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The D.C. Freeway Revolt and the Coming of Metro Part 6 a New Administration Takes Over

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The D.C. Freeway Revolt and the Coming of Metro Part 6 a New Administration Takes Over The D.C. Freeway Revolt and the Coming of Metro Part 6 A New Administration Takes Over Table of Contents The New Administration Gets to Work .......................................................................................... 2 Transition in the District ................................................................................................................. 7 Waiting for Secretary Volpe ......................................................................................................... 10 Secretary Volpe Gets Involved ..................................................................................................... 15 Trying to Break the Logjam .......................................................................................................... 21 Backstage Negotiation .................................................................................................................. 24 The Nixon Administration Gets Involved ..................................................................................... 36 Advancing Metro .......................................................................................................................... 42 How To Break An Impasse ........................................................................................................... 48 Regrouping After a Loss ............................................................................................................... 65 Imminent Compromise ................................................................................................................. 67 Portrait of Natcher ......................................................................................................................... 77 BREAKTHROUGH! .................................................................................................................... 78 Forcing the City’s Hand ................................................................................................................ 83 President Nixon Intervenes ........................................................................................................... 92 Three Sisters Bridge Construction Plan ........................................................................................ 95 A Surprise Move ........................................................................................................................... 99 Enter Senator Proxmire ............................................................................................................... 103 The Proxmire Hearing ................................................................................................................. 108 After the Hearing ........................................................................................................................ 125 Part 6 A New Administration Takes Over The New Administration Gets to Work On November 5, 1968, former Vice President Richard M. Nixon defeated the Democratic candidate, Vice President Humphrey. President-elect Nixon would take office on January 20, 1969. Maryland Governor Agnew would be the new Vice President. (The Maryland General Assembly selected his successor, Speaker of the House of Delegates Marvin Mandel.) Thus, officials in the District trying to sort out the freeway and subway impasse would have to deal not only with a new President, but with a team from a different political party. In Maryland, Representative Charles McC. Mathias defeated Senator Brewster for his seat in the Senate. In addition, Lawrence J. Hogan, a Republican former FBI agent, defeated Representative Machen, in an upset victory. In the Washington suburbs, big majorities approved rapid transit referendums that would allow local governments to issue a total of $207.5 million in bonds. The funds would be used for the planned 97-mile system. According to the Star, the “lop-sided” victories “set a national record for support of rapid transit.” WMATA’s Gleason said the votes meant that “metropolitan cooperation was coming of age.” He added: This is the first significant metropolitan-wide program that has ever been put to the test and approved by voters in this area. The significant margin can’t help but impress Congress that people here are willing to support rapid transit.” [“Rapid Transit Wins Easily in Suburbs’ Vote,” The Evening Star, November 6, 1968] In the Senate, Senator Bible decided to give up his position as chairman of the District Committee. Senator Tydings took his place. President-elect Nixon selected Governor Volpe of Massachusetts to be Secretary of Transportation. Governor Volpe’s life was often compared to a Horatio Alger rags-to-riches story. He was born in Wakefield, Massachusetts, in 1908, the son of immigrant parents from Italy. Beginning in 1933 with an initial capital of $300, he built John A. Volpe Construction Company into a multi-million dollar contractor, with offices in Massachusetts, Washington, and Rome. The company engaged in heavy construction in New England, Florida, and Washington. One of the company’s projects was construction of the privately owned Nassif Building at 400 7th Street, SW., in Washington, D.C., that housed the U.S. Department of Transportation from the late 1960’s until June 2007. (The renovated building is now called Constitution Center.) Although the company was not involved in roadbuilding, Governor Volpe was widely known and respected within the highway community. From 1953 to 1956, he had served as Commissioner of Public Works in Massachusetts where he focused on freeway construction. In 1956, Volpe resigned to return to private life but delayed doing so when President Eisenhower asked him to serve as interim Federal Highway Administrator, a new title for the head of BPR in the Interstate era, while the permanent choice, Bertram D. Tallamy, disengaged from his lead role on the New York State Thruway and secured Senate confirmation. The President did not want any delay in getting his pet program, the Interstate System, underway. On October 22, 1956, Volpe became the first Federal Highway Administrator and served until Tallamy took office on February 5, 1957. Volpe returned to his construction company and served as president of The Associated General Contractors of America (AGC) in 1960. That same year, he won election as Governor of Massachusetts, beginning his 2-year term on January 5, 1961. He lost his 1962 reelection bid, but returned to the State House after winning in 1964. In 1966, he won election to the State’s first 4-year term as Governor. As Commissioner of Public Roads and Governor, Volpe was known as a roadbuilder, a reputation that gave highway supporters hope that the Department of Transportation would be in more favorable hands than under Secretary Boyd. Governor Volpe had fought hard to advance Interstate freeway construction in the Boston area despite strong opposition. Ben Kelley, FHWA’s first public affairs director, explained in his 1971 anti-highway book, that, “as governor of Massachusetts, he had established a record of rabid profreeway positions and actions, including repeated tongue-lashings” of President Johnson and Secretary Boyd when they took or proposed actions that he saw as anti-highway. Governor Volpe’s opposition to Administrator Bridwell’s proposed rule on public hearings and citizen appeals was an example. [Kelley, Ben, The Pavers and the Paved: The Real Cost of America’s Highway Program, Donald W. Brown, Inc, 1971, page 80] During an address in Boston shortly after the election, Governor Volpe deplored the delay on the city’s Inner Belt, designated I-695. He added, “There’s a new administration taking office in Washington, and I think we will start to see things happen.” During the election, Volpe had strongly supported the Nixon campaign, partly in hope of becoming Secretary of Transportation in the new administration. A book about the Boston freeway controversies explained: Volpe reportedly was angered over the further delays in the Inner Belt, delays made possible by DOT in a Democratic Administration . Volpe’s arrival in Washington would please state highway officials, who were irritated not only by the delays in local projects but also by new federal proposals calling for greater public participation in decisions over routes and designs. [Lupo, Alan; Colcord, Frank; and Fowler, Edmund P., Rites of Way: The Poltics of Transportation in Boston and the U.S. City, Little, Brown and Company, 1971, pages 40 (State highway officials pleased) and 50 (Volpe address)] During the Senate confirmation hearing before the Committee on Commerce on January 15, 1969, several Senators asked about the nominee’s views on highways and his actions as Governor. Senator Philip A. Hart (D-Mi.) told Governor Volpe that “in the eyes of minority groups,” the Federal highway program “is an enemy, because they do not generally run the highway through my house or yours; it is the fellow whose property is cheaper, quicker to get, but who when he is moved has less opportunity to relocate successfully than you and I have.” The Senator asked: Would you agree that based on the bitter experience of recent years, which has highlighted the social damage and its great cost falling from this business of which is the cheapest way of building these things, that your administration should attempt to balance and include all the factors affecting the area of any proposed construction than merely the traditional bookkeeping judgment alone is not in the best long term interest of any of us? The
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