According to the 1964 BMATS plan, What is now MD 10 would have continued northward, passing near or over the Papatsco Ave/Pennington Ave intersection, crossing I-895 between Shell Rd and Hanover St, then parallel (just to the west) the Hanover St corridor north, meeting today's I-95 between I-395 and MD 2/Hanover St.
The same 1964 BMATS plan had the Northwest Freeway (I-795) coming inward from the Beltway, then turning south through Gwynns Falls to meet I-95 near Caton Ave. At the time, I-70N was planned to continue east from Leakin Park to downtown along the aborted I-170 corridor. Later on, the Northwest Freeway inside the Beltway was cancelled (as was a freeway ring around downtown Baltimore), and the Gwynns Falls to I-95 portion became part of the I-70 proposal.
The I-95 ramps at Moravia Rd would have not only served the Windlass Freeway, but the southern part of Moravia Rd itself would have been part of the BMATS-propsed "Cold Spring Freeway", which would have headed northwestward along or parallel to today's Moravia Rd, then turn west along Cold Spring Ln to meet the Northwest Freeway.
One more BMATS-proposed freeway within the city: the Northeast Connector. From the curve on I-83 near Guilford Ave, it would have headed northeastward, meeting what got built as Perring Pkwy (MD 41), which itself would have been freeway inside the Beltway, then at-grade expressway outside the Beltway and extending into Harford County.
Last one: White Marsh Blvd (MD 43) was propsed in 1964 as a freeway between I-695 and US 40. Of course, it got built as an at-grade arterial instead.