Zachary M. Schrag Quotes

When a stretch of Eye Street was finally ready, he had the barricades gracefully opened by two trained bears on loan from the circus. As a result, both Metro and the circus got good press. Even then Pfanstiehl could not please everybody; a labor representative berated him for giving work to nonunion bears.

Congress displayed contempt for the city's residents, yet it retained a fondness for buildings and parks. In 1900, the centennial of the federal government's move to Washington, many congressmen expressed frustration that the proud nation did not have a capital to rival London, Paris, and Berlin. The following year, Senator James McMillan of Michigan, chairman of the Senate District Committee, recruited architects Daniel Burnham and Charles McKim, landscape architect Frederick Law Olmsted Jr., and sculptor Augustus Saint-Gaudens to propose a park system. The team, thereafter known as the McMillan Commission, emerged with a bold proposal in the City Beautiful tradition, based on the White City of Chicago's 1893 Columbian Exposition. Their plan reaffirmed L'Enfant's avenues as the best guide for the city's growth and emphasized the majesty of government by calling for symmetrical compositions of horizontal, neoclassical buildings of marble and white granite sitting amid wide lawns and reflecting pools. Eventually, the plan resulted in the remaking of the Mall as an open lawn, the construction of the Lincoln Memorial and Memorial Bridge across the Potomac, and the building of Burnham's Union Station. Commissioned in 1903, when the state of the art in automobiles and airplanes was represented by the curved-dash Olds and the Wright Flyer, the station served as a vast and gorgeous granite monument to rail transportation.

As workers in Alaska built 800 miles of pipeline through wilderness all but uninhabited by humans, workers in Washington took up the challenge of pushing 100 miles of rapid transit through a long-settled region densely populated by lawyers.

Many believe that WMATA planned a station for Georgetown, then withdrew its plans in response to opposition from politically influential residents who feared that the subway would bring undesirables - the poor, the criminal, the nonwhite, and the tacky - to their exclusive neighborhood. In fact, although Georgetown residents did oppose a transit station, their attitude was essentially irrelevant, for a Georgetown station was never seriously considered.

Hoping to settle the wheelchair matter once and for all, Graham dragged his chief of construction, his chief of architecture, and a film crew out to Dulles Airport, whose escalators were approximately the same width as those planned for Metro. There he produced a variety of braces and crutches. As the cameras rolled, Graham rode up and down the escalators using one aid after another, climaxing by riding both directions in a wheelchair, facing up each time. Graham clearly believed he had proved beyond doubt that 'it is entirely possible, easily and safely, for wheelchair travelers to use escalators.' His aides watched in disbelief; a fit and fearless major general in his fifties hardly represented the disabled population, whatever braces he strapped to his legs. All he had proved, concluded the WMATA architect Sprague Thresher, was that 'if everybody who had to use a wheelchair was Jack Graham, we wouldn't need elevators.