Maryland

[cpzilliacus]

NOT Fictional Highways - has there ever been a thought to an outer beltway connecting MD 32 around to MD 24?

I believe it was discussed, at some point years ago, when there was to be a Washington Outer Beltway and a Baltimore Outer Beltway (of which Md. 200 (ICC) and years earlier Md. 100 were the only freeway-class sections built, respectively).  A possible remnant (I have heard anecdotally) of such a project (or maybe a spur) may have been Md. 23 (the East-West Highway section) in Harford County.

EDIT:  Mike and Laura essentially confirm what I wrote about Md. 23 above here:

A new MD 23 was opened in 1965 from US 1 west to MD 165, 2-lane and partial limited access. Originally this was intended to be the Piedmont Expressway, a part of an outer belt for Baltimore, extending west into and across Baltimore County, crossing I-83 just south of MD 137, ending somewhere near Westminster, at an intended enhanced bypass for that town. I'm unsure if it was intended to carry MD 23 across the entirety of the Piedmont. It was a pipe-dream folly that never got a definitive alignment hammered down on a large scale map.

There was also some discussion of an east-west Super-2 (if not freeway) running from Westminster or Reisterstown.  Sections of such a road, in addition to Md. 23, can be seen in present-day Md. 140 (formerly Md. 97) between Taneytown and Westminster. At some point, the intention was to have a Super-2 type road running east and west from U.S. 15 at Emmitsburg and Md. 24 (or maybe I-95) in Harford County, and Md. 32 running (roughly) north and south from central Anne Arundel County (perhaps as far south as Annapolis) to Westminster. 

Some of Md. 32 was built as a Super-2 in Anne Arundel County (from Md. 178 in Crownsville (is I-97 now) to Md. 175 in Odenton) and in Howard County (from Md. 108 to Burnt Woods Road (Clarksville, Glenelg and Cooksville areas)), which hints of intent to make Md. 32 a contiguous Super-2.

[froggie]

MD 23 was separate from MD 32.  The 1960s-era plan for today's MD 32 freeway had it continuing northwest to meet I-70 in the vicinity of the MD 97 interchange.

MD 23 would have tied into I-83 near Hereford and into MD 140 near Westminster.

The 1965 plan (which I have a rough photograph of the map) has nothing north-south between US 15 Frederick and what was then proposed as the Baltimore Outer Beltway (an extension of today's US 29 north of I-70).

[cpzilliacus]

MD 23 was separate from MD 32.  The 1960s-era plan for today's MD 32 freeway had it continuing northwest to meet I-70 in the vicinity of the MD 97 interchange.

MD 23 would have tied into I-83 near Hereford and into MD 140 near Westminster.

The 1965 plan (which I have a rough photograph of the map) has nothing north-south between US 15 Frederick and what was then proposed as the Baltimore Outer Beltway (an extension of today's US 29 north of I-70).

As I understand it, the plans for Md. 32 as a Super-2 go back to the 1950's, and (obviously) much of it was never constructed, though the design similarities between the sections in Anne Arundel, Howard and Carroll Counties was striking (little or nothing of the Super-2 section in Anne Arundel  County remains). 

There's also the matter of Md. 97 (New Washington Road), a "hidden" almost-Super-2 between its intersections at Md. 26 (Liberty Road) and Md. 32 (between I-70 and Md. 26 it is a deficient road, especially where it crosses the Patapsco River and the CSX Old Mainline railroad).  I assume that this improved road was intended to run south across Howard and Montgomery Counties, but there has not been much in the way improvements to Md. 97 between Brookeville in Montgomery County and Md. 26.  Did the Maryland State Roads Commission (SRC) consider routing Md. 32 northwest of its existing alignment from Sykesville to the present-day junction of 32 and 26?  I have never seen evidence of that.

[TheOneKEA]

I never understood why MD 97 between MD 26 and the old MD 540 in Westminster wasn't fully upgraded into a Super-2, nor why MD 32 between I-70 and MD 851 wasn't similarly upgraded. I'm guessing that the SRC/SHA never studied those roads with the expectation that they would become the transport corridors that they are today.

I really hope that the Triadelphia Road bridge can be replaced quickly. It's so deficient that it's almost scary to use.

[cpzilliacus]

I never understood why MD 97 between MD 26 and the old MD 540 in Westminster wasn't fully upgraded into a Super-2, nor why MD 32 between I-70 and MD 851 wasn't similarly upgraded. I'm guessing that the SRC/SHA never studied those roads with the expectation that they would become the transport corridors that they are today.

I really hope that the Triadelphia Road bridge can be replaced quickly. It's so deficient that it's almost scary to use.

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

I believe that SHA will be looking at what to do with Md. 32 between I-70 and Md. 26 (not just to 851 south of Sykesville).

The bridge that carries Triadelphia Road over Md. 32 in Glenelg is indeed pretty ancient. It dates to the reconstruction of 32 between Md. 108 and Burnt Woods Road. It was for a long time the only road crossing that section of 32 that did not have an at-grade intersection, and the bridge is rather unusual in that steel "I" beams were used instead of concrete pillars to support its one pier cap (GSV here). Not sure I have ever seen anything like it anywhere else on the state-maintained highway network in Maryland.

Added note about this section of Md. 32 - it has one of the first "virtual" weigh stations in the state (GSV here), which the State Police use to identify and stop overweight trucks.

[ixnay]

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

The Eastern Shore has a few 2-lane undivided 55 mph roads  (much of MD 213 from just south of Chesapeake City to U.S. 50; MD 291 between Chestertown and U.S. 301; MD 404 between the east end of the dual carriageway and the DE line where it drops to 50).

The only 55 mph 2-lane road in New Jersey OTOH that I've been on has been NJ 72 between NJ 70 and the outskirts of Manahawkin.

ixnay

[mattpedersen]

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

The Eastern Shore has a few 2-lane undivided 55 mph roads  (much of MD 213 from just south of Chesapeake City to U.S. 50; MD 291 between Chestertown and U.S. 301; MD 404 between the east end of the dual carriageway and the DE line where it drops to 50).

I will add in a few more two lane undivided roads. MD 234 in Charles and Saint Mary's Counties, US 219 in Garrett County between Oakland and Keyser's Ridge (excluding the Deep Creek Lake area and Accident), and US 15 between US 340 and Point of Rocks.

[jwolfer]

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

The Eastern Shore has a few 2-lane undivided 55 mph roads  (much of MD 213 from just south of Chesapeake City to U.S. 50; MD 291 between Chestertown and U.S. 301; MD 404 between the east end of the dual carriageway and the DE line where it drops to 50).

The only 55 mph 2-lane road in New Jersey OTOH that I've been on has been NJ 72 between NJ 70 and the outskirts of Manahawkin.

ixnay

Ocean County, NJ CR 539 is 2 Lane 55 mph .  it's mostly Pinelands Preserve

[froggie]

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

The Eastern Shore has a few 2-lane undivided 55 mph roads  (much of MD 213 from just south of Chesapeake City to U.S. 50; MD 291 between Chestertown and U.S. 301; MD 404 between the east end of the dual carriageway and the DE line where it drops to 50).

I will add in a few more two lane undivided roads. MD 234 in Charles and Saint Mary's Counties, US 219 in Garrett County between Oakland and Keyser's Ridge (excluding the Deep Creek Lake area and Accident), and US 15 between US 340 and Point of Rocks.

The remaining 2-lane segments of US 113 are also 55 MPH.

[TheOneKEA]

Md. 97 north of Md. 26 is an "almost" Super-2 (two or three intersections at-grade, not one private driveway).  Unusual for Maryland, it is a two-lane undivided highway with a posted speed limit of 55 MPH.

The Eastern Shore has a few 2-lane undivided 55 mph roads  (much of MD 213 from just south of Chesapeake City to U.S. 50; MD 291 between Chestertown and U.S. 301; MD 404 between the east end of the dual carriageway and the DE line where it drops to 50).

I will add in a few more two lane undivided roads. MD 234 in Charles and Saint Mary's Counties, US 219 in Garrett County between Oakland and Keyser's Ridge (excluding the Deep Creek Lake area and Accident), and US 15 between US 340 and Point of Rocks.

The remaining 2-lane segments of US 113 are also 55 MPH.

There is also a short segment of MD 17 near Burkittsville that is undivided and posted at 55mph.

[Bitmapped]

At least in western Maryland, the distinction between 50mph and 55mph speed limits seems to depend on whether the road has full width shoulders. South of Oakland, US 219 has full width shoulders for several miles and a 55 speed limit. When the shoulders narrow, the speed limit drops to 50.

[lepidopteran]

There are decade-old plans posted on the SHA Projects portal that show all six interchanges on MD 32 between MD 108 and I-70 (inclusive), as well as the new access roads that will be built to close the driveways.

What I wonder about is, how would a full interchange with I-70 in West Friendship be built?  Since no movements justify a flyover AFAIK (although there were some rather long backups to make a left turn to the I-70 WB on-ramp before the traffic signal was installed), I would think a full cloverleaf would be the way to go.  But then the NB diamond on-ramp to MD-32 from MD-144 would be too close to the new I-70 EB on-ramp, or else the EB->NB loop ramp would be too tight.  Same with the corresponding SB situation. Would CD-lanes, or even a zipper lane with a slip-ramp, be a little overkill for that location?

[cpzilliacus]

There are decade-old plans posted on the SHA Projects portal that show all six interchanges on MD 32 between MD 108 and I-70 (inclusive), as well as the new access roads that will be built to close the driveways.

What I wonder about is, how would a full interchange with I-70 in West Friendship be built?  Since no movements justify a flyover AFAIK (although there were some rather long backups to make a left turn to the I-70 WB on-ramp before the traffic signal was installed), I would think a full cloverleaf would be the way to go.  But then the NB diamond on-ramp to MD-32 from MD-144 would be too close to the new I-70 EB on-ramp, or else the EB->NB loop ramp would be too tight.  Same with the corresponding SB situation. Would CD-lanes, or even a zipper lane with a slip-ramp, be a little overkill for that location?

The interchange at I-70 and Md. 32, like the rest of them from Ijamsville to Marriottsville, date from the mid-1970's, when U.S. 40 was "upgraded in place" from a four lane arterial to the six lane freeway there today.

It clearly needs upgrading to eliminate the at-grade movements across the opposite direction of traffic.

[mattpedersen]

At least in western Maryland, the distinction between 50mph and 55mph speed limits seems to depend on whether the road has full width shoulders. South of Oakland, US 219 has full width shoulders for several miles and a 55 speed limit. When the shoulders narrow, the speed limit drops to 50.

Also south of the shoulder drop on 219, the road geometrics are not as robust, hence the speed limit drop.

[cpzilliacus]

At least in western Maryland, the distinction between 50mph and 55mph speed limits seems to depend on whether the road has full width shoulders. South of Oakland, US 219 has full width shoulders for several miles and a 55 speed limit. When the shoulders narrow, the speed limit drops to 50.

Also south of the shoulder drop on 219, the road geometrics are not as robust, hence the speed limit drop.

South of the intersection at U.S. 50, U.S. 219 is much more of a rural minor arterial.

[1995hoo]

Speaking of speed limits, did they ever post 70 anywhere other than I-68? I haven't spent much time in Maryland the past few months.

[MASTERNC]

Speaking of speed limits, did they ever post 70 anywhere other than I-68? I haven't spent much time in Maryland the past few months.

Not that I have seen or heard.  I drove west from Baltimore right before Thanksgiving and only I-68 was up to 70 MPH.  I wouldn't expect anything more until spring/summer at the earliest.

[froggie]

As of 2 weekends ago, 95 between the Beltways and 83 north of Timonium were still 65 MPH.

[1995hoo]

Thanks to both of you. I never expected I-95 between the Beltways to be increased. Maybe east of the Susquehanna, but that's about all on that road.

WTOP this morning says the Beltway is a sheet of ice a quarter-inch thick on the hill past the casino construction near National Harbor. Ugh. My office closed early last night due to a computer network crash. Maybe that was a blessing in disguise: I got home before the traffic began, and now today I got an unexpected day off because they haven't been able to fix it.

[jeffandnicole]

Thanks to both of you. I never expected I-95 between the Beltways to be increased. Maybe east of the Susquehanna, but that's about all on that road.

WTOP this morning says the Beltway is a sheet of ice a quarter-inch thick on the hill past the casino construction near National Harbor. Ugh. My office closed early last night due to a computer network crash. Maybe that was a blessing in disguise: I got home before the traffic began, and now today I got an unexpected day off because they haven't been able to fix it.

How could they be this under-prepared for the snow that was FORECASTED TO COME THRU last night??

[cpzilliacus]

As of 2 weekends ago, 95 between the Beltways and 83 north of Timonium were still 65 MPH.

The Between the Beltways part of I-95 has a design speed of 70 or maybe 75, but it opened at about the time that the NMSL was imposed, so it never had a limit higher than 55 MPH until the Glendening Administration, when it was increased to the current 65 MPH.

[1995hoo]

Thanks to both of you. I never expected I-95 between the Beltways to be increased. Maybe east of the Susquehanna, but that's about all on that road.

WTOP this morning says the Beltway is a sheet of ice a quarter-inch thick on the hill past the casino construction near National Harbor. Ugh. My office closed early last night due to a computer network crash. Maybe that was a blessing in disguise: I got home before the traffic began, and now today I got an unexpected day off because they haven't been able to fix it.

How could they be this under-prepared for the snow that was FORECASTED TO COME THRU last night??

That's a very good question. Hopefully it's just a sign they were so focused on tomorrow's anticipated storm that they underestimated it.


Edited to add–Here is the statement Arlington County released:

Based on weather predictions, we, and the entire region, underestimated the amount of yesterday's snow, and the ice that came with it. Our crews began pre-treating some streets with brine, in anticipation of tomorrow's expected blizzard. They did not get to all of them before the snow began to fall, and it is not clear that the brine helped, due to the very cold roadways, heavy traffic and heavier-than-expected snow. Across the region, crews were caught by surprise.

Our crews switched to salt, but many of the main roads owned and maintained by VDOT, as well as our neighborhood streets–and streets across the region–became slick and treacherous. Traffic jams on main streets made it difficult for crews to work. Our crews were out all night, treating main roads and streets to schools. We will continue to work on the roads today, and through the coming snow event. We know that it was a scary and frustrating night for our residents.

[cpzilliacus]

Baltimore Sun: Baltimore, CSX reach $1.2 million settlement in E. 26th Street collapse

More than 20 Baltimore families will share $1.2 million as compensation for the East 26th Street collapse in 2014.

The city's spending panel voted 5-0 Wednesday to approve the settlement. The cost will be shared by CSX Transportation and the city.

The collapse displaced residents along the Charles Village block after a retaining wall that held the street above railroad tracks fell following intense rains that April. Residents hired a team of lawyers in August 2014 and asked the city to negotiate compensation.

CSX will pay $700,000 and the city will pay $467,000.

[bsmart]

I never understood why MD 97 between MD 26 and the old MD 540 in Westminster wasn't fully upgraded into a Super-2, nor why MD 32 between I-70 and MD 851 wasn't similarly upgraded. I'm guessing that the SRC/SHA never studied those roads with the expectation that they would become the transport corridors that they are today.

I really hope that the Triadelphia Road bridge can be replaced quickly. It's so deficient that it's almost scary to use.

The reason MD 97 stopped being improved was because Eisenhower left office.  MD 97 was improved because it was a backup route for Eisenhower to get to his farm in Gettysburg [Primary route was US-240 (now I-270) to US-15]  It was being improved is sections with the sections from Westminster to 26 and some minor improvements in Montgomery and Howard County and nortwest of Westminster to Emmitsburg.  Remember before the 'big route number swap' in the (I believe) late 70s when MD(ex US)-140 north of Westminster to Littlestown became MD-97 and MD-97 from Westminster to Emmitsburg became MD-140.

When Eisenhower left office the improvement program ended abruptly.  MD-97 near the Carroll /Howard County line (where it crossed the B&O (CSX) tracks was still dirt up til Hurricane Agnes came through in 1972 and ripped that entire valley up.  As part of the 'repair the road was finally strightened and paved up the hill on the Carroll  County side and improved and paved on the Howard County side.  much later the complete overpass/underpass interchange at MD-26.  Before that when going south you looped under MD-26 went up the ramp onto 26 went west maybe a few hundred yards then turned left back onto MD-97.

[cpzilliacus]

I never understood why MD 97 between MD 26 and the old MD 540 in Westminster wasn't fully upgraded into a Super-2, nor why MD 32 between I-70 and MD 851 wasn't similarly upgraded. I'm guessing that the SRC/SHA never studied those roads with the expectation that they would become the transport corridors that they are today.

I really hope that the Triadelphia Road bridge can be replaced quickly. It's so deficient that it's almost scary to use.

The reason MD 97 stopped being improved was because Eisenhower left office.  MD 97 was improved because it was a backup route for Eisenhower to get to his farm in Gettysburg [Primary route was US-240 (now I-270) to US-15]  It was being improved is sections with the sections from Westminster to 26 and some minor improvements in Montgomery and Howard County and nortwest of Westminster to Emmitsburg.  Remember before the 'big route number swap' in the (I believe) late 70s when MD(ex US)-140 north of Westminster to Littlestown became MD-97 and MD-97 from Westminster to Emmitsburg became MD-140.

That Eisenhower angle is interesting and makes plenty of sense. 

The routing of former U.S. 140 (north to Gettysburg) is something I remember well, as well as the swap with Md. 97. 

When Eisenhower left office the improvement program ended abruptly. 

Also makes sense that the work stopped after Ike left office, though improvements to Md. 97 and former U.S. 140 would still have been useful as a backup route to get presidents (and their guests) to Camp David, though these days the road route via I-270 is a backup to transport by Marine One.

MD-97 near the Carroll /Howard County line (where it crossed the B&O (CSX) tracks was still dirt up til Hurricane Agnes came through in 1972 and ripped that entire valley up.  As part of the 'repair the road was finally strightened and paved up the hill on the Carroll  County side and improved and paved on the Howard County side.  much later the complete overpass/underpass interchange at MD-26.  Before that when going south you looped under MD-26 went up the ramp onto 26 went west maybe a few hundred yards then turned left back onto MD-97.

I read someplace that CSX had considered an abandonment of most or all of the B&O's Old Mainline between Relay in Baltimore County and Frederick, after the damage inflicted by the floodwaters of Agnes, but decided that it was worthwhile to make repairs over several years (supposedly there were no railroad signals for quite some time along the line).

I remember riding that way once or twice when it was still dirt/gravel (it was before I was licensed).  Even now, the alignment and grades are not very good.