Maryland

[epzik8]

Does the ETL project extend past MD 543? Saw new construction and camera signage NB right at the exit. Seems a bit discontinuous from the work up to Bynum Run, where I thought the lanes ended

The original ETL plans showed both carriage ways starting/ending just before the spot where I-95's median widens for Maryland House. Past that point, I-95 was planned to be widened to eight lanes up a point just past Exit 85. I don't know how much of the original plans have been retained for the northbound ETL project currently in progress.

95 north of the 136 overpass (south of 543) is untouched.

[davewiecking]

Does the ETL project extend past MD 543? Saw new construction and camera signage NB right at the exit. Seems a bit discontinuous from the work up to Bynum Run, where I thought the lanes ended

The original ETL plans showed both carriage ways starting/ending just before the spot where I-95's median widens for Maryland House. Past that point, I-95 was planned to be widened to eight lanes up a point just past Exit 85. I don't know how much of the original plans have been retained for the northbound ETL project currently in progress.

Looks like it might be for the 543 interchange itself because the end signs were posted just before that. The strange thing is there were End Work Zone signs at Bynum Run, then more camera zone signage 1/2 mile later

MD-543 bridge is getting painted.

[epzik8]

Does the ETL project extend past MD 543? Saw new construction and camera signage NB right at the exit. Seems a bit discontinuous from the work up to Bynum Run, where I thought the lanes ended

The original ETL plans showed both carriage ways starting/ending just before the spot where I-95's median widens for Maryland House. Past that point, I-95 was planned to be widened to eight lanes up a point just past Exit 85. I don't know how much of the original plans have been retained for the northbound ETL project currently in progress.

Looks like it might be for the 543 interchange itself because the end signs were posted just before that. The strange thing is there were End Work Zone signs at Bynum Run, then more camera zone signage 1/2 mile later

MD-543 bridge is getting painted.

Just saw the signs that got put up near the exit this weekend.

[Beltway]

Maryland DOT is currently pursuing a Planning and Environmental Linkages (PEL) study to rethink the Cumberland Viaduct, citing its deteriorating condition and safety concerns. A full deck replacement is estimated to cost over $100 million, but even that wouldn't resolve the geometric limitations.

MSHA is still in the Planning and Environmental Linkages (PEL) phase for the I-68 Cumberland Viaduct, and while they've acknowledged the need for "possible realignment," no formal alternatives have been defined or released for public review.

What's on the table so far

The current $2 million PEL study aims to:
+ Define project needs and goals, including safety, mobility, and community connectivity
+ Develop conceptual alternatives, which may include realignment, deck replacement, or full reconstruction
+ Conduct traffic and crash analysis, especially around steep grades and sharp curves
+ Engage the public, with emphasis on reconnecting downtown Cumberland and mitigating the viaduct's divisive footprint
Why alternatives are still undefined
+ MDOT is intentionally keeping the scope open to invite community input before locking in design paths
+ The existing structure is nearing the end of its service life, but a $100M deck replacement would only extend it 30–40 years without solving geometric or urban integration issues
+ Realignment could involve rerouting I-68, modifying interchanges, or even removing elevated segments—but all of that depends on feasibility, cost, and public support

So for now, "possible realignment" is a placeholder for a range of ideas that haven't yet been sketched out. Once the PEL study wraps, we'll likely see defined alternatives emerge in the NEPA phase.

https://www.mdot.maryland.gov/OPCP/MDOT_BIPGrant_I-68CumberlandViaduct.pdf

[Rothman]

An apt use of the PEL mechanism to streamline NEPA.

[Beltway]

An apt use of the PEL mechanism to streamline NEPA.

The Planning and Environmental Linkages (PEL) approach was formally introduced by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) in 2007 as part of their joint planning regulations. It appeared as Appendix A to the statewide and metropolitan transportation planning rules, offering guidance on how planning products could be incorporated into the NEPA process.

While PEL had been conceptually discussed earlier, 2007 marked its official federal endorsement—encouraging agencies to use planning studies to inform environmental reviews and accelerate project delivery.

The approach gained further traction under the FAST Act of 2015, which included provisions to integrate planning and environmental review, reinforcing PEL as a tool for streamlining NEPA compliance.
https://www.planning.dot.gov/planning/topic_pel.aspx

While PEL was formally named and structured in 2007, its philosophy of early coordination and data reuse has roots going back nearly four decades. It's the culmination of efforts to make transportation decision-making more efficient, transparent, and environmentally responsible.

[The Ghostbuster]

I would support reconstructing the Interstate 68 viaduct to modern design standards, as long as it could be done with as few relocations of homes and businesses as possible.

[lepidopteran]

I would support reconstructing the Interstate 68 viaduct to modern design standards, as long as it could be done with as few relocations of homes and businesses as possible.

Perhaps the viaduct could be rebuilt as earthen infill, with underpasses as needed?  You only got a few roads, two railroads, and of course the river to be spanned.  There's a parking area under the bridge that can be relocated, and some of the roads could be consolidated/rerouted.

[Beltway]

I would support reconstructing the Interstate 68 viaduct to modern design standards, as long as it could be done with as few relocations of homes and businesses as possible.

Perhaps the viaduct could be rebuilt as earthen infill, with underpasses as needed?  You only got a few roads, two railroads, and of course the river to be spanned.  There's a parking area under the bridge that can be relocated, and some of the roads could be consolidated/rerouted.

I have reviewed it in depth on satellite views -- it will be very difficult to build a route with a 50 mph design speed (the minimum for an urban Interstate) given urban buildings, crossing roads, at least two urban interchanges, and the river which is the boundary with West Virginia.

[vdeane]

The easiest way to get things on a better geometry would be to consolidate the interchanges.  Rebuild exit 41B or C to modern standards, and dump every other suffix of exit 41.

[Beltway]

The easiest way to get things on a better geometry would be to consolidate the interchanges.  Rebuild exit 41B or C to modern standards, and dump every other suffix of exit 41.

Any alternative I can see, it would be a highly impacting urban freeway project.

I don't think relocating to a bypass would work (that may be one of their alternatives), it is mountainous to the north and they would have to go thru West Virginia to the south and there is no good place to put it.