History
The idea of building a highway around the Washington suburbs had been discussed at least since 1944, when Fred W. Tummler, director of planning of the National Capital Park and Planning Commission, proposed an Inter-County Metropolitan Freeway. The Senate Public Works Committee backed the idea of building the highway in 1951, asking the Public Roads Bureau to prepare plans for the highway. Backed by Senator Francis Case of South Dakota, the plan called for the highway to begin in Beltsville at the nearly completed Baltimore-Washington Parkway, continue west through Silver Spring and Bethesda, cross the Potomac River over a new bridge, head south near Tysons Corner and Falls Church, turn east by the Shirley Memorial Highway, and end at Route 1 in Gum Springs. A 1952 amendment called for continuing the highway past Alexandria, over the Potomac River on a new bridge, and reconnect to the Baltimore-Washington Parkway in Maryland. By December 1952, the plan had evolved into a highway that fully encircled Washington's suburbs. The highway was intended to reduce traffic and also to offer an alternative route for the military in case of emergency. The federal government gave final approval for the construction of the Capital Beltway (also known as the Circumferential Highway in the planning stages) on September 28, 1955. The first section of the 64-mile (103 km) long Beltway (including the Woodrow Wilson Memorial Bridge over the Potomac River) was opened on December 21, 1961; the highway was completed on August 17, 1964.
Originally designated I-495, in 1977 the eastern portion of the Beltway was re-designated I-95 when a proposed alignment of I-95 from New York Avenue in Washington, D.C., through Prince George's County, Maryland to I-495 was canceled. Motorists never fully adjusted to the two halves of the Beltway having different numbers. According to Ron Shaffer of the Washington Post, "There were signs stating that to continue on the Beltway, you had to get off at the next exit, when all you really had to do was keep going straight. Lots of resistance from bureaucrats, but eventually we got dual I-95/I-495 signs on the eastern half of the Beltway." So, in 1989, the I-495 designation was restored to the eastern portion, making it a dual I-95/I-495.
Traveling clockwise, the Beltway is designated as the "Inner Loop"; traveling counter-clockwise, it is designated as the "Outer Loop". This parlance too has led to its own confusion, with unfamiliar motorists imagining two separate, distinct highway alignments, one some distance inside the other. At entrance ramps to the Beltway and on the on-highway signage, "Inner Loop" and "Outer Loop" shields are posted in conjunction with the route marker shields, although the terms are not emphasized in signage.
The Beltway was originally envisioned as primarily a bypass for long-distance eastern seaboard traffic to avoid driving directly through Washington. However, the explosive growth both of housing and business in the Washington suburbs following the Beltway's completion quickly made the Beltway the area's "main street" for local traffic as well. Numerous large shopping malls, community colleges, sports and concert stadiums, and corporate employment centers were purposely built adjacent to the Beltway, and these added greatly to the traffic, as has the passenger growth of regional airports accessed by the Beltway. The formerly more affordable price of housing in Southern Maryland versus northern Virginia, also led tens of thousands of commuters to live in Southern Maryland and commute on the Beltway to Virginia. The newer Fairfax County Parkway in the 1990s helped ease some traffic on the Virginia beltway; however, various proposals to build another complete outer beltway in the outer suburbs cannot get off the ground, since local governments in Maryland object to building additional Potomac River crossings as well as destroying protected "open space" and creating sprawl.
Read more about this topic: Interstate 495 (Capital Beltway)
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