Wednesday
November 12, 2014
Dundalk High School
1901 Delvale Avenue
Baltimore, MD 21222
Monday
November 17, 2014
Patterson High School
100 Kane Street
Baltimore, MD 21224
Thursday
November 20, 2014
Brooklyn Park Middle School
200 Hammonds Lane
Brooklyn, MD 21225
Good thing they will address the viaduct, the concrete deck on that road is in horrible shape. Tearing it down and rebuilding it is going to be quite a lengthy process I imagine. Will definitely affect my trips home in the coming years.
Unless the jersey barriers in the median are removable, I don't think even a temporary Super-2 on that stretch of I-895 will do. Otherwise, half of the viaduct could've been kept open while the other half is taken out and worked on, a la the Wilson Bridge. However, if the last major closure (late 1980s, after the Fort McHenry Tunnel had opened to traffic for the first time) is any indication, a complete shutdown would be the best option.
A major, $290 million construction project to replace a large elevated section of Interstate 895 north of the Harbor Tunnel will begin in 2016 and last for five years — causing considerable traffic congestion in the process.
The work will consist of demolishing and reconstructing a 3,300-foot elevated stretch of the highway, replacement of the ramp from the highway to Holabird Avenue, and repairs to tunnel roadway approaches and retaining walls, the Maryland Transportation Authority said.
Major construction, which will occur day and night, is expected to begin in the fall of 2016, and last through the summer of 2021. Existing lanes will be narrowed from 12 feet to 11 feet and shoulders will be closed.
The bulk of the work will be broken into four stages over four years. During those four years, one of the highway's four lanes will be closed at all times — with a different lane targeted during each year.
During morning traffic peaks, two lanes will be designated for southbound traffic, and one lane for northbound traffic. During afternoon peaks, two lanes will be northbound and one southbound.
Unless the jersey barriers in the median are removable, I don't think even a temporary Super-2 on that stretch of I-895 will do. Otherwise, half of the viaduct could've been kept open while the other half is taken out and worked on, a la the Wilson Bridge. However, if the last major closure (late 1980s, after the Fort McHenry Tunnel had opened to traffic for the first time) is any indication, a complete shutdown would be the best option.
The ultimate question is...why not just have it be a one lane tunnel each way, time the viaduct replacement with a tunnel refurb? Redo the NB side along with the tunnel, or even just do it like the pulaski skyway, force one direction to use alt routes, such as the I-95 tunnel, yes it would require some back tracking, but it would allow them to do it faster.
Is shutting down all of I-895 possible? Given the limited interchanges and two alternates, it might be a cost effective and safer way of doing the job.
Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.
I think in off peak hours, a full closure could work, but definitely not during the peak. The traffic coming in and out of Baltimore during rush hour depends on lots of the traffic bypassing downtown on 895 to "clear the way" for local traffic on 95.
695 over the Key Bridge is not a bad ride at all, maybe only 8-10 minutes longer than 95 or 895.
Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.
Agreed. I do not like driving I-695 across the "top" of Baltimore - seems to take forever as compared to I-95 or I-895, but still, I don't think they want to "teach" people a "free" shunpike route like that.
Unless the jersey barriers in the median are removable, I don't think even a temporary Super-2 on that stretch of I-895 will do. Otherwise, half of the viaduct could've been kept open while the other half is taken out and worked on, a la the Wilson Bridge. However, if the last major closure (late 1980s, after the Fort McHenry Tunnel had opened to traffic for the first time) is any indication, a complete shutdown would be the best option.
The ultimate question is...why not just have it be a one lane tunnel each way, time the viaduct replacement with a tunnel refurb? Redo the NB side along with the tunnel, or even just do it like the pulaski skyway, force one direction to use alt routes, such as the I-95 tunnel, yes it would require some back tracking, but it would allow them to do it faster.
MdTA does not like to run the tunnels in two-way operation except in the overnight hours. Even overnight, there have been some pretty nasty head-on crashes in the tunnel (remember the BHT has a relatively narrow pre-Interstate design, which is why semitrailers over 96" wide are not allowed, and why the maximum height is only 13' 6").
Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.
Agreed. I do not like driving I-695 across the "top" of Baltimore - seems to take forever as compared to I-95 or I-895, but still, I don't think they want to "teach" people a "free" shunpike route like that.
You mean going around the west side? That's about a 15 minute shunpike without factoring in traffic. Don't even bother trying during any peak hours.
How wide is the tunnel compared to the middle tube of the Lincoln (NJ-NY) Tunnel, which runs 2 way traffic with the buses each day?
Is shutting down all of I-895 possible? Given the limited interchanges and two alternates, it might be a cost effective and safer way of doing the job.
Probably not. The 2013 AADT on the BHT is between 68,000 and 69,000 - that is (IMO) too much traffic to detour, though there is a decent amount of capacity available crossing the F.S. Key Bridge (Md. 695 or I-695), 2013 AADT between 29,000 and 30,000. The Fort McHenry Tunnel (I-95) also has some capacity at the tunnel itself, 2013 AADT between 119,000 and 120,000, but perhaps not north of the tunnel, where some sections of I-95 are only three lanes each way (6 total).
Judging from Google Earth, I-95 has a left shoulder north of the tunnel. What about restriping that into a temporary traffic lane? If you combine that with the spare capacity of the Key Bridge, it could be able to process the detoured traffic. I suppose you can save a lot of money by shortening construction time from 5 to 2 years to replace the viaduct.
I find US 40 to 295 or 395 faster than the long way.Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.
Agreed. I do not like driving I-695 across the "top" of Baltimore - seems to take forever as compared to I-95 or I-895, but still, I don't think they want to "teach" people a "free" shunpike route like that.
You mean going around the west side? That's about a 15 minute shunpike without factoring in traffic. Don't even bother trying during any peak hours.
I find US 40 to 295 or 395 faster than the long way.Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.
Agreed. I do not like driving I-695 across the "top" of Baltimore - seems to take forever as compared to I-95 or I-895, but still, I don't think they want to "teach" people a "free" shunpike route like that.
You mean going around the west side? That's about a 15 minute shunpike without factoring in traffic. Don't even bother trying during any peak hours.
Has construction on the Canton Viaduct replacement project started? I am not finding much online about actual work and most articles are from 2011 and 2014. I read either spring or fall 2016 for a start date.
Drove I-895 both ways over the weekend.
The contractor has started work at the Patapsco Flats Bridge (this is the fairly long bridge between Md. 295 (B-W Parkway) and the Glen Burnie Bypass (I-895B/I-97)) about a mile or two south of the toll plaza.
There's a new staging yard on the northbound side between I-695 and Md. 295, and the right northbound lane crossing the bridge has been closed for now. The taper starts prior to the Md. 295 interchange, so that traffic entering from the Parkway has a better opportunity to merge.
No signs of activity yet southbound, though the DMS units warned of work starting this week (02 August). EDIT: See memo from the MDTA here (http://www.mdta.maryland.gov/News/MDTA_Traffic_Advisories/24-7-right-lane-closure-on-southbound-i-895-near-baltimore-washington-parkway).
It appears that a lane will be blocked southbound, so the existing Jersey barrier in the middle can be demolished and a new movable barrier can be installed (no signs of the movable barrier - yet). Once the movable barrier is in place, the road can operate with 2 lanes in the peak direction, and 1 lane in the off-peak.
This is the same lane configuration that is contemplated for the Canton Viaduct replacement project just north of the north portal to the tunnel (this project has not been advertised for bidding yet).
In later stages of construction, there will be two-way traffic on southbound I-895 - one lane in each direction - for about one year while crews work on the northbound side of the bridge. When complete, two-way traffic will operate on northbound I-895 for about one year while crews work on the southbound side.
The project page seems to indicate they're planning on one lane in each direction (no reversible lane).
Perhaps enough traffic uses the I-895 "B Spur" (to I-97 and Md. 2) that it's not warranted at Patapsco Flats?
Also a fun note that the B Spur is to MD 2 and the A Spur is to I-97. So CP should have said "the I-895 spurs". :)Quote from: cpzilliacusPerhaps enough traffic uses the I-895 "B Spur" (to I-97 and Md. 2) that it's not warranted at Patapsco Flats?
Per 2015 traffic volume maps, the Patapsco Flats has just over half the traffic volume of the Canton Viaduct.
Reconfigure (restripe) northbound and southbound I-95 to provide four continuous mainline lanes in each direction. Will include reconstructing at-grade shoulders, replacing at-grade median concrete traffic barrier, and reconstructing portions of existing bridge decks and concrete bridge parapets. This will not require any additional widening of the highway. Construction will involve temporary lane closures and night work (to maintain traffic in all lanes during peak travel periods).
2018 (the year of operation in the November 2015 Maximize2040 plan was 2030, and the project originally was tested in the air quality conformity model for 2030)
$51.102 million (year of expenditure) – covered entirely by toll revenues
MDTA is advancing construction work on the Canton Viaduct segment of I-895. MDTA expects that work on the Canton Viaduct will divert traffic from I-895 to I-95. Advancing this I-95 lane reconfiguration project will help to accommodate the diverted traffic. It also will improve safety by providing a higher roadside concrete traffic barrier and bridge parapet
Anyone know what the deal is with the Canton Viaduct replacement project?
Has it fallen victim to the toll cuts that Larry Hogan pushed through? As best as I can tell, it has not shown up on e-Maryland Marketplace (https://emaryland.buyspeed.com/bso/) (where state (and most county and municipal) construction projects are advertised for bids).
Per the draft 2017 transportation plan, looks like it has been pushed back to at least CY 2017 (if not 2018). The widening of I-95 is probably the reason why it was pushed back.
http://www.mdot.maryland.gov/newMDOT/Planning/CTP/CTP_17_22_Draft/Documents/Maryland_Transportation_Authority.pdf
This may be a stupid question, but why do they continue to do the two-way traffic shenanigans at nighttime in the Harbor Tunnel???
PROJECT SCOPE OF WORK
1. The project, located in Anne Arundel, Baltimore, and Howard Counties, and Baltimore City, will replace Bridge BCY102001 (I-895 over City streets, I-95 ramps, and active railroads, and crosses under the I-95 Viaduct) and BCY103001 (Holabird Avenue exit ramp over CSXT and Ponca Street) using multiple stages of construction. The existing roadway beyond the limits of the I-895 bridge will be reconstructed for 620 feet from the north tunnel approach to the south end of BCY102001 and for 180 feet north of BCY102001. The existing pavement beyond the limits of full depth reconstruction will be grinded and resurfaced approximately 1715 feet to the north of BCY102001. The project includes the replacement of existing retaining walls on the Holabird Avenue Ramp and construction of new retained fill sections at the south end of BCY102001. The project also includes the rehabilitation of the Baltimore Harbor Tunnel, including a new concrete deck overlay inside the tunnel and along the approaches to the tunnel, repairs to the tunnel tile wall, refurnishing of the fire suppression system, replacement of the drainage sump pumps, and repairs to the retaining walls along the approaches to the tunnel. The total project will extend about 2.9 miles, from mile marker 8.80, south of the tunnel, to mile marker 11.65, just north of the Boston Street/Interstate Avenue underpass.
The work includes but is not limited to:
a. Replacement of I-895 Canton Viaduct bridge (Bridge BCY102001), piers, and foundations
b. Replacement of the Holabird Avenue ramp bridge (Bridge BCY103001), piers, and foundations
c. Construction of Mechanically Stabilized Earth (MSE) Walls using conventional backfill and lightweight foamed concrete backfill (Retaining Wall BCY101R02, BCY101R03, and BCY104R02)
d. Full depth roadway construction, base widening, patching, grinding, resurfacing, and wedge and level
e. Replacement of W beam traffic barrier and end treatments
f. Replacement of concrete barrier
g. Stormdrain improvements
h. Signing and marking
i. Maintenance of Traffic
j. Lighting/electrical and ITS modifications
k. Relocation of existing utilities including water mains, sanitary sewer force main, and fiber optic utility. Installation of one water main requires jack and bore under active railroad tracks
l. Stormwater Management Facilities including an underground extended detention stormwater storage
m. Landscaping
n. Erosion and Sediment Control
o. Earthwork
p. Remove the specified amount of the existing wearing surface material mechanically or through hydro demolition and place latex modified concrete (LMC) in the tunnel and on the tunnel approaches.
q. Tunnel approach retaining wall repairs
r. Refurnish the fire suppression standpipe system, replace fire department connection valves and cabinets, replace pumps and associated electrical elements, replace heat tracing system, upgrade fire alarm system, and construct new fire pump rooms in the Baltimore Harbor Tunnel.
s. Replace drainage sump pumps. The Contractor is hereby notified that the existing mid-river sump pumps inside of the Baltimore Harbor Tunnel (BHT) are currently operating in a reduced capacity. The Contractor may be required to perform the sump pump replacement work at any time during the project duration at the direction of the Engineer.
t. Removing existing ceramic tiles, repairing unsound substrate concrete, epoxy injection of cracks, and installing new ceramic tiles on the Baltimore Harbor tunnel walls.
u. Incidental labor, material, and work, such as temporary at-grade railroad crossings and temporary access roads, to accomplish aforementioned items of work.
The I-895 mainline replacement bridge is a 3,155 feet long, continuous straight and curved steel plate girder, with retained fill approaches. The Holabird Avenue Ramp replacement is a 410 feet long curved steel plate girder bridge with a retaining wall section of 260 feet. The new mainline structure will contain 19 spans on the northbound bridge and 18 spans on the southbound bridge, ranging from 89 feet to 239 feet. Features include an integral pier cap to preserve a 36” water main, a cast-in-place concrete deck, and Grade 75 stainless steel reinforcement. The abutments for the I-895 mainline bridge and the Commercial Vehicle Inspection Area will be backfilled with lightweight foamed concrete fill (LFCF). The project foundations will be a combination of micropiles and steel H-piles. The existing site conditions reveal contaminated soils which will be handled appropriately per the specifications provided.
There are four (4) main stages of construction for the replacement of Bridge BCY102001 and BCY103001 – Stages 1, 2, 3, and 4. During Stage 1, work will include the reconstruction of the approach shoulders, construction of portions of the Bridge BCY102001 foundations and substructure units, construction of temporary access roads and grade crossings, relocation of existing utilities, and construction of new high mast lights and intelligent transportation system (ITS) devices. During Stage 2, the northbound portion of Bridge BCY102001 and entire portion of Bridge BCY103001 will be demolished and replaced while traffic is maintained on the southbound portion of Bridge BCY102001. During Stage 3, the southbound portion of Bridge BCY102001 will be demolished and replaced while traffic is maintained on the northbound portion of Bridge BCY102001. During Stage 4, work will include the construction of the stormwater management facilities, installation of the landscaping, construction of the median barrier, and placement of the final surface course of the asphalt pavement. Maintenance of Traffic will maintain one lane in each direction throughout Stages 2 and 3, with limited full roadway closures in one direction as specified in the specifications provided. Holabird Avenue Ramp will be fully closed for the duration of the project, whereas some City streets, as well as the I-95 ramps, will be closed intermittently. Temporary construction access roads will be required to gain access to some pier demolition and construction sites, as will temporary at-grade railroad track crossings with continuous railroad company coordination.
Neither Stage 2 nor Stage 3 Maintenance of Traffic can be implemented earlier than November 27, 2018.
Traffic barriers, signing, striping, and lighting will be upgraded and/or replaced. Full depth asphalt pavement, patching, wedging, leveling, and resurfacing will be performed along the at-grade sections of I-895 within the project limits. The I-895 overhead detection system will remain in effect for the entire duration of the project. Stormwater management facilities will be implemented throughout the project site, including an underground extended detention stormwater storage facility.
A 16 inch Baltimore City water main will be relocated within the project limits, and subsequent resurfacing along city streets. The Fort McHenry Tunnel Service road will be relocated as it passes under the Canton Viaduct due to pier relocations; and minor improvements to the Canton Railroad company parking lot and Norfolk Southern Distribution Services’ access road (referred to herein as the Lumber Yard Access Road) will be necessary due to pier reconstruction and impacts.
An invitation for bids (IFB) for the replacement of the Canton Viaduct was recently posted to the eMaryland Marketplace (https://emaryland.buyspeed.com/bso/) Web site. The solicitation number is: MDJ0731032898Thanks!
The scope of work is significantly more than just the replacement of the viaduct.
It is titled as:
Contract No. HT-694-000-006
REPLACEMENT OF CANTON VIADUCT
I-895 OVER I-95 RAMPS, RAILROADS & CITY STS.
AND REHABILITATION OF BALTIMORE HARBOR TUNNEL & TUNNEL APPROACHES
An invitation for bids (IFB) for the replacement of the Canton Viaduct was recently posted to the eMaryland Marketplace (https://emaryland.buyspeed.com/bso/) Web site. The solicitation number is: MDJ0731032898Thanks!
The scope of work is significantly more than just the replacement of the viaduct.
It is titled as:
Contract No. HT-694-000-006
REPLACEMENT OF CANTON VIADUCT
I-895 OVER I-95 RAMPS, RAILROADS & CITY STS.
AND REHABILITATION OF BALTIMORE HARBOR TUNNEL & TUNNEL APPROACHES
Is it still estimated at about $280 million?
An invitation for bids (IFB) for the replacement of the Canton Viaduct was recently posted to the eMaryland Marketplace (https://emaryland.buyspeed.com/bso/) Web site. The solicitation number is: MDJ0731032898Thanks!
The scope of work is significantly more than just the replacement of the viaduct.
It is titled as:
Contract No. HT-694-000-006
REPLACEMENT OF CANTON VIADUCT
I-895 OVER I-95 RAMPS, RAILROADS & CITY STS.
AND REHABILITATION OF BALTIMORE HARBOR TUNNEL & TUNNEL APPROACHES
Is it still estimated at about $280 million?
With the added tunnel work it has to be more. Will look in the MDTA part of the CTP later today.
I saw that cost about a year ago for the replacement of the Canton Viaduct itself, which is 0.9 mile of 4-lane bridge with 10-foot right shoulders.
It is horrible how much the cost of highway construction has increased since about 2006-08. That project was estimated at $175 million in about 2013. Even that was an enormous figure.
I saw that cost about a year ago for the replacement of the Canton Viaduct itself, which is 0.9 mile of 4-lane bridge with 10-foot right shoulders.The 2017 Consolidated Transportation Program (http://www.mdot.maryland.gov/Office_of_Planning_and_Capital_Programming/CTP/Index.html) shows an estimated cost of about $273 million for the total replacement of the Canton Viaduct, but that does not include any work in the tunnel tubes, and the scope of this project includes a lot of work there. So the answer is I don't know what the estimated cost for the viaduct plus the tunnel work will end up being.
It is horrible how much the cost of highway construction has increased since about 2006-08. That project was estimated at $175 million in about 2013. Even that was an enormous figure.
Regarding construction costs, apparently they have gone up a lot since the 2007/2008 recession got going.
Maryland was fortunate in that the bids for most of MD-200 were advertised in the middle of the recession, and as a result the construction work ended up costing less than what the budget had assumed.
What about this segment listed in the announcement? Is that part of the $273 million?
b. Replacement of the Holabird Avenue ramp bridge (Bridge BCY103001), piers, and foundations
What is the deal with Exit 9 (Childs St.) on this road? Seems kinda pointless to have an exit after paying the toll but right before the tunnel! Traffic entering south here has to pay the toll too. That's one expensive ramp.It's useful if you want to clinch one of the I-895 spurs, the northern part of I-695, and I-795 in the same day without paying even more tolls (via MD 2 and I-95). Granted, probably not the reason they put the exit in. And it was one expensive clinch, especially for half a mile of road (I-278 was similarly expensive, but only because I did not realize that the Bayonne Bridge was closed, so I had to scrap a planned clinch of NY/NJ 440).
I'd be interested to know if this project will retain the STAY IN LANE mosaics in the tiled walls within the Harbor Tunnel, or if they will be removed and not replaced when the tiling is redone.
What is the deal with Exit 9 (Childs St.) on this road? Seems kinda pointless to have an exit after paying the toll but right before the tunnel! Traffic entering south here has to pay the toll too. That's one expensive ramp.
Interesting thing with those plans is not only do they indicate if speed cameras will be used, they mark exactly where the camera vehicle will be. They will only use them southbound, I assume because the law restricts their use around bridges or tunnels (making it hard to use northbound).
This afternoon is the bid opening for the Canton Viaduct replacement (and tunnel deck resurfacing and other stuff).
It will be interesting to see who has the winning bid and what the price is.
This afternoon is the bid opening for the Canton Viaduct replacement (and tunnel deck resurfacing and other stuff).
It will be interesting to see who has the winning bid and what the price is.
No news yet?
This afternoon is the bid opening for the Canton Viaduct replacement (and tunnel deck resurfacing and other stuff).
It will be interesting to see who has the winning bid and what the price is.
No news yet?
Not a peep from MDTA, and nothing in the Baltimore Sun.
This afternoon is the bid opening for the Canton Viaduct replacement (and tunnel deck resurfacing and other stuff).
It will be interesting to see who has the winning bid and what the price is.
No news yet?
Not a peep from MDTA, and nothing in the Baltimore Sun.
This is really an oddball one.
All of MDTA's proposals are listed on bidx. However, this one can only be found on eMaryland/Buyspeed/Maryland M@rketplace (there seems to be varying names for it). That is usually reserved for smaller, non-transportation related projects
The proposal date was changed from 10/12/17 to 10/20/17. All of MDTA's bids are usually due on Thursdays. Friday afternoon is rare/nonexistent.
You can find everything about this project, even the plans and amendments to the original, up until 10/18/17, including that they will not change the 10/20 due date/time. After that, silence.
Even if they decided to cancel the current letting, you would see *something* on these sites.
Very unusual.
There is usually a "bid tabs" button that shows up when the bids have been opened on the Maryland Marketplace site, next to the "Exit" button.This is really an oddball one.Not a peep from MDTA, and nothing in the Baltimore Sun.This afternoon is the bid opening for the Canton Viaduct replacement (and tunnel deck resurfacing and other stuff).No news yet?
It will be interesting to see who has the winning bid and what the price is.
All of MDTA's proposals are listed on bidx. However, this one can only be found on eMaryland/Buyspeed/Maryland M@rketplace (there seems to be varying names for it). That is usually reserved for smaller, non-transportation related projects
The proposal date was changed from 10/12/17 to 10/20/17. All of MDTA's bids are usually due on Thursdays. Friday afternoon is rare/nonexistent.
You can find everything about this project, even the plans and amendments to the original, up until 10/18/17, including that they will not change the 10/20 due date/time. After that, silence.
Even if they decided to cancel the current letting, you would see *something* on these sites.
Very unusual.
Checking the page for the Canton Viaduct job (https://emaryland.buyspeed.com/bso/external/bidDetail.sdo?docId=MDJ0731032898&external=true&parentUrl=bid), it's not there (at least not yet). I can think of a few reasons for this:
(1) No bids at all were submitted (probably unlikely);
(2) All submitted bids were rejected (but I think the bid prices would still be there, since I think bid rejection has to come from the MDTA Board); or
(3) They got several bids and they will post them as soon as MDTA has verified that all bidders have submitted complete bid packages (this is a pretty complex project).
There is usually a "bid tabs" button that shows up when the bids have been opened on the Maryland Marketplace site, next to the "Exit" button.
Checking the page for the Canton Viaduct job (https://emaryland.buyspeed.com/bso/external/bidDetail.sdo?docId=MDJ0731032898&external=true&parentUrl=bid), it's not there (at least not yet). I can think of a few reasons for this:
(1) No bids at all were submitted (probably unlikely);
(2) All submitted bids were rejected (but I think the bid prices would still be there, since I think bid rejection has to come from the MDTA Board); or
(3) They got several bids and they will post them as soon as MDTA has verified that all bidders have submitted complete bid packages (this is a pretty complex project).
Your experiences may differ in Maryland, but it's very unlikely to see anything in New Jersey newspapers about project awards. If the project amount is mentioned, it's usually in another article more related about the construction beginning. Today's reporters are pretty unknowledgeable about this stuff, don't take the time to dive into DOT websites unless it's in a Press Release area (or Twitter), and unless they copy it directly from a press release, they'll have no idea how to even find it.
Newspapers in Maryland and Virginia do typically announce contract awards for major highway projects. Especially in the case of a project like the Canton Viaduct Replacement that will see long-term lane closures on an Interstate highway.
The agency would typically have their own press release providing the details, and the newspapers and TV stations would use that data.
I-895 Bridge - One Lane Open Each Direction 24/7 Post- Thanksgiving 2018 - 2021
The project is scheduled for completion in 2021. Tutor Perini Corporation will be performing the work.
So the winning bidder of the Canton Viaduct (https://www.google.com/maps/place/39%C2%B016'10.1%22N+76%C2%B033'25.7%22W/@39.269468,-76.5593287,17z/data=!3m1!4b1!4m14!1m7!3m6!1s0x89c8038a31c715cd:0xb12e3d38582f6f20!2sCanton,+Baltimore,+MD!3b1!8m2!3d39.2821834!4d-76.5762756!3m5!1s0x0:0x0!7e2!8m2!3d39.2694683!4d-76.5571396) replacement project (and related I-895 work) is finally announced. It's Tutor Perini, same firm that built the Alaskan Way Tunnel in Seattle. Apparently they were the only firm that bid on the job.
MDTA press release: MAJOR SYSTEM PRESERVATION PROJECTS COMING TO I-695 & I-895 IN BALTIMORE (http://www.mdta.maryland.gov/News/MDTA_News_Releases/major-system-preservation-projects-coming-to-i-695-i-895-in-baltimore)QuoteI-895 Bridge - One Lane Open Each Direction 24/7 Post- Thanksgiving 2018 - 2021QuoteThe project is scheduled for completion in 2021. Tutor Perini Corporation will be performing the work.See the Maryland thread (https://www.aaroads.com/forum/index.php?topic=4671.msg2285964#msg2285964) for the other project (Curtis Creek draw span repairs) described by this press release.
So both harbor crossings will have a 2-lane restriction.
So both harbor crossings will have a 2-lane restriction.Though there's a third crossing that will have 6 or 8 lanes all the way across Baltimore City - the Fort McHenry Tunnel (I-95). The contractor is mobilized to widen the 6-lane section north of the toll plaza to 8 lanes right now.
Yes indeed there are 3 crossings, I was just pointing out that two of them are being reduced from 4 to 2 lanes on a segment that will be under construction. That has a major traffic impact on all three harbor crossings.
The I-95 6-lane section north of the toll plaza is on viaduct, it has the lane-drops for the unbuilt I-83 ramps, that would take at least 2 years to widen that to 8 lanes.
Yes indeed there are 3 crossings, I was just pointing out that two of them are being reduced from 4 to 2 lanes on a segment that will be under construction. That has a major traffic impact on all three harbor crossings.I believe that the I-695 (really MD-695) project at the Curtis Creek drawspan is supposed to be completed before the I-895 Canton Viaduct project gets under way.
The I-95 6-lane section north of the toll plaza is on viaduct, it has the lane-drops for the unbuilt I-83 ramps, that would take at least 2 years to widen that to 8 lanes.The I-95 widening was awarded quite a while ago, and the contractor (Concrete General of Gaithersburg, Maryland) has been working through most of 2017, so a lot of the work is already complete.
To be completed in Nov. 2018 as I cited above. So are they going to wait 11 months before closing 2 lanes on the I-895 HTT?Yes indeed there are 3 crossings, I was just pointing out that two of them are being reduced from 4 to 2 lanes on a segment that will be under construction. That has a major traffic impact on all three harbor crossings.I believe that the I-695 (really MD-695) project at the Curtis Creek drawspan is supposed to be completed before the I-895 Canton Viaduct project gets under way.
Yes indeed there are 3 crossings, I was just pointing out that two of them are being reduced from 4 to 2 lanes on a segment that will be under construction. That has a major traffic impact on all three harbor crossings.I believe that the I-695 (really MD-695) project at the Curtis Creek drawspan is supposed to be completed before the I-895 Canton Viaduct project gets under way.
To be completed in Nov. 2018 as I cited above. So are they going to wait 11 months before closing 2 lanes on the I-895 HTT?
The I-95 6-lane section north of the toll plaza is on viaduct, it has the lane-drops for the unbuilt I-83 ramps, that would take at least 2 years to widen that to 8 lanes.The I-95 widening was awarded quite a while ago, and the contractor (Concrete General of Gaithersburg, Maryland) has been working through most of 2017, so a lot of the work is already complete.
What exactly are they doing, just restriping the existing roadways? In the unbuilt I-83 interchange area, there is almost 2,000 feet of I-95 twin bridges with 3 lanes and 2 full shoulders on each, I just checked on Google Maps aerial view, and they don't look wide enough to restripe for 4 lanes and have even one full shoulder (presumably on the right).
http://www.mdta.maryland.gov/News/MDTA_News_Releases/i-95-improvement-project-to-add-capacity-north-of-the-tunnel
What exactly are they doing, just restriping the existing roadways? In the unbuilt I-83 interchange area, there is almost 2,000 feet of I-95 twin bridges with 3 lanes and 2 full shoulders on each, I just checked on Google Maps aerial view, and they don't look wide enough to restripe for 4 lanes and have even one full shoulder (presumably on the right).As best as I can tell, the work is mostly on the left (median) side. Does not appear to be any (permanent) re-striping going on. Interestingly, the Google car was by there recently (October 2017) and here (https://www.google.com/maps/@39.28052,-76.55074,3a,75y,352.85h,79.6t/data=!3m7!1e1!3m5!1sj15eN7uEd6bzmN_D_ULcNQ!2e0!6s%2F%2Fgeo1.ggpht.com%2Fcbk%3Fpanoid%3Dj15eN7uEd6bzmN_D_ULcNQ%26output%3Dthumbnail%26cb_client%3Dmaps_sv.tactile.gps%26thumb%3D2%26w%3D203%26h%3D100%26yaw%3D147.26117%26pitch%3D0%26thumbfov%3D100!7i13312!8i6656) is a good image of what Concrete General is doing.
http://www.mdta.maryland.gov/News/MDTA_News_Releases/i-95-improvement-project-to-add-capacity-north-of-the-tunnel
They had extended HTT tube closures soon after the Fort McHenry Tunnel opened in 1985, for major tunnel rehabs. After all these years certainly it is time for another major rehab and modernization to tunnel systems.Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
Wonder what they are going to do with ventilation, replace the plenum fans, or go the jet fan route like on the Norfolk-Portsmouth tunnel rehabs?
The $189 million is a lot of money, but it covers a lot more than just the 0.9 mile Canton Viaduct.
They had extended HTT tube closures soon after the Fort McHenry Tunnel opened in 1985, for major tunnel rehabs. After all these years certainly it is time for another major rehab and modernization to tunnel systems.Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
Wonder what they are going to do with ventilation, replace the plenum fans, or go the jet fan route like on the Norfolk-Portsmouth tunnel rehabs?
The $189 million is a lot of money, but it covers a lot more than just the 0.9 mile Canton Viaduct.
They had extended HTT tube closures soon after the Fort McHenry Tunnel opened in 1985, for major tunnel rehabs. After all these years certainly it is time for another major rehab and modernization to tunnel systems.Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
Wonder what they are going to do with ventilation, replace the plenum fans, or go the jet fan route like on the Norfolk-Portsmouth tunnel rehabs?
The $189 million is a lot of money, but it covers a lot more than just the 0.9 mile Canton Viaduct.
They had extended HTT tube closures soon after the Fort McHenry Tunnel opened in 1985, for major tunnel rehabs. After all these years certainly it is time for another major rehab and modernization to tunnel systems.Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
Wonder what they are going to do with ventilation, replace the plenum fans, or go the jet fan route like on the Norfolk-Portsmouth tunnel rehabs?
The $189 million is a lot of money, but it covers a lot more than just the 0.9 mile Canton Viaduct.
Why can't contraflow be established in the Holland Tunnel?
I'll start by counterexample - the Lincoln Tunnel is set up that way. Thanks to the configuration of incoming roadways, you could literally go contraflow in any one of the Lincoln's three tubes, although the center tube is normally the only one that does that (and normally only one tube is out of service at any time). All the Port Authority needs to do is set up cone lines and signs.They had extended HTT tube closures soon after the Fort McHenry Tunnel opened in 1985, for major tunnel rehabs. After all these years certainly it is time for another major rehab and modernization to tunnel systems.Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
Wonder what they are going to do with ventilation, replace the plenum fans, or go the jet fan route like on the Norfolk-Portsmouth tunnel rehabs?
The $189 million is a lot of money, but it covers a lot more than just the 0.9 mile Canton Viaduct.
Why can't contraflow be established in the Holland Tunnel?
What I don't know is the degree of rehab in each HTT project, I would need to see the details. It may be that the first rehab was a light rehab. On a quick look inside the tunnel I see what looks like strip florescent lighting fixtures, I don't think that is the original but that is old technology.
Here in NJ we have the Holland Tunnel, and I know that goes a lot more than 30 years between rehabs. In fact I think it's had exactly one. In no small part the issue is that you can't establish contraflow there, so you can only shut down one lane at a time or MAYBE get an overnight closure and force everyone up to the Lincoln Tunnel. Maybe. I would think you could go at least 50 years.
What I don't know is the degree of rehab in each HTT project, I would need to see the details. It may be that the first rehab was a light rehab. On a quick look inside the tunnel I see what looks like strip florescent lighting fixtures, I don't think that is the original but that is old technology.The post-1985 BHT project included a total replacement of the tunnel deck; a replacement of the tunnel lighting system; removal and replacement of the tiles on the walls; and removal of the booths for the police officers (they were replaced by video monitoring)
What MDTA has planned now for the tubes is as follows (note - from memory, not from reading the IFB as amended):I know there were some other items as well, but I think the above were the major ones.
- Removal of the wearing surface (only) of the concrete tunnel decks with some sort of hydraulic demolition process, and then installation of a new surface using latex-modified concrete (MDTA likes to do this for some reason - MDOT/SHA almost never does, having a revealed preference for "complete" deck replacement). Note that a similar process was used on the westbound span of the WPL (Bay) Bridge in the early 2000's, and that did not end well, because the new surface did not ahere properly and started to crack and delaminate pretty quickly, and then a decision was made to do a total deck replacement with prefabricated sections so the bridge could be opened each morning to traffic (but on the flipside, the BHT, because of overhead clearance restrictions, does not carry as much truck traffic as the WPL). It was thought that the delamination might have been due in part to the presence of salt on the remaining "bare" bridge deck and perhaps because of truck traffic.
- Replacement of the tiles where the tiling system has failed (and there's quite a lot of that, especially in the northbound tube for some reason).
- Replacement or repair of the pipes that supply water for firefighting use.
- Replacement of the lane control signals in both tubes.
- Replacement of the lighting systems in both tubes.
I guess I would classify them as repair and resurfacing, not a major rehab. Major rehab in a tunnel should not happen every 30 years. Retiling, resurfacing, upgrade lighting, sure.What I don't know is the degree of rehab in each HTT project, I would need to see the details. It may be that the first rehab was a light rehab. On a quick look inside the tunnel I see what looks like strip florescent lighting fixtures, I don't think that is the original but that is old technology.The post-1985 BHT project included a total replacement of the tunnel deck; a replacement of the tunnel lighting system; removal and replacement of the tiles on the walls; and removal of the booths for the police officers (they were replaced by video monitoring)
What MDTA has planned now for the tubes is as follows (note - from memory, not from reading the IFB as amended):I know there were some other items as well, but I think the above were the major ones.
- Removal of the wearing surface (only) of the concrete tunnel decks with some sort of hydraulic demolition process, and then installation of a new surface using latex-modified concrete (MDTA likes to do this for some reason - MDOT/SHA almost never does, having a revealed preference for "complete" deck replacement). Note that a similar process was used on the westbound span of the WPL (Bay) Bridge in the early 2000's, and that did not end well, because the new surface did not ahere properly and started to crack and delaminate pretty quickly, and then a decision was made to do a total deck replacement with prefabricated sections so the bridge could be opened each morning to traffic (but on the flipside, the BHT, because of overhead clearance restrictions, does not carry as much truck traffic as the WPL). It was thought that the delamination might have been due in part to the presence of salt on the remaining "bare" bridge deck and perhaps because of truck traffic.
- Replacement of the tiles where the tiling system has failed (and there's quite a lot of that, especially in the northbound tube for some reason).
- Replacement or repair of the pipes that supply water for firefighting use.
- Replacement of the lane control signals in both tubes.
- Replacement of the lighting systems in both tubes.
Good summaries, thanks! Thirty years is a long enough time that I am OK with the above rehab schemes, which could be categorized at major rehabs.
Good summaries, thanks! Thirty years is a long enough time that I am OK with the above rehab schemes, which could be categorized at major rehabs.I guess I would classify them as repair and resurfacing, not a major rehab. Major rehab in a tunnel should not happen every 30 years. Retiling, resurfacing, upgrade lighting, sure.
Good summaries, thanks! Thirty years is a long enough time that I am OK with the above rehab schemes, which could be categorized at major rehabs.I guess I would classify them as repair and resurfacing, not a major rehab. Major rehab in a tunnel should not happen every 30 years. Retiling, resurfacing, upgrade lighting, sure.
What would you consider major rehab tasks ... complete replacement of roadway slab? Complete replacement of ventilation fans? Complete replacement of electrical conduits and wiring? Complete replacement of fire mains and hydrants?
Of course, if there's a few high-profile or fatal accidents in the tunnel during rush hours, jamming up the area completely, MD could change their minds and go with another option.
Of course, if there's a few high-profile or fatal accidents in the tunnel during rush hours, jamming up the area completely, MD could change their minds and go with another option.
MDTA routinely runs two-way traffic on two of its crossings - I-895 and the WPL (Bay) bridge.
On I-895, almost only in the overnights to service the lighting, and during the warm months, to wash the tunnel walls. There have been more than a few crashes while running the BHT with all traffic in one tube. For the extended two-way traffic operation, not clear to me if they are going to place a concrete barrier in the middle (and I have no idea if the tunnel deck is strong enough to support the added weight of a "portable" Jersey barrier), effectively creating a PennDOT-style cattle chute across the entire tunnel.
On the WPL (U.S. 50 and U.S. 301) they will run all traffic on one span in the overnights and sometimes on weekdays during the mid-day.
PennDOT closed one tunnel completely when it rehabilitated the Fort Pitt Bridge & Tunnels in Pittsburgh. They kept the detour for outbound traffic during both phases, because it ran better than in reverse. When doing the inbound tunnel, they created crossovers on both sides, including on 376 in the "bathtub" area and all the exits on the other side of the bridge. Not sure if it makes sense to detour one direction (maybe northbound since there are no exits between the I-95 south junction and the tunnel in that direction).
That's why the Lincoln Tunnel uses pylons to separate traffic, even on the NJ 495 approach during bus lane operation. Since that was I-495 with pylons, I-895 can be done with pylons as well.PennDOT closed one tunnel completely when it rehabilitated the Fort Pitt Bridge & Tunnels in Pittsburgh. They kept the detour for outbound traffic during both phases, because it ran better than in reverse. When doing the inbound tunnel, they created crossovers on both sides, including on 376 in the "bathtub" area and all the exits on the other side of the bridge. Not sure if it makes sense to detour one direction (maybe northbound since there are no exits between the I-95 south junction and the tunnel in that direction).
VDOT's rehabs of the Downtown and Midtown tunnels likewise closed one tunnel completely and they did not run two-way traffic in the other. The recent rehabs involved weekend closures.
The issue with using a temporary concrete median barrier is that it is 24 inches wide, so that takes 2 feet away from the usable roadway. Also there is no flexibility for handling a disabled vehicle, no way to get around it, and the only way a wrecker can get to it is by backing up for a very long distance.
VDOT's rehabs of the Downtown and Midtown tunnels likewise closed one tunnel completely and they did not run two-way traffic in the other. The recent rehabs involved weekend closures.That's why the Lincoln Tunnel uses pylons to separate traffic, even on the NJ 495 approach during bus lane operation. Since that was I-495 with pylons, I-895 can be done with pylons as well.
The issue with using a temporary concrete median barrier is that it is 24 inches wide, so that takes 2 feet away from the usable roadway. Also there is no flexibility for handling a disabled vehicle, no way to get around it, and the only way a wrecker can get to it is by backing up for a very long distance.
Re: major rehab (upthread) - yes, anything that is replacing entire systems or major components of the overall tunnel system, as opposed to spot upgrades or resurfacing.
Well again, my distinction was work that shouldn't need to be performed every 30 years. A system upgrade may be disruptive, but as long as it lasts more than 30 years I'm okay with doing it. (It may have been overlooked the last time.)VDOT's rehabs of the Downtown and Midtown tunnels likewise closed one tunnel completely and they did not run two-way traffic in the other. The recent rehabs involved weekend closures.That's why the Lincoln Tunnel uses pylons to separate traffic, even on the NJ 495 approach during bus lane operation. Since that was I-495 with pylons, I-895 can be done with pylons as well.
The issue with using a temporary concrete median barrier is that it is 24 inches wide, so that takes 2 feet away from the usable roadway. Also there is no flexibility for handling a disabled vehicle, no way to get around it, and the only way a wrecker can get to it is by backing up for a very long distance.
It was suggested that a hard barrier be used to separate traffic, that prompted my reply above.
Pylons (bollards) do provide visual separation but would not physically prevent a vehicle from entering the opposing lane.Re: major rehab (upthread) - yes, anything that is replacing entire systems or major components of the overall tunnel system, as opposed to spot upgrades or resurfacing.
Such as replacing the plenum ventilation system with jet fans (axial flow fans)? Which in the case of ERT also involved the removal of the ceiling of the roadway tunnel which was also the floor of the exhaust tunnel.
Pylons (bollards) do provide visual separation but would not physically prevent a vehicle from entering the opposing lane.
Well again, my distinction was work that shouldn't need to be performed every 30 years. A system upgrade may be disruptive, but as long as it lasts more than 30 years I'm okay with doing it. (It may have been overlooked the last time.)Re: major rehab (upthread) - yes, anything that is replacing entire systems or major components of the overall tunnel system, as opposed to spot upgrades or resurfacing.Such as replacing the plenum ventilation system with jet fans (axial flow fans)? Which in the case of ERT also involved the removal of the ceiling of the roadway tunnel which was also the floor of the exhaust tunnel.
Pylons (bollards) do provide visual separation but would not physically prevent a vehicle from entering the opposing lane.
Using the I-495 example, it's extremely rare to hear of another vehicle crossing thru the pylons, even though when traffic is moving, it's well above the speed limit with about a 100% tailgating rate. The visual effect seems to be substantial in keeping traffic in their proper lane. The most common accident is usually a bus bumping into another bus in the XBL. Considering how close they run behind each other, it's probably amazing it doesn't happen more often.
VDOT's rehabs of the Downtown and Midtown tunnels likewise closed one tunnel completely and they did not run two-way traffic in the other.
QuoteVDOT's rehabs of the Downtown and Midtown tunnels likewise closed one tunnel completely and they did not run two-way traffic in the other.As I understand it, the Midtown Tunnel rehab was done by closing 1 lane and not closing the tunnel completely.
They didn't have jet fans back then, not sure when the first was installed, but part of what made them feasible was vast reductions in motor vehicle pollutants enabled by advancing technology.
Tutor Perini Corporation (NYSE: TPC), a leading civil, building and specialty construction company, today announced that the Company has been identified by the Maryland Transportation Authority as the low bidder for the Replacement of the Canton Viaduct I-895 Over I-95 Ramps, Railroads and City Streets and Rehabilitation of the Baltimore Harbor Tunnel and Tunnel Approaches. The anticipated contract value is approximately $189.4 million, and contract award is expected later in the fourth quarter of 2017.
The project scope of work includes the removal and replacement of an approximately 3,200-foot-long bridge structure on the north side of the Baltimore Harbor Tunnel, as well as tunnel rehabilitation. Work on the project is expected to commence in March 2018 with substantial completion anticipated by June 2021.
They didn't have jet fans back then, not sure when the first was installed, but part of what made them feasible was vast reductions in motor vehicle pollutants enabled by advancing technology.I think the first "jet" fan I saw in the U.S. was on the PTC's "new" Lehigh Tunnel (the tube that normally carries southbound traffic (though I think PTC can run two-way traffic in most or all of its tunnels if needed, as the crossover ramps are there).
Getting back to the BHT, I do not think MDTA is going away from its "traditional" approach to tunnel ventilation using plenums and fan buildings.
Anyone looked at the plans for the CBBTD's new Thimble Shoal Tunnel?
The MDTA project page for the Patapsco Flats bridge redecking doesn’t have any clear timeline information posted. When is that project expected to be done?
On Nov. 27, northbound I-895 will close completely for one year from the north side of the Baltimore Harbor Tunnel to the Boston/O’Donnell Street exit ramp (Exit 11).
Two-way traffic – one lane in each direction – will operate on southbound I-895.
The I-895/Holabird Avenue exit ramp (Exit 10) will close completely during this time.
Additionally, the northbound bore of the Harbor Tunnel will close 24/7 for 60 days in spring 2019 with two-way traffic operating in the southbound bore.
Northbound I-895 and the Holabird Avenue exit ramp will reopen to traffic in spring 2020.
“This I-895 Bridge is the MDTA’s only remaining structurally deficient bridge,” said MDTA Executive Director Kevin C. Reigrut. “We ask our customers to be patient as we deliver this long-overdue project and remind motorists to drive safely through work zones.”
It's about to get real on I-895.
MDTA press release: **AVOID I-895**
MAJOR ROADWORK
COMING TO I-895 IN BALTIMORE
Use I-695/Key Bridge or I-95/Fort McHenry Tunnel as Alternate Routes (http://mdta.maryland.gov/blog-category/mdta-traffic-advisories/avoid-i-895-major-roadwork-coming-i-895-baltimore)QuoteOn Nov. 27, northbound I-895 will close completely for one year from the north side of the Baltimore Harbor Tunnel to the Boston/O’Donnell Street exit ramp (Exit 11).QuoteTwo-way traffic – one lane in each direction – will operate on southbound I-895.QuoteThe I-895/Holabird Avenue exit ramp (Exit 10) will close completely during this time.QuoteAdditionally, the northbound bore of the Harbor Tunnel will close 24/7 for 60 days in spring 2019 with two-way traffic operating in the southbound bore.QuoteNorthbound I-895 and the Holabird Avenue exit ramp will reopen to traffic in spring 2020.Quote“This I-895 Bridge is the MDTA’s only remaining structurally deficient bridge,” said MDTA Executive Director Kevin C. Reigrut. “We ask our customers to be patient as we deliver this long-overdue project and remind motorists to drive safely through work zones.”
Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.Free or not, it's going to add more time to my next trip to NYC. For the past 4 trips, I've been taking the standard DC Detour along VA 207, US 301, MD 3, I-97, and the I-895 Spurs (what the hell is up with those anyway?) before getting onto the Harbor Tunnel Thruway. It appears that the next time I do that I'll have to get off at I-695.
Strange thing is they don't advertise that speed cameras will be used (the signs are up but covered). Come to think of it, they have been lazy announcing cameras being introduced to other work zones via press releases lately (they just pop up on the program's page).
Major work to the tunnel as well. Not just the bridge in the $189 million cost.
Strange thing is they don't advertise that speed cameras will be used (the signs are up but covered). Come to think of it, they have been lazy announcing cameras being introduced to other work zones via press releases lately (they just pop up on the program's page).
But Maryland is good about announcing speed cameras in work zones, with plenty of signage ahead of construction zones with photo radar speed limit enforcement.
Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.Free or not, it's going to add more time to my next trip to NYC. For the past 4 trips, I've been taking the standard DC Detour along VA 207, US 301, MD 3, I-97, and the I-895 Spurs (what the hell is up with those anyway?) before getting onto the Harbor Tunnel Thruway. It appears that the next time I do that I'll have to get off at I-695.
I'll probably take the Francis Scott Key Bridge, because I don't want to go their other way and have to look at the stupid truncating of I-70 and I-83 as I'm driving by there. It's bad enough I'd have to look at it from I-95.
Have you considered going over the Bay Bridge and up the Eastern Shore instead?
I've done that. It's an even longer trip.Yeah, once you start detouring everyone, people will quickly discover that I-695 north of the city is free, even with more traffic. MdTA doesn't want that.Free or not, it's going to add more time to my next trip to NYC. For the past 4 trips, I've been taking the standard DC Detour along VA 207, US 301, MD 3, I-97, and the I-895 Spurs (what the hell is up with those anyway?) before getting onto the Harbor Tunnel Thruway. It appears that the next time I do that I'll have to get off at I-695.
I'll probably take the Francis Scott Key Bridge, because I don't want to go their other way and have to look at the stupid truncating of I-70 and I-83 as I'm driving by there. It's bad enough I'd have to look at it from I-95.
Have you considered going over the Bay Bridge and up the Eastern Shore instead?
I've done both I-95 straight, US-50/MD-3/I-97/I-895, and US-50/301 on my return trips from NC (all diverging from the Capital Beltway). All are about the same assuming no accidents or slowdowns. US-301 on the eastern shore seems like it goes on forever due to the 55mph speed limit and farms, but its hasn't been any slower time-wise. Its also a tad more relaxing to drive as opposed to the JFK Highway rat race.
IIRC, this will be the first major project for the tunnel and its approaches since shortly after the Fort McHenry Tunnel opened in 1985.
Have you considered going over the Bay Bridge and up the Eastern Shore instead?
Just saw on another forum that the DE US-301 tollroad will open next month. That means no more 2-lane bottleneck.
Got a link to that forum and that thread?Have you considered going over the Bay Bridge and up the Eastern Shore instead?Just saw on another forum that the DE US-301 tollroad will open next month. That means no more 2-lane bottleneck.
ixnay
The commutes of tens of thousands of people will be disrupted for the next few years as Maryland replaces the Interstate 895 bridge north of the Baltimore Harbor Tunnel.
The Maryland Transportation Authority plans to limit that part of the expressway to one lane in each direction starting later this month for the $189 million project to replace the 60-year-old bridge.
The northbound lanes of I-895 will close from the tunnel to O’Donnell Street on Nov. 27 — the Tuesday after Thanksgiving — and the two southbound lanes will be converted to two-way traffic through spring 2020. Once the northbound span has been rebuilt, it will carry two-way traffic through spring 2021 while the southbound span is replaced.
The MDTA has rented every single large billboard along I-95 and I-895 to advertise the upcoming construction project. They have extensive signage alongside the carriageway that also advertises the project and the expected disruption to traffic.
Strange thing is they don't advertise that speed cameras will be used (the signs are up but covered). Come to think of it, they have been lazy announcing cameras being introduced to other work zones via press releases lately (they just pop up on the program's page).
Are there a significant number of people living in DC and commuting to Baltimore these days? There were quite a few people who lived in Baltimore and commuted to DC when I lived in DC (I considered doing it on many occasions).The MDTA has rented every single large billboard along I-95 and I-895 to advertise the upcoming construction project. They have extensive signage alongside the carriageway that also advertises the project and the expected disruption to traffic.
In years past, a project like this would be considered a "Baltimore" project and not get much attention down I-95 and the Baltimore-Washington Parkway.
Not now. All-news WTOP radio in Washington has been mentioning it, and ran an article on their Web site earlier this month: Major highway closure through Baltimore set for next 2 years (https://wtop.com/dc-transit/2018/11/major-highway-closure-through-baltimore-set-for-next-two-years/).
Are there a significant number of people living in DC and commuting to Baltimore these days? There were quite a few people who lived in Baltimore and commuted to DC when I lived in DC (I considered doing it on many occasions).
I'm surprised that they do not plan on restricting traffic from the tunnel from reaching I-95 and US 1 south of the tunnel to limit the traffic. It seems to me that I-97 and MD-10 traffic really needs access to I-895 to avoid a very long detour, but that I-95 and US 1 traffic has ready access to the Ft McHenry Tunnel and do not need to add to the mess at the Harbor Tunnel.
IMO, one lane in the tunnel is a mess, but it won't be so bad if it is only serving the travelers coming from the southeast and not the southwest.
I’ve been thinking about that hilariously non-compliant BGS for Exit 10 on the Canton Viaduct. Is it likely to be recycled or does the MDTA retain examples of old signage like MDOT SHA?
The kerning on the temporary signage erected for the Canton Viaduct reconstruction is hilariously awful. I’ve never seen such horrible kerning before for any temporary sign erected by the MDTA. What gives?
I drove thru the temporary work zone going south on Saturday morning. The current setup isn't exactly awful (that side of the bridge at least has a shoulder), but it'll get annoying once the tunnel goes 2-way. Overall the HBT was pretty dead compared to I-95. Guess the signs telling traffic to go elsewhere are actually working.
The closure of the I-895 northbound tunnel is imminent (https://mdta.maryland.gov/blog-category/mdta-traffic-advisories/avoid-i-895-baltimore-harbor-tunnel-northbound-bore-closed-60). I’m still curious to see if the I-895 mainline south of the harbor is closed west of I-695 to reduce the volume of traffic trying to cross the harbor using the remaining tunnel.And the toll-free way(s) will probably still be just fine. (I enjoy 295/395 to 40)
I’ve also observed considerable weekend backups at the Fort McHenry Tunnel toll plaza since the partial closure of the Canton Viaduct. After this closure goes into effect I suspect that the backups will get much worse, especially since relatively few of the booths are actively manned on the weekends. My expectation is that traffic on the Key Bridge will rise significantly and that the SHA and MDTA will work together to advertise its availability for long-distance traffic on I-95.
The closure of the I-895 northbound tunnel is imminent (https://mdta.maryland.gov/blog-category/mdta-traffic-advisories/avoid-i-895-baltimore-harbor-tunnel-northbound-bore-closed-60). I’m still curious to see if the I-895 mainline south of the harbor is closed west of I-695 to reduce the volume of traffic trying to cross the harbor using the remaining tunnel.
I’ve also observed considerable weekend backups at the Fort McHenry Tunnel toll plaza since the partial closure of the Canton Viaduct. After this closure goes into effect I suspect that the backups will get much worse, especially since relatively few of the booths are actively manned on the weekends. My expectation is that traffic on the Key Bridge will rise significantly and that the SHA and MDTA will work together to advertise its availability for long-distance traffic on I-95.
In the news recently, the toll plaza was closed because of fears of Legionnaire's disease.
https://wtop.com/baltimore/2019/07/2-workers-at-baltimore-harbor-tunnel-diagnosed-with-legionnaires-disease/
The tunnel was open, but the toll booths were closed. Drivers had to use EZ-Pass or toll by plate, no cash.
I miss driving through that tunnel... (well my parents did) I had a fun time. And i have a question here: Does it act like a bypass of I-95 or just simply an extra highway? :hmmm:
I miss driving through that tunnel... (well my parents did) I had a fun time. And i have a question here: Does it act like a bypass of I-95 or just simply an extra highway? :hmmm:It does act as a bypass. Most traffic sticks on I-95, so I-895 is often faster despite being narrower. This goes away during the ongoing construction, so stick with I-95 or consider I-695.
I miss driving through that tunnel... (well my parents did) I had a fun time. And i have a question here: Does it act like a bypass of I-95 or just simply an extra highway? :hmmm:It does act as a bypass. Most traffic sticks on I-95, so I-895 is often faster despite being narrower. This goes away during the ongoing construction, so stick with I-95 or consider I-695.
I miss driving through that tunnel... (well my parents did) I had a fun time. And i have a question here: Does it act like a bypass of I-95 or just simply an extra highway? :hmmm:It does act as a bypass. Most traffic sticks on I-95, so I-895 is often faster despite being narrower. This goes away during the ongoing construction, so stick with I-95 or consider I-695.
On all my travels in the area, 895 was basically empty. Don't be tempted to speed though as the road is usually patrolled heavily.
Should I-895 be widened to six lanes or keep it four? I know it bypasses downtown, but I was just wondering. I love when roads get widened, but I hate the construction they do on it.
As far as whether it's warranted, I doubt it. While the current construction on 895 is not favorable, the combination of 95 and 895 generally handles the traffic thrown at it. It's getting there on 95 that is the bigger hassle. There's also 695 as a relief valve as needed.Should I-895 be widened to six lanes or keep it four? I know it bypasses downtown, but I was just wondering. I love when roads get widened, but I hate the construction they do on it.
I doubt that MDTA is interested in adding a new tube to the Harbor Tunnel whatsoever if that is your intent by asking this question.
It's been a while since I've been on it, but since it's under construction I think i'll use I-95 (or I-695) as an alternative. The only thing I think they need to widen is the bridge that goes to I-95 south. It's only one lane.As far as whether it's warranted, I doubt it. While the current construction on 895 is not favorable, the combination of 95 and 895 generally handles the traffic thrown at it. It's getting there on 95 that is the bigger hassle. There's also 695 as a relief valve as needed.Should I-895 be widened to six lanes or keep it four? I know it bypasses downtown, but I was just wondering. I love when roads get widened, but I hate the construction they do on it.
I doubt that MDTA is interested in adding a new tube to the Harbor Tunnel whatsoever if that is your intent by asking this question.
As far as whether it's warranted, I doubt it. While the current construction on 895 is not favorable, the combination of 95 and 895 generally handles the traffic thrown at it. It's getting there on 95 that is the bigger hassle. There's also 695 as a relief valve as needed.
Yes, but it gets congested on the 8-lane part to the north heading in (or out) at peak times.As far as whether it's warranted, I doubt it. While the current construction on 895 is not favorable, the combination of 95 and 895 generally handles the traffic thrown at it. It's getting there on 95 that is the bigger hassle. There's also 695 as a relief valve as needed.
I-95 and I-895 is a 12-lane corridor thru Baltimore and across the harbor.
I-95 and I-895 is a 12-lane corridor thru Baltimore and across the harbor.Yes, but it gets congested on the 8-lane part to the north heading in (or out) at peak times.
It's 8 general purpose lanes, which remain congested with light use of the express lanes. And it's 8 lanes beyond the end of the express lanes as well, and backs up really badly in that long stretch with no exits.I-95 and I-895 is a 12-lane corridor thru Baltimore and across the harbor.Yes, but it gets congested on the 8-lane part to the north heading in (or out) at peak times.
The northern I-95/I-895 junction? I-95 north of there is 12 lanes (4-2-2-4) up to White Marsh Blvd.
As far as whether it's warranted, I doubt it. While the current construction on 895 is not favorable, the combination of 95 and 895 generally handles the traffic thrown at it. It's getting there on 95 that is the bigger hassle. There's also 695 as a relief valve as needed.Should I-895 be widened to six lanes or keep it four? I know it bypasses downtown, but I was just wondering. I love when roads get widened, but I hate the construction they do on it.
I doubt that MDTA is interested in adding a new tube to the Harbor Tunnel whatsoever if that is your intent by asking this question.
WELCOME BACK! Ahead of Schedule: ALL lanes now reopened on NEW #895Bmore Bridge & in Harbor Tunnel. MDTA thanks motorists for their patience. Off-peak work remains. Details https://t.co/4evoizho72 #895Bmore #baltraffic #mdtraffic pic.twitter.com/wndvWSinmJ
— MDTA (@TheMDTA) December 16, 2020
WELCOME BACK! Ahead of Schedule: ALL lanes now reopened on NEW #895Bmore Bridge & in Harbor Tunnel. MDTA thanks motorists for their patience. Off-peak work remains. Details https://t.co/4evoizho72 #895Bmore #baltraffic #mdtraffic pic.twitter.com/wndvWSinmJ
— MDTA (@TheMDTA) December 16, 2020
The press release makes no mention of any remaining tile and stone facing work in the tunnel and on the approaches. I’m curious to know if that work will all be complete by next summer or if that work will be ongoing with no set end date.