FIGURE 26.-Cincinnati, Ohio. Photo (August 31, 1961) of model of proposed Northeast Expressway from Fort Washington Way (3rd Street) looking northward across Lytle Park. The project involves a tunnel under existing Lytle Park, plus an extension from Fourth Street to Fifth Street. Air rights over the Fourth to Fifth Street section have been leased to a private insurance firm to construct an office building.

The Northeast Expressway penetrates the downtown section. In order to preserve an historical park near the Taft Museum and other esthetically important structures, a three-dimensional easement was conveyed by the city to the State to accommodate the highway in a tunnel-like section under the park. The city has retained the air rights and will sell a portion of it for the construction of an office building adjacent to the park area.

A good example of coordination of freeway and urban renewal planning is in our own backyard-as seen here. (fig. 27.) The structure in the center of the photo is part of the 10th Street Mall, over the Southwest Freeway-a major focal point of the Southwest urban renewal project.

The 10th Street Mall connects the overlook and parking facility at the right and the L'Enfant Plaza complex-now under construction, at the left. The rectangular building across from the new HUD building is another example of coordination-it will be constructed in the airspace over the proposed 9th Street Expressway. I understand that both General Mathe and Mr. Airis referred to several of these relating to the District of Columbia.

Some toll roads have found an effective way to join their service area facilities—by providing restaurants in the airspace over the toll

way.

The Oasis Restaurant, constructed over the Illinois Tollway, at the outskirts of Chicago is one example. (fig. 28.) The Star Market in Newtonville, about 12 miles east of downtown Boston is unique. Half of the neighborhood market is constructed in airspace over the sixlane Massachusetts Turnpike. (fig. 29.)

Other notable proposals for airspace utilization are: the proposed 10-acre "Main Place" in downtown Dallas, Tex. (fig. 30.) There will be five levels of activity below ground level in addition to the 3 million square feet of commercial and hotel space above the ground and the 24-story "Medicus," medical center in St. Paul, Minn., is to be built concurrently with the I-35E construction. (fig. 31.)

I think President Johnson summed up the challenge of the cities when he said recently:

In the remainder of this century, urban population will double, city land will double, and we will have to build homes, highways, and facilities equal to all those built since the country was first settled.

As we respond to this challenge-as we build and rebuild our citieswe are striving for quality as well as capacity. We want to make our cities better places in which to live and work, better places in which to rear and educate our children, better places to rest and enjoy ourselves.

In doing that, however, we are faced with the very real limits of space, money, and time.

Space is running out. In the hearts of our heavily built-up cities and their metropolitan areas as well, there is intense competition for space, and as some community needs are served, others are displaced. Money is limited and must be used wisely. The demands of our cities for dollars are enormous, and include everything from air pollution control to zoos. Dollars must be made to do double and triple duty.

FIGURE 28.-Illinois Tollway Service Plaza, "Oasis." This toll road restaurant (one of five) spans the freeway at a service area 1 mile north of Franklin Park. Photo date: August 31, 1961.

Time is also running out, and every year the equivalent of one completely new Chicago or two new Detroits are added to our urban population.

The Federal Highway Administration, through its Bureau of Public Roads, is ready to work with the Nation's cities, through their State highway departments or other Federal agencies to implement a new concept for the joint cooperative development of urban freeways and other needed urban facilities.

In the joint development concept, we are thinking not simply of constructing a new highway through a built-up urban area; but rather of developing the highway corridor with multiple and complementary uses. Through this approach we can assist the cities in achieving a total environment, and fit the highway appropriately into it.

In the same space that may have been devoted to substandard housing, or blighted commercial uses, for example, we can build a freeway, replacement housing for those displaced possibly using airspace over streets or the freeways as well as other vital community and commercial facilities, and still leave room for recreational areas and open spaces.

Out of the whole blocks or squares that might be acquired for joint development, the highway department would need only a permanent three-dimensional easement, or "air tunnel," for the freeway. The

FIGURE 29.-Newtonville, Mass. Massachusetts Turnpike. Traffic on the turnpike, paralleling the Boston and Albany Railroad passes under shoppers in the Star Market, as seen from under the Walnut Street Bridge.