CONTENT WARNING
Materials in the Library of Virginia’s collections contain historical terms, phrases, and images that are offensive to modern readers. These include demeaning and dehumanizing references to race, ethnicity, and nationality; enslaved or free status; physical and mental ability; and gender and sexual orientation.
Context
Like other places around the country, Virginia saw increased suburban development in the years after World War II, especially around the naval and shipbuilding areas of Hampton Roads and near Washington, D.C. The construction of better roads and highways facilitated such development. The federal government had begun considering the construction of transcontinental highways in the 1930s, but plans did not come to fruition until President Dwight D. Eisenhower made interstate highways a priority, in particular to be able to efficiently move military personnel and equipment cross country. In 1956 Congress approved the Federal Highway Act to adequately fund and construct the National System of Interstate and Defense Highways. Part of that network included Interstates 95 and 66 in Northern Virginia as well as the Capital Beltway, which allowed greater numbers of Virginians to live farther from their places of work and fundamentally altered the geography of the region.
As a result of growing traffic congestion, Virginia joined Maryland and Washington, D.C. in forming the Washington Metropolitan Area Transit Authority in 1967 to build and operate a Metro rail system for commuting workers. Metro opened in 1976 and succeeded in alleviating some traffic conditions. But as development continued to expand, drivers in the Northern Virginia region experienced some of the nation’s worst traffic conditions as documented in a 2017 study. In the 21st century, Virginia’s political leaders sought to expand Metro further into the state, especially a line that would run to Dulles International Airport located in Loudoun County. When transit lines were being developed in the 1960s and 1970s, local officials had not identified Tysons Corner and Dulles as a potential corridor, despite the commercial and residential development plans for the area. The Silver Line, which reached Dulles Airport in 2022, took years to come to fruition and required lengthy negotiations involving multiple gubernatorial administrations.
One of the most controversial parts of the Silver Line project occurred in the Tysons Corner area. Engineers and government officials had to decide whether to build a tunnel or an elevated track and if the stations would be above or below ground. Tunnel supporters argued that its construction would be less disruptive and in the long run help turn Tysons Corner into a pedestrian-friendly urban downtown area. The cost proved prohibitive, however. After meeting with the Federal Transit Agency (FTA) and Northern Virginia’s congressional delegation on September 6, 2006, Governor Tim Kaine reluctantly announced that the tunnel option would not be advanced. This press release announces that decision.
Citation: Dulles Metro Rail Press Release, attached to email from Alfonso Lopez, Sept. 6, 2006, 3:18pm, Leighty.pst, Email Records from the Office of the Governor (Kaine: 2006-2010), Library of Virginia
Read more about the Dulles Metrorail Corridor in The UncommonWealth blog.
As a result of growing traffic congestion, Virginia joined Maryland and Washington, D.C. in forming the Washington Metropolitan Area Transit Authority in 1967 to build and operate a Metro rail system for commuting workers. Metro opened in 1976 and succeeded in alleviating some traffic conditions. But as development continued to expand, drivers in the Northern Virginia region experienced some of the nation’s worst traffic conditions as documented in a 2017 study. In the 21st century, Virginia’s political leaders sought to expand Metro further into the state, especially a line that would run to Dulles International Airport located in Loudoun County. When transit lines were being developed in the 1960s and 1970s, local officials had not identified Tysons Corner and Dulles as a potential corridor, despite the commercial and residential development plans for the area. The Silver Line, which reached Dulles Airport in 2022, took years to come to fruition and required lengthy negotiations involving multiple gubernatorial administrations.
One of the most controversial parts of the Silver Line project occurred in the Tysons Corner area. Engineers and government officials had to decide whether to build a tunnel or an elevated track and if the stations would be above or below ground. Tunnel supporters argued that its construction would be less disruptive and in the long run help turn Tysons Corner into a pedestrian-friendly urban downtown area. The cost proved prohibitive, however. After meeting with the Federal Transit Agency (FTA) and Northern Virginia’s congressional delegation on September 6, 2006, Governor Tim Kaine reluctantly announced that the tunnel option would not be advanced. This press release announces that decision.
Citation: Dulles Metro Rail Press Release, attached to email from Alfonso Lopez, Sept. 6, 2006, 3:18pm, Leighty.pst, Email Records from the Office of the Governor (Kaine: 2006-2010), Library of Virginia
Read more about the Dulles Metrorail Corridor in The UncommonWealth blog.
Standards
VS.I, VS.9, USII.1, USII.8, USII.9, VUS.1, VUS.14
Suggested Questions
Preview Activity
Scan it: Scan the document. Why did someone in the governor's office write this press release? Why do you think the Department of Transportation ended up pursuing this option, despite the governor's reluctance?
Post Activities
Political Plans: You a member of a group opposed to the aerial option and want the tunnel to be constructed. How would you argue that the tunnel was the better option?
Up for Debate: Do you think that the additional $500 million dollars should have been spent to ensure this tunnel's completion? Why or why not? What would you do to alleviate traffic around Washington, D.C.? Why do you think former attempted solutions haven't worked?
Scan it: Scan the document. Why did someone in the governor's office write this press release? Why do you think the Department of Transportation ended up pursuing this option, despite the governor's reluctance?
Post Activities
Political Plans: You a member of a group opposed to the aerial option and want the tunnel to be constructed. How would you argue that the tunnel was the better option?
Up for Debate: Do you think that the additional $500 million dollars should have been spent to ensure this tunnel's completion? Why or why not? What would you do to alleviate traffic around Washington, D.C.? Why do you think former attempted solutions haven't worked?