9 , 1974 .
Even though these indirect source regulations
do not apply to highway projects on which construction commenced
(54)
prior to De cember 31, 1974 , as is the case with respect to the
subj e ct s " gment of 1-95, the indirect source r egulations of EPA ,
e
in establishing certain requirements for approval by EPA of high way construction projects commenced after December 31 , 1974 ,
necessarily indi c ate that highway con stru ctio n °eer ~ is n ot
interdicted.
•
According to Webster ' s Third New Internat ional Dictionary
(Unabridged, 1966) , the word "compatible" is an appropriat e
I
(52)
After noting that testimony h ad been received prepa ratory to
promulgation of the SIP advocating a mo ratorium on new highway
construction, the EPA Regional Administrator stated in the introductory bac k ground discussion of the SIP as fo l lows:
1
I
"A blanket moratorium wou l d be an irresponsible
act if highway projects that could lead to reduced
emission s were included. A specia l regu lation wh i ch
requires prior review and approval of all projects
opens environmental concerns to fragmention and
additiona l technical complexi ties t hat would compou nd
the bureaucratic superstr u cture , and still not be
respons ive to long-term growth considerations . Therefore, the Administrator i s of the opinion that the
intell ig e nt use of current procedures offers the best
pro spect to c on trol VMT and r educe emissions, especially
h ydro carbons , which contribute to the excessive l evels
of photochemical oxidants in the metropo l itan Baltimore
intr a -state region . "
38 F . R. 34245 (Dec. 12 , 1973).
( 53)
39 F.R. 25292, 25298-25299.
(5 4)
40 C.F.R.
§
52 . 22(b ) (3).
41
.
,, .
...
�.'
synonym for the word "consistent" as it is us e '::' in 2 3 'J.S.C.
§ 109(j) .
Th e purpose of 23 U.S.C. § 109(j) and th e ;nterim Air
Quality Guidelines adopted pursuant thereto, therefore, is to
develop a proc ess for approval of highway construction that will
result in the construction of highways which are not incompatible
with an SIP which has, in turn, been promulgated to attain, main-
_ain, and enforce th e ambient air quality standards for a particut
lar region established under th e Clean Air Act of 1970.
Consequently, at least part of the methodology contemplated
for a determination of consistenc y und er 23 U.S.C. § l09(j) is a
comparison of the potential effects of the subject highway project
(55)
wi th the specific parts of the applicable SIP.
The SIP is a compo s ite of various programs.
Basically, those
programs can be divided into three categor ies, as follows:
(1)
(56)
surveillance of ambient air ,
( 2) the regulation of stationary
,
( 55)
In the future, under regul at ions r ecen tly promulgate d by
EPA (39 F . R. 25297 [July 9 , 1974]), most proposed major highway
projects will be requir e d to obtain approval directly from the
Administrator of EPA or his d e l ega te before construction ma y
begin. . He may not appr ove the requested highway construction
if he determine s it will "(a) cause a vi olation o f the control
strategy of any applicable state implementation plan or (b )
cause or exacerbate a violation of the national standards for
carbon monoxide in any region or portion th e reof."
40 C.F.R .
S 5.22(b) (6) (i) . Direct approval of a highway proj ect by the
EPA Administrator -or his delegate is not required by the regulations , however, for a highway project on which constructi on
commenced prior to January 1 , 1975.
40 C.F.R . S 52 . 22(b) (3).
These regulations were adopted by EPA pur s uant to the purpo rt ed
author:ityof the Clean Air Act.
(56)
40 C . F.R. § 52.1077(c) (3).
42
"
�..
( 57)
sources,
and . (3} regulations relating to mobile sources.
The mobile
~ource
regulations in the SIP can be divided into
two subparts consisting of those which operate directly on the
(5 S)
motor vehicles themselves
and those which generally could be
termed VMT reduction strategies,
The retrofit requirements and the maintenance inspection
requirements apply to motor vehicles wherever they are operated
and do not relate specifically to highways as such .
The construc-
tion of the Segment could not, t herefore, be incons i stent or
incompatible with such requirements, ·
(59)
The VMT reduction strategies of the SIP are six in number.
They are strategi es for (1) a c ompu t er- aided car-pool matching
(60)
.
(61)
system,
(2) reduction in parking provided by employers,
(3) requiring exclusive bus and car-pool lanes along certain
J
transportation corridors to the central business area of Baltimore
I
City during peak a.m. a nd p.m. periods by January 1, 1976, in
(62)
those corridors in which it i s feasible,
(4) the prohibition
1
(57)
1
~
40 C.F.R.
§§
52.1101, 52.1107, 52.1112.
(5S)
See ~ 40 C.F.R . §§ 52. 10 96-110 0 providing f or retrofit
of certain devices on used motor vehicles and 40 C.F .R . § 52.1095
providing for inspection of vehicles for em i ssions.
j
(59)
In addition to the six strategies enumer ated, the SIP also
requires the establishment of at l east 15 miles of exclusive
bicycle lanes in each di r ection in and around the central core
of Baltimore City. 40 C.F.R. § 52 .11 06. Since the length of
trips on freeway facilities such as the disputed segment of 1-95
would be expected to exceed the general expected l ength of
bicycle trips, a significant effect of this strategy on projected
1-95 traffic is not anticipated , PX 79, p. 48.
(GO)
§
52. 110 4.
(61)
40 C.F . R.
§
52.1105 .
(62)
\
40 C.F.R.
40 C.F.R. S 52.110S .
..
.
�•
..
by May 1, 1 9 75, of parking on a l l streets on which e xclusiv e bus
and car-pool l anes have been provided during the peak a.m. and
( 63)
p.m. periods,
(5) approval by the EPA of all parking facili-
ti es with a capacity of 250 or more v e h icles on which construction
(64)
or modif icat i on i s begun after January 1 , 1975,
and (6) for
th e reduction of total ga llonage of ga soline delivered to retail
outlets in the Baltimore r e gion
if nati onal ambient air quality
standards for CO and POX have n ot , o r will not , be met
in that
(65)
region by May 31, 1977.
There i s no evidence tha t
th e construction of the subject
segment of I -95 will be incompatible with, inconsi stent with, or
.
will prevent the impl e mentation of any of the six VMT reduction
~
strategies se t
v'
\
forth in the Maryland SIP.
questioned segment of 1-95 will not
bus lane s or car-pool lanes .
The construction of the
pr ec l~de
its us e for exclusive
Indeed, th e memorandum of und e r-
standing of Jun e 28, 1974 , express ly rec ognizes that usage restrictionz m~y , und er the c ondi tions set forth in the a9r~pment,
be implemented on the Segment.
Th e r e being no overt inconsistency or incompatibility between
the SIP stra tegies and th e plan for cons tru ction of t h e Segment,
the n ext question i s whether or not , und e r the " Interim Air Quality
Guide lines and measur e d against the backgrou nd of the purpo ses of
NEPA and t he Clean Air Act of 1970 to cause the quality of the
ambient air t o meet, and be maintained at , certain desirable
standard s in order to e nhance th e environment and promote the
health of our citizens, the FHWA Region a l Admini s trator acted
arbitrarily by clearly over look ing or ignoring a plain and i n disp utab le indirec t in compa tibility or incons istency b e twee n the two.
(63)
40 C . F.R .
§
52 . 1109.
(64)
40 C.F . R.
§
52.1111.
(6 5)
40 C.F.R .
§
52.1110.
44
,
"
..
�Since the purpose of the SIP is to accomplish the achievement
and maintenance of the national ambient air quality standards
in the Baltimore air quality control region, the standard which
appears to be implicit in the .I nterim Air Quality Guidelines for
the determination of consistency is logica l ly that the
construc-
tion of the highway section in issue will not significantly,
either alone or in conjunction with other parts of an urban
transportation system, contribute to a failure of the region to
meet th e
na~ional
ambient air quality sta ndards.
The examination of the air quality impact of a particular
highway segment, therefore, has two levels.
The first deals
with the air quality impact of the highway segment alone"
The
second is the impact of that highway segment, together with
other transportation facilities , which constitute the urban
transportation system as set forth in the urban transportation
plan.
Th e nature of carbon monoxide is that it is a l ocalized
(66)
problem, which must be measured on a highway segment basis.
On the other hand, the problem of POX, HC, and NO , by the nature
2
of those substances, is a regional one since the localized
(67)
effects of thos e substances are relatively minor .
(66)
The final EIS on "Air Quality Guidelines, Regulatory
Action, Implementing § l09(j), Title 23, U.S.C . " of the Department of Transportation , filed -with CEQ on September 17, 1974,
on p. 15, states:
"While many aspects of th e air quality problem are
re giona l in nature th ere are some which impact the
hi ghway corridor directly.
The carbon monoxide impact
i s one whic h is localized in effect and should be
eva luated \~'ithin the highway corridor.
It was felt that
th e e nvironme ntal impact statement process was a logical
in s trument f o r the consideration of such impacts and
c ou ld be used to assess the consis tency of highway section s with the state implementation plan."
(67)
ldo,at p. 26, where it is stated:
"Co nvers ely , the eva luation of unstable pollutants at
th e p roject l eve l is me aningless.
The effect of hydrocarbo ns and o:..-ides of nitrog en have been shown to be
r e l~tively minor on a local (or project) sc ale; however,
th e ir products from the photochemical process are a
serious health hazard but du e to the time for the reac ti o n to tak e place, t he impact is far removed from the
-.
45
.,, ,
�..
I~
recognit i on of th e differenc e in th e extent o f the
geogr a phica l ar eas of c o n s id e ration for the different air pollutants, b o th the Inte rim Air Quality Guidelines
(38 F.R. 31677
[NOV. 1 6 , 1973]) and th e Final Air Qua lity Guid e line s, adopted
after t he close of e vide nc e in thi s c as e
1974), provide f o r
"con s i s t e ncy" d e t e rmination s to b e made
two diff ere nt l e v e l s .
Th e highwa y s ection c o nsistency de terrninh -
tion i s mad e by t he FHWA Re gional
Ad m inistr~to r
under 23 C.F.R.
fo~
th e purpo se o f c o n s id e ring the air quality impact
(68)
of th e specific hi g hwa y segment und e r conside ration.
The
§
770.204
at,
'
(39 F.R. 44441 [Dec. 24,
r e gional air qua lity impac t, on the other hand, which can only
realisti ca lly b e evaluate d at a leve l extending beyond the particular highwa y segmen t
in qu es tion, is made under 23 C.F.R. §770.204,
through a proc ess o f revie w by the FHWA Regio nal Admini s trator, in
cons ulta tion with the EPA Re giona l Admini s trator,
o~
the consi s -
tency of the urba n transpo rtation plan and program with the
approv e d S IP a s a part of the FHWA Regional Administr a tor's
(69)
respon si bility for approving or certifying the 3-C Process .
•
The highwa y s ection " c onsiste ncy" determination deals with th
leve l o f carbo n mo noxid e in the ambient air.
so-ca l led "microsc al e study ."
This analysis is th e
In order to arrive at a meaningful
conclu sion in t he micro scale s tudy, s e parate computations must be
(67)
c ontinu ed
poi n t wh ere th e po ll u t a nts we r e emitted. Due to the time
d e l a y fa cto r and t he disper s ion characteristics a regional
cons ide r atio n of photoche mica l oxidants is necessary."
(68)
Id ., at- pp . 15 an d 27.
(69)
I d ., at p . 14, whe r e it is stated:
"The r egio nal n atur e of the air qua lity pr o bl em, .
par tic ula r l y that ~s s oc iate d wi th ph o tochemical oxidants,
as '.... e l l a s the r egiona l natur e of th e tran s portation contr o l str ateq ies d eve loped t o mee t the requireme nt s of th e
C l c i.l n Air
~ t , mad e c l e ar th e fa ct t h at the consideratio n
of a ir qu ality must b e g in a t the tran sportation p lanning
sta g e . Th erefore, the guid e l i nes seek t o incor porate air
qua lity c o ns i d erations into t he planning process (the 3-C
Process establis h ed p ursuant t o Titl e ~ 3 , U.S.C., §134).
I'urther, the gui delines seek t o a s sure t ha t l a nd use
l.,.
46
~..-
. - ...
�·.
( 70)
carried out for (1) background concentrations of CO
and (2) th e
total highway-gener ated CO concentration at a particular r eceptor
site.
In turn, the total hi ghway -genera ted co concentratio n at a
particular receptor site is obtai ned by s uperimposing by appropriate calculations the concentra tion s of CO
ge~erated
from all
u pwind highway l i nks in the study area.
The CO concentrations from mobile or highway generated source
are a factor of VMT multiplied by emission equations in turn
applied to a mathematical model intended to predict the diffusion
of gaseous CO based upon atmo spheric and other relevant conditions.
Si nce the nationa.l ambient air qua l ity standards for CO may
not be exceeded mor e than once per yea r , the study must be dir ected to a "worst ca se " condition .
The microscale study of the Segmen t utilized the California
ft Highway Line Source Air Pollution Mod e l , " based upon th e Gaussian
diffusion equation, and modifj e d to expand thp. computAr program
to project pollutant concentrations generated from a number of
h ighway l inks in the study are a at a point at the desAred distanc e
from the edg e of the challenged segment of 1 - 95.
The model re-
quires input data of peak vehicle volume per h our , emission factor s at each average vehicular speed , wind speed, and wind angle
with respect to high\1ay alignment , h eight of highway pavement ,
r eceptor h eigh t , di s tance from edge of the shoulder to · the receptor , atmospheric sta bility class , mol ecu lar weight of CO, and
identificatio n of the roadway producing the emissions.
oretical re s ult of th e
ca l c~l atio ns ,
The the-
after add ing the appropriate
background concentrations , is the one hou r ma ximum CO concentratio.
a t any particular r eceptor site.
(69)
continued
tran sporta tion Flan ning he compaticle with air quality
p l anni ng. "
See also p . 26 .
(70) I . e., from no n - mobi le sources .
·17
.'-.
...- , .
�\
..
The vehicle
popu~ation
and background CO c oncentrations in
the micro scale study area which were utilized in the air quality
asses sment supplement to the final EIS on the Segment were derived from the BREIS study.
Th e legal validity of reliance on
the traffic projections of BREIS has been discussed in Part III
of this opinion.
The calculations of the maximum background CO
concentration s were based upon the "stanford Research Institute's
Urban Diffusion Nodel" in BREIS and considered all mobile sources
in the region t o calculate the maximum one-hour background con~ifferent
centration associated with
transportation alternatives
under "worst" meteorological conditions.
This methodology, the
court i s satisfied, was within the state of the art at the time,
the studies we re conducted.
One of the critical elements in the
~icroscale
study is the
determination of the location of the receptor sites to be
I
utilized.
A receptor
has been defined by the EPA as "a
~ite
i
location ',·:here a person or person:.:; might reasonably be exposed
I
•
for time periods consistent with the national ambient air quality
I
(71)
standard for carbon monoxide . II
Although this definition was
promulgated subsequent to the time of the preparation of the
microscale study of I-95, it is a rational definition which the
(72)
court accepts as applicable in this case.
In concr ete terms, this c ourt believes that such definition
must be interpr eted to require th e designation of receptor sites
at areas where it can reasonably be anticipated that persons
will remain for one hour in th e case of the one-hour standard
and for eight hours in the case .of the eight-hour standard.
~
Based upon this interpre tation, the receptor sites chosen by
~
AMV for the Segment air quality assessment were reasonable.
(71)
"Inter im Guidelines For The Review Of The Impact Of
Ind irect Source s On Ambie nt Air Qua lity" (EPA, July, 1974),
p . 6 (PX 23-A), see al so . 40 C.F.R. § 52.2 2 (b) (7).
(72)
See also
40 C.F. R .
§
52.2 2(b) (6) (i i) ,
(39 F. R .
25299
[July 9 , 1974 ]) , where it i s stated the EPA Administrator is t o
evaluate "the anticipated conce ntration of carbon monoxide at
re as ol"!.:l.ble receptor or expos ure sites which will be affected by
th e r.~obi le source a ctivity expecte d on the highway..
"
(Emp!1u.:;:is ad dad),
�,
·.
Th e r eceptor sites utiliz ed by AMV for the microscale study
were all in excess of 200 feet f r om th e edge of th e highway
pave men t.
Altho ugh plaintiff s argued that a worst-case ana l ys i s
should have included a parallel wind condition, this court is
satisfied from the evidence that CO c oncentrations i n general are
muc h l ess at distances of more than 200 feet from the highway
und er parallel wind c ondi tion s than un der cross-wind conditions.
The refor e , the northwest wind directi on used in t he CO s tudy of
the Segment was appropriate for a worst - case analysis.
Plaintif~ s
also contended that th e co rnicroscale analysis
of the Segment was invalid because the most stable atmospheric
condition was not utili zed in the worst-case analysis .
Although
the re may b e ground for scientific dispute as t o whether o r not
stability class D (utiliz ed by AMY) or stability class E (proposed by plaintiffs) i s the most appropriate to have been used,
unanimity among experts is not the sine qua non for a legally
valid air quality study within the present context .
Since there
is, the court finds, room for rea sonabl e and rationa l scientific
disagreement on the subject unde r the present state of the art,
there can b e no clear e rror of judgment on the part of one who
in good faith relies upon th e results of a worst-case CO ana l ys i s
in which atmospheric stability 0 was one o f the assumed factors.
In a Gaussian Plume model the wind speed is a denominator
in the equation, and accordingly a wind speed of one
second is the worst case which can be simul a ted.
met~r
per
If the wind
speed were r educ e d to zero, the equa tio n would produce infinity .
The use of one me ter per second as the wind speed in the Segment
CO worst-c ase analysis
w~s ,
therefore , r easo nabl e .
Region 3, EPA, was of the view th at the CO microscale study
should hav e utilized the HIWAY model, another version of the
Gaussian Plume equation;rather than the Ca lifornia Line Source
mod e l.
Both models are within the state of th e art .
Whil e .the
HIWAY model generally produced higher predicted concentrations
of CO at designated receptor sitec th an did the California Line
49
j
\'
�•
!
..
Source model, neither mod e l, utilizing the inputs of AMV as to
wind speed, atmospheric stability , emission factors, vehicle
population , and receptor sites, predicted CO concentrations which
were in excess of the one -hour maximum CO standard of 35 p.p.rn.
as a result of the operation of the Segment in either the near
(1980) or long (1995) t e rm und e r any of the transportation
system alternatives studied .
In estimating th e maximum eight- hour concentrations of CO,
a different approach wa s e mploye d.
Utilizing data accumulated
by EPA which indicated tha t eight-hour concentrations of CO
approximate 80 % of the maximum one-hour concentration of CO on
or ne ar a highway due to the variabi lity in meteorological and
traffic conditions over an eight-hour period , AMV multiplied
the maximum one-hour concentration by a factor of 0.8 to obtain
the maximum eight- hour CO concentration in the worst- case
I
analysis.
I
well below the national standard of 9 p . p.m. at the designated
(73)
receptor sites .
i
I
I
I
j
,
The cha ll enged segment of 1-95, using this method,
was predicted to have eight-hour maximum concentrations of CO
As to the microscale analysis, the court
fin~,
as a matter
of fact and of law, that the methodol ogy utilized in the study
was wi thin th e state of the art and the conc l usions reached
ther e in were rational.
The Regional Administrator of FHWA, to
the e xtent tha t he relied on such study in making his determinatio n of consistency on August 9, 1974, considered the relevant
fact ors and cannot be said to have committed a clear error of
judgment in his determination.
(7 3 )
Utilizing more current but still limited data, EPA appears
t o r e cognize an even mor e favorable ratio of 0.6 between the
one -hour and e ight- h o ur maximum CO conce ntrations. The FIDqA
Regional Administrator commented upon this in his determination
of the consi stency of the segment of 1-95 with the SIP on
Augus t 9 , 1 97 4 .
50
"
.
••
�•
.,
The mesoscale study reach e d conclu s ions relating to predicted
regional ambient air concentrations in the near (1980) and long
(1995) term for various alternative transportation systems of
He, POX, N0 2 , CO, and particulates.
These conclusions are set
forth in Tech. Memo. No. 3 of the BREIS
(PX 69).
In predicting r e gional concentrations of CO, a computer
diffusion model, the Stanford Research Institute (SRI) Diffusion
Model For Carbon Monoxide, was utilized.
th~
analysis,
basis.
As in the microscale
regional CO predictions were made on a worst-case
utilizing what this court finds to have been data and
methodology within the state of the art, BREIS concluded that CO
one-hour maximum concentrations in the Baltimore region
decline in all transportation alternatives studied.
will
In the
worst case, 1980 one-hour concentrations will decrease by onehalf and in 1995 by two-thirds below 1970 levels.
The eight-
hour CO maximum levels are predicted to show a similar relationNeither at the present time nor in the 1980 and 1995
ship .
,
"•
projections are the highest CO concentrations at receptor sites
in the vicinity of the disputed segment of 1-95.
According to
the BREIS conclusions, no violations of the CO national standards for maximum one-hour and eight-hour concentrations will
,
occur under any of the transportation system alternatives
,
studied at any receptor site in the Baltimore region in either
(74)
the near (1980) or long (1995) term.
In the mesoscale study of HC, POX, N0 , and particulates,
2
a proportional modeling technique
the BREI S .
modeling
was utilized by
While this technique is the least sophisticated
pro~edure,
it appears to be the best available tech(75)
nique presently apcepted by EPA.
(74)
A c o py of Table VI-16 of Tech. Memo. No. 3 of BREIS is
a ttached as Appendix 3 to this opinion, summarizing the predicted maximum CO concentrations.
(75)
In the discu s sion by the EPA Administrator of changes in
the indj rect sourc e regulations on June 28, 1974, he recogn ized inherent difficulty in utilizing the rollback method to
pr edict am bient air concentrations of POX and N0
He stated
2
0
51
',.
�....
..
The measurement of hydrocarbons produced by automobile
emissions is a means of predicting th e level of photochemical
oxidants in the ambient air because hydrocarbons , through a
chemical process in the presence of a
s~ong
sunlight in the
uppe r atmospher e , break d own to produce photochemical oxidants.
(75a)
The reduction model
for the prediction of photochemical
oxidants is derived from th e existence of an empirical rela-
tionship which has been established bet",'.een atmospheric oxidant level s and relative hydrocarbon emissions.
of
He
The prediction
levels of concentration in the ambient air rests upon the
concept tha t future year He air quality levels are proportional
to He emissions by weight during that year as compared to
existing HC air quality levels and HC emissions at the present.
Therefore, future HC air quality lev e ls are to present He
l evels as future emissions are to prese nt emis s ions .
Thus,
future He air quality can be estimated through the relation to
Eu..;:;h other of p.retienL He air quality, present liC emissions, and
estimates of future He emissions.
The empirical relationship which has been established
b etween atmospheric POX levels and relative HC emissions by
weight is not a linear one .
(75)
The relationship is
continued
tha t th e EPA in th e future will eliminate the exclus~ve use of
the pro portional model and allow deci s ions to be based on
predictio n concentrations of POX and N0 2 obtained by new
methods . As of the date of this opinion, the new methods have
not been announc ed by EPA.
39 F.R. 25295 [July 9 , 1974J.
(75a) See fn . 76, infra .
52
..
.
',.
.
�,
..
(76)
generally depicte d in Figure VI-16
of Tech. Memo. No . 3
of BRE I S , shown be l ow :
100
~
0
~
~
z
0
80
u
z
0
~
/'
~
x
w
60
/
z
0
m
/
K
~
u
:i1
0
1;:
0
w
~
'9
20
6> w
K
o
0.00
0.05
I
V
V
/
0.10
0.15
0.20
0.25
0.)0
MAXIMUM ONE HOUR OXIDANT CONCENTRATION, PPM
Note.: Assumes no H
ydroc. rboo or Oxicbnt b.ckgroun d
FIGURE VI·16. REOUIRED HYDROCARBON EMISSION CONTROL
.AS A FUNCTION OF OXIDANT CONCENTRATION'
Throug h the use of the r eduction model depicted in Figur e
VI-16, by measuring the existing ambient air concentration of
>
POX one can determine the percentage by which He emissio n s by
weight mus t be reduced to a ttai n the POX ambient a ir standard
of 0.0 8 p.p . ro.
See discussion in Sta t e of Texas v. Environ-
mental Protection Agency , supra , 499 F . 2d at 294-295 .
(76)
In turn, this graph, a so - cal l ed "r eduction model ," is
purportedly an expans i on of the graph designated Appendix J,
40 C.F.R., Part 51. For reasons expla ined , inf ra , th e court
believes there was a n error in the expansion of Appendix J.
53
,.
�l ~.
.
.
•
Applying the reduction model to the facts here is ace omplished by (1 ) noting that th e 1970 observed l eve l of POX was
(2 )
0.21 p.p.m.,/referring to th e r ed uction model curve a t th e point
which r epresents this value on the hor izontal axis and (3)
r eading on the vertical axis the percentage r educ tion in hydrocarbon emissions r equired t o a tta in th e s t a nda rd.
The conc lu-
s ian one r eaches , a mat t er on which a ll parties agree , is that
a 70% r educt i o n in He emission s is necessary t o attain th e POX
standard in
~he
Baltimore r egion according to the reduction
mode l.
Making the as sumption s that (1) the VMT predictions of
BREIS wer e correct,
(2) that n o tran spor t a tion control strate-
ties were in force, and (3) that effecti ve implementation had
been accomp li shed of the federal motor vehicle emission con-
,
troIs for new vehicles which were contained in the regulations
as of the time of the s tudy, BREIS utilized equations within th e
state of the art t o predict hydrocarbon e missions by weight from
motor v e hicl es in the near (1980) and long (1995) term for all
transportation alt e rnatives studied .
These hydrocarbon emis-
s i ons by we ight wer e obtained through a process of multiplication of emission factors for th e vario u s type vehicles at the
varied st u dy dates , taking into consideration varying traffic
>
conditions as
predicte d in th e gravity model .
Since the
6 - 9 a .m. period is the time when He emissions are assumed by
r espo n s ible scientific opinion to contribute t o the formation
of POX , this time period is the one for which He e missio ns were
calculated for th e purpose of u se in th e proportio n a l model to
predict POX concentrations .
As a r esult of the comme nts of BAQC to th e draft of the
BREIS Tech. Memo. No.3, which showed an error in the calculation of the base year of th e emiss ions by weight of HC, the
fina l BREIS predictions for He and POX levels for the year
1980 and the HC l e v e l for the year 1995 were adjusted upwards
54
.
�from those shown in the final EIS which had been based on th e
1 and 2
earlier BREIS draft.
(~Appendi~es
/0£ this opinion).
The
use of the correct base year emissions of motor vehicles by
weight of 50 . 33 tons for three hours resulted in a change in
He levels in 1980 from .7 p . p.m. to 1.1 p . p.m. in alternatives
3 and 5 and from .8 to 1.1 p.p.m. in alternative 4.
This
change also caused a change in POX levels in 1980 from .08 p.p.m.
to
. 09 p.p.m. in all three al t ernatives .
In 1995 , the reduc-
t i cn in the "base year He emissions resulted in a change in He
levels from <
.80 p . p.m . in alternatives 6 , 7 , and 8 to 1 . 0 p.p . m.
a nd from 0.7 p.D . m. in alternative 9 to . O.9 p.p . ro.
As a con-
sequence, therefore , the national He standards in 1980 as well
as in 1995 were found in BREIS to be exceeded in all al t ernatives, including the no-build alternative , and the POX concentrations were found to be exceeded in all alternatives , in-
I
I
,--
cluding the no-build alternative, in 1980 , but to have been
(77)
met by 1 995 in all alternatives.
The same proportional mode l ing technique
as is
used in determining HC ambient air concentrations is also used
1
I
I
,
to determine the estimated future ambient air concentrations of
Subsequent to the preliminary calculations shown in the
draft of BREIS Tech. Memo. No.3, updated emission projections
f r om BAQC for N0 2 resulted in an overall reduction in projected
regional emissions of N02 '
The revision resulted in a reduction
i n the projected ambient air concentrations of N0 2 fro~ 0 . 06
p.p.m. t o 0.05 p . p.m . for all alternatives in the and long term .
These projections did not include the effects of
~elaxing
the
federal emission standards for N02 on 1976 cars or the control
str ateg i es of the SIP.
These revised calculations indicate
that the national ambient air quality standard for NO
2
wi l l be
(77 ) See Table 11-2, BREIS Tech. Memo. No.3 , attached as
Appendix 4 to this opinion.
55
�,
~ ,
..
met in both the near and long term for all transportation
alternatives studied.
At the time that the stud ies were being conducted, it was
believed that emissions of 502 from motor vehicles were not a
significant factor in th e concentrations of 502 in the ambient
air.
That conclusion was a reasonable one in light of scien(78)
tifie knowledge at that time.
Through th e use of a similar
model, the conclusion
of BREIS in Tech . Memo No. 3 was that the particulates standards
in the ambient air we re met in the , near term (1980) and the
long term (1995) in all alternatives studied.
The plaintiffs
have not challenged that finding.
The conclusion of BREIS as to the specific leve l s of POX in
1980 and 1995 ar e subject to doubt .
The reduction mod e l
utiliz ed in BREIS (Figure VI-16) appea rs to be inaccurate at
;
1
the endpoint of th e curve in that it ends at approximat e ly
0.075 p.p.m. rath er than a t
O.OB p.p . m., the POX
~tandard.
,
Since the reductio n model is designed to show the percentage of
reduction in HC emissions necessary to reach the POX standard
of O.OB p . p . m . , it is inconsistent with the mode l's very purpose
other
for the endpoint of the curve to be anywhere/than at O.OB p.p.m.
The court has, furthermore , made a comparison of the h o rizont al
scale of Appendix J with a measurement of th e distance from
;
th e endpoint of the curve to the neare s t value marking on the
horizontal axis and has c o ncluded that the reduction curve of
Appendix J in fact
terminates at the equivalent of O.OB p.p.m.
although the scale on Appendix J is not so marked.
No explana-
tion appears in th e record for the apparent variance between
(7B) Recently, empirical observations have indicated that
catalytic converters required by EPA r egulation to be installed
on new motor v ehicles to r educ e emissions of CO, HC, and N0 2 ,
have significantly increased emissions of 502' As a result ,
on March 5 , 1975, th e EPA Admini s trator extended to the 1978
model year the CO, HC, and N02 new car s tandards which were·
previou sly to be met by 1977.
40 F.R . 11900
(March lA-, 1975). Thes e extensions in the deadlines for
emission controls o f new motor vehicles wi ll have an as yet
unknown effect on the con c lusions of BREIS as to "the year 1980.
56
--. .
•
•
�..
Figure VI-16 and th e premise of the model.
Indeed, thi s apparent
variance was not even commented upon by plaintiffs ' counselor
witn esses .
This shift of the endpoint of the c u rve , however,
on the horizontal axis has the effect of slightly lowering the
predicted concentrations o f POX if one were to attempt t o use
th e reduction model by calculating fr om a known percentage
He on the vertical axis to a predicted POX concen-
reduction in
tration on th e horizontal axis.
~h e
Both p l aintiffs ' counsel and
BREIS itse lf have attempted to u se Figure VI -16 in this
.
manner to obtain predicted POX concentration levels.
whil e
there is no direct evidence in this record on the point one
way or the other, the court has a strong suspicion that the
reduction model cannot be utilized in this ma nner, either
through th e method of calculation employed in BREIS or through
(79) •
I
'j
the method of calculation argued for by plaintiffs' counsel .
Even if the reported BREIS conclusions a s to the predicted
specific l evels of POX concentrations are in error, whether
because of an inaccurate reproduction of the c urve 's endpoint
1
on the reduc tion mod e l or because of
a~
improper use of the
red·uction model, the error is not determinativ e under th e facts
in this case .
The specific levels of POX conc e ntration s predicted in
BREIS 'see Appendix
4
to this opinion) wer e not essential to
>
(79) At final argume nt, a conflict developed between counsel
on both sides as to the proper method of calc u l at ion to b e
employed to predict spec ific concentration levels of POX
through the use of the reduction model . No evidence bear s
directly on a resolution of this conflict. While, as noted
above, the court has s trong doubts that the mode l can
properly be utiliz ed in thi s manner by either method, th e - point
need not be resolved for r easons stated infra .
57
�,
-
L
·.
the conclusions reached by the Regional Administrator of FHWA
in his determinations of August 9, August 13, or November 11,
1974 , nor to the consistency determination of RPC relating to
the transportation program and plan on
~une
26, 1974.
This is
true because those responsible officials did not rely upon the
specific levels of either POX or He which were predicted in
BREIS, but instead , based t heir conclus ions on the substantial
reductions in
He
(80)
emissions predicted in BREIS
as well as on
other factors.
As previously noted, the regional or mesoscale consistency
determination, under the regulatory scheme illustrated by
23 C.F . R. S 770.204, is made through a process of review by the
FHWA Regional Administrator of the consistency of the urban
transportation plan and program with the approved SIP as a part
of the FHWA Regional Administrator's responsibility for proving
or certifying th e 3 - C Process .
The EPA Regional Administrator
is to 'consult with the FHWA Regional Administrator in the
(81)
latter's review on the record of the policy
board ' s
deterrnintion annually of the consistency of the then current trans(82)
portation plan and program with the SIP.
I
(80)
Based upon the reduction model, a 70% reduction in He
is n ecessary to meet POX (and for all practical purposes HC)
ambient air standards. The percentage reductions predicted by
BREIS are shown on a chart which the Regional Administrator,
FHWA , attached to his consistency finding on August 9, 1974.
The cha rt is attached as Appendix 5' to this opinion.
In none
of the alternatives did BREIS predict that the reduction of
HC emissions would reach 70%, but it predicted net reductions
of from 60 . 6% to 65 . 9% for alternatives which included the
Segment.
(81)
The "Policy Board" is defined by 23 C.F.R. S770.201(e)
as that group of local officials , individuals, or representatives of agencies or organizations which has been designated by the state to provide policy guidance and direction
in the conduct of the urban transportation planning process
in an urbanized area ." In the Baltimore region, the policy
board is the Regional Planning Council.
(82)
23 C . F.R. §770.204 (a) ( 3). Any significant deficiencies
noted by the FHWA Regional Administrator in a degree of coordination in the planning proces s between planning for
transportation and air quality planning are grounds for withholding 3-C Process planning certification under 23 u.s.c.
S 134.
58
,.
••
�..
On June 24 , 1974 , the RPC , the policy board referred to in
23 C.F .R. §770 .204 (a) (2) of the Interim Air Qu ality Guidelines,
adopted a resolution as follows:
" Based on the extensive a n a l ysis conducted t o
date, the tran sportation plan and programs have
been found t o be generally consistent with the
goals of the air quality implementation plan for the
Bal timore "r eg i on .
However, further s tudy of individual
e lement s of the tr a n sportation plan may b e r equir ed
to determine projec t l evel consistency.
Specifically,
both plans call fo r th e improYement of mass transit,
r educt ion of futur e vehicular travel by encouraging
carpoo lin g , and traffic f l ow improvements.
Efforts
are now under way in the region to implement these
programs.
In addition the GDP a l so
recommends encouragement of bicycle tran sportation and
th e Department of Transportation has introduced
legis l a t ion t o i mp l ement a periodic motor vehicle
ins pection program as r equired by the Environmental
Protection Agency promulgation.
Fur t her analys i s to
d e t ai l tran spo rtati on control elements of the air
quality plan and t o determine the long range implications of several land use plan transportation a lte rnativ es has been initiated. Th is statement will be
revi ewed annua lly based on th e latest available informati o n t o ass ure that the tr anspor t ation programs
are consistent with the air quality impl eme ntation
plan for the Baltimore r egion .
In addition, project
l evE< l a.i1a.lysis as required by th e Fed~.ca l Hlyhway
Administration air qual ity guidelines ' and other
fede ral and state regul ations will be conducted to
analyze in gr eater d etail the ai r quality impact of
specific transportation improvements ."
I
The Transportat i o n Steering Committee o f the RPC was
1
delegated the re sponsibi lity to act for RPC on ·th e determination
of consistency between th e SIP and the transportation plans a nd
,
programs.
On June 26, 1974, the TSC found the regional trans-
portation plans and programs and the SIP t o be consistent.
in part
The finding was ba sed/upon the BREIS Tec h. Memo . No.3,
as amended a nd supplemented , in part
but was a l so made after
the solicitation of comments from BAOC as well as from other
state and loca l air quality agenci es .
Nowhere in the RPC con-
sistency statement was there a recitation of spec ific predicted
l evels of concentration of pox.
Instead, reference was made t o
the fact that th e BREIS estimated air qua lity leve l s , with and
~itho ut
projec ted highway c omponents o f the GDP , that these
data were considered by RPC, and th a t RPC , in c o nsidering the
59
•.
.
'.
�•
L.
..
BREIS air quality results, noted that no transportation
( 83)
control strategies
BREIS study.
were assumed to be in e ffect in the
The RPC statement then went on:
(84)
"However , if the se elements
are assumed
to be in effect, then the following conclusions
can be drawn:
"1. The carbon monoxide standard would be met
by 1980 under all assumed highway alternatives eve n
if the additional control elements are not considered.
"2. The photochemical oxidant standard would
probably not be me t by 1980 under any of th e assumed
highway alternatives. However , if additional use
restriction s are taken into account , then the photochemical oxidant standard could be met by 1980.
"3 . Under all assumed highway system assumptions,
carbon monoxide (based on a r easo nabl e level of
analysis) and ~ochemical oxidant standa rd s are
projected to be/in the 20-year planning period, i.e.,
the year 1995.
Under all assumed highway apsumptions,
nitrogen oxide standards are projected to b e met in
the 20-year planning period."
(Empha sis supplied).
"4.
In short, taken as a whole and in context, the RPC cons istency
findi~g,
made in good faith,
(1) r ecognized the
haza~ds
of predicting POX and HC concentrat ions under the existing state
of the art,
(2) acknowledged the generalized BREIS air quality
predictions of substantial reductions in concentrations of air
pollutants without assuming any
•
,
~ansportation ' controls
the federal emission standards,
(3) concluded , a s did BREIS,
except
that the implementation of transpo rtation control strategies
contemplated as part of the GOP would furt her reduce the l evels
of HC to allow the attainme nt of the POX and HC standards by
1995 and probably by 19 80 ,
(4) noted the continuing 3 -C Proces s
studies relating to th e relationship of the tran sportation pla n ,
including the - 3 - A System, and air
qualit~
and
(5) found, b ased
upon all thes e considerations, th at the transportation plan
was "generally consistent" with the SIP, recognizing, however ,
(83)
Except the Federal I:':otor '\-eh icle emi s sion cO::ltro ls .
(84 )
I.e.,
-_ . the
trans porta tion contro l strategies.
GO
•., .
,
�-.
.
that annual review in the li~ht of the latest information available would be necessary to assure continued consistency of the
plan with the SIP.
There appears to be no dispute that the
technique
of predicting a violation of POX and He standards is_ of as yet
empirically unverified validity at the ~ .~wer levels of He
( 85)
concentrations.
In fact, the EPA Admi nistrator has expressed
reservations concerning th e adequacy of the proportional modeling
t echnique to analyze accurately the impact of a s ingl e highway
facili.t y or project on ambient air concentrations of POX and
N0 2 , stating his inte ntion in the near future to announce alternative methods for evaluating s~ch impacts.
of the current methodology in
( 86)
The .uncertainty
predicting the exact degree of
impact upon POX, He, and N0 2 concentrations of relatively small
I
approaching the required 70% in the ufull build Jl alternatives
J
and of N0 2 emissions in 1980 and 1995 exceeding the required
degrees of emissions of HC and N0 2 , combined with the fact that
BREIS predicted reductions of HC emissions in 1980 and in 1995
pe~centage
reduction without taking any credit for reduction s
which would be acnieved based - upon the implementation of transportation control strategies , together with the fact that the
3-A Highway System is being built in sections and a section-bysection analysis is
anticipat~d
to determine the air quality
impact of specific proposed highway sections are factors that
make it impossible for this court t o conclude that the RPC
committed a clear error of judgment in finding the transportation plan and program, as of June, 1974, consistent with the
SIP.
-
Even more i s this so when due weight i s given to the
(85)
For an illustration of an acknowledgment of the scientific unc ertainty in this area, see the discussion in State of
Texas v. Environme ntal Protection Agency , supra, at 298-301.
(86)
39 F .R. 25295
(July 9, 1974).
61
. .
�•
..
facts that continuing studies, previously partially enumerated
herein, are being conducte d on matte rs relevant to air
quality in the Baltimore region and that the transpo rtation plan
is reviewed annually, if not constantly.
On August 13, 1974, the FHWA Regional Administrator wrote
to the EPA Regional Administrator, noting that the final
consistency determination mad p. by the RPC had been made on
June 26 , 1974, and that after revi ew by FHWA, he was of the
opinion:
"There has been adequate coordination in the
planning process between planning for transportation
and air quality planning. The discussion of 'technical work scheduled for FY 1975 in the final consistency statement ' indicates this coordination will
continue and actually there probably will be increased
coordination.
tiThe analyses indicate that the required hydrocarbon reductions cannot be achieved by 1977 without drastic measures such as gasoline rationing:
however, with the use of control strategi'es·, the
required reductions can be obtaine d by 1980. The
~ubmission indicates implementation of the c o ntr o l
strategies is under way.
I
!
"Based on the work that has been accomplished to
date and the fact that additional work is to be
undertaken, we believe the transportation planning
process is adequate for certification purposes . "
T~e comments of the Regional Administrator of EPA were solicited
and a meeting between the two regional administrators was
invited if felt desirable by the EPA Regional Administrator.
On
>
October 22, 1974, the EPA Regional Administrator replied to the
aforesaid letter, disagreeing with certain of the FHWA Regional
Administrator's conclusions and finding the transportation plan
and program to be inconsistent in certain specified ways with
the SIP .
By letter of November 11, 1974, the geputy Regional
Administrator of FHWA replied and provided rational
answe~
to
the points raised i n the letter of OCtober 22 , 1974.
Against this background, the court finds that the approval
by the FHWA Regional Administrator of the Po licy Boa rd's consistency determination of the tran s portation plan and program
62
.,
,
_.
\
,
�,
'
with th e SIP wa s made in good fai t h , . considered the relevant
factors, and cannot be said to constitute a clear e rr or of
judgment .
Whil e thi s
c o u~t
has c onc l uded that , un der the applicable
r egulations , the mesoscale consistency anal ys is of a highway
project is t o be made as a part of t he 3- C Process and is not
required to be made by the Regional Administrator of t he FHWA
unde r 23 C.F.R. S 770 . 204 (b) (3) (iii), the fact i s here that th e
Regional
A~inistrator
of FHWA did, even th ough not r equired so
to do, make ·a mesoscale consistency determination.
His deter-
mination was bas ed in large pa rt upo n the mesoscale studies, as
updat e d, se t forth in the final printed version of BREIS Tech.
Memo . No . 3.
"He specifically d ec lined , however, to r e l y upon
(87)
the BREIS predictions of HC and POX l evels of conce ntr ation ,
r e lying in s t ead upon the predicted percentage reduction s of
emissions.
His mesoscal e consistency finding of August 9 ,
19 7 4, stated in pertinent part as follows:
J
"Although it is unlike ly th at the required
70% total overall reductio n in hydrocarbon emissions will b e achieve d by 1977, the construction
of th e 3-A System wi ll not interfere with reductions necessary to achieve or maintain the photoche mica l oxidant standard.
.
nBy 1980 the 6 to 9 hyd ro carbon emi ssions f or
motor vehicles wi ll be reduced by 75% from the
emission l eve l in 1972. This deduction does not
account for the implementation of the tr ansporta tion control p lan except for th e federal motor
vehi c l e contro l program (FMVCP).
(87)
PX 228, "I-95 Baltimore, Caton Avenue t o Russe ll Street,
Consistenc y with SI P," ~8.
The Administrator also said in
that paragraph:
"Th e regional projections of photochemical
oxidant l eve l s for 1 980 and 1 995 given in BREIS Technical Memorandum No . 3 and in the 1-95 Air Quality Assessment are tentative because of the unc e rta inty of projection methodology
which relates hydr ocarbon and nitrogen dioxide l evels to the
levels of photochemical oxidants. 1I
63
..
,.
�1-
..
"Overall hydrocarbon emissions should be
further reduced through the implementation of
controls on stationary sources such as gasoline
handling and storage, which were not considered
in the study.
'
,
"The nitrogen oxide (NOx) emissions for motor
vehicles w.ill decline from 30% of the total NOx
emissions in 1970 to 16% of the total in 1980 and
to about 8% of the total in 1995
. The Baltimore AQCR is classified Priority 3 for NOx which
indicates that current levels of NOx are below the
national standard."
The mesoscale consistency determination of the Regional
Administrator of FHWA also noted that the BREIS Tech. Memo.
No.3 did not take into account the VMT reduction measures of
i
I
I
I
I
the SIP and that these could be expected to produce reductions
in the projected VMT which would, in turn, reduce the predieted hydrocarbon emissions.
The mesoscale consistency determination by the FHWA
Regional Administrator, this court finds, was made by him after
a good faith consideration of the relevant factors and does
not constitute a clear error of judgment.
While one might
reasonably disagree with his conclusions, the responsibility
for making policy decisions in this area does not rest with
the court.
It is not the court's function to substitute its
judgment for that of the Regional Administrator of FHWA.
,
Citizens to Preserve Overton Park, supra, 416.
Certification of the 3-C Process
,
VII
Plaintiffs have asserted that the so-called ".3-C Process"
for metropolitan Baltirno~e has not been recertified as required .by law and that·, therefore, no PS&E approvals for any
portions of the challenged segment of 1-95 could validly have
been issued.
Under the provisions of 23 U.S.C. § 134:
"
•
the secretary shall not approve under S 105
of this title any program for projects in any urban
area of more than 50,000 population unless he finds that
such projects are based on a continuing comprehensive
64
�transportation planning proces s carried on cooperatively by states and local communities in conformance
with the objectives stated in this section. (88)
In Movement Against De struction v. Volpe, supra , " 361 F.
Supp. at 13 93-1396 , this court previously held that FHWA, as the
delegate of the Secretary of USDoT, properly certified in 1972
that there was a "3-C Process" in the Baltimore region which
satisfied the requirements of 23 U. S . C.
§
134.
On July 11, 1973, the Acting Regional Federal Highway
Admini strator informed the Division Engineer that the 3 -C Pra c ess for the Baltimore Urbanized Area was recertified.
On July 12, 1974, a _memorandum from the Regional Adrninistrator of FHWA to the Division Engineer of Region 3 granted an
extension of the time for 3-C Process . :certification of the
.
(89)
urbanized areas in the Region until August 15, 1974.
The
reason for the extension was the delay in requests for recertification caused by the n eed of th e urbanized areas to obtain
1
air quality analyses, coordinate with the cognizant state air
quality agencies, and obtain action by the policy boards under
the new Interim Air Quality Guidelines, in addition to accomplishing th e normal heavy workload preceding the beginning of
a new fiscal year.
On August 12, 1974 , the FHWA Regional Administrator in-
i ·
.f ormed th e Division Engineer for Maryland that the Baltimore,
Maryland Urbanized Area 3-C Process had been recertified, the
rec er tification being conditional pending
the resolution of
any comments that might result from the consultation with EPA
( 90)
which is required by the Interim Air Quality Guidelines.
(88) In 1 971 , FHWA promulgated Ins truct ional l-1emorandurn (1M)
50-3-71 requiring the certification to be mad e annually
(PX 245) .
(89) Plaintiffs d o no t conte nd th e r e ,...as a laps e of
certification bet,...een July 1 and July 12 , 197 4.
(90)
23 C.F.R. S 770.204 (a) (3).
65
.
•
�L
..
On August 13 , 1974 , the Regional Federal Highway
Administrator forwarded to the EPA Regional Administrator a
copy of the air quality consistency submission for the Baltimore , Maryland Urbanized Area, .noting a conclusion that there
had been adequate coordination in the planning process between
planning for transportation and planning for air quality.
the court has found in Part V.I
As
of this opinion , EPA replied
to this letter, and the FHWA Regional Administrator in turn
responded to· EPA, affirming his earlier finding of consistency
between the transportationplan and program of the Baltimore
urban area and the SIP.
The actions of the Federal Highway Administrator of Region 3 in extending the time for certification for a period of
approximately one month and in conditionally certifying the
3- C Process for the Baltimore urban area was consistent with
FHWA national policy, carried out in other Regio ns as we l l.
The cou rt has not had pointed out to it by counsel , nor
has the court ' s independent research revealed, any statute or
regulation prohibiting the procedures followed here in 1974
in postponing the time for certification, in the one case, and
in conditionally certifying in the other case.
The annual
recertification procedure, not expressly mandated by 23 U.S.C.
S 134(a) , was begun by FHWA, under IM 50-3-71 , as a management
tool to help Regional Administrators improve the planning process in their respective regions.
IM 50-3-71, not intended
to be a formal regu l ation promulgated by the secretary of
Transportation and publ,ished in the Code of Federal Regulations
pursuant to 23 U. S.C.
§
315, does not in terms prohibit either
an extension of time for certification nor a conditional
certification.
Where regulations or \rritten procedures are
either silent or amb i guous, great weight will be given to
administrative custom and interpretation .
Power Reactor Co.
v . Ele ctricia n s , 367 U. S. 396, ·4 07-408 (1961).
66
,\
•
'
,
..
.,
�..
After conducting a substantial inquiry, the court is
•
satisfied that all required procedures were complied with in
the certification of the 3-C Process for the year beginning on
July 1, 1974.
VIII
No contention is made by the plaintiffs that the FHWA
Regional Administrator exceeded the scope of his authority
in certifying the Baltimore urban area 3-C Process.
The court
finds that the Regional Administrator's decision was within
the scope of choices he could legally make -and that he had
sufficient information before him to have reasonably believed
I
I
that the action he took was within the limits of his authority.
I
,
IX
While admitting that the 3-C Process in the Baltimore
urban area has all of the necessary component parts required
I
by l aw, plaintiffs contend that the results of that process
I
are so unr eliable and so clearly in error as to render the
I
decision of FHWA, through the Region 3 Administrator , a clear
error of judgment in
certifyi~g
it.
As a legal matter, the relationship of
th~
resultsJin
terms of specific plans produced, of the required comprehensive continuous and cooperative
,
planning process to the required
certification is not a direct one.
The FHWA Regional Adminis-
trators do not directly regulate or approve the plans produced
by the 3-C Process but instead examine the process itself to
assure that the process is a comprehensive one , carried on continuously with reasonable reevaluations of prior plans, methods,
conclusions, and assumptions, and is conducted with the cooperation of the responsible l evels of state and local governments in
the respective urban areas.
cess
lihile the "results" of the 3-C Pro-
might be examined in a broad sense to determine ,...hether
the process was functioning with proper consideration for all
the factors necessary to make thc process comprehensive in
67
--.,. .
\'
..
�·.
nature or to determine whe ther the proc ess was contiuous and
cooperative, the "results " are not examined pursuant to 23
u.s.c.
S 134(a) for t he pur pose of directly approving them .
The Federal Highway Administrator said it well in his intro due tory discussion of new r egu l atio ns relating t o environmental impact and rel a t ed statements , promulgated on December 2,
1974.
He said:
"Section 134 of Title 23 of the United States
Code set s forth th e Fede r al interest in being
a£sured that th e state and local governments
cooperatively engage in a continuing, compre~ensive tr.ansportation planning proc ess (the
'3e' proce ss ) which will assure that the transpor tation s y s tem ultimately developed will
serve all jurisdictio ns efficiently and effectively . The Secretary of 'Tran sportation is
directed to 'cooperate ' in this process but he
'L
i s not placed in control of the proc ess . The
Federal Government does not direct th e adoption
or take any part, e ither f ormally or informa lly,
in the selection of any particu lar plan but
merely revi ews the pl ann ing process t o assure
that it is continuing, comprehensive and
cooperatively undertaken . Various proposals
inc lude-d in a given plan mayor ma y not ever (91)
surface in the form of Federa l-aid projects."
,
·
•
As a factual matter, in the previous parts of this opinion
1
!
I
I
the court has found that the challenged me thodologies and conelusions utilized in formulating or analyzing transportation
plans and programs unde r the 3-C Process for the Baltimore
ur ban area were within the state of the art.
Accordingly
!
there wa s no clear error on t he part of the FHWA Re gional
Administrator when he determined that the 3-C Process was
functioning in an . appr opriate and proper way.
.
decision of the
This court finds that th e/Regional Administra tor of FHWA,
after a good faith consideration of the relevant factors,
to certify the 3-C Process ,~as a proper one und er
23 U.S.C. S 134(a) and that he did not commit a clear error
of judgment in making that determination.
(91)
39 F.R . 41804 at 41805.
68
I
�..
Conclusion
Plaintiffs have argued forcefully that the defendants or
their agents used scientifically inadequate methodologi e s and
improper factors in the traffic and air quality predictions
which form at least part of the foundation for their decisions.
Defendants have contended that the techniques, methodologies,
and factors utilized by them in the decisions made were at
least within the state of th e art.
It is not the court's
function to decide, as a matter of fact, which factor or
methodology is the more scientifically correct, but to d e cide
whether (1) there is any reasonable ground for the use of the
factor or methodology used,
(2) the factor or methodology used
was used in good faith and not solely for justifying a preconceived result, and (3) the use of the
I
I
I
~actor
or methodology
produced a result which could have justified rationally the
various decisions required to have been made under law.
All
these questions have been resolved in the defendants' favor.
In concluding that the plaintiffs cannot successfully
challenge in this suit the construction of the segment of 1-95
1
!
from Caton Avenue to Russell Street, the court does not intend
to indicate a view one way or the other as to the wisdom or
the legality of the future construction of other sections of
the
~-A
System of highways in Baltimore City.
The wisdom of
such construction is a matter beyond the jurisdiction of the
court and rests appropriately with the elected officials of
Baltimore City initially and secondarily with the various
officials of the local, Maryland, and Federal governments in
the exercise of their expertise in transportation planning
and execution .
The legality of such construction will await
future political and administrative decisions, tested by
statutes, regulations, and scientific knowledge then extant.
69
�.
,
,
'
An appropriate order will be entered herein consiste nt
with this opin ion.
~\
12 /\ ':'0 D~'r. '\ "J
, .Md1,/'
A
James R. Ml. er , Jr. ,.
United states District Jud ge
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All CDI' ImCO:'l1I.; ';t~.
�l'h~·,: ~ .. ,)I. ~ , ... I (OI: ! ~· .:Ill
Ir.d .. :.: (C':O:" r.iCfli,
r ef,ln" ',
I ·(.r:'~i~ l ion - 5 (, 11 ~ h i VIIY
t.:.~. 3/j'c:I'l· )
\','":;I~
V " :' I..
,'II:
SoHI! \\':l:ste
V;:o. lcr Fiow
(million,; of c;!lon./day)
\I':o.ler Need.
(!:Iili:"",, of e.ll1o:l./d:lY)
So:id \'i :l~\e (t!'.oll ur.d!l 0:
! n~I,l"lri::l1
I'c;:,
I
I
2, 7S2,~OO
1.217 ,200
211.8
6,107
3,288
BMATS Are:l
30 .2
29 . 0
3.'
3.3
.TO
.DS
1.80
.lD
l,UO
201
..
.14l
.DS
...
'.(,0
.HO
LOU .
2.717
221
lO'
Ul
1.1118
1.9111
1.210
2.014
•toO
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.on
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5.00'
228
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2, 031
1.270
.J 52
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.on
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a ,50
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185.1
21.0
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1.2\3
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tlllprovr.rr, ~ n l!ll
•
<':omplNC J lind Cpp
__..._
------------ -'--_._._ --'"
ITT
2.607
. 1£8
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14.137
.5,137
2,!130.0DO
1,255,000
Reclon
2.&65.200
1.206 .400
T
No Other. GOP
Impl'ovc l:le ntl
:l-I\
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••
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n),c1rocubons
Hilro(;'cn Oxide.
PuticuJaICl
Aa-- Qu:l.!\ly
Car bon Mo noxide
(pp:n -l hou:)
Cr.r bon j,lonoxide
T::)~or Vehicle E:nll,ioru(ton
AI,
124 Jloured
Vchit:lc ~alci:l or Tr::lvel
(r.,illioli:ll
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(thouO'lndt:)
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Tr ~n:'lr':lrt.~: i"n
. Sceloc~"nom!e
&>O?Ul,.\lion
£::lj'!,o:"Dcnt
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1!!6!1 doJl::lul
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(aU:ioll. of l!1U doUara)
t.1tern::ltlve .
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1995 - Attern3tive 9 No 3- A, No GOP
2 ••
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3.3
3,0
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Beach
(3)
- - - -
!.... •• - - -_ .
• PJ"('uictcd ma:dmum a -hour CO centrlltions are an in thc rangt'
or so to 67 pe r cent or thc m3.xlmum one - hour concen.trations.
This un!.torm1ty results from thc usc o f Ident1c:al ml'tcrolol:lcal d::lt3. Cor ~II ~ltern~Hves and similar p3.tterntl or percent of
tot3.1 daUy traffic lIy hour Input for 3.ti roadways In the study
OIreli.
Improvementl
U
3,4
1!HI5 - Altcm3.t1ve 8 Complete J-A, No
CDP imp royemt'nh
Improvements
'"
- Alternative:! '1 No 3-A. All GDP
3.3
4.'
4.5
U
(I)
AIRMON 1 AIRMON 2
'"
1!19~
improveml'ntl
HI95 - Attem:ltive 6 Complete 3-A and COP
19£0 - Alternative 5 No l-A
1980 - Alternattve .. 3-A , less Ft .
McHenry Cronin!!
I !l80 - Alternative 3 Complete 3- A
Year I A Uern3.ttvc
Recepto r
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.
,
3.0
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(5)
S. ,
S ••
4.8
'.8
8• •
7.7
7.7
(7)
Timonium
Maximum Ole - Hour' CO Concentration, ppm '>
PREDICTED MAXIMUM ONE-HOUR 1..:0 CONCENTRATIONS
AT SELECTED RECI:PTOR POINTS
Table VI· 18
.-.1", I
Robinson
•••
3,9
•••
3. ,
'.2
7.'
5.8
(.)
& Toone
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3.7
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m,lX (mum
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I -hour
Tim e
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.,'
59 . 0
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" 1
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:l
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.
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7
in' 6
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~o J - A. All
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iOn>
83.0
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7 ••
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8
P ropu r tlona l rn l) tle l ca lcul a tlo n s lus-u rn e tlu: 123 II elm,' a rithm etic mean at th e m al( h num .lIte use d In the Im pl ementation pla n
Conve r si on to tlcometric me3n was wi t h th e a.sumption t hat the geometrlc standa rd deviat ion
~ ok:
nO l '!! nol Ind urle e . t lma te. o r the eHec ts o r t ranspo r tation control at r lltecl u .ne cont ro ls o n
c <: r l:lill ~t 3 I iun:lry 50u r C'l' . ISi'lu ed after SCllll' mbcr, 1973.
:Ind a 40 I.I U/m J b:tc k/!ruu ml.
" ':II:\\t'l I. G•
63 . 0
0. 08
0.08
0,9
4, 8
7, ,
I~~;;A 0 '
All p rt' dlc tt'd Y UCS bUt'd on 1072 0. \ (" quality dllia c olle c ted 0.1 'dA MON 1 Qnd 2 . ta tlo nl . A new a tandard m e t hod fo r NO
31
m ('a .~u r ~mcnt may cha nl:e the obse r ved l evels ll t these .tll ti on s .
lit
,,1:I1tCc;
(ll U/l:,l)
(" pm)
.
("bo ns
~P
.
n,
,
~~d.
( I'll'" )
C:a rho n
MunolCldc
t>ol1 ut:1nt
•
,
T able II - 2
MAXIMUM pnEDICTED RECiIONAL POLLUTANT CONCENTRA T IONS
..
.,
,
ppm
60 1l Q' / m '
prim3rY -7S lI G'/ rn'
secondary - -
0,05 pp m
0,08 pp m
0. "
9 pp m
J S ppm
A~~
Na tional
,
I
\
\
I
\
t
I
,
...
'.
�..
Motor.
(tons)
---._.-
.. _-----
61.7
_.
611.2
(61.8)
+8.3
(+17.8)
. 85. :;
(811.11)
7
tl
86 . :;
(85 . 5)
15.:;
6.9
ALT .
-Hi. 11
(+15.7)
65.1
(63.0)
~.
1-· .
65 . 9
(63 . 6)
%
Increase
+11.22
(+13.3)
86.1
(85.3)
15.62
6.98
ALT.
_._ .._ - - .-.........
(5~.2)
......... _._ ....
_
60.6
(58.0)
11.85
( i+.l5 )
76 . :;
(7 '+.9)
15·9
7.11
ALT. 0'
1995
6 to 9 a.m . period as given in EPA1s Transportation Control Plan for the
•
The
66.7
(611.5)
+2.011
(+1 0·96)
86.8
(85 . 9)
111.98
6.65
ALT. 9
within parentheses represent calculations based on 1972 hydrocarbon er.tlssions for
BaltL~ore region .
calculations in Table VI -IS of ERIES are based on a 1970 .BAQC e~ls51on inventory.
·~!~u.i1bers
. .. . .. .
61. 8
(59.3).
11. 44
(3.7)
75·0
(73.5)
1:;.0
'f, Reduction
Tota l HC ' Percent
Reduction
(l1obile I< Stationary)
76.11 .
(75.0)
11.5
(3.8)
.
-------
Stat i onary & Other
Transportation
Percent He Reduction
or Increase
Hotel" Vehicle
Percent HG
Reduction
12.99
12 .9'11
11. 9:;
12.6
11. 85
50.:;:;,
(117.5) '
Sta tionary &: Other 111. 68
Transportation ,
(1:;.5)
(tons)
Vehicle
AL'f . 5
ALT . ..
ALT. :;
ALT. 1
1970
1980
COHPARISON OF fIOTOR VEHICLE WITH STATIONARY & OTHER TRANSPORTATION HC EMI SSIONS
. (Tab\llati on Extr acted from Table VI -18 on Page VI-1I7 of ERIES Technical Nemorand\llll No. :;)
,
.
~, .
,
•
�•
Appendix €
List of Abbreviations
ADT
Average Daily Traffic
AMV
Alan M. Voorhees Associates
AQCR
Air Quality Control Region
BAQC
.Bureau of Air quality Control, and agency of the
Department of Health & Mental Hygiene, State
of Maryland
BMATS
Baltimore Metropolitan Area Transportation Study
·BREIS
Baltimore Regional Environmental Impact Statement
CEQ
Council on Environment Quality of u.s.
CO
Carbon Monoxide
EIS
Environment Impact Statement
EPA
Environmental Protection Agency
FHWA
Federal Highway Administration, an agency of the
USDoT
I
GDP
General Development Plan
-1
HC
Hydrocarbons
I
IDBe
Interstate Divsion for Baltimore City, a division
of SHA of Maryland DoT
1M
Instructional Memorandum
1
Maryland DoT
Department of Transportation, State of Maryland
I
NEPA
National Environmental Policy Act
1
NO
Nitrogen dioxide
I
I
1
2
NOx
Nitrogen oxides (unspecified)
POX
Photochemical oxidants
PPM
Policy and Procedure Memorandum
p_p.m.
Parts per million
PS&E
Plans, Specifications, and Estimates
RPC
Regional Planning Council of the Baltimore Metropolitan Region, including five counties as well
the City
SEA
Interchangeably , the former State Roads Commission
of Maryland and State High\. . ay Administration, an
agency of ~~ryland DoT
SIP
,
State Implementation Plan
Sulphur dioxide
,
\'
,_.
�-
I
••
List of Abbreviations (continued)
TES
Assistant Secretary of USDoT for Environment ,
Safety and Consumer Affairs
TEU
Office of Environment and Urban Assistance
of USDoT
TSC
Transportation steering Committee
USDoT
United States Department of Transportation
VMT
Vehicle miles traveled
,
j
I
,
.
' \" "
. __ .-
--
- .--
-"
......
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
District Court Opinion
Description
An account of the resource
In the case of MAD, et. al. vs. Trainor, Richard H., et. al. - Civil Court case number M-74-666
Date
A point or period of time associated with an event in the lifecycle of the resource
1975-03-17
Subject
The topic of the resource
United States District Court (Maryland)
Court decisions and opinions
Movement Against Destruction (Organization)
Southeast Community Organization (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
United States. District Court (Maryland)
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
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mad04.03.03
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 4, box 3, folder 3, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Court decisions and opinions
Md.)
Movement Against Destruction (Organization)
Southeast Community Organization (Baltimore
United States District Court (Maryland)
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/5df87d8184d1ed87b1fa2fbf7df3aaa1.pdf?Expires=1773878400&Signature=eFpOxguiBV-03BxfRPl3YmuntpV17f89dgFMwfxnlhlEBG2KJSN5CDDsBB6BlmoTI3zr7T4pbafmjJN3%7E7lCjhPgBjcNI9oJTVvpojND2X9BF9RHdzxC71Z7R6qgPmL7iwMHKJ1h%7E5Ll1zuktJU%7EoK4Obh7kmAaaerAawmW5%7EIDSysGjcFfxxsFgHopQvF5YN3YAqGXMBiolHexDVtcMl8WUpnGSafUKv8kkan31c0%7ECK-adyfEMH0AYLzSa4XbLlGDjNBsQ9gUFVFuAMyaLJ8Er99UsVeNQwThogtCtKIbA5lE1dNA3v2zkHvmkj0MiIF85xZEqkFt68toi7wOpBA__&Key-Pair-Id=K6UGZS9ZTDSZM
509d53b978c69a273988bffcca48f5c7
PDF Text
Text
r
•
IN THE UNITED STATES DISTRICT COURT
FOR THE DISTRICT OF MA RYLAND
MOVEMENT AGAINST DESTRUCTION
*
P.O.Box 511
Baltimore, Md. 21203
*
*
SOUTH BALTIMURE Co/·IMUNITY COUNCIL
1419 Riverside Avenue
Baltimore, Md. 21230
*
WEST.:IlN COIOOl NI'l' Y I MPROV:;:MENT ASSOC IA'!'lON
2a2~ \y.
)l,ul berry Stre et
Baltimore, I~d . 21223
ROSEf!tO NT NEI GHBORHOOD mPROVEl·IENT ASSOC .
1423 N. Ellamont St .
Baltimore, ~Id. 21216
HUNTING RIDGE CO~lMIJNITY A S SE~IDLY
712 Dryden D
rive
Baltimore , l·ld . 21229
*
*
*
•
*
*
CIVIL ACTIOI.
WALLACE GREGOR Y
310 N. ~lonroe St.
Baltimore, I'ld. 21223
•
No·7'l - /O'flfV/
CHARLES CUliTIS
3710 Nortonia Road
Balt imor e , /.1d . 21216
*
•
*
CAllOL J . SHAHLI P
1 630 ShakP.soear St.
Balt i more, t·ld . 21231
*
*
*
*
l·lILl:IlW l·;oON
6 W
est Ostend Street
Baltir'lor e ,
~!<l .
21 230
Plaintiffs
VS.
J OH N A'. lIfiLPE
Individually and as Secre ta r y of
Trans portation of the United States
u.s .
Depnrtment nf T r~nsportati o n
400 7th Street, :1. ; .
,;
Washi nr:ton, D. C. 20590
JOSZ PH N. AX ELHOD
*
*
*
*
*
*
•
Individually and as Chief, Interstate
Division, Baltimore City, State Roads *
Commission of the State of Maryland
*
l OOl Cathedral Stre et
Bal timore, Md . 21201
,.
De fendants
*
*
*
*
*
*
,.
*
*
* *
•
*
*
*
�2
COHPLAINT FOR INJUNCTIVE AND D:lOLARATbRY RELIEF
Applicable Statutes, Juridiction, and Description of the Parties
1. Plaintiffs bring this civil suit seeking equitable relief
to prevent the Defendants and their agents, and those acting 1n
concert with them, from proceedin? with acti ons and decisions
intended to culminate in the construction of 22.3 miles of ex-
pressways, plus connecting boulevards, in the City of Baltimore,
known collectively as the "3-A Expressway System", and to prevent
the Defendants from proceeding with certain segments of that
System. Plaintiffs claim that in the highway planning process
and in other governmental acti ons taken and not taken prior to th
nresent time, Defendants have not given proper consideration to
feasible and prudent alternatives, have not considered the required elements of environmental impact of t he proposed System,
have not based the System on the required coordinated transportation planning, have not held public hearinf, s as required by
law , have not made all possible efforts to minimize environmental
dama ~ e
as required, and have otherwise violated provisions
of the United States Constitutio n, and statutes,
re~ulatio :r:. B
and directives of the Ut. ited States applicable to the planninp,
and construction of Interstate Highway Projects.
2. This suit arises under:
a.
The Fifth, Ninth, and Fourteenth Amendments of the
Constitution of the United Stat e s;
b.
The
Fede ~ al-Aid
Hiehwa y Act, as amended, 23 U. S. C.
Sec. 101 et. seq . ;
c.
The National Environmental Policy Act, 42 U.S.C.
Sec. 4331 et. se q .;
d.
Stat.
1676
The Clean Air Amendments of 1970 , P.L . 91-604, R4
�3
e.
The Department of Trans portat ion Ac t, as amended,
49 U.S.C. Sec. 1651 et seq.;
3.
This Court has juri sdiction of this action under 28 U. S.C.
Secs. 1331 (Federal Q
uestion) 1337 (Commerce Regulation) .' .
1343 (C iv11
Ri ~hts ).
2201 - 2202 (Dec larator y
Jud~ements).
and
5 U. S. C. Secs. 701-706 (Administrative Procedure Act).
4. Venue 11es in the District
fo~
Maryland unde r 28 U.S . C.
Sec . 1361.
5.
The amount in controversy , exclusive of interest and
costs, exceeds ten thousand doll Rrs.
6. Plaintiff
,,;OVE~!EN:'
AGAINST D<;;S'ERUCTION is an unincorpor-
ated associAt.ion of individuals and orp.:anizatlons who believe
that the expressway system is more destructive than its benefits
warrant, and that less destructive and more effective means are
avail able to me et the transportation needs of the resi dents of
Baltimore City . A most all the members of the Ilovement A
l
I'a1nst
Destruction l1ve in neighborhoods which a re directly affected
by the various segments of the 3-A 3yitem of expressways . The
m bers live, work, attend school, and participate in civic, culem
tural and recreational opportunities in the City. Their transportation to and from such activities are directly affected by
decisions concerninR the expressways. Their activities would be
affected by the construction of the expressways, since their
schools, narks shopping areas, etc . are in the path of, or near,
the expressway route s . The
memb ~ rs
of the Movement Against Des-
truction would also be personally affected by the noise and air
pol lution which the building of the expressways would create.
The
r~OV t1me nt
Ap:ainst Dest ructi on wa s formed four years aeo
as the princ ipa l vehicle for part i Cipati on of citizens in the
expresswa y planninr pr ocess, by those who fe lt that the adverse
�4.
effects of the expressway system were inadequa tely considered J
and that the costs and benefits had not been adequately weighed
for the expressway system, and all other methods of transporta-
tion, including combined methods.
The Movement Against Destruction 1s a local orr,anization
whose sole concern 1s the potential impact of the expressway
system as planned for
Balti~ore.
In t e is suit it seeks to repre-
sent not only its own membershin, but all members of the class
of citizens of Baltimore who would be directly and adversely
affected by the construction of the expressway syst e m. This
clas s is so numerous that joinder of all members is impractible.
There are question of la'R and fact common to all members of the
class and t he claims of Plaintiff 1
-1ovement Aea inst Destruction
are
ty~ical
of the clrtims of members of this cl ass .
7. Plaintiff SOUTH
BALTIl~OI(;l CO'~~; N ITY
COUNCIL i s an .unin-
corporated as '30ciation of citizens who live South Baltimore and
who are concerned with all aspects of the quality of their community and its amenities, including maintaining residential
nei~hborhoods,
improvinz the s chools, improving the shopping
areas, improving
~eighborhood
services, maintaining hi r,h quality
City services such as fire and Dolice protection, and all other
activities commo n to nei ehborhood improvement associations.
Transportation access is important to all of the individual
con~~
cerns of the Council. In addition, most of the members would be
directly affected throuFh air and noise pollution by the construction of the ser-ments of 1-95 in South Baltimore.
Established more than ten years ago, the South Baltimore
Community Council is the principal vehicle for citizen participation in neip,hborhood improvement in South Baltimore. In this
suit, it seeks to represent not onl y its own members, but all
members of the Glass of citizens in South Baltimore who would
be directly and adversely affected by construction of the express
way system. There are que stions of l aw and fact common to all
�5.
members of th e Class; it is so numerous that joinde r of all mem-
bers is impractical; and the claims of Plaintiff SOUTH BALTIMORE
COMMUNITY COUNC IL are typical of the claims of members of the
Class.
8. Plaintiff \1ESTERN COlf:l-tUNI1'Y IVJ'ROVEMENT ASSOCIATION is
an unincorporated associat i on of citizens who live in Baltimore
City, west of the center city. Like the South Baltimore Coun : il,
the Western Community Assoc iati on is an all-inclusive improvement association, concerned with all the aspects of the quality
of living in i ts area . Its members would be directly affected
by the Franklin-Mulberry segment of the 3- A System , and also
by the 1-95 connection with 1-70 N.
Formed more than ten years aec, the Western Assoc iation
seeks to represent not on Jy its own members, but also all members
of the Class of citizens in West Baltimore,who would be directly
and adversely affected by the construction of the 3-A System.
There are questions of law and fact common to all meml/ers of the
Classj it is so numerous that joinder of all members is impracti-
cal; and the claims of Plaintiff W
ES1'ICHN COMl·tUNITY H1PROVEi-IENT
ASSOCIATI ON are typical of the claims of members of the Class.
9 . Plaintiff ROSEf·:ONT N
EIGHBORliOOD
I1r, P "OV E~tlNT
A
SSOCIATI ON
is and unincorporated association of citi zen s l.'ho live in the
rtosemont area of Rhltimorp. City . Li ke the
~outh
Baltimore Council
the Rosemont }\ssociation is and a ll inclusive improvement as so ci-
ation, concerned with all aspects of "he quality of living in its
area. Its members \"I'ould be directly affected by the Rosemont By-
Pass
s e ~me nt
of the 3-A System.
Formed more than ten years ago. the Rosemont Association is
the primary voice f or citizens interested in community improvement in Rosemont . In th i s suit it seeks to represent not only
its own members, but also the Class of citizens in Rosemont who
�I
6.
would be directly and advers e ly a ff ected by the construction of
the J- A system. There are questi ons of law and fact c ommon t o
all membe rs of the Class; it i~ so numerous that jounder of all
membe rs is impra ctical
j
and the c l aims of Plaintiff ROSEj';ONT
NEI GHBOltHOOD IMPROVEI'.ENT A ~;SOCIATION a re tyoical of the claims of
membe rs of the Class.
10. Plaintiff HUNTING RIDGE COI'~1JNIT Y ASSEI:'BLY is an uninco rporated association of citizen s who lIve in the Huntinp Iti dr.e
area of Baltimore City _ Like the ;)outh Ba ltimore Council, it i s
an all inc l usive
i mprovement~socia ti o nJ
concerned with all aspect
of the quality of livi ng in its a rea. Its members "ould be directl y affected by the construction of I-70 N to the Western City
BoundLry.
~~ore
than ten years old I the Hunting Ridge Assembly is the
prin cipal voice for ci tizens intere s ted in community improvement
in it s area . In t his suit it s eeks to represent not only its own
m
embers, but all members of the Class of citizens in Huntinp Ri dge
who would be
d ir ~ ctly
and adversely affected by t he construction
of the 3- A System. There are questi on of law and fact comMon to
all members of the Class j it is
50
numerous that joinde r of all
membe rs is impractical; a nd the claims of Plaintiff HUNTING RIDGE
ASS Zr·ffiLY ar e tY!1i cal of the claims of members of the Class .
11. Plaint,iffs \,ALLAGE GHEGOf{Y, " ;ARLES GUHTI S , CAROL J.
SHARLIP all mLDRED NOON , a r e citizens o f the United States, and
re s id ent s and taxpayers in the City of Balt i more. Wa llace
Gre~o ry
owns, and lives in, a hous e at 310 N. Monroe Street less t han two
blocks from the r out e of I-70 N. Ilis use and enjoyment of his
pro~erty,
a nd his acces s to nei phborhood amen iti es , would be dir-
ectly and adverse l y affected by the construction of
~70 N.
Charl es Curtis own s , and lives in, a house at 3710 Nort.oni a
Road , near the r oute of 1-70N. !I i s use a nd enjoyme nt o f his proerty , and his access to neiphborhood amen i t i es , would be directly
�1
7.
and adversely affected by the construction of 1-70 N.
Carol J. Sharlip owns, and lives in, a house at 1630 Shakespear St reet, in or near the path of 1-83 through Fe lls Point.
(The route 15 not yet precise, so it is uncertain whether the hau
would be taken.) Her use and enjoyment of her property, and her
access to nei ghbor hood amenities , would be dir ectly and adversely
affected by the cons truction of 1- 83 .
l-1i l dred moon owns , and lives in , a house at 6 'Ilest Ostend
Stre et, near the route of 1-95. Her use and enjoyment of her
property, and her access t o neiehborhood amenities, would be
dire ctly and adve rsely affected by the construction of 1-95 .
They
brin~
this action on behalf of themse lves and all mem-
bers of the Class of citizens who reside in Baltimore City, close
t o the pr oposed r outes of a l l nar ts of the 3-A Expressway System,
and who would be direct ly and adversely affected by t he construction of the 3-A System. There are questions of l aw and fact
common to all members of the Class; it 1s so numerous that join-
der of all members is impractical; and the cl aims of Pl a intiffs
GREGORY. CURTIS , SHAHLIP < MOON are typical of the claims
·nd
of members of the Class .
12. Defendant JOHN A. VOLPE is the Secretary of Transpnrtati
of the United States. In that capacity he is respnnsible, inter
alia, for administering the Department of Transportation of the
United States (hereinafter "USDOT"), and specifically for administering the Federal-Aid Highway Act, as amended, under which
federal funds are dispansed to the several states, subject to the
requirements of law, f or the construction of highways.
13. Defendant JOSEPH M AXELROD is Chief of the Interstate
.
Division for Baltimore City (hereinafter "Interstate Division)
created by an agreement between the State Roads Commission of
Maryland and the
15
~arch
I~yor
and City Council of Baltimore on or about
1966. The Interstate Division was formed to direct the
design and construction of the Interstate Highway System within
�8.
the City of Baltimore, subject to the requirements of law, including those affecting federally-aided projects.
14. The authority of the Defendants Volpe and Axelrod with
respect to highway construction is limited by the constitutional
and statutory provisions cited in paragraph 2, supra . In taking
the actions and making the decisions complained of herein, Defendants Volpe and Axelrod, their agents, and those acting in con
cert with them, have acted, and are acting, in excess of their
constitutional and statutory authority.
15. Defendants Volpe and Axelrod, their predecessors, and
their agents, have been responsible for the illegal actions,
including failure to perform duties which directly affect the
Plaintiffs, and which Plaintiffs have standing to enforce, complained of herein. Relief is sought against these Defendants and
their agents in their official capacities to enjoin them and thei
agents from further illegal actions and tocompel them to fulfill
their legal duties to Plaintiffs.
General Allegations
a.
The 3-A System
16. The 3-A System describe. the combination of through ex-
pressways, spur expressways, and connecting boulevards now propose
for the City of Baltimore. Expressway planning in Baltimore dates
back to 1942; a variety of different routes, serving different
traffic requirements, and with different stated objectives, have
been proposed over the years. It is, however, the stated intention
of the Honorable William Donald Shaefer, Mayor of Baltimore , and
the Defendant, Joseph t·!. Axelrod, that the 3-A System will be
built in its entirety, and no other plans will be followed.
This complaint, therefore, is restricted to the 3-A System.
17. The 3-A System ./ould consist of three through expres sways
I - e3 , 1-70 N, and 1-95. 1-83, the Jones Falls Expressway, is now
completed from the Nort hern City Line to the center of the City,
or 5. 9 miles. The balance of the System is yet to be built, and
�9.
is the subject matter of this suit. It would consist of 22.7 mile
of Interstate Highways, and 2 miles of boulevards connecting to
the Interstate Highways as follows: (see map attached as Exhibit
1-83 would be extended South to the Inner Harbor, and then
would turn East, connecting with 1-95 above the entrance to the
Harbor Tunnel.
1-95 would transverse the City from the City Line on the
Southwest, across South Baltimore, across the Harbor at Fort
McHenry (by bridge or tunnel, the mode is in dispute), turn to
the Northeast, and connect with the existing 1-95 at the Eastern
City Line.
1-70 N would come in from the Western City Line, through
Leakin Park (now under injunction in this Court), turn Southeast,
and connect with 1-95 in Southeast Baltimore.
1-170 would be an expressway spur, built to Interstate Standards, from 1-70 N, to the City Boulevard, West of the City Cente •
1-395 would be an expressway spur, built to Interstate Standards,
from 1-95, Northeast, to the City Boulevard, South of the City
Center.
The City Boulevard would run from the South side of the Inner Harbor. in a semi-circle to the West and North, connecting
with I-$3 North of the Center City.
18. The 3-A System was a product of the Urban Design Concept
Team, a multi-disciplinary group of leading architects, planners,
and designers. This approach to the planning of the Baltimore
expressway system was approved by the USDOT 24 September 1967.
The purpose in establishing the Concept Team was "to solve the
problem of bringing the public, the real client of public works,
into the decision-makihg process." Expressway Planning in the
City of Baltimore: A Report to the Mayor and City Council, The
Department of Planning, January, 1972, p. 123.
�10.
19. The Concept Team, however, was placed under two restric-
tions. The contract approved 24 September 1967 stated, nThe Urban
Design Concept Team shall accept and accomodate their work into
the segment priorities and the 'givens' in referenceto the fixity
of the right-of-way alignment and grade of the Interstate Highway System of Baltimore City." In short, at that point the full
or partial no-road alternatives were ruled out, joint planning
with the Mass Transit system being developed for Baltimore was
limited, and the corridors to be proposed were restricted.
The second restriction
Company in
~Ierrill,
~~y,
w~s
the appointment of J. E. Greiner
1967, as co-manager with Skidmore, Owings and
of the Concept Team. The Greiner Company had been res-
ponsible for a considerable portion of the prior expressway planning in Baltimoreo
20. On October 18, 1968, the Concept Team produced its repor
offering a choice of three expressway systems for Baltimore City,
one of which was the J-A System. On IJ December 1968, there
w~s
ameeting including The Honorable Thomas J. D'Alesandro, then Mayo
of Baltimore, Lowell K. Bridwell, for the Bureau of Public Roads,
and Jerome Wolff, for the Maryland State Roads Commission, to dis
cuss the Concept Team's report. A few days later, The Honorable
William Donald Schaefer, then President of the City Council (now
Mayor of Baltimore), announced that he would block any system
including a bridge crossing in the Inner Harbor, J-A was the
only choice without such a crossing. On 24 December 1968,
~~yor
D'Alesandro selected the J-A System as the official plan.
The State Roads Commission subsequently announced its support,
and in mid-January 1969, the Bureau of Public Roads approved the
J-A System. The recommendation of the Concept Team itself had
been against the 3-A System, and for one of the other alternative •
21. Since January 1969, minor changes in the J-A System have
been proposed, but it remains at the present time the system whic
the City of Baltimore and the State of r:aryland are committed to
�1
11.
constructing.
22 . There was no public hearing of any kind concerning the
3-A System between the Mayor's decision 24 December 1968, and
the decision of the Bureau of Public Roads in January, 1969,
contrary to the provisions of Policy and Procedure Memorandum
(hereinafter"PP~~)
20-8(1) of the Bureau of Public Roads, issued
16 June 1959.
22. There have been many hearings on segments of the 3-A
System held under PPM 20-8, issued January 14, 1969. Given the
history of the 3-A System, all "corridor public hearings" since
January, 1969, have violated the requirement of 4(a)(1) that they
be "held before the route location is approved and before the
State highway department is committed to a specific proposal."
23. Though the Concept Team stated a s a goal in planning
the expressway system to "maximize complimentarity (sic) of roadways with rapid transit facilities and other modes of transportation," 18 October 1968 Report, p. 5, this has not been done.
None of the documents issued in the past four years by the
Interstate Division prior to public hearings say significantly
more about mass transit or other transportation being coordinated
with the expressways than the assumption in the original Report
that the mass transit system would be built.
24. The United States Environmental Protection Agency, Region III, has repeatedly sought information on environmental
impact broader than on a segment basis. So has the Bureau of
Air Quality Control of the State of I{
Jaryland. The Interstate
Division has conceeded the importance of an averal environmental
impact statement and has stated that it intends to prepare one .
No overall environmental impact statement has been preparedo
25. According to correspondence which the Plaintiffs have
seen, Draft and Final Envir onmental Impact Statements have been
prepared for all segments of the 3-A System. The Plaintiffs, however, have been unable to acquire copies of many of these state-
�12.
ments.
The Plaintiffs believe that the allegations below, con-
cerning Impact Statements they have received J are also true of
the other statements as well.
b.
1-170_
26.1-170 is an Expressway spur, planned to begin from 1-70N
South of Western Cemetary, parallel the Penn Central Railroad
to the Frankl1n-l·;ulberry Corridor , then go due East to its
termination at Pearl Street and the City Boulevard.
27. 1-170 was originally planned as an expressway to connect
the \Vest side of the Central Business District, and traffic reach
ing that point and desiring to go 'liest, with the Beltway around
Baltimore and 1-70 N. If 1-70 N is not completed from the present
terminus West of Leakin Park to the interchange with 1-170, the
spur cannot fill its planned function.
28. 1-70 N through Leakin Park is now under injunction from
this Court, and a motion for an injunction against the Rosemont
By-Pass is also before this Court . Until the injunction (or injun
tions) is dissolved, or until another route between 1-170 and the
Baltimore Beltway is approved, 1-170 cannot fulfil any interstate
traffic function o
29. The Draft Environmental Impact Statement for 1-170 from
Pulaski Street (at 1-70 N, proposed) to Pine Street was prepared by the Interstate Division. Plaintiffs have reason to
believe that all Draft and Final Statements have been prepared by
the Interstate Division . In the Statement for 1-170 from Pulaski
to Pine) the analysis of environmental impact of the no-road
alt e rnative consists of a Single sentence . "The future anticipa-
ted traffic load on the present streets
~thout
the building of
the proposed expressway would cause conflicting circulation and
could create neighborhood disruptions," p. 5. The only reference
to coordinat ion with m s transit or ot hp.r f orms of trans portation
as
consists of a single phrase ,
~the
l anes separated from 40 to gO
feet \'.rith the proposed rapid transit line being planned for be-
�13.
tween the lanes,n p. 5.
30. The State Highway Administration published a Statement
on I-170 from Pulaski Street to Pearl Street (its full length)
for reference at the Public Design Hearing. Two paragraphs concern themselves with mass transit. Except for the statement that
the re is room in the median for mass transit, the rest of the
material on mass transit concerns itself with the actions and
intentions of the
~~ss
Transit Administration , not the Highway
Administration nor the Interstate Division , p . a. There is no
reference whatsoever to the environmental impact of the no-road
alternative .
31. According to letters that the Plaintiffs have, the Highway Administration has printed only the most favorable comments
noise
from its I· polution consultants . Suggestions that houses in
certain blocks be condemned because noise levels would be un-
bearable did not appear in the final statement distributed to
the public.
c.
I-B3
32. I-a3 is an existing expressway from the North City Line
to Eager Street. It is planned to continue South from that point
to the waterfront, then turn East , going through Fells Point,
paralleling Boston Street to its interchange with I-95 at the
Harbor Tunnel Thruway.
33. The Dr aft Environmental Impact Statement for I-a3 from
Eastern Avenue East to the interchange with I-95 dated 12
~~y
1971 mentions only two aspects of noise polution, nprotection has
been r ecommended at St. Casimir's Church a nd Canton Playfield.
Studies will be conducted to determine the extent of this impact
and the feasibility of providing any necessary protection. n
There 1s no quanitfl cation of noise impact, and no other mentions
of the subject. (See p. 3) There is no mention of air polution,
no mention of the impact of the no road alternative , no mention
of the coordination with other forms uf transportation.
�14.
34. Plaintiffs do not have the Impact Statements for the
balance of I- 83 , however, a letter from Robert J. Blanco, P.E. J
Acting Chief, Environmental Impact Statement Branch, Region III,
E.P.A., refers to the Draft Statement for 1-83 from Gay Street
to Caroline Street. Among others, the letter, dated 13 June 1972,
makes the following: "It (the Statement) failed to place this 0.7
mile section in environmental perspective. The statement attempts
to isolate the environmental impact of this road from the additiv
impacts of other portions of the Baltimore 3-A system." "The
statement does not provide the technical quantification of the 10
cal lmPlct of the road to demonstrate that environmental consequences were evalutated," p. 1. "Although detailed data was miss-
ing (as noted above), our technical staff has attempted to quanti
fy the air polution impact on the road •••• These calculations
demonstr4te that this road has the most serious air polution char
acteristic. of any proposed road in the six state region," p.3.
(Emphasis supplied.)
35. Construction of 1-83 could not proceed until the present
headquarters building South of the present terminus was replaced.
The voters defeated bond issues to replace the headquarters in
a campaign that included statements about the expressway. Defendant Axelrod and other public officials openly discussed plans
to get money and remove the Police Building despite the defeat,
before a new Police Headquarters bond issue was approved in a
last ditch attempt.
d.
Attitudes and Actions of the Interstate Division in Dealing
wi th the Public
36. Defendant Axelrod has been quoted several times in the
local press as saying that his job is not to decide whether the
expressways should be built, but simply to build them.
37. Region III of the E.P.A. has repeatedly questioned parts
of Environmental Impact Statements as being incomplete, inaccurat
and misleading.
�15.
38. Local officials have acknowledged the withholding of
information from the public by the Interstate Divison prior to
hearings. "Unlike previous public hearings, the Rosemont community appeared to be well organized and knowledgeable which led
officials to believe that members of the Concept Team were secret
ly helping the community. When the Team's contract was reviewed
in September, the State Roads Commission required an additional
approval procedure from the Interstate Divi sion prior to any
contact with the public by members of the Concept Team," Expressway Planning in the City of Baltimore: A Report to the Mayor and
City Council, The Department of Planning, January, 1972. The
additional approval procedure added was to give veto power to
Defendant Axelrod over outside contacts by members of the
Concept Team.
39. Although construction funds have been authorized by
USDOT only for a small segment 'of 1-95 near the Eastern City
Line of Baltimore, planning, design, condemnation, purchase
and demolition of structures is proceeding on all segments of
the 3-A System in Baltimore City. City officials, including
Charles Benton, Director of Finance for the City of Baltimore,
have stated in public hearings that the City might be forced to
repay the federal share of moneys spent to date on the Baltimore
expressway system as an argument for the proposition that the
3-A System must be built now, regardless of public opinion or
other factors.
40. To the best knowledge of the Plaintiffs, the Administrator of the Environmental Protection Agency has not reviewed or
commented in writing on any of the segment Environmental Impact
Statements of the 3-A System.
Causes of Action
41. In taking and permitting steps towards the construction
of the 3-A System, Defendant Volpe has violated, is continuing to
violate, and unless enjoined by this Court will continue to violate the command of Section 102(2)(C) of N. E.P.A. that a "detail-
�16.
ed statement by the responsible official on -"(i) the environmental impact of the proposed action;
"(iiI any adverse environmental effects which cannot be avoi ed should the proposal be implemented;
"(iii) alternatives to the proposed action;
"(iv) the relationship between local short-term uses of man'
environment and the maintenance of long-term productivity; and
"(v) any irreversible and irretrievable commitments of resources which would be involved in the proposed action should it
be implemented. n
be prepared, and that said detailed statement be "made available
to the ••• public and shallaccompany the proposal through the exist
ing agency review process." Defendants' purported Environmental
Impact Statements fail to satisfy these requirements in that:
(a) There is no Environmental Impact Statement on the J-A
System as a whole.
(b) Such purported Environmental Impact Statements as there
are did not"accompany the proposal through the existing agency
review process," but were written after the basic decision was
made to build and fund the J-A System, and are merely
~ ~
facto rationa lizations of said decision.
(c) The purported Environment al Impact Statements were not
prepared by "the responsible (federal) official," rather their
prepar ation was unlawfully delegated to the applicant for federal
funds) the Interstate Division .
(d) The purported Environmental Impact Statements fail to
cover, as one of the Ualternatives to the proposed action," the
alternative of not building the J-A System.
(e) Such environmental factors as are considered in the purported Environmental Impact Statements are analyzed inadequately.
(f) The pur ported Environmental Impact Statements have generally not been made available to the public, either before or
after the purported hearings on segments of the J-A System.
�17.
(g) The purported Environmental Impact Statements fail to
consider "the implications ••• of the action for population distribution or concentration ••• and ••• the effect of any possihle
change in population pRtterns upon the resource base, including
land use, water, and public services, of the area in question"
as required by Section 6(a)(ii) of the Council on Environmental
Qualitt Cuidelines for the preparation of Environmental Impact
Statements pursuant to N.E.P.A.
42. In submitting plans to USDOT for the 3-A System and in
taking other steps towards construction thereof, Defendant
Axelrod, and/or his predecessors, acting through the Interstate
Division, have Violated, are Violating and, unless enjoined by
this Court, will continue to violate 23 U.S.C. Sec. 128 , which
requires that:
"Any State highway department which submits plans for a
Federal-aid highway project involving the bypassing of, or
goi~ through, any City, town, or village ••• shall certify
to the Secretary (of Transportation) that it has held public
hearings, or has afforded the opportunity for such hearings,
and has considered the economic and social effects of such
a location, its impact on the environment, and its consis-
tency Kith the goals and objectives of such urban planning
as hAs been promulgated by the community."
Such purported hearings as have been held by the Interstate
Division, or by the State Roads Commission on behalf of the
Interstate Division, or by any other governmental body including
the
~~yo r
and City Counc il of Baltimore on behalf of the Inter-
state Division have failed to satisfy this provision in that:
(a) At no time prior to the decision to proceed with the
3-A System was a hearing held on the whole system.
(b) At no time has any hearing been held which allowed public consideration of the alternative to the 3-A System of mass
transit in the Baltimore area in preference to more expressways,
including the 3-A System, nor which allowed public consideration
of the alter native of not building the 3-A System.
(c) In such purported hearin? s as have been held on segments
of the 3-A System, questions from the floor have been restricted
by time, by those allowed to speak, and by the failure of Inter-
�I
18.
state officials to answer initial questions at all, or accuratel ,
making follow-up questions impossible, thereby denying member.
of the publia the opportunity to make effective objection!
to the Interstate Division's plans, or even to inform themselves
with respect thereto, thus negating the whole rationale for
having a hearing.
(d) All purported "corridor public hearings" held on segments of the 3-A System after 24 December 1968 violated USDOT's
PPM 20-8, promulgated pursuant to 23 U. S.C. 128, in that they
were not held "before the State R0ads Commission (was) committed
to a specific proposal," but rather after the Interstate Division
and the Maryland State Roads Commission had committed themselves
specifically to the 3-A System, as alleged in Paragraph 20, supra
(e) None of the purported hearings on the 3-A System's segments have been conducted so as to "ensure that an opportunity is
afforded for effective partiCipation by interested persons in the
process .of determining the need for, and the location of, a
Federal-Aid Highway," as mandated by PPM 20-8 . Rather, the lack
0
prior information to the public, and the restriction of the
purported hearings, have occurred in a manner to deny such effect
ive participation, as alleged in paragraphs 31, 36, 37 and 38,
supra.
(f) The I nterstat e Division has also not con si dered tho
"econo::lic and soc i .:.1 effects" of the 3-A System, in that there
has been
no ~ discussion
of the social effects, and on economic
affects only the continued assertion that the 3-A System is
economically justified, with no
economic analysis of the alter-
natives of other modes of transportation, or of not building the
System.
43. In approving or allowing the approval of any and all
plans submitted by the Interstate Division with respect to the
j-A System, and in allowing the Interstate Division to proceed
with plans for the 3-A System in any of its segments in such a
�19.
manner as to create pressure for subsequent Federal approvals,
Defendant Volpe and/or his predecessor in office has violated, i
violating, and will continue to violate 23 U.S.C. Sec. 128, unless enjoined by this Court.
44. In taking and permitting steps toward construct ibn of
the 3-A System, Befendants have violated, are violating, and
unless enjoined by this Court, will continue to violate 23 U.S.O
Sec. 134, which states that:
nIt is declared to be in the national interest to encourage
and promote the development of transportation systems, embracing various modes of transport in a manner that will
serve the States and local communities efficiently and effe tively. To accomplish this objective the Secretary shall
cooperate ••• with the State •••• in the development of long
range highway plans and programs which are properly coordinated with plans for improvements in other affected forms
of tran'portation and which are formulated with due cons ide ation to their probable effect of the development of urban
a reas of more than fifty thousand population. After July 1,
1965, the Secretary shall not approve any program for projects in any urban area of more than fifty thousand population unless he finds that such projects are based on a
continuing comprehensive transportation planning process
carried on cooperatively by States and local communities
in conformance with the objectives stated in this Section."
45. In taking and permitting steps toward construction of
the 3-A System, Defendants have violated, are violating, and
unless enjoined by t his Court will continue to violate Sec . 309
of the Clean Air Amendments of 1970, P.L. 91-604, 84 Stat.
1676, requiring as a prec ondition for implementing
of any
"newly authorized Federal projects for construction" that "the
Administrator (of t he Environmental I'rotection Agency) shall
review and comment in writing on the environmental impact of any
matter r elating to duties and responsibilities granted pursuant
to this Act or other provisions of the authority of the Administrator." As alleged in paragraph 41) supra, no such written comments have ever been prepared .
Prayers for Relief
WHEREFORE, Plaintiffs res pectfully ask that this Court:
(1) Enjoi n O
efendants, pending final adjudication of this
action, from taking or permitting any further steps toward
�20.
construction of the 3-A System, and any of its segments.
(2) Enter a declaratory judgment that Defendants, in taking
and permitting steps toward construction of the 3-A System, have
violated:
(a) the National Environmental Policy Act;
(b) the Federal-Aid Highway Act;
(c) the Federal-Aid Hillhway Act J as amended;
(d) the Clean Air Amendments of 1970; and
(e) the Department of Transportation Act, as amended.
(3) Enjoin Defendants permanently from taking or permitting
any further steps towards construction of the 3-A System, including but not limited to condemnation, purchase and demolition
of property, signing of contracts for design or construction.
holding of hearings without the required Environmental Impact
Statements as determined by this Court circulated to the public
in advance, or the seeking or granting of any federal approvals
of any segment of the 3-A System, until such time as Defendants
have established to the satisfaction of this Court that they are
in full compliance with each and everyone of the statutes listed in Prayer for ilelief (2)(a), (b), (c), (d), and (f), supra.
(4) Grant to Plaint iffs the costs and disbursements of this
action, and reasonable counsel fees.
(5) Grant such further relief as this Court may deem just
and proper.
Respectfully Submitted,
John
c.
Armor
Attorney for Plaintiffs
Suite 425, The Rotunda
711 w. 40th Street
Baltimore, Md. 21211
Tel: (301) 235-6175
�....•
'"
..
....
H
OJ
H
eo
><
0'
�MOVEMENT AGAINST DESTRUCTION v. VOLPE
Ci te u 3l!1 F .Supp. 1300 (1903)
dependent as to require the construction
of all of the 3-A system or none of it.
l 23, 24] Although we have concluded
t hat an EIS on the 3-A system as a
whole is not required , and that a n EI S
may be prepared for a particular seelion
of a highway under PPM 90-1, it will
not be su ff icient in the future to consi der the environmental impact of certain
segments or sections of such highways
as 1- 95, I- 70N and 1-83 entirely apart
from other segments of those r oads Or
from the entire con figuration known as
the 3-A syste m.~ 1
lof ....
bn(' ,...
1$ ar d ·
"'' ' '
In • .4
• ould b.
~ .~
ro."" _
func".ut:»aoo
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ars . .
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In making some of the decisions
which amount to major federal action
with respect to one or more of the roads
or segments thereof in the 3- A system,
the Secretary, USOoT, or his delegate,
may have to consider with respect to
some of the environmental impact problems, not only the environmental impact
of the road or segment for whi ch his immediate apprO\'al is req uested, but al so
the total environmental impact which
lI'ould result from the use of the r oad or
~ g ment under conside rati on if and
when used in connection with other segments or roads, already built or proposed to be built.
.
It may be wise for the City, State and
Federal authorities to prepa re in the
Dear future a statement which considers
those environmental impacts which
.bould be determined with respect to the
tntire configuration, or major portions
lhereof. Such a statement would be included in one or more of the E ISs which
"'ill have to be prepared in t he f utu re
ror other sections of the highways in the
~A system, and which will, of course,
also include and consider those environmental impacts which should properly be
determined section by section or road by
...d .
II
~~
a.- ). ,
.,,... . ..
~
A draft E IS on the F- M corridor,
ttI'oering an area designated as "Inte r11. Th e~ II .. been II tendency. if not II CU '
ll
l\OlII. for lIigh"'Ay IIgendel to emphllsize
the lI!'!lirable f eatur!'!l of the ent ire length
of • high"'ay if aull ,,' heu com illete!!. but
1(0 limit the (''Ous ill eration of any unfa\'·
'.II.Supp.-l1 .....
1385
state Route 1- 170 from Pu laski Street to
P ine Street in the City of Baltimore",
was forwarded on Or about August 23,
1971, to the various state and local agencies to which a draft. Er s is to be sent
under 42 U.S.C, § 4332( 2)(C), the CEQ
Guidelines, fl l a, and PPM 90-1, U 6,
and Appendix G. Five Federal departments or agencies and two Maryland departmen ts or agencies responded to th e
draft E1 S. An effort was made by
IOB C, in consultation with FHWA offici al s to in cor porate into a proposed final
EIS on the F- l\J corridor materials in
response to t he Federal and State agency comments. A proposed final E IS on
the F-M co rridor was filed with FHWA
on December 15, 1971, and was reviewed
and accepted f or content by the Regional
H ighway Administrator on April 21,
1972, in accordance with PPM 90-1,
n 6j .
In accord with the USOoT's procedure
memorand um ( DOT 561 0. 1A ff 80 ~t
and PPM 90- 1, 11 6K, the proposed final
E IS was submitted to USDoT's offices
of Environment and Urban Assistance
( TEU ) for review a nd concu rrence on
behalf of the Secretar y. On June 8,
1972, TEU by letter advised the F ederal
H ighway Admin istrator that TEU's concu rrence on the F- M corri dor EIS was
being deferred .. * .. .. until certai n
issues ha\·!.! been resolved or more fully
addressed".
In summary, TEU expressed the view that the E IS should
more fully discuss (I ) the various joint
development proposals planned for the
F- M corr idor, ( 2) the poss ible noise and
ail' pollution effects of the constr uction
of 1- 170 in the F-l\1 corridor, (3) the
detailed proposa ls f or actual construction, with maps and other graphic material, ( 4 ) the propriety of the con struction of the entire 1- 170 Spur befo re a
resolution of the issue of whether or not
1- 70N wou ld be constructed throu gh
Lcakin and Gwynn s Falls Parks t o connect with 1- 170, and ( 5 ) the means by
orable eU\' lroDmeolal e ffectli to th e imm l"
dint e oren of the !Ie!;ment .
52. 3 E.L.H. 460S9. 46091.
�MOVEMENT AGAINST DE STRUCTION v. VOLPE
Cite . . 36] .... SUP] •. 1300 ( 19731
not r?nor u.
the B!,I~
're bt u
netwtlrt.
rellho.-
'r ....
n.c
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LI
In d.
~ el~
In . 4
lould ..
h ......
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:l \:l:~
...
oull ...
~"
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IS.
hO.TI'"
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pn"!:111J7
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-
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,.,~
~
dependent as t o requi re the construction
of all of the 3-A system or none of it.
[23, 24 J Although we have concluded
that an E IS on the 3-A system as a
whole is not requ ired, and that an EIS
may be prepared for a particular section
of a highway under PPM 90--1, it will
not be sufficient in t he future to cons ider t he environmental impact of certain
segments or sect ions of such hi ghways
as 1- 95, 1- 70N and 1-83 enti rely apart
from other segments of those roads or
from the entire configuration known as
the 3-A system.51
In making some of the decis ions
"'h ich amount to major federal action
with respect t o one or more of the roads
or segments thereof in the 3-A system,
the Secretary, USDoT, or his delegate,
may have to consider with respect to
some of the environmental impact problems, not only the environmental impact
of the road or segment f or which his immediate appro\'al is requested, but also
the total environmental impact ..... hich
would result from the use of the road or
segment under consideration if and
when used in connection with other segments or roads, already bu ilt or proposed to be bui lt.
.
It may be ..... ise for the City, State and
Federal authorities to prepare in the
oear future a statement which considers
thoae environmental impacts which
Ihould be determined ..... ith respect to the
entire configuration, or major portions
thereof. Such a statement would be intluded in one or more of the E ISs which
_'ill have to be prepared in the future
for other sections of the highways in t he
3-A system, and which will, of cou rse,
lIso include and cons ider those em'irontlental impacts wh ich should properly be
dttermined section by section or road by
road.
II
A draft EIS on the F-M corridor,
covering an area designated as "InterI I. Th t~ hu been a tendency. if nOI a cua'
1olEl, fo r hi'''''''ay agenci es to ernvhnliu
Ihe uesirllble fetl tures of the eoti re lenith
vf • hi,h1\'ay if and 1\'hen colElpleled, but
l(, limit th e consideration of IIny unfa~'-
"I F,Sopp.-aH"
1385
state Route 1- 170 from Pulaski Street to
Pine Street in the City of Baltimore",
was forwarded on or about August 23,
1971, to the various state and local agencies to which a draft EIS is to be sent
under 42 U.S,C, § 4332 (2) (C), t he CEQ
Gu idelines, n 10, an d PPM 90--1, n 6,
and Appendix G. Five Federal departments or agencies and two l\Iaryland departments or agencies responded to the
draft EIS. An effort was made by
IOB C, in consultation with FHWA officials to incorporate into a proposed final
EIS on the F- M corridor materials in
response to the Federal and State agency comments. A proposed final EIS on
the F - 1.I corridor was filed with FHWA
on December I S, 1971, and was reviewed
and accepted f or content by the Regional
Highway Administrator on April 21,
1972, in accordance with PPM 90--1,
n 6j.
In accord with the USDoT's procedure
memorandum ( DOT 5610, 1A n 8l)""
and PPM 90-1, n 6K, the proposed final
EIS .....as submitted to USDoT 's offices
of Environment and Urban Assistance
(TEU) for revie..... and concurrence on
behalf of the Secretary. On J une 8,
1972, TEU by letter advised the Federal
Highway Administrator that TEU's concurrence on the F- l\1 corridor EIS was
being deferred .. * • • until cer tain
issues have been resolved or more fully
addressed".
In summary, TEU expressed the " iew that the EIS should
more f ully discuss (I) t he various joint
development proposals planned for the
F-M corridor, ( 2) the possible noise and
a ir pollution effects of the construction
of 1- 170 in the F - M corridor, (3) the
detai led proposals for actual construction, with maps and other graphic mater ial, ( 4) the propriety of the construction of t he entire 1- 170 spu r befol'e a
resolution of the issue of whether or not
I- 70N would be const ructed t hrough
Leakin and Gwynns Falls P arks t o connect with 1- 170, and ( 5) the means by
ora hi e en"ironmental effecll! 10 Ihe immediote tlreo of t11f' segment.
52. 3 £.L.R. 46089. 46091 .
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
MAD, et. al. vs. Volpe, John, et. al. - Original Complaint
Description
An account of the resource
Civil action case number 73-2136
Date
A point or period of time associated with an event in the lifecycle of the resource
1972-10-10
Subject
The topic of the resource
Courts
Express highways
Highway planning
Movement Against Destruction (Organization)
Southeast Community Organization (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
United States. District Court (Maryland)
Publisher
An entity responsible for making the resource available
University of Baltimore Special Collections & Archives
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
mad04.02.04
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 4, box 2, folder 4, Special Collections & Archives, University of Baltimore
Rights
Information about rights held in and over the resource
Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Courts
Express highways
Highway planning
Md.)
Movement Against Destruction (Organization)
Southeast Community Organization (Baltimore
-
https://d1y502jg6fpugt.cloudfront.net/44124/archive/files/ffd5bf001195aa837e97e82165437689.pdf?Expires=1773878400&Signature=OI-3Z3QzhlOKOHRH6ZVfeffIxuN6O3SC7e%7EgBaqXmB4w3RDsTgzwsoTOJvkf4KMhegS5%7Ebp0E68MhLbzKdzZQOf0pvz5V%7EWsFfkYitN8Mz4Ezf8-cWDvkiInhzX%7EnzGuOeRXUI%7EukOERwTCIshr1VF4OPEG78gCxDY5aOZeOjaLzpZt%7EzmLIfSvFHcNC6IL4jV2jbl15fxvaWb9KeDJ2w47VUT4EIb5OSVs71Z8oMBhgytOvFPBUp-FJRUTPBv%7Ee3jRojKKs4EvBlCS4EseesVMbBxSMWQ40jWUbrLXQtCXNeiPRTc7KsMuJAHDHWcm1s6g-k%7EMTvOKPGIe57wMv0A__&Key-Pair-Id=K6UGZS9ZTDSZM
e8ab89d31aa3e7cb223085849db2d3ac
PDF Text
Text
Fort McHenry will remain unspoiled if enough
of you rally 10 the light!!
The following public officials, Clergy, businessmen
and organizations !upport us in our fight to save
the desecrat ion of our National Shrine.
Edward A. Garmatz __ ____ _______ U.S. Congressman
William L. Hodges __________ Mnryland State Senate
Barry J. McGuirk __ ___ ______ Maryland Stale Senate
John J. Hines ______________ Baltimore City Council
Dominic j\'1. Leone __________ Baltimore City Council
William J. Mycrs ___________ Baltimorc City Council
R. Charles Avara ______ Baltimorc General A!!Sembly
Albert F. Baumann _____ Bnltimore General Assembly
George W. Freebergcr ___ Baltimore General Assembly
Margaret A. Murphy ____ Baltimore General Assembly
John A. Rutkowski _____ Baltimore General Assembly
P aul Weisengoff ________ Baltimore General Assembly
Joseph M. Wyatt, Jr. ___ Baltimore General Assembly
~f ichael Linn Eldridge _____________________ Pastor
Christ United OlUrch of Christ
Randall Street ChriEtian Church
W 1ichael M. Hart _______________________ President
Waterfront Worken of Baltimore & Vicinity
The American Legion ____ Fort McHenry Post #133
V'William H. Yutzy, III _____________________ Rector
Church of the Redemption &
Episcopal Port Chaplain
Rt. Rev. lohn F. McGlone _________________ Pastor
Our Lady of Good Counsel Church &
Catholic Port Chaplain
SAVE YOUR SHRINE
STOP FOI(T McHENI(Y
BY-PASS
So my fellow Americans we cry out for your help
and llupport, both by spreading our battle call and
participating in our Fund Raising efforts which will
be so important in defeating this threat to our
National Heritage.
Bring Alive The Spirit
Won't you plesse join us in our plight to keep
Fort McHenry a place of serenity and beauty for all
America.
of '76
LOCUST POINT CIVIC ASSOCIATION
Post Office Box 6302
Baltimore, Maryland 21230
Protect Ollr Herit(Jge
�FORT McHENRY
It is September 1814. 111e British Oee! lies in the
Chesapeake. The ~Illrylnnd ~liIitia under Major Cen·
eral Samuel Smith has fortified Baltimore. The British
land at North Point. Ceneral Smith sends Brigadier
Gl'neral J ohn Stricker to delay them. Stricker has to
full back.
The British decide, thai evening, to take Baltimore
by water. In the attempt, a national anthem is "'riUen
by a voluntary hostage aboard a British frigate.
On September 13, a thousand men under General
Armstead withstand a 25·hour attack by 18 British
shipe of the line under Admiral Cochrille. Baltimore
doea not capitulate, and before the next major engagement four months later, the young republic has
obtained a peace.
The tide turned al Baltimore. The story is history
and a matler of ch'ic pride. The Star Spangled
Banner is an enduring monument to what happened.
The place where ....e mark Ihis accomplishment is
Fort McHenry, a !prawling, Vaubon.type star forlre:;:!
of linest ei~ hteellth ccntury design.
DOW
Since its inception in 1776, 8S a de£ensive positio n
guarding Baltimore's Inner Harbor, Fort McHenry has
8Crved an integral pari in our natioo's defense and a
lasting monument to the dedicated patriotism of those
who have !;C;rv('d to protect our Flag and its international integrit y.
While Fori McHenry i! notd chiefly for in!;piring
Francis Scott Key's writing of the Nationlll Anthem
in September, 181·1, it has also been utilizcJ during
Lhe Civil War, the Sp:wish-American War and bOlh
World Wars. In &llOrt, this one Shrine consl itut ~
Ihe embodiment or nearly 200 yean of American
history.
During the put tllr~ decades a renewal of interest
the Fort's value M an h istorical tabloid of American
life has rt!!iulloo in subZ
lantial fedenl im'cslments 10
return Fort Mel-Ieury 10 ils proper position as a
national monument. This effort has not gone unnoticed. Yearly, the influx of vieitors, proud Americalli and impressed foreign tourists, has grown by
remarkable proportions.
ill
STOP FORT McHENRY BY.PASS
We, the members or The Locust Point Civic Asso·
ciation, having made a tborough A
tudy of and given
due and proper comiideration to the proposed align.
meut or Segment 14 of the 3·A Expressway System
1·95 (Fort McHenry By·Pass ) do hereby wish to
voice our total opposition to the construction of thi,.
!egmenl along any alignment.
Call anyone conceive the amount of noise created
by 115,800 "cllicle! per day, 11,000 of which will be
heavy industrial trucb, p3!!!ing over the Fort, co uld
do to the (olemnity of this national shrine.
Exhaust pollution is a ma jor concern in America
today. The already documented health hazard of
exhaust emiuions, which are certainly potentially
deadly, by no etretch of the imagination constitute a
deterrent to viA
itofll to thia national monument.
An exhaustive study prepared by the Department
of the Interior in 1969 warns repeatedly that aoy
further encroachments upon the Fort'll environs will
lead to disastrous distraction from its natural setti ng
and historic accuracy. ThUll, the efforts of many
national und local groups to improve the Fort will
be cancelled out to appease poli tical considerations.
Our proud heritage ill the birth right of every
American citizen. In a time when change and ebbing
patriotism have become national facts of life, should
we be willing to allow the desecration of our national
shrine by encasing it behind a wall of steel, concrete,
noise and pollution?
ru citizens, we have a right-indeed an obligationto insure that the dwindling threads of our proud
pa£( Bre properly interwoven with the whole fabri c
of modern American life.
To impose this monstrous structure on such II
prominellt ly historic si te, is to put the mark of Cain
on the memory of the countlC!s number of men down
through the history of o ur country, who fougbt and
rlied to preserve what the Flag and the National
Monument on which it stands means to all the people
vf our great country.
Ca n real progress be accomplished by a total dis·
regard for national heritage? We say no ! For love
of Cod and country we say no!!
�
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
Movement Against Destruction
Description
An account of the resource
This exhibit examines community opposition to expressway construction in Baltimore during the 1970s through the organizational records of the Movement Against Destruction (MAD). Founded in 1968 as a coalition of 25 neighborhood and community groups, MAD's leaders included George and Carolyn Tyson, Barbara Mikulski, Walter Orlinsky, Norman Reeves, and Parren Mitchell.
The complete MAD collection at the University of Baltimore consists of 9 linear feet of records, which are described in an online collection database. The complete collection has also been digitized at the folder level and is available in this guide. For this exhibit, 32 documents have been selected from the complete collection.
Creator
An entity primarily responsible for making the resource
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">Special Collections & Archives, University of Baltimore</a>
Source
A related resource from which the described resource is derived
<a href="https://archivesspace.ubalt.edu/repositories/2/resources/80" target="_blank" rel="noreferrer noopener">Movement Against Destruction Records</a>
Publisher
An entity responsible for making the resource available
<a href="http://langsdale.ubalt.edu/special-collections/" target="_blank" rel="noreferrer noopener">University of Baltimore Special Collections & Archives</a>
Date
A point or period of time associated with an event in the lifecycle of the resource
1968-1983
Rights
Information about rights held in and over the resource
Use of these images is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Format
The file format, physical medium, or dimensions of the resource
text/pdf
Language
A language of the resource
English
Type
The nature or genre of the resource
Text
Identifier
An unambiguous reference to the resource within a given context
R0062-MAD
Date Created
Date of creation of the resource.
2019-09
Extent
The size or duration of the resource.
32 documents
Subject
The topic of the resource
Express highways
Maryland--Baltimore
Urban renewal
Highway planning
Community activists
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Original Format
The type of object, such as painting, sculpture, paper, photo, and additional data
Paper
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
Save Your Shrine: Stop Fort McHenry By-Pass
Description
An account of the resource
A community association pamphlet advocating the protection of the Fort McHenry National Shrine from expressway construction
Date
A point or period of time associated with an event in the lifecycle of the resource
circa 1976
Subject
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Community organization
Political participation
Highway planning
Locust Point (Baltimore, Md.)
Fort McHenry National Monument and Historical Shrine (Baltimore, Md.)
Creator
An entity primarily responsible for making the resource
Locust Point Civic Association
Publisher
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University of Baltimore Special Collections & Archives
Type
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Text
Format
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application/pdf
Identifier
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mad03c.01.07
Source
A related resource from which the described resource is derived
Movement Against Destruction Records, series 3c, box 1, folder 7, Special Collections & Archives, University of Baltimore
Rights
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Use of this digital material is governed by U.S. copyright law. The University of Baltimore Special Collections and Archives makes digital surrogates of collections accessible if they are in the public domain, the rights are owned by the University of Baltimore, the Special Collections and Archives has permission to make them accessible, or there are no known restrictions on use. Due to the nature of archival collections, rights information is not always discernible. The Special Collections and Archives is eager to hear from any rights owners wishing to provide accurate information. Upon request, material will be removed from view while a rights issue is addressed. Contact the Special Collections and Archives for more information regarding this image.
Community organization
Fort McHenry National Monument and Historical Shrine (Baltimore
Highway planning
Locust Point (Baltimore
Md.)
Political participation