1.
Interstate 70 in Maryland
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Interstate 70 is a part of the Interstate Highway System that runs from Cove Fort, Utah to Baltimore, Maryland. In Maryland, the Interstate Highway runs 93.62 miles from the Pennsylvania state line in Hancock east to the Interstates eastern terminus near its junction with I-695 at a park and ride in Baltimore. I-70 is the primary east–west Interstate in Maryland, the Interstate Highway connects Baltimore—and Washington via I-270—with Western Maryland, the Interstate serves Frederick and Hagerstown directly and provides access to Cumberland via its junction with I-68 at Hancock. I-70 runs concurrently with its predecessor highway, U. S. Route 40, from Hancock to Indian Springs in Washington County and from Frederick to West Friendship in Howard County. I-70s route from Frederick to West Friendship was constructed as a divided highway relocation of US40 in the early to mid-1950s, the first section of the Interstate to be marked as I-70 was an upgrade of US40 near Hancock in the early 1960s. The remainder of the Interstate highway in Maryland west of Frederick was built on a new alignment in the mid- to late 1960s, I-70 was constructed from West Friendship to its present terminus in Baltimore in the late 1960s. The highway from Bartonsville in Frederick County to West Friendship was upgraded to Interstate standards in the mid-1970s, the final non-limited access portion of I-70 between Frederick and Bartonsville was eliminated in the mid-1980s. The Interstate has been upgraded through Frederick in a series of projects began in the late 1990s. I-70 was intended to enter Baltimore as an east–west freeway that had been proposed since the 1940s. Around 1960, I-70 was planned passing through a pair of parks and several neighborhoods in West Baltimore to end at an interchange with I-95 and I-83 at the Inner Harbor in Downtown Baltimore. A subsequent proposal based on a review of the 1960 plan moved I-70 to a new alignment that triggered community opposition, a new plan was introduced around 1970 that would have moved I-70s eastern terminus to Southwest Baltimore. However, community opposition to the Interstates planned route through the city resulted in I-70 being removed from city plans in the early 1980s. I-70 has several official designations along its course through Maryland, the Interstate Highway is designated Eisenhower Memorial Highway from the Pennsylvania state line east to I-270 in Frederick. All of I-70 in Frederick County was designated the Korean War Veterans Memorial Highway by the Maryland General Assembly in 2002, large stone markers featuring reliefs of the Korean Peninsula were erected in the median of I-70 in Myersville and Mount Airy in 2004. Along its concurrency with US40 from I-270 in Frederick to east of West Friendship, the Interstate is unnamed from US40 near West Friendship to its eastern terminus in Baltimore. Like all mainline Interstates, I-70 is a part of the National Highway System for its entire length, I-70 enters Washington County, Maryland concurrent with US522 from Fulton County, Pennsylvania north of the town of Hancock. Just south of the line, the four-lane freeway has a full Y interchange with I-68 and US40. US40 begins to run concurrently with I-70 just as US522 leaves I-70 at another full Y interchange through which I-70 curves to the east, US522 heads south, providing access to downtown Hancock before crossing the Potomac River into West Virginia
2.
Maryland State Highway Administration
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The Maryland State Highway Administration is the state sub-agency responsible for maintaining Marylands numbered highways outside of Baltimore City. It is now a division of the establishment of the Maryland Department of Transportation and is currently overseen by an administrator. The headquarters for MSHA is located in Baltimore City, office of Maintenance, which provides assistance with recurring maintenance tasks that require more intensive study—particularly roadway safety and resurfacing projects. The Statewide Operations Center is responsible for requesting incident response teams for incidents on State roadways, responders may including police, fire, medical, CHART, HazMat, MEMA, environmental, or maintenance teams. This facility is equipped to operate as a Statewide Transportation Emergency Operations Center. The signal shop, which provides personnel and equipment for the maintenance, the sign shop, which designs and fabricates signing for use throughout the entire state. All are crucial in the maintenance of current roadways as well as the development of new ones, however, the Districts and OOTS still control decisions regarding the installation, modification, and removal of signals. A result of agreement is that it relieves MdSHA of some of the additional resource cost of the regular duties with regards to signals. There are seven districts in the State and these districts at the least, have divisions for traffic, construction, maintenance, and utilities. Each district also oversees several maintenance shops—typically one per county, the following is a table of the districts, counties within their jurisdiction, and their respective headquarters. Maryland Roads portal MdSHA website CHART website
3.
Interstate 495 (Capital Beltway)
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Interstate 495 is a 64-mile Interstate Highway that surrounds Washington, D. C. the capital of the United States of America, and the citys inner suburbs in adjacent Maryland and Virginia. I-495 is widely known as the Capital Beltway, the DC Beltway or simply the Beltway, especially when the context of Washington and it is the basis of the phrase Inside the Beltway, used when referring to issues dealing with American government and politics. I-95 utilizes the southern and eastern half of the Capital Beltway to circumnavigate Washington, the Beltway passes through Prince Georges County and Montgomery County in Maryland, and Fairfax County and the independent city of Alexandria in Virginia. Except for the westernmost part of Woodrow Wilson Bridge south of downtown Washington, the two directions of travel, clockwise and counterclockwise, have become known respectively as the Inner Loop and the Outer Loop. The route descriptions below follow the direction of the Outer Loop, starting at the Woodrow Wilson Bridge over the Potomac River, south of Washington. Most Beltway interchanges provide access to Washington, with I-95 and I-295 from the south, I-66 from the west, and US50 from both the west and the east among the most frequently used. Originally, the entire Beltway was simply I-495, and I-95 was planned to serve downtown Washington, D. C. from the south and north, intersecting the Beltway in Virginia and in Maryland. However, environmental litigation stopped completion of this plan, and the portion of I-95 inside the Beltway from the south northward into downtown Washington was redesignated I-395 in 1977. The small built portion from the north was converted into a park-and-ride lot, I-95 was then rerouted along the eastern side of the Beltway, with the I-495 designation left only along the western side. In 1989, the I-495 designation was returned to the portion as well. The Beltway, four lanes in each direction, travels over the Woodrow Wilson Bridge over the tidal Potomac River between Alexandria, Virginia, and Prince Georges County, Maryland. The Federal Highway Administration recognizes 0.11 miles of the bridge as crossing the tip of the southernmost corner of the District of Columbia, however, signage for these boundary crossings is lacking. The Beltway enters Maryland during its Potomac River crossing over the Woodrow Wilson Bridge, west of Forest Heights, the highway next intersects MD210, a major north–south route from southern D. C. to Indian Head in Charles County, Maryland. Heading northeastward, the Beltway interchanges with local highways, including MD5 and MD4 on either side of Andrews Air Force Base. Past the MD4 interchange, the Beltway turns north through Glenarden, the Beltway then interchanges with US 50/unsigned I-595, a major highway from downtown Washington eastward to Annapolis, Maryland, and the Chesapeake Bay Bridge to Marylands Eastern Shore. Both US50 and MD450 provide access to the New Carrollton Metro, MARC commuter rail, and Amtrak stations, turning northwest, the Beltway then enters Greenbelt Park, intersecting the Baltimore-Washington Parkway in the northeastern edge of the park. Just after the B-W Parkway, I-95/I-495 passes an interchange with MD201, now turned fully west, the Beltway runs through the northern edge of College Park, interchanging with the access roadway for the Greenbelt Metro and MARC commuter rail stations, then US1. Beyond the US1 interchange, I-95 separates from I-495 at the College Park Interchange, I-495 continues west, alone, on the Capital Beltway, while I-95 turns northeast towards Baltimore, Philadelphia, New York City, and Boston
4.
Maryland Route 355
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Maryland Route 355 is a 36. 75-mile north–south road in western central Maryland in the United States. The southern terminus of the route is Friendship Heights, the border between Washington, D. C. and Bethesda, Maryland, from there it continues south as Wisconsin Avenue into Washington. The northern terminus is just north of an overpass with Interstate 70 and U. S. Route 40 in the city of Frederick in Frederick County, where the road continues north through Frederick towards MD26. The southern portion of the route from the D. C. border to Germantown is a suburban four- to six-lane divided highway lined with many businesses. North of Germantown, the route is predominantly a two lane road until it reaches Frederick, where it passes through commercial areas in the southern part of the city. MD355 is the route of US240, which was planned in 1926 to run from Washington, D. C. north to Harrisburg, Pennsylvania, however. This route served as the primary connector linking Frederick and points west to Washington, during the 1950s, US240 was relocated in stages to the Washington National Pike, a freeway between Bethesda and Frederick shared with I-70S. MD355 was designated onto the alignment of US240 between Bethesda and Frederick as each stage of freeway was built. MD355 was also designated through Frederick along Market Street, which was the alignment of US15 through the city before it was moved to a bypass in 1959. US240 was decommissioned in 1972, and MD355 was extended south along the former US240 to the Washington, D. C. border. In 2006, the interchange with US15 at the northern terminus was removed. By 2009, a four lane divided bypass of Urbana for MD355, MD355 is a part of the main National Highway System from the District of Columbia in Friendship Heights to I-495 in Bethesda. MD355 begins in Friendship Heights, Montgomery County at the intersection with Western Avenue NW and it heads north from this point on Wisconsin Avenue, a six-lane divided highway. Wisconsin Avenue continues south into Washington, ending in Georgetown at an intersection with K Street underneath the Whitehurst Freeway just north of the Potomac River and it comes to an intersection with MD191. Past this intersection, MD355 enters Bethesda, where it heads back into areas with high-rise buildings. In downtown Bethesda, the road intersects MD410 one-way eastbound, the road continues through the community and passes by Bethesda Theatre, a 1938 Art Deco cinema. It leaves the area of Bethesda and becomes Rockville Pike at the intersection with Glenbrook Parkway / Woodmont Avenue. Past the naval hospital and the NIH, the road intersects Cedar Lane, after this intersection, it heads north into wooded areas, passing near residences as well as the Bethesda Meeting House, an 1850 wood-frame church
5.
Bethesda, Maryland
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Bethesda is a census-designated place in southern Montgomery County, Maryland, United States, located just northwest of the U. S. capital of Washington, D. C. It takes its name from a church, the Bethesda Meeting House. In Aramaic, ܒܝܬ ܚܣܕܐ beth ḥesda means House of Mercy and in Hebrew, the National Institutes of Health main campus and the Walter Reed National Military Medical Center are in Bethesda, as are a number of corporate and government headquarters. In 2014 it placed first in Forbes list of Americas most educated small towns, as an unincorporated area, Bethesda has no official boundaries. The United States Census Bureau defines a place named Bethesda whose center is located at 38°59′N 77°7′W. The United States Geological Survey has defined Bethesda as an area whose center is at 38°58′50″N 77°6′2″W, other definitions are used by the Bethesda Urban Planning District, the United States Postal Service, and other organizations. According to estimates released by the U. S. Census Bureau in 2013, Most of Bethesdas residents are in Maryland Legislative District 16. Bethesda is situated along a thoroughfare that was originally the route of an ancient Native American trail. Henry Fleet, an English fur trader, was the first European to travel to the area, Most early settlers in Maryland were tenant farmers who paid their rent in tobacco. A small settlement grew around a store and tollhouse along the turnpike, by 1862, the community was known as Darcys Store after the owner of a local establishment, William E. Darcy. The church burned in 1849 and was rebuilt the same year about 100 yards south at its present site. Throughout most of the 19th century, Bethesda never developed beyond a small village, consisting of a post office, a blacksmith shop, a church and school. It was not until the installation of a line in 1890. Until that time, dependence on proximity to rail lines insulated Bethesda from growth, the arrival of the personal automobile ended this dependency, and Bethesda planners grew the community with the newest transportation revolution in mind. Subdivisions began to appear on old farmland, becoming the neighborhoods of Drummond, Woodmont, Edgemoor, further north, several wealthy men made Rockville Pike famous for its mansions. These included Brainard W. Parker, James Oyster, George E. Hamilton, wilson, Gilbert Hovey Grosvenor, and George Freeland Peter. In 1930, Dr Armistead Peters pioneering manor house Winona became the clubhouse of the original Woodmont Country Club, merle Thorpes mansion, Pooks Hill —on the site of the current neighborhood of the same name—became the home-in-exile of the Norwegian Royal Family during World War II. That war, and the expansion of government that it created, both the National Naval Medical Center and the NIH complex were built just to the north of the developing downtown
6.
Interstate 270 (Maryland)
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It consists of the 32. 60-mile mainline as well as a 2. 10-mile spur that provides access to and from southbound I-495. I-270 is known as the Washington National Pike, and makes up the easternmost stretch of the Dwight D. Eisenhower Memorial Highway, most of the southern part of the route in Montgomery County passes through suburban areas around Rockville and Gaithersburg that are home to many biotech firms. This portion of I-270 is up to twelve lanes wide and consists of a local-express lane configuration as well as high-occupancy vehicle lanes that are in operation during peak travel times. North of here, I-270 continues through rural areas into Frederick County, with the creation of the Interstate Highway System a few years later, the road was designated as I-70S along with US240. The concurrent US240 designation was removed in 1972 and I-70S became I-270 in 1975, increasing traffic levels led to a $200 million widening of the road in Montgomery County to its current configuration and further increased traffic. I-270 heads northwest from an interchange with I-495 and MD355 in suburban Bethesda, Montgomery County as a six-lane freeway. The left lane on each side is used as a vehicle lane in the northbound direction between 3,30 and 6,30 PM weekdays and in the southbound direction between 6,00 and 9,00 AM weekdays. At the southern terminus, I-270 only has access to and from the direction of I-495. The road turns west and comes to an interchange with MD187, from there, I-270 continues west as a ten-lane freeway and merges with I-270 Spur, which provides access to and from southbound I-495. Past this interchange, I-270 continues north as a freeway with an HOV lane. Past Montrose Road, I-270 continues north into the Rockville area, turning northwest before it comes to a single-point urban interchange with MD189, the road continues to a modified cloverleaf interchange with MD28. Past MD28, the freeway passes numerous business parks and some wooded areas before coming to an interchange with Shady Grove Road, I-270 continues past more suburban development before coming to a northbound exit and southbound entrance with MD117. Past MD124, the lanes in the northbound direction ends, and I-270 head northwest as an eight-lane freeway with four southbound lanes. It passes through wooded areas, leaving Gaithersburg, and comes to an interchange with Middlebrook Road, the freeway narrows to six lanes again past at this interchange, with three lanes in each direction including a northbound HOV lane. I-270 continues into the Germantown area and interchanges with MD118, a short distance later, after passing by some business parks, I-270 comes to an interchange with MD27 and Father Hurley Boulevard. Past MD27, I-270 heads into rural areas of woods with some farm fields. The road interchanges with MD121 in Clarksburg and the northbound HOV restriction ends past this interchange, the power lines stop paralleling the route and it continues through more rural areas of woods and farms, running closely parallel to MD355. The median widens, with trees in the middle, and I-270 has weigh stations on both sides, the highway reaches Hyattstown, where it has an interchange with MD109
7.
Interstate 370
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Despite the number, I-370 does not connect to I-70 itself. The road continues to the west of I-270 as Sam Eig Highway, along the way, I-370 has interchanges with MD355 and Shady Grove Road. The freeway was completed in the late 1980s to connect I-270 to the Shady Grove Metro station, I-370 was always part of the planned Intercounty Connector, but was the only segment to be built at the time. The opening of MD200 east of I-370 resulted in the truncation of I-370 to the interchange with MD200, I-370 begins a short distance to the west of the I-270 interchange in Gaithersburg, Montgomery County, heading northeast as a six-lane freeway. Southwest of this interchange, the road continues as Sam Eig Highway which interchanges with Washingtonian Boulevard before becoming a surface road, the highway passes woods to the northwest and a shopping center to the southeast as it reaches an interchange with I-270. From this point, I-370 turns east and runs between neighborhoods to the north and business parks to the south, with trees separating the road from these areas. The freeway curves northeast again and comes to the MD355 interchange, past this, the highway passes more commercial development before reaching a bridge over CSXs Metropolitan Subdivision. A short distance later, I-370 comes to an interchange with MD 200A, a road that provides access to Shady Grove Road. At this point, I-370 ends and the freeway continues east as MD200, what is now I-370 was originally proposed as part of the Intercounty Connector in the late 1970s. The I-370 freeway opened on December 17,1988, connecting I-270 to the Shady Grove Metro station, after three and a half years of construction, the freeway was four lanes wide and 2.5 miles long. Its construction cost $169 million, with federal funds paying for ninety percent of the cost, the state of Marylands portion of the cost was funded with a portion of the proceeds of a nickel-per-gallon gas tax increase in 1987. Prior to its opening, driving from I-270 to the Shady Grove Metro station involved exiting at Shady Grove Road, upon its opening, the remainder of the Intercounty Connector was planned but not yet built. At the time, it was the third shortest interstate, after I-878 in New York, in 2007, construction began on MD200, which was to head east from I-370. At this time, the ramp from Shady Grove Road to westbound I-370 was shifted to a new alignment, in 2009, the lanes along I-370 were shifted to allow for construction of the MD200 interchange. Construction on this segment of MD200 was completed in February 2011, as a result of the completion of MD200, the eastern terminus of I-370 was truncated to the west end of MD200, with the freeway connection to the Shady Grove Metro station becoming MD 200A. The entire route is in Montgomery County, maryland Roads portal Media related to Interstate 370 at Wikimedia Commons
8.
Rockville, Maryland
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Rockville is a city located in the central region of Montgomery County, Maryland. It is the county seat and is an incorporated city of Montgomery County. The 2010 census tabulated Rockvilles population at 61,209, making it the third largest incorporated city in Maryland, behind Baltimore, Rockville is the largest incorporated city in Montgomery County, Maryland, although the nearby census-designated place of Germantown is more populous. The city also has several upscale regional shopping centers and is one of the major hubs in Montgomery County. Situated in the Piedmont region and crossed by three creeks, Rockville provided an excellent refuge for semi-nomadic Native Americans as early as 8000 BC. By the first millennium BC, a few of these groups had settled down into year-round agricultural communities that exploited the native flora, including sunflowers and marsh elder. By AD1200, these groups were increasingly drawn into conflict with the Senecas and Susquehannocks who had migrated south from Pennsylvania. Within the present-day boundaries of the city, six sites have been uncovered and documented. By the year 1700, under pressure from European colonists, the majority of original inhabitants had been driven away. The indigenous population carved a path on the ground, known as Sinequa Trail. Later, the Maryland Assembly set the standard of 20 feet for main thoroughfares, in the mid-18th century, Lawrence Owen opened a small inn on the road. The location of the road, near the present Rockville Pike, was located on higher ground making it dry year-round. The first land patents in the Rockville area were obtained by Arthur Nelson between 1717 and 1735, within three decades, the first permanent buildings in what would become the center of Rockville were established on this land. Being a small, unincorporated town, early Rockville was known by a variety of names, including Owens Ordinary, Hungerfords Tavern, the first recorded mention of the settlement which would later become known as Rockville dates to the Braddock Expedition in 1755. Owens Ordinary was a small rest stop on Rock Creek Main Road, which stretched from George Town to Frederick Town, the southern portion of the county, of which Rockville was a part, was named Montgomery County. The most populous and prosperous urban center in this new county was George Town, Rockville, a small, but centrally located and well-traveled town, was chosen as the seat of the countys government. At the time, Rockville did not have a name, it was generally called Hungerfords Tavern, after being named the county seat, the village was referred to by all as Montgomery Court House. The tavern served as the county courthouse, and it held its first such proceedings on May 20,1777, in 1784, William Prather Williams, a local landowner, hired a surveyor to lay out much of the town
9.
U.S. Route 40 in Maryland
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U. S. Route 40 in the U. S. state of Maryland runs from western Maryland to Cecil County in the states northeastern corner. With a total length of over 200 miles, it is the longest numbered highway in Maryland. Almost half of the overlaps with Interstate 68 or Interstate 70, while the old alignment is generally known as U. S. Route 40 Alternate, U. S. Route 40 Scenic. West of Baltimore, the portions where it does not overlap an Interstate highway are mostly two-lane roads, the portion east of Baltimore is a four-lane divided highway, known as the Pulaski Highway. From Cumberland west to Pennsylvania, US40 is the successor to the historic National Road, east of Cumberland, towards Baltimore, US40 follows several former turnpikes, most notably the Cumberland Turnpike and Baltimore and Frederick-town Turnpike. The route from Baltimore northeast to the Delaware state line follows another historic corridor towards Philadelphia, including the old Baltimore, U. S. Route 40 enters Maryland from Pennsylvania in far western Marylands Garrett County, carrying the name National Pike. It passes through farmland on this side of the state. U. S. Route 40 shares the roadway with U. S. Route 219 until it joins I-68 traveling eastward towards Cumberland, U. S. 40/I-68 passes into Allegany County just west of Frostburg. The highway traverses historic Cumberland Narrows mountain gap to the county seat, the previous alignments of US40, carrying the name National Pike, are either U. S. Also several significant histories and guide books have been published throughout the 20th Century to describe its features, hazards, at the Sideling Hill Creek Bridge, I-68/US40 passes into Washington County, just west of Bellegrove, Maryland. The I-68/US40 roadway later passes through a 340-foot massive deep cut in Sideling Hill. Just to the east of the cut is the site of the former Sideling Hill Exhibit Center, US40 then defaults onto Interstate 70 at Exit 1 of the latter route, coming down from the northwest at the large truck stop plazas at Breezewood, Pennsylvania. U. S. Route 522 is also carried by I-70, heading southeast out of Hagerstown, US40 diverges into two separate routes, US40 and US40 Alt. US40 parallels Interstate 70, its longtime, cross-country travel partner, lee held back oncoming Union armies under General George B. McClellan just prior to the horrific Battle of Antietam in September 1862. US40 enters Frederick County in Myersville, Maryland, the road passes through South Mountain, and goes underneath I-70 with no access. US40 continues traveling in a direction, running through the towns of Myersville. In Frederick, US40 uses Patrick Street, before merging back onto the US15 north-south expressway for a short distance and it leaves US15 and rejoins I-70 on the southern and eastern outskirts of Frederick. Old MD144 on the 19th Centurys Old National Road once again takes over along the old 1920s era alignment of US40, i-70/US40 runs shortly through Carroll County in Mount Airy, Maryland, interchanging with Maryland Route 27
10.
Frederick, Maryland
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Frederick is a city and the county seat of Frederick County in the U. S. state of Maryland. It is part of the Baltimore–Washington Metropolitan Area. C. and it is a part of the Washington-Arlington-Alexandria, DC-VA-MD-WV Metropolitan Statistical Area, which is part of a greater Washington-Baltimore-Arlington, DC-MD-VA-WV-PA Combined Statistical Area. The citys population was 65,239 people at the 2010 United States Census, located where Catoctin Mountain meets the rolling hills of the Piedmont region, the Frederick area became a crossroads even before European explorers and traders arrived. The earliest European settlement was north of Frederick in Monocacy. Daniel Dulany—a land speculator—laid out Frederick Town by 1745, three years earlier, All Saints Church had been founded on a hilltop near a warehouse/trading post. In 1742, Marylands General Assembly made Frederick the county seat of Frederick County, the current towns first house was built by a young German Reformed schoolmaster from the Rhineland Palatinate named Johann Thomas Schley, who led a party of immigrants to the Maryland colony. The Palatinate settlers bought land from Dulany on the banks of Carroll Creek, Schleys settlers also founded a German Reformed Church. Probably the oldest house standing in Frederick today is Schifferstadt, built in 1756 by German settler Joseph Brunner. Schleys group was among the many Pennsylvania Dutch who migrated south, another important route continued along the Potomac River from near Frederick, to Hagerstown, where it split. One branch crossed the Potomac River near Martinsburg, West Virginia, the other continued west to Cumberland, Maryland and ultimately crossed the Appalachian Mountains into the watershed of the Ohio River. Thus, British General Edward Braddock marched his troops west in 1755 through Frederick on the way to their fateful ambush near Fort Duquesne during the French, however, the British after the Proclamation of 1763 restricted that westward migration route until after the American Revolutionary War. Other German settlers in Frederick were Evangelical Lutherans, led by Rev. Henry Muhlenberg and they moved their mission church from Monocacy to what became a large complex a few blocks further down Church Street from the Anglicans and the German Reformed Church. Frederick also had a Catholic mission, to which Rev, jean DuBois was assigned in 1792, which became St. John the Evangelist Church. To control this crossroads during the American Revolution, the British garrisoned a German Hessian regiment in the town, afterward, many former Hessians stayed on and married into the towns families, strengthening the towns German identity. As the county seat for Western Maryland, Frederick not only was an important market town, although Montgomery County and Washington County were split off from Frederick County in 1776, Frederick remained the seat of the smaller county. Important lawyers who practiced in Frederick included John Hanson, Francis Scott Key, Frederick was also known during the nineteenth century for its religious pluralism, with one of its main thoroughfares, Church Street, hosting about a half dozen major churches. In 1793, All Saints Church hosted the first confirmation of an American citizen and that original colonial building was replaced in 1814 by a brick classical revival structure. It still stands today, although the principal worship space has become a larger brick gothic church joining it at the back
11.
Montgomery County, Maryland
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Montgomery County, officially the County of Montgomery, is a county in the U. S. state of Maryland. As of the 2010 census, the population was 971,777 and it is the most populous county in Maryland. The county seat and largest municipality is Rockville, although the place of Germantown is the most populous place. Montgomery County is included in the Washington–Arlington–Alexandria, DC–VA–MD–WV Metropolitan Statistical Area, as one of the most affluent counties in the United States, it also has the highest percentage of residents over 25 years of age who hold post-graduate degrees. In 2011, it was ranked by Forbes as the 10th richest in the United States, the Maryland state legislature named Montgomery County after Richard Montgomery, the county was created from lands that had at one point or another been part of Frederick County. The name use of Montgomery and Washington County were seen as further defiance to Great Britain during the American Revolutionary War, the countys nickname of MoCo is derived from Montgomery County, after the pattern of SoHo, Manhattan. The countys motto, adopted in 1976, is Gardez Bien, the countys motto is also the motto of its namesakes family. Before European immigration, the now known as Montgomery County was covered in a vast swath of forest crossed by the creeks and small streams that feed the Potomac. A few small villages of the Piscataway, members of the Algonquian people, were scattered across the southern portions of the county. Captain John Smith of the English settlement at Jamestown was probably the first European to explore the area, during his travels along the Potomac River and throughout the Chesapeake region. These lands were claimed by Europeans for the first time when George Calvert and he and other early claimants had no intention of settling their families. They were little more than speculators, securing grants from the colonial leadership, thus, it was not until approximately 1715 that the first British settlers began building farms and plantations in the area. Most of these settlers were small farmers, growing wheat. Many of the farmers owned slaves and they transported the tobacco they grew to market through the Potomac River port of Georgetown. Sparsely settled, the farms and taverns were nonetheless of strategic importance as access to the interior. General Edward Braddocks army traveled through the county on the way to its disastrous defeat at Fort Duquesne during the French, like other regions of the American colonies, the region that is now Montgomery County saw protests against British taxation in the years before the American Revolution. In 1774, local residents met at Hungerfords Tavern and agreed to break off commerce with Great Britain, following the signing of the Declaration of Independence, representatives of the area helped to draft the new state constitution and began to build a Maryland free of proprietary control. The leaders of the new county chose as their county seat an area adjacent to Hungerfords Tavern near the center of the county, the newly formed Montgomery County supplied arms, food and forage for the Continental Army during the Revolution, in addition to soldiers
12.
Frederick County, Maryland
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Frederick County is a county located in the northern part of the U. S. state of Maryland. As of the 2010 U. S. Census, the population was 240,336, Frederick County is included in the Washington-Arlington-Alexandria, DC-VA-MD-WV Metropolitan Statistical Area. Like other outlying sections of the Washington metropolitan area, Frederick County has experienced a population increase in recent years. The county is associated with Western Maryland, depending on the definition used. It borders the southern border of Pennsylvania and the border of Virginia. The county is home to Catoctin Mountain Park and to the U. S. Armys Fort Detrick and it has also been the home to several celebrated historical figures like Francis Scott Key, Chris Rose, Zach Taylor, Matt Bennett, Thomas Johnson, Roger B. The namesake of Frederick County and its county seat is unknown, Frederick County was created in 1748 from parts of Prince Georges County and Baltimore County. In 1776, Frederick County was divided into three parts, the westernmost portion became Washington County, named after George Washington, the southernmost portion became Montgomery County, named after another Revolutionary War general, Richard Montgomery. The northern portion remained Frederick County, in 1837 a part of Frederick County was combined with a part of Baltimore County to form Carroll County which is east of current day Frederick County. The county has a number of properties on the National Register of Historic Places, according to the U. S. Census Bureau, the county has a total area of 667 square miles, of which 660 square miles is land and 7.2 square miles is water. It is the largest county in Maryland in terms of land area, Frederick County straddles the boundary between the Piedmont Plateau Region and the Appalachian Mountains. The countys two prominent ridges, Catoctin Mountain and South Mountain, form an extension of the Blue Ridge, the Middletown Valley lies between them. The summary statistics for Frederick County from the U. S. Census 2000 are provided to compare, as of the 2010 United States Census, there were 233,385 people,84,800 households, and 61,198 families residing in the county. The population density was 353.5 inhabitants per square mile, there were 90,136 housing units at an average density of 136.5 per square mile. The racial makeup of the county was 81. 5% white,8. 6% black or African American,3. 8% Asian,0. 3% American Indian,2. 9% from other races, and 2. 8% from two or more races. The total of those self-identifying as Hispanic or Latino origin made up 7. 3%, and those persons who were white alone made up 77. 8% of the population. In terms of ancestry,26. 3% were German,17. 4% were Irish,12. 1% were English,7. 2% were Italian, the average household size was 2.70 and the average family size was 3.17. The median age was 38.6 years, the median income for a household in the county was $81,686 and the median income for a family was $95,036
13.
Interstate Highway System
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The Dwight D. Eisenhower National System of Interstate and Defense Highways is a network of controlled-access highways that forms a part of the National Highway System of the United States. The system is named for President Dwight D. Eisenhower, who championed its formation, construction was authorized by the Federal Aid Highway Act of 1956, and the original portion was completed 35 years later, although some urban routes were cancelled and never built. The network has since been extended and, as of 2013, as of 2013, about one-quarter of all vehicle miles driven in the country use the Interstate system. In 2006, the cost of construction was estimated at about $425 billion, the nations revenue needs associated with World War I prevented any significant implementation of this policy, which expired in 1921. In the plan, Mehren proposed a 50, 000-mile system, the system would include two percent of all roads and would pass through every state at a cost of $25,000 per mile, providing commercial as well as military transport benefits. As the landmark 1916 law expired, new legislation was passed—the Federal Aid Highway Act of 1921 and this new road construction initiative once again provided for federal matching funds for road construction and improvement, $75 million allocated annually. The Bureau of Public Roads asked the Army to provide a list of roads that it considered necessary for national defense. A boom in construction followed throughout the decade of the 1920s. As automobile traffic increased, planners saw a need for such a national system to supplement the existing, largely non-freeway. By the late 1930s, planning had expanded to a system of new superhighways, in 1938, President Franklin D. Roosevelt gave Thomas MacDonald, chief at the Bureau of Public Roads, a hand-drawn map of the United States marked with eight superhighway corridors for study. He recognized that the system would also provide key ground transport routes for military supplies. The publication in 1955 of the General Location of National System of Interstate Highways, informally known as the Yellow Book, assisting in the planning was Charles Erwin Wilson, who was still head of General Motors when President Eisenhower selected him as Secretary of Defense in January 1953. The Interstate Highway System was authorized on June 29,1956 by the Federal Aid Highway Act of 1956, popularly known as the National Interstate, three states have claimed the title of first Interstate Highway. Missouri claims that the first three contracts under the new program were signed in Missouri on August 2,1956, the first contract signed was for upgrading a section of US Route 66 to what is now designated Interstate 44. On August 13,1956, Missouri awarded the first contract based on new Interstate Highway funding, kansas claims that it was the first to start paving after the act was signed. Preliminary construction had taken place before the act was signed, the state marked its portion of I-70 as the first project in the United States completed under the provisions of the new Federal-Aid Highway Act of 1956. The Pennsylvania Turnpike could also be considered one of the first Interstate Highways, on October 1,1940,162 miles of the highway now designated I‑70 and I‑76 opened between Irwin and Carlisle. The Commonwealth of Pennsylvania refers to the turnpike as the Granddaddy of the Pikes, October 12,1979, The final section of the Canada to Mexico freeway Interstate 5 is dedicated near Stockton, California
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Future Interstate Highways
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Future Interstate Highways include various proposals to establish new mainline Interstate Highways in the United States. This does not include the numerous auxiliary Interstate Highways that are in various stages of planning, planned expansion of existing mainline interstates are also not included here. Several Congressional High Priority Corridors have been designated as parts of the Interstate System by the Intermodal Surface Transportation Efficiency Act. By law, they will become interstates when built to Interstate standards, Interstate 3 is the proposed designation of an Interstate Highway Corridor under development in the southeastern U. S. It is planned to run from Savannah, Georgia, to Knoxville and its number does not follow standard numbering conventions, under established numbering conventions I-3 would normally run west of I-5 along the Pacific Coast. The unnumbered Interstate was established by the Safe, Accountable, Flexible, Efficient Transportation Equity Act, the Interstate 3 designation has not been officially accepted by AASHTO or the FHWA, but is being used by the Georgia Department of Transportation and others to identify the highway. The number comes from the 3rd Infantry Division which is based in Georgia, Interstate 7 or Interstate 9 has been proposed by Caltrans for State Route 99 in central California. This also serves as a connector to the northern portion of Highway 99. Interstate 11 is the designated route number for an Interstate connecting Phoenix, Arizona, to Las Vegas or Reno. Their rationale was that the Phoenix and Las Vegas metro areas were two of the largest urban regions in adjacent states not featuring direct Interstate connection, the corridor would be approximately 285 miles in length and would most likely subsume the existing I-515 freeway facility in the Las Vegas area. Plans to connect I-11 to the existing Interstate network in the Phoenix region have yet to be determined, the proposed routing for I-11 is part of the CANAMEX high-priority corridor. The projects contained within this portion of the overall Canamex corridor include the recently completed Hoover Dam Bypass project, at the same time, it extended the southern terminus of the corridor from Phoenix through Tucson to Nogales generally via the I-10 and I-19 corridors. The Regional Transportation Alliance expected this corridor to be called I-46 or another suitable designation. At a meeting in La Grange, North Carolina, on March 17,2016, the rationale for the I-50 numerical selection was cited as a number not in conflict with either an existing Interstate designation or currently applied to a U. S. Highway within North Carolina. This recommendation was forwarded to NCDOT for submission to AASHTO, for the AASHTO Special Committee on U. S. Route Numbering meeting in May 2016, NCDOT proposed I-36 for this route. However, AASHTO instead designated the route Interstate 42, in November 2012, NCDOT requested the addition of the corridor to the Interstate Highway System through administrative options with the Federal Highway Administration as I-44. Congressman G. K. Butterfield introduced legislation in June 2014 to add the corridor to the Interstate Highway System through Congressional authority and this corridor was officially designated as a future Interstate with the passing of the FAST Act. Had the I-44 designation been approved, it would have been discontinuous with the current I-44, however, subsequent review of available and preferred route numbers produced two other candidates, I-56 if an east–west designation was chosen, or I-89 if a north–south designation was chosen
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Maryland highway system
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The Maryland highway system is a network of highways owned and maintained by the U. S. state of Maryland. In addition to the nationally numbered Interstate Highways and U. S. Highways, All three types of highways together provide access to all incorporated and unincorporated areas in all 23 counties of Maryland as well as the independent city of Baltimore. Maryland has 16 Interstate highways, including six primary Interstates and ten auxiliary Interstates, the longest Interstate in Maryland is Interstate 95, while the shortest Interstate is I-295. Maryland also contains an unsigned Interstate, I-595, a former Interstate, I-170, and an intracounty Interstate, I-97, Maryland has 14 U. S. Highways, including seven primary U. S. Highways and seven auxiliary U. S. highways, the longest U. S. highway in Maryland is U. S. Route 40, while the shortest U. S. highway is US522. Maryland also contains six former U. S. highways, Maryland has a unitary system of numbered state highways with numbers between 2 and 999. The longest Maryland state highway is Maryland Route 2, while state highways are less than 0.5 mi in length. Most of the shortest highways are unsigned, there are other systems of highways in Maryland that are not marked but are numbered internally. County highways, All 23 counties have internal numerical designations for all highways under their jurisdiction, municipal highways, Every city, town, and village maintains an internal system of numerically designated municipal streets. Federal government or agency highways, Highways maintained by the government or agencies such as the Maryland-National Capital Park. State reservation highways, Highways maintained by agencies of the state of Maryland. Examples of highways within this categories include streets on state university campuses, access roads to parks and state forests. The vast majority of Interstate, U. S. and state highways are constructed by, All toll facilities in the state and limited access highways within Baltimore except I-83 are constructed and maintained by the Maryland Transportation Authority. All U. S. and state highways and I-83 within Baltimore are maintained by the Baltimore City Department of Transportation, portions of U. S. and state highways within particular cities and towns are maintained by the respective municipalities
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Maryland Scenic Byways
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Areas, small towns and wildlife areas along the Chesapeake Bay, and beaches along the Atlantic Ocean. The Historic National Road Scenic Byway travels from Keysers Ridge to Baltimore along the route of the National Road. The road is designated an All-American Road, the byway enters Maryland in Garrett County along US40, following that route to Keysers Ridge. Here, the National Road follows US40 Alternate, heading through the Savage River State Forest and reaching Grantsville, the road passes through Frostburg, where the Western Maryland Scenic Railroad is located, and La Vale, where the La Vale Tollgate House is located. The byway comes to Cumberland, which has many historic transportation sites, at this point, the byway follows US40 Scenic and crosses Sideling Hill. The byway follows MD144 again and continues to Hancock, where the byway has access to the Chesapeake and Ohio Canal and the Western Maryland Rail Trail. Past Hancock, the Historic National Road Scenic Byway follows I-70 before splitting onto US40, with a detour along MD56, the byway continues to Hagerstown, which has South Prospect Street Historic District among other historic sites. In Hagerstown, the runs along Franklin Street, Locust Street, Baltimore Street. After Hagerstown, the Historic National Road Scenic Byway follows US40 Alternate through Funkstown to Boonsboro, at this point, the byway crosses the Appalachian National Scenic Trail and heads across South Mountain State Park. The road continues through Middletown and reaches Frederick, where the heads onto US40. In Frederick, the byway has access to the National Museum of Civil War Medicine, past Frederick, the National Scenic Road Scenic Byway continues along MD144 and passes through New Market before reaching Mount Airy, where it briefly follows MD27 before following MD144 again. The byway reaches Ellicott City, which is home to the Ellicott City Station, the road continues through Catonsville before heading into Baltimore. Here, the Historical National Road Scenic Byway heads along Lombard Street, passing through the Union Square neighborhood before passing by the B&O Railroad Museum, the Mountain Maryland Scenic Byway loops across the mountains of Western Maryland. The byway begins in Keysers Ridge and follows I-68 west to Friendsville, at this point, the byway continues south along MD42 toward US219. The Mountain Maryland Scenic Byway followed US219 to McHenry, which is home to Wisp Ski Resort, the byway heads west on Mayhew Inn Road and Swallow Falls Road, coming to Swallow Falls State Park. A spur on Cranesville Road provides access to Cranesville Swamp Preserve, the Mountain Maryland Scenic Byway continues south along Herrington Manor Road and comes to Herrington Manor State Park before heading to the historic town of Oakland. From Oakland, the byway follows MD135 through Mountain Lake Park and Deer Park, a detour in the state forest follows MD560. There are also diversions along MD495 to rural areas of the Allegany Highlands, MD38 to Kitzmiller, the mainline of the byway continues to descend Backbone Mountain on MD135 before heading along MD36
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Maryland Route 268
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The following is a list of state highways in Maryland shorter than one mile in length with route numbers between 2 and 699. Most of these act as service roads, old alignments of more prominent highways. Many of these highways are unsigned and have segments with the same number. Several of these highways have their own articles, those highways are summarized here and this list does not include highways where at least one highway of that number is at least one mile in length. All highways at least one mile in length have their own article, the highways shorter than one mile with the same number are covered in the main article for the highway. Maryland Route 169 is the designation for Maple Road, a 0. 97-mile state highway in Linthicum in northwestern Anne Arundel County, the highway begins at Hammonds Ferry Road and heads east as a two-lane road through a residential area. MD169 has a crossing of the Baltimore Light Rail just prior to its intersection with MD170. The highway reaches its terminus at MD648. Maryland Route 172 is the designation for Arundel Cove Avenue. This state highway once served as the entrance to the United States Coast Guard Yard, the Yard is now accessed from MD173 just to the west of MD172. MD172 was constructed by 1930, Maryland Route 181 is the designation for the Sixth Street bridge over the Spa Creek in Annapolis, Anne Arundel County. The route was designated in 2009 and is 0.16 mi long, Maryland Route 219 is the unsigned designation for Ninth Street, which runs 0.22 miles from the intersection of US219 and MD135 north to High Street within Oakland. MD219 is state-maintained from US219 to Green Street and maintained by the town of Oakland from there to High Street, the state highway follows the southernmost part of the alignment of the future Oakland Bypass. Maryland Route 221A is the designation for a 0.58 mi section of Ritchie–Marlboro Road around that highways dumbbell interchange with I-95/I-495 in Largo. Maryland Route 250A is the designation for Old Virginia Road. The state highway is the southernmost part of the alignment of US113 in Pocomoke City. MD 250A was assigned shortly after US113 was rolled back to terminate at the Pocomoke City Bypass, US13, Maryland Route 268, which is known as North Street, runs 0.95 miles from Main Street north to MD279 within Elkton in eastern Cecil County. MD268 heads north and passes a block to the east of the Elkton Armory, the highway veers slightly to the west to cross over the Amtrak Northeast Corridor
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Maryland Route 270
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Maryland Route 270 is a state highway in the U. S. state of Maryland. Known as Furnace Branch Road, the highway runs 2.16 miles from MD648 north to MD3 Business within Glen Burnie in northeastern Anne Arundel County, MD270 was constructed between a pair of intersections with MD2 in the early 1930s. The highway was expanded and relocated when MD10 was constructed through the area in the mid-1970s, MD270 begins at an intersection with MD648 between MD 648s interchange with MD10 and Marley Creek east of the center of Glen Burnie. The highway heads north as a road that parallels the northbound side of MD10 through the Margate neighborhood of Glen Burnie. North of Thompson Avenue, MD270 expands to a divided highway. The highway curves northwest as it passes through its partial interchange with MD10. MD270 becomes a road with a center turn lane ahead of its intersection with MD2. The highway reaches its terminus at MD3 Business one block west of MD2. MD 10s interchanges with MD270 and MD648 were completed in 1977, as part of the construction, MD270 was expanded to a divided highway from MD2 to Thompson Avenue and its southern terminus was relocated further east along MD648. The entire route is in Glen Burnie, Anne Arundel County, Maryland Roads portal MDRoads, MD270
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Auxiliary Interstate Highway
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The auxiliary Interstate Highways are a supplemental subset of the freeways within the Interstate Highway System of the United States. Auxiliary routes are classified as spur routes, bypasses, or beltways. There are some routes which connect to the parent route at one end and these shorter auxiliary routes branch off of main routes and are numbered based on the number of the parent route, such that all I-x95 routes are supplemental routes for I-95. While some exceptions do exist, generally spur routes are numbered with an odd hundreds digit, while bypasses, because longer interstates may have many such supplemental routes, the numbers may repeat in each state along their route, but they will not repeat within a state. The basic tenets of the auxiliary Interstates are divided into three branches, spur, loop, and bypass routes, each one signifies a different characteristic of the auxiliary route. The first digit of the three digits usually determines whether a route is a bypass, spur, or beltway, the last two digits are derived from the main Interstate Highway. For instance, I-515 contains an odd number in the first digit, the last two digits signify the highways origin. In this case, the 15 in I-515 shows that it is a supplement to I-15, numerous exceptions to the standard numbering guidelines exist in many places. This can be for a number of reasons, in some cases, original routes were changed, extended, or abandoned, leaving discrepancies in the system. In other cases, it may not be possible to use the number because there are none available. An Interstate Highway spur routes number usually has an odd number for its first digit and it may represent the first portion of a contemplated extended freeway, one that downgrades to below Interstate standards with plans to upgrade it later on. An example is I-540 in Arkansas and it may connect two unrelated Interstate highways—such as I-390 in New York State and I-355 in Illinois do. Note that states differ on their interpretation of the convention in this case. In the I-390 example above, the route has both ends at Interstates, but not at the same Interstate on both ends, and is assigned an odd first digit. Another example is I-275 in Tennessee, it is a connector between I-40 and I-75 and is assigned an even first digit, examples of Interstate Highway spur routes are listed below. I-110 in California links I-10 with the Port of Los Angeles and this freeway was built before Interstate Highways as the Harbor Freeway. Later, it was adopted into the Interstate Highway System, i-180 in North-Central Pennsylvania connects Williamsport and Lycoming County with I-80 in Milton, which does not actually enter Lycoming County. I-180 also serves as a connection to those traveling to New York and I-86 via U. S. Route 15, i-190 in New York connects the cities of Niagara Falls and Buffalo with I-90
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U.S. state
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A U. S. state is a constituent political entity of the United States of America. There are 50 states, which are together in a union with each other. Each state holds administrative jurisdiction over a geographic territory. Due to the shared sovereignty between each state and the government, Americans are citizens of both the federal republic and of the state in which they reside. State citizenship and residency are flexible, and no government approval is required to move between states, except for persons covered by certain types of court orders. States range in population from just under 600,000 to over 39 million, four states use the term commonwealth rather than state in their full official names. States are divided into counties or county-equivalents, which may be assigned some local authority but are not sovereign. County or county-equivalent structure varies widely by state, State governments are allocated power by the people through their individual constitutions. All are grounded in principles, and each provides for a government. States possess a number of powers and rights under the United States Constitution, Constitution has been amended, and the interpretation and application of its provisions have changed. The general tendency has been toward centralization and incorporation, with the government playing a much larger role than it once did. There is a debate over states rights, which concerns the extent and nature of the states powers and sovereignty in relation to the federal government. States and their residents are represented in the federal Congress, a legislature consisting of the Senate. Each state is represented in the Senate by two senators, and is guaranteed at least one Representative in the House, members of the House are elected from single-member districts. Representatives are distributed among the states in proportion to the most recent constitutionally mandated decennial census, the Constitution grants to Congress the authority to admit new states into the Union. Since the establishment of the United States in 1776, the number of states has expanded from the original 13 to 50, alaska and Hawaii are the most recent states admitted, both in 1959. The Constitution is silent on the question of states have the power to secede from the Union. Shortly after the Civil War, the U. S. Supreme Court, in Texas v. White, as a result, while the governments of the various states share many similar features, they often vary greatly with regard to form and substance
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Maryland
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The states largest city is Baltimore, and its capital is Annapolis. Among its occasional nicknames are Old Line State, the Free State, the state is named after Henrietta Maria of France, the wife of Charles I of England. George Calvert was the first Lord of Baltimore and the first English proprietor of the colonial grant. Maryland was the state to ratify the United States Constitution. Maryland is one of the smallest U. S. states in terms of area, as well as one of the most densely populated, Maryland has an area of 12,406.68 square miles and is comparable in overall area with Belgium. It is the 42nd largest and 9th smallest state and is closest in size to the state of Hawaii, the next largest state, its neighbor West Virginia, is almost twice the size of Maryland. Maryland possesses a variety of topography within its borders, contributing to its nickname America in Miniature. The mid-portion of this border is interrupted by Washington, D. C. which sits on land that was part of Montgomery and Prince Georges counties and including the town of Georgetown. This land was ceded to the United States Federal Government in 1790 to form the District of Columbia, the Chesapeake Bay nearly bisects the state and the counties east of the bay are known collectively as the Eastern Shore. Close to the town of Hancock, in western Maryland, about two-thirds of the way across the state. This geographical curiosity makes Maryland the narrowest state, bordered by the Mason–Dixon line to the north, portions of Maryland are included in various official and unofficial geographic regions. Much of the Baltimore–Washington corridor lies just south of the Piedmont in the Coastal Plain, earthquakes in Maryland are infrequent and small due to the states distance from seismic/earthquake zones. The M5.8 Virginia earthquake in 2011 was felt moderately throughout Maryland, buildings in the state are not well-designed for earthquakes and can suffer damage easily. The lack of any glacial history accounts for the scarcity of Marylands natural lakes, laurel Oxbow Lake is an over one-hundred-year-old 55-acre natural lake two miles north of Maryland City and adjacent to Russett. Chews Lake is a natural lake two miles south-southeast of Upper Marlboro. There are numerous lakes, the largest of them being the Deep Creek Lake. Maryland has shale formations containing natural gas, where fracking is theoretically possible, as is typical of states on the East Coast, Marylands plant life is abundant and healthy. Middle Atlantic coastal forests, typical of the southeastern Atlantic coastal plain, grow around Chesapeake Bay, moving west, a mixture of Northeastern coastal forests and Southeastern mixed forests cover the central part of the state
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Gaithersburg, Maryland
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Gaithersburg, officially the City of Gaithersburg, is a city in Montgomery County, Maryland, United States. At the time of the 2010 census, Gaithersburg had a population of 59,933, making it the fourth largest incorporated city in the state, behind Baltimore, Frederick, and Rockville. Gaithersburg is located to the northwest of Washington, D. C. and is considered a suburb, Gaithersburg was incorporated as a town in 1878 and as a city in 1968. Gaithersburg is divided into east and west sections, separated by Interstate 270, the eastern section of the city is older and is the original portion of the town before more recent growth. Landmarks and buildings from that time can still be seen in many places, the east side also includes Lakeforest Mall, City Hall, and the Montgomery County Fair grounds, and Bohrer Park. The west side of the city has many neighborhoods that were designed with smart growth techniques. These include the award-winning Kentlands community, the Lakelands community, and the Washingtonian Center, two New Urbanism communities are under construction, including Watkins Mill Town Center, and the massive Science City. The National Institute of Standards and Technology is headquartered in Gaithersburg directly west of I-270, other major employers in the city include IBM, Lockheed Martin Information Systems and Global Services business area headquarters, MedImmune, and the French multinational corporation, Sodexo. Gaithersburg is also the location of the garrison of the U. S. Army Reserves 220th Military Police Brigade. Gaithersburg is noted for its ethnic and economic diversity, WalletHub in 2016 ranked it first among the 313 largest U. S. cities for ethnic diversity and second for social class diversity. Gaithersburg was settled in 1765 as an agricultural settlement known as Log Town near the present day Summitee Hall on Ralph Crabbs 1725 land grant Deer Park. The northern portion of the grant was purchased by Henry Brookes. This 1,000 acre tract became part of the landmark IBM Headquarters complex built on the then-new I-270 Interstate Industrial, now Technology, Benjamin Gaither married Henrys daughter Margaret, and Benjamin and Margaret inherited a portion of Henrys land prior to Henrys death in 1807. Gaither built his home on the land in 1802, by the 1850s the area had ceased to be called Log Town and was known to inhabitants as Gaithersburg. The Forest Oak Post Office, named for a tree in the town, was located in Gaithers store in 1851. However, when the railroad was built through town the new station was called Gaithersburg, the town incorporated under its current name in 1878. Gaithersburg boomed during the late 19th century and churches, schools, a mill, grain elevators, stores, much of this development focused around the railroad station. In 1873 the B&O Railroad constructed a station at Gaithersburg, designed by Ephraim Francis Baldwin as part of his series of Victorian stations in Maryland
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Biotech
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Depending on the tools and applications, it often overlaps with the fields of bioengineering, biomedical engineering, biomanufacturing, molecular engineering, etc. For thousands of years, humankind has used biotechnology in agriculture, food production, the term is largely believed to have been coined in 1919 by Hungarian engineer Károly Ereky. Modern usage also includes genetic engineering as well as cell and tissue culture technologies, as per European Federation of Biotechnology, biotechnology is the integration of natural science and organisms, cells, parts thereof, and molecular analogues for products and services. Biotechnology also writes on the biological sciences. By contrast, bioengineering is generally thought of as a field that more heavily emphasizes higher systems approaches for interfacing with. Bioengineering is the application of the principles of engineering and natural sciences to tissues, cells and this can be considered as the use of knowledge from working with and manipulating biology to achieve a result that can improve functions in plants and animals. Although not normally what first comes to mind, many forms of human-derived agriculture clearly fit the definition of utilizing a biotechnological system to make products. Indeed, the cultivation of plants may be viewed as the earliest biotechnological enterprise, Agriculture has been theorized to have become the dominant way of producing food since the Neolithic Revolution. Through early biotechnology, the earliest farmers selected and bred the best suited crops, having the highest yields and these processes also were included in early fermentation of beer. These processes were introduced in early Mesopotamia, Egypt, China and India, in brewing, malted grains convert starch from grains into sugar and then adding specific yeasts to produce beer. In this process, carbohydrates in the grains were broken down into alcohols such as ethanol, later other cultures produced the process of lactic acid fermentation which allowed the fermentation and preservation of other forms of food, such as soy sauce. Fermentation was also used in time period to produce leavened bread. Although the process of fermentation was not fully understood until Louis Pasteurs work in 1857, before the time of Charles Darwins work and life, animal and plant scientists had already used selective breeding. Darwin added to body of work with his scientific observations about the ability of science to change species. These accounts contributed to Darwins theory of natural selection, for thousands of years, humans have used selective breeding to improve production of crops and livestock to use them for food. In selective breeding, organisms with desirable characteristics are mated to produce offspring with the same characteristics, for example, this technique was used with corn to produce the largest and sweetest crops. In the early twentieth century scientists gained an understanding of microbiology. Biotechnology has also led to the development of antibiotics, in 1928, Alexander Fleming discovered the mold Penicillium
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Local-express lanes
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Where highway ramps between express and local/collector lanes cross over another this is commonly known as braided ramps. Given the considerable overall width of this design, new suburban freeways are often designed with interchanges spaced far apart to avoid the need for parallel roadways. Ontario, Gardiner Expressway from Wickman Road to Royal York Road, Ontario, Highway 400 in York Region, from the Highway 7 interchange to south of Langstaff Road. Ontario, Highway 401 in Peel Region, Toronto and Durham Region, from Hurontario Street to Highway 427. From east of Kipling Avenue—serving the interchange with Highway 409—to west of Brock Road, Ontario, Highway 404 traffic from westbound 401 and eastbound 401 has a brief collector-express separation and ends just north of Sheppard Avenue East. Ontario, Highway 403 from the Highway 401/410 interchange to Cawthra Road, Ontario, Highway 427 from Queen Elizabeth Way/Gardiner Expressway to Highway 401 in Toronto. Ontario, Conestoga Parkway from Lancaster Street to Krug Street in Kitchener, Quebec, Autoroute 40 in Repentigny, Quebec. From Larochelle Blvd to Industrial Blvd, from Route 341 to Route 343. Nova Scotia, Nova Scotia Highway 118, in Dartmouth, Nova Scotia, California, State Route 180 at the State Route 41 and the State Route 168 interchanges. This interchange is unusual because it allows traffic to flow between State Route 41 and State Route 168, bypassing the State Route 180 main line. Google Maps California, Interstate 5 at the El Toro Y in Irvine, California, Interstate 10 west of downtown Los Angeles from the Harbor Freeway to Arlington Avenue. California, Interstate 805 in Chula Vista, between the H Street and E Street/Bonita Road exits, northbound, from Interstate 280 to Julian Street along Downtown San Jose. Southbound, from Interstate 280 to Alma Avenue, California, U. S. Route 101 near San Francisco International Airport Florida, I-110 in Pensacola becomes a controlled-access freeway between the Airport Blvd and the Bayou Blvd exits. Georgia, I-85 in Atlanta, old HOV lane became express lane in 2011,16 miles between Exit 94 and Exit 109. Illinois, The Dan Ryan Expressway and Kennedy Expressway, between 71st Street and Interstate 55, and between Ohio Street and the Edens and it is not a freeway, instead it is called a junior expressway. Grade-level intersections require vehicles to execute left hook turns from the local lanes. Illinois, Illinois Route 53 between Interstate 290 at its end and Kirchhoff Road follows a local-express format. Indiana, The Borman Expressway in Gary, indiana, The I-65/I-70 junction in Indianapolis
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High-occupancy vehicle lane
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The normal minimum occupancy level is 2 or 3 occupants. Regional and corporate-sponsored vanpools, carpools, and rideshare communities give commuters a way to increase occupancy, for places without such services, online rideshare communities can serve a similar purpose. Slugging lines are common in places, where solo drivers pick up a passenger to share the ride. High-occupancy toll lanes have been introduced in the United States to allow solo driver vehicles to use the lane on payment of a variable fee, the introduction of HOV lanes in the United States progressed slowly during the 1970s and early 1980s. Major growth occurred from the mid-1980s to the late 1990s, the busway was opened in December 1973 to carpools with four or more occupants, becoming the first instance in which buses and carpools officially shared a HOV lane over a considerable distance. Average travel time in the HOV facility was 29 minutes, and 64 minutes in the traffic lanes. Three or more people in a vehicle are required to travel on the facility during rush hours on weekdays, the second freeway HOV facility was the contraflow bus lane on the Lincoln Tunnel Approach and Helix in Hudson County, New Jersey, opened in 1970. The first permanent HOV facility in California was the lane at the San Francisco–Oakland Bay Bridge toll plaza. The El Monte Busway in Los Angeles was initially available for buses when it opened in 1973. Three-person carpools were allowed to use the bus lane for three months in 1974 due to a strike by bus operators, and then permanently at a 3+ HOV from 1976. Beginning in the 1970s, the Urban Mass Transit Administration recognized the advantages of exclusive bus lanes, in the 1970s the FHWA began to allow state highway agencies to spend federal funds on HOV lanes. As a result of the 1973 Arab Oil Embargo, interest in ridesharing picked up, the 1978 Surface Transportation Assistance Act made funding for rideshare initiatives permanent. Also during the early 1970s, ridesharing was recommended for the first time as a tool to mitigate air quality problems, the 1970 Clean Air Act Amendments established the National Ambient Air Quality Standards and gave the Environmental Protection Agency substantial authority to regulate air quality attainment. However, it took until 1985 before any HOV project was constructed in Los Angeles County, regional administrators were directed to promote HOV lanes and related facilities. Also in the early 1990s, two laws reinforced the U. S. commitment to HOV lane construction, the Clean Air Act Amendments of 1990 included HOV lanes as one of the transportation control measures that could be included in state implementation plans to attain federal air quality standards. CMAQ funds may be spent on new HOV lane construction, even if the HOV designation holds only at peak times or in the peak direction. ISTEA also provided that under the Interstate Maintenance Program, only HOV projects would receive the 90% federal matching ratio formerly available for the addition of general purpose lanes, and ISTEA permitted state authorities to define a high occupancy vehicle as having a minimum of two occupants. As of 2009, California was the state with the most HOV facilities in the country, with 88, followed by Minnesota with 83 facilities, Washington with 41, Texas with 35, and Virginia with 21
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Germantown, Maryland
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Germantown is an urbanized census-designated place in Montgomery County, Maryland. If Germantown were to incorporate as a city, it would become the second largest incorporated city in Maryland, Germantown is located approximately 25–30 miles outside of the U. S. capital of Washington, D. C. and is an important part of the Washingtonian metropolitan area. Germantown has the assigned ZIP codes of 20874 and 20876 for delivery and 20875 for post office boxes, in the 1830s and 1840s, the central business area was focused around the intersection of Liberty Mill Road and Clopper Road. Several German immigrants set up shop at the intersection and the became known as German Town. Germantown did not have a school until after the end of the American Civil War. During that time, education was handled at homes, in 1868, a one-room schoolhouse was built on Maryland Route 118, near Black Rock Road, which hosted children from both Germantown and neighboring Darnestown. In 1883, a larger schoolhouse was built closer to Clopper Road. Another, newer school was constructed in 1910, on what is now the site of Germantown Elementary School and this school had four rooms, with two downstairs and two upstairs, with each room housing two grade levels. After the eighth grade, the students would head via train to nearby Rockville, although it avoided much of the physical destruction that ravaged other cities in the region, the American Civil War was still a cause of resentment and division among residents of Germantown. Many Germantown residents, particularly those of German ancestry, were against slavery and had sons fighting for the Union Army. In contrast, other residents of Germantown, particularly those of English ancestry, owned slaves, late in the summer and fall of 1861, there were more than twenty thousand Union Army soldiers camped to the west of Germantown, in neighboring Darnestown and Poolesville. Occasionally, these soldiers would come to Germantown and frequent the stores there, in September 1862 and in June 1863, several regiments of Union Army soldiers marched north on Maryland Route 355, on their way to the Battle of Antietam, and the Battle of Gettysburg, respectively. In July 1864, General Jubal Early led his army of Confederate soldiers down Maryland Route 355 to attack the Union capital of Washington, throughout the course of the war, Confederate raiders would often come through the Germantown area. Local farmers in the Germantown area lost horses and other livestock to both Union and Confederate armies, on April 20,1865, George Atzerodt, a co-conspirator in the assassination of U. S. President Abraham Lincoln, was captured in Germantown. He was assigned by John Wilkes Booth to assassinate U. S, vice President Andrew Johnson, but did not do it and instead fled Washington, D. C. on the night of the Lincoln assassination. He was captured at the farm of his cousin Hartman Richter, Atzerodt was hanged on July 7,1865, along with Mary Surratt, Lewis Powell, and David Herold at Washington, D. C. s Fort McNair. George Atzerodt had come to the town with his family from Prussia when he was nine years old. When he was about 14 his father moved the family to Virginia and he was living in Port Tobacco during the Civil War, and supplementing his meager income as a carriage painter by smuggling people across the Potomac River in a row boat
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Clarksburg, Maryland
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As of Census 2010 its population was 13,766. As an unincorporated area, Clarksburgs boundaries are not officially defined, Clarksburg is, however, recognized by the United States Census Bureau as a census-designated place, and by the United States Geological Survey as a populated place. According to the United States Census Bureau, it has an area of 8.3 square miles. As of the 2010 census, there were 13,766 people and 4,352 households residing in the area, the population density was 1,667.9 people per square mile. 13. 9% of all households were made up of individuals and 4. 6% had someone living alone who was 65 years of age or older, the average household size was 3.04 and the average family size was 3.34. In the area, the population was out with 29. 3% under the age of 18,4. 8% from 18 to 24,29. 7% from 25 to 44,27. 4% from 45 to 64. The median age was 38 years, for every 100 females there were 100.2 males. For every 100 females age 18 and over, there were 103.6 males, the median income for a household in the CDP was $88,419, and the median income for a family was $91,216. Males had an income of $63,125 versus $42,283 for females. The per capita income for the area was $33,174, about 3. 4% of families and 4. 6% of the population were below the poverty line, including 6. 3% of those under age 18 and 6. 8% of those age 65 or over. Clarksburg is named for trader John Clarke, and was established at the intersection of the road between Georgetown and Frederick and an old Seneca trail. Jamie, grandson of the trader, built a store in the area around 1770. By 1875, Clarksburg was a town in the northern part of the county. In 1964, the Montgomery County planning commission decided that Clarksburg would be the last community along Interstate 270 that would have large-scale development, the Montgomery County Council adopted a master plan for Clarksburg in 1968, which rezoned land for a mix of townhouses and single-family houses. Another master plan was adopted in 1994, a retail area was planned to be built in Clarksburg, but retail development had not broken ground by 2010, to the dismay of some residents. A Harris Teeter-anchored shopping center opened in 2013, and an outlet mall opened in October 2016. Since 2000 there has been growth in the area of Clarksburg. A new town center is being built in the heart of Clarksburg,2010 Census data show that there are now over 13,677 residents and 4,352 households currently residing in Clarksburg, which consists of a diverse population with a high level of education attainment
28.
U.S. Route 240
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U. S. Route 240 is a defunct designation for a short, but once very important, segment of highway between Frederick, Maryland and Washington, D. C. This route description features US240 as it existed in 1945, US240 began at the intersection of Pennsylvania Avenue and 14th Street near the White House in Washington. US1 followed 14th Street through the intersection. C, ends of MD4 and MD5, respectively. US240 headed west on Pennsylvania Avenue to 15th Street, then entered the White House grounds, which are today known as Presidents Park and features streets closed to the public. The U. S. Highway headed straight west for a block, then curved around the side of the South Lawn to E Street. US240 followed 17th Street north to Farragut Square, where the highway intersected K Street, US240 continued north along Connecticut Avenue to Dupont Circle, which did not yet have an underpass for Connecticut Avenue. At the circle, the U. S. Highway met US29, US240 continued northwest on Massachusetts Avenue. The highway passed through Sheridan Circle, crossed Rock Creek on what is now named the Charles C, glover Memorial Bridge, and passed along part of Observatory Circle on the edge of the circular U. S. Naval Observatory grounds. US240 followed Massachusetts Avenue to its intersection with Wisconsin Avenue next to Washington National Cathedral, there, the U. S. Highway turned north and followed Wisconsin Avenue through Tenleytown to the District of Columbia boundary at Western Avenue in Friendship Heights. US240 followed a divided highway north to its intersection with MD191, which as today headed west as Bradley Boulevard, a divided highway, and east as Bradley Lane. This intersection also served as the end of US240 Alternate, which headed east along MD410 to Connecticut Avenue. North of Bethesda, US240 met the end of MD702 just south of the National Naval Medical Center. The highway descended into the valley of Rock Creek then left the valley, US240 intersected Montrose Road and then the northern end of MD187 at the village of Montrose. The highway began to parallel the Baltimore & Ohio Railroad as it approached the town of Rockville, US240 entered the county seat at Dodge Street and had an acute intersection with MD28. The two highways ran concurrently northwest along a street that no longer exists to Montgomery Avenue, then west on Montgomery Avenue to Washington Street, there, MD28 continued west on Montgomery Avenue and US240 continued out of town on Washington Street. The U. S. Highway paralleled the railroad to Derwood, US240 intersected Shady Grove Road and entered the town of Gaithersburg at Summit Avenue. The highway crossed over the Baltimore & Ohio Railroad between a pair of intersections with MD124, which ran concurrently with US240 across the railroad. US240 continued north from Gaithersburg across Great Seneca Creek to the hamlets of Middlebrook, in the latter location, the highway met the northern end of MD118 at what is now Boland Farm Road and the southern end of MD27 at what is presently Henderson Corner Road
29.
Interstate 95
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I-95 is one of the oldest routes of the Interstate Highway System, yet its completion is still dependent on a project in Pennsylvania and New Jersey that is scheduled to be finished by 2018. Currently, its role in that region has been filled in mainly by I-295, I-195, many sections of I-95 incorporated pre-existing sections of toll roads where they served the same right of way. I-95s two pieces total 1,919.74 mi, the southern terminus of I-95 is at U. S. Route 1 in Miami, Florida, while the northern terminus is at the Houlton–Woodstock Border Crossing with New Brunswick, Canada. I-95 is the longest north–south Interstate, followed by I-75, and the sixth-longest Interstate Highway overall after I-70, I-10, I-40, I-80, I-95 passes through more states than any other Interstate Highway at 15 states, followed by I-90, which crosses 13 states. Average and as densely settled as much of Western Europe and this portion of the highway was notably featured in the film Flight of the Navigator when the spaceship flew along the highway towards Miami. Today, that runs parallel with the turnpike. In the year 2010, the Florida section of I-95 had the most fatalities of all Interstate Highways, the Georgia section of Interstate 95 travels through the marshlands closely following the coastline bypassing the cities of Brunswick and Savannah. It intersects Interstate 16 and then crosses into South Carolina, the road is named the Tom P. Coleman Highway in honor of Senator Tom Coleman who served from 1981 to 1995. The exit numbers were converted from a system to a mileage based system around the year 2000. In the Carolinas, I-95 travels west of the sections and indirectly serves popular destinations such as the Outer Banks, Myrtle Beach. I-95 notably bypasses the cities of Charleston and Raleigh while intersecting major Interstate highways at Florence. I-95 also passes the South of the Border attraction immediately before crossing into North Carolina, in North Carolina, I-95 informally serves as separation between the piedmont and coastal plain regions of North Carolina. Rocky Mount, NC is a control city that is seen from signage in Virginia heading into North Carolina. After Gaston, NC, I-95 crosses into Virginia, I-95 enters the Mid-Atlantic region in Virginia and travels through some of the most populated areas along the east coast. I-95 is concurrent briefly with I-64 in the middle of Richmond before heading toward Northern Virginia, from the tunnels of Baltimore to the bridges of New York, I-95 is mostly a tolled road. A project will fill this gap using the easternmost portion of the Pennsylvania Turnpike, I-95 connects to New York via the George Washington Bridge. I-95 in New York comprises several named expressways, the Trans-Manhattan Expressway, the Cross Bronx Expressway, the Bruckner Expressway, from New Jersey, it is briefly co-signed with U. S.1 and U. S.9. There are many interchanges within this 23-mile stretch that connects New York City to Albany, Upstate New York, I-95 then becomes the New England Thruway to Connecticut, where it continues as the Connecticut Turnpike
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Washington, D.C.
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Washington, D. C. formally the District of Columbia and commonly referred to as Washington, the District, or simply D. C. is the capital of the United States. The signing of the Residence Act on July 16,1790, Constitution provided for a federal district under the exclusive jurisdiction of the Congress and the District is therefore not a part of any state. The states of Maryland and Virginia each donated land to form the federal district, named in honor of President George Washington, the City of Washington was founded in 1791 to serve as the new national capital. In 1846, Congress returned the land ceded by Virginia, in 1871. Washington had an population of 681,170 as of July 2016. Commuters from the surrounding Maryland and Virginia suburbs raise the population to more than one million during the workweek. The Washington metropolitan area, of which the District is a part, has a population of over 6 million, the centers of all three branches of the federal government of the United States are in the District, including the Congress, President, and Supreme Court. Washington is home to national monuments and museums, which are primarily situated on or around the National Mall. The city hosts 176 foreign embassies as well as the headquarters of international organizations, trade unions, non-profit organizations, lobbying groups. A locally elected mayor and a 13‑member council have governed the District since 1973, However, the Congress maintains supreme authority over the city and may overturn local laws. D. C. residents elect a non-voting, at-large congressional delegate to the House of Representatives, the District receives three electoral votes in presidential elections as permitted by the Twenty-third Amendment to the United States Constitution, ratified in 1961. Various tribes of the Algonquian-speaking Piscataway people inhabited the lands around the Potomac River when Europeans first visited the area in the early 17th century, One group known as the Nacotchtank maintained settlements around the Anacostia River within the present-day District of Columbia. Conflicts with European colonists and neighboring tribes forced the relocation of the Piscataway people, some of whom established a new settlement in 1699 near Point of Rocks, Maryland. 43, published January 23,1788, James Madison argued that the new government would need authority over a national capital to provide for its own maintenance. Five years earlier, a band of unpaid soldiers besieged Congress while its members were meeting in Philadelphia, known as the Pennsylvania Mutiny of 1783, the event emphasized the need for the national government not to rely on any state for its own security. However, the Constitution does not specify a location for the capital, on July 9,1790, Congress passed the Residence Act, which approved the creation of a national capital on the Potomac River. The exact location was to be selected by President George Washington, formed from land donated by the states of Maryland and Virginia, the initial shape of the federal district was a square measuring 10 miles on each side, totaling 100 square miles. Two pre-existing settlements were included in the territory, the port of Georgetown, Maryland, founded in 1751, many of the stones are still standing
31.
North Central Freeway (Washington, D.C.)
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The North Central Freeway was a planned freeway in the District of Columbia that would have run from the Inner Loop in D. C. to the Capital Beltway at Silver Spring. The entire route was canceled in 1977 amid vitriolic protest from D. C. residents, in the final plans published in the 1971 D. C. emerging to the north of Michigan Avenue. Running north it would have continued along the corridor to Fort Totten, Washington. In 1959, the Mass Transportation Plan outlined a North Central Freeway routing that would parallel Georgia Avenue through northern D. C, however, no detailed studies into the feasibility or impact of this route were undertaken at the time. A later study conducted in 1964 included diagrams of the 1959 route, the I-70S and I-95 portions of the North Central would be routed along the existing B&O Metropolitan Branch RR. Further savings are realized by placing the rapid transit lines to Silver Spring and this B&O Y route concept North Central Freeway was later politically undermined by planning that failed to follow it. One important aspect of the study was the consideration of consolidating the North Central Freeway, to the Beltway, which it would meet, and continue north of, near Sligo Park. Surprisingly, the stated that the North Central Freeway north of the Beltway would not carry an Interstate designation throughout. Most of the alternatives created during this study retained a six-lane configuration for the northern I-70S segment, tunnels would be constructed in the vicinity of Montgomery College, and the freeway would be depressed in the Brookland area. However, in the Takoma Park, Washington, D. C. the freeway would be slightly elevated, the 1966 plan included separate ramp connections to and from both freeways and North Capitol Street, but deleted round-the-corner connections to and from southbound I-70S and northbound I-95. South of the Northeast Freeway, the North Central Freeway would run to the east of the railroad, also, the 196 plans for the North Central Freeway removed the reversible roadway that had been previously considered. The final length of the NCF would have been 7.71 miles, cost approximately $193 million to build, ultimately, the plan was doomed by further opposition as a direct result of indecisiveness on the part of D. C. and Maryland transportation officials. Traffic that would have use of these freeway corridors was expected to either use the local street grid or the Capital Beltway. In 1971, a released by DeLeuw retained the I-70S/I-95 North Central Freeway configuration. The plans included the 3/4-mile Rhode Island Ave. -Michigan Ave. tunnel, Capital Beltway Northeast Freeway Inner Loop Intercounty Connector Roads to the Future, Washington D. C. Interstates and Freeways A Trip Within the Beltway,1965 Elevated Multi-Level A Trip Within the Beltway,1971 plans
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High-occupancy toll lane
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Unlike toll roads, drivers have an option to use general purpose lanes, on which a fee is not charged. Express toll lanes, which are common, operate along similar lines. The concept developed from high-occupancy vehicle lane systems in order to use of the available capacity. Most implementations are currently in the USA, the first practical implementation was Californias formerly private toll 91 Express Lanes, in Orange County, California, in 1995, followed in 1996 by Interstate 15 north of San Diego. According to the Texas A&M Transportation Institute, by 2012 there were 294 corridor-miles of HOT/Express lanes in operation in the United States and 163 corridor-miles under construction, some systems are reversible, operating in one direction during the morning commute and in the reverse direction during the evening commute. It is typically collected using and electronic toll systems, automatic number plate recognition or at manned toll booths. Exempt vehicles typically include those with at least two, three or four occupants, those that use approved alternative fuels, motorcycles, transit vehicles and emergency vehicles. California Highway Patrol officers have in-vehicle devices which display the declared occupancy of a vehicle, other transportation officials in California took note of this, subsequently leading to the Bay Area officials of Alameda County to adopt a similar system for the planned Interstate 580. However, the long-term benefits—the decrease in delay to able motorists, to offset costs of construction, many transportation agencies lease public roads to a private institution. As a result, construction may be partially or fully funded by the private institution, supporters of HOT lanes counter with the fact that because they encourage the use of public transit and ride sharing, they reduce demand and provide a benefit for all. They also counter concerns about heavy impact against the poor by pointing to the fact that the rich have many ways to ease their commute. Metro ExpressLanes Virginia HOT lanes Road space rationing Transportation demand management List of toll roads in the United States HOT for Transit, transits Experience of High-Occupancy Toll Lanes. National Centre for Transit Research at the University of South Florida, various HOT lane articles on website dedicated to road pricing Impacts of Increasing Vehicle-Occupancy Requirements on HOV/HOT Lanes. Review of Road Pricing to Reduce Congestion, - includes evaluation of 21 HOT lane projects in the U. S. High Occupancy Toll lane Performance Under Alternative Pricing Policies, a Lukewarm Report Card for High-Occupancy Toll Lanes. An evaluation of a high occupnacy toll lane demonstrator project in San Diego
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Freeway
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A controlled-access highway is a type of highway which has been designed for high-speed vehicular traffic, with all traffic flow and ingress/egress regulated. Common English terms are freeway, motorway and expressway, other similar terms include Interstate and parkway. Some of which may be limited-access highways, although this term can refer to a class of highway with somewhat less isolation from other traffic. In countries following Vienna convention, the motorway qualification implies they are forbidden for walking or parking, a controlled-access highway provides an unhindered flow of traffic, with no traffic signals, intersections or property access. They are free of any at-grade crossings with roads, railways, or pedestrian paths. Entrances and exits to the highway are provided at interchanges by slip roads, on the controlled-access highway, opposing directions of travel are generally separated by a median strip or central reservation containing a traffic barrier or grass. Elimination of conflicts with other directions of traffic dramatically improves safety and capacity, controlled-access highways evolved during the first half of the 20th century. Italy opened its first autostrada in 1924 connecting Milan to Varese, Germany began to build its first 30-kilometre autobahn controlled-access highway without speed limits in 1932 between Cologne and Bonn. It then rapidly constructed a system of such roads in anticipation of their use in the Second World War. The first North American freeways opened in the New York City area in the 1920s, Britain, heavily influenced by the railways, did not build its first motorway, the Preston By-pass, until 1958. Most technologically advanced nations feature a network of freeways or motorways to provide high-capacity urban travel, or high-speed rural travel. Many have a national-level or even international-level system of route numbering, exit is marked with another symbol. The definitions of motorway from the OECD and PIARC are almost identical, british Standards Motorway, Limited-access dual carriageway road, not crossed on the same level by other traffic lanes, for the exclusive use of certain classes of motor vehicle. ITE Freeway, A divided major roadway with full control of access and this definition applies to toll as well as toll-free roads. Freeway A, This designates roadways with greater complexity and high traffic volumes. Usually this type of freeway will be found in areas in or near the central core. Freeway B, This designates all other divided roadways with full control of access where lighting is needed, principal arterials may cross through urban areas, serving suburban movements. The traffic is characterized by high speeds and full or partial access control, other roads leading to a principal arterial are connected to it through side collector roads
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Maryland Route 187
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Maryland Route 187 is a state highway in the U. S. state of Maryland. Known as Old Georgetown Road, the highway runs 5.32 miles from MD355, MD187 is a four- to six-lane highway that runs parallel to MD355 through suburban areas of southern Montgomery County. The highway was paved through Bethesda by 1910, the remainder of MD187 was constructed in the mid- to late 1920s. The highway was relocated at its end and expanded to a divided highway over most of its length in the late 1960s. MD 187s interchanges with Interstate 270 and I-495 were built in the late 1950s and early 1960s, respectively, MD187 begins at an intersection with MD355 and westbound MD410 next to the Bethesda station of the Washington Metro in downtown Bethesda. The state highway heads northwest as a two-lane one-way street to Woodmont Avenue, southbound MD187 traffic is required to turn north or south onto Woodmont Avenue. Woodmont Avenue, which becomes a southbound one-way street at the intersection, leads to Montgomery Lane, MD187 intersects several entrances to the federal campus and passes to the east of the tiny village of Oakmont at its junction with Cedar Lane. MD187 enters North Bethesda at its interchange with I-495. The state highway intersects Democracy Boulevard, a county highway heads west past Walter Johnson High School. North of Democracy Boulevard, MD187 meets I-270 at an diamond interchange whose ramps also connect with Rockledge Boulevard. The highway intersects Tuckerman Lane north of I-270 and continues northeast toward the White Flint area of North Bethesda, at its intersection with Executive Boulevard, MD187 curves to the east and reaches its northern terminus at MD355 just north of the White Flint Metro station. MD187 is a part of the National Highway System as a principal arterial for its entire length, Old Georgetown Road is part of the original highway between Rockville and Georgetown. This course was used by portions of General Edward Braddocks army from Alexandria, Virginia, to Cumberland, Maryland, the Rockville and Georgetown Turnpike, which opened in 1818, included a descent into the valley of Rock Creek that bypassed MD 187s portion of the Rockville–Georgetown highway. The portion of Old Georgetown Road from that turnpike in Bethesda to the community of Alta Vista at Cedar Lane was paved as a road by Montgomery County with state aid by 1910. MD187 was extended to what is now Democracy Boulevard in 1924, the highway was extended as a macadam road to Tuckerman Lane in 1928. MD187 was completed with a concrete section northeast to U. S. Route 240 in 1929, MD187 was widened with a pair of 3-foot-wide concrete shoulders from Bethesda to Alta Vista between 1924 and 1926. That same stretch was widened with another concrete shoulder and resurfaced in 1940, MD187 was widened a third time in downtown Bethesda with a 9-foot-wide bituminous shoulder in 1948. The highways original interchange with the Washington National Pike was built between 1957 and 1959
35.
Cloverleaf interchange
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A cloverleaf interchange is a two-level interchange in which left turns are handled by ramp roads. To go left, vehicles first continue as one passes over or under the other, then exit right onto a one-way three-fourths loop ramp. The objective of a cloverleaf is to two highways to cross without the need for any traffic to be stopped by red lights, even for left. The limiting factor in the capacity of an interchange is traffic weaving. Cloverleaf interchanges, viewed from overhead or on maps, resemble the leaves of a four-leaf clover, in the United States, cloverleaf interchanges existed long before the interstate system. They were originally created for busier interchanges that the diamond interchange system could not handle. Their chief advantage was that they were free-flowing and did not require the use of devices as traffic signals. This not only made them an option for interchanges between freeways, but they could also be used for very busy arterials where signals could present congestion problems. They are common in the United States and have used for over 40 years as the Interstate Highway System expanded rapidly. One problem is that, frequently, large trucks exceeding the speed limit roll over. Another problem is the merging of traffic, for these reasons, cloverleaf interchanges have become a common point of traffic congestion at busy junctions. At-grade cloverleaf configurations with four leaves and full outside slip ramps are extremely rare, though one exists in Toms River. Any other intersection with one, two, or three leaf ramps with outer ramps would not be designated a cloverleaf and simply be referred to as a jughandle or parclo intersection. The first cloverleaf interchange patented in the US was by Arthur Hale, several cloverleaf interchanges were built in the late 1920s, however, it is unclear which was first. The first cloverleaf interchange built in the United States was the Woodbridge Cloverleaf at intersection of the Lincoln Highway and Amboy—now St. Georges—Avenue in Woodbridge Township and it opened in 1929, and has been replaced with a partial cloverleaf interchange. The original cloverleaf interchange was designed by the Rudolph and Delano building firm from Philadelphia, and was modeled after a plan from Buenos Aires, Argentina. The first cloverleaf west of the Mississippi River opened on August 20,1931, at Watson Road and Lindbergh Boulevard near St. Louis, Missouri and this interchange, however, has since been replaced with a diamond interchange. The cloverleaf was patented in Europe in Switzerland on October 15,1928, the first cloverleaf in Europe opened in October 1935 at Slussen in central Stockholm, Sweden, followed in 1936 by Schkeuditzer Kreuz near Leipzig, Germany
36.
Randolph Road
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Randolph Road is a county highway in the U. S. state of Maryland. The highway is the component of a mostly four- to six-lane 16. Montrose Road begins at Maryland Route 189 in Potomac, the highway heads east through a junction with Interstate 270 before the main course continues as Montrose Parkway in North Bethesda. Montrose Parkway continues through a junction with MD355, east of which the highway becomes Randolph Road, Randolph Road intersects MD586 and MD185 in Wheaton, MD97 in Glenmont, and MD650 in Colesville. The highway continues southeast toward Fairland, where it meets U. S. Route 29, the highway continues from US29 as Cherry Hill Road through an intersection with MD212 in Calverton before reaching its eastern end at US1 in College Park. A significant portion of Montrose Road, Randolph Road, and Cherry Hill Road existed along or near their present alignments by the early 20th century, the major exceptions were Montrose Road west of I-270 and Randolph Road from North Bethesda to Glenmont. Much of the county highways were improved as modern roads by the mid-1940s, Randolph Road from Glenmont to Colesville was originally known as Glenmont Road and constructed as Maryland Route 183 in the late 1910s. The North Bethesda–Glenmont stretch of Randolph Road was built as a divided highway in the 1950s. MD183 was expanded to a highway in the mid-1970s then transferred to county control in the early 1980s. Montrose Road was reconstructed as a connecting route associated with the construction of I-270 in the late 1950s. The first phase of Montrose Parkway was constructed in the late 2000s, the continuous highway comprising Montrose Road, Montrose Parkway, Randolph Road, and Cherry Hill Road has a total length of 16.8 miles from MD189 in Potomac to US1 in College Park. Montrose Road runs 2.4 miles from Potomac to Montrose Parkway in North Bethesda, Montrose Road continues east from there, but is bypassed by Montrose Parkway, which has a length of 1.3 miles to its eastern end beyond MD355. Randolph Road spans 9 miles through Wheaton, Glenmont, Colesville, the highway continues as Cherry Hill Road for 4.1 miles through Calverton to College Park. Montrose Road begins at an intersection with MD189 in Potomac, the highway heads east as a two-lane controlled-access highway through a forested corridor between two residential subdivisions. Those neighborhoods are accessed via the intersection through the corridor with Whites Ford Way. The corridor ends at Seven Locks Road, where Montrose Road expands to a divided highway. The highway has a interchange with the access road to a residential subdivision to the north before its cloverleaf interchange with I-270. Montrose Road is state-maintained and designated MD927 for 0.45 miles from the ramp from southbound I-270 to westbound Montrose Road east to the intersection with Tower Oaks Boulevard
37.
Single-point urban interchange
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A single-point urban interchange, also called a single-point interchange or single-point diamond interchange, is a type of highway interchange. The design was created in order to move large volumes of traffic through limited amounts of space safely and efficiently. Sometimes a SPUI will allow traffic to proceed straight through from the off-ramp to the on-ramp, since most through traffic travels over or under the intersection, the SPUI is still much more efficient than a surface intersection. The most commonly cited advantages of single point urban interchanges are improved operation efficiency, left turning traffic from both directions of the intersecting roadways are able to turn simultaneously without crossing the path of the opposing left turns. Because traffic passing through the interchange can be controlled by a single signal, SPUIs also allow for wider turns, easing movement for large vehicles such as trucks and RVs. Finally, single point urban interchanges are reportedly safer than other space-efficient interchange forms such as diamond interchanges, the major disadvantage of single point urban interchanges over other types of road junctions is the increased cost due to the need for a longer or wider bridge. A freeway-under SPUI requires a bridge over the free-flowing road to make room for the compressed on-. Additionally, because vehicles must be able to cross the pavement in six different ways and this can be unsafe particularly if drivers are unfamiliar with the interchange type. Drivers making a turn may become confused as oncoming turning traffic passes them on the right-hand side. In general, SPUI designs should not be used where traffic is expected unless fairly substantial changes to the design or special accommodations are provided. Pedestrians are usually not able to get through the intersection with one green light and it can take up to four cycles to walk through the entire length of a SPUI. Finally, SPUIs can be difficult to clear of snow. Additionally, if the area of uncontrolled pavement is on a bridge, as in the diagram. This problem can be exacerbated by the large bridge width required by the SPUI. Given that a SPUI allows only left and right turns, drivers may not re-enter the freeway they are departing within a SPUI, other interchange types designed for efficiency, such as the six ramp parclo and the diverging diamond, require just two signal phases. The first SPUI opened on February 25,1974 along US19 and it was designed by Wallace Hawkes, Director of Transportation Engineering at J. E. Greiner, Inc. who has been called the granddaddy of the urban interchange. This design has recently been altered to include roads in each direction. Several SPUIs, built in the 1970s and later, are located on German autobahns like the A40, A42, A44, A46, A57, A59, there is also a SPUI on the Frankenschnellweg, the urban part of the A73, and Maximilianstraße, in Nuremberg
38.
Maryland Route 189
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Maryland Route 189 is a state highway in the U. S. state of Maryland. Known as Falls Road, the highway runs 5.05 miles from MD190 in Potomac to Great Falls Road, MD189 connects Rockville with Potomac and the Great Falls of the Potomac River in southwestern Montgomery County. The highway was constructed from Rockville to Potomac by the early 1920s, MD189 was expanded to a divided highway around its newly constructed interchange with Interstate 270 in the late 1980s. The highway was truncated at both ends in the late 1990s, MD189 begins at an intersection with MD190 in the village center of Potomac. Falls Road continues south as a county highway to MacArthur Boulevard and the entrance to the Chesapeake and Ohio Canal National Historical Park, MD189 heads north as a two-lane road that passes through several sharp curves between the Bullis School and the Falls Road Golf Course. The highway meets the end of Montrose Road shortly before entering the city of Rockville. MD189 expands to a divided highway ahead of its intersection with Wootton Parkway. Great Falls Road heads north toward the west end of downtown Rockville, MD189 was paved as an 18-foot-wide macadam road from Montgomery Avenue in Rockville to Potomac by 1921. The highway was extended as a road from Potomac to what is now MacArthur Boulevard near Great Falls in 1930. MD189 did not originally have an interchange with Washington National Pike, the highways single-point urban interchange with I-270 was built in 1988. As part of project, MD189 was expanded to a four-lane divided highway from south of Wootton Parkway to Maryland Avenue. The latter intersection was placed in its present form at that time, MD189 was rolled back from Great Falls to its present southern terminus in Potomac in 1999. The highway was removed from Great Falls Road in Rockville in 2000, the entire route is in Montgomery County. Maryland Roads portal MDRoads, MD189
39.
Maryland Route 28
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Maryland Route 28 is a state highway in the U. S. state of Maryland. The state highway runs 37.38 miles from U. S. Route 15 in Point of Rocks east to MD182 in Norwood, the western portion of MD28 is a rural highway connecting several villages in southern Frederick County and western Montgomery County. By contrast, the portion of the state highway is a major east–west commuter route, particularly within Gaithersburg. MD28 was an original 1927 Maryland state highway, the state highway originally extended north and east through Olney to Ashton, but the highway was rolled back to Norbeck in the 1940s. MD28 was extended east to its present eastern terminus in the early 1980s, the original western terminus was in Tuscarora, but the state highway was extended to Point of Rocks around 1970. The highway is part of the National Highway System as a principal arterial from MD112 in Darnestown to MD182 in Norwood. MD28 begins at an intersection with US15 in Point of Rocks, the state highway heads east as two-lane Clay Street, which parallels CSXs Metropolitan Subdivision rail line and the linear Chesapeake and Ohio Canal National Historical Park through town. MD28 passes the Point of Rocks station of MARCs Brunswick Line where the Metropolitan Subdivision, the state highway parallels and then crosses at grade to the south side of the Old Main Line Subdivision at the east end of town. MD28 continues east as Tuscarora Road, which crosses Washington Run, the highway passes through the hamlet of Tuscarora before reaching a three-way intersection with MD85, which heads north as Buckeystown Pike. MD28 turns southeast onto Dickerson Road, MD28 heads southeast and crosses the Monocacy River at Furnace Ford shortly before entering Montgomery County. Immediately after Mt. Ephraim Road, MD28 turns south, MD28 crosses the Little Monocacy River before the intersection with Martinsburg Road, which heads southwest toward the Dickerson Generating Station and Whites Ferry. MD28 continues southeast as Darnestown Road toward Beallsville, where the highway intersects MD109, the highway passes the Hanover Farm House at Four Streams Golf Club and crosses Dry Seneca Creek. MD28 crosses Seneca Creek and passes Seneca Creek State Park before entering Darnestown, within Darnestown, the state highway intersects MD118 and MD112. MD28 continues southeast along the edge of Gaithersburg and passes by the new urbanist development Kentlands. The highway crosses Muddy Branch parallel to a pair of spurs on the south designated MD899. After the state highway expands to six lanes and intersects Muddy Branch Road, MD28 curves south through the western part of Rockville and meets the western end of Gude Drive, which provides a bypass of downtown Rockville, and the eastern end of Darnestown Road. The highway curves east again and crosses Watts Branch within its seven-ramp partial cloverleaf interchange with Interstate 270, MD28 continues through the West Montgomery Avenue Historic District as a two-lane road with center turn lane. MD28 becomes a highway and its name changes to Veirs Mill Road at Monroe Street shortly before its oblique intersection with MD355 to the north of Richard Montgomery High School
40.
Park and ride
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The vehicle is left in the car park during the day and retrieved when the owner returns. Park and rides are located in the suburbs of metropolitan areas or on the outer edges of large cities. A park and ride that only offers parking for meeting a carpool and not connections to public transport may be called a park, Park and ride is abbreviated as P+R on road signs in the UK, and is often styled as Park & Ride in marketing. In Sweden, a tax has been introduced on the benefit of free or cheap parking paid by an employer, the tax has reduced the number of workers driving into the inner city, and increased the usage of park and ride areas, especially in Stockholm. The introduction of a tax in Stockholm has further increased the usage of park. In Prague, park and ride car parks are established near some metro and these car parks offer low prices and all-day and return tickets including the public transport fare. Park and ride facilities allow commuters to avoid a stressful drive along congested roads and they may well reduce congestion by assisting the use of public transport in congested urban areas. There is not much research on the pros and cons of park and it has been suggested that there is a lack of clear-cut evidence for park and rides widely assumed impact in reducing congestion. Park and ride facilities help commuters who live beyond practical walking distance from the station or bus stop. They may also suit commuters with alternative fuel vehicles, which often have reduced range and they also are useful as a fixed meeting place for those carsharing or carpooling or using kiss and ride. Also, some transit operators use park and ride facilities to more efficient driving practices by reserving parking spaces for low emission designs, high-occupancy vehicles. Many park and rides have passenger waiting areas and/or toilets, travel information, such as leaflets and posters, may be provided. At larger facilities, extra services such as an office, food shop, car wash. These are often encouraged by municipal operators to use of park. Park and ride facilities, with dedicated car parks and bus services, Oxford operated the first such scheme, initially with an experimental service operating part-time from a motel on the A34 in the 1960s and then on a full-time basis from 1973. Better Choice Parking first offered an airport park and ride service at London Gatwick Airport in 1978, Oxford now operates park and ride from 5 dedicated car parks around the city. As of 2015, Oxford has the biggest urban park & ride network in the UK with a capacity of 5,031 car parking spaces. One of the largest park and rides in Saudi Arabia is located at Kudai in Mecca and it helps people go the Masjid al-Haram, There is a Shuttle Service operated by SAPTCO that takes people during Ramadan from the Kudai Parking to the Masjid al-Haram
41.
Shady Grove station
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Shady Grove is a Washington Metro station in Derwood, Maryland, United States. The station was opened on December 15,1984, and is operated by the Washington Metropolitan Area Transit Authority. Serving as the terminus of the Red Line, it was the station most distant from downtown Washington until July 26,2014. The station is the location of the Shady Grove Yard, one of the largest storage yards in the Metrorail system, despite its name, Shady Grove station is located within the unincorporated community of Derwood, it takes its name from Shady Grove Road to the north. Much of the area is industrial or low-density residential in nature. A toll road extending east to I-95, the station is the northernmost station in the Washington Metro system. The Sector Plan divides the area into five districts, Metro North, Metro East, Metro West, Metro South. Combined, there will be over 6,000 residential units within walking distance of Shady Grove station, in addition, the plan encourages the creation of a walkable street grid with defined main streets integrated with a comprehensive open space and park system. The station opened on December 15,1984 and its opening coincided with the completion of 7 miles of rail northwest of the then named Grosvenor station and the opening of the Rockville, Twinbrook, and White Flint stations. In 1996, this station was the site of the Washington Metros second fatal accident in one person was killed. The Washington Post reported that the train was two months overdue for scheduled brake maintenance. A degradation of performance could have played a role in the crash. The crash, which occurred during the Blizzard of 1996, was caused by a failure in the trains Automatic Train Control system, WMATA, Shady Grove Station StationMasters Online, Shady Grove Station
42.
Maryland Route 200
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Maryland Route 200, more commonly known as the Intercounty Connector or ICC, is a tolled freeway in Maryland which connects Gaithersburg in Montgomery County and Laurel in Prince Georges County. The highway was proposed in the 1960s as part of the Washington Outer Beltway. While other parts of the Outer Beltway were canceled, the ICC, the roads long history as an unbuilt proposed road stems from the controversy that has surrounded it over the years, including the cost which exceeded $2.56 billion. Fulfilling a 2002 campaign promise, Maryland Governor Robert Ehrlich pushed to begin construction of the road, with additional support from his successor, Governor Martin OMalley, construction began on November 13,2007. The first segment, from I-370 to Maryland Route 28, opened on February 23,2011, the final segment to US1 opened on November 7,2014. Several new ramps and collector-distributor roads were built between this interchange and MD355, MD200 continues northeast from there as a six-lane freeway through Redland Station, turning east to pass over Shady Grove Road, and then under Redland Road, paralleling Mill Creek. This is the location of the toll gantry. MD200 shortly curves to the east on the approach to the overpass for Olde Mill Run. The Olde Mill Run overpass is the section of MD200 with full 12-foot shoulders on each side. After the overpass, MD200 turns southeast, passing under Needwood Road, the route, now running slightly to the southeast begins the approach to MD97. MD200 turns more eastward, running towards North Branch Stream Valley Park, and passing over the branch of Rock Creek. This is the location of the toll gantry. The route enters the Norbeck area, and passes under Emory Lane, just east of there is where a hybrid cloverleaf interchange with MD97 is located. A park-and-ride may be built at this interchange, when the road opened in February 2011, it temporarily came to an end at a traffic light located just east of MD97 at MD28. The route then curves southeastward, passing under MD28 and Longmead Crossing Drive, MD200 then curves slightly more eastward toward Aspen Hill, where the freeway intersects MD182, shortly after entering the Northwest Branch Recreational Park. The route travels though the park for a stretch, bridging the Northwest Branch three times, exits the park, and then eastward, passing under Notley Road. MD200 then turns slightly to the northeast near Colesville and meets MD650 at a single-point urban interchange. MD200 then continues eastward, passes through Upper Paint Branch Park and bridges several creeks, including the namesake Paint Branch, the route then passes under Old Columbia Pike with no access to this local road
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Interstate 95 in Maryland
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Portions of the highway are tolled. Between the Delaware state line and the Baltimore City line, I-95 is known as the John F. Kennedy Memorial Highway, Interstate 95 enters the state of Maryland concurrent with Interstate 495, the Capital Beltway. Just beyond I-295 the two routes interchange with MD210, a major route into southern D. C. Turning northwest the Beltway enters Greenbelt Park, intersecting the Baltimore-Washington Parkway in the edge of the park. Just after the B-W Parkway the two routes interchange with MD201, which connects to the terminus of the B-W Parkway at US50 near the D. C. line. Now turned fully west, the Beltway runs through the edge of College Park, interchanging with the Greenbelt metro stations access roadway. Beyond the US1 interchange, I-95 encounters its own route at the College Park Interchange, I-495 continues west, alone, on the Capital Beltway to Interstate 270, while I-95 turns north onto its own planned alignment. The interchange includes access to a Park and Ride, running northeast, I-95, still eight lanes wide, passes through Beltsville, interchanging with MD212 near the community. Passing over the Patuxent River just south of the Rocky Gorge Dam, North of the MD216 interchange, the route encounters its first rest area in the state of Maryland, with each carriageway served by its own facility. Continuing northeast, I-95 intersects MD32 at a modified directional cloverleaf, North of this unusual interchange, I-95 encounters MD175, the main access route into Columbia, at a less-radical directional cloverleaf interchange. After the MD175 interchange comes the MD100 interchange, providing access to Ellicott City, US29, and Interstate 70 to the west, and the Baltimore-Washington Parkway and Interstate 97 to the east. Traffic not authorized to use of either of the direct routes through Baltimore is encouraged to use the eastern half of I-695. South of Baltimore, I-95 is maintained by the Maryland State Highway Administration, north of the southern Baltimore city line, continuing on its northeasterly track, the route intersects US1 Alt. just beyond the city line. I-95s interchange with US1 Alt. incorporates stubs and unused embankments that would have used for the planned eastern terminus of I-70 within Baltimore. Continuing past this interchange, I-95 intersects Washington Blvd. A local city street, before encountering the main route into the central business district. I-95 also interchanges with the terminus of the Baltimore-Washington Parkway within the I-395 interchange. After interchanging with both routes, I-95 interchanges with MD2 and Key Highway, the route offering access to Fort McHenry
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Laurel, Maryland
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Laurel is a city in northern Prince Georges County, Maryland, in the United States, located midway between Washington, D. C. and Baltimore on the Patuxent River. Largely residential today, the city maintains a district centered on its Main Street. Laurel Park, a horse racetrack, is located just outside city limits. Many dinosaur fossils from the Cretaceous Era are preserved in a 7. 5-acre park in Laurel, the site, which among other finds has yielded fossilized teeth from Astrodon and Priconodon species, has been called the most prolific in the eastern United States. From the Late Glacial age in 10,700 B. C. to 8,500 B. C, Laurels climate warmed and changed from a Spruce forest to a hardwood forest. In the Late Archaic period from 4,000 to 1,000 B. C, Laurel would have been covered primarily with an Oak and Hickory forest. Laurel was formed from land on the line of the Patuxent River patented by the Snowden family in 1658 as part of the 12, 250-acre New Birmingham plantation. The Washington Turnpike Road Company built Route 1 between 1796 and 1812, creating a major North-South land route with George Washington as a regular traveler, milsteads Hotel halfway house was built in town to serve four stage lines a day in 1816. Nicholas Snowden built a grist mill on the site circa 1811 which grew to a cotton mill by the 1820s. In 1828, a survey was conducted to build a canal from Baltimore to Georgetown to connect to the proposed C&O canal. Tiffany and the mill expanded greatly with the addition of the Avondale Mill building in 1844, Mill president Horace Capron with his partners built housing for close to 300 workers, and a bigger cotton mill. Cotton duck from the mill was shipped down what would become Laurel’s Main Street, a substantial dam was built in 1850. As a mill town, Laurel was somewhat unusual in Prince George’s County and was surrounded by agricultural endeavors, during the 1840s, three historic churches in the community—the Methodist Est. 1842, St. Mary of the Mills Est,1845, and St. Philips Est.1839 —established what are still vigorous congregations. During the Civil War, Laurel Factory, like much of Maryland, was a divided community, Union soldiers patrolled the railroad, and for a time there was also a Union hospital. During the latter half of the 19th century, while it operated its factories. Laurel evolved into a suburban town. Many of its residents commuted by rail to jobs in Washington or Baltimore, the town was incorporated in 1870 and reincorporated in 1890 to coincide with a new electric power plant and paved streets and boarded sidewalks
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Maryland Route 117
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Maryland Route 117 is a state highway in the U. S. state of Maryland. The highway runs 12.40 miles from MD28 near Dawsonville east to West Diamond Avenue next to MD355 in Gaithersburg, MD117 was the inspiration for the 1971 hit song Take Me Home, Country Roads. MD117 originally consisted of three disjoint segments, the segment from MD28 to west of Boyds was built in the early 1910s and extended to Boyds in the late 1920s. The two other segments were built west from Germantown and west from MD124 in Gaithersburg in the early 1930s, MD117 east of MD124 was originally part of the latter highway, which was constructed in the early 1910s. The two gaps in MD117 were filled in the early to mid-1950s before the route between Boyds and Gaithersburg was transferred to county maintenance in the late 1950s. MD117 was returned to its course from Boyds to Gaithersburg in the mid-1970s, the highway was expanded to a four- to six-lane divided highway in parts of Germantown and Gaithersburg by the late 1990s. MD117 begins at an intersection with MD28 between Dawsonville and Beallsville, the highway heads north as two-lane road Bucklodge Road past the historic home Friends Advice, then curves northeast and crosses Bucklodge Branch. MD117 passes under CSXs Metropolitan Subdivision, which carries MARCs Brunswick Line, the highway curves southeast at its tangent junction with Barnesville Road and assumes that name as it approaches the village of Boyds. At the southern end of MD121, MD117 turns south onto Clarksburg Road, just south of the railroad, the highway turns east onto Clopper Road, which parallels the railroad then veers away southeast and crosses Little Seneca Creek. East of Little Seneca Creek, MD117 enters the area of Germantown. The highway expands to a divided highway at Kingsview Middle School and intersects MD118. MD117 gains an eastbound lane to MD119, where the divided highway ends. The highway crosses Great Seneca Creek and passes an entrance to Seneca Creek State Park, MD117 expands to a four-lane undivided highway as it enters the city of Gaithersburg. The highway intersects Metropolitan Grove Road, which leads to the eponymous MARC station, MD117 expands to a six-lane divided highway west of its intersection with MD124. The highway continues east as West Diamond Avenue along the edge of an unincorporated enclave within the city of Gaithersburg. The enclave contains the campus of the National Institute of Standards and Technology, east of the federal agencys campus, MD117 has a partial interchange with I-270. The interchange consists of a ramp from the state highway to southbound I-270. Connections with I-270 in the direction of Frederick are made via the interchange with MD124 to the north
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Maryland Route 124
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Maryland Route 124 is a state highway in the U. S. state of Maryland. The highway runs 17.03 miles from MD28 in Gaithersburg north to MD108 in Damascus, MD124 connects the central and northern Montgomery County communities of Gaithersburg, Montgomery Village, Redland, Laytonsville, and Damascus. MD124 was built from Laytonsville south to Redland by 1910, the intervening segment between Gaithersburg and Redland was built via Washington Grove in the early 1920s. MD 124s original route was completed when Laytonsville–Damascus highway was constructed between the mid-1920s and early 1930s, the highway bypassed Laytonsville in the late 1950s. The highway was rerouted north of MD355, bypassing downtown Gaithersburg and Washington Grove along highways built by Montgomery County in the mid-1970s. MD124 begins as Quince Orchard Road at an intersection with MD28 adjacent to Quince Orchard High School at the corner of the city of Gaithersburg. Quince Orchard Road heads south as a county highway into North Potomac, the state highway veers east into the city and intersects MD119. MD124 fully re-enters Gaithersburg at its junction with MD117, the highway remains undivided until its passes under CSXs Metropolitan Subdivision, which carries MARCs Brunswick Line. North of the crossing, MD124 has a partial cloverleaf interchange with I-270. There is no access from northbound MD124 to southbound I-270 or from northbound I-270 to southbound MD124, those movements are made via MD117. North of its underpass of the freeway, MD124 expands to six lanes, including turn lanes, the highway is 11 lanes wide on the south side of the intersection. There is no access from southbound MD124 to southbound MD355, that movement is made via Russell Avenue. MD124 continues north from MD355 as six-lane Montgomery Village Avenue, North of the mall, the state highway leaves the city limits and turns east onto four-lane Midcounty Highway, Montgomery Village Avenue continues through the heart of Montgomery Village. MD124 re-enters Gaithersburg at its intersection with Goshen Road, the highway leaves and enters the city limits again around its crossing of Whetstone Run. East of the stream, MD124 turns north onto Woodfield Road, MD124 continues as a four-lane undivided highway through an industrial area surrounding the Montgomery County Airpark. South of Airpark Road, which access to the airport, MD124 expands to a six-lane divided highway. North of that county road, the highway gradually drops lanes and the median until it is a highway at East Village Avenue. MD124 passes to the west of Laytonsville, access to the town is provided via Warfield Road, North of the latter highway, the state highway crosses Goshen Branch and Great Seneca Creek
47.
Maryland Route 118
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Maryland Route 118 is a state highway in the U. S. state of Maryland. Known as Germantown Road, the highway runs 7.08 miles from MD28 in Darnestown north to MD355 in Germantown, MD118 is the four- to six-lane main highway through the central Montgomery County community of Germantown. The highway also connects Germantown and Darnestown with Interstate 270, the northernmost part of MD118 was paved by 1910. The highway was extended south through Germantown in the early 1920s, MD118 was relocated and expanded to a divided highway through Germantown in the late 1980s and late 1990s, and near its northern end in the mid-1990s. MD118 begins at an intersection with MD28 in the village of Darnestown, the highway heads north as a two-lane road that crosses Great Seneca Creek and passes an electrical substation south of Black Rock Road. MD118 enters the area of Germantown at the entrance to South Germantown Recreational Park. The route expands to a divided highway just south of its intersection with MD117. MD118 intersects Wisteria Drive, Middlebrook Road, and Crystal Rock Drive within the Germantown Town Center commercial area, MD118 passes the Germantown campus of the United States Department of Energy at its partial cloverleaf interchange with I-270, through which the highway temporarily reduces to four lanes. The route passes the Germantown campus of Montgomery College before reaching its terminus at MD355. Germantown Road continues east as a county highway toward Montgomery Village. MD118 is a part of the National Highway System as a principal arterial from MD117 to its terminus at MD355 in Germantown. The macadam road was extended south to what is today the MD117 intersection in what was called Old Germantown in 1923, MD118 was extended south as a concrete road from Old Germantown to Black Rock Road in 1930. The highway was completed when the road was extended to MD28 at Darnestown in 1934. MD118 originally followed most of its present course, the highway followed what are today Liberty Mill Road and Walter Johnson Road through Old Germantown and Germantown and Boland Farm Road at its northern end at U. S. Route 240. Washington National Pike was completed from MD121 in Clarksburg to MD118 in Germantown in 1954 and that same year, MD118 had curves modified, was widened to 24 feet, and was resurfaced from the new freeway to US240. MD118 was expanded to a highway on either side of the cloverleaf interchange by 1963. The first step of the highways relocation through Germantown was completed in 1987, MD118 was expanded to a divided highway from Aircraft Drive to Middlebrook Road and built as a divided highway on its present alignment from Middlebrook Road to Wisteria Drive. The highway turned east onto Wisteria Drive to connect back with the old two-lane highway, MD118 was relocated from Seneca Meadows Parkway to its present junction with MD355 in 1995
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Maryland Route 27
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Maryland Route 27 is a state highway in the U. S. state of Maryland. Known for most of its length as Ridge Road, the highway runs 39.17 miles from MD355 in Germantown north to MD30 in Manchester, MD27 follows a ridge that separates several watersheds in northern Montgomery County and Carroll County. S. MD27 follows what were originally MD29 and part of MD31, the highway received its present number south of Westminster in a swap with US29 in 1934 and north of Westminster in 1967. Ridge Road south of Mount Airy and Manchester Road between Westminster and Manchester were constructed as one of the state roads in the early to mid-1910s. The Mount Airy–Westminster portion of MD27 was built in the 1920s, MD27 was reconstructed in the early to mid-1950s from Germantown to Westminster. MD31 was reconstructed north of Westminster in the late 1950s, MD27 bypassed Mount Airy in the 1970s, leaving behind MD808. The highway was relocated at its end in the mid-1990s to improve access between Damascus and Germantown and I-270. MD27 runs on top of or in the vicinity of a ridge known for most of its length as Parrs Ridge. This ridge separates several sets of watersheds in central Maryland, with the result that MD27 bridges no significant streams. From Damascus north, all streams west of the flow into the Monocacy River, including Bennett Creek, Bush Creek. MD27 begins as Ridge Road at an intersection with MD355 on the edge of Germantown. MD27 curves north through an intersection with Henderson Corner Road. The highway passes through the hamlet of Cedar Grove on its way to Damascus, at Damascus High School, MD27 gains a center turn lane, a second lane northbound, then becomes a four-lane undivided highway. The highway becomes two lanes again at the west end of downtown Damascus, curves east, then north to remain on Ridge Road. The road continues straight east as MD108, which leads to MD124, MD27 starts out of Damascus as a four-lane undivided highway but quickly drops to two lanes. At the north end of the town, the state highway meets the northern end of county-maintained Woodfield Road. MD27 meets the end of MD80 in the hamlet of Claggettsville. The highway crosses the Patuxent River just south of its source, between a pair of intersections with Penn Shop Road, MD27 crosses a sliver of Montgomery County before entering Frederick County and expanding to a four-lane divided highway
49.
Overhead power line
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An overhead power line is a structure used in electric power transmission and distribution to transmit electrical energy along large distances. It consists of one or more conductors suspended by towers or poles, since most of the insulation is provided by air, overhead power lines are generally the lowest-cost method of power transmission for large quantities of electric energy. Towers for support of the lines are made of wood, steel or aluminum, concrete, the bare wire conductors on the line are generally made of aluminum, though some copper wires are used in medium-voltage distribution and low-voltage connections to customer premises. Today overhead lines are operated at voltages exceeding 765,000 volts between conductors, with even higher voltages possible in some cases. Medium voltage – between 1000 volts and 69 kV, used for distribution in urban and rural areas, high voltage, used for sub-transmission and transmission of bulk quantities of electric power and connection to very large consumers. Extra high voltage – over 230 kV, up to about 800 kV, used for long distance, ultra high voltage – higher than 800 kV. Structures for overhead lines take a variety of shapes depending on the type of line, tubular steel poles are typically used in urban areas. High-voltage lines are carried on lattice-type steel towers or pylons. For remote areas, aluminum towers may be placed by helicopters, concrete poles have also been used. Poles made of reinforced plastics are available, but their high cost restricts application. Each structure must be designed for the loads imposed on it by the conductors, the weight of the conductor must be supported, as well as dynamic loads due to wind and ice accumulation, and effects of vibration. Where conductors are in a line, towers need only resist the weight since the tension in the conductors approximately balances with no resultant force on the structure. Flexible conductors supported at their ends approximate the form of a catenary, depending on the design criteria for a particular line, semi-flexible type structures may rely on the weight of the conductors to be balanced on both sides of each tower. More rigid structures may be intended to remain standing even if one or more conductors is broken, such structures may be installed at intervals in power lines to limit the scale of cascading tower failures. Foundations for tower structures may be large and costly, particularly if the conditions are poor. Each structure may be stabilized considerably by the use of guy wires to counteract some of the forces applied by the conductors, Power lines and supporting structures can be a form of visual pollution. In some cases the lines are buried to avoid this, but this undergrounding is more expensive, for a single wood utility pole structure, a pole is placed in the ground, then three crossarms extend from this, either staggered or all to one side. The insulators are attached to the crossarms, for an H-type wood pole structure, two poles are placed in the ground, then a crossbar is placed on top of these, extending to both sides
50.
Maryland Route 121
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Maryland Route 121 is a state highway in the U. S. state of Maryland. Known as Clarksburg Road, the highway runs 3.96 miles from MD117 in Boyds north to Stringtown Road between Interstate 270 and MD355 in Clarksburg, MD121 connects Boyds and Clarksburg in northern Montgomery County. The highway was paved from Clarksburg to Boyds in the early to mid-1910s, MD121 was extended to north of Clarksburg in the late 1920s and early 1930s. MD121 was relocated through Clarksburg in the mid-1950s when I-270 was constructed through the area, the highways northern end was rolled back to MD355 in the mid-1970s. MD121 was relocated in Boyds in the mid-1980s, the highways northern end was moved to its present terminus just north of I-270 when Stringtown Road was constructed in the mid-2000s. In addition to the Boyds–Clarksburg route, MD121 has also included three disjoint segments in Dawsonville and Germantown, all three of these routes were segments of the original MD119. MD121 begins at a T intersection with MD117 in the village of Boyds, MD117 heads west along Barnesville Road and south along a continuation of Clarksburg Road, which passes under CSXs Metropolitan Subdivision next to the Boyds station on MARCs Brunswick Line. MD121 heads north as a road that crosses the Tenmile Creek branch of Little Seneca Lake. The highway passes through the hamlet of Burdette and intersects Old Baltimore Road, on the southern edge of the developed area of Clarksburg, MD121 has a four-ramp partial cloverleaf interchange with I-270. The divided highway continues as Stringtown Road, a county highway that serves as one of the streets through the developed part of Clarksburg. The first segment of MD121 was constructed as a road from Clarksburg to north of Tenmile Creek by 1910. The highway was extended south as a 14-foot-wide macadam road south to Boyds by 1915, both stretches of the Boyds–Clarksburg road were built by Montgomery County with state aid. In 1929 and 1930, MD121 was extended north from U. S. Route 240 as a road along Clarksburg Road to Burnt Hill Road. This concrete road was extended along Burnt Hill Road to Kingsley Road between 1932 and 1934, washington National Pike was constructed through Clarksburg and the freeways interchange with MD121 was built between 1952 and 1954. In conjunction with the construction, MD121 was relocated west of the center of the village, leaving behind what are now Redgrave Place south of MD355. MD121 was removed from Burnt Hill Road and Clarksburg Road north of MD355 between 1975 and 1977, between 1984 and 1987, MD121 was relocated at its southern end at Boyds due to the construction of Little Seneca Lake. The state highway had previously met MD117 west of that highways railroad underpass at a T intersection through which MD117 formed the east–west primary road through the intersection. MD 121s northern terminus was rolled back to the end of the I-270 interchange in 2007 when county-maintained Stringtown Road was completed from the I-270 interchange to MD355
I-495 / MD 355 north of Bethesda
I-270 Spur north of Bethesda
I-370 in Rockville
I-70 / US 40 near Frederick
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MD 187 (Old Georgetown Road)
MD 189 (Falls Road)
MD 28 (West Montgomery Avenue) – Rockville, Darnestown
I-370 east to MD 200 Toll / Sam Eig Highway
MD 117 (Clopper Road / West Diamond Avenue) to MD 124 south (Quince Orchard Road)
MD 27 (Father Hurley Boulevard) – Damascus
MD 121 (Clarksburg Road / Stringtown Road) – Boyds, Clarksburg
MD 109 (Old Hundred Road) – Hyattstown, Barnesville
MD 80 (Fingerboard Road) – Urbana, Buckeystown
MD 85 (Buckeystown Pike) – Frederick, Buckeystown
US 40 west to US 15 north – Frederick, Gettysburg
