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QUESTION 11 (Continued)

cell box to be constructed by cut-and-cover.

There is community opposition to the line in New Hampshire Avenue and

to the surface/aerial line in Fort Totten Park. Also Rock Creek Cemetery officials oppose the proposed tunnel across their property and have vowed to litigate. If this alignment is chosen for the District of Columbia, there will be an increase of $12.0 million over the cost of the ARS align= ment which may be considered an add-on funded by the District as determined by the Board.

The portion of the Greenbelt Route in Prince Georges County recommended by the Authority's staff, after crossing the District line at grade, proceeds in subway in an easterly direction south of Carroll Manor and under Avondale Road. The alignment then turns to the northeast to the aerial Chillum Station near the Queens Chapel Drive in Theatre. It then proceeds in earth tunnel under Queens Chapel Road to the intersection of Oliver Road and Queens Chapel Road before turning north to the at grade Prince Georges Plaza Station. The alignment continues in earth tunnel under Adelphi Road before turning into the median of University Boulevard to the retained cut University Boulevard Station located at Stadium Drive. The E Route then crosses over Stadium Drive and the southbound lane of University Boulevard before continuing in subway under the golf course. It then continues in subway under Metzerott Road before swinging to the west of the PEPCO right-of-way and proceeding to the terminal station in the 1-95 and 1-495 interchange. The service and inspection yard is located north of 1-495 between the north and south bound lanes of 1-95.

This alignment if approved by Prince Georges County and adopted by the Authority's Board of Directors would exceed the programmed cost for the Prince Georges County segment of the Greenbelt Route by $117 million. Any cost over the $228 million programmed amount will be considered an add-on totally funded by the County.

!

F ROUTE

The impact of alignments referenced in the GAO report has been reviewed by the Authority and mitigating recommendations are in order.

in

The impact of "8" alternative would be the downtown Anacostia and at the Portland Station. The Anacostia Station and its related facilities would be, for the most part, on the grounds of a furniture company that has gone out of business.

The alignment, however, upon leaving the station

runs southwest along Martin Luther King Avenue and in that area does impactseveral residences. The Portland Avenue Station and its facilities would require a full block of well-kept residences and several viable businesses. South of Alabama Avenue, prior to entering the right of way of Wheeler Road, it would pass under a stable single family detached community in earth tunnel. The Office of Planning has reviewed the basic service area and new requirements

alignment possibilities under the various service/

are definitely

limited. The following alignments are proposed: (See attached map for all

the following alignments proposed for study).

Alignment 1:

Serve "B" corridor in both D. C. and Maryland.

Alignment: Use "8" Alignment to Suitland Parkway. Then through St. Elizabeths Hospital grounds and under Alabama Avenue. South of Alabama Avenue proceed under private property and the abandoned portion of a public housing project, then over Mississippi Avenue and Oxon Run, under Southern Avenue on the north side of Southeastern Hospital and south on surface to rejoin the "g" alignment in Prince George's County.

Alignment 2:

Serve ARS corridor in both D.C. and Maryland.

Alignment: The ARS involves serious mejor impact all through the. D.C. portion. In Maryland there is minor impact and the route is economical in cost. One variation in D.C. could be to follow "B" alignment to the Suitland Parkway and then follow Suitland Parkway to join the ARS in Maryland. The variation would be much more desirable if the Suitland Parkway were transferred to the local jurisdiction. Impact would probably be

F ROUTE (Continued)

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minor (again except for basic impact common to any "B" alignment in downtown

Anacostia) and could be economical depending on how much work would be

necessary on the Parkway and crossings.

Alignment 3: Serve "3" corridor in D.C. but ARS corridor in Maryland.
Only one alignment satisfies this assumption.

Alignment:

This would

be to use "3" corridor to Suitland Parkway, then through St. Elizabeth's Hospital grounds and under Alabama Avenue and the abandoned housing project as in I above. Rather than continuing south, however, the line would

then turn northeast to a surface station alongside Southern Avenue at Mississippi Avenue. It would then continue north east under Southern Avenue to Suitland Parkway where it would portal to surface and rejoin the APS alignment.

It is recommended that the Environmental impact study for Branch (F) Route be amended to include a review and analysis of alternatives I, II and Ill as described above and shown on the attached map. The cost of any adopted alignment over and above the ARS may have to be absorbed by the local jurisdictions if so determined by the Authority's Board of Directors.

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J AND H ROUTES

The Authority's Board of Directors adopted a resolution on December 4, 1975, deleting that portion of the Springfield (J) Route west of the junction

with the Franconia (H) Route but with provisions for a possible future

extension towards West Springfield.

The resolution provides for the exten

The

sion of the H Route along the west side of the RF&P Railroad to the point where the northwest fork of Long Branch passes under the railroad. Springfield Station .ill be relocated to the west of the railroad immediately south of 1-495 and the Franconia Station will be relocated on the same side of the railroad between the northwest fork of Long Branch and Springfield Forest Subdivision. Special charter and commuter bus facilities will be provided at the relocated Springfield Station in place of approximately 375 park and ride spaces. These changes to J and H Routes will result in a cost increase of approximately $14.3 million.

K ROUTE

The

The portion of the K Route from immediately east of Harrison Street in Arlington County to 1-495 in Fairfax County was to be constructed in the median of 1-65. The Department of Transportation (DOT) made a decision not to construct this portion of 1-66. However at this time DOT is proposing that a commuter road be constructed with the K Route in its median. construction of this commuter road is proposed to be accomplished concurrently with the K Route. If this proposal is adopted, there will be little difference in the Authority's project now and what was previously planned. If the commuter road is not built the Authority may be required to construct bridges and some surface work at its cost which would have been partially funded by