Rep. Moore introduced another bill in 1926. Although this bill also failed, the House Committee on Roads passed a bill authorizing BPR to survey "a route" and provide cost estimates for construction. Historic American Buildings Survey historian Sara Amy Leach has suggested that BPR's emphasis on an extremely wide right-of-way indicates that the agency was willing to abandon the inland, ridge-top route in favor of one along the Potomac River's edge. Just who suggested the river's edge route is not clear, but Frederick Law Olmsted, Jr. of the famed nationally known park landscaping firm from New York, is known to have suggested it in March 1926, to Commission of Fine Arts chairman Moore, who passed it along to Rep. Moore, who in turn passed it on to BPR. But in May 1926, the BPR issued a draft report in which it still favored the ridge-top route. BPR then abandoned this idea, and produced a final report in January 1927, advocating the river's edge route. The river's edge route was relatively flat (unlike the ridge-top route, which had steep grades), had few intersecting roads, needed few underpasses and overpasses, and nearly all the land was already owned by the federal government. It was admittedly more expensive than the ridge-top route ($4.2 million, or 25 percent more). The Secretary of War, Commission of Fine Arts, National Capital Park and Planning Commission, Virginia Highway Commission, and Alexandria Chamber of Commerce all supported the BPR proposal. Opposition to the river's edge route came from Fairfax County merchants, who pointed to the ridge-top route's extensive vistas, the need for extensive land reclamation at several points (Fourmile Run, Roaches Run, and Great Hunting Creek), and the proximity of the route to the railroad tracks and industrial buildings at the Potomac Yards.