Torrey C. Brown Rail Trail
The Torrey C. Brown Rail Trail, the official name of the Northern Central Railroad Trail, is a rail trail that runs along an abandoned railroad corridor where the Northern Central Railway once operated; the trail extends 20 miles from Ashland Road in Cockeysville, Maryland to the boundary with Pennsylvania. At the Pennsylvania line, the Torrey C. Brown Trail becomes the York County Heritage Rail Trail and continues to the city of York; the trail is 10 feet wide with a stone dust surface and the majority of the trail runs along the Gunpowder River and Beetree Run. Popular activities on the trail include horseback riding, walking, hiking and biking, it is open to the public from dawn to seven days a week throughout the year. The trail is pet-friendly as long as the pet is on a leash; the TCB makes up a segment of the East Coast Greenway, a 3,000 mile long system of trails connecting Maine to Florida. The Northern Central Railway, built in 1832, ran between Baltimore and Sunbury, was one of the oldest rail lines in the country.
The railway serviced the growing Baltimore and Harrisburg industries, had 46 stops, 22 of which were in Maryland, operated for 140 years. It carried passengers, people vacationing at Bentley Springs, freight between Baltimore and York or Harrisburg, Pennsylvania. During the Civil War, the Pennsylvania Railroad-controlled Northern Central served as a major transportation route for supplies, food and material, as well as troops heading to the South from Camp Curtin and other Northern military training stations. In financial trouble, the NCR ceased operations between Cockeysville and York in 1972 after Hurricane Agnes battered its bridges; the old bed, converted to a rail-trail in 1984, can still be seen today. Historical markers can be found along the trail such as the Monkton Train Station that underwent renovations and is now serving as a museum, gift shop, ranger station. In the early 1980s when it was proposed to place the hike and bike trail in the place of the train tracks, a contentious battle raged between property owners and the state.
The owners contended that the property was taken under eminent domain for the purpose of train tracks, that once the property was no longer to be used for a train the property rights should revert to the previous land owners. The state prevailed in its fight for the property and the Maryland Department of Natural Resources converted the corridor into a trail which opened to the public in 1984; the trail is used by hundreds of people daily by bicycle and horse. The trail provides access to the Gunpowder River and Loch Raven watershed for boating and fishing. In honor of Dr. Torrey C. Brown's unconditional support for the trail, it was renamed the Torrey C. Brown Rail Trail, after the third Secretary of the Maryland Department of Natural Resources, in 2007; the majority of the trail’s 20 miles is 10 feet wide with a smooth surface of crushed limestone. The trail is wheel-chair accessible. Mile 0 of the Trail is located just off Maryland Route 145, where the road's name changes to Paper Mill Road, in a small subdivision, where there is a small parking lot.
A larger parking lot is located less than a mile north of Mile 0 on Paper Mill Road, additional parking lots exist along the length of the trail. Warning signals, mileage markers and railroad signs are placed throughout the trail to warn and ensure the safety of trail goers. Amenities include drinking fountains, picnic tables and portable restrooms. Within a mile of the trail, there are hotels and motels and there is easy access to a bike shop that rents and repairs bikes. In addition to the renovations to the Monkton Station, there is the Sparks Bank Nature Center, in Sparks, Maryland; the Torrey C. Brown Trail is managed and maintained by the Maryland Department of Natural Resources, a state government agency; the Maryland Park Service's volunteer program is in charge of recruiting volunteers to invest their time in the many trails throughout the state of Maryland. The trail receives state and federal funding as well as donations. There are different events hosted every month put together by the Maryland Department of Natural Resources, as well as from outside institutions.
Topics include local archaeological and plant-life investigations, night-time bike-rides, inner tubing, a marathon. The Northern Central & York County Heritage Trails The Northern Central Railroad Trail page at RailsToTrails.us Northern Central Rail Trail photos Northern Central Rail Trail Images and Information
U.S. Route 1 in Maryland
U. S. Route 1 is the easternmost and longest of the major north–south routes of the older 1920s era United States Numbered Highway System, running from Key West, Florida to Fort Kent, Maine. In the U. S. state of Maryland, an 80.86-mile segment of the route runs through central Maryland between Mount Rainier and Rising Sun. US 1 is paralleled by several major highways as it passes through Maryland, including Interstate 95, the Baltimore–Washington Parkway, U. S. Route 29, U. S. Route 301. Thus, US 1 has lost its significance as a long distance route through the state, it is congested, because it remains a major route in the individual towns it traverses. US 1 leaves the District of Columbia and enters Maryland at the City of Mount Rainier in Prince George's County; the highway heads northeast from Eastern Avenue as Rhode Island Avenue, a four-lane divided street with parking through a downtown-like commercial area. US 1 meets 34th Avenue and Perry Street at a roundabout continues northeast through a densely populated residential area.
The highway leaves Mount Rainier and enters Brentwood, where the highway meets MD 208. US 1 passes through North Brentwood as a four-lane divided highway without parking through a mix of residences and commercial establishments; the median widens as the highway crosses the Northwest Branch Anacostia River and enters the City of Hyattsville. The highway begins to parallel CSX's Capital Subdivision and MARC's Camden Line as it reduces to a four-lane undivided highway, passing the District Court of Maryland for Prince George's County building. US 1 curves to the north and the highway's name changes to Baltimore Avenue at Farragut Street, shortly before intersecting US 1 Alternate. US 1 continues north through downtown Hyattsville, gaining a center turn lane before entering the town of Riverdale Park, where the highway intersects MD 410; the highway enters a densely populated residential area, passing between Riverdale Park to the east and the town of University Park to the west. Shortly after the highway enters the City of College Park on the east, US 1 intersects Queens Chapel Road at a five-way intersection with the Town of University Park still on the west side.
Only buses may enter Queens Chapel Road from US 1. The highway enters College Park and enters the commercial area that makes up the downtown of the college town, expanding to a four-lane divided highway. After the intersection with College Avenue and Regents Drive, US 1 passes through the campus of the University of Maryland at College Park, including the historic Rossborough Inn and Fraternity Row; the highway leaves the campus after crossing Paint Branch. US 1 continues through the northern part of College Park as a five-lane road with center turn lane, passing through a suburban commercial area; the highway intersects Greenbelt Road, unsigned MD 430, before meeting MD 193 at a partial interchange. All movements not provided in the interchange require using Greenbelt Road to connect between US 1 and MD 193. After intersecting Cherry Hill Road, US 1 becomes a divided highway and meets I-95/I-495 at a partial cloverleaf interchange. North of the interchange, the highway expands to a six-lane divided highway, leaving the town of College Park and passing by businesses and through a swath of the Beltsville Agricultural Research Center, including the U.
S. National Agricultural Library. At Sunnyside Avenue, the highway reduces to a five-lane road with center turn lane and passes through a suburban commercial area in the unincorporated town of Beltsville; the highway meets Rhode Island Avenue at an oblique intersection and MD 212 at a more orthogonal intersection, where US 1 begins a concurrency with MD 212. Past this the road curves north and parallels CSX's Capital Subdivision; the highway passes between a commercial strip on the southbound side of the highway and an industrial area on the east side of the railroad tracks. US 1 leaves Beltsville after crossing Indian Creek; the highway temporarily expands to a four-lane divided highway before returning to a five-lane road, passing between an industrial area to the east and office parks to the west. The road comes to an intersection with the official eastern terminus of MD 212, where the signed MD 212 concurrency ends. After Muirkirk Meadows Drive, which leads to Muirkirk Road, US 1 reduces to a four-lane undivided highway, passes under the latter highway, intersects the eastern terminus of MD 200 before it enters a forested area.
US 1 veers away from the railroad tracks as it approaches Laurel, passing Maryland National Memorial Park before entering a suburban commercial area ahead of Contee Road, where the center turn lane returns. At Cypress Street, the southbound direction gains a third lane through the intersection with Cherry Lane, where the northbound direction gains a third lane. After passing Towne Centre at Laurel and Laurel Shopping Center, US 1 splits into a one-way pair; the three to four northbound lanes veer northeast as Second Street, while the three to four southbound lanes take the name Washington Boulevard. The one-way pair intersects Bowie Road, the old alignment of MD 197, before intersecting MD 198, which takes the form of a one-way pair, eastbound Gorman Avenue and westbound Talbott Avenue. US 1 continues through the city of Laurel, intersecting Main Street just west of the Laurel MARC Station before leaving Laurel by crossing the Patuxent River into Howard County. After crossing the Patuxent River, both directions of US 1 pass entrances to Laurel Park Race Course.
The highway continues through North Laurel, with the one-way pair coming to
Cardiff is an unincorporated community in Harford County, United States. The population was 518 at the 2000 census. Zipcode for the area is 21160, it takes its name from the Capital city of Wales. Cardiff is located directly on Maryland - Pennsylvania border, it borders the incorporated town of Pennsylvania. It connects to the village of Whiteford, is a short distance away from the areas of Street and Pylesville. All businesses are on Main Street, which runs from Whiteford to the Pennsylvania border, or Dooley Road, running from Main Street to Route 165; the town has a post office, several shops and churches, a fire hall, a general store, a new supermarket. Cardiff is located in a slate-rich region, which created the town's early industries. Cardiff was the mining center of Harford County; the mines and quarries have all but shut down now, the town has become a farming hub. According to geologist Jeri Jones: One cannot talk about the Delta area without including the Cardiff Marble Company, just south of Delta in Cardiff, Maryland.
The site was famous for its own mineral resource, "Green Marble" or what geologists term a serpentinite. The greenish rock is a metamorphic rock consisting wholly of serpentine minerals derived from the alteration of peridotite. In turn, peridotite is a coarse-grained igneous rock formed deep inside the earth; the operation was a quarry being used for road construction, but in 1913, a blast exposed a piece of the serpentinite. The quarry sent the rock to Baltimore for polishing, after which it was determined that a new resource has been discovered. After changing their equipment to concentrate on the beautiful rock, rapid expansion of the quarry started. At the completion of the operation in the early 1970's, the shaft extended to a depth of over 300 feet with numerous tunnels at various levels. Huge blocks of the serpentinite were lifted out by horst and cable, similar to the slate operations, removed to the saws in nearby buildings; the rock was used for decorative stone, lamp bases, table tops and desk ornaments.
The rock was used as decorative stone in the Empire State Building in New York City, the Department of Highways Building in Harrisburg, along with the bottom of the walls in City Hall in York, PA and in numerous federal buildings in Washington, D. C. Home of Slate Ridge Elementary School, shut down in the early 1980s, the building is now used for apartments; the town, a part of the Whiteford-Cardiff Historic District, was added to the National Register of Historic Places in 2005. The town and historic district are notable for their strong Welsh ethnic heritage, reflected in the name of the town as well as the local architecture, the Welsh language choir of some renown based nearby. Whiteford-Cardiff Historic District, Harford County, including photo dated 2004, at Maryland Historical Trust Boundary Map of the Whiteford-Cardiff Historic District, Harford County, at Maryland Historical Trust `Green Stone' of Cardiff still has admirers at the Baltimore Sun
Jones Falls Trail
Jones Falls Trail is a hiking and bicycling trail in Baltimore, Maryland. It runs along the length of the namesake Jones Falls, a major north–south stream in and north of the city that has long acted as a major transportation corridor for the city, it incorporates the bike path encircling Druid Hill Reservoir and its namesake park. The Jones Falls Trail forms a segment of the East Coast Greenway, a completed network of off-road bicycling routes that runs the length of the East Coast, it is projected to extend from the Baltimore waterfront at the Inner Harbor north to the Mount Washington neighborhood, passing through Cylburn Arboretum and Mount Washington Arboretum. The Baltimore City Department of Recreation and Parks owns and maintains the trail. At present, the Jones Falls Trail begins in downtown Baltimore and winds its way north to the Cylburn neighborhood, it has on-street sections, paths parallel to city streets, unique alignments. The trail begins by running along a segregated path along the west side of the Inner Harbor, alongside Light Street and beginning at the Conway Street intersection.
The parallel trail transitions to Pratt Street and continues eastward to Market Street, where it ends. The trail turns east onto the north sidewalk of Lombard Street north again along the west bank of the namesake Jones Falls; as it meets President Street, it turns north once again after crossing said street, continuing on the eastern sidewalk. The Trail meets an alignment that follows the Fallsway, it follows to the west until it meets Madison Street, at which point the Trail alignment switches to the east side of the street. Fallsway passes over I-83 and merges with Guilford Avenue curves to the west and becomes Mount Royal Avenue. Upon reaching Saint Paul Street, the Trail turns north along the street's east side, passing over the Jones Falls once more and passing to the east of Penn Station; the Jones Falls Trail turns west onto Lanvale Street, following the south sidewalk, although the street possesses sharrows and the one-way section east of Charles Street has a contraflow bike lane. After crossing Maryland Avenue, the Jones Falls Trail follows Falls Road's sidewalk into the Jones Falls Valley, passing underneath the bridges Howard Street and North Avenue use to cross the valley.
After passing the Baltimore Streetcar Museum, the Trail returns to the west side of the road, separated from MD 25 by a reverse barrier and trees, running right against the bank of the Jones Falls. This alignment continues until it passes underneath the 29th Street Bridge the Trail climbs up a steep grade, crosses the street once more, rises out of the valley on a switchback, joining Wyman Park Drive; the Trail turns west here, passing high over the Jones Falls once more and crossing I-83 once again, continuing to climb out of the valley as it approaches Druid Hill Park. In Druid Hill Park, the Jones Falls Trail includes the entire loop road around Druid Lake Reservoir, a bike path that runs clockwise around it; the trail enters from the northeast side and exits to the northwest of the lake, climbing as it loops around to the west and south, meeting Beechwood Drive and continuing north along the street's east side. Going along this route, the trail passes by the Maryland Zoo, where the trail leaves the sidepath route and follows its own alignment once more, entering a wooded area.
It features a number of sharp curves, branching paths, two switchbacks as it descends toward Woodberry. In Woodberry, the Jones Falls Trail becomes an on-street route once more, entering on Parkdale Avenue, it turns to the right onto Clipper Park Road, utilizing its entire length to Clipper Road. Here, the East Coast Greenway separates from the Jones Falls Trail; this intersection is nearby the Woodberry station. Clipper Road becomes one-way to motor vehicles; the trail separates from the road once again, entering another wooded area. It turns west to the crosswalk at Tamarind Road. Beyond here, the Jones Falls Trail continues to the north at Tamarind Road, following its own unique alignment just to the east of the street, it continues up to Springarden Drive, running to the north of that street with street lights running down the center of the path, before turning onto Greenspring Avenue and running to Cylburn Avenue, next to the entrance of Cylburn Arboretum. Here, the trail temporarily ends; the trail will pass through Cylburn Arboretum.
It will cross Northern Parkway on a wooden bridge and end at Mount Washington Light Rail Station. The Jones Falls Trail was conceived in the late 1990s. Construction, began later; the Trail is still with its schedule broken into five phases. Of these, only Phase V has not been completed. Phase I is the oldest section of the Jones Falls Trail, a 1.6-mile stretch from Penn Station to Druid Hill Park completed in 2004. Phase II is the 2.5-mile long stretch between the Inner Harbor. This phase included reconstruction of the abandoned streetcar right-of-way used by the trail on Pratt Street into a full-fledged bike path, although this section was being used as a bike path shortly before its reconstruction, it included the widening of several sidewalks, including the east sidewalk of Saint Paul Street and the east si
Western Maryland Rail Trail
The Western Maryland Rail Trail is a 22.5-mile long shared-use asphalt-paved rail trail from Fort Frederick to Pearre Station, United States, suitable for walkers, bikers, rollerbladers and, weather permitting, cross country skiing and snowshoeing. The trail runs on the abandoned right-of-way of the Western Maryland Railway's West Subdivision; the line was abandoned in 1975 and the final train on the line, a work train that removed the rails between Big Pool and Tonoloway, was run in December 1988. The portion through the C&O Canal National Park reverted to the Park Service in 1980. In August 1990, the Maryland Department of Natural Resources purchased the right-of-way from 1/2 mile west of Fort Frederick State Park to Little Orleans through Hancock from CSX Transportation. Construction began on the first ten-mile section from Fort Frederick to Hancock in 1997 and was completed in 1998; the second section, running 10.3 miles from Hancock to Pollypon, a small body of water where canal boats would winter, began in 2001 and opened on June 10, 2002.
Construction began on the third section, a 2.1-mile extension from Pollypon to Pearre Station in 2003 and it opened in 2005. The trail was intended to continue along National Park Service land all the way to a point just across the river from Paw Paw, WV, but due to environmental concerns and the risk to bat habitat it is now to end at Little Orleans, MD; the 4.5-mile extension to Little Orleans was funded in 2005, when the trail was still intended to go to Paw Paw. After a 2008 study found bats living in the tunnels, an environmental assessment was undertaken to determine the feasibility of using the tunnels for the trail; the environmental impact study determined that the Indigo tunnel houses the largest known bat refuge in Maryland. The tunnel is one of the largest hibernaculum of five species of bats, including the Eastern Small-footed bat and the Indiana bat as well as numerous other bats. In 2010, following a survey done in March of that year, Maryland state officials and the National Park Service agreed that the trail would bypass the Indigo Tunnel to protect the bat population.
Instead the extension will use the C&O Canal towpath to bypass the tunnel within the Chesapeake and Ohio Canal National Historical Park. In 2012, the National Park Service completed the Environmental Assessment for the extension of the Western Maryland Rail Trail between Pearre and Paw Paw, it included several alternatives that would extend the trail between 8.1 and 14.4 miles, including options to either run the trail through, or build bypasses around Stickpile and Kessler Tunnels. The Park Service selected the alternative that would do neither, instead chose to extend the trail 7.2 miles to the entrance to Stickpile Tunnel where it would terminate, add an additional 0.9 mile section on the west side from the bridge over the C&O Canal near Paw Paw to the 5th Potomac River Crossing on the north side of Bevan Bend. Bypassing the Stickpile Tunnel was possible, but the topography around Kessler was found to be too challenging; as a result, the extension through the Paw Paw Bends west of Little Orleans was placed on indefinite hold in 2014.
By 2016, West Virginia had dropped out of the plan, so the sections from Little Orleans to Stickpile tunnel and the western 0.9 mile section were dropped. Phase IV to Little Orleans has been delayed with start dates delayed from 2012, 2014 and 2016; the project went out to bid in May 2017. Western Maryland Rail Trail, Hancock Maryland Station Photo tour of Western Maryland rail trail possible extension
A trailhead is the point at which a trail begins, where the trail is intended for hiking, horseback riding, or off-road vehicles. Modern trailheads contain rest rooms, sign posts and distribution centers for informational brochures about the trail and its features, parking areas for vehicles and trailers; the cities located at the terminus of major pathways for foot traffic such as the Natchez Trace and the Chisholm Trail were known as trailheads. For mountain climbing and hiking, the elevation of the trailhead above sea level is given to give an idea of how high the mountain is above the average terrain. Trailheads Crowd-sourced database of US trailheads
Metropolitan Branch Trail
The Metropolitan Branch Trail called the Met Branch Trail, is a rail trail that, when completed, will run eight miles from the transit center in Silver Spring, Maryland, to Union Station in the District of Columbia. It serves to extend the Capital Crescent Trail where it merges with the active WMATA/CSX railroad into the National Capital. At Fort Totten, a connector trail to the Northwest Branch Trail of the Anacostia Tributary Trail System at Hyattsville, will be constructed; when completed, the Metropolitan Branch Trail will serve as part of the East Coast Greenway. Seven miles of the trail are within Washington, D. C. and one mile is in Maryland. The trail gets its name from the Metropolitan Subdivision of the Baltimore and Ohio Railroad, which the trail parallels; the remainder of the trail parallels the current WMATA/CSX tracks into Maryland. It is anchored by two railroad landmarks: Union Station and the old B&O Railroad Station in Silver Spring; the Metropolitan Branch Trail was first conceived in 1988, by Patrick Hare of the Brookland neighborhood.
Working with the Washington Area Bicyclist Association and Rails-to-Trails Conservancy in 1989, Hare organized a group of 11 area cyclists to conduct an exploratory walk/ride. Soon after, motivated by CSX's plans to develop the Eckington Rail Yard needed for the trail, the Coalition for the Metropolitan Branch Trail was formed to explore and promote the potential for a multi-use trail. Before that, the trail was sometimes called the "Dome to Dome Trail" because it would connect the Capital Dome and the Catholic University dome; the Metropolitan Branch Trail entered the DC Comprehensive Plan in the early 1990s and in 1997, the DC Department of Public Works completed an engineering feasibility study that determined that it would be possible. Planning of the trail began in 1998 after Congress allocated $8.5 million in demonstration project funding to the District for the trail through the Transportation Equity Act for the 21st Century, the six-year federal transportation funding bill, this was celebrated with a ground breaking ceremony.
The concept plan for the trail which envisioned creation of a large urban park and greenway along the abandoned, as yet undeveloped, CSX Transportation property was published by WABA in 1999. In April 2001, WABA published a study describing the necessary acquisitions for the trail. In 2002, when the city and the Washington Metropolitan Area Transit Authority agreed to construct a new Metro station at New York and Florida Avenues, trail advocates and city staff negotiated for WMATA to construct a portion of the trail as a part of the station construction project. Around the same time the Maryland-National Capital Park and Planning Commission completed a Feasibility Study and Concept Plan for one mile of the MBT between DC and Silver Spring. In 2003, the District Department of Transportation hired a special project manager for the trail, prepared a Takoma Alignment Study and initiated development of the comprehensive concept plan, completed in 2005; as the planning was on-going, work was underway in the District.
Following a groundbreaking ceremony on May 29, 1998, a nearly one mile long segment was built by the District Department of Transportation next to Catholic University along John McCormack Road as part of routine road maintenance. It was built with $1.9 million of federal Congestion Mitigation and Air Quality funding and was completed in November 1998. On October 21, 1999 the trail was named one of 50 Millennium Trails at a White House ceremony featuring First Lady Hillary Rodham Clinton and Secretary of Transportation Rodney Slater. Five days on October 26, 1999, a formal ribbon-cutting ceremony was held at the Brookland-Catholic University Metro station, it was attended by 8 members of Congress, Secretary of Transportation Rodney Slater and representatives of NHTSA, FHWA and the DC government. Another short, on-road trail section was built along First Street NE from Union Station in 2000; when the New York Ave–Florida Ave–Gallaudet University Metro station opened in November 2004, it included about 2,000 feet of trail on a raised structure.
Stairs from the New York Avenue Metro Station section to L Street NE, a trail under the tracks along L Street NE and a one block portion along 2nd Street NE were completed in the spring of 2008. The core of the trail, a 1.5-mile segment from New York Avenue to Franklin Street opened in November 2010. On July 9, 2013, a 500-foot-long section between Monroe Street and the CUA Metro station opened as part of the Monroe Street Market development. On May 30, 2014, a ~2000 foot long section of the trail opened as a curb-protected, two-way bike lane along 1st Street NE from G Street NE to M Street NE; this was connected to the existing trail in November 2014 by a 572 foot long, protected bike lane on M Street, extended 812 feet south along 1st Street from G Street NE to the stub at Columbus Circle, NE on August 12, 2015. The Rhode Island Avenue Pedestrian Bridge, which connects the trail on the west side of the extant railroad tracks with the Rhode Island Avenue Metro Station on the east side, opened on December 31, 2014 after more than 15 months of work.
On October 31, 2017, DDOT issued a Notice to Proceed for the design-build construction of the next phase of the Metropolitan Branch Trail from John McCormack Drive in Brookland to the Fort Totten Metro Station. That work is to be completed in early 2019. Work was going on in Maryland too. A section in Montgomery County connects the trail from DC to the Silver Spring Metro Center. On July 28, 2004, a bridge was completed from the Takoma Park section over the railroad tracks to Jes