REPORT
OF THE
State Roads Commission
OF Maryland
OPERATING REPORT
FOR THE FISCAL YEARS
1953-1954
FINANCIAL REPORT
FOR THE FISCAL YEARS
1953-1954
REPORT
OF THE
State Roads Commission
OF Maryland
OPERATING REPORT
FOR THE FISCAL YEARS
1953-1954
FINANCIAL REPORT
FOR THE FISCAL YEARS
1953-1954
BALTIMORE, MARYLAND
November 12, 1954
FE25
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OFFICE OF THE STATE ROADS COMMISSION . ,
OF MARYLAND ^
108 EAST LEXINGTON STREET
BALTIMORE. MARYLAND
His Excellency, Theodore R. McKeldin, Govermor of Maryland:
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•^ We have the honor to submit an operating and financial report covering
^ i activities of the State Roads Commission of Maryland for the fiscal
nn irs 1953-1954.
[^ Respectfully,
O
' Russell H. McCain
Edgar T. Bennett
Bramwell Kelly
vember 12, 1954 State Roads Commission
STATE ROADS COMMISSION
MEMBERS
RUSSELL H. McCAIN, Chairmav
AVERY W. HALL, Member (July 1, 1952 to November 30, 1953)
DAVID M. NICHOLS, Member (July 1, 1952 to April 14, 1954)
EDGAR T. BENNETT, Member (December 1, 1953 to June 30, 1954)
BRAMWELL KELLY, Member (April 15, 1954 to June 30, 1954)
CHARLES R. PEASE, Secretary
ALBERT S. GORDON, Executive Assistant to Chairman
WILLIAM F. CHILDS, JR., Advisory Engineer (December 23, 1953 to June 30, 1954)
STATE HIGHWAY ADVISORY COUNCIL
ABEL WOLMAN, Chairman (July 1, 1952 to July 1, 1953)
CHARLES S. GARLAND. Chairman (July 1. 1953 to June 30, 1954)
CHARLES S. GARLAND, Member (Julv 1, 1952 to July 1, 1953)
E. ASBURY DAVIS. Member
DONALD H. SHERWOOD, Member (July 21, 1953 to June 30. 1954)
GEORGE LANG, Member (July 21, 1953 to June 30, 1954)
ORGANIZATION PERSONNEL
Engineering Department
WILLIAM F. CHILDS, JR.. Chief Engineer (July 1, 1952 to December 23, 1958)
NORMAN M. PRITCHETT, C/uef Exf/u^eer (December 23, 1953 to June 30, 1954)
WALTER C. HOPKINS. Deoitty Chief Evaineer
P. A. MORISON, Assistant Chief Engineer — Maintenance
CORDT A. GOLDEISEN, Assistant Chief Engineer— Construction
S. W. Baumiller Allan Lee
Landscape Engineer Research Engineer
Clarence W. Clawson George N. Lewis, Jr.
Engineer of Road Design Director Traffic Division
A. F. Di DoMENico Thomas M. Linthicum
Office Engineer Principal Engineer — Field Investigations
Frank V. Dreyer Leroy C. Moser
Chief Location Engineer Right of Way Engineer
Warren B. Duckett Edgar L. Reese
Construction Engineer Principal Reviewing Engineer
John C. Grannan Frank P. Scrivener
Equipment Engineer Maintenance Engineer
Albert L. Grubb Austin F. Shure
Chief — Bureau of Biidges Assistant to Chief Engineer
J. Eldridge Wood, Materials Engineer
Dist)ict Enqineos
District No. 1 — -C. Albert Skirven, Salisbury, Mari/hnid
District No. 2 — Rolph Townshend, Chestertown, Maryland
District No. 3 — Roland E. Jones, Laurel, Maryland
District No. 4 — -Enoch C. Chaney, Reisterstown, Maryland
District No. 5 — E. G. Duncan, Upper Marlboro, Maryland
District No. 6 — G. Bates Chaires, Cumberland, Maryland
District No. 7 — Thomas G. Mohler, Frederick, Maryland
Accounting Department
Carl L. Wannen, Comptroller
Morris M. Brodsky James W. Rountree, Jr.
Assistant Comptroller — Assistant Comptroller —
General Accounting Procedures and Controls
Charles I. Norris, Assistant Comptroller — Budgets and Costs
Legal Department
Joseph D. Buscher, Swecfa/ Ass?sfaw/ Attorney General
Personnel, Pensions, and Workmen^ s Compensation Division
W. Phelps Thomas, Personnel Manager
Public Relations Division
Charles T. Le Viness, Director-
Toll Facilities Department
Louis J. O'Donnell, Chief Administrative Officer
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TABLE OF CONTENTS
Letter of Transmittal v
Commission Personnel vii
Report of the Chief Engineer 1
Deputy Chief Engineer 7
Patapsco Tunnel Project 15
Construction 49
Highway Location and Survey Division 53
Division of Road Design 56
Bureau of Bridges 60
Materials Division 70
Construction Division 83
Field Investigations 89
Maintenance 91
Maintenance Division 95
Prison Labor 106
Roadside Development 109
Sign Shop 117
Equipment Division 121
District No. 1 131
District No. 2 145
District No. 3 157
District No. 4 171
District No. 5 185
District No. 6 201
District No. 7 213
Right-of-Way Division 227
Traffic Division 237
Research Division 259
Permits and Outdoor Advertising 265
Personnel, Pensions, and Workmen's Compensation 271
Public Relations Division 283
Legal Department 287
Toll Facilities Department 291
Report of the Comptroller 295
REPORT OF THE CHIEF ENGINEER
To The Honorable Chairman and
Members of the State Roads Commission :
Submitted herewith is the biennial report of the Chief Engineer covering
the period from July 1, 1952 to June 30, 1954 inclusive. Accompanying the
Chief Engineer's report are reports of the District Engineers and the
several department heads.
These reports give a detailed picture of the accomplishments of the
Engineering Department of the State Roads Commission for the past two
fiscal years mentioned above. Various tabular data, maps, etc., are submitted
so as to make the contents of the reports easily understandable.
Mr, William F. Childs, Jr., whose original connection with this Com-
mission dates back to 1910, retired from the position of Chief Engineer
on December 23, 1953 and assumed the position of Advisory Engineer.
The writer was promoted from the position of Location Engineer and took
office as Chief Engineer on this same date.
Mr. Frank V. Dreyer, who had been Assistant Location Engineer, was
appointed to the position of Location Engineer on January 13, 1954 after
the writer assumed the position of Chief Engineer.
Effective February 1, 1954, Mr. Allan Lee, who had been Engineer of
Road Design since December, 1947, was assigned to the position of Research
Engineer, his duties including the research program of the Commission,
engineering training of personnel and engineering standards.
Mr. Walter A. Friend, who was Assistant Engineer of Road Design for
many years, was assigned to general administrative duties and special
field problems.
Mr. Lee was succeeded by Mr. Clarence W. Clawson as Engineer of Road
Design, and on February 1, 1954, two Assistant Engineers of Road Design
were simultaneously appointed — these positions being filled by Mr. Frederic
A. Hering and Mr. William A. Kollmer.
On March 9, 1954, Mr. Thomas M. Linthicum, a veteran employee of
this Commission, was changed in assignment from Construction Engineer
to Principal Engineer-Field Investigation. His duties are related to pre-
liminary field inspections for all projects, this being an important part of
the preliminary engineering phases for programmed projects. He is assisted
by Mr. Hugh G. Downs, who holds the position of Engineer-Field Investi-
gation, Mr. Southey T. Nottingham, Jr., and Mr. James Miller, who hold
the position of Assistant Engineer-Field Investigation.
2 Report of the State Roads Commission of Maryland
Mr. Warren B. Duckett, who had formerly been Mr. Linthicum's assist-
ant, was appointed to the position of Construction Engineer on March 9,
1954, while Mr. Robert B. Burgess was appointed to the position of
Assistant Construction Engineer. Mr. Burgess' former title had been
Engineer-Special Assignments.
Due to the necessity of assigning many of the projects on the 12-Year
Program to consulting engineers, a Reviewing Office was established, so
that all of the necessary contact work with consulting engineers could be
made through one central agency. The position of Principal Reviewing
Engineer was created on March 2, 1954, and this position was filled by
Mr. Edgar L. Reese, formerly a designer in the Division of Road Design.
Effective February 15, 1954, the work of the Materials Department was
subdivided into three specialized fields as follows : Bituminous Construction
headed by Mr. Elliott P. Owings, Materials headed by Mr. B. Gordon
Hesson, and Soils headed by Mr. William B. Greene. Mr. J. Eldridge Wood
continued to head the Materials Division,
On March 19, 1954, the Division of Bridge Design was changed to the
Bureau of Bridges. Construction activities were again placed under the
direction of this Division after a lapse of about six or seven years. Bridge
maintenance activities w^ere, likewise, placed under the direction of this
Division. Construction activities are supervised by Mr. David Silver;
Design is under the supervision of Mr. Howard H. Bowers and Bridge
Maintenance is under the supervision of Mr. Lewis W. Carr. Mr. Albert
L. Grubb continues to head the Division.
We record with deep regret the untimely passing of Southern Maryland's
beloved District Engineer, Mr. Joseph C. Chaney, on June 8, 1953.
Following Mr. Chaney's death, Mr. E. G. Duncan, the dean of the Maryland
State Roads Commission's District Engineers, who has been employed
continuously since October 1, 1913, was transferred from District No. 3
to take over the duties of District Engineer of District No. 5.
Mr. Roland E. Jones, who had been Assistant District Engineer to Mr.
Duncan in District No. 3 for many years, was appointed as District
Engineer, District No. 3.
In the report preceding this one, mention was made of the fact that the
Engineering Staff was working on a Maryland 12-Year Road Construction
and Reconstruction Program. It is a satisfaction to report that after 18
months of work, the Engineering Staff, in co-operation with members of
the Commission and Advisory Council, completed the formulation of the
12-Year Road Construction and Reconstruction Program. It is now a
reality, and well advanced in execution.
The Program was presented to the 1953 session of the General Assembly,
and was passed by that body on April 6, 1953. Governor McKeldin signed
the Bill on April 27, 1953. Shortly after the signing of the Road Program
Report of the State Roads Commission of Maryland 3
Bill by the Governor, the Engineering Department in order to expedite the
advancement of some projects to the advertising stage, selected roads in
each county v^here the status of the preliminary engineering and right of
way acquisition permitted early advertisement.
By the end of December, 1953, eighty-one projects totaling 201.74 miles,
at a cost of $13,164,879 were advertised. By the end of 1953, the Engineer-
ing Department completed the preliminary scheduling for the first four
years of the Program, and projects to be included in the initial Program,
(that is for 1954) were selected from this report.
A total of 148 projects, consisting of 633.53 miles, at an estimated cost
of $92,178,000 were programmed; this is in addition to the projects
advertised prior to December 31, 1953. The following is a summary of the
total projects in the 12-Year Program advertised and awarded from April,
1953 to June 30, 1954.
Classification
ADVERTISED
AWARDED
No.
Miles
Cost
No.
Miles
Cost
Primary
Secondary
84
91
164,781
194 . 646
$30,294,346
11,125,605
61
89
117.675
189.979
$18,033,799
9,623,579
Totals
175
359.427
$41,419,951
150
307.654
$27,657,378
On May 5, 1954, at a meeting of the National Highway Users Conference
in Washington, D. C, an announcement was made that Maryland was one
of five states to receive an award for "a significant contribution to public
understanding and to the highway development which such understanding
engenders".
The Maryland Twelve-Year Program was awarded the Golden Milestone
Award for the following reasons : "The reports make a clear presentation
of a comprehensive Twelve-Year Highway Program, showing a scheduling
of projects on a priority basis, and the reports have created wide public
understanding, which has resulted in legislative action designed fully to
meet Maryland's State Highway System needs".
On June 24, 1954, Governor McKeldin officially accepted the award from
the Maryland Highway Users Conference.
During fiscal years ending June 30, 1953 and June 30, 1954, 235 contracts
representing a total of 445.812 miles of road construction and recon-
struction were awarded at an authorized cost of $77,354,678.
4 Report of the State Roads Commission of Maryland
The following table gives a resume of the work covered by these awards
COXTRACTS AWARDED
Fiscal Years 1953 and 1954
7-1-52 to 6-30-53
7-1-53 to 6-30-54
TOTAL
No.
Miles
Aniount
No.
Miles
Amount
No.
Miles
Amount
Now Construction.
Widoiiinji and
Hcsiirt'acinii
I'cd. .\i(IS{M'iin(lai y.
Miscellaneous
30
18
7
14
33.207
36.748
6.827
0.755
$17,776,269
3,173,636
635,789
717,428
81
60
9
16
104.682
249 . 828
11.329
2.436
$37,794,934
11,549,894
1,543,344
1,163,384
Ill
78
16
30
137. 889 $55, 571, 203
286.576 17, 723,. 530
18.156 2,179,133
3.191 1,880,812
Totals
69
77.537
$22,303,122
166
368.275 $55,051,556
235
445.812
$77,354,678
During the period covered by this report, there were completed 202
projects, totaling 408.114 miles, at an authorized cost of $66,956,628. These
totals represent contracts started in fiscal years 1950 to 1954, inclusive,
as follows :
Year Started
Number of Contracts
Miles
Amount Authorized
1950
1951
1952
1953
1954
4
23
54
74
47
15.141
73.847
110.070
93.188
115.868
$ 7,519,265
15,947,928
22,783,210
15,138,035
5,568,190
Totals
202
408.114
$66,956,628
Among the projects completed during this biennium of great importance
in benefit to the traveling public, the following may be mentioned :
The construction of a second lane bridge over the N. Y. P. & N. RR at
N. Division Street, Salisbury, with immediate approaches, and a second
lane bridge on U. S. Route 13 at Leonard's Mill Pond. These projects,
with the construction of the dual highway from Leonard's Mill Pond
North, which was completed immediately following the close of this
biennium, provide a modern dual highway from Salisbury to the
Delaware Line along this route.
The extension of the Blue Star Memorial Highway from Queenstown
to U. S. Route 213, a distance of 4.2 miles, as one lane of an ultimate
dual highway.
The completion of a dual highway along U. S. Route 301 (Md. Route 5)
from T.B. southward for a distance of 3.4 miles.
The completion of a dual highway along Georgia Avenue, Md. Route
97, from the Viers Mill Road to Glenmont, 2.04 miles.
Report of the State Roads Commission of Maryland 5
The construction of the Washington National Pike, from Urbana to
the Clarksburg Road, with bridge structures, interchanges, ramps and
connections at intersecting roads.
The extension of the Baltimore-Harrisburg Expressway from the
Shawan Road northerly for 2.33 miles, with overpass structures at
the Thornton Mill Road and at Quaker Bottom Road No. 1.
The completion of the Baltimore-Washington Expressway from the
Hanover Road to the Jessup Road, including interchanges at the
Dorsey Road and the Jessup Road, and a spur connection between
Md. Route 168 and U. S. Route 301.
The completion of the remaining work on the new Severn River Bridge,
that is the concrete floor, sidewalks, hand-rails, etc.
The extension of the Annapolis By-pass from Parole to Admiral Drive,
with bridge structures over Admiral Drive and Cowhide Branch, over
Weems Creek on the Annapolis Spur, and a spur connection to Md.
Route 2. The remaining sections of the By-pass to the Revell Highway,
including the 3-level bridge at this intersection, were opened to traffic
on June 15, 1954, with completion of minor details immediately after
the close of the biennium.
The curve modification, widening and resurfacing of Md. Route 65
between Hagerstown and Sharpsburg, a distance of 11.7 miles.
The continuation of one lane of a dual highway along the relocated
Columbia Pike, from northeast of Atholton southwesterly for 4.5 miles,
with the completion of the substructure and superstructure of the
bridge over the Patuxent River. The substructure of this bridge was
designed to provide for a second lane, when increased traffic demands
necessitate the completion of this route as a dual highway.
In addition to the foregoing list of completed projects, many other
equally important projects were in various stages of completion at the
close of the biennium. Some of the work in this category includes :
The continuation of the dualization of U. S. Route 13 from Salisbury
south to the Somerset County Line, a distance of 4.7 miles, with a
bridge over Tonytank Pond, and the second lane of this route between
Pocomoke and the Virginia Line, with a bridge over Wagram Creek.
The extension of the Blue Star Memorial Highway in Queen Anne's,
Kent and Cecil counties, the entire distance from U. S. Route 13 to
the Delaware Line.
The Annapolis-Washington Expressway, from U. S. Route 301 to the
Popes Creek Branch of the Pennsylvania Railroad, with bridge struc-
tures at Vista Road and at the railroad.
The further extension of the Washington National Pike from the
Clarksburg Road to near the Shady Grove Road, with structures at
intersecting roads.
6 Report of the State Roads Commission op^ Maryland
The further extension of the Baltimore-Harrisburg Expressway north-
ward beyond the Belfast Road toward the Mt. Carmel Road.
These are only a few of the construction and rehabilitation projects now
in progress, many of which are due for completion before the end of 1954.
The prosecution of the 12-Year Program of Road Construction and
Reconstruction officially began on January 1, 1954, but actually as noted
in detail above, the Engineering Staff of the Commission has been diligently
working on projects on this program, even in the latter half of 1953.
The above report definitely indicates that this program is well along.
Although the details of the work accomplished in the latter half of 1954
are not properly a part of this report, it is felt that it is excusable to
mention that by the end of 1954 well over 20% of the program will be in
an active stage of preliminary engineering or a more advanced stage.
The program of control of access has been extended so as to include many
projects beyond those which have been mentioned in previous reports.
Right of way widths have been increased, and the soundness of this
extensive acquisition will be realized within a relatively short period of
time, and even more so in another generation.
The accomplishment of such an excellent beginning on the 12-Year
Program has been the result of excellent co-operation from the many
agencies, organizations and individuals with whom it is necessary to deal.
We express our appreciation for the co-operation and loyalty of the State
Roads Commission's engineering employees and, for the co-operation of
the various agencies with whom we deal, the Bureau of Public Roads,
Contractors, Material Producers, the Commissioners of the several counties,
Officials of cities and towns throughout the State and of the various public
utility companies.
Respectfully submitted,
Norman M. Pritchett
Chief Engineer
DEPUTY CHIEF ENGINEER
WALTER C. HOPKINS
Deputy Chief Engineer
DEPUTY CHIEF ENGINEER
The Deputy Chief Engineer is the direct representative of the Com-
mission and the Chief Engineer with respect to overall policy and execution
of the Commission's directives applicable generally to all phases of con-
struction and maintenance of the State's highway system, but more spe-
cifically with respect to work performed by consulting Engineers employed
by the Commission for general highway work and for construction of
Revenue Bonds Toll Projects.
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OFFICE OF THE DEPUTY CHIEF ENGINEER
Organization
The office of the Deputy Chief Engineer presently consists of the Deputy
Chief Engineer, two assistants, and a secretarial staff of two. One assistant
is assigned to the Patapsco Tunnel Project, and the other is assigned to
work in connection with Consulting Engineers employed by the Commission
to furnish engineering services on certain projects of the Commission's
general highway program which the Commission is insufficiently staffed to
handle, principally large projects included in the Twelve-year Program.
Activities
The office of the Deputy Chief Engineer was established during the latter
part of the year 1947 coincident with a general reorganization of the
Engineering Division of the State Roads Commission to cope with the
expanded road building program then being undertaken. The Engineering
Division of the Commission at that time and during the subsequent period
was insufficient in force to prepare the plans and specifications for con-
struction required by the accelerated program. It was necessary for the
Commission to employ Consulting Engineers to make surveys and to pre-
pare plans and specifications in order to keep abreast the construction
program. It became the duty of the Deputy Chief Engineer to prepare
contractural forms and documents for engineering services, to negotiate
with Consulting Engineers for the Chief Engineer and the Commission, to
make recommendations with respect to employment of Consulting Engi-
neers by the Commission, and to supervise the performance and execution
of work included in engineering contracts with the Commission held by
Consulting Engineers.
During the years 1948-1953 inclusive, the State Roads Commission was
engaged in the construction of the Chesapeake Bay Bridge, a Revenue Bond
Toll Project. At the beginning of the project the Commission designated
the Deputy Chief Engineer as the Commission's representative to co-
ordinate the activities of the Consulting Engineers employed by the Com-
mission to prepare plans and specifications and to supervise the construction
of that project, together with the activities of the construction contractors
awarded contracts by the Commission for construction of the project. All
such activities were under the administration of the Commission and were
coordinated through the Deputy Chief Engineer to the Commission. The
Trust Indenture, authorized by law securing the revenue bonds sold to
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12 Report of the State Roads Commission of Maryland
finance the Revenue Bonds Toll Projects, stipulates that the Commission
will employ Consulting Engineers, an independent engineer or engineering
firm or corporation having a nationwide and favorable repute for skill and
experience in the construction and operation of toll projects, until the bonds
secured by such Indenture and the interest thereon shall have been paid
or provision for such payment shall have been made.
The Chesapeake Bay Bridge was substantially completed and opened to
traffic July 30, 1952. The operation and maintenance of the bridge was then
taken over by the Revenue Bonds and Toll Facilities Department of the
State Roads Commission. However, uncompleted construction contracts still
in progress continued to completion with coordination through this office.
Construction of the Chesapeake Bay Bridge was completed in its entirety
with the completion of the islands at the Anchor Piers on September 18,
1953.
Patapsco Tunnel Project
During the year 1953, the State Roads Commission conducted preliminary
studies leading toward the construction of the Patapsco Tunnel Project,
the fourth Revenue Bond Project. On September 17, 1953, the Commission
entered into agreement with Consulting Engineers for engineering studies
and preparation of estimates in connection with the project.
On June 7, 1954, the Commission delegated the Deputy Chief Engineer
to act as liaison representative between the State Roads Commission and
various agencies in connection with the construction of the Patapsco Tunnel
Project. Work in connection with this project thus far is of preliminary
and planning status. A complete description of the project is included in
this report.
Twelve-Year Program
The Twelve-year Program of the State Roads Commission covers the
period of years 1954 to 1965, inclusive, with a total estimated cost of
$568,225,000 for construction and reconstruction of the State's Primary
and Secondary Systems. The portion of the Twelve-year Program scheduled
for the year 1954 amounts to about 16 per cent of the total and estimated
commitments for the year amounting to $92,178,000, of which the amount
of $14,123,000 is the estimated cost for surveys, plans and rights-of-way
acquisition, and the amount of $78,055,000 being the estimated cost of
construction and reconstruction of the projects included in the year 1954
portion of the program.
Since the scope of the program is greater than that included in the
normal operation of the Commission, the Commission's engineering organi-
Report of the State Roads Commission of Maryland 13
zation is not of sufficient force to meet the engineering demands com-
mensurate with the program. It therefore became necessary to employ the
engineering services of Consulting Engineers for making surveys and for
the preparation of plans and contract dravv^ings on a portion of the number
of projects included in the program.
PATAPSCO TUNNEL PROJECT
History and Legislation
Consideration of a highway crossing of the Patapsco River below the
City of Baltimore dates back several decades. It has long been noted by
highw^ay engineers that a straight line between Philadelphia and Washing-
ton lies southeast of the City of Baltimore and that the most direct route
for a major arterial highway would cross the Patapsco River below and
not above the city. As the City's industries expanded on both shores of the
river, and the highway connections around the head of the harbor became
more and more congested, the local traffic value of a direct highway link
between the two waterfront industrial areas became increasingly evident.
In the early 1930's, a State Commission, appointed by Governor Albert
C. Ritchie, pointed out in its report that the lack of proper bridges spanning
the major waterways of the State, such as the Chesapeake Bay and the
Susquehanna, Patapsco, and Potomac Rivers, might seriously endanger the
economic welfare of the State unless a comprehensive plan were developed
to construct these crossings. This Commission recommended that the
structures be financed by means of revenue bonds, thereby avoiding any
increase in the public debt and leaving the highway funds and gasoline
taxes available for general road purposes.
In 1937 the Maryland Legislature passed and the Governor approved an
act (Chapter 356, Acts of 1937, Regular Session; Maryland Code— 1939,
Article 89B, Sections 123-140) authorizing the State Roads Commission to
formulate a comprehensive plan for the construction of bridges and tunnels ;
providing for the creation of the Bridge Supervisory Committee ; providing
for the construction, operation, and maintenance of bridges over and
tunnels under rivers and navigable waters which are wholly or partly in
the State ; authorizing the issuance of revenue bonds of the State through
the State Roads Commission ; and providing for the collection of tolls for
the payment of such bonds and the interest thereon, and for the cost of
maintenance, operation, and repair of the bridges and tunnels.
On April 7, 1938, the President of the United States approved an Act of
Congress (Public No. 472, 75th Congress) authorizing the State of Mary-
land, through its State Roads Commission, to construct, maintain, and
operate (1) a bridge across the Susquehanna River near Havre de Grace;
(2) a bridge over or tunnel under the Patapsco River in Baltimore Harbor;
(3) a bridge over the Potomac River near Morgantown, Maryland ; and (4)
a bridge over the Chesapeake Bay at Miller's Island, or alternately a bridge
over or tunnel under the Chesapeake Bay near Sandy Point. This act
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16 Report of the State Roads Commission of Maryland
authorized any two or more of the four crossings to be jointly financed by
a single issue of revenue bonds to be serviced by the pooling of tolls, with
construction to commence within three years and to be completed within
five years from April 7, 1938.
In September, 1938, the State Roads Commission, after comprehensive
engineering and traffic studies, adopted its Primary Bridge Program which
comprised the four crossings described above.
Applications for grants of funds for the four structures were filed with
the Federal Public Works Administration. This agency approved the appli-
cations for the Susquehanna and Potomac River Bridges and subsequently
furnished a grant to cover a portion of their construction costs. The con-
struction of these two bridges, which were treated as a single project for
financing purposes, was started in 1938, and they were opened to traffic
in 1940.
A permit granted in 1938 by the War Department for construction of
a bridge over the Patapsco River between Canton and Fairfield in Balti-
more Harbor expired in 1941. A new permit application was filed in 1942,
but was held dormant and not acted upon when the State Roads Commission
realized that the project would have to be deferred to the postwar period,
at which time some slight location change might be desirable. During 1942
and 1943, the Consulting Engineers to the Commission made studies for
a revised Patapsco Bridge Project. Whereas, the bridge, as planned in
1938, was to connect with existing streets on both sides of the harbor, the
new project included freeway type approaches which would extend on the
south from U. S. Route 1 at South Elkridge northeasterly to Fairfield, and
on the north from Canton northerly to the junction of U. S. Route 40 with
Erdman Avenue.
At its General Session of 1947, the Maryland Legislature passed an Act
amended at the Extraordinary Session of 1947 (Maryland Acts 1947, Ch.
561 ; amended by Maryland Acts., Ex. Sess., 1947 Ch. 41 ; Maryland Code —
1951, Art. 89B, Sees. 106-126) which provided an additional or alternative
method for the construction and financing of bridges, tunnels, and motor-
ways under the revenue bond financing method, and authorized the State
Roads Commission, upon determining to construct a Chesapeake Bay
crossing from Sandy Point to Kent Island, to issue revenue bonds for
financing the crossing and for refunding the outstanding bonds on the two
existing bridges whose tolls would then be pooled with those from the
Chesapeake Bay crossing.
The Congress of the United States, by its Act approved June 16, 1948
(Public No. 654, 80th Congress) authorized the State Roads Commission
to construct a bridge over or tunnel under the Chesapeake Bay, as well as
a bridge over or tunnel under the Patapsco River in Baltimore and ap-
proaches thereto, to fix and charge tolls for the use of said structures, and
Report of the State Roads Commission of Maryland 17
to group either or both of these structures with either or both the Susque-
hanna River Bridge and the Potomac River Bridge for financing purposes.
A Trust Agreement, dated October 1, 1948, secured the bond issue
necessary to finance the Chesapeake Bay Bridge construction and to permit
refunding of the earUer bonds. It also provided that, in the event a Patapsco
River crossing were financed in conjunction with the three other bridges,
revenue bonds to pay its cost could be issued after the expiration of twelve
complete calendar months following the opening of the Chesapeake Bay
Bridge to traffic.
The construction of the Chesapeake Bay Bridge began in 1949, and it
was opened to traffic July 30, 1952.
Procedure
The State Roads Commission in 1953 started studies of a Patapsco River
Crossing, including preliminary traffic and engineering investigations.
Traffic Engineers were engaged to make feasibility studies and to prepare
reports on three proposed routes for crossing the Patapsco River in the
Baltimore area. These feasibility studies consisted of estimating the traffic
and revenues from data obtained from traffic counts and traffic surveys.
The three routes studied were:
1. The Canton-Fairfield Crossing
2. The Canton-Fort McHenry Crossing
3. The Canton-Fort McHenry-Fairfield Crossing (Tri-borough Plan)
The Traffic Engineers engaged by the Commission made studies for the
purpose of estimating the future traffic and gross revenues for the proposed
Patapsco River Crossing, together with the existing bridges over the
Susquehanna River, the Potomac River, and the Chesapeake Bay. The
studies made for the Patapsco River Crossing were based on information
compiled from origin and destination traffic surveys made in Baltimore
and vicinity by the State Roads Commission with its forces under the
supervision of the Traffic Engineers in 1953, together with information
compiled by the Commission from origin and destination surveys during
1945-1946 of Baltimore and vicinity, and with other available and related
traffic count information compiled by the Commission. These traffic studies
resulted in a detailed report submitted to the Commission by the Trafl?ic
Engineers and contained the findings and estimates of potential traffic and
revenues of the projects. Such information and estimates are prerequisite
to completing the financial arrangements to cover the cost of the project.
In September, 1953, the Commission engaged Consulting Engineers to
prepare a Civil Engineering Report to establish the cost of the project and
18 Report of the State Roads Commission of Maryland
the annual maintenance and operation expenses, together with preliminary
plans and specifications to indicate the scope and general character of the
work.
The Commission, in selecting the route and type of structure, determined
that the Patapsco River Crossing should be constructed at a location which
would afford the greatest benefit to the State, Counties, and Baltimore City
as a whole, and that the location and type of construction selected would
not cause any damage to the present port facilities of Baltimore City or any
future development. As a result of its studies and relying upon expert
advice from reliable and experienced engineering firms, the Commission
developed a project comprising a tunnel under the Patapsco River from
Canton to Fairfield in Baltimore City with connecting approaches. In
addition, connecting approach highway routes were selected to provide easy
access to the tunnel and to provide full utilization of the facility. Connecting
approach highways include a north approach, a west approach, and a south
approach.
The route and limits of the Patapsco Tunnel Project were approved by
the State Roads Commission on April 19, 1954. Subsequent revisions in
the approach alignment were approved by the Commission on July 7, 1954.
The location and general plan for construction of the Patapsco River
Tunnel between Canton and Fairfield was authorized by the Secretary of
the Army with a Department of the Army Permit to construct a vehicular
tunnel under the Patapsco River, between Canton and Fairfield at Balti-
more, Maryland, signed by direction of the Chief of Engineers on July 29,
1954, and by direction of the Under Secretary of the Army on August 3,
1954.
The report submitted to the Commission by the TraflSc Engineers in-
dicated that the Canton-Fairfield route for the Patapsco River Crossing
was the most favorable of those studied from a traflic viewpoint, and that
the greatest volume of traffic from overall traflftc sources would be attracted
to a crossing at this location.
Traffic using the Canton-Fairfield Crossing with connecting approach
highways comprising the complete project selected for construction is
estimated by the Traffic Engineers to be 11,801,000 vehicles annually for
the year 1958, the first year of operation, with traffic increasing to
18,000,000 vehicles annually by 1972.
The estimated cost of the Patapsco Tunnel Project as included in the
Consulting Engineers' Civil Engineering Report dated October 8, 1954,
and tabulated herewith below, does not include financing costs or interest
payments.
Report of the State Roads Commission of Maryland 19
Summary of Estimated Construction Costs
Trench Tunnel and Ventilation Shafts $35,384,280
Cut and Cover Tunnel and Open Depressed Ramps 5,339,120
Paving and Interior Finish for Tunnel and Open Depressed Ramps 1,377,750
Mechanical and Electrical Installations and Buildings for Tunnel 6,922,500
Grading — Approaches 8,003,670
Maintenance of Traffic 859,290
Drainage — Approaches 879,250
Approach Structures 24,071,830
Pavement — Approach Roads and Interchanges 3,900,190
Pavement — Cross Roads and Access Roads 375,570
Landscaping 694,050
Appurtenances — Approaches 1,439,500
Utility Adjustments 3,620.000
Administration and Maintenance Building 525,000
Toll Booths and Islands 410,000
Toll Collection Equipment 145,000
Borings 67,000
Field Offices 60,000
Total Construction Cost $94,074,000
Estimated Project Costs
A. Preliminary Expenses $ 475,000
B. Land and Rights-of-Way 11,341,000
C. Construction 94,074,000
D. Engineering 9,572,000
E. Administrative and Legal Expenses 903,000
F. Maintenance and Office Equipment and Supplies 325,000
G. Contingencies 13,310,000
Total Estimated Project Costs, exclusive of
Interest and Financing Charges $130,000,000
As previously related, the Commission is authorized to issue revenue
bonds of the State, payable solely from revenues, for the purpose of paying
the cost of the project and to charge tolls for use of the tunnel and appurten-
ances and to pledge such tolls to payment of bonds issued under provisions
of the law. The Commission is further authorized to unite or group the
existing three bridges, the Susquehanna River Bridge, the Potomac River
Bridge, and the Chesapeake Bay Bridge, with the Patapsco Tunnel Project,
for financing purposes and to pool toll revenues of the combined four
projects for payment of bonds and interest thereon issued to finance the
cost of construction of the projects.
This project will be combined for financing purposes with the existing
Susquehanna River, Potomac River, and Chesapeake Bay Bridges. Its cost
and the refunding of the outstanding bonds on the three existing bridges
will be financed entirely by revenue bonds which will be retired from
proceeds of tolls collected on the four projects.
20 Report of the State Roads Commission of Maryland
Description of the Project
The Patapsco Tunnel Project, to be constructed by the State Roads
Commission of Maryland, consists of a tunnel under the Patapsco River
between Canton and Fairfield in Baltimore, Maryland, with approaches
thereto, connecting the tunnel with U. S. Highway Route 1, near Elkridge,
Maryland, on the west; with alternate U. S. Highway Route 301 (the
Governor Ritchie Highway), near Ordnance Road, on the south; and with
U. S. Highway Route 40, near the Erdman Avenue interchange, on the
north. The overall length of the facility will be 15.2 miles, of which 1.7
miles will be tunnel and adjoining open depressed ramps, and 13.5 miles
will be approaches.
The project will provide a directional, high speed, modern expressway
for through traffic passing between points north and northeast of Baltimore
and south and southwest of the City, and will also provide a direct route
for Baltimore traffic between zones lying north and south of the Patapsco
River in the region of Baltimore Harbor. Providing these functions will
relieve the overcrowded city streets which now carry this traffic. As a
through traffic facility, it will become a link in the expressway system
being developed between New England and Washington and points south.
The expressway will be of the most modern design and will be con-
structed to carry four lanes of traffic. Inasmuch as the approaches will pass
through both urban and rural areas, the design of the several sections will
vary to fit land values, traffic speeds, and availability of construction space.
Intermediate interchanges between the terminal points of the project will
be constructed to pick up and disperse traffic at the major through high-
ways and at convenient points within the City. Access to any portions of
the facility will be denied, except at the terminal and intermediate inter-
changes. In order that the approaches will be available for use by tunnel
traffic only, the interchanges will be so designed that vehicles entering an
approach will not be able to leave the facility until after passing through
the tunnel.
Structures will be provided to separate the tunnel and approach express-
ways from all intersecting roads, streets, and railroads, so that there will
be no crossings at grade. Buildings and facilities required for the proper
administration, maintenance, and operation of the project will be included
as an integral part of the construction.
Route
The adopted route of the Patapsco Tunnel Project has been determined
by appropriate studies to be the most direct and economical to construct,
to possess a minimum of interference with industries and waterfront
operations, to cause the least amount of property damage in the approach
PROPOSED TUNNEL flPPROflCHE;
■L
n X"
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^
}
PATAPSCO TUNNEL PROJECT
VICINITY MAP
Report of the State Roads Commission of Maryland 21
highway areas, to take advantage of the most favorable terrain, and is
estimated to cost less overall than the other possible routes. In the Baltimore
area consideration was given in the selection of the route to provide a
directional highway for north-south traffic, to provide a route to relieve
congested streets in the downtown central area of the City by a direct
by-pass expressway route, and to relieve other congested city streets, such
as Hanover Street and the Hanover Street Bridge. Consideration was also
given to relief of traffic congestion in the Brooklyn area by inclusion of
the South Approach extending to the Governor Ritchie Highway. The route
selected by the Commission was determined to be the most feasible and that
which would best serve the overall traffic needs. The approach highways
connections included are those calculated to attract the greatest volume of
traffic, thus insuring maximum use of the facility.
Interchanges will be located and designed so as to provide the most direct
means possible for the potential tunnel traffic to enter and leave the facility.
The North Approach, approximately 3.2 miles long, begins at a terminal
interchange at the junction of the Pulaski Highway (U. S. Route 40) and
Erdman Avenue in Baltimore City and follows a southwesterly direction
across Erdman Avenue east of the Pulaski Highway over the B. & 0.
Railroad and the Pennsylvania Railroad to a point immediately east of the
intersection of Lombard and Ponca Streets. From Lombard Street the
route proceeds south approximately parallel and immediately east of Ponca
Street to Holabird Avenue. From Holabird Avenue the route is south-
westerly over the tracks of the B. & O. Railroad, the Pennsylvania, and the
Canton Railroads to the north entrance to the tunnel located east of the
foot of Clinton Street in the Canton section of Baltimore City.
The tunnel structure and entrance ramps having an over-all length of
1.7 miles, entrance to entrance, crosses the Patapsco River in a south-
westerly direction from a point on the Canton shore immediately east of
the foot of Clinton Street on the north side of the river to a point on the
Fairfield shore on the south side of the river approximately 0.2 mile east
of Childs Street.
The West Approach, approximately 7.8 miles long, begins at the south
entrance to the tunnel in Fairfield extends westerly across Childs Street,
Frankfurst Avenue, and the B. & O. Railroad to parallel the railroad on
the south side to Hanover and Potee Streets in Brooklyn, from which point
the route crosses the Baltimore City Line into Anne Arundel County fol-
lowing a southwesterly direction along the south shore of the Patapsco
River to the junction with the South Approach approximately 1.0 mile
distant from Potee Street. In the vicinity of its junction with the South
Approach, the West Approach crosses the Patapsco River from Anne
Arundel County into Baltimore County on the north side of the river and
follows along the north side of the Patapsco River Valley to the Wash-
22 Report of the State Roads Commission of Maryland
ington Boulevard (U. S. Route 1) at Elkridge, crossing the Annapolis
Road (U. S. Route 301), the Baltimore- Washington Expressway, Ham-
monds Ferry Road (Maryland Route 167, and the proposed Baltimore
County Beltway enroute. Connections to the Washington Boulevard at
Elkridge extend across the Patapsco River from Baltimore County into
Howard County for short distances.
The South Approach, approximately 2.5 miles long, beginning at its
junction with the West Approach, extends in a southerly direction to con-
nect with the Governor Ritchie Highway (Maryland Route 2) at a point
just south of Ordnance Road (Maryland Route 710).
The North Approach, the Tunnel, and that portion of the West Approach
from the south entrance of the tunnel to the south boundary line of the city
near Potee Street in Brooklyn lies within Baltimore City. The length of
that portion of the project within Baltimore City is approximately 7.1 miles.
That portion of the West Approach between the south boundary line of
Baltimore City and the Patapsco River dividing Anne Arundel County and
Baltimore County lies within Anne Arundel County, as well as the entire
South Approach. The total length of the project contained within Anne
Arundel County is approximately 3.3 miles.
The portion of the West Approach extending along the north side of the
Patapsco River from the Anne Arundel County-Baltimore County boundary
line to the Washington Boulevard at Elkridge lies within Baltimore County
and is approximately 4.6 miles long.
The terminal interchange connection to the Washington Boulevard
extends across the Patapsco River from Baltimore County into Howard
County for a distance of approximately 0.2 mile.
The over-all length of the projected route is 15.2 miles, and the lengths
given for the proportional sections are approximate.
Engineering
All engineering in connection with the project is performed by Consult-
ing Engineers. The Commission selected engineering firms outstanding in
their respective fields.
Coverdale and Colpitts, Consulting Engineers of New York, were engaged
in 1953 to make studies for the purpose of estimating the traffic and
revenues from tolls of the project. This firm completed similar work
preliminary to the construction of the three existing Revenue Bond toll
bridges now completed and in operation in Maryland, in addition to other
major toll roads and bridges throughout the country.
J. E. Greiner Company, Consulting Engineers of Baltimore, were en-
gaged in September, 1953, first to compile the Civil Engineering Report,
prerequisite to revenue bond financing, for preliminary design, estimates
for construction, maintenance and operation costs ; and secondly for general
% ARMISTEAD GARDENS
/'
PATAPSCO TUNNEL PROJECT
LOCATION MAP
Report of the State Roads Commission of Maryland 23
over-all engineering supervision of design and construction of the project.
This firm designed and supervised the construction of Maryland's three
existing Revenue Bond toll bridges and also has performed similar work
on a national scale, including some of the major toll roads and bridges
throughout the country.
Singstad and Baillie, Consulting Engineers of New York, were engaged
in June, 1954, by the Commission to design and supervise the construction
of the double-tube tunnel under the Patapsco River between Canton and
Fairfield in Baltimore City. The senior partner of this firm is a recognized
authority on tunnels in America as well as abroad, having been associated
with the design and construction of the Holland Tunnel, the first long
vehicular tunnel built, the Lincoln Tunnel, and the Queens-Midtown Tunnel
— all in the New York City area — as well as others throughout this country
and abroad.
Engineering on the highway approaches will be performed by Consulting
Engineering firms using established design criteria of, and working under
the direction and supervision of J. E. Greiner Company, over-all supervising
engineers for the project.
To assist in the preliminary studies for the selection of the project route
between the established termini, aerial photographs were taken covering
a band approximately two miles wide. After several study routes for the
project were selected, based on a study of these photographs and of existing
maps, together with on-the-ground reconnaissances, photogrammetric maps
were prepared from the aerial photographs covering bands of the study
routes approximately 1,200 feet wide. These maps with a scale of 1 inch
equals 200 feet and contour intervals of 5 feet were tied into the Maryland
State Grid System, with elevations referenced to Mean Sea Level datum.
Following approval by the Commission of the project route, the line was
photographed from the air at an elevation of approximately 1,800 feet,
providing contact prints to a scale of 1 inch equals 333 feet. From these
aerial photographs, there were prepared photogrammetric maps covering
a band at least 1,000 feet wide, 500 feet on each side of the centerline of the
route. These maps are to a scale of 1 inch equals 100 feet, with contour
intervals of 2 feet. They are also referenced to the Maryland State Grid
System, with elevations referenced to Mean Sea Level datum. Adequate
field ground controls were established and recorded for use in the final
layout of the project for rights-of-way, design, and construction purposes.
A refinement of the project route within the 1,000 foot band was ac-
complished after additional data with respect to property values, utility
changes, railroad and highway crossings, soils, and other controlling fea-
tures were obtained and examined to determine the most feasible location
consistent with the standards established for safety and serviceability.
24 Report of the State Roads Commission of Maryland
Soils •
A general review of the major soil formations upon and through which
the proposed approaches and structures will be constructed is discussed
in the following five sections :
1. U. S. Route 1 to U. S. Route 301
2. U. S. Route 301 to Frankfurst Avenue
3. South (Ritchie Highway) Approach
4. Tunnel under the Patapsco River
5. North Approach
Section 1
A crossing of the Patapsco River is made at the western terminus of the
route. Sand and gravel deposits in addition to formations of silty sand are
found in the river bottom overlying a stratum of hard clay. This stratum
is encountered at a depth of twenty feet below normal water level. Organic
silt prevails in the alluvial plain of the river.
From south of the distillery property near Elkridge to the Pennsylvania
Railroad, the roadway crosses deposits of granular material.
Directly east of the intersection of the railroad with the proposed road-
way alignment, the terrain drops sharply into the valley of Herbert Run.
A swampy condition exists in this valley and an investigation discloses a
ten foot average depth of undesirable material.
A deep fill of recent origin is traversed as the route continues to the
east. Observations of the erosive pattern and surface texture of this fill
indicate a material granular in nature. The line then parallels the river
and crosses principally sand and gravel deposits. Sources of information
indicate the presence of a clay under these deposits at approximately
thirty-five feet.
The remainder of this section is comprised of sand and gravel deposits.
At U. S. Route 301, the soil profile consists of a three foot layer of silty
sand overlying a clean, well-graded sand and gravel. This formation then
grades into a silty sand at ten feet.
Section 2
From U. S. Route 301 to the power company sub-station, the route crosses
granular materials on the high ground and unsuitable soils in the depressed
areas. As the terrain levels onto the tidal marsh of the Patapsco River,
the poor soil is continuous over sand and gravel sediments. Near the sub-
station the depth to suitable soil is twelve feet. The average depth becomes
twenty to twenty-five feet as the line progresses farther into the marshland.
At one location where a tributary is crossed, there occurs an increase in
depth of unsuitable material ; this instance disclosing a thirty-eight foot
thickness of soft silt.
Report of the State Roads Commission of Maryland 25
After the river crossing, the thickness of silt decreases on the east bank
to about ten feet. Proceeding northeasterly parallel to Riverside Road, the
line passes into sand and gravel deposits which are overlain by some
miscellaneous fill.
Continuing along the river, deep extents of organic silt and miscellaneous
fill varying in thickness from fifteen to thirty-five feet are crossed near
Potee Street. Very dissimilar soil profiles are significant throughout this
area with mixtures of sands and organic silts occurring up to eighty feet
in depth. In general, a clean sand and gravel formation underlies this
region.
This condition persists to the Curtis Bay Branch of the Baltimore and
Ohio Railroad. From here the depth to sand and gravel decreases to about
fifty feet in the vicinity of Frankfurst Avenue.
Section 3
This section includes the entire South Approach from its southern
terminus at the Governor Ritchie Highway to its intersection with the
main approach route described under Section 2. In general, suitable soils
are encountered with the exception of several alluvial deposits, insignificant
in extent, found in the drainage ways.
Northward from the Governor Ritchie Highway to Belle Grove Road,
the soils are characterized by silty and sandy textures. As the depths of
these soils increase, the density likewise increases. Clean sand and gravel
deposits in the form of pockets and ridges are found in the proximity of
the alignment. In general, the subsoils are granular in nature with some
binder.
In the vicinity of Belle Grove Road, the cover over the granular deposits
is quite thin. North of this road to the river, clayey soils are present in the
tidal marsh. From sub-surface information in the same area, it is estimated
that the depth of such material will be about five feet transitioning into
the organic silt found along the east bank of the river.
Section U
From Frankfurst Avenue northward to the tunnel portal, the approach
passes through coarse-textured soils. From here the tunnel descends under
the river into the sand and gravel sediments. This condition continues to
approximately the center of the channel, where the tunnel then passes into
clays. It is at this point that the lowest grade is attained, and a thick
stratum of soft organic silt overlies the tunnel.
In its ascent toward the north shore, there are numerous locations where
the structure will pass completely through either clay or sand and gravel
deposits rather than the soft organic silt. In general, the material beneath
the sub-grade of the structure is a dense clay and sand mixture.
26 Report of the State Roads Commission of Maryland
Section 5
Borings north of the Canton portal of the tunnel indicate an increase
in the shearing resistance of the sub-soils as compared with those values
obtained in the river silts. However, this increase is not sufficient to
eliminate questionable sub-surface conditions which arise due to the pres-
ence of silt lenses occurring intermittently to a depth of eighty feet.
This situation improves progressively as the line continues northward.
Under the tracks of the Pennsylvania Railroad at Iris Avenue are found
clean sand and gravel at a depth of fifty feet. The silty over-burden decreases
to thirty feet in the vicinity of Newkirk Street. A noticeable feature in the
course of the line northward through this area is the increase of sand ac-
companied by a decrease in organic content as the over-all condition
improves.
From Newkirk Street to O'Donnell Street, numerous extents of shallow
miscellaneous fill are observed. Underlying these fills are minimum depths
of twelve feet of organic silts and some sand. Just north of O'Donnell
Street, sandy silt with clay seams overlies a compact silty clay.
Similar soils are found for the remainder of the project which terminates
at U. S, Route 40. A normal profile reveals a two to four foot depth of soil
which is a silty sand. Observing a cut adjacent to the Baltimore and Ohio
Railroad further verifies the silty sand texture of the soils throughout this
area. Here a cut of about thirty-five feet in depth is underlain by a clean
sandy formation.
Information concerning the tunnel was obtained from contract borings
recently made in connection with this project. On the approaches, at loca-
tions of unsuitable soils, or where poor conditions were anticipated, borings
were made under contract to obtain both ordinary dry samples and un-
disturbed samples. Field sampling also was accomplished at other locations
by the Consulting Engineers to ascertain the physical characteristics
of predominant soils encountered as well as the depth and a real extent of
deposits of unsuitable materials.
Classification tests were performed on the majority of the samples re-
covered in the field work. These tests included grain size determinations
and liquid limits of plasticity indices. The undisturbed samples were sub-
jected to consolidation tests for the determination of the time-rate and
magnitude of settlements.
The proposed Patapsco Tunnel Project will traverse soils of both satis-
factory and unsuitable characteristics. Unstable soils such as are found in
the valley of Herbert Run and the tidal marshes of the Patapsco River will
require either complete removal or special treatment.
Soil Survey Reports of the U. S. Department of Agriculture, reports of
the Maryland Geological Survey, and information derived from well boring
Report of the State Roads Commission of Maryland 27
data compiled by the Maryland Department of Geology, Mines and Water
Resources aided in determining geological and soil data for the project area.
Right-Of-Way
The approaches will pass through both urban and rural areas and the
design and necessary rights-of-way of the several sections will vary to fit
land values, traffic speed, and availability of construction space.
Estimated right-of-way and easement requirements for the Patapsco
Tunnel Project were obtained by applying design criteria to horizontal
and vertical alignment delineated upon photogrammetric maps.
The acquisition of rights-of-way, easements, and other interests in real
property will involve the following estimated numbers of parcels :
Main Line Parcels 400
Supplemental Parcels 80
Permanent Easements 62
Temporary Easements 108
In determining the right-of-way requirements for the project, the guid-
ing principle was that of keeping property damage to the minimum
consistent with economy of design.
Identification and numbering of the affected properties were accom-
plished by comparison of the photogrammetric maps upon which the
horizontal alignment had been laid out with available block maps, property
plats, and other information pertinent to property line location. Exact
takings are being determined by property surveys and right-of-way plats
prepared to support formal negotiations for partial takings.
Acting upon recommendations of the Consulting Engineers, the Com-
mission engaged the services of an engineering firm to make property and
right-of-way surveys and to prepare taking plats for acquisition. Work
on surveys and plats for rights-of-way takings started during July, 1954,
with a schedule of completion of such work by the middle of December, 1954.
The Commission entered into agreement approved by the Consulting
Engineers to employ two competent real estate companies to act as its Land
Agents and a responsible Supervisor of Realty Negotiations to coordinate
the work of the Land Agents. Normally properties are appraised by the
use of the usual before and after-taking values of both land and improve-
ments, taking into consideration appropriate resulting damages, if any,
to the remainder. Following the identification of properties, independent
appraisals are made by the Land Agents and reviewed by the Supervisor
of Realty Negotiations who makes a recommendation to the State Roads
Commission as to the amount to be paid to the property owner. Upon
approval, the Land Agents are authorized to negotiate and obtain an
28 Report of the State Roads Commission of Maryland
option. Acceptance of the option by the State Roads Commission commits
both parties to the transaction. Unsuccessful negotiations necessitate in-
itiating condemnation proceedings. Right-of-way transactions are processed
and completed by the Legal Department of the State Roads Commission.
In general, the procedure for acquiring the necessary rights-of-way is
indicated by the following steps:
1. Preparation of Strip Maps
2. Preliminary Investigations
3. Title Examinations
4. Formal Appraisal
5. Authorization for Negotiation
6. Preparation of Legal Instrument
7. Completion of Property Surveys and Plats
8. Negotiations
9. Formal Acceptance of Option
10. Recommendation for Condemnation
11. Case Filed and Trial Completed
12. Formal Possession and Availability for Construction
13. Recording of Deed
14. Payment to Property Owner
15. Final Accounting
Negotiations for rights-of-way acquisition started during June, 1954,
with a schedule calling for options on all required properties, or recom-
mendations for acquisition otherwise, to be in the hands of the Commission
by the end of June, 1955.
Adjustments of Public Utilities
Existing lines and facilities of public utilities within the construction
area of the project will require adjustments, modifications or relocation.
These lines and facilities include telephone and telegraph lines, electric
power lines, water and sewer lines, oil and gas pipe lines, tracks, and
similar properties of public utility corporations, political subdivisions and
associations.
Accordingly, provision has been made for the necessary modification of
all such facilities in such manner as will result in a minimum of inter-
ference with the construction, maintenance, and operation of the toll
facility. Consideration has also been given to convenient means for the
maintenance of the utility by its owner without infringement upon the
continued service of the utility or the toll facility. In general, the planned
modification of the utilities contemplates that present types of construction
will be used in order that aerial wire lines, underground pipes, conduits,
and tracks may continue as such. Further, the estimate for this item of
Report of the State Roads Commission of Maryland 29
work is based upon construction in accordance with national, state, and
local codes, requirements of safety for toll facility traffic, standards of
workmanship and material adopted by the utility company involved and
accepted practices.
As elimination of interference with the maintenance and operation of
the toll facility is a primary objective, all facilities installed under the
roadway will be of extra long-life material. To the greatest extent possible,
these facilities will be placed in suitable sleeves under the road to allow
for convenient access as maintenance operations are performed by the
utility company.
In order to reduce the number of crossings of the toll facility, existing
facilities of one or more companies within the same general area will be
combined, as may be practicable and economical, into one crossing.
The following tabulation indicates the number and general scope of the
required adjustments to public utilities:
Electi'ic Power Transmission Lines 13
Electric Power Distribution Lines 76
Telephone and Telegraph Lines 21
Gas and Oil Lines 43
Sewer and Water Lines 100
Duct Lines 11
Railroad Tracks 9
Other Miscellaneous Utilities 66
TOTAL 339
The Tunnel
The tunnel portion of the project will include both the tunnel structure
and the adjoining open depressed ramps, and will extend from the upper
end of the ramp in Canton to the upper end of the ramp in Fairfield, a
distance of approximately 1.7 miles.
The tunnel will be a twin-tube structure providing for four lanes of
traffic. Each tube will have a roadway width 22 feet between curbs and a
sidewalk approximately 2 feet 8 inches wide, and the vertical clearance
above roadway elevation will be 14 feet. On each shore, over the tunnel,
there will be located a ventilation building which will house the motors,
fans, and other mechanical and electrical equipment. The ventilation equip-
ment is designed to supply the tunnel with fresh air and to draw out through
the tunnel exhaust ducts, the exhaust fumes and smoke from the tunnel
roadway. Between these buildings, the construction of the tunnel will be
by the open trench method; that is, prefabricated tunnel sections, each
approximately 300 feet in length, constructed of steel shells and reinforced
concrete, will be floated into place and sunk on sand beds in a dredged open
trench. After the sections are connected, the structure will be backfilled
to provide a cover of not less than 5 feet over the tunnel, and the interior
30
Report of the State Roads Commission of Maryland
construction of the tunnel will then be completed. The profile of the tunnel
will be such as to provide a shipping channel depth of 50 feet from low
water to cover, in accordance with requirements of the Department of the
Army.
^»rf*>>» 7i>tj-/f^
Tunnel Portal In Fairfield
Inland from each ventilation building, there will be a short section of
cut and cover tunnel constructed in the dry of structural steel bents and
reinforced concrete. The tunnel roadways will then be brought to the
ground surface by open ramps of reinforced concrete. The maximum road-
way gradient in the tunnel and open ramps will be 31/2 per cent.
Report of the State Roads Commission of Maryland 31
The tunnel structure will be lined with tile and provided with a brick
roadway wearing surface. A system of traffic lights will be installed to
facilitate the movement of traffic. The lighting in the tunnel will be of the
most modern fluorescent type, the intensity of which will be controlled so
as to minimize the effect on the drivers of the transition from outside
lighting conditions to those within the tunnel.
To provide for safe and efficient operation of the tunnel, numerous
personnel will be assigned to policing; to operation, servicing and main-
tenance of the mechanical equipment ; and to maintenance of the tunnel
structure. Special vehicles will be provided for the removal of disabled cars
and trucks, for washing of the tunnel interior, for relamping and for the
use of the tunnel patrol. This mobile maintenance and emergency equipment
which will be used only in the tunnel will be housed in the portal areas.
Facilities having to do with operation and maintenance will include a
service building to be constructed over the tunnel adjacent to the ventilation
building in Fairfield, and emergency garages to be built at the upper ends
of the open ramps in Canton and Fairfield. The service building will house
the main control board for the tunnel ventilation, lighting, and traffic
signals ; will provide lockers and washroom facilities for tunnel supervisors,
police, and maintainers ; and will include a garage for the mobile tunnel
equipment. Each of the two emergency garages will house an emergency
tractor and crew for the removal of disabled vehicles from the tunnel.
Telephone communication will be provided between the several buildings
and police patrol stations within the tunnel.
Approach Expressways
The approach expressways for the Patapsco Tunnel, which constitute
an integral part of the Patapsco Tunnel Project, include the West Approach
extending from U. S. Route 1 near Elkridge to the south ramp of the tunnel ;
the South Approach, extending from the Governor Ritchie Highway near
Ordnance Road to a point on the West Approach ; and the North Approach,
extending from the north ramp of the tunnel to the northern terminus of
the project at Erdman Avenue and U. S. Route 40.
These approaches fall into the separate and distinct classifications of
rural and urban, according to the degree of development of the areas in
which they lie. The rural section of the approaches consists of the South
Approach and that portion of the West Approach from the western
terminus at U. S. Route 1 to a point just east of U. S. Route 301. The urban
section consists of the remainder of the West Approach and the entire
North Approach.
The roadway for the approach expressways includes the paved travel
lanes, shoulders, side ditches, median divider, lane markers, guard rails,
roadside delineators, and right-of-way fencing. Each and all elements of
32 Report of the State Roads Commission of Maryland
the roadway section have been given complete study as to function, comfort
and safety of driving, original cost, maintenance cost, and other factors
which influence the design of an arterial roadway.
In the rural areas, the normal section provides for a 24-foot pavement
in each direction, with a 10-foot surfaced shoulder along the right-hand
lane, and an 8-foot surfaced shoulder along the left-hand lane. The median
divider between the 8-foot shoulders will be 40 feet wide, providing 56 feet
between opposing lanes of traffic. In the urban area, the normal section
provides for a 25-foot pavement in each direction with a 10-foot surfaced
shoulder along the right-hand lane. A 4-foot wide concrete median barrier
curb will separate the two roadways and provide a safety divider for
opposing lines of trafl^c. These dimensions and cross sections are based on
the highest and most recent standards which have been developed for the
design of modern, safe, high-speed highways carrying large volumes of
mixed automobile and truck traffic.
The 10-foot surfaced shoulder provided along the normal travel lane will
permit vehicles which must stop for emergencies to park completely clear
of the travel lanes, be free from danger themselves, and not obstruct the
normal movement of traffic. The 8-foot surfaced shoulder along the left-
hand lane in the rural area will permit safe maneuvering of vehicles which
may be forced off the travel lane while attempting to pass slower moving
vehicles.
The wide median strip provided in the rural area will serve as a safety
device for opposing lanes of traffic and as a drainage device for run-off
water from the roadway. As a safety device, it will help prevent vehicles
out of control from crossing over into opposing traffic, and it will aid in
preventing any traffic from making unauthorized left turns into the op-
posing lanes. As a drainage device, it eliminates the necessity for an
elaborate and expensive drainage system normally required for such pur-
poses. The ditch line in the median is designed to lower the ground water
level below the elevation of selected sub-grade materials.
The 4-foot wide raised median in the urban area will act as a barrier to
willful or accidental crossings from one roadway to the other.
The pavement for the approach expressways will be designed to carry
the heaviest truck traffic which may be expected to use the Patapsco Tunnel
Project. It will be of a type of construction which will insure smooth riding
conditions, will afford a maximum service during all types of w^eather, and
will require a minimum of maintenance. The travel lanes will be constructed
of reinforced Portland cement concrete, 10 inches thick, placed on a 6-inch
layer of granular sub-base material designed to minimize joint pumping
and frost heaving.
Report of the State Roads Commission of Maryland 33
All shoulders will consist of a bituminous surface placed on selected sub-
base materials that will provide sufficient strength and durability for the
assigned purposes of the shoulders.
The horizontal and vertical alignment of the approaches is designed for
safe accommodation of the types of high-speed traffic that can be expected
to use the facility. The alignment will be controlled by the physical surface
and sub-surface conditions of the terrain along the line of the approaches ;
the requirements necessitated by the use of grade separations ; the develop-
ment of adequate roadway, roadside, and industrial drainage systems ; the
necessity for providing safe negotiable curves and ascending and descend-
ing grades for all classes of traffic; the requirements necessitated by
maximum reduction of property damage in industrial and urban areas ;
and the securing of an economic balance of roadway excavation and fill
quantities.
Horizontal curvatures in the rural areas will be limited to a maximum
of three degrees, with a desirable maximum of two and one-half degrees.
In the urban area, horizontal curvatures will be limited to four degrees,
with a desirable maximum of three degrees. In the rural areas, all horizontal
curves will be superelevated and, in the urban area, all curves in excess of
fifteen minutes will be superelevated.
Ascending and descending grades on the approaches will be limited to
a maximum of 31/2 per cent to permit heavy trucks to negotiate them at
speeds which will not obstruct normal traffic flow.
The sight distances provided on the approaches are determined so that
the minimum distance over which a driver will have a clear, unobstructed
view shall be such that there will be ample braking distance for safely
and effectively stopping an automobile or truck traveling at the maximum
permissible speed, should the roadway ahead be blocked for any reason.
Various appurtenances along the highway will give added safety and
comfort to the driving public. All urban and interchange roadways will be
lighted. The travel lanes will be clearly separated by lane markers ; guard
rails will be provided along high fills and at bridge approaches ; roadside
signs will convey directional, precautionary, and other messages to the
patrons, reflecting delineators will be installed in rural areas to indicate
variations in roadway alignment at night; and the full right-of-way will
be enclosed by fence.
Approach Structures
Structures for the approaches will include river and stream crossings,
highway grade separation structures, railroad grade separation structures,
viaducts, drainage structures, and retaining walls.
The criteria for the control of the design and construction of the
structures conform to the standard practices and specifications of the
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State Roads Commission of Maryland, the American Association of State
Highway Officials, and the American Railway Engineering Association,
modified where necessary to assure that the structures will meet the
requirements of a modern highway facility. Special requirements for the
structures were developed from conferences with State, County, and City
ofl^cials, railroad oflScials, and with the Corps of Engineers of the Depart-
ment of Army where these agencies have jurisdiction or voice in the project.
Safety to the driving public, relative costs of construction and maintenance,
character of the terrain, and similar factors were also considered in
establishing the criteria.
In order to provide maximum safety and driving ease to the public, the
full approach roadway travel lanes and shoulders will be carried across
the short bridge structures. Where long bridge structures are required, a
special viaduct section will be utilized. This section will normally provide
two 28-foot roadways separated by a 4-foot wide raised median.
In general, bridge structures will be made up of structural steel beam or
plate girder deck spans on reinforced concrete piers and abutments, with
concrete filled steel grid floors and asphaltic concrete roadway wearing
surfaces. Under certain conditions, the use of steel bents may be preferable
to concrete piers, and pile bent construction may be desirable for long
viaducts over low marshy ground. Where special conditions so dictate,
through type construction instead of deck spans may become necessary.
The approaches will require the following types and numbers of bridge
structures :
1. River and Stream Crossings 3
2. Highway Grade Separation Structures 31
3. Railroad Grade Separation Structures 11
4. Viaducts 4
5. Box Culverts 12
Interchanges
Traffic desiring to enter or leave the Patapsco Tunnel Project may do
so at specified locations in a safe, expeditious, and orderly manner without
interfering with the through traffic on the approaches. These movements
will be accomplished through interchanges, each consisting of a system of
roadways, ramps, and grade separation structures.
All interchanges on the Patapsco Tunnel Project are directional; thereby
preventing the use of the approach expressways by local traffic originating
and ending on one side of the tunnel crossing. A vehicle entering the
approach at one interchange cannot leave the facility until it has passed
through the tunnel and the toll collection facility.
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PATAPSCO TUNNEL PROJECT
LOCATION OF INTERCHANGES
Report of the State Roads Commission of Maryland 37
The locations of the interchanges on the Patapsco Tunnel Project were
selected to provide the maximum service to the most traffic desiring to use
the toll facility. The essential characteristics of each interchange, such as
the number of ramp lanes, width of ramps, and other features are de-
termined from the anticipated volume, type, and speed of traffic, and by
the topography and extent of development at the interchange location.
Acceleration and deceleration lanes will be provided adjacent to the
right-hand lane of the approach expressways at all interchanges. The
acceleration lane will permit traffic entering the approach through an
interchange to gain sufficient speed to safely merge with the stream of
through traffic. The deceleration lane will permit traffic departing from the
approach and entering an interchange to emerge from the through traffic
and gradually reduce speed without retarding the through traffic.
Grade separation structures will be provided to prevent cross-traffic
interference. These structures will provide for the safe and rapid move-
ment of vehicles by the use of proper alignment and grade, superelevation
of curves, curbs, and other similar features. Adequate direction signs will
be provided to assure prompt selection of the proper route by all drivers.
Ample illumination at night will be provided at all interchanges. The
landscaping will be planned to assist in the preliminary function of the
interchange and also to aid in beautifying the property.
Interchanges will be provided at the following locations:
West and South Approaches
Terminal Interchange: U. S. Route 1,
Washington Boulevard, near Elkridge
Intermediate Interchanges :
Baltimore County Beltway, north of Patapsco River
Baltimore-Washington Expressway, north of Patapsco River
Potee Street
Shell Road and Frankfurst Avenue in Fairfield
Terminal Interchange: Ritchie Highway, near Ordnance Road
Intermediate Interchange: Anne Arundel County Beltway
(on South Approach)
North Approach
Intermediate Interchanges :
Holabird Avenue
O'Donnell Street
Lombard Street
Terminal Interchange: U. S. Route 40 and Erdman Avenue
The locations of the interchanges are illustrated by accompanying maps.
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PATAPSCO TUNNEL
LOCATION OF INTERi
SCALE IN MILES
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Report of the State Roads Commission of Maryland 39
Drainage
The drainage system for the tunnel provides for the interception, col-
lection, and disposal of all surface water from the open depressed ramps
leading into the tunnel, and for the collection and disposal of wash water
and other accumulated water from the open depressed ramps and the
tunnel proper. Drainage for the approach expressways has been divided
into the three following classifications :
1. Roadway Drainage
2. Minor streams and small drainage areas beyond the limits of the
roadway, generally, watersheds having an area of less than one
square mile ; and
3. Major streams and drainage areas having an area of more than one
square mile
Roadway drainage comprises the collection and disposal of all surface
water which may fall onto the roadway or the roadway slopes, or which
may reach the roadway or the roadway system of gutters, ditches, and
storm sewers. Inlets in the median strip gutter and in shoulder gutters are
to be provided at suitable intervals so as to control the flow of water in
these gutters. The inlet spacing will depend on the roadway grade, the
cross section of the roadway and median, the quantity of water, and factors
affecting the hydraulic capacities of the gutters. In the urban areas, all
storm water will flow to the side ditches, except in superelevated sections,
and median inlets will not be required unless the roadway is superelevated.
The median strip gutter in the rural area will have sufficient hydraulic
capacity to permit the inlets to be spaced at intervals up to one thousand
feet. Side gutter inlets, in general, will be required only in cut sections, and
the spacing will be determined by the allowable flow in the gutter. In cut
sections where side gutter inlets are required, longitudinal storm sewers
will be provided to carry the water to suitable outlets. In short cut sections
where there is no confinement of water, adequate roadway drainage will
be provided by side gutters without inlets.
Minor streams and small drainage areas comprise those watersheds not
in excess of one square mile. The classification is then divided into two
categories, depending on the size of culvert required.
Where the runoff is small, pipe culverts from eighteen inches to sixty
inches in size will be used. For areas where the runoff requires a culvert
larger than a sixty-inch pipe, reinforced concrete structures will be used
to reduce the danger of flooding and the erosion which would result from
the use of a pipe culvert larger than sixty inches in size. The flows from
the larger areas carry more debris and are capable of creating more damage
than the flows from smaller areas which can be adequately handled by the
use of a smaller pipe culvert. Accordingly, the capacities of the concrete
40 Report of the State Roads Commission of Maryland
drainage structure should provide for more extreme conditions than are
provided for by pipe culverts. Pipe culverts will be designed to furnish
adequate capacity for a water flow which may be expected to occur on the
average of once every ten years, with a minimum pipe size of eighteen
inches. The concrete drainage structure will be designed to furnish adequate
capacity for a storm water flow which may be expected to occur on the
average of once every twenty-five years. All culverts will be of adequate
size to provide protection against roadway damage from storm water flow
which may be expected to occur on the average of once every one hundred
years.
Structures for streams and drainage areas having watersheds larger
than one square mile will be designed to provide adequate capacity for a
storm water flow which may be expected to occur on the average of once
every twenty-five years. Structures having a clear span normal to abut-
ments or piers of twenty-four feet or more shall be provided with under-
clearances for ice and debris. The underclearances, based on a twenty-five
year flood, will vary from one to three feet, depending on the size of the
structure, the nature of the stream and its watershed, and other factors
which may influence the size and amount of debris carried by the flood.
As a further condition of design, these drainage structures will be provided
with adequate capacity to carry without damage to the structure or road-
way, the amount of water equal to the maximum flood flow recorded for the
stream, but in no case less than the storm water flow which may be expected
to occur on the average of once every one hundred years.
Longitudinal ditches will be provided at the top of cut slopes where in-
terception of the surface water is necessary to prevent erosion of the slopes
and consequent accumulation of the eroded materials in the gutters, or
where the gutters are not adequate to carry this additional water. The flow
in these ditches will be carried to natural outlets or will be intercepted and
discharged into storm sewers or culverts. Longitudinal ditches will be used at
the bottoms of embankment slopes where necessary to prevent erosion of the
slopes by an excessive flow of water along the toe of embankment, or where
it is necessary to drain depressions or swampy areas. Where the longi-
tudinal ditches are subject to damage by erosion, they will be protected by
sodding or paving.
Underdrains will be provided where unsatisfactory ground water con-
ditions exist, such as along the roadway shoulders in side hill sections and
cut sections, at the top of slopes in cut sections where a saturated soil con-
dition may cause landslides, at the bottom of embankments and around
structure foundations where ground water cannot find an outlet.
Since the approach expressways pass through railroad facilities and
various industrial areas, housing developments, and congested sections of
the city, special consideration in design and construction will be given to
Report of the State Roads Commission of Maryland 41
the existing systems of storm sewers and drains, and suitable outlets will
be provided for their continued functioning.
Safety Aspects of Design
All of the design features which can be utilized to minimize opportunities
for accidents will be incorporated in this project. Among these are road-
ways separated by a medial divider, shoulders of adequate width, long
sight distances, dual lanes in each direction, absence of grade crossings,
and a roadbed and surface which require minimum maintenance. Adequate
warning and directional signs, continuous right-of-way fencing, guard rails,
landscaping, and similar appurtenances will add to the safety and con-
venience of the project, and delineators and reflective lane striping are
safety features which will aid the driver under adverse travel conditions.
The tunnel proper and the urban and rural sections of the approaches,
which together make up the project, are of such different natures as to
require different design features for safe operation. The more important
of these features are set forth below.
Tun7iel
The physical separation of opposing traffic flows will be provided by the
use of two separate tubes within a single structural unit.
The tunnel will be continuously lighted with special provision for varying
the lighting intensity at both entrances and exits. During the day, high
intensity lighting gradually diminishing to the tunnel norm will be used
to assist the drivers' eyes in adjusting to the lower intensity within the
tunnel. At night, the entrance illumination will be somewhat lower than
the tunnel norm to reduce the discomfort from glare which will confront
the drivers entering the structure from the less intensely lighted exterior.
To eliminate any hazards from noxious gases and the reduced visibility
due to exhaust smoke, an efficient ventilating system will be provided.
Provision will be made for varying the rate at which the air is changed to
provide both adequate ventilation during heavy traffic and economy of
operation when traffic is light. The two-lane 22-foot wide roadways, plus
the safety walks, will be adequate for the lower driving speed contemplated
within the tunnel.
Provision will be made for guards stationed at intervals within the tunnel
to provide assistance in any emergency which might arise. Telephones will
be strategically located to permit the guards to call for assistance and to
stop trafflc at the tunnel entrances in such an emergency.
Urban Approaches
The design speed for the urban sections of the approaches will provide
a 550-foot sight distance and easy horizontal curvature to permit the
motorist to stop or maneuver in an emergency without difficulty.
42 Report of the State Roads Commission of Maryland
Continuous roadway lighting at night will be of the highest standards
to facilitate traffic flow and minimize accident potentialities.
A 4-foot wide curbed median 18 inches high will virtually eliminate a
crossing of the median by a vehicle which might be out of control. Guard
rail will be provided on all fill sections exceeding 10 feet in height, and at
all roadway light standards.
Rioal Approaches
In order to increase safety at lower velocities, the design of the rural
section will be based on a maximum safe speed of 70 miles per hour. For
this section, a 750-foot sight distance will be provided at summits and an
850-foot headlight sight distance will be provided in sags. These, coupled
with a maximum horizontal curvature of 3 degrees, provide adequate time
for the motorist to keep his vehicle under control at all times.
A 40-foot grassed median between the inside edges of 8-foot paved
shoulders will provide a 56-foot width between travel lanes. This width is
intended to eliminate accidents involving opposing vehicles and will mini-
mize glare from opposing headlights. The asphaltic shoulder will provide
an emergency maneuvering area for the drivers to retain or regain control
when they are forced inadvertently to leave the two-lane pavement in a
passing maneuver involving three vehicles.
Delineators, suitably mounted, will be placed at approximately 100-foot
intervals on all curves and at approximately 200-foot intervals on tangents.
These will give the driver adequate warning of changes in alignment at
night and under adverse weather conditions.
Guard rail will be provided on all fill sections exceeding 10 feet in height.
Flattened side slopes will be used on embankments less than 10 feet high.
Safety Features Common to Both Rural and Urban Approach Sections
Continuous shoulders, 10 feet wide, surfaced with asphaltic materials,
will be provided adjacent to the right-hand travel lanes. These shoulders
will provide ample room for a driver to park a disabled vehicle without
danger to himself or passing vehicles.
All crossings of the approaches by railroads, highways, streets, and
interchange ramps will be accomplished by means of grade separation
bridge structures.
All interchanges, as well as the toll plaza, will be adequately illuminated
at night to facilitate vehicular movements. Reflectorized pavement striping
will be used to define the limits of all travel lanes.
Horizontal curves will be superelevated for greater safety and ease of
driving at or below design speeds.
The roadway surface will be constructed with a texture which will pro-
vide the greatest traction possible in damp or inclement weather, as well
Report of the State Roads Commission of Maryland 43
as when dry. The surface will be of such durability as to minimize the
necessity of maintenance crews on the travel lanes.
Adequate warning and directional signs will be provided to inform the
driving public of all speed limits and other regulations as well as other
information necessary for safe, comfortable operation.
Fencing will be provided along the entire right-of-way to protect both
those persons using the approach expressways and those who try to gain
unauthorized access.
The drainage system provided for the Patapsco Tunnel Project will
eliminate flooding of the roadway, deposition of materials on the roadway
by storm waters, washouts, undercutting or weakening of the roadway by
storm or subsurface water, rnd other hazardous conditions that develop
from improper drainage systems.
Provision will be made throughout the entire project for adequate patrol
and emergency services. Motorists in need of minor services, such as
gasoline and water, will be provided sufficient aid to enable them to leave
the facility.
Toll Collection Facilities
Administration and Maintenance Building
Of particular importance to a toll facility are the collection of tolls and
the maintenance of the project. The tolls must be collected in an orderly,
expeditious, and accurate manner that will present the least obstruction to
traffic. Special attention must be paid to proper maintenance of all portions
of the project to insure a facility which will continuously provide safe and
comfortable driving with a minimum of reconstruction and replacement of
its component parts. Such maintenance requires the availability of con-
siderable personnel and equipment, and of adequate open areas and
building space to park, service, and house this equipment.
Because of the nature of the tunnel maintenance, certain items of the
equipment will be required for only that portion of the project and will be
housed in the vicinity of the tunnel.
To effect economy in personnel and in building facilities, one building
will be constructed to house jointly the administrative personnel and the
maintenance equipment and facilities and maintenance personnel for the
approaches. This building will be designed to take care of not only the
administrative offices for this project, but will also provide offices for the
general administrative personnel supervising the four bridge and tunnel
projects grouped under the single financing arrangement. The building
will also include any facilities required by the toll collection personnel, and
will house the equipment for controlling the heat and power for the toll
facilities and for the lighting of the toll plaza. In order to permit immediate
communication between supervisory personnel in the building and patrol
44 Report of the State Roads Commission of Maryland
and maintenance personnel on the approaches, a two-way radio communi-
cation system will be set up with a fixed station located in the administration
building-.
The building- and parking areas will be located together with the toll
plaza and collection facilities between the south tunnel portal and the
Fairfield interchange just west of Childs Street, a location which is centrally
situated and convenient for the maintenance forces.
The maintenance facilities will provide for minor repairs and adjust-
ments to automotive and other equipment ; for storage of parts, tools, and
supplies as well as equipment; and will include such features as machine,
paint, and electrical shops. A sand bin is to be constructed in this area, and
sufficient oil, gasoline, and grease will be on hand to operate and maintain
the sweepers, sanders, snow removal machinery, dump trucks, pick-up
trucks, emergency trucks, sand bind machinery, and other equipment. The
maintenance area will be so arranged that private automobiles and trucks
entering the area from local streets will be denied access to the approach
expressway.
The toll plaza will provide fourteen traffic lanes with their accompanying
booths, which will furnish adequate capacity to serve peak demands without
delay or inconvenience to the traveling public. Fare schedules will be shown
on signs at the approaches to the toll plaza, and the operation of the fare
equipment will be according to visual classification of the type of vehicle
and the number of axles.
The most recently developed equipment to collect, record, classify, and
protect the receipts in an accurate, expeditious, and positive manner will
be incorporated in the toll facilities for the Patapsco Tunnel Project. The
system for recording the collection of tolls in each traffic lane will be
mechanically and electrically operated and will consist of a treadle to count
automatically all axles passing over it ; a button-key board for the classify-
ing and registering of tolls and identification of the toll attendant; a "fare
paid" indicating sign ; an overhead classification indicator ; and printing
recorders for the tabulation of transactions, number of axles passing over
the treadle, and identification of toll attendants. Fare and vehicle classi-
fications and number of axles will be recorded so that the total number of
axles and total number of vehicles of each classification and the amount of
revenue collected may be verified readily.
Construction Schedule
The Consulting Engineers for over-all supervision of the project started
work on the Civil Engineering Report, surveys, design criteria and pre-
liminary plans and specifications during April, 1954. A schedule was set
for completion of the Civil Engineering Report during October, 1954.
Report of the State Roads Commission of Maryland 45
The Consulting Engineers retained to design and supervise construction
of the tunnel portion of the project began preliminary engineering work
during June, 1954, with a schedule established for completion of contract
plans and specifications in progressive stages.
Advertisement of the first tunnel contract is scheduled for February 1,
1955. An interval of four and one-half months would then elapse before
advertisement of the first approach contract. Similar engineering work
pertinent to subsequent construction contracts will be carried out in such
a manner that the final approach contract would be advertised on September
1, 1955. The construction contracts for the administration and maintenance
building, toll facilities and equipment, and approach lighting are scheduled
to be advertised on January 1, 1956. The final tunnel contract, for miscel-
laneous construction about the tunnel entrances, is scheduled for adver-
tisement on November 15, 1956.
It is contemplated that two or more approach contracts will be bid at
each letting, either separately or in combination. The scheduling of ad-
vertisement and award of approach contracts will be such that work will
be placed on the market at intervals that will allow contractors sufficient
time for thorough and adequate preparation of their proposal. Such spacing
of contract awards is considered necessary in order to secure the services
of reputable, experienced contractors at favorable prices.
The construction schedule indicates that a total of thirty-two months,
embracing three construction seasons, will be required for actual con-
struction of the project. The magnitude and complexity of the work involved
in constructing the tunnel prohibits scheduling completion within a shorter
period of time without a corresponding sacrifice of standards and
workmanship.
In scheduling the progress of construction, it has been assumed that
normal weather conditions will prevail and that construction seasons will
be of normal length. Account has been taken of usual delays caused by rain-
fall and other weather conditions not suitable for particular construction
operations. However, the occurrence of unusual, destructive storms which
damage portions of completed work or which cause prolonged delays in
resuming construction operations has not been anticipated.
In summary, it is concluded that the project may be opened to traffic on
December 1, 1957, a total of forty-two months being required for acquisi-
tion of rights-of-way, preparation of contract plans and specifications, and
completion of construction contracts.
A preliminary contract, the first in connection with the Patapsco Tunnel
Project, was awarded by the Commission on July 14, 1954. This contract,
No. AW-627-6-015, for test borings to obtain sub-surface and subaqueous
information required for design of the tunnel, approach highways and
46 Report of the State Roads Commission of Maryland
appurtenances, was officially inaugurated on August 2, 1954, and was
completed September 14, 1954.
Maintenance and Operation
The Consulting Engineers' estimates of Maintenance and Operating
Expenses, which are presented in the following paragraphs, are based on
the fifth year of combined operation of the four Maryland Toll Revenue
Projects: namely, the Susquehanna River Bridge, the Potomac River
Bridge, the Chesapeake Bay Bridge, and the proposed Patapsco Tunnel
Project. The estimates are based upon the costs of maintenance and
operation of the four facilities for the fiscal year commencing October 1,
1961. It is estimated that the Patapsco Tunnel Project will be opened to
traffic December 1, 1957. The estimate for the Patapsco Tunnel Project is
based upon the volume of traffic anticipated by the Traffic Engineers, which
is predicted to be approximately fourteen million vehicles for the fiscal
year 1962. The estimates for the three existing facilities are based upon
past operating experience, coupled with anticipated increases in traffic on
those facilities through 1962.
The three existing bridge projects are operated and maintained by State
personnel and administered by one central administrative department
under the Commission, and it is anticipated that the Patapsco Tunnel
Project will comprise a part of this central administrative department.
Present costs of general administration have been increased by an amount
estimated sufficient to cover additional costs caused by inclusion of the
fourth project. This estimate, detailed for the fifth year of operation,
presumes that the entire administrative staff will be located in the
Administration Building of the Patapsco Tunnel Project.
Maintenance and operating expenses for the fifth year of operation for
the three existing facilities and the proposed Patapsco Tunnel Project are
presented in summary.
In addition to the summary estimates of maintenance and operating
expenses for each of the facilities, there is also included a summary estimate
of payments to be made to the Operations Reserve Fund for the four
projects combined. This estimate includes allowances to cover the cost of
all insurance premiums, repainting of the structures, and an amount which,
over a period of years, will permit the accumulation of funds sufficient to
offset the deductible amounts of the All-Risk insurance carried on each of
the facilities. Also included is an amount which will permit replacement of
operating and automotive equipment and for paying the cost of extra-
ordinary maintenance and repairs of a type not recurring annually.
The combined estimate of cost of maintenance and operation of the four
projects and payments to be made to the Operations Reserve Fund for the
fifth year of operation is presented below.
Report of the State Roads Commission of Maryland 47
Total Maintenance and Operating Expenses
Fifth Year of Operation — Four Projects Combined
Including Payments To Operations Reserve Fund
General Administrative Expenses $ 301,000
Maintenance and Operating Expenses
Susquehanna River Bridge $ 211,000
Potomac River Bridge 122,000
Chesapeake Bay Bridge 222,000 •
Patapsco Tunnel Project 860,000
Total $1,415,000
Total Maintenance and Operating Expenses $1,716,000
Payments to Operations Reserve Fund 700,000
Total Budget including payments to the
Operations Reserve Fund (Four projects combined) $2,416,000
The Consulting Engineers' duties, as defined by the Trust Agreement,
include a yearly inspection of each of the projects with a report submitted
to the Commission, including their findings with respect to condition,
maintenance, operation and repair of each project, together with advice
and recommendations in connection therewith, including estimates of
amounts of money necessary for such purposes, and recommendations as
to insurance to be carried during the next ensuing year.
Administration
Toll structures authorized by the 1937 Revenue Bond Act and the 1947
Revenue Bond Act are built and operated under the administration of the
State Roads Commission. A Trust Agreement entered into by and between
the Commission and the Trustee, a financial institution, provides for ad-
ministration of funds by the Trustee. Net revenues from the projects are
pledged to secure bonds issued to finance construction costs.
Prospective toll revenues form the only security for the bonds and such
revenues must be sufficient to fully cover the cost of maintaining and
operating the facility and to meet all interest, reserve and amortization
requirements during the life of the bonds. The cost of the completed project
is provided from the proceeds of the bonds issued for that purpose, and the
relation between net earnings and debt service must be maintained to
provide adequate coverage.
The Trust Agreement defines the duties and obligations of the Commis-
sion, the Trustee, and the Consulting Engineers. All funds of the facilities
are deposited with the Trustee and all obligations and expenses incurred
by the Commission for construction, operation and maintenance of the
projects, together with all obligations for interest and redemption of bonds,
are paid by the Trustee.
48 Report of the State Roads Commission of Maryland
All tolls and other revenues derived through the operation of the existing
toll projects are deposited in a Revenue Projects General Fund, which is
likewise charged with current expenses incurred in the maintenance, repair,
and operation of the toll bridge projects.
Periodic cash transfers from the Revenue Projects General Fund to an
Operations Reserve Fund are made to provide a reserve for paying expenses
of operation, maintenance or repair, replacing equipment, and for
insurance.
After providing for the stipulated requirements of the Revenue Projects
General Fund and the Operations Reserve Fund, required periodic transfers
are effected from the Revenue Projects General Fund to Revenue Projects
Interest and Sinking Fund Accounts, including a Bond Service Account, a
Reserve Account, and a Redemption Account.
The Commission makes a monthly report to the Trustee, Consulting
Engineers, and the original purchaser covering all toll transactions, de-
posits, withdrawals, status of bonds and balances ; giving a complete
financial and operational reckoning of each project and the projects as a
whole.
Annual audits are made of the books and accounts relating to the projects
by an independent certified accountant of recognized ability and standing.
Revenue Bond Projects do not include other State Toll Bridges of which
the State now owns and operates two ; the Patuxent River Bridge at Bene-
dict being one and the bridge across the upper Potomac River at Williams-
port being the other. The Patuxent River Toll Bridge was built from funds
derived from State Highway Construction Bonds and the Williamsport
Potomac River Toll Bridge was acquired from private owners by use of
State Highway Funds. These two bridges are integral to the State Roads
System.
A principal source of information used to compile this article was the
Civil Engineering Report, dated October 8, 1954, on the Patapsco Tunnel
Project, prepared by Consulting Engineers for the State Roads Commission
of Maryland.
CONSTRUCTION
CORDT A. GOLDEISEN
Assistant Chief Engineer' — Construction
CLARENCE W. CLAWSON
Engineer- of Road Design
ALBERT L. GRUBB
Chief — Bureau of Bridges
J. ELDRIDGE WOOD
Materials Engineer
W. B. DUCKETT
Construction Engineer
FRANK V. DREYER
Chief Location Engineer
THOMAS M. LINTHICUM
Principal Engineer — Field Investigations
ASSISTANT CHIEF ENGINEER— CONSTRUCTION
The Assistant Chief Engineer — Construction forms a direct contact
between the Chief Engineer, Deputy Chief Engineer and seven District
Engineers relative to Construction projects.
He also exercises general supervision over the activities of the Highway
Location and Survey Division, Division of Road Design, Division of Bridge
Design, Materials Division, Construction Division, and Field Investigations.
Reports from each of these Divisions appear in the following pages.
51
Before Improvements
After Improvements
Relocation on Md. Route 16 — Caroline County
HIGHWAY LOCATION AND SURVEY DIVISION
This Division had been functioning under the supervision of Mr, Norman
M. Pritchett until December 23, 1953, when Mr. Pritchett was appointed
Chief Engineer of this Commission. The Highway Location and Survey
Division — normally operating twenty-two field survey parties on a state-
wide basis — is now under the direction of Mr. Frank V. Dreyer, Chief
Location Engineer, and Assistant Location Engineers, Messrs. James F.
Loskot, Sr., Roland M. Thompson, Edgar J. Streb, Charles W. Ruzicka, and
William T. Sprague — all men of considerable field experience.
This Division is concerned with the location of highways and bridges and
all survey work necessary for the development of contract plans for the
improvement of existing highways and bridges and the construction of
new highways and bridges.
The work of the Division is divided into two distinct categories, the first
that of actual location and the necessary surveys incidental thereto; and
the second, the over-all survey work involved that transpires between the
time the centerline is laid out in the field, construction stakeouts, borrow
pits, to the final survey for the determination of actual quantities.
Location
Location studies pertinent to the determination of desirable locations for
roads, bridges, interchanges and other trafl[ic facilities involve the study
of drainage features, soil conditions, property damages, traffic volumes,
utility to the traveling public, grades, curvatures, right-of-way conditions,
effects on public utilities, construction costs and other related aspects of
highway planning.
These location studies are initiated on available general maps of the area
involved and then refined by the use of detail maps which are obtained
from such sources as the U. S. Geological Survey, the U. S. Coast & Geodetic
Survey, the Army Map Service, our own county geological maps and, in
many instances, maps prepared by this Division especially for the project
study.
On projects involving entirely new locations, aerial photography and
photogrammetric development of the aerial photography is used exten-
sively. Aerial coverage of a project for a broad area can generally be
obtained and developed with minute details at a cost of approximately 10
to 20% of the cost of information obtained by conventional ground survey
methods. Astonishing accuracies are obtained in the photographic work
53
54 Report of the State Roads Commission of Maryland
which, generally, are far superior in accuracy to traverse surveys developed
for study purposes. Aerial surveys have been used occasionally by the State
Roads Commission since 1941, but in the period covered by this report they
have been used extensively, with resultant cost savings, and in most cases
the probability of lessened construction costs due to the wealth of informa-
tion available from the aerial surveys for location work.
On projects involving rehabilitation of existing highways, it is the general
practice to use existing plans supplemented by field surveys to determine
desirable rehabilitations. In certain cases these rehabilitation projects
adapt themselves to aerial surveys which can be accomplished at a fraction
of the cost involved in field surveys.
Location problems are many and complex, and involve meetings with
engineers and oflficials of other states, counties, towns, federal agencies,
other state agencies, public utility companies, district engineers, traffic
engineers, construction engineers, individual citizens and groups of citizens,
concerning problems of mutual interest about the location, improvement
and construction of the various traffic facilities.
Surveys
The survey portion of the work accomplished by this Division involves
surveys of many distinct characteristics. The twenty-two survey parties
are well rounded ones, with ten of the chiefs having a minimum of twenty
years' experience and a maximum experience of thirty-six years. The other
twelve chiefs have experience records of from six to fifteen years, with
many having benefit of some years of college education.
General types of surveys performed by parties of this Division include
traverse, profile, preliminary, bridge location, precise bridge layouts, con-
struction, hydraulic or soundings for under-water conditions, precise tri-
angulation and control for coordinate systems and photogrammetric work.
In addition, members of this Division act as liaison men, and have the
responsibility for the development of highway projects performed by con-
sulting engineers. Due to the accelerated program of the past few years,
considerable time is expended by members of this Division in the control
of the consulting engineers' work.
The Tables below show survey work accomplished by field parties for the
fiscal years July 1, 1952 to June 30, 1953 and July 1, 1953 to June 30, 1954,
under the headings of Dual Highways, Primary Roads, and Secondary
Roads.
An additional Table shows the breakdown of the survey work for the
years covered by this report.
Report of the State Roads Commission of Maryland
T.\BLEs Showing Wokk Accomplished by Survey Parties
Fiscal Year, July 1, 1952 to June 30, 1953
Borrow Pits:
52 Preliminary Borrow Pits
34 Final Borrow Pits
55
Description
Miles Dual
Highways
Miles Primary
Roads
Miles Secondary
Roads
Total
Miles
Traverse Surveys
Preliminary Centerline Surveys
Right-of-\\ av Stakeouts
55.74
58.66
31.56
27.37
36.12
34.41
9.61
18.21
23.46
40.14
21.25
2.94
115.32
132.41
62.42
48 43
Construction Stakeouts
• Fi.<CAL Year, July 1, 1953
TO June 30, 1954
Description
Miles Dual
Highways
Miles Primary
Roads
Miles Secondary
Roads
Total
Miles
Traverse Surveys
Preliminary Centerline Surveys
Right-of-Way Stakeouts
Construction Stakeouts
49.40
57.64
33.20
19.24
32.17
31.24
13.51
9.11
75.56
171.62
22.85
8 70
157.13
260.50
69.56
37 05
Borrow Pits:
45 Preliminary Borrow Pits
36 Final Borrow Pits
It should be noted in interpreting the Tables shown above, that actually
much more additional work is done than is indicated there.
For a modern highway — especially in the dual highway classification —
extensive spur lines must be run on all streams and intersecting roads,
which, in the aggregate, account for as much mileage as the main line and,
in some cases, amount to twice as much.
Interchange areas, bridge locations, etc., must be very carefully con-
toured; and all such work, although not shown as 'mileage' in the Tables
above, amounts to a considerable portion of the survey forces' work —
probably as much as 15%.
56
Report of the State Roads Commission of Maryland
Breakdown of Work Accomplished by Survey Parties
Description
Traverse
Topography
Preliminary Ceiiterline
Prolimiiiiuy Cross-section. . . .
Check Levels
Profile
Spur Lines
Reset Centerline
Final Centerline
I'inal (.'ross-sections
Constrnction Stakeouts
Right-of-Way Stakeouts
Miscellaneous Property
Condemnation Stakeouts
Preliminary Borrow Pits
Final Borrow Pits
Bridge Construction Stakeout
Cut Cross-sections
Cut Centerline
Miscellaueous Field Work. . . .
July 1, 1952 to June 30, 1953 July 1, 1953 to June 30, 1964
115
32 Miles
249
26 "
132
41 "
212
05 "
258
86 "
31
61 "
82
45 "
183
46 "
51
8 "
112
51 "
48
43 "
62
42 "
117
5 Davs
40
Days
52 Pits
34 Pits
3
40
43 Miles
62
54 Miles
639 Days
157.13 Miles
379.17
260.50
329.49
262.13
47.06
101.48
154.74
17.99
155.52
37.05
69.56
5214 Days
22 Days
45 Pits
• 36 Pits
60.63 Miles
71.80 Miles
729M Days
DIVISION OF ROAD DESIGN
This division is primarily concerned with the design and preparation of
detailed construction plans, specifications and proposal forms incident to
the construction of highway improvements recommended by the Chief
Engineer and approved by the Commission. The design and detailed prepa-
ration of right of way plats delineating the areas required for the con-
struction of the various highway projects constitute a major part of the
work of this division. The preparation of the detailed construction drawings
and right of way plats involve numerous studies and estimates. The various
phases of the work performed by this division, together with the organi-
zation of the same, are as follows:
The Assistants to the Engineer of Road Design are Messrs. Frederic A.
Hering, William A. Kollmer and Edgar L. Reese — highway engineers of
many years' experience with the Commission, The personnel of this division
is divided into groups engaged in the preparation of preliminary plans,
final plans, review of consultant plans and computation of final quantities
for payment to the contractors.
Design
The various phases relative to the design and preparation of construction
plans and right of way plats are as follows :
The survey data, assembled by the Location Division, are platted and
the results analyzed carefully by experienced engineers. Preliminary grades
are established and a preliminary typical cross-section of improvement
Report of the State Roads Commission of Maryland 57
Section of Old L'. S. Route 40 at Plane No. 4
Relocated Divided Highway with Control of Access Features-
Baltimore National Pike at Plane No. 4
58
Report of the State Roads Commission of Maryland
designed. The preliminary plans are then referred to the Office of the
Principal Engineer — Field Investigation for a study in the field by repre-
sentatives of his division, District Engineer's Office, Location Division,
Right of Way Division, Traffic Division and Division of Road Design. Upon
receipt of the findings of the above mentioned field review, the plans are
referred to a final design group for completion, using the data obtained
from the field review, special studies and soil reports as a basis for com-
pletion. This work involves a careful study of drainage conditions to
establish and design proper drainage structures. Detailed studies of inter-
section channelizations at grade and traffic interchanges are made, and the
correct type of facility developed to handle the anticipated traffic volumes.
The completed plans include a complete tabulation of quantities of the
various items applicable to each project. The necessary Special Provisions
are prepared, together with the proposal quantities, to be used in the
advertising of the various projects.
Right of way plats are prepared by the final design groups. The prepara-
tion of these plats requires considerable study and detailed work.
The following table has been prepared to show the types and mileage of
plans prepared for advertisement by this division :
Table Showing, by Typk, Plans Prepared for Advertisements
FOR the Fiscal Years 1953 and 1954
Description
July 1, 1952 to
June 30, 1953
(Miles)
July 1, 1953 to
June 30, 1954
(Miles)
Total
Miles
Concrete
Concrete (Dual Highway )
Bituminous Concrete .Surfacing
Bituminous Concrete Surfacinfi (Dual Hwy).
Bituminous Stabilized Base
Bituminous Surface Treatment
Bituminous Penetration Macadam
Gravel Surface Course
10.541
13.642
40.119
1.091
14.415
5.616
1.440
26.930
11.898
334.421
12.670
30.648
7.027
3.620
37.471
25.540
376.273
12.670
1.091
45.063
12.643
5.060
TOTAL.
86.864
427.214
515.811
Right Of Way Data
Prior to February 1, 1954 this division was also engaged in the prepara-
tion of condemnation plats, property mosaics and miscellaneous data
required in the condemnation proceedings for the acquisition of rights of
way, necessary for the construction of the various highway projects.
Report of the State Roads Commission of Maryland
59
The following table lists the number of right of way plats prepared in
1952 and 1953 and the number of condemnation plats and miscellaneous
plats prepared prior to February 1, 1954:
Table Showing Property Plats Prepared for Right-of-Way Purposes
July 1, 1952 to June 30
, 1953
July 1
1953 to June 30,
1954
County
R/W
Plats
Condemnation
Plats
Miscel-
laneous
R/W
Plats
Condemnation
Plats
Miscel-
laneous
Allegany
Anne Arundel
9
41
32
10
21
34
1
14
15
16
9
18
15
18
18
13
4
20
6
8
23
13
1
11
1
3
13
3
2
2
3
9
3
3
3
1
2
4
3
1
6
3
1
2
2
3
2
2
3
3
2
1
1
3
35
11
52
52
25
9
10
8
12
86
19
32
39
71
80
54
124
13
5
72
68
39
6
4
1
1
1
6
2
1
2
1
1
7
1
Baltimore
Calvert . . .
Caroline
Carroll
Cecil
Charles
Dorchester
Frederick
Garrett
Harford
1
3
1
Howard
Kent
Montgomery
Prince George's
1
Queen Anne's
St. Alarv's
1
1
Somerset
Talbot
Washington
Wicomico
Worcester
3
1
TOTAL
314
108
38
916
33
13
Review of Consultant Plans
The Commission has assigned the preparation of plans covering a portion
of the 12-Year Road Program to highway consultant engineers. The Office
of the Principal Reviewing Engineer, under the supervision ofMr. E. L.
Reese, has been established within the Division of Road Design to advise
the consultants in the preparation of detailed plans and right of way plats
and to review the same when necessary. This office also acts as a liaison
between the consultants and the various divisions of the Commission.
Final Payment
This division is also engaged in computing and tabulating the various
quantities of the items of work used in the many construction projects.
The final payments to the contractors are based on the final quantities thus
obtained.
60 Report of the State Roads Commission of Maryland
The following table lists the various types of construction upon which
final quantities have been computed in 1952 and 1953 :
Table Showing, by Type, Contr.vcts on Which Finals
Have Been Completed for 2 Years
Fiscal Years July 1, 1952 to June 30, 1954
Classification
Miles
Concrete
16.279
Concrete (Dual llij^liway )
Concrete Shoulders
21.941
2 . 950
Bituminous Concrete Surfncinjj;
230.813
Bituminous Concrete Surfacinj>; (Dual Hi<>;hway)
Bituminous Siuface Treatnieiit
Bituminous Penetration Macadam
Gravel Surface Course
32.729
16.088
6.748
14.312
TOTAL
341.860
BUREAU OF BRIDGES
The functions of this bureau are divided into three major categories;
design, construction and maintenance of bridges. It was formerly known
as the Division of Bridge Design.
The "Twelve Year Program" caused the necessary expansion of its
work to include supervision of construction and maintenance of bridges in
addition to its former duties of designing, preparing plans and specifica-
tions. This reorganization occurred on March 22, 1954, when the name of
the department was changed to "Bureau of Bridges". At this time, design,
preparation of plans, specifications, and reports were placed under the
supervision of Mr. H. H. Bowers, Bridge Design Engineer; bridge con-
struction under the supervision of Mr. David Silver, Jr., Bridge Construc-
tion Engineer ; and maintenance and permits for hauling heavy loads under
the supervision of Mr. Lewis W. Carr, Bridge Maintenance Engineer.
During the period covered by this report, the Bureau of Bridges released
for advertisement 111 contracts for various highway structures ranging
from major long span bridges to small drainage structures. Of these con-
tracts, 37 were designed and specifications prepared by consulting engi-
neering firms which were reviewed by the Bureau of Bridges for conformity
to the State Roads Commission's usual geometries, type, details and
specifications.
Also, several bridges and earth retaining structures were destroyed by
flash floods and were replaced immediately under direction of the Bureau.
Report of the State Roads Commission of Maryland
61
62
Report of the State Roads Commission op^ Maryland
Report of the State Roads Commission of Maryland 63
Detailed designs, plans and specifications were made for highway grade
separation structures among which was the first prestressed concrete
bridge built in Maryland, highway interchange structures, single and
multi-cell culverts, as well as all types of structures over streams and rivers.
A total of 275 bridge drawings with the necessary specifications and con-
struction procedure were made. Many of these projects included the com-
plete design and drafting of connecting approach roads and a great number
were for repairing, rehabilitating and widening existing structures which
required ingenious solutions of the problems presented. Furthermore, the
detail structual steel drawings, reinforcing steel drawings, and form plans
for these structures were checked.
At the close of the last fiscal period covered by this report the Bureau
was preparing plans on 15 bridge projects, providing inspection for 15
projects under construction, giving overall supervision to 3 projects being
directly inspected by consulting engineering firms as well as initiating a
bridge maintenance program for rehabilitating approximately 100 old
existing bridges.
Also during the year, a committee composed of Mr. R. B. Burgess, Ass't
Construction Engineer; Mr. R. E. Jones, District Engineer; Mr. J. M.
Simonds, Senior Ass't Highway Engineer; and Major E. P. Owings, High-
way Engineer III, did a splendid job of studying the material and con-
struction specifications of each of the 48 states, numerous equipment
specifications, engineering contracts and other pertinent data for the pur-
pose of rewriting the Commission's specifications titled "Material and
Construction Specifications for Highways, Bridges, Incidental Construction
and Landscaping". After which, the Bureau arranged a series of meetings
with committees of various groups interested in these new specifications to
coordinate, correct, and edit them so that they would be clearly understood
and satisfactory to all parties concerned. At the close of this fiscal period,
the problem of duplicating was being studied and the work previously noted
carried to a conclusion.
Personnel has been subject to rapid change due to loss of trained engi-
neers to other existing and recently created Divisions of the Commission.
Therefore, considerable difficulty has been experienced in coping with the
greatly expanded work of the programmed projects in the office and
providing construction inspection and maintenance in the field.
The following tables list projects for which bids were received during
the fiscal periods indicated.
64
Report of the State Roads Commission of Maryland
July 1, U»o2 to .Iunk 40, 1953
County
Crossing
Location
Type
Remarks
Allegany
On Braddock Road west
of Cumberland
Office and siioj) bldgs.
Also storage bldgs.
Stream
Under Md. Route No. 30
on Wrights Crossing
Concrete box culvert
AiiiU' Ariiii(l<'l
Over Cowhide
Brancli and Admiral
Drive Overpass
Annapolis By-Pass
Steel beam bridge
Kitten Branch
Connect iuK Hamp.s at
Fricndsliii) Airport Rd.
and Md. Route 170
Widening of existing
box culvert
Weenis Creek
Annapolis By-Pass
Steel beam bridge
Severn River
New Severn River Bridge
Field painting of struc-
ture
Dorsey Creek
Annai)()li.s By-Pass
(10) Spans concrete
deck
Cattail Brancli
Docpkins Entrance
Rip rap reisairs
Lyons Creek
On Relocation of Md.
Route No. 410
Steel beam bridge
Stocketts Run
Davidson-Burtonsville
Rd.
Culvert
2 streams
From State Route 410 to-
ward Owings — Old
CBB R. R. bed
Anne Arundel, Queen
Anne's and Charles
Counties
2 — 90" dia. piije cul-
verts
Masonry bases for 3
highway markers
Baltiinoie
Over Quaker Bottom
Rd.
Baltimore-Harrisburg Kx-
Ijressway
Steel I-beam bridge
Over Shawan Road
Baltimore-Harrisburg Ex-
I^ressway
Presstressed concrete
girder bridge
Seminary Ave.,
Timonium Rd.,
Thornton Rd.
Baltimore County Belt-
way
Subsurface exjjlorations
Caroline
Commission's Propertv
Md. Route No. 313
Greensboro Rd., Den-
ton
Grading, drainage, sub-
surfacing of garage lot
(G) streams
Westminster By-Pass
(0) box culverts
Carroll
Md. Route No. 27
Relocation of Baltimore
National Pike; 0.5 Mi.
south of Ridgeville
Dual steel I-beam
Cecil
On U. S. No. 40 northeast
of Susquehanna bridge
Weighing facilities
Charles
Mattawoman Creek
Between Berry and
Sharpeville
Timber with steel I-
beam stringers and
approaches
Frederick
Potomac River
Md. Route No. 17 at
Brunswick
Substructure
Potomac River
Md. Route No. 17 at
Brunswick
Superstructure
Howarfl
Patuxent River
Scaggsville - Burton.sville
Rd.
Substructure for steel
girder bridge
Patuxent River
Scaggsville Buit(>iis\ille
Rd.
Superstructure si ruetu-
ral steel
Report of the State Roads Commission of Maryland
65
July 1, 1952 to June 30, 1953— Coneluded
County
Montgomery
Prince George's
Queen Anne's
Wicomico
Crossing
Stream
Streams
Long Brand
Middlebrook Rd.,
Seneca Creek and
B. & O. R. R.
Interchange Struc-
ture
Stream
Over B. & O. R. R.
Henson Creek
Streams
Wicomico River
Leonard's Mill Pond
New Hope Pond
Location
Md. Route No. 144—0.5
Mi. west of Ellicott City
Scaggsville — Burtons ville
Rd.
Piney Branch Road, Md.
Route No. 320
W/N Pike — Relocation of
U. S. 240, Middlebrook
Rd. Overpass, Seneca
Creek
Md. Route No. 118— Old
Germantown Rd. W/N
Pike
Brookland Branch Rd.
River Rd. Relocation Md.
Route No. 201
U. S. Route No. 301 — 2
Mi. north of L^piaer
Marlboro
Over Henson Creek on
Brinkley Rd.
Relocated U. S. Route
No. 30 Queenstown-
Warwick
Office Building, Salisbury
District Office
Camden and South Divi-
sion St., Salisbury
Salisbury — Delmar Rd.
U. S. No. 13
U. S. No. 50 over Burnt
Mill Branch
Type
Corrugated structural
Steel multi-plate pipe
arch
2 box culvert.s
Widening existing con-
crete slab bridge
Subsurface explorations
Steel I-bean
Double box culvert and
grading. Drainage
and resurfacing sec-
tion of road
Reinforced Concrete
rigid frame bridge
Truck weighing facilities
Bridge and approaches
concret and steel
2 box culverts
Waterproofing
Reconstruction of floors
on draw spans
Concrete girder
Widening existing 2
span concrete bridge
Remarks
July 1, 1953 to June 30, 1954
County
Crossing
Location
Type
Remarks
Allegany
(9) streams
On Md. Route No. 49 and
No. 53
(8) box culverts and
(1) steel beam bridge
(4) streams
On Md. Route No. 135—
between McCoole and
Westernport
Widening of (4) slab
bridges
(4) streams
On U. S. Route No. 220—
between Cumberland
and McCoole
Widening (4) existing
structures
(3) streams
On Mt. Savage School
Rd.
(2) Multi-plate pipe
arches and (1) rigid
frame culvert
Potomac River
Blue Bridge at Cumber-
land
Steel superstructure
66
Report of the State Roads Commission of Maryland
July 1, 1953 to Junk 30, 195-l--Continue(l
County
Anne Anindel
Haltiiiioie
Caroline
Carroll
Cecil
Crossing
Nursery Rd., Pa-
tapsco River, Vir-
ginia Ave. and
B. & O. R. R.
Glen Burnic
By- Pass
Furnace Branch
Rd.
Northern Central
R. R. Overjm.ss —
York Rd. and l)u-
laney Valley Un-
derpass
Timoniuni Roiul
Patajisco llivcr
Baltimore- Harris-
burg Expressway
Thornton Road
Baltimore- Harris-
burg Expressway
Prvidence Road
(reloc. I Underpass
Cromwell Bridge
Road (reloc.)
Overpass
Md. & Penna. R. R.
Underpass
Loch Raven Blvd.
Extended Over-
pass
(4; streams
Joppa Rd. West
Underpass
Charles St. Extend-
ed Underpass
Joppa Rd. Overpass
Old Harford Rd.
Underpass
Harford Rd. Over-
pass
Stream
Chapel Branch
Stream
Little Pipe Creek
Over Pcima. R. R.
Stream
Location
Baltimore Coimty Belt-
way
Wclham Ave.
(lien HuMiic By-Pass
Baltimoic County Belt-
way
Timoniuiu Rd. and Bal-
timore-Harrisbuiff Ex-
pressway
Ilchester end of Md.
Route No. 104
Relocation of Seminary
Ave. over B / H E.x-
pressway
Baltimore County Belt-
way
Baltimore Coimty Belt-
way
Baltimore County Belt-
way
Belfast Rd. toward Mt.
Carmel Rd., B & H Ex-
pressway
Joppa Road (West) and
Charles St. Extended
Joppa Rd., Old Harford
and Harford Rds.
On HoUing Road, Md.
Route Kifj at Blooms-
bury Road
.Md. Route No. 313—2
miles north of Denton
Federalsburd By-Pass
Md. Route No. 71 — 1
mile south of Keymar
Elkton Oarage S.R.C.
At Northeast, Md.
Nortlic.ist (irade elimina-
tion on U. S. Route 40
Tyi)e
Sub-surface explorations
for (4) bridges
Steel W. I', beat
Steel W. 1'. Bean
Subsurface explorations
for CO bridges
.Steel b(^:iiu l)ri(lgc and
approaclics
Steel I-beam bridge and
approaches
Steel beam hrid^
Steel beam bridge
Dual beam bridges and
road approaches
Subsurface exi)lorations
Remarks
(4) box cuhcrts
Subsurface explorations
for (2; bridges
.Subsurface explorations
for (3) proposed
bridges
Widening of existing
concrete slab bridge
Double ccincK'tc l)OX
culvert
Steel bcMiM bridge
Steel beam bridge
Heating plant
Steel beam bridge and
pedestrian tunnel
Culvert extension
To cany Welliam Ave.
over proposed (ilen
Burnie By-Pass
To carry proiiosed Glen
Burnie By-Pass over
Furnace BraiuhiRd.
To cany Baltimore-
Harrisburg PiXjiress-
way over Timonium
Rd.
Report of the State Roads Commission of Maryland
67
July 1, 1953 to Jlnk 30, 19o-l — Continued
Crossing
Patuxent River
Potoiiiat- Rivei'
Stream
Potoniat- River
Owens Creek and
Little Owens Cr.
Over B. & O. R. R.
Potomac RiN-er
(4) stream
To oarry Ceineterj-
Rd. over B/N
and W/N Pikes
to carry East
Bound leg of B / N
Pike over W/N
Pike at Trumpet
Interchange
thereof
Monocacy River
(Jug Bridge)
(5) streams over
Bush Creek
Dollyhyde Creek
Potomac River
Little tiavage River
Md. Route No.
546
Over V. S. No. 40
Susquehanna River
Deer Creek
Streams
Carsins Run
Stream
Patuxent Rixer
Location
From Benedict in Charles
County to Hallowing
Point in Calvert County
Potomac River Bridge
Administration Build-
ing Toll facilities
U. S. Route 301 south of
Md. Route No. 5
Md. Route No. 17 at
Brunswick
U. S. Route No. 1.5
On Relocation of B/N
Pike — 1.5 miles west of
Ridgeville
.\t Rnm.<wick
Baltimore National Pike
Baltimoie National Pike
Frederick By-Pass
Jug Bridge -U. S. No. 40
West of Md. No. 27 near
RidgeviUe— U. S.
Route No. 140
Unionville - Libertytown
Kitzmiller
Little Savage Mountain
(Reloc.)
(On Md. Route No. 546
over U. S. No. 40)
Little Savage Motmtain
.Susquehanna Rivei Br.
-Perry ville
St. Clair Rd.
Flintville-Castleton
Aberdeen to Churchville
On U. S. No. 1 end of
Construction H-363-2
- -to Conowingo Dam
Scaggsville-Burtonsville
U. S. Route No. 40, about
5 miles east of West
Friendship at Pine Or-
chard
Type
Repainting of metal
monotube piles —
Patuxent River Br.
Exterior and interior
repairs
1 box ciiKcrl
Maryland apjjroach to
bridge
(2) steel beam bridges
Steel beam hridiie
Construction of con-
crete deck — railing,
painting, etc.
Reinforced concrete
rigid frame
(3) box culverts
(1) steel beam bridge
3-'4> span steel beam
bridges
Subsurface explorations
(4) box culverts
(1) structural plate pipe
culvert
(1) steel beam bridge
Widening slab bridge
Steel beam bridge and
approaches
10 ft. multi-plate pipe
culvert
Steel beam
Construction of main-
tenance building
Steel I-beam bridge
Concrete pipes
Slab bridge widening
Widening concrete box
culvert
Floor, handraiks and
field painting
Weighing facilities
Remarks
68 Report of the State Roads Commission of Maryland
.lui.v 1, iyo3 TO Junk 30, 1954 — Continued
County
Crossing
Location
Type
Remarks
On U. S. Route No. 1^
Baltimore-Washington
Blvd., Patapsco River
and Laurel
Widening (4) existing
structures
Kent
Sassafras Ri\er
Queenstown—
Warwick Rd.
Steel licaiu l)ridge
(3) streams
Queenstown —
Warwick Rd.
(3) concrete box culverts
(3) streams
Queenstown—
Warwick Rd.
(3) concrete box culverts
2 streams
Along Massey to Dela-
ware State Line Road
(2) Corrugated metal
pipe arches
Montgomery
Rock Creek
Md. Route No. 066 (St.
Paul St.) in Kensington
Erection of corrugated
metal multil plate
pipe arch
Over Old Baltimore
County Rd.
Seneca Creek — 2.8
miles east of
Dawsonville; .8
On Washington National
Pike
Md. Route No. 28 be-
tween Dawsonville and
Beallsville
Steel beam bridge
(1) box culvert (new)
(widening only)
mile east of
Beallsville
Md. Route No. 124,
Muddy Branch,
ShadyGroveRd.,
Md. Route No. 28
Bridge Sites on W N Pike
Sul)surl'aee explorations
Streams
On U. S. Route No. 24
W/N Pike
(2) box culverts
Great Seneca Creek
Proposed Relocation of
U. S. No. 240, W/N
Pike
Steel beam bridge
Over Middlehrook
Rd.
Relocation of U. S. Route
No. 240, W/N Pike
(3) span steel beam
bridge
Muddy Branch
W N Pike
(4) span steel beam
bridge
Md. Route No. 124
W/N Pike
(3) span steel beam
bridge
Prince George's
3 streams
P. R. R. Overpass,
A/W Exp. Inter-
change
Defense Hwy. In-
terchange
A/W Exp. at B.&O.
Overpass and
B/W Pky. Over-
pass
On Relocation U. S. 240
Washington National
Pike
Relocation of River Rd.
and A/W Exp.
Andrews Air Force Base
(3) box culverts
Subsurface explorations
C! r ee n House A t-
tendant's Quarters
Collingtoii Kd. Un-
derpass
P. R. R. Overpass
Church Rd. Under-
Annapolis-Washington
Exjjressway
Subsurface explorations
pass
Enterprise Rd.
Overpass
Stream at Sta. 294
Vista Rd. Under-
pass
Palmer Ilwy. Inter-
change
Report of the State Roads Commission of Maryland
69
July 1, 1953 to June 30, 19.54 — Concluded
County-
Crossing
Location
Type
Remarks
Stream
Relocation of River Rd.
Box culvert
Annapolis-Wash-
ington Exp.
O.C) mile south of Inter-
section of Md. Route
No. 704 and U.S. Route
No. 50
(4) span steel beam
bridge
U. S. Route No. 50
Konilworth Route No. 201
Steel I-beam
6 streams
On Relocation Md. Rt.
No. 5, Woods Corner
to Clinton
0 culverts
Queen Anne's
.Sticani
On U. S. Route No. 50
between Md. Route
No. 40 and U. S. Route
213
Widening existing cul-
vert
Streams
U. S. Route No. 213—3.4
miles and 5.4 miles
southeast of Chester-
town
Widening of 2 concrete
bridges
Red Lion Branch
Queenstown —
Warwick Rd.
Steel beam
Chester River
Chester River
Queenstown —
Warwick Rd.
Steel beam
Unicorn Branch
Queenstown —
Warwick Rd.
Steel beam
Branch of Wye
River
Streams
U. S. Route No. .50
Queenstown —
Warwick Rd.
Double box culvert
(5) box culverts
Somerset
Pocomoke River
Pocomoke By-Pass
Subsurface explorations
Wicomieo
East Side of U. S. Route
No. 13 about 3 miles
north of Salisbury
Highway truck weigh-
ing facilities
Underpass Penna.
R. R.
East Main St. — Salisbury
Pedestrian tunnel
Over Ton ^• tank
Pond
Southbound lane of U. S.
Route No. 13
Concrete slab bridge
Passerdyke Creek
On U. S. Route 13
1 slab bridge extension
Worcester
Wagram Creek
U. S. Route No. 13
Concrete slab bridge
Stream
0.7 mile north of Girdle-
tree on Md. Route No.
12
Double box culvert
3 streams
On U. S. 113, Wesley to-
ward Newark
1 box culvert
2 box culvert extensions
The preceding tabulation notes the geographical distribution and varia-
tion in types of projects. A summary of these projects shows: 45 were for
new bridges, 8 involved bridge widenings, 12 covered subsurface explora-
tions for new bridges, 26 were for culverts, 4 provided weighing stations,
and the rest were for buildings, pedestrian tunnels, repairs to and
maintenance of existing structures.
70 Report of the State Roads Commission of Maryland
MATERIALS DIVISION
The Materials Division offices and laboratories. are located at 520 Albe-
marle Street in Baltimore. This division, directed by the Materials Engi-
neer, J. Eldridge Wood, is responsible for the testing and approval of all
materials used in construction and maintenance of highways and structures
controlled by the State Roads Commission.
Due to the wide variety of materials that are subject to testing, and
because of the various types of inspection services required, the Division
has been subdivided into departments. This subdivision has been effected
in order that incoming work could be channelized for the most efficient
handling. The two main subdivisions are the Laboratory, headed by B.
Gordon Hesson, and the Field Personnel, directed by Elliott P. Owings.
The Division is fortunate in that all of its offices and laboratories are
located in one building. Being so situated, a high degree of interdepart-
mental coordination and cooperation can and has been effected. This
cooperation has definite advantages — when one department becomes over-
loaded with work, skilled personnel from other departments can be shifted
to meet the work load. Another advantage lies in the fact that by shifting
to meet emergencies the individual does not become "lost" on one job.
It has been the policy of the Materials Division for a number of years to
rotate its personnel through different positions at periodic intervals. This
rotation of personnel eventually supplied the Division with a staff so trained
that all positions can be continually covered in the advent of sickness or
during the vacation periods of the individuals. This policy has proven its
worth on certain occasions in the past and plans are to continue it. Another
merit to this idea is that when a new employee is changed from position to
position, the Division head has the opportunity to observe which position
he is most suited to fill. Thus, in most cases, the best man to fill a certain
position can be found.
The facilities of the Materials Division were fully described in the last
biennial report with the exception of certain equipment acquired during
the past two years. These acquisitions will be more fully described when
the various subdivisions are discussed.
The photographic facilities and personnel of the Laboratory are in close
cooperation with the Public Relations Department. Thus photographs taken
by this Department for public consumption can be efficiently and rapidly
processed. In this manner, pictures can be sent to newspapers and other
publications while they are still newsworthy.
Soils Section
In the past thirty years, soils, as a specialized field of civil engineering,
has developed into one of the most important aspects of road and bridge
design.
Report of the State Roads Commission of Maryland 71
Because of the complexity of the material, the engineer must resort to
the use of geology, chemistry, physics and hydraulics to properly evaluate
its engineering properties. Extensive research and development has resulted
in the creation of values to the extent that they are now recognized as a
necessary criteria.
When the more important factors such as grain size, shrinkage, expan-
sion, compaction and moisture reaction are established, the engineer can
properly classify the material and direct its use to best advantage.
A soil survey to determine the natural material that will be encountered
along a proposed highway location is an important part of the work of this
section. The scope of the survey must be sufficiently detailed to insure the
eventual stability of the subgrade and pavement under every condition.
Samples of all types of soils are taken from borings which sometimes
extend to a depth of 50 feet or greater beneath the surface of the existing
ground.
After the analysis and classification of the soils is completed, the design
engineer is directed to the best use of each soil type from the standpoint of
its engineering characteristics. Recommendations are made, based on the
CBR (California Bearing Ratio) test, on the soils which dictates the sub-
grade treatment, pavement type, and thickness. Recommendations are pro-
posed for changes in line or grade and modification of design because of
the presence of swamp muck, deposits of unsuitable soils, subsurface water
sources and other conditions conducive to differential settlement.
Recommendations are made for the type of culvert pipe to be used,
predicated on chemical tests of waters sampled by the survey crew. During
the past nine months since instituting this testing, 214 samples of water
have been analyzed for the determination of pipe requirements.
Notations are made describing the presence of good top soil and high
grade subsoils which are useful in landscaping and base construction. In-
formation gathered from geological and soil maps, together with experi-
ence, are used in the accumulation and evaluation of the soil information.
Specifications are written for the subbase. Direction is given for the use
of the best prevailing soils and available borrow material, gravel and
backfill.
Power equipment is used by the survey crews to expedite boring opera-
tions and to overcome difficulties experienced by hand operations. Three
mechanical jeep mounted augers are in operation capable of extending
borings to 100 feet supplemented by two chain saw type gasoline operated
two-man power augers for use in areas where heavier equipment cannot
be utilized.
When the project has been awarded, field inspection trips are made to
control soil variables and to solve any unforeseen problems which may
develop and require further study. All borrow and gravel material intended
72
Report of the State Roads Commission of Maryland
Determination of the California Bearing Ratio of a
Soil Sample
Laboratory Field Personnel Using A Gasoline Powered
Two-Man Auger To Obtain A Soil Sample
Report of the State Roads Commission of Maryland
73
for use on the project is sampled and tested for approval prior to use in
addition to top soils, mulch, sod, backfill and other native material. At this
stage of construction, supervision is exercised over compaction control.
The importance of satisfactory and uniformly compacted road foundations
cannot be over-emphasized. The actual degree of compaction is measured
by tests conducted by construction personnel. These results are compared
with the laboratory densities for each soil involved throughout the project.
The Construction Division and the Materials Division have collaborated
closely to produce an efi'ective control over soil compaction.
Soil stabilization, low in cost, requires precise laboratory studies, but
is the most economical treatment where certain local natural material lend
themselves to improvement by the use of additives such as crushed aggre-
gate, cement, soluable salts and bituminous materials. By these studies the
laboratory recommends the proper proportions of stabilizing agent and
local material to insure that it will consolidate and be durable.
Under proper conditions, i.e., traffic, drainage and soil types, stabilization
can be accomplished for the construction of sub-bases, bases and surface
courses satisfactorily and economically.
Further investigations have been continued with fly-ash which is a by-
product of combustion. It has been found to have a stabilizing effect upon
certain types of Maryland soils, when used in combination with lime.
In addition to an earlier section of road shoulder constructed using fly-ash
treatment during the period of this report further shoulder and base test
sections have been constructed. Studies are being made to further develop
this type of stabilization.
Soils Statistical Data:
Work Performed
July 1, 1952 to
June 30, 1953
July 1, 1953 to
June 30, 1954
Total
Borrow pits sampled and analysis performed
230
203
103
618
2420
88.3 miles
323
243
107
1711
3805
243 4 miles
553
Gravel pits sampled and analysis performed
446
Top soils sampled and analysis performed
210
Soils sampled from surveys and analysis performed
Proctor Density and moisture determinations made. . . .
136 Soil Surveys made and soil profiles prepared for
proposed construction of
2329
6225
.^.^1 7 TYlilpS
Total routine classification analyses of soil samples. . . .
5255
11385
16640
Chemical Section
Chemical analysis has for sometime been one of the major methods for
measuring the quality of an increasing number of materials. There is
hardly any type of manufacturing or production that does not use chemical
control of quality to some extent. The same is true of the State Roads Com-
74
Report of the State Roads Commission of Maryland
Laboratory Technicians Determining The
Physical Properties of Soil Sample
-.^^^w
One of the Material Division's Three Mechanical Jeep Mounted
Augers Being Used to Obtain A Soil Sample
Report of the State Roads Commission of Maryland
75
mission. Chemical analysis is in some instances the best, and sometimes
the only method of determining quickly if the specifications are met and
to insure the acquisition of the highest grade of material for its highway
construction.
For sometime this chemical section has been acquiring new and more
efficient devices to accelerate and conduct additional tests on materials
which are submitted for analysis. As an example, by the use of a pH meter
and a device to measure the electrical conductance, samples of water can
be tested in a matter of minutes rather than hours as required by the old
method. These modern electronic devices are extremely sensitive and very
accurate. The purchase of such devices is an economy measure whereby
fewer personnel are able to produce a larger volume of work.
One of the most important test procedures conducted by the chemical
section is the chemical and physical analysis of paints. This alone accounts
for the full time employment of one technician and at certain times, usually
during the summer months, one man cannot keep up with the large influx
of samples to be tested. Beside the paint which is used on bridges, guard
rails and other incidental structures, paint is tested for the familiar center
line that divides our highways. When one realizes that it takes twenty
gallons of white traffic paint to mark the center line for one mile of highway.
Chemical Statistical Data:
Material
Calcium Chloride
Canvas, Duck
Cork
Curing Compounds
Enamel, ecjuipment
Enamel, sign
Lime
Hardware, Galvanized. . . .
Metal, corrugated
Miscellaneous testing
Paint, Aluminum
Paint, bridge
Paint, guard rail
Paint, metal primer
Paint, traffic
Pipe, helical
Reflectorizing beads
Shellac
Sheet metal, galvanized. . .
Turpentine
\'arnisli, asphalt
Varnish, spar
N'arnish, phenolic
Water, foi' survey
Total Samples Tested
July 1, 1952 to
June 30, 1953
10
6
17
4
9
6
2
24
310
34
13
154
28
10
125
24
1
0
2
1
4
3
2
0
789
July 1. 1953 to
June 30. 1954
9
13
9
2
6
1
4
37
496
51
13
155
24
0
78
12
10
1
3
1
5
0
4
237
1171
Total
19
19
26
6
15
7
6
61
80()
85
26
309
52
10
203
36
11
1
9
3
6
237
1960
76 Report of the State Roads Commission of Maryland
it is apparent that thousands of gallons must be tested each year to keep
our roads properly marked. In the past two years, the chemical section has
tested 540 batches representing 128,619 gallons of all types of paint. This
amount of paint if applied as a normal brush coat would paint a strip six
inches wide by more than 26,000 miles long; more than once around the
earth at the equator.
As the result of new specifications developed and adopted by the Materials
Division, the State Roads Commission is now receiving a traffic line paint
of increased durability. This, in turn, has resulted in an increased economy
due to less frequent application of center line stripes. The savings effected
is in the amount of paint used and the man hours required to apply it.
Bituminous Materials
The Bituminous Materials Section is responsible for the testing of
asphaltic materials, bituminous emulsions, road tars and other petroleum
products of non-bituminous character. During the past two years new
equipment and added personnel have increased the facilities measurably.
The current Maryland road building program has called for an increased
use of bituminous materials as well as other petroleum products. Maximum
use by State Roads Commission forces of maintenance machinery have
further expanded the demand for motor fuels and lubricants. Appropriate
tests are conducted on these materials prior to acceptance in addition to
the check samples received from various delivery points. This type of
testing is designed to insure the delivery of good quality materials in a
continuous supply.
During the past several years, it has become increasingly evident that
an additional check is needed on the mixing of bituminous concrete other
than an examination as to the quantities involved. It has been felt that a
method was needed to determine if the asphalt in bituminous concrete has
been injured by high temperatures during mixing. Asphalt, when spread
in relatively thin films over heated aggregate during mixing, is susceptible
to damage as is evidenced by a sharp increase in its hardness. Thus, when
asphalt is "burned" the resulting pavement is brittle and of questionable
durability.
In order to spot such conditions, the laboratory obtained suitable equip-
ment by which the asphalt could be recovered from mixtures without
additional damage to it. The method is commonly referred to as the "Abson
Extraction and Recovery of Asphalt." Without going into detail, it is
sufficient to say that the asphalt is separated from the aggregate by means
of a suitable solvent and distilled to a residue. Tests conducted on this
residue will indicate any damage to the asphalt cement and also the extent
of that damage caused by over heating.
Report of the State Roads Commission of Maryland
77
In order to determine the proper moisture-distillate-soil proportions
required for maximum stability in bituminous stabilized bases, the Bitumi-
nous Section conducted a series of experiments. In these experiments
samples were cut from this type of construction at various intervals and
locations. The samples were then analyzed to determine the relative amounts
of water and non-volatile distillate.
In the past two years, a relatively new type of material has been finding
increased use as a joint sealer. Basically, this is a mixture of asphalt and
rubber which is blended to give a thermoplastic material of exceptional
binding characteristics. In addition, the material has very little change in
viscosity due to temperature change. The combination of these two charac-
teristics make for an almost ideal joint sealer. However, like other asphaltic
materials, it is susceptible to damage if heated excessively while in prepara-
tion for pouring. For this reason, all shipments are tested before use, and
additional samples are taken from the melting pots during the pouring
operations. In this manner a positive control over the material is maintained
by the laboratory.
Bituminous Statistical Data:
Material
July 1, 1952 to
June 30, 1953
July 1, 1953 to
June 30, 1954
Total
Asphalt Cement
Asphalt, Crack .Sealing
Asphalt Curing Agent
Asphalt Cutback
Asphalt Emulsion
Asphalt, Hub-sealing
Bituminous Stabilized Gravel
Creosote
Dampproofing
Gasoline
Joint Sealer, Thermoplastic . .
Oil, Form
Oil, Fuel.
Oil, Lubricating
Pipe, Asphalt Coated
Road Tar
Roofing ALiterial
Waterproofing
Total Samples Tested . . .
251
10
5
97
9
11
0
40
5
21
26
1
IS
1
7
285
15
4
120
36
19
29
1
6
10
59
6
22
87
1
8
2
6
536
25
9
217
71
28
40
1
11
19
99
11
43
113
2
26
3
13
551
716
1267
Bituminous Concrete Section
The Bituminous Concrete Section actually embraces two sub-sections
which are primarily concerned with the testing of bituminous concrete as
a finished product. One section conducts physical tests and experiments on
the bituminous concrete as it is produced and the other analyzes it as to
the amounts of asphalt contained and the gradation of aggregates used.
78
Report of the State Roads Commission of Maryland
A Laboratory Technician Determining The Reflecioki/ing
Characteristics of Weathered Traffic Paint
The Arson Method for the Recovery of Asphalt Extracted from
Bituminous Concrete
Report of the State Roads Commission of Maryland 79
To distinguish between these two sections, the first will be referred to as
the physical testing section and the other the extraction section.
In the past two years, the physical testing section has become increasingly
important as a control medium in the production of bituminous concrete.
Its primary concern is to test the design features of job mix formulas
submitted to the laboratory by contractors for approval. This is done by
making Marshall specimens of the bituminous concrete as it is produced
at the plant and comparing it with tailor made specimens made in the
laboratory. Results from tests conducted on field specimens made from
bituminous concrete as manufactured in the field should compare with
designs as determined by experimental work.
Marshall test is one of the commonly recognized procedures in testing
the stability, void content, specific gravity, flow and other important charac-
teristics of bituminous concrete. In this type of testing cylindrical speci-
mens are molded according to a rigid procedure and after curing in the
prescribed manner, the specimens are subjected to various tests and com-
pared with past results on bituminous concrete known to be of acceptable
design and stability.
Certain acquisitions of new equipment such as a constant temperature
bath of greater capacity than the old, an electric oven for heating aggregates
and asphalt, and a special balance for weighing specimens in the field, have
increased the eflficiency of this type of testing considerably.
Another method of testing bituminous concrete is the Immersion-
Compression test as developed by the Bureau of Public Roads of the
Department of Commerce. Equipment for this type of testing was acquired
during the period covered by this report and we are now in the process of
gathering suitable information from these tests to serve as a reference
medium.
In order to have a check on the bituminous concrete after it has been
placed and also to obtain test specimens on materials that have had good
or bad service records, this department has ordered a coring device for
bituminous concrete. In the past, specimens have been cut from the finished
pavement with a concrete saw. This type of sampling is not compatible
with our Marshall testing device, and it is therefore necessary to have a
coring device that will yield specimens of the proper shape and size. By
sampling in this manner and comparing the results from these specimens
with those molded at the time the road was constructed, the effect of
weathering, traffic and other deteriorating effects can be studied with an
eye toward an improved material in the future.
In order to use locally available and thus economical materials such as
beach sand on the eastern shore a series of experiments were conducted to
test the feasibility of such a plan. Fly-ash was introduced, in varying
percentages into a mixture of sand-asphalt and tested by the Marshall
80 Report of the State Roads Commission of Maryland
method. From the results obtained, a usable mix design has been developed
and it is currently planned to conduct a test in the field to substantiate these
findings.
The extraction department is responsible for the analytical control of
bituminous concrete. Asphalt is removed from the finished product by
means of a suitable solvent and its percentage determined. The residual
aggregate is then graded to determine if the proper sizes were used.
The apparatus for extracting these bituminous mixes is knovv^n as the
Maryland Extractor and was explained in the previous report, however,
certain alterations have been made in the past two years which have doubled
production without sacrificing accuracy of results, enabling this department
to keep up with increasing production.
In order to obtain the greatest accuracy in the determination of asphalt
content in bituminous concrete mixes, a new method of measuring quanti-
ties and calculating results, based on the specific gravities of component
materials in the mixes has been devised. This method has reduced the
possibility of mathematical error to a minimum.
Due to the serious health hazard to personnel involved, in the use of
carbon tetrachloride as a solvent, an effort was made to find a less toxic,
but equally effective solvent. Trichloroethylene was found to meet all of
our requirements with regard to the safety of personnel and as a satis-
factory extraction solvent.
For test results that may be subject to question, there is an alternate
method involving the use of an electric furnace with temperatures ranging
from 1800°-2000°F. This alternate procedure is of proven accuracy and
is used to check routine streamlined control testing.
During the period of this report 3,139 samples were tested. To illustrate
the amount of increased work, it is enough to say that this is over 700 more
samples than were tested in any other two year period.
Portland Cement Concrete Section
The responsibility falls upon this section for the testing and approval of
all materials used in the construction of Portland cement concrete surfac-
ing, bridges and incidental structures. Prior to the actual construction of
any item requiring portland cement concrete, all materials must be tested
and approved. This involves samples of cement, fine and coarse aggregates
and water, to insure that they meet their respective specifications.
After these ingredients of the concrete have been tested and approved,
a job mix design is calculated on the basis of the results obtained in testing.
Each class of concrete on every project has its own mix design and when
they have been formulated they are forwarded to the inspector in charge
of the construction.
Report of the State Roads Commission of Maryland
81
Reinforcing steel and wire mesh which are found in almost all structures
of Portland cement concrete must be tested not only for its tensile proper-
ties, but also as to their design characteristics. Reinforcing bars, in order
that they will impart adequate support, are shaped in various designs.
These characteristic shapes are important and are checked quite closely.
When the concrete is mixed for any structure, cylinders six inches in
diameter and a foot long are molded. When the concrete has hardened
sufficiently to permit shipment these cylinders are forwarded to the labora-
tory. After curing for specified intervals, they are tested as to strength,
quality and uniformity. If all requirements are met notification is sent to
the project that the forms may be removed and loading permitted.
Tests made by the Portland Cement Concrete Section:
Material
July 1, 1952 to
July 1, 1953
July 1, 1953 to
June 30, 1954
Total
Brick
Block, Concrete
Castings
Cement
Cores, concrete drilled
Copper flasliing
Cylinders, concrete
Gravel
Guard Fence, fittings and cable
Joint Filler, premolded
Miscellaneous
Mix designs, concrete
Pipe, Cast Iron
Pipe, Concrete Plain
Pipe, Concrete Reinforced
Pipe, Vitrified
Sand..
Screenings and Dust
Slag .
Steel, Reinforcing
Stone
Water
Welders Tested
Welders Certified
Wire and Mesh
Total Samples
16
11
1,155
65
""'3
2,378
166
9
50
19
261
'4
326
12
172
52
53
378
291
13
10
7
303
14
7
700
120
8
3,029
160
5
50
4
278
0
349
26
178
84
60
497
450
24
20
13
375
30
18
1,855
185
.....
5,407
326
14
100
23
539
'4
675
38
350
136
113
875
741
37
30
20
678
5,754
6,451
12,205
With concrete pavements the procedure is somewhat different. In this
case the laboratory sends to the inspector in the field, molds with which
beams are cast, using the actual material being poured into the concrete
road slab. After curing for specified intervals, these beams are tested for
flexural strength using a portable beam breaker. Results of these tests
determine when a highway may be opened to traffic, and results are
forwarded to the laboratory where they are recorded for proper evaluation.
82 Report of the State Roads Commission of Maryland
An additional control over portland cement pavements is maintained when
the job is completed by coring the pavement slabs at specified intervals to
determine if the contractor has placed the concrete to proper thickness.
During the past two years, 1485 cores were taken on 130 miles of new
pavement construction.
Few people realize the rather rigid control that is maintained over the
cement used in portland cement concrete construction. No cement of any
brand or type is used until it has been thoroughly checked for fineness of
grind, setting times, compressive strength, expansion, etc. (Should an
undue deviation from the specifications be observed, the material is sub-
mitted to the Chemical Department for further testing) . For this reason,
a section of the laboratory is devoted entirely to cement testing. Each year
the equipment and methods used are checked by a branch of the National
Bureau of Standards. Such checks insure a high degree of accuracy.
General
A substantial portion of the Material Department's time is used in the
investigation of the characteristics of products not covered by our speci-
fications and which have not previously been employed in State Roads
work. Example of these items are, a cold applied joint sealer, steel mesh
reinforcement for bituminous concrete, bituminous coatings for steel piles,
etc. Although it is the policy of the State Roads Commission not to specify
proprietary or brand names, these are isolated occasions when such desig-
nations appear in the Special Provisions of the project as a brand name or
"approved equal". In these cases, the laboratory must assemble sufficient
information concerning the product offered to ascertain its acceptance.
The Laboratory represents the State Roads Commission in regard to
material specifications and test methods in several professional societies
among which are the American Association of State Highway Officials,
and American Society for Testing Materials. Such membership requires
active participation in committee work by the representative, who in return
receives such assistance as he needs from appropriate personnel of the
Laboratory.
During the recent revision by the State Roads Commission of the General
Specifications, this Division reviewed and made recommendation for certain
changes in and additions to, the Materials Section as well as any other
contributions to other sections in which they felt qualified. In addition to
the assistance given in the revisions to the General Specifications this
Division has prepared individual specifications for other materials such
as Ready Mixed Aluminum Paint, Metal Sign Posts, Lubricating Oils,
Gasoline, Snow Fence and Snow Fence Posts.
A study was conducted by the Laboratory in an efl'ort to standardize
the procedure used in the adhesion of reflectorized materials to the metal
Report of the State Roads Commission of Maryland 83
sign base. A report has been prepared covering the scope of the tests made.
It also contains recommendations for acceptable sign base materials as
well as surface preparation of the metal prior to the application of the
reflectorized coating.
It would be indeed difficult to present a completely comprehensive account
of the many activities in which the Materials Division has been engaged.
This organization is frequently called upon to assist other departments
both in and out of the State Roads Commission, in various subjects and
problems of a scientific and technical nature.
On all such occasions an endeavor is made to furnish courteously and
accurately the information desired. Conversely this Division is equally
receptive to ideas and council from other sources which are believed to be
better qualified on the subject in question.
The cooperation received from these agencies, including our own
Divisions and Districts has been gratifying.
CONSTRUCTION DIVISION
The Construction Division provides a direct link between the Assistant
Chief Engineer-Construction and the District Engineers under whose
supervision the construction projects are carried out. The. principal func-
tions of this Division may be summarized under three categories, as
follows :
1. Selection and maintenance of a construction engineering and in-
spection staff.
2. Assisting the design divisions in the preparation of construction
plans by means of participation in the preliminary inspections for con-
struction projects and in the final reviews of construction plans
immediately prior to the time the projects are ready for advertising.
3. Over-all supervision of construction projects throughout the State.
Construction engineering and inspection personnel are made available
to the Construction Division from the eligibility lists of the State Com-
missioner of Personnel. They are interviewed in the office of the Construc-
tion Engineer and when found acceptable, are employed and assigned to
projects in the various districts under the supervision of the District
Engineers. Whenever personnel quotas cannot be met from the available
eligibility lists, applicants may be interviewed and employed on a temporary
basis pending qualification by means of an examination given at a later
date. Transfers of personnel from one district to another, when necessary,
are arranged through the office of the Construction Engineer.
By means of training courses and instruction classes, men are encouraged
to improve and extend their abilities and advance themselves. During the
past two winter seasons when construction activities were at their lowest
84
Report of the State Roads Commission of Maryland
B Q
•^ o
Report of the State Roads Commission of Maryland 85
ebb, the Testing Laboratory held classes in bituminous concrete construc-
tion and hot mix plant inspection and a number of the Construction
Division personnel attended them. At present, plans are being made through
the office of the Research Engineer for starting a ''Highway Engineering
Program." This training course would be conducted under the supervision
of the University of Maryland, with classes being held two nights a week
and a number of men in the Construction Division plan to participate in it.
Every effort is made to see that promotions are given to deserving men
and that they are encouraged by means of adequate incentives in the form
of compensation, subsistance allowance, overtime allowances (at straight
time rates) and reimbursement for travel and other expenses. However,
no overtime is allowed to those men whose base pay is $5,000.00 per year
or over.
Since June, 1954, the Construction Division has participated in the
Student Cooperative Work-Study Plan of the Drexel Institute of Technology
whereby students in their engineering courses are employed for six months
periods between school terms to work on construction projects and thereby
gain practical experience in line with their courses of study. This arrange-
ment was worked out by the Commission's Research Engineer. At present,
the Construction Division has two such students employed.
On March 22, 1954, as a result of the increased volume of work generated
by the expanded construction program, the construction engineering and
inspection in connection with all major structures, including bridges over
twenty feet in length, was taken over by a new construction sub-division
set up within the Bureau of Bridges. Most of the Construction Division
personnel who were experienced in bridge construction were transferred
as rapidly as possible to this new unit in order to form a nucleus around
which it could expand. The Construction Division has had to employ and
train new men to make up this shortage.
In order to meet the ever increasing demands for construction engineer-
ing and inspection personnel created by the tremendous volume of work in
connection with the Twelve Year Program, it is contemplated that in the
near future the Commission will avail itself to the services of consulting
engineering firms to supply the necessary field forces to take over the
construction engineering and inspection on some of the major projects. It
will then become the duty of this Division, in addition to its other work, to
assist in co-ordinating the operations of these consultants along the same
lines as described below for our own staff.
Reference to the following Tabulations of Personnel will indicate the
number of persons employed by this Division in the various classifications
for each fiscal year.
86
Report of the State Roads Commission of Maryland
Classification
Construction Engineer
Assit. Coni^truction Engineer. . .
Senior Stenographer
Junior Stenographer
Sr. Asst. Highway Engineer II.
Jr. Asst. Bridge Engineer I. . . .
Jr. Asst. Bridge Engineer II. . .
Jr. Asst. Highway Engineer I. .
Jr. Asst. Highway Engineer II.
Hoad Inspector Grade I
Road Inspector Grade II
Road Inspector Grade III
Jr. Engineering Aide II
Laborer
6-30-50
1
1
2
I
0
7
8
32
23
40
59
176
0
0
6-30-51 0-30-52
1
I
2
0
0
7
7
28
21
30
59
157
0
0
1
1
2
0
0
7
3
30
16
23
81
135
0
0
G-30-53 6-30-54
1
1
2
d
4
5
3
27
25
20
97
96
0
0
0
3
i '^
4
38
57
120
104
Eliminated
': 1
4
TOTALS.
350
313
298
281
340
On March 1, 1954, all men classified as Road Inspectors I were reclassified
as Junior Assistant Highway Engineers II with no change in compensation,
as both of these classifications already carried the same salary, which was
scale No. 15. At the same time all men classified as Road Inspectors II and
III were reclassified as Road Inspectors I and II at pay scales No. 13 and
No. 11 respectively, which maintained the same rate of compensation. The
classification of Road Inspector III was then eliminated.
The classifications of Junior Engineering Aide II and Laborer were
recently added to those used in this Division in order to provide suitable
pay scales for temporary summer employees.
On May 1, 1953, the classification of Senior Assistant Highway Engineer
II was added to those already included in the Construction Division and
several of the most experienced men have been advanced to this grade and
made responsible for the supervision of construction on a number of
projects in one county or district.
Every effort is made to maintain a competent and experienced construc-
tion engineering and inspection staff" which will work intelligently and
tactfully with the contractors as well as with the other divisions within
the State Roads Commission so that the construction program may proceed
expeditiously and with the least possible friction or delay. In a division
which has the supervision of over 300 persons, the many problems in con-
nection with personnel alone constitute a major item particularly when it
is considered that the Construction Division is in direct competition with
private industry, consulting engineers and other fields of engineering
endeavor for the services of men competent in this field.
The Construction Division also assists the design divisions in the prepa-
ration of construction plans by means of field inspections made before the
plans are entirely completed. Until recently, all preliminary inspections
Report of the State Roads Commission of Maryland 87
were made by the Construction Engineer, together with representatives of
other interested divisions. This work is done at a time when the plans are
in a preliminary stage and recommendations can be made concerning
alignment, grade, typical cross sections, surfacing, drainage, entrances,
channelization, landscaping, etc., and incorporated in the plans before they
become final.
Since March, 1954, a new division has been established for the specific
purpose of making all field investigations and preliminary inspections and
the Construction Engineer no longer participates in this work. However, at
the time this change was made, another new policy was also established
which required a final review of the plans in the field before the work was
advertised. This final review is applied to all projects, including both those
prepared by our own design divisions and those prepared by consulting
engineers. The items considered are similar to those considered at the
time of the preliminary inspection and the Construction Engineer or his
assistant participates in all of these final reviews.
The Construction Division also exercises a general supervision over
construction projects throughout the entire state. Every eff"ort is made to
see that construction performance is fully in accordance with the require-
ments of the plans and specifications. Construction procedures are co-
ordinated on a state-wide basis and every effort is made to obtain uniform
application of the specifications in all districts throughout the state and
uniform compliance by all contractors. In this connection, all projects are
subject to periodic inspections by the Construction Engineer and his
assistant and frequent consultations are had with the District and Project
Engineers in order that the Commission may feel assured that all details
of the work are satisfactorily performed. This division checks on the
adequacy and efficiency of the construction engineering and inspection staff
and on the adequacy and efficiency of the contractor's organization and
equipment. It also promotes the diligent prosecution of the work on the
part of the contractor and checks to see that only approved and acceptable
materials are used. The Construction Division also passes on the accept-
ability of methods used and on the quality of work produced and works in
conjunction with the District Engineers to see that delays are avoided or
reduced. This Division also assists in the adjustment and settlement of
claims by contractors and abuting property owners and endeavors to
forestall them if possible.
Another function of the Construction Division is the promotion of satis-
factory and uniform procedures relative to field records and reports, esti-
mates, time charges, tests, etc., and seeing that these items are kept up-to-
date. The completion and checking of final estimates for highway construc-
tion contracts is now entirely the responsibility of the Construction Division
88
Report of the State Roads Commission of Maryland
Report of the State Roads Commission of Maryland 89
through Construction Division personnel assigned to the offices of the
District Engineers.
During the past two fiscal years the Construction Division has carried
out such work as noted above on a total of about 407 miles of roads costing
approximately $47,000,000.00 and in addition, has performed similar work
in 88 projects involving new structures or the widening and repair or
improvement of existing structures or other incidental construction totaling
about $8,800,000.00 so that the total value of work supervised during this
period amounts to approximately $55,800,000.00.
A general revision and rewriting of the Specifications for Highway
Materials and Construction is under way at present and several members
of the construction engineering staff have devoted considerable time to
this work and made major contributions to it.
FIELD INVESTIGATIONS
Due to the greatly expanded construction program, the activities in
connection with preliminary field investigations were separated on March
1, 1954, from those of the Construction Division, under a Principal
Engineer, Field Investigations.
Four assistants, Hugh G. Downs, S. T. Nottingham, Jr., James H. Miller,
Jr. and H. J. Hamilton, Jr., were assigned to the Principal Engineer.
Preliminary field investigations are made by members of this group, ac-
companied by representatives of the District office, Division of Road Design
or Bureau of Bridges, Right-of-Way Division, in some cases, Consultants,
and, on projects involving Federal participation, representatives from the
Bureau of Public Roads.
During the investigations, all aspects of alignment, grade and drainage
are checked, and recommendations made for any changes in the preliminary
plans deemed advantageous in the final completion of the construction plans.
Prior to the creation of this group, field investigations were made, as a
function of the Construction Division, between July 1, 1952 and February
28, 1954, on ninety-six projects, involving 249.647 miles. In the remaining
four months of this biennium, that is, from March 1 to June 30, 1954, the
field investigations covered forty-three projects and 151.884 miles, or more
than half of the mileage covered in the preceding twenty months.
MAINTENANCE
P. A. MORISON
Assistant Chief Engineer-Maintenance
FRANK P. SCRIVENER
Maintenance Engineer
WALTER A. FRIEND
Engineer-Special Assignments
JOHN C. GRANNAN
Equipment Engineer
S. W. BAUMILLER
Landscape Engineer
LOUIS PFARR
Supervisor, Highway Markings
Section of Md. Route 103
Same Location After Widening and Resurfacing Work
Performed By Prison Labor
92
ASSISTANT CHIEF ENGINEER — MAINTENANCE
The Assistant Chief Engineer — Maintenance maintains a direct contact
between the Chief Engineer, Deputy Chief Engineer and the District
Engineers of the seven districts, relative to all operations in connection
with maintenance of the road system.
He exercises supervision over Maintenance Operations, Roadside De-
velopment, Sign Shop and Equipment Division.
Reports from each of these Divisions appear in the following pages.
93
94
MAINTENANCE DIVISION
Maintenance of highways begins immediately when construction stops
and continues until the pavement reaches obsolescence and/or abandon-
ment. Proper maintenance of highways requires a well trained organiza-
tion, constantly alerted, in order to preserve and keep the highways and
pertinent structures in such a condition as to permit safe and economical
use by the traveling public.
Organization
The Assistant Chief Engineer — Maintenance, located in Baltimore, rep-
resents the Chief Engineer as the general administrator of the entire
maintenance organization. He exercises general supervision and with the
aid of Assistant Engineers, coordinates operations in order to insure
State-wide uniformity of maintenance methods, practices and policies.
The State is divided into seven maintenance districts, each under the
direction of a District Engineer. Each maintenance district comprises of
from two to five counties. District Engineer offices are located in Salisbury,
Chestertown, Laurel, Reisterstown, Upper Marlboro, Cumberland and
Frederick.
Each District Engineer has an assistant with a District-wide assignment
whose duties are to correlate the various maintenance activities in their
respective Districts, inspect periodically in detail and exercise control of
maintenance work and its related functions. Engineers of this classification
operate out of the District Engineers office.
A Resident Maintenance Engineer is located in each county. The duties
of these employees are to program and direct operations in their assigned
counties. Headquarters for these men are located as follows : Princess Anne,
Snow Hill, Salisbury, Cambridge, Easton, Chesterstown, Centreville,
Denton, Elkton, Churchville, Towson, Westminster, Gaithersburg, Laurel,
Glen Burnie, Upper Marlboro, Sunderland, LaPlata, Leonardtown, Fred-
erick, Hagerstown, Cumberland and Oakland.
Able assistants to the Resident Maintenance Engineers are the Foremen.
The experience, knowledge and ingenuity of these men make it possible
to bring to completion economically and satisfactorily the varied necessary
functions of road maintenance.
Up-to-date equipment methods require the proper use of modern equip-
ment. Each operator is trained in his own assignment and is encouraged
to learn the operation of other pieces of equipment so that the entire
personnel may be molded into a composite mobile organization capable of
completing the many requirements of satisfactory maintenance,
95
96 Report of the State Roads Commission of Maryland
In addition, employees are encouraged to develop and utilize labor saving
devices and machines to eliminate all possible hand labor.
The standard work week for field forces is 45 hours. Five 9 hour days,
Monday thru Friday.
During emergencies, however, such as snow storms or floods, maintenance
forces work "around the clock" until the roads are again safe for travel.
Recent salary increases and reclassification of employees have not only
contributed to the present high morale of the personnel but are continuing
to pay dividends. Many of the older employees, from point of service, might
have been tempted to leave the organization for higher pay in similar fields
of endeavor had not these changes been brought about.
Tabulated below is a list showing the complement of men forming the
maintenance organization, exclusive of the Engineers operating out of the
Baltimore office :
District Engineers 7
Assistant Dist. Engineers — Maintenance 7
Resident Maintenance Engineers 23
Chauffeurs 292
Road Foremen 90
Chauffeur-Foremen 93
Motor Equipment Operators 150
Carpenters 10
Automobile Mechanics 48
Gas Shovel Operators 19
Blacksmiths 2
Shop Foreman 19
Shop Clerks 30
District Equipment Supervisors 7
Skilled and Unskilled Laborers 1100
Mileage
There are approximately 18,530.98 miles of road in the State of Maryland.
This Department maintains 4,796.61 miles of road in the State system and
3,305.49 miles in the County system. This latter total is made-up of the
roads in Somerset, Worcester, Caroline, Cecil, Kent, Queen Anne's, Talbot,
Charles, Calvert and St, Mary's Counties. Tabulation showing the miles
of road in the various systems is included in the Traffic Division report,
page 251.
Maintenance Operations
maintenance of road surfaces
The condition of the road surface is the yard-stick by which maintenance
operations are measured. All other items of maintenance are secondary in
that they contribute their relative value to retaining smooth and safe
surfaces. Road surfaces are maintained by patching, bituminous surface
treatment, the surface and sub-surface sealing of joints and cracks and
the placing of plant mix wearing courses.
Report of the State Roads Commission of Maryland
97
The tabulation below shows the quantities of work performed by main-
tenance crews, State-wide, on roadway surfaces during the period of this
report.
Roadway Surfacing
Type of Work
Unit of
Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading; — dragging
Jacking — asphalt
.Jacking — cement slurry
Resurfacing — non-bituminous . .
Joint and crack filling
Oiling — bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
499,620
1,044
192,609
300,411
382,581
15,595
566,185
1,688,651
7
13,814
2,300,667
1,500
1,016
1,500
37,932
Patching
Patching is the restoration of small areas of road surface which have
become distorted or broken. The old adage, "a stitch in time saves nine" is
certainly appropos of patching operations. Generally, bituminous patches
are placed. However, concrete is used where the concrete surfacing is free
of bituminous patches. The extensiveness of these patching operations is
borne out by the fact that field reports show that 2,900,000 square yards
was the average area patched yearly during the two years of this report.
This patched area is approximately 4%% of the entire surface area in
the State highway system.
Bituminous Surface Treatment
This operation is the periodic sealing of entire road surfaces and the
providing of an additional wearing course by the application of aggregate.
It is a seasonal operation of major importance and should not be carried on
when the air temperature is below 55° F. Exceptions to this rule are neces-
sary, however, on occasions. During the month of October, the District
Engineers submit to the Baltimore ofhce, a suggested bituminous surface
treatment program to be carried out during the following spring and
summer. Experience indicates that this is the best time of the year to
determine the roads requiring this treatment. This program designates
the roads to be treated, the application rate of bituminous material and
mineral aggregate and the estimated cost. From this information, a tenta-
tive State-wide surface treatment program is formulated, subject to a
second inspection made after the spring thaw. During the month of April,
bids are sent out to interested parties for the furnishing and applying of
the bituminous material and the furnishing of cover aggregate. This
aggregate is placed by State Roads Commission maintenance forces. Tabu-
lations showing the miles of roads on both the State and County system
98
Report of the State Roads Commission of Maryland
that were surface treated during the time of this report are shown
following :
Surface Tkeatmknt, State System, Fiscal Year 1953
Miles Road
Miles Shoulder
Gallons
District and ( ounty
Asphalt
Emulsion
Tar
No. 1
Dorchester
Somerset
\\ icomico
5.49
6.50
9.61
9.52
7.90
21.10
18.53
36,170
12,598
12,334
100,038
Worcester
Total
31.12
47.53
161,140
No. 2
Caroline
Cecil
Kent
Queen Anne's
Talbot
28.09
33.35
12.62
9.18
16.65
12.84
11.20
14.38
20.80
131,870
191,837
148,335
88,195
210.242
Total
99.89
59.22
770,479
No. 3
Montgomery
Prince George's
14.60
21.51
41 , 105
60,155
5,933
Total
36.11
101,260
5,933
No. 4
Baltimore
Harford
18.11
18.62
8.98
136,559
42,809
Total
36.73
8.98
179,368
No. 5
Anne Arundel
Calvert
Charles
31.17
17.27
42.50
33.15
102,641
47,050
141,203
116,249
St. Mary's
Total
124.09
407,143
No. 6
Allegany
Garrett
Washington
11.84
13.35
34,366
37,489
Total
25.19
71,855
No. 7
Carroll
Frederick
Howard
13.12
14.42
13.07
7.40
58,719
34,981
30,415
Total
40.61
7.40
124,115
Grand Total
393.74
123.13
1.654,220
161,140
5,933
Report of the State Roads Commission of Maryland
99
Surface Treatment, County System, Fiscal Year 1953
Miles Road
Miles Shoulder
Gallons
District and County
Asphalt
Emulsion
Tar
No. 1
Somerset
Wicomico
Worcester
12.20
53.55
41.05
38,728
310,401
139,041
Total
106.80
18.90
64.15
2.10
29.55
3.40
114,495
338,199
14,414
244,236
50.104
488,170
No. 2
Caroline
Cecil
Kent
Queen Anne s
Talbot
Total
118.10
761,448
No. 5
Calvert
Charles
St. Mary 's
18.19
53.42
41.07
76,787
177,685
210,430
Total
112.68
464,902
Grand Total
337.88
1,226,350
488,170
100
Report of the State Roads Commission of Maryland
Surface Treatment, State System, Fiscal Year 1954
Miles Road
Miles Shoulder
Gallons
l^istrict and Coimtj-
.\sphalt
Emulsion
Tar
No. 1
Dorchester
18.85
4.42
11.15
3.86
1.20
19.35
19.28
69,226
15,251
94,931
87,379
Somerset
Wicomico
Worce.ster
Total
38.28
39.83
266,787
No. 2
Caroline
Cecil
Kent
Queen Anne's
Talbot
6.91
27 . 20
7.10
1.30
1.40
34.60
17.61
6.20
4.60
22,434
191,396
92,301
37,223
22,453
Total
42.51
64.41
365,807
No. 3
Montgomery
Prince George's
19.79
39,683
15,336
Total
19.79
39,683
15,336
No. 4
Baltimore
13.89
11.47
5.60
52,169
101,673
Harford
Total..
25.36
5.60
153,842
No. 5
Anne Arundel
Calvert
Charles
4.77
3.25
31.87
21.83
17.68
52,283
9,463
113,355
77,068
^1,969
St. Mary's
Total
61.72
17.68
252,169
1,969
No. 6
Allegany
Garrett
Total
No. 7
Carroll
Frederick
1.48
8.15
1.64
1.04
3,714
19,879
7,503
Howard
Total
11.27
1.04
31,096
Grand Total
198.93
128.56
842,597
260,787
17,305
Report of the State Roads Commission of Maryland
101
Surface Treatment, County System, Fiscal Year 1954
Miles Road
Miles Shoulder
Gallons
District and County
Asphalt
Emulsion
Tar
No. 1
Somerset
Wicomico
29.72
57.95
49.91
116,565
252,099
215,865
Worcester
Total
137.58
584,529
No. 2
Caroline
Cecil
Kent
Queen Anne s
21.07
49.55
15.07
34.22
224,253
245,570
78,877
255,916
Talbot
Total
119.91
804,616
No. 5
Calvert
Charles
St. Mary's
19.00
37.92
39.51
90,889
219,107
192,456
Total
96.43
502,452
Grand Total
353.92
1,307,068
584,529
Retread
An operation which is an improvement over bituminous surface treating
is the placing- of approximately 90 lbs. or an average of 1" in thickness of
aggregates mixed with bituminous material and placed with machine
precision. This eliminates the irregularity in the surface and provides, upon
completion, a smooth riding surface which is impossible to obtain under
straight bituminous surface treatment methods.
Surface and Sub-Sealing
All joints and cracks in the surfaces are kept sealed from the top by the
use of bituminous crack filler.
Where conditions warrant, surfaces are sub-sealed by the use of bitumi-
nous material. This material, having a high melting point and a low
penetration, is heated to a temperature of approximately 400 °F. and by the
use of a pump, forced through the surface onto the sub-base through holes
previously drilled. The action of the material in flowing under the surface,
fills any voids in the base, reseats the slab and in addition, when it is cooled,
places a material under the joint which does not readily lend itself to
pumping action. This pumping is a forecast of surface failure.
102
Report of the State Roads Commission of Maryland
In addition, where small sections of rigid type pavements have settled,
they have been mud-jacked into position by cement soil slurry. This
material is pumped through holes previously drilled into the road surfaces,
and the distorted sections, which have been out of section as much as 6",
have been restored. Generally one crew carries on sub-sealing and mud-
jacking operations on a State-wide basis.
Shoulders
Due to narrow right of way widths on the earlier constructed projects,
the graded section is confined in width to practically what is now considered
a standard two-lane highway. Consequently, the shoulders provided on the
narrow pavement widths are being used by the motoring public as part of
the surface. Since they were not constructed for this purpose, an additional
burden has been placed on maintenance crews to maintain these shoulders.
Mechanical equipment is being used almost continuously to widen, grade
and provide some form of stabilized shoulders so that they can be used
with safety. The widening also provides off-surface parking and a storage
place for snow which has been removed from the surface.
Due to the construction of divided highways with their wide parkways,
the removal of debris and waste material and the cutting of the grass
parkways, at a cost of $170.00 per mile, has become a major maintenance
item. This Department is trying to educate the traveling public from litter-
ing the highways. Receptacles have been placed at strategic points. Road-
side stand owners are cooperating in cleaning-up and disposing of debris
adjacent to their property.
The following table covers the quantity of work performed in this phase
of maintenance, on a State-wide basis, for the period of this report.
Shoulder Maintenance
Type of Work
Dust and Crusher run. . . .
Patching
Blading — dragging
Sodding
Mowing and hand cutting
Oiling — bituminous
Removal — excess material.
C-alcium Chloride
C 'rusher Run used
Unit of
Charge
Tons
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
Tons
Tons
Bitum.
469,179
560
602
8,468.58
64,730
Stabilized
130
1,089,140
21,652
400
2,603
519,296
94,122
381
Grass
49,654
11,791
11,301
32,361
963
1,732.66
Earth
502
1,330,913
25,813
6,589
3.013
141,181
2,298.01
156
Guard Rail
Due to the widening and improving of the shoulder areas and the
provision for an easier slope on fill sections, the need for guard fence has
Report of the State Roads Commission of Maryland
103
been reduced in many instances and consequently, many miles have been
removed. Hand labor methods of painting are now being replaced by
mechanical means, at a considerable saving in cost and with more lasting
results.
The following table covers the quantity of work performed in this phase
of maintenance, on a State-wide basis, for the period of this report.
Guard Fence
Type of Work
Unit of cliarge Repairs
Replacements
New-
Installations
Fence Removal
New Fence
Posts
Cable
Fittings
Lin. ft.
Lin. ft.
Number
Lin. ft.
Number
Gals.
2,459
84,182
20,288
46,476
3,150
2,819
10,419
6,328
10,363
2,034
526
5,351
2,870
8,988
3,209
Paint
277
Drainage
As previously mentioned, all phases of maintenance lead to providing
a smooth surface. Good drainage is a "must" to a well maintained surface,
for without it no surface, regardless of depth, can withstand the pounding
of present day traffic. Maintenance crews are engaged in replacing numer-
ous cross-drains which have failed after many years of service. A yearly
inspection is made of every cross-drain in the State in order to determine
the condition of these pipes before failure is encountered.
The following table covers the quantity of work performed on this phase
of maintenance, on a State-wide basis, for the period of this report.
Drainage (Cleaning)
Ditching (new)
Cleaning — ditches
Cleaning — pipe culverts. ...
Cleaning — bo.\ culverts
Cleaning — bridges
Cleaning — catch basins
Cleaning — misc. structures. .
Riprapping
Cleaning pipe
Cleaning — guard rail
Cleaning — retaining wall . . . .
Cleaning — curbs and gutters
Lin. ft.
218,049
Lin. ft.
6,051,220
Number
23,477
Number
3,874
Number
1,090
Number
6,326
Number
558
Sq. yds.
1,375
Lin. ft.
423
Feet
1,500
Feet
487
Lin. ft.
3,500
Winter Operations
The winters covered by this report have been unusually mild, the snow
fall below average and the need for cindering operations has been below
normal years. However, the erection and subsequent dismantling of snow
104 Report of the State Roads Commission of Maryland
Report of the State Roads Commission of Maryland 105
05
CO
cs
»! N I 9a I A IS 3 «
106 Report of the State Roads Commission of Maryland
fence, the preparation and distribution of abrasive materials in storage
bins and the overhauling- of snow removal equipment have to be carried out,
"just in case."
Approximately 354 trucks, ranging in size from three to seven tons,
equipped with snow plows, either the rotary, v-type or one-way plows, and
91 motor patrol units, 59 of which are equipped with v-type plows, are
available for snow removal operations. Approximately 305 miles of snow
fence was erected and dismantled each year, during this biennium. Accom-
panying this report are maps showing the average snow fall over the State
for the years of 1952-53 and 1953-54.
The treatment of icy roads with abrasives is an operation again demon-
strating the loyalty of the entire organization. Employees realize that the
safe transportation of the traveling public hinges upon the promptness
and continuity of its operation in freezing and sub-freezing temperatures.
Cinders and sand are the abrasives generally used. These materials are
usually treated with calcium chloride or sodium chloride, which prevents
a stockpile of abrasives from freezing and, upon application, help to imbed
the abrasives in the ice on the pavement surfaces. Approximately 30,000
tons of this material are spread during the normal winter season. Again
mechanical equipment is used in loading and applying these abrasives to
the road surface.
Weather and road condition information is furnished the traveling public
during the ever-changing conditions of the road surfaces during storms,
etc., from the central, district and resident maintenance engineers' offices.
The offices are open continuously for the duration of these emergencies.
The press and radio are notified, for release to the public, of information
pertaining to the changes in the road surfaces or conditions. This informa-
tion is compiled not only from our own forces patroling the highway, but
from the State Police and the Weather Bureau. The police have been very
cooperative during emergencies, and the Weather Bureau has given fore-
casts of weather conditions so that maintenance crews can be alerted and
in this manner get a jump on any storms which might strike during the
day or night.
PRISON LABOR
To help relieve the idleness of the inmates in the various penal institu-
tions of the State, the 1937 General Assembly authorized and directed the
State Roads Commission to expend the sum of $100,000.00 per year for the
fiscal years 1938-39, such monies to be used for the purpose of establishing
reconstruction, betterment and maintenance projects suitable for prison
labor. Subsequent General Assemblies have not only continued this authori-
zation but have increased it to the point that the State Roads Commission
Report of the State Roads Commission of Maryland 107
Extension of Drainage Pipe Preparatory To Widening Road
Work Performed By Prison Labor
Battery of Pipes
Work Performed By Prison Labor
108 Report of the State Roads Commission of Maryland
Report of the State Roads Commission of Maryland 109
may, at the present time, spend any available funds on projects which they
consider suitable for prison labor work.
Primarily, the type of projects selected have been the widening and, in
some cases, resurfacing of pavement surfaces, the extension and widening
of drainage structures, widening of cuts and fills and the correction of
poor drainage.
Projects selected for improvement by prison labor forces are planned
and directed by an engineer located in the Baltimore Office. He is assisted
by three Project Engineers, together with Junior Engineers, Equipment
Operators and complement of prison laborers. At the present time, this
Commission is working 60 men from the Quantico Camp in Wicomico
County; 50 men from the Chester Camp in Queen Anne's County; 30 men
from the Maryland Penitentiary ; 30 men from the Maryland House of
Correction in Howard County ; 50 men from the prison camp located in
Gaithersburg, Montgomery County, and 10 men from the prison camp
located at Sandy Point, Anne Arundel County.
On following pages are tabulations showing the projects which were
brought to completion or are in the process of being completed, during the
period of this report.
In addition to working on projects shown above, prisoners from the
various institutions and camps are used for emergency highway repairs,
normal maintenance operations and roadside betterment work in areas
where free labor is at a premium. Such an area would be those portions
of Prince George's and Montgomery Counties in close proximity to
Washington.
ROADSIDE DEVELOPMENT
The Roadside Development Division believes it has become a permanent
and integral part of highway operations. Its aim is to provide our Com-
mission with practical money saving roadside development methods and
practices, through cooperative research with the Bureau of Public Roads
and other States.
This work includes technical landscape phases of erosion control, con-
servation and protection of roadside vegetation and scenic roadside fea-
tures, planting design, and the development of roadside parks and other
roadside areas. Also to apply sound landscape principles to highway
location, design, construction, and maintenance.
Roadside Development Operations
The Roadside Development Division's activities are under the super-
vision of the Landscape Engineer located in Baltimore. He is under the
direction of the Assistant Chief Engineer — Maintenance and his duties are
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114 Report of the State Roads Commission of Maryland
to control and direct all professional administrative landscape work. He
prepares or supervises the preparation of highway landscape plans and
specifications necessary for the completion of landscape projects to be done
by contract or otherwise ; to supervise or superintend construction of such
projects; to prepare landscape development programs; to inspect locations
and make reports as to acquisition of land and selection of sites for proposed
landscape development.
In the Division, there are experienced landscape men who operate out of
Baltimore City and work in all seven of the Commission's Districts. These
men act as a nucleus among men on landscape projects of size and impor-
tance. They handle, assist, or supervise all the professional work of the
Commission which pertains to landscaping.
The Division's routine work consists of the maintenance or the super-
vision of the maintenance of all trees and shrubbery planted by or under
the direction of the Division, also, the numerous specially developed road-
side features such as memorials, picnic and rest areas, safe parking areas,
and scenic over-looks. It gives landscape advice and assistance to all the
departments of the Commission. To Construction it furnishes plans and
specifications and also the supervision of diflScult landscape work ; to Main-
tenance advice and assistance pertaining mostly to the control of erosion ;
to Right of Way information, advice and cost estimates for the moving or
resettling of plant material from the limits of newly acquired right of way ;
to the Department of Bridge Design advice and assistance for controlling
erosion on areas adjacent to bridges, and to the District Engineers advice
and assistance on all items of work of a landscape nature. It also gives
advice to other State Departments, including municipalities, towns and
State institutions.
This Division cooperates very closely with garden clubs and other civic
organizations throughout the State. It furnishes advice and assistance to
these organizations on all their State approved roadside planting projects.
Under this policy, thousands of trees and shrubs have been furnished by
the organizations and planted by the Commission. The Division takes great
pride in these plantings and special effort is given to their maintenance
so as to assure successful and creditable results.
During the fiscal years of 1951-1952 this Division was launched on the
most outstanding project of its career — that of establishing more than
seventy-five picnic and scenic roadside areas throughout the State. We are
glad to report that not only is this project an accomplished fact but during
the past two years we have also been working in cooperation with the
State Game and Inland Fish Commission in providing combination roadside
picnic areas and community fishing ponds. The ponds are constructed by
Report of the State Roads Commission of Maryla: d 115
the Fish Commission and the picnic areas by our Commission. These picnic
area installations have been accepted by the public as a great service and
our Commission is receiving many favorable comments and offers of land
on which to build more sites.
Conservation
The Construction Engineer and the Landscape Engineer work together
on reconnaissance and surveys for the purpose of integrating landscape
features and principles in the construction of new highways and their
appurtenances. In addition to the integration of wayside areas having
potential possibilities for landscape development, the Division is now more
than ever conserving desirable existing trees and shrubs both small and
large which happen to be in the center park area of dual highways. This
material is being conserved above and below grade, as well as on grade of
the highway lanes. In addition to the outstanding attractiveness these
existing trees give, (and for which there is no substitute) they also screen
headlight glare. The integration of such conservation, principles and
practices in location and design of the new highways, results in having a
complete highway built around the four basic qualities of utility, safety,
beauty and economy.
Erosion Control
The Division's erosion control work for the fiscal years 1953-1954 done
with state forces and prison labor forces and for which this Division
furnished plans, specifications, advice, assistance and supervision is as
follows :
On approximately 33 projects, we have mulch-seeded 1,713,069 square
yards of roadside slopes; seeded 118,016 square yards of flat area; sodded
202,572 square yards of drainage area. Fertilizer used was 174 tons ; lime
used was 35 tons; seed used was 73,265 lbs.; topsoil used was 101,727 cubic
yards ; mulch used was 707 tons.
The Division's erosion control work for the fiscal years 1953-1954 done
by contract and for which this Division supplied the plans, specifications
and supervision is as follows :
On approximately 108 contracts, we have mulch-seeded 6,975,550 square
yards of roadside slopes ; seeded 1,527,444 square yards of flat area ; sodded
1,084,345 square yards of drainage area. Fertilizer used was 1,461 tons;
lime used was 79 tons ; seed used was 212,574 lbs. ; topsoil used was 544,883
cubic yards ; mulch used was 3,734 tons.
116
Report of the State Roads Commission of Maryland
Roadside Picnic Areas and Their Location
Allegany County
Allegany County
Allegany County
Allegany County
Allegany County
Anne Arundel County
Anne Arundel County
Anne Arundel County
Ainie Arundel County
Aiuie Arundel County
Anne Arundel County
Anne Arundel County
Baltimore County
Baltimore County
Baltimore County
Baltimore County
Baltimore County
Baltimore County
Calvert County
Calvert County
Carroll County
Carroll County
* Carroll County
Carroll County
Cecil County
Cecil County
Cecil County
Cecil County
*Cecil County
Charles County
Charles County
Charles County
Charles County
Charles County
Dorchester County
Dorchester County
Frederick County
Frederick County
Frederick County
Frederick County
Frederick County
Fi'ederick County
*Frederick County
Garrett County
Garrett County
Garrett County
Garrett County
Garrett County
Harford County
Harford County
Harford County
Harford County
*Harford County
Howard County
Howard County
Howard County
Howard County
Howard County
Montgomery County
Montgomery County
Montgomery County
U.S. Route 40 (i.O miles West of Cumberland
U. S. Route 40 19.0 miles East of Cumberland
U.S. Route 40 21.0 miles East of Cumberland
U. S. Route 40 22.0 miles East of Cumberland
U. S. Route 40 24.0 miles East of Cumberland
Md. 2 7.5 miles South of Glen Burnie
B/W Exp. 3.0 miles South of Patapsco River
B /W Exp. 2.50 miles North of Dorsey Road
U.S. Route 301 1.0 mile South of Benfield
U. S. Route 301 1.8 miles South of Patapsco River
Md. 2 0.1 mile North of Severn River Bridge
Md. 2 1.0 mile South of Md. 214
U. S. Route 40 0.2 mile East of Cowenton
U.S. Route 40 1.3 miles West of Balto.-Har. Line
U. S. Route 1 0.5 mile South of Balto.-Har. Line
U. S. Route 111 1.0 mile North of Parkton
U. S. Route 40 3.0 miles West of Baltimore City Line
B/W Exp. 0.7 mile South of Baltimore City Line
Md. 2 1.0 mile South of Prince Frederick
Md. 2 Opposite All Saints Church, Sunderland
U. S. Route 140 7.0 miles East of Westminster
U. S. Route 140 8.0 miles North of Westminster
U. S. Route 140 0.5 mile East of Md. 32
Md. 26 5.0 miles West of Eldersburg
U. S. Route 40 1.1 miles West of Elkton
U. S. Route 40 0.5 mile East of Susquehanna River Bridge
U. S. Route 40 3.0 miles West of Md. 272
U. S. Route 213 0.5 mile North of C. & D. Canal
Md. 7 0.5 mile East of Elkton
U. S. Route 301 13.0 miles South of LaPlata
U. S. Route 301 8.0 miles South of LaPlata
U. S. Route 301 2.0 miles South of LaPlata
U. S. Route 301 2.0 miles North of LaPlata
Md. 5 3.7 miles South of Waldorf
U. S. Route 50 5.2 miles East of Cambridge
U. S. Route 50 8.3 miles East of Cambridge
U. S. Route 40 3.0 miles West of Frederick
U. S. Route 40 4.5 miles West of Frederick
U. S. Route 40 13.0 miles West of Frederick
U. S. Route 340 5.5 miles Southwest of Frederick
Md. 26 14.0 miles East of Frederick
Md. 81 4.0 miles Northeast of Thurmont
Md. 79 2.0 miles North of Brunswick
U. S. Route 40 3.0 miles West of Gransville
U. S. Route 219 3.3 miles North of Oakland
U. S. Route 219 11.0 miles North of Oakland
Md. 38 5.5 miles East of Deer Park
U. S. Route 50 4.5 miles West of Gorman
U. S. Route 40 0.6 mile East of Magnolia
U. S. Route 40 2.5 miles East of Edgewood
U. S. Route 40 3.5 miles West of Aberdeen
U. S. Route 40 1.6 miles East of Aberdeen
Md. 22 2.0 miles East of Bel Air
U. S. Route 1 2.5 miles North of Laurel
U. S. Route 40 7.0 miles West of Baltimore City Line
U. S. Route 40 12.0 miles West of Baltimore City Line
U. S. Route 40 1.5 miles East of Ridgeville
U. S. Route 40 7.1 miles West of Baltimore City Line
U. S. Route 240 3.4 miles North of D. C. Line
U.S. Route 29 1.1 miles North of Four Corners
U. S. Route 29 3.1 miles North of Colesville
Report of the State Roads Commission of Maryland
117
Montgomery County
*Montg'omei"y County
Montgomery County
Prince George's County
Prince George's County
Prince George's County
Prince George's County
Queen Anne's County
Queen Anne's County
Queen Anne's County
St. Mary's County
St. Mary's County
St. Mary's County
St. Mary's County
Somerset County
Somerset County
Talbot County
Talbot County
Talbot County
Washington County
Washington County
Washington County
Washington County
Washington County
Wicomico County
Wicomico County
Worcester County
Worcester County
U. S. Route 29
Md. 121
Md. 28
Md. 4
Md. 4
U. S. Route 301
U. S. Route 301
U. S. Route 50
U. S. Route 50
Md. 404
Md. 5
Md. 5
Md. 5
Md. 235
U. S. Route 13
U. S. Route 13
U. S. Route 50
U. S. Route 50
U. S. Route 50
U. S. Route 40
U. S. Route 40
U. S. Route 40
S. Route 40
S. Route 340
S. Route 50
S. Route 50
S. Route 50
S. Route 50
2.5
0.5
3.0
8.0
8.5
2.0
1.0
7.8
7.0
3.0
3.0
1.0
1.0
2.0
3.3
7.4
6.1
1.7
5.8
7.0
6.0
0.5
8.0
18.0
5.6
12.0
2.0
3.8
mi
mi
mi
Mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
mi
es East of Ashton
e North of Clarksburg
es East of Darnestown
es East of Washington
es East of Washington
es South of Marlboro
e South of T.B.
es East of Chesapeake Bay Bridge
es East of Chesapeake Bay Bridge
es West of Denton
es North of Leonardtown
e North of St. Mary's City
e North of Point Lookout
es North of Hollywood
es North of Pocomoke
es North of Pocomoke
es North of Easton
es North of Easton
es South of Easton
es West of Hancock
es East of Hancock
e East of Hagerstown
es East of Hagerstown
es West of Frederick
es West of Salisbury
es West of Salisbury
es West of Ocean City
es West of Ocean City
*Combination Picnic Area and Community Fishing Pond
SIGN SHOP
The Sign Shop, located at 519 President St., Baltimore, under the
Supervisor of Highway Markings, makes 100 per cent of the road signs
used throughout the State. The signs are lettered by hand and the silk
screen process.
Sign painting is normally required every four or five years. However,
for the safety and information of the traveling public, replacements and
repairs necessitated by demolition, vandalism, etc., are erected and repaired
as soon as possible.
The large Federal paint striping machine operates in all districts except
District 3, which operates its own machine with its own forces under the
supervision of the sign shop in Baltimore. Center line and lane stripes were
applied, during this biennium, to approximately 2500 miles per year, in
addition to the surface marking of school zones, intersections and railroad
crossings.
Small paint spray units have been assigned to each District. Surface
lettering, danger point marking, cross walks, guard rail painting, and center
line spotting for striping are done by crews operating from District shops.
All signs, markers and surface markings are in conformity with the
Manual on Uniform Traffic Control Devices for Streets and Highways.
118
Report of the State Roads Commission of Maryland
Report of the State Roads Commission of Maryland 119
The personnel consists of the following:
1 Supervisor Highway Markings
2 Asst. Supervisor Highway Markings
1 Foreman — Paint Machine
1 Asst. — Paint Machine
6 Sign Painters
3 Sign Painter Helpers
2 Chauffeurs
1 Shop Clerk
2 Laborers
In operation of the Sign Shop, the following Equipment is used :
1 Air-powered Paint Mixer
1 Metal Bending Machine
2 Power Saws
1 Power Sander
1 Power Punch
1 Power Shears
1 Paint Striping Machine
1 Carryall Truck
2 Passenger Cars
1 Scotchlite Machine (Roller Applicator)
1 Scotchlite Machine (Vacuum Applicator)
There have been manufactured or repaired and erected, during the
period of this report the following:
2500 — Non-Luminous School Signs
4200 — Luminous Stop Signs
6000 — Luminous Metal Signs — Arrows, Town Markers, Bypass,
Alternate, Begin and End State Maintenance, No Dumping,
North, East, South, West
1600 — Luminous Junction Signs
5000 — 12" X 18" Luminous Parking Signs
900 — Non-Luminous Wet Paint Signs
1200 — 12 " X 24" Luminous Metal Signs — One Way, Detour, North-
South, East-West
400 — 14" X 12" Luminous Metal Signs — Chesapeake Bay Bridge Trail
Blazers
6000 — 15" X 18" Luminous State Route Markers
600 — Plywood Picnic Area Signs
3000 — Luminous Metal Signs — 18" x 24" — Speed Limit, Soft Shoulders,
Keep Off Shoulders, All Vehicles Must Keep Off Parkway
1200 — 18" X 36" — Luminous Metal Signs — No U Turns, River Markers
120 Report of the State Roads Commission of Maryland
900 — 2' X 2' Non-Luminous Metal Signs — Cattle Crossing, Fresh Oil
3500 — 2' X 2' Luminous Metal Signs — Slow, Do Not Enter, Bay Bridge,
No Passing, Stop Ahead, Signal Ahead, Intersection Ahead,
Single Lane Traffic
3300 — 2' X 2' Luminous Metal Signs— U. S. Route Markers
7500 — 2' X 2' Luminous Metal Symbol Signs
3000 — 24" X 30" Luminous Metal Speed Limit Signs
1400 — 24" X 30" Luminous Metal Signs — Keep Right, Keep Left, Radar
1500 — 30" X 30" Luminous Metal Signs — Stop, High Water, Road Con-
struction Ahead, Merging Traffic, Divided Highway Ahead,
Divided Highway Ends
800 — 30" Circle Luminous Metal Railroad Signs
1600 — 2' X 3' Luminous Metal Signs — No Left Turn, Road Closed,
School Bus Law, County Line
450 — 18" X 36" Luminous Metal Signs — No U Turns, Arrows, River
Markers
450 — 2' X 4' Luminous Metal On Wood Signs — Arrows, State Police
200 — 30" X 48" Luminous Metal On Wood Signs — Two Way Traffic,
Bridge Weight Limit
200 — 3' X 4' Luminous Metal On Wood Signs — Direction, Distance
325 — 3' X 3' Luminous Metal Signs — Stop Ahead, Signal Ahead, Right
Curve, Left Curve, Stop, Slow, Single Lane Traffic
200 — 4' X 4' Luminous Metal On Wood Signs — Single Lane Traffic,
Slow, Right Curve, Left Curve
500 — Large Luminous Metal On Wood — Direction, Distance Signs
150 — 5' X 8' Non Luminous Metal On Wood — Courtesy Signs
50 — 6' X 8' Luminous Metal On Wood — Civilian Defense Signs
250 — 21/2' X 8' Luminous Metal Barricades
2500 — Luminous Metal On Wood — Headwall Panels
4500 — Luminous Metal and Wood — Direction, Distance Panels
620 — 8" X 24" Non-Luminous Wood — Town Markers
500 — 10" X 18" Luminous Metal — Town Markers
There has been used 16,000 #5 Reflector Buttons for Luminous signs.
10,600 #1 Reflector Buttons for guard rail markings, and 5,500 #15/8
Reflector Buttons for Delineators. There has also been used 5,800
Delineators complete.
In addition, the activities of the Sign Shop include such miscellaneous
items as office lettering. Bridge Signs, Deer Crossing, State Police, Con-
tractors Signs, Civil Defense Signs, and Signs for the Department of
Public Improvements.
Report of the State Roads Commission of Maryland 121
EQUIPMENT DIVISION
At the end of the Fiscal Year, 1954, the Maryland State Roads Commis-
sion had 249 passenger cars, 1 bus, 578 trucks and 1,441 units of miscel-
laneous highway construction and maintenance equipment as shown in the
accompanying Table 1. The above figures include the highway equipment
of the Revenue Bonds and Toll Facilities, Division 24, which operates under
a separate fund.
Compared, to the Fiscal Year ending 1952, there was an increase of 65
passenger cars, 1 bus, 58 trucks and 205 units of miscellaneous highway
construction and maintenance equipment, or a total Highway Equipment
increase of 17 7o-
During the Fiscal Years 1953 and 1954, the Commission purchased 152
passenger cars valued at $196,061.50 and traded-in or sold 87 passenger
cars at allowances or salvage of $35,340.57, resulting in a net cost of
$160,720.93 for passenger cars ; purchased 1 bus for $2,266.30 ; purchased
141 trucks valued at $453,888.15 and traded-in or sold 83 trucks at allow-
ances or salvage of $49,745.25, resulting in a net cost of $404,142.90 for
trucks ; and purchased 329 units of miscellaneous highway construction
and maintenance equipment valued at $667,497.89 and traded in or sold
124 units of miscellaneous highway construction and maintenance equip-
ment at allowances or salvage of $104,709.22, resulting in a net cost of
$562,788.67 for miscellaneous highway construction and maintenance
equipment.
The total Highway Equipment thus purchased during the two fiscal years
1953 and 1954, amounted in value to $1,319,713.84, allowances or salvage
of $189,795.04, resulting in a total net cost of $1,129,918.80 as detailed in
the accompanying Table 2 and Table 3.
Included in the Highway Equipment purchases is the Highway Equip-
ment of the Revenue Bonds and Toll Facilities which was purchased from
their separate fund. This amounted to 4 passenger cars valued at $5,573.15
and the trade-in of 5 passenger cars at allowances of $610.00, resulting in
a net cost of $4,963.15; 13 trucks valued at $84,966.94 and the trade-in of
4 trucks at allowances of $1,849.80, resulting in a net cost of $83,147.14;
and 15 units of miscellaneous equipment valued at $40,371.76 and the trade-
in of 4 units of miscellaneous equipment at allowances of $137.00, resulting
in a net cost of $40,234.76. The total Highway Equipment thus purchased
during the two fiscal years 1953 and 1954, for the Revenue Bonds and Toll
Facilities amounted in value to $130,941.85, allowances of $2,596.80, result-
ing in a total net cost of $128,345.05 from the Revenue Bonds and Toll
Facilities Fund.
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126
Report of the State Roads Commission of Maryland
TABLE 2
Type, Qu.\ntity and Cost of Uighw .w Equii'mknt Purchased by the Maryland St.\tk Roads
Commission During the Fiscal Years 1953 and 1954
Fiscal Year 1953
Fiscal Year 1954
Grand Total
Quantity
Cost
Quantity
Cost
Quantity
Cost
Pas-seng^r Cars
Buick
39
$ 50,452.59
5
54
51
3
$ 10,267.84
67,869.62
60,871.45
6,600.00
93
51
3
$ 10,267.84
Chevrolet
118,322.21
60,871.45
Oldsmobile
6,600.00
Total Passenger Cars
39
$ 50,452.59
113
$145,608.91
152
$ 196,061.50
Bus
G.M.C
—
—
1
$ 2,266.30
1
$ 2,266.30
Total Buses
—
—
1
$ 2,266.30
1
$ 2,266.30
Truck
Carryall :
Chevrolet
10
2
31
1
1
2
2
2
2
18
1
1
3
2
1
2
1
1
I
$ 18,582.29
49,000.00
91,846.18
4,073.14
4,042.00
19,530.00
2,924.34
2,321.08
3,173.44
20,175.69
6,526.55
14,461.00
6,797.34
27,988.00
1,548.42
3,866.92
2,570.63
1,726.79
12,375.00
6
1
18
3
17
2
1
1
1
4
2
$ 8,720.49
4,579.63
8,700.00
62,761.68
5,630.04
26,129.00
13,200.61
2,360.14
13,638.00
1,336.79
7,553.48
5,749.48
16
2
32
1
1
18
1
2
5
2
2
18
17
3
1
3
1
3
2
6
3
1
1
$ 27,302. 7S
Crane — Shovel :
W ayne
49,000.00
Dump:
Dodge
96,425.81
F.W.D
G.M.C.
8,700.00
4,073.14
t)2,761.6S
4,042.00
\\ alter
19,530.00
Willys
Panel:
Chevrolet
8,554.38
2,321.08
G.M.C
Pickup:
Chevrolet
3,173.44
20,175.69
Dodge
26,129.00
Pickup— Drill:
W il ys
19.727.16
Plow — Rotary:
Sicard
14,461.00
Ford
(),797.34
Screenside— Compressor :
Ford
2,360.14
Spreader — Sand :
Oshkosh
11,626.00
Station Wagon:
Chevrolet
2,885.21
Willys
11,420,40
Traffic Signal Maintenance:
Chevrolet
8,320.11
Utility — Sign:
Chevrolet
1,726.79
W^recker:
F.W.D
12,375.00
84
$293,528.81
57
$160,359.34
141
$ 453,888.15
Report of the State Roads Commission of Maryland
TABLE 2— Continued
127
Fiscal Year 1953
Fisc.
iL Year 1954
Grand Total
Type of Equipment
Quantity
Cost
Quantity
Cost
Quantity
Cost
Miscellaneous Equipment
Auto Patrol:
AUis Chalmers
1
$ 16,070.00
—
—
1
$ 16,070.00
Caterpillar
2
15,288.00
3
26,556.00
o
41,844.00
Galion
4
45,940.16
5
22,975.00
9
68,915.16
Meili-Blumberg
10
61,610.00
—
—
10
61,610.00
Boat:
Steel— Diesel 42 ft
1
22,091.86
—
—
1
22,091.86
Boring Machine:
McCulloch
—
—
1
702.47
1
702.47
Cleaner:
Kerrick
3
2,281.29
1
610.00
4
2,891.29
Compressor:
Jaeger
2
9,240.00
—
—
2
9,240.00
W orthington
5
27,848.08
0
27,848.08
Crane — Crawler — Clam-
shell— Dragline:
Insley
1
12,863.00
—
— -
1
12,863.00
Driver — Post:
Danuser
—
—
2
839.20
2
839.20
Engine — Outboard :
Evinrude
1
121.24
1
2
125.00
381.54
1
3
125.00
Johnson
502.78
Flusher — Trailer :
Standard
1
2,187.95
—
—
1
2,187.95
Generator:
Homelite
2
1,054.04
1
533.12
3
1,587.16
Onan
9
656.70
—
—
2
a56.70
Heater— Tar:
Aeroil
4
2,902.69
—
—
4
2,902.69
MacLeod
—
—
9
5,101.49
9
5,101.49
White
9
4,327.65
—
—
9
4,327.65
Loader:
Athev
—
—
2
25,000.00
2
25,000.00
Hough
3
15,192.87
4
20,257.16
7
35,450.03
Nelson
1
8,205.00
—
—
1
8,205.00
Tractomotive
7
35,000.00
—
—
7
35,000.00
Mixer — Bituminous
Kwik
1
3,391.00
—
—
1
3,391.00
Mixer — Concrete :
Gilson-Morspeed
1
413.50
—
—
1
413.50
Mulier
—
—
2
822.31
2
822.31
Mower — Gang:
Roseman Rambler
o
4,973.50
—
—
5
4,973.50
\V orthington
2
2,250.00
—
—
2
2,250.00
Mower — Hand:
Devere
2
1
3
708.00
92.36
1,419.52
4
2,059.75
2
1
7
708.00
F. & N
92.36
Gravely
3,479.27
Jari
6
970.05
—
—
6
970.05
Scythette
7
983.77
4
555.48
11
1,539.25
Toro
2
209.50
1
189.40
3
398.90
Worcester
1
1
112.00
267.75
—
—
1
1
112.00
Yazoo
267.75
Mower — Highway :
Case
15
27,678.89
14
23,368.80
29
51,047.69
128
Report of the State Roads Commission of Maryland
TABLE 2— Concluded
Tvi'K OK EtJlU'MKNT
Fiscal Year 1953
Quantity
Cost
Fiscal Yb:*.k 1954
Quantity
Cost
Grand Total
Quantity
Cost
Miscellaneous — Continued
Paint Machine:
Meili-Hluniberg
Pump —
Carter
Homelite
Poller:
Austin Western
Galion
Littleford
Saw — Chain :
Disstou
Homelite
McCulloch.
Peed Pientice
Scraper — Earth:
Slusser McLean
Shovel — Crawler:
Insley
Sprayer — Asphalt :
Bitumuls
Sj)rea<ler — Aggregate:
Miller
Spreatler — Chemical :
F& L
Tarco Scotcliman
Spreader — Cindei-:
Buckeye
Burch
Good Poads
Hi-Way
Sweeper:
Grace
Standard
■ Sweeper — Baler:
'; Parker
Sweeper — Street:
Wayne
Tractor — Crawler :
Caterpillar
' International
Ohver
i'ractor — Pubber Tire :
Fei'guson
Ford....
International
Trailer:
David Bradley
Dorsey
Pogers
Welder:
Lincoln
Total Miscellaneous Eciuipt
Grand Total — All
Equipment
1
1
1
1
1
64
3
(i
221
497.41
26,500.00
17,200.00
2,273.60
3,031.34
541.35
367.65
3,729.74
310.00
1,032.42
175.00
607.60
• ;i
1,082.90
12,093.66
2,755.50
6,708.00
9,464.40
9,328.75
12,551.50
13,050.00
2,975.21
5,240.00
2,514.38
218.27
2,637.35
$435,388.32
12
108
1,679.43
321 . 75
876.65
15,382.86
9,554.00
7,765.00
294.00
2,084.98
12,916.00
2,793.00
2,160.00
1 , 252 . 00
3,473.00
5,292.00
1,478.60
4,955.00
1,906.50
$232,109.57
344
$779,369.72
279
$540,344.12
1
3
2
7
10
4
9
6
1
1
1
1
1
1
6
1
64
12
3
(i
1
5
1
2
I
329
623
1,679.43
321.75
1,374.06
15,382.86
36,054.00
24,965.00
2,273.60
3,325.34
2,626.33
367.65
3,729.74
12,916.00
310.00
1,032.42
175.00
3,400.60
1,082.90
12,093.66
2,160.00
2,755.50
6,708.00
1,252.00
3,473.00
9,464,40
14,620.75
12,551.50
13,050.00
2,975.21
5,240.00
2,514.38
218.27
1,478.60
4,955.00
4,543.85
667,497.89
$1,319,713.84
TABLE 3
Type, Quantity and Trade-in Allowance or Salvage Realized of Highway Equipment
Disposed of by the Maryland State Roads Commission
During the Fiscal Years 1953 and 1954
Type of Equipment
Passenger Car
Buick
Chevrolet. . .
Oldsmobile . .
Total Passenger Cars.
Fiscal Yeah 1953
Quantity
34
34
Trade-in
.\llowance or
Salvage
$ 15,666.49
$ 15,666.49
Fiscal Year 1954
Quantity
3
49
1
53
Trade-in
.\llowance or
Salvage
1,854.00
16,750.08
1,070.00
$ 19,674.08
Grand Total
Quantity
3
83
1
87
Trade-in
Allowance or
Salvage
1,854.00
32,416.57
1,070.00
$ 35,340.57
Truck
Carryall :
Chevrolet
G.M.C
Dump:
Autocar
Federal
F.W.D
G.M.C
Oshkosh
Walter
Jeep:
Willys
Panel:
Chevrolet
Pickup:
Chevrolet
Dodge
Ford....
International
Screenside:
Chevrolet
Station Wagon:
Ford
Tower — Panel :
G.M.C
Traffic Signal Maintenance:
Chevrolet
Total Trucks
Miscellaneous Equipment
Auto Patrol:
AUis Chalmers
Caterpillar
Meili-Blumberg
Rome
Cleaner :
Kerrick
Compressor
Ingersol
Schi'amm
W orthington
Conveyor:
Atlas.
Crack Filler:
Hecker
Crusher:
Climax
Engine:
Leroi
Generator:
Leroi
4
6
1
11
3
3
1
11
1
1
1
1
44
2,861.04
6,060.00
1,372.75
2,090.00
1,952.75
570.00
190.00
2,525.00
400.00
202.35
150.50
80.00
10
2
65.00
510.00
10,399.41
2,247.93
4,200.00
600.00
1,319.80
415.00
7,243.09
941.87
2,483.76
250.00
115.00
500.00
$ 18,454.39
39
$ 31,290.86
$ 9,170.00
255.10
1
1,700.00
1
2
—
2
3.75
—
95.00
—
41.50
—
25.00
—
3,000.00
13,560.00
5,000.00
3,200.00
140.00
1,934.00
7,200.00
1,295.00
1
21
5
5
3
2
2
1
19
1
1
3
2
2
1
1
83
2,926.04
6,570.00
1,372.75
12,489.41
4,200.68
4,200.00
570.00
790.00
1,319.80
415.00
9,768.09
941.87
400.00
2,483.76
452.35
265.50
80.00
500.00
$ 49,745.25
3,000.00
22,730.00
5,000.00
3,200.00
395.10
1 , 934 . 00
1,700.00
7,200.00
1,295.00
3.75
95.00
41.50
25.00
129
TABLE 3— Concluded
Type of Equipmknt
Fiscal Year 1953
Quantity
Trade-in
Allowance (
Salvage
Fiscal Year 1954
Quantity
Trade-in
Allowance or
Salvaok
Grand Total
Quantity
Miscellaneous — Continued
Grader:
AUis Chalmers
Caterpillar
Galion
Russell
Heater — Tar:
Littleford
Loader :
Athey
Haiss
Hough
Nelson
Mixer — Bituminous :
Jaeger
Kwik
Mower — Hand
Cooper
Cunningham
Moto
Pathfinder
Reo
Whirl (Uit
Mower-Highway :
Centaur
\\ oithington
Pile Driver:
Foxwell
Planer:
Gledhill
Plow — Snow — Rotary :
Snow King
Pump:
Jaeger
Roller:
Austin.
Buffalo
Ferguson
Galion
Huber
Littleford
Saw — Chain :
Reed Prentice
Shovel — Crawler:
Bay City
General
Insley
Linkbelt
Spreader — Cinder :
Buckeye
Burch
Sweeper :
Hough
Tractor — Crawler :
Caterpillar
International
Trailer:
Force Built
Rogers
Welder:
Continental
Total Miscellaneous Equip.
Grand Total — All
Equipment
69
147
120
505
130
110
127.00
800
2,500
1,600.
50.
200.
40.
22.
5.00
4,535.
1,295.
20.00
30.50
1,000.
500.
50.
150.
50.
2,000
5,470
2,000
00
00
1,171
1.509.
$ 41,002.13
75,123.01 147
60.00 —
- 1
t)«)0.00
55
500.00
300.00
6,904.30
75.00
50.40
40.00
2,989.56
498.26
360.00
10.00
3,175.00
150.00
700.00
139.70
1,800.00
3,716.00
189.87
t)75 . 00
4 , 765 . 00
75.00
1,250.00
15.00
$ 63,707.09
$114,672.03
1
5
1
2
13
2
1
1
3
1
1
1
1
1
1
1
2
13
3
1
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124
294
130
DISTRICT No. 1
Headquarters — Salisbury, Maryland
C. ALBERT SKIRVEN
District Eyigineer
CARROLL L. BREWINGTON, JR. WILLAM F. WALLER
Assistant District Engineer Assistant District Engineer
Construction Maintenance
Dorchester County
WILLIAM H. MOORE
Resident Mainteymnce Engineer
Somerset County
WOODLAND JACKSON
Coimty Roads Superintendent
Wicomico County
CLARENCE W. TAYLOR
Junior Assistayit Highway Engineer
Worcester County
JAMES W. SMALL
Resident Maintenance Engineer
DISTRICT No. 1
District No. 1 contains Dorchester, Somerset, Wicomico and Worcester
Counties. A breakdown of the roads maintained follows :
County
1953
1954
State System
County System
State System
County System
Dorchester
Somerset
157.07
116.26
156.32
171.83
290.00
560.28
444.00
157.07
116.26
156.32
171.83
291 12
Wicomico
Worce.ster
444.97
TOTALS
601 . 48
1294.28
601.48
736.09
It is to be noted that Dorchester County maintains its County roads. The
same is true of Wicomico County, which took over the County roads as of
July 1, 1953.
Construction
Among the important construction and reconstruction projects placed
under construction or completed during this biennium, the following may
be mentioned :
The resurfacing of the existing lane on U. S. Route 50 from Cambridge
toward Vienna for a distance of 2.547 miles, and the construction of the
second lane of a dual highway for a distance of 3.737 miles.
The construction of a dual highway on U. S. Route 13 from Leonard's
Mill Pond north to the Delaware State Line, 2.577 miles in length, with a
second lane bridge at Leonard's Pond.
The construction of an additional lane, to provide a dual highway on
U. S. Route 13 between Pocomoke and the Virginia State Line, including a
bridge over Wagram Creek, a distance of 3.663 miles.
The construction of a second lane and the rehabilitation of the exist;ing
lane, with a bridge over Tony tank Pond, to provide a dual highway along
U. S. Route 13 from Salisbury to the Somerset County Line, a length of
4.736 miles.
The widening and resurfacing of the Coastal Highway, Md. Route 528,
from Ocean City to the Delaware Line, 8.78 miles in length.
MainteTiance
For the year ending June 30, 1953 the district personnel amounted to
approximately 160 employees. As of July 1, 1953, 25 of these employees
133
134
Report of the State Roads Commission of Maryland
were transferred to the County System of Wicomico. At the same time
State owned equipment, which had been used primarily in Wicomico
County was transferred and sold to Wicomico County as follows : 2 bull-
dozers, 6 motor graders, 1 Bay City crane, 5 G.M.C. trucks and other
maintenance equipment of an attendant nature.
As of July 1, 1952 the maintenance forces began a 5-day 44 hour week
rather than a 5Vt>-day 48 hour week. Adjustments in pay rates were made
so that the hourly paid men had approximately the same take-home pay
per week as formerly.
Of the roads maintained by the State Roads Commission in District No. 1,
penetration macadam on surface treated roads requiring retreatment
approximately every 4 years as of January 2, 1954 were as follows :
Miles
% of System
District Wide State System
60.16
100.28
194.86
10%
34%
44%
Somerset County System
Worcester Countj' System
TOTAL
355.30
26%
Quantities used in maintenance surface treatment district-wide State and
County System were as follows:
Year
Miles
Gallons of Oil
Tons of Chips
1953
1954
251.03
237.38
1,153,841
1,357,513
46,983
50.989
Miles of stabilized shoulders initially treated on the State System were
in 1952, 30.14 and in 1953, 21.87. This was found to be necessary due to
the whipping action of high speed vehicles running very close to the edge
of the surfacing. Blading and grading operations did not produce a satis-
factory result in keeping these shoulders to grade.
The County Commissioners of the counties wherein the County System
of roads were maintained, have graveled and applied initial treatment at
their expense from local tax levies, but under our supervision, and with
some maintenance a.ssistance, to the following miles:
County
Miles of County Roads K and K for Each Year
1952
1953
Somerset
15.15
34.45
28.10
4.15
Wicomico
.
Worcester
36.90
Report of the State Roads Commission of Maryland 135
Generally the operations of maintenance in this district have continued
as in the previous report and consist mainly hauling of local banked gravel
to restore shoulders, cleaning of culverts and ditches, mowing along the
right of way, erection of snow fence, pouring seams, snow and ice removal,
stocking cover material for surface treatment, dismantling snow fence,
cutting bushes and surface treatment, blading of shoulders, patching of
surface and traffic service operations proceed throughout the year as needed.
Maintenance operations on the County System are generally as on the State
System, except there is more hauling of local bank gravel to stabilize graded
roads and more blading of these roads to keep them safe for traffic.
Obsolete bridges and culverts on the County System are being repaired
either by adequate pipe culverts or creosoted timber bridges.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period, follow.
136
Report of the State Roads Commission of Maryland
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141
142
Report of the State Roads Commission of Maryland
Maintenanck RkI'OKT
hi A 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
l". G, H, 1
Untreated
D-E
Patching
Blading — Dragging
Sq. yds.
Miles
Sq. yds.
Hq. yds.
S<i. yds.
(Jals.
Sq. yds.
8,116
15,693
16,008
8,210
275,329
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous. .
Joint and Crack Filling
Oiling — Bituminous
14,080
Shoulder Maintenance
Patching
Blading — Dragging
Sodding
Mowing and Hand (Hitting
Oiling — Bituminous
Removal — Excess Material.
Sq. yds.
Miles
Sq. yds.
Miles
S(i. yds.
Cu. yds.
Bituni.
4,402
110
59,652
46,090
Stabilized
84,518
6,279
200
490
48,904
90,529
Grass
10,600
1,507
Earth
8,098
75
1,778
Maintenance — Bi-i
dges and Structures
Repairs
Replacements
New Installations
Bridge Repairs
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
185
5
1
Pipe and Box Culverts
436
Curb and Gutter
Catch Basins
Spillways, etc
Bituminous Rebutt
C^nderdrain
6
I
Guard Fence
New Fence
Posts
Cable
Fittings. .
Lin. ft.
Number
Lin. ft.
Number
Gals.
2,410
277
260
10
6
16
230
6
78
Paint
3
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Cleaning and Grub-
bine
Miles
Sq. yds.
Lin. ft.
Truck loads
(Ju. yds.
Acres
Number
Units
Miles
2,866
700
473
25
60
51
172
4,588
13
Beautification
Re.setting ^'ence
Removal of Debris
Top-Soil
6
Cutting Grass.
1 16
Primming Trees
Moving E(juipment /
Report of the State Roads Commission of Maryland
Maintenanck Report — (Continued)
Traffic Service
143
Type of Work
Unit of Charge
Maintenance
Highway Markers
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
2 531
Surface Guide Lines
59]
Surface Marking, Schools,
R. R., etc
Snow Removal
683
6 2" — 480
Ice Treatment
Traffic Lights
996
129
Snow Fence
Manual Traffic Count
238,500
1,033
Drainage (Cleaning)
Ditching (New)
Clea»ing — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins . . .
Cleaning — Misc. Structures
Riprapping — 65 yds. grout.
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
18,850
165,588
1,645
127
36
491
183
Maintenance Report
July 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous .
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
6,534
5,400
14,784
8,438
79,707
4,560
275,179
Shoulder Mainteyiance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting
Oiling — Bituminous
Removal — E.xcess Material
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
1,300
39,424
18,640
17,501
500
119,542
918
11,205
275
1,045
1,140
2,415
144
Report of the State Roads Commission of Maryland
MaintknaiNce Report — (Concluded)
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culverts
Curb and Gutter
Catch Basins
Spillways, etc
Bituminous Rebutt
Underdrain
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
234
1
20
251
7-165'
23
2
Guard Fence
New Fence
Lin. ft.
350
Posts
Numbei'
54
24
248
Cable
Lin. ft.
3,700
100
Fittings
Number
58
14
16
Paint
Gals.
19
10
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
bing;
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
3,026
800
830
26
32
87
796
3,551
34
Beautification
Resetting Fence
Removal of Debris
Top-Soil
Cutting Grass
Trimming Trees
■Moving Equipment <
10
390
36
Traffic Service
Maintenance
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R. R., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Manual Traffic Count. . . .
Number
Miles
Number
Inches, miles
Cu. yds.
Nvnnber
Lin. ft.
Hours
29"
2,439
99.46
266
-1,895
4,765
44
205,800
1,367
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures.
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
9,675
124,144
894
861
82
565
12
375
DISTRICT No. 2
Headquarters — Chestertowii, Maryland
ROLPH TOWNSHEND
District Engineer
C. R. SHARRETTS L. B. DEPUTY
Assistant District Engineer Assistant District Engineer
Construction Maintenance
Caroline County
GEORGE H. FOOKS
Resident Maintenance Engiyieer
Cecil County
J. J. WARD, JR.
Junior Assistant Highivay Engineer
Kent County
OWEN S. SELBY
Resident Maintenance Engineer
Queen Anne's County
WM. F. LEAVERTON
Resident Maintenance Engineer
Talbot County
HARRY C. RASH
Resideyit Maintenance Engineer
CLYDE C. THRIFT
Dist7'ict Equipment Supervisor
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DISTRICT No. 2
District No. 2 comprises Caroline, Cecil, Kent, Queen Anne's and Talbot
Counties. The State and County mileages maintained in this district are
as follows :
County
State Roads
County Roads
Caroline
Cecil
Kent
Queen Anne's
'I'albot
165.42
199.39
162.99
174.51
122.03
452.85
432.98
225.25
393.90
280 . 83
State Roads — Const ruction
With a good start made on projects in the 12 Year Road Construction
and Reconstruction Program, construction has been voluminous in this
District during the past biennium. The outstanding project is, of course,
the Blue Star Memorial Highway through Queen Anne's, Kent and Cecil
Counties, from a point east of Queenstown to the Delaware State Line
near Warwick ; contracts for the construction of which, including necessary
bridge structures, have been awarded during this biennial period, with the
exception of one section, the award for which was made immediately fol-
lowing the period covered by this report. This construction is for one lane
of an ultimate dual highway, with right-of-way obtained for limited access
from U. S. Route 213 to the Delaware Line.
State Roads — Maintenance
Ordinary maintenance, oiling and snow removal is taken care of in each
County by State maintenance forces, supplemented in emergencies by
County forces. A storage and maintenance garage has been constructed
at Denton, in Caroline County, and central mixing plants for bituminous
material are strategically located at Denton, Elkton and Centreville, to
take care of ordinary maintenance throughout the District.
Maintenance forces have widened, placed gravel surfacing and surface
treated a considerable mileage of shoulders on State roads throughout the
District.
Conntij Road Maintenance
An average of 30 to 40 miles in each County have been improved by the
dedication of additional right-of-way, and the widening, gravel surfacing
and surface treatment of County roads as recommended by the County
]47
148 Report of the State Roads Commission of Maryland
Commissioners. The work was done under the supervision of the District
engineering forces, and in each case, the Counties have supplemented
maintenance funds and made additional improvements by contracts or the
rental of additional equipment and personnel.
A number of bridges have been replaced by the construction of adequate
treated timber structures.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period July 1, 1952 to
June 30, 1954, follow.
150
Report of the State Roads Commission of Maryland
K I— I
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154
Report of the State Roads Commission of Maryland
Maintenance Report
July 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work
Patching
Blading— Dragging
Jacking — Asphalt
Jacking— Cement Slurry
Resurfacing — Non Bituminous
Joint and Crack Filling
Oiling — Bituminous
Unit of Charge
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
Rigid
J-K
82,174
27,662
213,364
Semi-Rigid
I
6,292
2,808
Non-Rigid
F, G, H, I
219,590
3,295
163,270
Untreated
D-E
Shoulder Maintenance
Patching
Blading— Dragging
Sodding
Mowing and Hand Cuttmg .
Oiling — Bituminous
Removal — Excess Material.
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. vds.
Bitum.
51,287
450
443
143,850
Stabilized
163,388
5,522
650
12,816
1,206
Grass
7,484
107
4,510
564
Earth
165,587
1,032
192
13
25,886
Maintenance — Bridges and Structures
Bridge Repairs
Pipe and Box Culverts .
Curb and Gutter
Catch Basins
Spillways, etc
Bituminous Rebutt. . . .
Underdrain
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
Repairs
24
4
Replacements
21
New Installations
54
480
Guard Fence
New Fence.
Posts
Cable
Fittings. . . .
Paint
Lin. ft.
Number
Lin. ft.
Number
Gals.
31
3
Right-
of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
L'nits
Miles
8,182
904
285
123
1,911
72
51
Ton-Soil
549
Moving Equipment -^
Report of the State Roads Commission of Maryland
155
Maintenance Report — (Continued)
Traffic Service
Type of Work
Unit of Charge
Maintenance
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R. R., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Manual Traffic Count
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
11,239
275
161
10"— 4,028 miles
1 , 584
541,900
624
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins . . .
Cleaning — Misc. Structures
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
902
491,580
1,659
53
48
111
16
Maintenance Report
July 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
116,009
17,146
/ 36,200 rubber joints
\ 20,407
12,188
1,413
126,006
2,650
7,258
23,852
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting
Oiling — Bituminous
Removal — Excess Material
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
145,293
87,473
200,619
4,573
200
495
87,999
1,053
12,332
16
3,853
74,926
288,957
1,874
1,523
18,772
37,309
156
Report of the State Roads Commission of Maryland
MAiNTENANt'E Rkport — (Continued)
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
48
18
1
34
179
3
Pipe and Box Culverts
r^iii-ii 'iikI rjiittpr
75
1
Catch Basins
Spillways, etc
•)
668
Guard Fence
New Fence.
Posts
Cable
Fittings. . . .
Paint
Lin. ft.
Number
Lin. ft.
Number
Gals.
620
19
360
Right-
of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
5,732
2,493
782
153
50
1,630
31
11
55
Top-Soil
730
Moving Equipment ->
Traffic Service
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R.ll., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Manual Traffic Count
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
Maintenance
11,810
395
204
17"— 25,094
1,973
562,000
900
Drainage (Cleaning)
Ditching (New)
Cleaning— Ditches
Cleaning— Pipe Culverts. . .
Cleaning— Box Culverts
Cleaning— Bridges
Cleaning— Catch Basms
Cleaning— Misc. Structures .
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
147
359,672
1,764
23
131
96
30
DISTRICT No. 3
Headquarters — Laurel, Maryland
E. G. DUNCAN
District Engineer (July 1, 1952 to August 1, 1953)
ROLAND E. JONES
District Engineer (August 1, 1953 to June 30, 1954)
LISLE E. McCARL
Assistant District Engineer
Construction
PAUL NAHNIBIDA
Senior Assistant Highway Erigineer
Construction
Montgomery County
JOSEPH B. KUHNS
Resident Maintenance Engineer
WALTER E. SAYERS
Assistant District Engineer
Maintenance
C. STUART LINVILLE
Assistant Engineer
Location and Planning
Prince George's County
J. PAUL SMITH
Resident Maintenance Engineer
ALBERT H. FRIESE
Assista)i t Engineer — Permits
DISTRICT No. 3
District No. 3 is comprised of Montgomery and Prince George's Counties.
The redistricting of the State has now established this district so that it
serves all of the Maryland area of metropolitan Washington. This has
greatly simplified the liaison between the State Roads Commission and the
various utility companies, agencies, and commissions which serve the area.
The phenomenal development of metropolitan Washington through the
postwar years has followed the major highways which radiate from the
city. This "strip" development has necessitated a change over of the high-
way type from an open rural section to closed urban sections through
heavily populated areas. Immediately beyond these areas, the traflfic counts
justify dual-highway construction.
During the biennium, a major effort of the maintenance and construction
sections within the district has been devoted to the transition to these
advanced types of highways.
The impetus of the Twelve-Year Road Construction and Reconstruction
Program has been evident for the last year of this report. Slightly in excess
of 26 percent of the total statewide program has been tentatively allocated
within District 3.
Maintenance
A large portion of this district borders the District of Columbia. The
ever increasing commercial and residential development has greatly ex-
tended the metropolitan area, thereby continually increasing the annual
volume of traffic on our highways far beyond the limits of original design.
Therefore, a careful study and planning of maintenance activities and
methods is mandatory to cope with such a situation. The gigantic road
improvement program authorized by the Maryland General Assembly of
1953 will necessitate further study and planning of maintenance methods
and procedure applicable to a construction program of such magnitude.
During the period covered by this report, 3456 permits were issued to
utility companies, commercial and residential developers, private individ-
uals, and the Highway Departments of Prince George's and Montgomery
Counties.
Montgomery County
State Roads — Const7'iiction
The Washington National Pike is being rebuilt on a new location roughly
parallel to the old road. Completed during this biennium were : The Hyatts-
town Interchange; a 3.800-mile section between Hyattstown and Clarks-
159
160 Report of the State Roads Commission of Maryland
burg; underpasses at Comus Road and Route 121, and a connection to
Clarksburg.
To be completed in 1954 is the 3.730-mile section between Clarksburg
and Germantown Interchanges including an overpass at Old Baltimore
Road and an underpass at Germantown Road.
Under construction are two sections which will extend the Pike to Shady-
Grove Road. These sections include four major bridges.
Contracts soon to be advertised will extend this dual highway into Rock-
ville and provide interchanges for the towns of Rockville and Gaithersburg.
Route 28 has been resurfaced for 12.681 miles between Darnestown and
Licksville in Frederick County.
Georgia Avenue is now complete through Wheaton to Glenmont. Built
as a dual highway with a raised median, this section of Route 97 represents
the finest type of closed urban cross section in the district.
Route 27 has been rebuilt between Damascus and Cedar Grove and
features some long awaited curve eliminations.
Of major importance was the construction of a bridge over the Patuxent
River just north of Burtonsville on the old Columbia Road. This bridge
carries the relocation of Route 29. The section of this road between
Scaggsville and Burtonsville was also completed under the supervision of
District 3.
State Roads — Maintenance
State Roads' forces maintained 341.94 miles of State highways in this
county. This total consists of 13.25 miles of low type bituminous pavement,
217.22 miles of high type bituminous pavement and 111.47 miles of Portland
cement concrete pavement. This county has a total of 15.70 miles of highway
that is dual-lane construction.
The maintenance forces placed 8,000 square yards of 9-inch bituminous
concrete material for the purpose of pavement widening and correcting
earth shoulder erosion.
The paved roadway surface maintained in this county is 4,090,166 square
yards, and the traffic vehicle miles is 1,328,297.
A total personnel of 91 employees, having at their disposal 60 units of
automotive and 58 units of non-automotive equipment, performed all the
maintenance activities covered by this report.
Prince George's County
State Roads — Construction
Several major projects are well underway in Prince George's County.
Report of the State Roads Commission of Maryland 161
During fiscal year 1953, the complete reconstruction of the intersection of
Route 5 and Route 301 at T. B. was completed under the supervision of
District 5. Route 5 is now being extended as an ultimate dual highway
from Woods Corner to Clinton. One lane of this 4,246-mile section will be
surfaced with concrete.
Work was started on Route 201 at the Kenilworth Interchange. This will
become a major connection between the Baltimore-Washington Expressway
and the Annapolis-Washington Expressw^ay as well as making connections
between these expressways and the communities in the area. The bridge
carrying this relocation over the Baltimore & Ohio Railroad is complete,
and a section 0.998 mile long is being paved.
The construction of the Annapolis-Washington Expressway is being
extended into Prince George's County. Work was completed in fiscal year
1953 on the bridge at the Route 301 intersection. Under construction now
is the section 3.091 miles long from US 301 to the Pennsylvania Railroad.
The bridges at the Pennsylvania Railroad and Vista Road have been
advertised.
Route 193, University Lane, is to be relocated north of the University
of Maryland and connected to Greenbelt Road near US 1. The bridge over
Paint Branch near Route 1 has been advertised.
State Roads — Maintenance
The number of miles of roadway maintained by State Roads' forces in
this county totals 284.38. The breakdown of this total as to type of pavement
is 87.80 miles of low type bituminous, 147.22 miles of high type bituminous,
and 49.36 miles of Portland cement concrete. This county has a total of
12.8 miles of highway that is dual-lane construction.
The maintenance forces placed 10,000 square yards of 9-inch bituminous
material for the purpose of pavement widening and the prevention of earth
shoulder erosion and surface treated 410,481 square yards of pavement.
The paved roadway surface maintained in this county is 3,946,540 square
yards, and the traffic vehicle miles is 1,509,565.
Portions of three important U. S. Routes are in this county. U. S. Route
301 north and south, U. S. 50 east and west, and U. S. 1 north and south.
A total personnel of 112 employees, using 64 units of automotive equip-
ment and 74 units of non-automotive equipment, performed all the
maintenance activities covered by this report.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period, follow.
162
Report of the State Roads Commission of Maryland
03
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Report of the State Roads Commission of Maryland
167
Maintenance Report
July 1, 1952— .June 30, 1953
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H. I
Untreated
D-E
Patching
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
34,636
2,250
99,989
2,400
212,085
33,791
1,450
1,500
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous. .
Joint and Crack Filling
Oiling — Bituminous
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Di-agging
Sodding
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
17,450
104,672
73
845
83,882
2,409
Mowing and Hand Cutting
Oiling — Bituminous
Removing — Excess Material. . . .
13,887
Maintenance — Bridges and Structures
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culv., incl. Paint'g
Curb and Gutter, incl. Painting
new Installations .
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
6
80
57
7
186
1
1,400
Catch Basins
Spillways, etc., incl. Painting. . .
Bituminous Rebutt
Underdrain
8
1
160
628
Guard Fence
New Fence
Posts
Lin. ft.
Numbei
Lin. ft.
Number
Gals.
735
743
5,352
161
50
2,930
572
330
99
25
93
Cable
Fittings
Paint
62
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
bing. . .
Beautification
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
2,559
67,525
75
1,392
8
28
826
33
96
Resetting Fence
Removal of Debris
Top-Soil
10
Cutting Grass
Trimming Trees
Moving Equipment <
362
168 Report of the State Roads Commission of Maryland
Mainten.\nce Report — (Continued;
Traffic Service
Type of Work
Unit of Charge
Maintenance
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R.R., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
8,103
826
581
9"— 2,551
1,592
391,610
Manual Traffic Count and High
Water
6,181
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning Pipe
Cleaning — Box ('ulverts . . .
Cleaning — Bridges
Cleaning — Catch Basins . . .
Cleaning — Misc. Structures
Ripi'apping
Lin. ft.
Lin. ft.
Number
Lin. ft.
Number
Number
Number
Number
Sq. yds.
4,480
205,580
593
423
613
12
860
12
75
Maintenance Report
July 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H. I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous. .
Joint and Crack Filling
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
39,455
7,405
84,832
6,270
198,396
50,595
2,950
1 , 500
Oiling — Bituminous
Shoulder Maintenance
Bituni.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Alowing and Hand Cutting .
Oiling — Bituminous
Removal — Excess Material .
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
26,689
83,502
923.20
90,271
2,878
12,006
Report of the State Roads Commission of Maryland 169
Maintexaxce Report — (Continued)
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Bridjje Re]);ui's
Number
Number
I.in. ft.
Numbei
Number
Lin. ft.
Lin. ft.
6
3
135
33
45
Pipe and Hox Culverts
105
Curb and (Jutter
()6
Catch Basins
Spillways, etc
Bituminous Rebutt
I nderdrain
3
11
1,350
224
Guard Fence
New Fence.
Posts
Cable
Fittings. . . .
Paint
Lin. ft.
Numbei
Lin. ft.
Number
Gals.
180
135
33
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
bing
Beautification
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
2,495
1,744
1,081
1,940
132
7
22
709
71
1,304
Resetting Fence
Removal of Debris
Top-Soil
11
Cutting Grass
Trimming Trees
553
Moving Equipment <
Traffic Service
Maintenance
Highway Markers
Number
9,314
Surface Guide Lines
Miles
488
Surface Marking, Schools,
R.R., etc
Number
1,224
Snow Removal
Inches, miles
19"— 16,592
Ice Treatment
Cu. yds.
3,985
Traffic Lights
Number
6
Snow Fence
Lin. ft.
391,950
Manual Traffic Count and High
Water
Hours
1,751
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts
Cleaning — Box Culverts . . . ,
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures .
Cleaning — Guard Rails
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Feet
Sq. yds.
4,631
276,618
1,147
856
34
807
340
1,500
5
DISTRICT No. 4
Headquarters — Reisterstown, Maryland
E. C. CHANEY
District Engineer
JAMES N. HEILE M. C. VOLKER
Assistant District Engineer Assistant District Engineer
Construction Maintenance
JOSEPH M. SIMONDS
Senior Asst. Hivy. Eyigineer II
Baltimore County
CHARLES E. HESSON
Junior Assistant Highway Engineer
Harford County
PERCY B. SHIPLEY
Junior Assistant Highivay Engineer
Permits
ARRA CHANEY
Junior Assistant Highway Engineer I
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DISTRICT No. 4
This District comprises Baltimore and Harford counties and contains
580.03 miles of State Roads. All county roads in both Baltimore and
Harford counties are maintained by the respective counties. Due to the
fact that a major portion of the metropolitan area of Baltimore City, with
its continuing growth, is situated in the District, and with the rapid
development in the Aberdeen-Havre de Grace areas in Harford County,
several thousand permits were issued to utilities, developers, private prop-
erty owners, and the Highway and Storm Drain Departments of Baltimore
County. An additional number of Freeway permits were issued to business
establishments on Pulaski Highway.
In February 1954, the District Office was moved from Towson to Reisters-
town where more floor space was available to accommodate the needs of
the District, due to the large road program.
A summary and brief description of construction and maintenance
activities carried out in this District by counties for the fiscal years 1953
and 1954 follows.
Baltimore County
State Roads — Construction
The period of this report marks the placing under contract of the first
sections of the Baltimore County Beltway which, when completed, will
circumscribe Baltimore City from Sparrows Point Road on the southeast
to the Ritchie Highway on the southwest. This Beltway will be a limited
access dual highway, constructed on a 250' right of way. One section 1.385
miles is now under construction from Joppa Road to the Pennsylvania
Railroad, including a trumpet type interchange with the Baltimore-
Harrisburg Expressway, a dual bridge over Thornton Road and a con-
nection at Joppa Road. Bids have been taken but work has not yet started
on a second section from the Pennsylvania Railroad to Dulaney Valley
Road, a distance of 1.763 miles, which includes a dual bridge over the
Pennsylvania Railroad and an interchange at York Road. The completion
of this Beltway will present to the public a most modern designed highway
around Baltimore City with traffic interchanges at all main radial highways.
Likewise, work on the Baltimore-Harrisburg Expressway, which is also
planned for a limited access dual highway, has progressed to a point where
8.68 miles are open to the public, with interchanges at Timonium Road,
Shawan Road, and Belfast Road. A section to the south, for 1.149 miles, to
connect with the Baltimore County Beltway, is now under construction
173
174 Report of the State Roads Commission of Maryland
and to the north, bids have been taken, but work has not yet started on a
section extending 2.522 miles toward Mt. Carmel Road.
All together there has been 13 road contracts with a total mileage of
42.67 miles, 4 bridge contracts, 3 contracts for subfoundation exploration,
1 bridge lighting contract, and 1 bridge painting contract completed in
Baltimore County during the period covered by this report. Also, there are
5 road contracts totaling 5.57 miles and 6 bridge contracts in the process
of construction, but not yet completed.
Maintenance
The State Forces maintain 307.57 miles of State roads of which 15.38
miles were surface treated in 1953 and 27.16 miles in 1954.
A major improvement made by the State forces was the resurfacing with
bituminous concrete of 1.1 miles of dual highway on Maryland Route 20
from Eastern Boulevard to Moffett Avenue in 1953.
In 1954, these same forces resurfaced with bituminous concrete 0.50 of
a mile on Hanover Pike, Maryland Route 30 from Westminster Pike to
Butler Road.
The surface treatment of the stabilized shoulders on 7.74 miles of the
Reisterstown Road, Route U. S. 140 resurfacing project, was also
accomplished.
In addition to the right of way fencing on the Baltimore-Harrisburg
Expressway, the State Forces cooperated with the Bridge Department in
erecting a Bailey Bridge over Shawan Road to expedite the opening of
another section of this highway.
In 1953, an access road for emergency vehicles was constructed to the
Baltimore-Washington Expressway to afford police, ambulance, and fire
protection to this section of highway.
An added traffic service during the past two years was the construction
and maintenance of six picnic areas on five Federal routes, and the erection
of Civil Defense signs posting the voluntary and involuntary by-pass routes.
Harford County
State Roads — Construction
Most of the work in Harford County has been reconstruction work — the
widening and resurfacing and the modification of curves. During the period
covered by this report. Route 1 has been reconstructed from the Baltimore
County Line to the end of Deer Creek relocation, a distance of 13.70 miles.
The remainder of Route 1 in Harford County, from Deer Creek Relocation
to Conowingo is now under contract. Route 22 has also been reconstructed
Report of the State Roads Commission of Maryland 175
from Bel Air to Churchville and the section from Churchville to Aberdeen
is under contract.
There has been a total of seven road contracts covering 27.092 miles
completed in Harford County during these two years and two road contracts
and two bridges are now under construction but not completed.
Maintenance
The State forces maintain 272.46 miles of State. roads of which 17.07
miles were surface treated in 1953 and 23.01 miles in 1954.
A transfer of roads with Harford County Highway Department was
accomplished, which involved the acquisition of three sections of County
Road, connecting links into the State system totaling 5.1 miles, and the
release to the County of six sections of secondary roads totaling 6.48 miles.
The State forces performed the necessary reconstruction to bring the
former County roads to State standards.
A new storage garage of sufficient size to house the maintenance trucks
was acquired at Darlington to replace the old frame building which was
removed in the widening of Route U. S. 1 at this location.
In 1954 the State forces removed a building and reconstructed the
intersection of Maryland Route 155 with Maryland Route 22 in Churchville.
An added Traffic Service during the past two years was the construction
and maintenance of four picnic areas on Route U. S. 40 and the picnic
portion of the community roadside park at Bynum Run on Maryland
Route 22.
Tables showing data pertaining to road construction and reconstruction
contracts awarded, projects completed, and maintenance reports for the
period from July 1, 1952, to June 30, 1954, follow.
176
Report of the State Roads Commission of Maryland
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177
.« 375,234
31,. 396
132,407
277,801
i 125,184
699,051
] 120,344
225,290
102,145
249,374
895,96(1
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100,404
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47,682
167,687
99,149
115,300
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Apr. 14, '53
June 30, '53
Sept. 15, '53
Sept. 15, '53
Sept. 15, '53
Sept. 29, '53
Dec. 1, '53
Dec. 1, '53
Dec. 29, '53
Jan. 12, '.54
May 4, '54
May 25, '54
June 1, '54
Mar. 11, '53
Jan. 19, '.54
Mar. 30, '54
Jan. 20, '53
Aug. 25, '53
Oct. 13, '53
Jan. 12, '54
Mar. 9, '54
SURFACING
Spec. "B" resurfacing
Spec. "B" resurfacing
Wid. and resurf., drain., spec. "B"
Resurfacing, Spec. "B"
Spec. "B"' resurf.
Spec. "B" resurf.
Spec. "B" resurf.
Reloc, wid. and resurf. spec. "B"
Spec. "B" resurf.
Spec. "B" resurf.
Spec. "B" resurf.
Spec. "B" resurf.
Spec. "B" wid. and resurf. C.&G. Dr.
Spec. "B" wid. and resurf.
Rel., wid. and resurf. spec. "B"
Y
Steel beam bridge, pen. mac. appr.
3 span simple I-beam bridge
Reinf. pipe culvert
EOUS
Cleaning and painting bridges
Spec. "B" surf, and wid. and resurf.
Double 90' span steel I-beam bridge,
mac. approach
Maintenance Building, etc.
Clean and paint bridge
AND RE
3.(105
1 . 500
1..58
4.722
0.890
1.530
2.440
2.674
1.0.50
1.500
0.597
3.200
0.661
5.465
3.224
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WIDENING
East of Marlyn Ave.
Md. 24, Belair
Wise Avenue
East Town Lim.
Edgewood
Magnolia
Md. 20
Rolling Road
Bellona Ave.
Churchville
Conowingo Dam
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Baltimore City Line
End Contr. 11-347
0.422 Revolution Ave., 0.650
Union Ave., 0.44(1 Otsego
St., Havre de Grace
Baltimore City Line
Bond Street
U. S. 40
U. S. 40
N. End Deer Creek Reloc.
twd. Conowingo
Md. 151 at Edgemere
Md. 700 at Martin Inter.
Stevens Road
Rel. Rolling Rd. and along
Bloomsbury Avenue
Baltimore City Line
Baltimore City Line
Aberdeen
End H-363-2 E. of Dublin
0. 19 mi. S.W. of Reisterstown
Road, Southwesterly
Approx. 2.8 mi. upstream from
Rocks
At branch of Broad Creek
Over Long Green Branch and
^ Boothby Hill
Various locations in vicinity
of Aberdeen
Over Patapsco River at Il-
chester
At Susquehanna River Bridge
Susquehanna River Bridge
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StJS SS SStJ SS S ^§St3
Painters
Mill Road
St. Clair
Br. Road
Md. 623
U. S. 40
Ilchester
Road
U. S. 40
U. S. 40
B-655
Ext. H-347
H-364
B-666
H-385 1
H-363-2
B-675 (
B-637-2
B-071
B-C61-2
H-327
H-363-4
B-614
H-382
H-393
Ed-4-414
H-372-1
B-670-1 1
Ho-269-1 /
H-232-18
BRO-425
178
Report of the State Roads Commission of Maryland
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180
Report of the State Roads Commission of Maryland
181
Maintenance Report
July 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work-
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Hq. yds.
Sq. yds.
Gals.
Sq. yds.
124,244
1,044
10,042
45,995
23,853
950
78,498
118,008
Shoulder Maintenance
Bituni.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting
Oiling — Bituminous
Removal — Excess Material
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
42,813
85
136,161
104,937
108
131
85,553
18,185
306
352,080
900
14,906
2,065
385
3,365
48
1,229
5,773
Maintenance — Bridges and Structures
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culverts . . . .
Curb and Gutter
Catch Basins
Spillways, etc
Bituminous Rebutt
Underdrain
New Fence
Posts
Cable
Fittings, incl. 112 Catseyes
Paint
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
62
18
8,040
12
5
15
29
2
100
109
50
29
2,654
4,600
Guard Fence
Lin. ft.
Number
Lin. ft.
Number
Gals.
980
223
1,364
253
19
Right-of-Way
Maintenance
Roadside
Park .\rea
Mowing, Clearing and Grub-
bing ....
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
991
4,267
10,904
793
116
173
145
6,374
48
Hcautificution
63,025
licsctting Fence
Kcinoval of Debris
261
Top-Soil
4,308
Cutting Grass
1,737
Removal and Trimming Trees. . .
Moving Equipment •!
182
Report of the State Roads Commission of Maryland
Maintenance Report — (Continued)
Traffic Service
Type of Work
Unit of Charge
Maintenance
Illegal signs removed
Number
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
731
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R R etc
13,099
799
215
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
31"— 3,973
2,769
19
471,700
Manual Traffic Count
1,505
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges. .
Cleaning — Catch Basins . . .
Cleaning — Misc. Structures
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
2,031
524,430
777
31
39
1,036
17
340
Maintenance Report
July 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Pounds
Sq. yds.
23,671
4,757
10,492
20,410
167,734
53,967
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding . .
Mowing and Hand ('utting
Oiling — Bituminou.s
Removal — Excess Material,
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
83,853
74
371,162
29,562
78
178
102,547
10,800.0
264.5
120.0
3,078.7
9,384.0
56,552.0
120.5
194.0
7,357.0
Mainten.\nce llEr'ORT — (Continued^
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culverts
Cur-b and Gutter
Catch Basins
Spillways, etc
Bituminous Rebutt
ITnderdrain
Number
Number-
Lin, ft.
Number
Number
Lin. ft.
Lin. ft.
30
27
85
15
7
480
7
119
(i
1
210
72
6,191
45
3
1,741
4,124
Guard Fence
New Fence.
Posts
Cable
Fittings. . . .
Paint
Lin. ft.
XumlxM-
Lin. ft.
Number
(ials.
1,871
503
1,418
148
54>^
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
bing
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acr-es
Number
Units
Miles
935.93
6,071
2,814
852
61
10
81
126
4,771
118 00
Beautification
5,400
Resetting Fence
Removal of Debris
Top-Soil
342
92
Cuttirrg Grass
Removal and Trimming Trees. .
Moving Equipment <
Bldg. on R/W in Churchville
dismantled and removed.
Bailey bridge at Churchville re-
moved to Balto. County.
1,215
Traffic Service
Maintenance
Illegal Signs Removed ....
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R.R., etc
Snow Removal
Ice Treatment
Traffic Lights
Yellow Curbing.
Snow Fence
Manual Traffic Count. . . .
Number
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Lin. ft.
Hours
3,672
12,197
697
337
57"— 2,448
2,909
19
5,778
355,850
2,482
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning— Pipe Culverts. . .
Cleaning — Box Culver-ts . . .
Cleaning — Bridges
Cleaning — Catch Basins ...
Cleaning — Misc. Structures.
Riprapping
Lin. ft.
Lin. ft.
Nunrber
Number
Numbei-
Number
Number
Sq. yds.
2,890
433,442
824
32
154
1 , 128
10
183
DISTRICT No. 5
Headquarters — Upper Marlboro, Maryland
E. G. DUNCAN
Difistrict Engmeer
JOHN H. REEDER
Assista)it District Engineer
Construction
Anne Arundel County
JACOB C. WILKERSON
Resident Mainteiiance Engineer
Charles County
W. AUGUSTUS FOWKE
Resident Maintenance Engineer
0. KENNETH WEBB
Assistant District Engineer
Maintenance
Calvert County
ADAM M. NOLL
Resident Mainteyiance Engineer
St. Mary's County
M. CHAPMAN THOMPSON
Resident Maintenance Engineer
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DISTRICT No. 5
This District is comprised of Anne Arundel, Calvert, Charles and St.
Mary's Counties. The County highways of Calvert, Charles and St. Mary's
Counties are maintained by District forces.
The mileages of highways, by Counties, maintained in this District as
of June 30, 1954, are as follows :
County
State Highway Mileage
County Highway Mileage
Anne Arundel
289.95
127.30
282.20
210.95
Calvert
Charles
St. Mary 's
194.89
286.75
301.95
With the advent of the 12 Year Road Construction and Reconstruction
Program, construction activities have been greatly accelerated in this
District during this biennium. Several major routes have been and are
being reconstructed as dual highways, and a considerable mileage of the
highway system has been rehabilitated by modifying curves, widening and
resurfacing.
The following is a summary and brief description, by Counties, of the
construction and maintenance activities during the period covered by this
report.
Anne Arundel County
State Roads — Construction
Among the construction accomplishments listed elsewhere in this report,
the following may be mentioned as of unusual interest and importance :
The Annapolis By-Pass, started September 22, 1952, and officially opened
to traffic on June 15, 1954.
This improvement included five (5) projects with a total of 4.608 miles
dual and 3.807 miles single lane highway and ten (10) bridges.
The connection between the Annapolis By-Pass and the City of Annapolis
was started in the spring of 1953 and is expected to be opened to traffic
this fall.
The rehabilitation of Governor Ritchie Highway by widening, leveling,
and surfacing with two courses of Specification *B' for a distance of 14.376
miles between an open air theater and Revell Highway.
187
188 Report of the State Roads Commission of Maryland
State Roads — Maintenance
In addition to normal maintenance, 18.8 miles of road and 23.6 miles
of shoulders were surface treated with bituminous material and covered
with mineral aggregate ; also, during this period, the north abutment of
the old concrete bridge on the abandoned W. B. & A. Railroad at Shipley,
Md. Route 167, was removed. The abutments of the W. B. & A. Railroad
on U. S. 301 at Andersons Corner were removed and the road widened ;
also, during this period, our maintenance forces built a new equipment
shed, 122' x 30', at Glen Burnie. The intersection of the Herald Harbor
Road, State Route 465, and the River Road was channelized by prison forces.
1360 square yards of broken concrete slab were removed and replaced
with bank gravel sub-base three feet in depth, on which was laid 5 inches
of bituminous concrete, on the Ordinance Depot Road, Md. Route 710 ; also
950 feet of concrete curb on U. S. Route 301 at Glen Burnie were replaced.
During the period covered by this report, picnic areas were developed
at the following locations :
Md. Route No. 2, 7.5 miles south of Glen Burnie
Md. Route No. 10, 3.0 miles south of Elkridge Landing
Md. Route No. 10, 3.0 miles south of Patapsco River
U. S. Route No. 301, 1.8 miles south of Patapsco River
Calvert County
State Roads — Constructioyi
Among the construction projects listed for this county may be mentioned
the completion of the highway along the old Chesapeake Beach right-of-way
between Lyons Creek and Owings, and between the Anne Arundel Co. Line
and Paris P.O. Including the section in Anne Arundel Co., this provides
a more direct route to several beaches on the Chesapeake Bay.
State Roads — Maintenance
In addition to normal maintenance, 11.35 miles of road were surface
treated with bituminous material and covered with mineral aggregate ; also,
during this period, 250 feet of steel bulkhead at North Beach were repaired.
The section of road from Sunderland south of Huntingtown, 9.6 miles in
length, was widened from 26 feet to 40 feet and drainage structure
lengthened by prison labor forces.
During the period covered by this report, picnic areas were developed
at the following locations:
Md. Route No. 2, at Prince Frederick By-Pass
Md. Route No. 461, at Lyons Creek
Md. Route No. 2, 1.5 miles north of Lusby
Report of the State Roads Commission of Maryland 189
County Roads — Coyistruction
The following roads were graded 24 feet in width, drained, and surfaced
16 feet in width with bank run gravel by State Roads forces :
Calvert Street in Solomons .10 m
N, Beach to N. Beach Park 25 m
Lowery Road 2.90 m
Parker Creek Road .70 m
Sandy Point Road 1.50 m
Madison Ave. North Beach .10 m
Randle Cliffs Road 40 m
Cove Point Light Road .30 m
Drum Point Road 1.60 m
Mallard Point Road 80 m
Bayside Road ."^.OO m
Chaney Station Road 1.50 m
Stinnetts Road 2.60 m
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15.75 miles
County Roads — Mamtena?ice
In addition to normal maintenance, 16.4 miles of road received initial
surface treatment with bituminous material and 19.1 miles of road were
retreated with bituminous material and covered with mineral aggregate.
Charles County
State Roads — Construction
A distance of 2.831 miles along U. S. Route 301, from a point just south
of the Prince George's County Line to the Berry Road in Waldorf, has been
completed as a dual highway. The continuation of this dual construction to
a point south of the Billingsley Road, a distance of 2.715 miles, is now
under construction.
The rehabilitation and resurfacing of Md. Route 225 from LaPlata to
Indian Head, a distance of 12.75 miles, was completed on June 17, 1954.
State Roads — Maintenance
In addition to normal maintenance, 70.12 miles of road were retreated
with bituminous material and covered with mineral aggregate ; also, during
this period, drainage structures were replaced and lengthened by prison
labor forces on a section of road, 1.67 miles in length, from Glymont to
Indian Head.
During the period covered by this report, picnic areas were developed
at the following locations :
Md. No. 5, 3.7 miles south of Waldorf
U. S. No. 301, 2 miles south of LaPlata
U. S. No. 301, 2 miles north of LaPlata
190 Report of the State Roads Commission of Maryland
County Roads — Coiistmction
The following roads were graded 28 feet and 30 feet in width, drained
and surfaced 16 feet in width with bank run gravel by State Roads forces :
Poseytown Road 1.80 m
Newport twds. Trinity Road 1.50 m
Malcolm Road 2.60 m
Hamilton Road .30 m
Brentland Landing- Road 1.60 m
Tayloes Neck Road 2.10 m
Nanjemoy twds. Durham Church Rd 1.80 m
Medical Center 20 m
Waldorf School Road 12 m
Trinity Church twds. Dubois Rd 1.40 m
Newport to Trinity Church Rd 1.80 m
Bowling Road at Faulkner 80 m
Jenkins Road at Wicomico .54 m
Pisgah to Ripley 2.20 m
Oak Avenue Extended 50 m
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19.26 miles
The following timber bridges were constructed by State Roads forces :
1 double 18 foot span bridge between Trinity Church and Dubois
Road.
1 double 12 foot span bridge between White Plains and Bennesville
Road.
1 double 16 foot span bridge near Newport.
County Roads — Maintenance
In addition to normal maintenance, 54.30 miles of road received initial
surface treatment with bituminous material, and 71.02 miles of road was
retreated with bituminous material and covered with mineral aggregate.
St. Mary's County
State Roads — Constructio7i
The rehabilitation of Md. Route 5 between Great Mills and St. Mary's
City, a distance of 6.135 miles, was completed in December, 1952.
The widening and resurfacing of Md. Route 246 between Great Mills and
Lexington Park was started just before the close of this biennium.
State Roads — Maintenance
In addition to normal maintenance, 21.49 miles of road was surface
treated with bituminous material and covered with mineral aggregate.
During the period covered by this report, picnic areas were developed
at the following locations:
Md. No. 5, at Helen
Md. No. 235, north of Hollywood
Report of the State Roads Commission of Maryland 191
Count)/ Roads — Construction
The following roads were graded 30 feet in width, drained, and surfaced
with bank run gravel 30 feet in width, by State Roads forces :
St. Joseph Welfare Road
Warren Owen Road
Welden Road
Sotterly Subdivision Rd
Town Creek Road
Evergreen Park Road
Spring Ridge Road
Willows Road
St. Andrews Road
Pincushion Road
Seven Gables Road
Horsehead Subdivision Rd
St. George's Road
Mechanicsville — Trent Hall Road.
Sandgates Road
Bushwood Wharf Road
St. Patrick Creek Road
Louie Clerk Road
Thompson Corner Road
Willows Road
St. George's Church Rd
Red Hill Road
Clark's Landing Road
.64 m
.65 m
.22 m
.65 m
.80 m
.30 m
.50 m
.70 m
.30 m
.00 m
.75 m
.32 m
.33 m
.40 m
00 m
.54 m
13 m
20 m
20 m
20 m
00 m
20 m
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.60 mile
23.63 miles
County Roach — Maintenance
In addition to normal maintenance, 32.75 miles of road received initial
bituminous surface treatment, and 47.81 miles of road was surface treated
with bituminous material and covered with mineral aggregate.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period July 1, 1950 to
June 30, 1952 follow.
192
Report of the State Roads Commission of Maryland
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Apr. 9, '53
Aug. 14, '52
July 6, '53
Mar. 17, '54
Aug. 16, '52
Jan. 7, '54
Mar. 29, '54
Apr. 22. '54
May 17, '54
Mar. 14, '54
Apr. 0, '54
June 17, '54
July 31, '52
June 2, '54
Aug. 4, '53
July 9, '53
$ 083,314
173,753
305,423
27,499
28,302
502,332
389,192
J 172,204
303,472
3.50,748
85,758
102,709
o
$ 31,889
187,724
32,522
50,346
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May 26, '52
Mar. 20, '52
June 16, '52
July 1, '52
Aug. 11, '52
Aug. 0, '53
Nov. 2, '53
Nov. 2, '53
Nov. 5, '53
Nov. 18, '53
Mar. 13, '54
Apr. 19, '54
Mar. 13, '52
Apr. 2, '53
May 25, '52
June 2, '53
" . o
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MING AND RESURFACING
6.135 Reloc, widen and resurf. Spec. "B"
4.310 .Spec. "B" resurf. curves mod.
3.682 Wid., rehab., gr., surf., bit. stab.
— Wid. existing arch bridge
0.940 Spec. "B" resurf.
0.209 Rehab, and relocate surf. tr. gravel
4.381 Wid. and resurf. .Spec. "B"
5.830 Spec. "B" resurf. B. R. gravel
6.000 Spec. "B" resurf.
5.104 Spec. "B" wid. and resurf.
4.981 Spec. "B" wid. and resurf.
4 . 600 .Spec. " B " resurf. and wid. and resurf.
6.920 Spec. "B" resurf.
00
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Bit. surf. Tr. gravel
Bit. surf. Tr. gravel
Triple span st. beam bridge timber-
deck
Spec. " B " resurf. (2nd stage C-197-1)
>^EOUS
Cleaning and painting bridges
Cleaning and painting monotube piles
SECOND.-!
0.360
2.907
0.110
1.955
ISCELLA
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St. Mary's City
1 mi. E. of Jacobsville
Mt. Zion
Mt. Road
Indian Head
Robinson
Revell Highway
B/W Expressway
Indian Head
o
Easterb'
Davidsonville
Paris
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Great Mills
Lipin's Corner
N.E. of Butlers
.\t St. Clements Creek
Near .Aliens Fresh twd. Bel
Alton (Test Road)
Hughesville twd. Benedict
Alt. V. S. 301
U. S. 301 twd. Indian Head
Prince George's Count v Line
Mt. Road
Robinson
Odenton-Md. 554
Ripley
Millersville (U. S. 301 and
Md. 75)
Birdsville
Over Mattowoman Creek
Anne Arundel County Line,
4.5 mi. S.E. Lyons Creek
South River Bridge and Col-
lege Creek Bridge
Patuxent River Bridge at
Benedict
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SM-292-1
AA-430-1
AA-401-3
SM-294-4
Ch-282
Ch-272-1
AA-4.53-2
Ch-290 1
AA-453-3
AA-453-4
AA-471
Ch-293
AA-433
AA-398-1
Ch-274-1 1
P-694-1 /
C-197-2
Ed-41-514
C-184-9 \
Ch-253-7 /
197
198
Report of the State Roads Commission of Maryland
Maintenance Uei'oui'
July 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Bladins — Draetiine
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
8,557
7,294
7,310
465
204,450
7
1,560
624,589
455
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous. .
Joint and Crack Filling
Oiling — Bituminous ....
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding . . ,
Mowing and Hand Cutting.
Oiling — Bituminous
Removal — Excess Material.
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
6,849
3,035
80,890
1,358
20
2,935
296
493
1,595
52,463
5,794
23
242
11,305
43,398
Maintenance — Bridges and Structures
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culverts
Curb and Gutter
Catch Basins
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
25
57
120
17
2
405
4
50
20
3
10
120
3
Spillways, etc
Bituminous Rebutt and Curb'g.
I^nderdrain
1
4,318
267
Guard Fence
New Fence.
Posts
Cable
Fittings. . .
Paint
Lin. ft.
Number
Lin. ft.
Number
Gals.
378
2,556
207
22
Right-
of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
binc
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
1,118
324,891
1,360
492
3
192
3,957
246
Beautification
20,317
Resetting L^ence
Removal of Debris
28
Top-Soil
361
Cutting Grass
973
Trimming Trees
Moving Equipment <
Report of the State Roads Commission of Maryland
Maintenance Report — Continued
Traffic Service
199
Type of Work
Unit of Charge
Maintenance
Highway Markers
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
Hours
7,098
Surface Guide Lines
Surface Marking, Schools,
R.R., etc
Snow Removal
Ice Treatment
Traffic Lights
326
375
12"— 2,283
555
445
Snow P'ence
Manual Traffic Count
Flood Control
88,340
525
82
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts . . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
14,994
868,238
2,248
294
71
347
Maintenance Report
•JrLY 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous . .
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
11,654
6,642
23,652
3,652
6,134
220,804
1,909
310,211
561
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
7,078
100,483
3,045
66
120
360
101
1,265
231,082
4,742
Mowing and Hand Cutting
Oiling — Bituminous
71
Removal — Excess Material
36,843
200
Report of the State Roads Commission of Maryland
Mainte.nanck Report — Continued
Maintenance — Bridges and Str-uctures
Type of Work
Unit of Charge
Repairs
■ Replacements
New Installations
Bridge Repairs
Pipe and liox Culverts.
Curl) and Gutter
Catcii Basins
Spillways, etc
Bituminous Rehutt. . . .
I'nderdrain
Numl)ei-
Nuinbci-
Lin. it.
Numbei-
Number
Lin. ft.
Lin. ft.
21
26
19
1
326
31
7
4
2
14
1,473
170
Guard Fence
Fence Removal
Lin. ft.
2,459
Xew Fence
Lin. ft.
2,381
124
Posts
Numbei-
1,216
1 ,031
782
Cable
Lin. ft.
6,174
92
1,300
l'"ittings
Number
1,270
76
8
Paint
Gals.
109
21
26
Right-
of-Way
Maintenance
•
Roadside
Park Area
Mowing, Clearing and Grub-
bing. . .
Bcautification
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
1,301
2,654
4,154
812
490
14
198
3,931
176
400,418
Resottiiig Fence
Removal of Debris
62
'Pop-8oil
Cutting Grass
1,854
Trimmmg Trees
.M()\-ing Ivjuipnient
•{
Traffic Service
Maintenance
Ifighwav Markers
Number
Miles
Number
Inches, miles
Cu. yds.
Number
Lin. ft.
Hours
6,784
Siuface Guide Lines
Surface Marking, .Schools,
R.R., etc
Snow Rf moval
Ice Tieatment
Traffic Lights
Snow I'(>nce
342
383
30" 12,462
1,904
1
136,600
Manual Traffic Count
866
Drainage (Cleaning)
Ditching (New)
('leaning — Ditches
Cleaning — Piyie Culverts. . . .
Cleaning — Box Culverts. . . .
( "leaning - Britlges
Cleaning — Catch Basins. . . ,
( 'leaning — Misc. Structures.
Riprappmg
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
11,468
953 , 779
2 , 626
217
116
292
7
32
DISTRICT No. 6
Headquarters — Cumberland, Maryland
G. BATES CHAIRES
District Engineer
PAUL A. KEMPTER R. E. L. PUTMAN
Assistant District Engineer Assistant District Engineer
Construction Maintenance
Garrett County
EDWARD P. KAHL
Junior Assistant Highway Eyigineer
Allegany County
GEORGE B. HALE
Resident Maintenance Engineer
Washington County
RALPH T. THAYER
Junior Assistant Highway Efigineer
$
'f
DISTRICT No. 6
This district is comprised of Garrett, Allegany and Washington counties,
with terrain varying from mountainous in the west, to rolling in the eastern
part of the district.
The State system of roads, maintained by the District forces, contains
the following mileages at the close of the period covered by this report:
Garrett County 162.31 miles
Allegany Count 158.78 miles
Washington County 230.97 miles
Roads in the County system are maintained by the forces of the respective
counties.
Gakrett County
Const}-uction
Among the outstanding projects placed under contract or completed
during this biennium, the following may be mentioned:
The relocating and rebuilding of a section of U. S. Route 40 at Little
Savage Mountain, 0.814 miles in length. This project included a structure
over the Little Savage River, and an underpass of Md. Route 546.
The surfacing with asphaltic concrete (2nd stage construction) of a
section of U. S. Route 219 from Oakland to Thayerville, 6.083 miles in
length. There was also included a section of this route in the town of
Oakland — Oak and 2nd Streets — 0.215 miles long.
The construction of a bridge over the Potomac River at Kitzmiller. This
project is joint with West Virginia. The contract also includes the con-
struction of the approaches on Md. Route 38.
The reconstruction of two sections of Md. Route 135, 3.58 miles and
2.582 miles long, respectively, between Swanton and Bloomington.
Maintenance
No extraordinary maintenance operations were necessary during this
period. The major maintenance problem in this county is that of snow
removal and ice treatment. Thirty-eight miles of snow fence were erected
in the early fall, to assist in the control of drifting, and were dismantled
and stored in the spring. The lowest temperature recorded during this
biennium was 13° below zero, and the total snow fall 170 inches. Thirteen
thousand cubic yards of cinders and sand were hauled and stock piled, and
900 tons of salt and calcium chloride were used to treat this stock-piled
material, or applied directly to the road surface.
203
204 Report of the State Roads Commission of Maryland
Three picnic areas have been established — one on U. S. Route 40 at the
top of Negro Mountain, and two on U. S. Route 219 between Oakland and
Deep Creek Lake. These areas have been used extensively by the traveling
public.
Allegany County
Co)ist)-uctio}i
Construction and reconstruction along important routes include the
following :
The widening and resurfacing of a 1.65 mile section of U. S. Route 40
between Frostburg and the Garrett County Line.
The completion of the widening and curve modification along U. S. 220
from Cresaptown south for a length of 6.689 miles, and the subsequent
resurfacing of a 5.129 mile section of this route. A contract was also
awarded for the widening of four bridge structures on this route south of
Rawlings.
The widening, modifying of curves and resurfacing of Md. Route 135
from McCool to Westernport.
Work is in progress on the superstructure of the bridge over the Potomac
River between Cumberland and Ridgely, West Virginia (Blue Bridge).
Maintenance
Under extraordinary maintenance, approximately 4,000 "Catseyes" (re-
flector units) were installed in the surfacing of U. S. Route 40 between
Cumberland and the Washington County Line, as an aid to traffic,
particularly night traveling.
A coal tipple, which has been a traffic hazard on Md. Route 36 was
removed, and numerous mine sinks on this route were refilled and surfaced.
Snow removal and ice treatment are also a major problem in this county.
Four and a half miles of picket-type snow fence are erected and dismantled
each year. The lowest recorded temperature was 4° below zero, and the
total snow fall 95 inches. Seven thousand seven hundred and fifty-two cubic
yards of cinders were hauled and stock-piled during this biennium, and
587 tons of salt and calcium chloride were used to treat the stock-piled
material or applied directly to the road.
A modern District Engineer's office, repair shop and storage shop is
under construction on a State-owned lot of approximately 10 acres on Md.
Route 49 at Allegany Grove. This is expected to be completed and occupied
in the fall of 1954.
Report of the State Roads Commission of Maryland 205
Washington County
C07lSt)'llcti07l
Among the construction and reconstruction projects completed or under
construction during this biennium, the following may be mentioned :
Modifying curves, widening and resurfacing of two sections of Md. Route
65, from Hagerstown to Sharpsburg, 4.99 and 6.71 miles in length,
respectively.
The same type of work was completed on a 2.971 mile section of Md.
Route 64 between Hagerstown and Chewsville.
The widening, modifying of curves and resurfacing of Md. Route 34,
from Sharpsburg to the Potomac River, a distance of 3.38 was completed
in this period.
Maintenance
In addition to regular maintenance operations, approximately 3700
"Catseyes" were placed on U. S. Route 40 between Hancock and the
Allegany County Line.
While snow removal and ice treatment do not present as serious a problem
in this county as in the two western ones, considerable difficulty with snow
is experienced on the mountains from Hancock west. Approximately 25
miles of snow fencing is erected and dismantled each year. Lowest recorded
temperature was 4° below zero, and the total snow fall was 78 inches. Two
thousand four hundred cubic yards, and 225 tons of salt and calcium
chloride were used in ice treatment.
Picnic areas were constructed on U. S. Route 40 just outside Hagerstown,
on U, S. Route 340 at the north end of the Sandy Hook Bridge, and a
combination picnic area and scenic overlook on U. S. Route 40 near the
west summit of Sideling Hill. A scenic overlook was also constructed on
U. S. Route 40 at Parkhead. All of these facilities are being extensively used.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period, follow.
206
Report of the State Roads Commission of Maryland
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209
210
Report of the State Roads Commission of Maryland
Maintenance Rkpokt
July 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
Patching
Blading— Dragging
Jacking — Asphalt
Jacking — Cement Slurry. . . . . .
Resurfacing^ — Non Bituminous
Joint and Crack Filling
Oiling — Bituminous
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
12,440
7,905
7,085
58,710
3,430
Shoulder Maintenance
Bituni.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting
Oiling — Bituminous
Removal — Excess Material.
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
2,197
1,000
3,576
113,686
1,469
13,769
Maintenance — Bridges and Structures
Repairs
Replacements New Installations
Bridge Repairs
Pipe and Box Culverts
Curb and Guttei-
Catch Basins
Spillways, etc
Bituminous Rebutt . . . .
Underdrain
New Fence
Posts
Cable
Fittings
Paint
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
48
34
130
10
2
2
53
777
9
1
379
413
Guard Fence
Lin. ft.
Number
Lin. ft.
Number
Gals.
19,846
533
150
119
220
465
104
610
381
6
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
Miles
S(i. yd.s.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
Cu. yds.
3,491
68,412
908
4,750
2,008
18
1,075
788
Beautification
Resetting Fence
Removal of Del)ris
32
Cutting Grass
112
Removing, Planting and Trim-
Moving Equipment i
Widen Cross-Section
Report of the State Roads Commission of Maryland 211
Maintenance Report — Continued
Traffic Service
Type of Work
Curb Painted
Illegal Signs Removed
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
^ R.R., etc
Snow Removal
Ice Treatment — Sand and Cind. .
Ice Treatment — Salt
Traffic Lights
Snow Fence, incl. repairs — 6,680
Manual Traffic Count
Headwalls Stiipped
Unit of Charge
Lin. ft.
Number
Nimiber
Miles
Number
Inches, miles
Cu. yds.
Tons
Number
Lin. ft.
Hours
Numbei'
Maintenance
500
2,917
6,844
307
60
170"— 554
15,869
814
1
709,499
1,240
29
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culveits. . .
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures .
Riprapping
Lin. ft.
Lin. ft.
Numbei'
Number
Number
Number
Number
Sq. yds.
114,965
299,696
3,637
72
72
255
82
Maintenance Report
July 1, 1953— June 30, 1954
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
r, G, H, I
Untreated
D-E
Patching
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals.
Sq. yds.
12,299
7,991
14,080
5,852
44,962
34,074
Blading — Dragging
Jacking — Asphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminous. .
Joint and Crack Filling
Oiling — Bituminous
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
8,845
128,331
1,746
90
210
2,636
610
109,714
5,270
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting.
Calcium Chloride Treatment
Removal — E.xcess Material. .
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds
Cu. yds.
3,217
Maintknanck RiiPuKT — CJontiiuK'd
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Bridge Repairs . . ....
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
46
16
1
1
17
4
Pipe and liox Culverts
51
Curb and Cutter
597
Catch Basins
Spillways, etc
Bituminous Robutt
5
56
Cndcrdniiii
1,172
Guard Fence
New Fence.
Posts
Cable
Fittings . . . .
Paint
Lin. ft.
Number
Lin. ft.
Number
Gals.
25,691
(),130
230
121
337
515
90
380
,123
5
Right-of-Way
Maintenance
Roadside
Park Area
Mowing, Clearing and Grub-
bing. . .
Beautification
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
Units
Miles
Cu. yds.
7,508
140,420
555
1,370
21
207
1,179
Resetting Fence
Removal of Debris
Top-Soil
Cutting Grass
Removing, Planting and Trim-
ming Trees
Moving Equipment <
120
Widen Cross-Section
Traffic Service
Maintenance
Curb Painted
Illegal Signs Removed
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R.R., etc
Snow Removal
Ice Treat. — Santl and Cinders*. .
Ice Treatment — Salt
Traffic Lights
Snow Fence, inch Repairs, 18,165'
Manual Traffic Count
Lin. ft.
Number
Number
Miles
Number
Inches, miles
Cu. yds.
Tons
Number
Lin. ft.
Hours
1,907
7,102
6,819
309
150
138"— 553
20,170
523
6
723,075
1,256
11,924 and 8,246 totals 20,170 cu. yds.
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe ('ulverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures .
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
1,816
794,243
4,074
138
62
248
86
212
DISTRICT No. 7
Headquarters — Frederick, Maryland
THOMAS G. MOHLER
DistHct Engineer
DONALD S. BROWN F. LaMOTTE SMITH
Assistant District Engiyieer Assistant District Engineer
Construction Maintenance
Carroll County
B. F. THOMAS
Resident Maintena7ice Engineer
Frederick County
SILAS D. KUHN
Resident Maintenance Engineer
Howard County
HOBART B. NOLL
Resident Maintenance Engineer
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DISTRICT No. 7
This district comprises Carroll, Frederick and Howard Counties, in the
central portion of the state.
The State road system contains 706.03 miles, included in which are the
state maintained highways in Westminster, Taneytown, Manchester,
Hampstead, New Windsor and Union Bridge in Carroll County, Frederick^
Middletown, Emmitsburg, Thurmont and Myersville in Frederick County
and Ellicott City and Elkridge in Howard County. County roads are
maintained by the forces of the respective counties throughout the District.
Carroll County
Construction
Among the outstanding construction and reconstruction projects awarded
or completed in this biennium, the following may be mentioned :
The Westminster By-pass, extending from the completed dual highway
on U. S. 140, 4.63 miles to Roop's Mill on Md. 32, and including a bridge
over U. S. 140, and one over the Western Maryland Railway, Md. 31 and
a stream.
The Baltimore National Pike, 1.881 miles of dual highway, beginning
at a point 1.25 mile east of Ridgeville and extending 0.5 mile into Frederick
County with a separation structure at the intersection of Md. 27.
The widening and resurfacing of 3.934 miles of Md. 30, from Manchester
to the Pennsylvania State Line, and the resurfacing of 5.4 miles of Md. 27
from Westminster to a point one mile south of Warfieldsburg.
Frederick County
Consti'uction
The outstanding projects awarded or completed in this county during
this biennium were the continuation of the Baltimore National Pike, and
the inauguration of work on the Frederick By-pass.
On the Baltimore National Pike, contracts were awarded for a dual
highway from a point 0.5 mile west of the Carroll County Line to west of
Plane No. 4, 2.636 miles, from this point 2.528 miles to New Market, from
New Market to east of the Ijamsville Road, 2.888 miles, and from this point
to just east of the Monocacy River bridge, 2.355 miles. A bridge over the
Baltimore and Ohio Railroad near Plane No. 4 is also under construction.
In the near future the construction of a short section of highway and the
building of a second lane bridge over the Monocacy River will complete
the road to the beginning of the Frederick By-pass.
215
216 Report of the State Roads Commission of Maryland
The first construction project on the Frederick By-pass was awarded
during this biennium, and included three bridges on the by-pass and the
connection to the Washington National Pike.
Contracts were awarded and work has been completed for the sub-
structure and superstructure of a bridge over the Potomac River at Bruns-
wick, and work is in progress on the deck, sidewalks, handrails, etc., and
on the Maryland approaches.
Work is under construction on U. S. 15 from Thurmont to Owens Creek,
and thence northeasterly, a total distance of 3.25 miles, which will become
one lane of an ultimate dual highway.
Maintenance
In addition to normal maintenance. State Maintenance forces widened
Md. 59 and Md. 17 in Middletown, U. S. 15 in Emmitsburg, built macadam
shoulders on U. S. 40 west of Frederick, widened and surfaced Md. 80 in
Urbana from U. S. 240 to the Washington National Pike, widened Md. 77
in Thurmont and Motter Avenue, Md. 74, in Frederick and constructed a
third lane on U. S. 40 just west of Frederick.
A picnic area was constructed on Md. 79.
Howard County
Constructio?i
Among the outstanding construction and reconstruction projects awarded
or completed during this period, may be included the following:
A 4.545 mile section of the Columbia Pike, from N. E. of Atholton to a
point S. W. of Scaggsville, and a continuation of this highway 0.7 mile to
the Montgomery County Line.
The resurfacing of U. S. 1 from Levering Avenue toward Md. 175 for
5.02 miles, and the widening of 7 bridges between Baltimore County Line
and Laurel.
The modification of curves, widening and resurfacing of Md. 175 from
U. S. 1 to Md. 103, a distance of 5.056 miles.
Maintenance
In addition to normal maintenance, State Maintenance forces replaced a
retaining wall on Md. 104 near Ilchester, replaced the roadway, constructed
guard fence, and rebuilt the shoulders on Md. 144 adjacent to Tiber Run
and Plum Tree Branch, widened a loop connecting U. S, 40 and U. S. 29,
and the construction of two storage lanes on U. S. 40 at Rogers Avenue.
Tables showing data pertaining to road construction contracts awarded,
projects completed, and maintenance reports for the period July 1, 1952 to
June 30, 1954 follow :
218
Report of the State Roads Commission of Maryland
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June 19, '53
May 28, '54
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July 7, '52
Oct. 19, '53
Aug. 11, '52
Nov. 8, '52
^RY
Pen mac. surf.
Pen. mac. surf.
3 span continuous st.-I beam bridge
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Cleaning and painting bridges
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223
Maintenance Report
July 1, 1952— June 30, 1953
Roadway Surfacing
Type of Work
Unit of Charge
Rigid
J-K
Semi-Rigid
I
Non-Rigid
F, G, H, I
Untreated
D-E
f>^q. yds. 10,029.5 22,700
Miles
Sq. yds.
Sq. yds.
Sq. yds.
Gals. 17,267
Oiling— Bituminous j Sq. yds. j ! 38,381
Patching
Blading — Dragging
Jacking — .\sphalt
Jacking — Cement Slurry
Resurfacing — Xon Bituminous .
Joint and ("rack lilling.
162,430
138,040
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting
Oiling — Bituminous
Removal — E.xcess Material ,
Crusher Run Used
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. yds.
Tons
25,570
6,101
39,200
328
2,539
4
18,975
1,811
209
237
12,719
156
Maintenance — Bridges and Structures
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box Culverts
Curb and Gutter
Number
Number
Lin. ft.
Number
Number
Lin. ft.
Lin. ft.
Number
66
7
1,700
5
1
27
2
60
1
16
1,591
Catch Basins
Spillways, etc
Bituminous Rebutt
7
8
Underdrain
Retaining Wall
662
New Fence
Posts
Cable
Fittings. . .
Paint
Right-of-Way
Maintenance
Roadside
Park .4rea
Mowing, Clearing and Grub-
bing
Banks Seeded
Beautification
Miles
Number
Sq. yds.
Miles
Truck loads
Cu. yds.
Acres
Number
Lnits
Miles
Cu. yds.
2,616
4
164
225
956
665
14
507
175
2,000
Maintenance Stakes Painted. . . .
Removal of Debris
Top-Soil
Cutting Grass
Cutting, Planting and Trim-
ming Trees
170
859
1 , 566
Moving Equipment I
Filling Washouts
450
224
Report of the State Roads Commission of Maryland
225
Maintenance Report — Continued
Traffic Service
Type of Work
Unit of Charge
Maintenance
Signs Removed
Number
Tons
Number
Miles
Number
Inches, miles
Cu. 3'ds.
Number
Lin. ft.
Hours
3,245
Salt Used
Highway Markers
Surface Guide Lines
863
8,285
657
Surface Marlcing, Scliools,
R.R., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Manual Traffic Count
192
84"— for 7,082 miles
5,187
1
827,008
1,169
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins. . . ,
Cleaning — Misc. Structures .
Riprapping
Retaining Wall
Curb and Gutter Cleaned. .
Lin. ft.
Lin. ft.
Number
Number
Numl)er
Number
Number
Sq. vds.
Lin. ft.
Lin. ft.
25,733
234,406
850
3
105
16
2
300
487
3,500
Maintenance Report
July 1, 1953— June 30, 1954
Roadivay Surfacing
Type of Work
Patching
Blading — Dragging
Jacking — A.sphalt
Jacking — Cement Slurry
Resurfacing — Non Bituminou:
Joint and Crack Filling
Oiling — Bituminous
Unit of Change
Sq. yds.
Miles
Sq. yds.
Sq. yds.
Sq. yds.
(Jals.
Sq. yds.
Rigid
J-K
9,802
15,694
Shoulder Maintenance
Bitum.
Stabilized
Grass
Earth
Dust and Crusher Run
Patching
Blading — Dragging
Sodding
Mowing and Hand Cutting . .
Oiling — Bituminous
Removal — Excess Material. . .
Calcium Chloride Treatment.
Tons
Sq. yds.
Miles
Sq. yds.
Miles
Sq. yds.
Cu. j'ds.
Tons
51,181
130
70,023
361
59,000
381
1,468
59
502
89,824
1,553
2,590
161
1 1 , 396
Maintenanck I{eport — Contimicd
Maintenance — Bridges and Structures
Type of Work
Unit of Charge
Repairs
Replacements
New Installations
Bridge Repairs
Pipe and Box C^ulverts
Number
Number
Lin ft.
Number
Number
Lin. ft.
Lin. ft.
37
13
990
2
280
14
2
1
7
Curb and Gutter
195
Catch Basins
Spilhvaj's, etc
Bituminous Rebutt
4
Underdrain
453
Guard Fence
New Fence
Lin. ft.
390
220
220
Posts
Number
505
565
84
Cable
Lin. ft.
5,389
882
Fittings
Number
210
417
6
Paint
Gals.
375
159
29
Right-
of-Way
Maintenance
Roadside
Park .\rea
Mowing, Clearing and Grub-
bine;
Miles
Miles
Sq. yds.
Lin. ft.
Truck loads
Cu. yds.
Acres
Number
l^nits
Miles
Number
2,827
19
4,645
583
212
5
76
145
238
Maintenance Stakes Painted ....
Beautification
Resetting Fence
32
Removal of Debris
210
Top-Soil
Cutting Grass
Cutting, Planting and Trim-
ming Trees ... ...
1,815
Moving E]quipment <
Cinder Bbls. Painted
Traffic Service
Signs Removed
Salt LTsed
Highway Markers
Surface Guide Lines
Surface Marking, Schools,
R.R., etc
Snow Removal
Ice Treatment
Traffic Lights
Snow Fence
Snow Fence — Paint, and Repair.
Manual Traffic Count
Number
Tons
Number
Miles
Niunber
Inches, miles
Cu. yds.
Number
Lin. ft.
Lin. ft.
Hours
Maintenance
4,175
1,619
7,263
466
854
111'— for 8,924 miles
4,858
4
803,889
9,600
844
Drainage (Cleaning)
Ditching (New)
Cleaning — Ditches
Cleaning — Pipe Culverts. . .
Cleaning — Box Culverts. . .
Cleaning — Bridges
Cleaning — Catch Basins. . .
Cleaning — Misc. Structures.
Riprapping
Lin. ft.
Lin. ft.
Number
Number
Number
Number
Number
Sq. yds.
5,467
319,804
739
554
128
74
9
226
RIGHT-OF-WAY DIVISION
LeROY c. moser
Right-of-Way Eyigineer
Office Assistant Right-of-Way Engineers
R. DONALD WOOTEN C. MAURICE HEANY
Administrative Assistant Research and Plat Records
Office Procedure
GEORGE W. BUSHBY
ARTHUR C. PERKINS Property Survey Section
Metes and Bounds Plat Section
Field Assistant Right-of-Way Engineers
J. FRANCIS CURRAN LOUIS A. YOST, JR.
Area ''A" Area "B"
WILLIAM A. FRAZIER
(July 1, 1952-May 21, 1954)
CARL E. WYANT, JR.
(June 2, 1954-June 30, 1954)
Area "B-1"
CARL A. CLINE HAINES B. FELTER
Area ''C" Area "D"
BEN DuPRE SIDNEY J. WARD
Area "D-1" Area "E"
RIGHT-OF-WAY DIVISION
To simplify the overall supervision of the Right-of-Way Division, which
has expanded so rapidly during- the past biennium, it has been necessary
to apportion the State into seven areas instead of the previous three.
Area "A" comprises Kent, Queen Anne, Talbot, Caroline, Dorchester,
Wicomico, Worcester and Somerset Counties — except the Blue Star
Memorial Highway project.
Area ''B" comprises Baltimore, Harford and Cecil Counties — except the
Baltimore County Beltway and its various connecting links into Baltimore
City. In addition, the Assistant Right-of-Way Engineer in charge of this
area also supervises the Blue Star Memorial Highway project.
Area "B-1" comprises the Baltimore County Beltway and its various
connecting links into Baltimore City.
Area "C" comprises Howard, Carroll, Frederick, Washington, Allegany
and Garrett Counties.
Area "D" comprises Montgomery and Prince George's Counties — except
the Washington National Pike, with its various connecting links into
Washington, D. C. and the Washington Circumferential Highway.
Area "D-1" comprises the Washington National Pike and its various
connecting links into Washington, D. C, and the Washington Circum-
ferential Highway, located in Prince George's and Montgomery Counties,
and its various connecting links into Washington, D. C.
Area "E" comprises Anne Arundel, Charles, Calvert and St. Mary's
Counties.
During the fiscal years of 1953 and 1954, 3,121 rights-of-way were
acquired at a total cost — exclusive of Divisional operating expenses — of
$6,877,745.97. Of this number, 1,143 w^ere acquired during the fiscal year
1953 at a total cost of $2,730,624.83, and 1,978 during the fiscal year 1954
at a total cost of $4,147,122.14.
A further breakdown of the fiscal year 1954 reveals that 736 rights-of-
way were acquired during the first six months of this period from July 1,
1953 through December 31, 1953, at a total cost of $1,551,503.00, and 1,242
during the latter six months from January 1, 1954 through June 30, 1954
at a total cost of $2,595,619.14.
These latter figures reveal the transition into the Twelve Year Program,
which began January 1, 1954, six months of which are represented in this
biennial report. All of the 1,242 rights-of-way acquired during this six-
month period were for projects in this program, as well as 283 acquired
prior to January 1, 1954, at a cost of $1,159,733.00, making a total of 1,525
229
230 Report of the State Roads Commission of Maryland
rights-of-way acquired at a total cost of $3,755,352.14 for projects in the
Twelve Year Program as of June 30, 1954.
Every effort is made to negotiate an amicable settlement in each right-
of-way acquisition ; however, in many instances, property owners are
reluctant to part with that portion of their property which is required for
the proposed highway improvement at a fair and just price for the taking,
including resultant damages, if any, which may occur to the remaining
property by reason of the highway improvement.
During the fiscal years of 1953 and 1954, it was necessary to file 185
condemnation cases, of which 58 were filed during 1953 and 127 during
1954. A further breakdown of 1954 reveals that 85 of the 127 cases were
filed during the period between January 1, 1954 and June 30, 1954, or the
latter six months of this period. All of these 85 cases were on projects in
the Twelve Year Program as were 13 cases filed prior to January 1, 1954,
making a total of 98 cases filed on projects in the Twelve Year Program.
At the beginning of fiscal year 1953, there were remaining on the Court
Dockets from the previous biennium 144 cases that had not been disposed
of, together with the 185 cases filed during the current years, thus making
a total of 329 cases requiring action by the Right-of-Way and Legal Divi-
sions. During this two-year period, 139 cases were settled by further nego-
tiation and 46 by jury awards, leaving 144 cases as of June 30, 1954, the
end of this report, to be disposed of.
Of the total 3,121 rights-of-way acquired during the fiscal years 1953
and 1954, the 185 condemnation cases represent less than 6 per cent. How-
ever, there has been a slight increase in the number of cases that it has
been necessary to file for projects in the Twelve Year Program as repre-
sented by 98 cases in 1,525 rights-of-way, which is just under 6V2 per cent.
As has been our experience over the years, only about half of these cases
reach actual trial and jury awards; the remainder are settled by further
negotiations before reaching that stage.
The Twelve Year Program has inaugurated a right-of-way acquisition
program that is a challenge to the Right-of-Way Division. For the past five
years, prior to the beginning of this program, the average annual right-of-
way expenditure has been about $2,700,000.00 with the annual number of
parcels acquired averaging slightly less than 1,800. The Twelve Year
Program lists $58,201,000.00 of estimated right-of-way expenditures for
the various projects.
However, an additional $23,750,000.00 will be spent for rights-of-way
during this period. There remains $7,000,000.00 that has been allocated
in prior budgets and not yet used ; plus approximately $7,000,000.00 esti-
mated for buying rights-of-way to complete the Baltimore County Beltway
and, lastly, $9,750,000.00 necessary to acquire the properties to build the
Patapsco River Harbor Crossing.
Report of the State Roads Commission of Maryland 231
Thus, we contemplate an estimated right-of-way expenditure of about
$81,951,000.00 during the Twelve Year Program.
Much of the right-of-way acquisition planned for this program is sched-
uled to be acquired during the first four years of the program. The reason
for this early acquisition should be quite obvious. Building of homes and
business places is progressing at a very fast pace in the urban areas and
along our highways, and unless we acquire these rights-of-way in the near
future, these rapidly developing areas will block the projected highways, as
planned, or at least increase the right-of-way costs to such extent that our
estimated and appropriated moneys for right-of-way acquisitions will be
entirely inadequate.
During the first four years of the Twelve Year Program, it is contem-
plated that we will acquire about 20,000 parcels of right-of-way for a total
expenditure of about $60,000,000.00. After the first four year period, it is
anticipated that right-of-way costs will then approach what has, during the
past five years, been considered as normal, dwindling to about 2,000 to 2,500
parcels per year with an estimated expenditure of $9,450,000.00 for the
second four years and $8,345,000.00 for the third four years of the Twelve
Year Program.
The Right-of-Way Division did not wait until January 1, 1954 to begin
with plans to meet the challenge set up by this program. From the very
beginning, in considering this program, our plans have been to organize
and train a Right-of-way Division with personnel qualified and capable of
acquiring all the rights-of-way for the entire program, as contrasted with
other phases, such as planning and design, much of which is being done
by outside Consulting Engineers. So far, the only change in this planning
has been the recent employment of outside real estate firms to appraise and
negotiate the rights-of-way for the approaches to the Patapsco River
Harbor Crossing. This was done primarily because of the time element, as
it is desired to acquire all rights-of-way for this particular project by the
end of the fiscal year 1955, during which period our regular Right-of-Way
Division forces are already committed to the acquisition of approximately
4,500 rights-of-way at an estimated expenditure of about $13,000,000.00.
A well qualified Right-of-Way Agent, or as he is known in our State
Service, a "Right-of-Way Examiner", is one who must be a very versatile
person ; one who is part engineer, part lawyer, part realtor, part public
relations man and a very good salesman. To find people with these varied
qualifications and abilities is most difficult. The answer, therefore, is to
employ people having as many of these qualifications as can be found and
then proceed to train them. The Right-of-Way Division has done just that.
About four years ago, we began our first training program. This consisted
of six classes, held in the evening, lasting for several hours each, and
232 Report of the State Roads Commission of Maryland
extending over a period of about a month and a half. The Division head
and his principal assistants lectured and led discussions on such subjects
as elementary engineering, plan and plat reading, theory of real estate
appraising, typical examples of appraisals, procedure and policies of the
Right-of-Way Division. All of the right-of-way men were required to attend
the classes, but no examinations were held to determine how much of the
material had been absorbed nor was any of the material reduced to typed
or printed form for general distribution and future reference.
The following year, a similar course was conducted primarily for the
benefit of those who had been employed since the first classes were held.
These two courses unquestionably were of great value, not only to the
individual employees, but to the overall improvement of the Right-of-Way
Division, However, during the latter part of 1952, as we planned for the
largest road building program that Maryland has ever undertaken, we
realized that, with the contemplated doubling of the right-of-way forces,
we would have to plan and execute a very extensive and comprehensive
Right-of-Way Training Program.
During the latter part of 1952, while the Twelve Year Program was
being prepared, and also while this Program was being considered by the
General Assembly at their regular Session in 1953, we proceeded with our
plans to set up an educational training program for Right-of-Way per-
sonnel. These plans were completed by the time the General Assembly
approved the Twelve Year Program and, on April 7, 1953, on the very day
that Governor McKeldin signed the bill, giving the Twelve Year Program
ofl^icial executive approval, w^e launched this Training Program.
The course extended from April 7, 1953 to June 7, 1954, at which time
it was completed, except for written examinations which are contemplated
to be held during the latter part of 1954. Before these examinations are
held, it is planned to have a number of review sessions, especially for the
newer personnel of the Division.
The course ran for twenty evening sessions, lasting about two and one-
half hours each, or about fifty hours of actual classroom work with sug-
gested supplemental reading and study. Lectures on the various subjects
were prepared and given by all of the ranking men of the Division as well
as many of the key personnel of other Divisions of the State Roads Com-
mission. Discussion periods were held in connection with the lectures. All
material used was mimeographed and furnished to all attending the course
for future study and reference. The material thus compiled comprises three
volumes. Every right-of-way man in the Division, regardless of his position,
was required to attend all classes, unless excused by the Division head for
unavoidable reason.
There has been exceptional interest in the course, as has been evidenced
by the thoroughness with which the lecture material has been prepared.
Report of the State Roads Commission of Maryland 233
the attentiveness and interest with which it has been received and, also,
by the numerous requests for copies of the material by various Commission
personnel and other State Right-of-Way Departments. We feel confident
that, not only the individuals attending this course have been benefited and
have become better qualified Right-of-Way Examiners, but also are equally
confident that the State Roads Commission has been benefited by a better
trained and qualified Right-of-Way Division.
Besides the usual functions of the Right-of-Way Division, which is
primarily the acquisition of rights-of-way for the overall highway pro-
grams, including the processing of the various acquisitions and the com-
piling of the necessary records in connection therewith, there has also been
many other allied functions performed which are normal to the operations
of this Division. Briefly, they include the renting and selling of excess
property acquired in connection with the rights-of-way ; reviewing and
analyzing bills rendered by public utility companies for adjustment to their
facilities; special right-of-way estimates in connection with preliminary
highway location; the drawing of special agreements, deeds, leases and
other contract forms; also, the furnishing of right-of-way information to
the public in general, surveyors, title examiners, property owners, their
agents and attorneys, who regularly inquire by phone, mail or personal
visit to this Division for such public information.
Because of the tremendous increase occasioned by the Twelve Year
Program, it has been necessary during the past biennium to establish within
the office of the Right-of-Way Division, a Research and Plat Section under
the supervision of an Assistant Right-of-Way Engineer. This Section has
charge of all research in connection with right-of-way ownership of the
State Roads Commission and the compiling and filing of adequate and
complete plat records of all rights-of-way acquired by the State Roads
Commission. This Section also is responsible for furnishing all information
to the public in general, surveyors, consulting engineers, title examiners,
property owners, their agents and attorneys relative to the State Roads
Commission's right-of-way ownership.
As of February 1, 1954, two new sections were transferred to the Right-
of-Way Division — one, a Metes and Bounds Plat Section, and the other, a
Property Survey Section. The Metes and Bounds Plat Section was trans-
ferred from the Road Design Division and the Property Survey Section was
transferred from the Location and Survey Division.
The Metes and Bounds Plat Section, as now composed, consists of fifteen
employees and is under the supervision of an Assistant Right-of-Way
Engineer. This section is responsible for the preparation of all metes and
bounds right-of-way plats and other special right-of-way plats required
in all condemnation cases, acquisition of rights-of-way from railroad com-
panies, governmental agencies, plus the release of mortgages on rights-of-
234 Report of the State Roads Commission of Maryland
way acquisition where the Federal Government has any interest as well as
for mortgage releases in many other cases and special metes and bounds
plats in those cases where the regular right-of-way plats will not suffice for
conveyance. This section is also responsible for reviewing and correcting
all regular right-of-way plats prepared by other Divisions of the State
Roads Commission and the various consulting engineers. This section also
prepares the regular right-of-way plats for bridge projects not included in
road contracts.
Recently, it has been determined that the Metes and Bounds Plat Section
cannot compile all of the metes and bounds plats that will be required to
meet the Twelve Year Program. In this connection, we have contracted
with private land survey-engineers to do the overload of this work. This
section also must review and approve all such plats prepared by outside
engineers.
Since the Metes and Bounds Plat Section came into the Right-of-Way
Division on February 1, 1954, and up to and including June 30, 1954, this
section has completed special metes and bounds plats for twenty-four con-
demnation cases and plats for twenty other special cases, as well as the
general routine work of the section as outlined. Although this section has
reviewed some of the metes and bounds plats being prepared by the private
land survey-engineers, none of these plats have been received in completed
form as of June 30, 1954, the end of this report.
The Property Survey Section, as now composed, consists of thirteen
employees. We presently have three complete survey parties in the field
and are training men to organize the fourth. This section is under the
supervision of an Assistant Right-of-Way Engineer.
This section is responsible for the property surveys, where metes and
bounds plats are required in connection with right-of-way acquisitions, as
well as regular right-of-way stake-outs for all right-of-way acquisitions,
field surveys necessary for the tie-in of subdivisions so they can be co-
ordinated and superimposed on the right-of-way plats, and stake-outs in
connection with all condemnation cases.
The volume of work which has developed during the past few months
indicates that the Property Survey Section will not be able to handle all the
work required to meet the requirements of the Twelve Year Program. In
this connection, we are contracting with outside engineers to do the overload
of this work.
Since the Property Survey Section came into the Right-of-Way Division
on February 1, 1954, and up to and including June 30, 1954, this section has
made sixty-five individual property surveys, numerous regular right-of-way
and condemnation stake-outs and field work necessary to locate and tie-in
subdivisions. The outside engineers employed by the State Roads Com-
mission during this period have made sixty-three individual property sur-
Report of the State Roads Commission of Maryland 235
veys, assisted in right-of-way stake-outs and the tie-in of subdivisions,
all of which work has been under the direction and supervision of the
Assistant Right-of-Way Engineer in charge of the Property Survey Section.
In closing, it should be pointed out that it was only through combined
team work and many extra hours of work on the part of all key personnel
on the staff that this Division was enabled to train and integrate the many
new employees that were needed to successfully launch its part in the
Twelve Year Program.
TRAFFIC DIVISION
GEORGE N. LEWIS, JR.
Director
ERNEST W. BUNTING GEORGE W. CASSELL
Senior Assistant Highivay Engineer Senior Assistant Highway Engineer
J. LESTER MINTIENS
Seyiior Assistant Highivay Engineer
TRAFFIC DIVISION
The operating schedule of the Traffic Division has been accelerated con-
siderably by the increased number of assignments resulting from the State
Roads Commission's 12 Year Road Construction and Reconstruction Pro-
gram. Originally formed to keep current the recorded data obtained by the
Highway Planning Survey, the functions of the Traffic Division have been
greatly expanded and today it assumes a role of major importance in the
creation of the extensive ultra modern highway system planned in Mary-
land. Unprecedented increases in the volumes of traffic using the present
road system in Maryland, especially in urban areas, have created additional
traffic problems which must be solved, or at least, alleviated until the vast
network of new roads and streets is complete.
In addition to the vast amount of traffic and road inventory data which
was utilized in the preparation of the 12-Year Program, the Division
assisted in the writing of the report to the Governor and the Legislative
Council in which was presented supporting data indicating the dire need
for adoption of the 12- Year Program.
Among the many meetings attended in connection with his administrative
duties the Director of the Traffic Division took an active part in the
following :
President's Highway Safety Conference
Regional Highway Planning Committee — Washington, D, C.
Commissioners and Governors Conference on Metropolitan Wash-
ington Traffic Problems
U. S. 301 Highway Association
Highway Users Conference
Traffic Committee — American Association of State Highway Officials
Secretary of the Interregional Conference on Highway Transporta-
tion
In the course of the work there has always existed the utmost spirit of
cooperation between the Division and other agencies with which cooperative
projects have been conducted. The amount of information gathered espe-
cially for and given to the various consulting firms has increased tre-
mendously with the number of such consultants who have been retained by
the Commission to assist in the planning and construction of projects in the
12-Year Program.
While the work load of the Division has precluded any large scale re-
search projects, a considerable amount of data has been furnished to the
Eno Foundation, the Highway Research Board, and other public or private
239
240 Report of the State Roads Commission of Maryland
agencies who have requested information for research projects currently
being conducted.
A good example of the work of a research nature is the report "Compari-
son of Chesapeake Bay Bridge Traffic in 1952 and 1953 with Ferry Traffic
in 1952". For the purpose of this study an origin and destination study was
conducted at the ferry termini prior to the opening of the Bridge and
another at the toll plaza of the Bridge after the closing of the Ferry run
in 1952. A repeat study was made in 1953 at the toll plaza of the Bridge
and the data obtained during all three studies was tabulated and analyzed.
The report indicated many interesting changes in the traffic pattern, and
travel habits of motorists crossing the Chesapeake Bay.
Another interesting study requested by a resolution of the 1952 Legis-
lature was to determine the feasibility of operating a ferry service across
the lower Chesapeake Bay, using the vessels which were released from the
Sandy Point-Matapeake run upon completion of the Chesapeake Bay
Bridge. This entailed cost studies, vessel conversion, provision of terminals,
and approach roads in addition to the usual traffic data gathered in most
studies. A comprehensive report was prepared and submitted to the
Governor and the 1953 Maryland Legislature.
A report describing the need for more adequate control of access legis-
lation in Maryland and citing many instances in which other states have
profited by a rigid control program was prepared for presentation to the
Legislative Council.
The revised Maryland Manual of Traffic Control Devices has been re-
viewed in its preliminary stage by State Roads Officials concerned and by
representatives of the U. S. Bureau of Public Roads. The Manual is now
being prepared for the printer and is expected to be published and released
by November 1954.
It would be impossible to describe herein the many and varied functions
of the Traffic Division. An attempt has been made to highlight some of the
major studies and on the following pages will be found a summary of the
activities of the various sections of the Division — Traffic, Special Studies,
Signals and Controls, Mapping, Inventory, Statistical, Truck Patrol, and
the Bureau of Control Surveys and Maps.
T7-affic
The Traffic Division maintains 23 permanent traffic counting stations
where traffic volumes are recorded by machines activated by photo-electric
cells. In addition to the 23 counter stations, the locations of which are shown
on the map on Page 242, daily traffic volumes throughout the year are
available at each of the toll bridges in Maryland. Thus, daily traffic volumes
for a full year may be obtained at a total of 28 locations, including the
Chesapeake Bay Bridge, the Potomac River Bridge, the Williamsport
Report of the State Roads Commission of Maryland 241
Bridge, and the Susquehanna River Bridge, each of which is located on a
major highway in the State. Plans have been made to install additional
photo-electric counter stations on the Baltimore-Washington Expressway,
between Dorsey Road and Jessups Road; the John Hanson Highway, be-
tween Annapolis and U. S. Route 301; the Baltimore-Harrisburg Express-
way, north of Shawan Road; and the Eastern Shore Boulevard, north of
Centreville. Because of the availability of daily traffic data on U. S. Route
50 at the Chesapeake Bay Bridge, counter Station No. 16 was moved from
U. S. Route 50, east of the Bay Bridge to a point on U. S. Route 50 between
Cambridge and Vienna. Station No. 9, was removed from old U. S. Route
13, north of Salisbury to a similar location on the new U. S. Route 50, which
is now a divided highway between Salisbury and Delmar. A similar re-
location is due for Station No. 4 from its present site on U. S. Route 240
north of Gaithersburg, to a parallel location on the new Washington
National Pike.
There are approximately 120 traffic counter stations at which eight hour
manual counts, classified by type of vehicle, are made four times each year,
once during each season. These counts are supplemented by 72 hour week-
end counts made by portable automatic traffic recorders, one of which is
placed on each leg of the intersection at which the manual count is being
made.
The increasing use of the portable traffic recorders in connection with
origin and destination studies, turning movement counts, spot checks, and
other special studies has made it necessary to acquire and keep on hand a
number of additional machines.
By means of specially equipped adding machines designed to fit the forms
required by the U. S. Bureau of Public Roads, the traffic volume data are
transferred to sheets made in duplicate, each covering a period of one week.
One copy is submitted monthly to the Bureau of Public Roads and one copy
is retained in the files of the Division, where frequent references to these
data are made. From these data, together with similar data from other
states, traffic volume comparisons by years and traffic trends, regional and
national, are computed and published. The traffic figures are also used to
prepare traffic volume maps showing the annual average daily traffic at all
major road intersections in Maryland.
While there are now 23 traffic counter stations automatically recording
traffic volumes, 24 hours per day, 365 days per year, only 13 of these stations
were continuously in operation since 1941, which was the last normal traffic
year prior to World War IT. The following tabulation shows the total volume
of traffic passing these stations each year since 1941 and the percentage
rate of increase or decrease of each year in relation to the previous year
and an annual percentage comparison with 1941.
242 Report of the State Roads Commission of Maryland
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Report of the State Roads Commission of Maryland 243
Year
Total Vehicles
Per Cent Change
Per Cent Change Compared
Counted
Compared to 1941
to Preceding Year
1941
18,440,663
—
+ 12.08
1942
12,913,667
-29.97
-29.97
1943
10,600,804
-42.51
-17.91
1944
11,464,356
-37.83
+ 8.15
1945
12,659,701
-31.35
+ 10.43
1946
17,396,129
- 5.67
+37.41
1947
18,393,215
- 0.26
+ 5.73
1948
20,349,094
+ 10.35
+ 10.63
1949
22,613,352
+22.63
+ 11.13
1950
24,659,933
+33.73
+ 9.05
1951
27,189,912
+47.44
+ 10.26
1952
29,422,916
+59.50
+ 8.21
1953
30,426,795
+65.00
+ 3.41
1954
30,932,000*
+67.73
+ 1.66
*Estimate based upon first 7 months of 1954.
The following tabulation shows the net gasoline consumption by years
from 1941 to 1953, and is estimated for 1954, Comparisons are made with
1941, the last normal year before the war, and with each previous year.
Per Cent Change
Per Cent Change Compared
Year
Gallons
Compared to 1941
to Preceding Year
1941
355,524,287
—
+ 14.85
1942
300,696,894
-15.42
-15.42
1943
252,059,294
-29.10
-16.18
1944
264,219,063
-25.68
+ 4.82
1945
291,796,082
-17.93
+ 10.44
1946
371,557,222
+ 4.51
+27.33
1947
407,045,622
+ 14.49
+ 9.55
1948
440,998,738
+24.04
+ 8.34
1949
481,090,217
+35.32
+ 9.09
1950
534,815,699
+50.43
+ 11.17
1951
582,430,390
+63.82
+ 8.90
1952
637,591,847
+79.34
+ 9.47
1953
673,800,151
+89.52
+ 5.68
1954
697,000,000*
+96.05
+ 3.44
*Estimate based on first 7 months of 1954.
Special Studies
Since a great amount of the work of the Traffic Division consists of
finding the answers to complex and widely varied traffic problems for which
there is no standard solution, the issues must be met by the application of
all known facts and previous experience with somewhat similar situations.
Too often there is no previous experience which meets the pattern of a
particular problem and an entirely new approach and new methods must
be devised to determine the proper solution.
The factual data are generally obtained in the field and consist of traffic
volume counts, turning movement counts, origin and destination studies,
244 Report of the State Roads Commission of Maryland
speed zoning studies, or any other type of study necessary to secure accurate
information on which an unbiased decision may be based. The work in the
office consists of the evaluation of the field data, report and recommendation
as to appropriate sign, signal or marking, if any, if required as a part of
the solution. In some cases a spot check of the location under study is all
that is necessary to arrive at a conclusion, in other cases days or weeks are
required to obtain sufficient data on which to work out a solution.
Probably the largest single assignment completed during the biennium
was the task of obtaining and processing origin and destination data for
Coverdale and Colpitts, Consulting Engineers in connection with the
Harbor Crossing Study. The field work in this study required 11 weeks to
complete during which a total of 670,000 interviews were obtained repre-
senting nearly 800,000 motorists who passed through the interview stations
during the period of the study. A total of 80 persons were employed in the
field and office phases of this study, some of whom were from other depart-
ments and temporarily assigned to the Traffic Division for the project, and
some of whom were employed expressly for the duration of the study. The
traffic data obtained were tabulated and coded and sent to Coverdale and
Colpitts in New York for analysis. As a result the traffic and revenue esti-
mates for the Baltimore Harbor Crossing were prepared and used as a
basis for negotiations which culminated in the awarding of the contract for
the tunnel crossing of Baltimore Harbor.
During the two fiscal years ending June 30, 1954 the Traffic Division
made a total of 1436 special studies. In addition to these special studies a
review was made of numerous sets of plans for highway projects, inter-
sectional treatments, proposed service stations and shopping centers to
determine their traffic adequacy and also if traffic safety features were
included.
Some of the more important studies were:
Toll Road Study
Lower Chesapeake Bay Ferry Study
Harbor Crossing Study
Sign Legibility Tests
Report on Controlled Access Highways
Accidents per 1,000,000 Vehicle Miles
Speed Study — Chesapeake Bay Bridge
Relationship — Peak Hour to 24 Hour Traffic
Washington Metropolitan Area — 1953 Resurvey of External Inter-
view Stations
Signing new U. S. Route 240
Interchange — Ritchie-Revell Highways — signing
Washington National Pike — signing
Report of the State Roads Commission of Maryland
245
Study — Annapolis Internal Traffic Problems
Westminster By-pass — signing
Aberdeen and Aberdeen Proving Ground — Special Traffic Problems
Report on Percent of Foreign and Commercial Vehicles
Salisbury — 1954 Resurvey of External Interview Stations — (1949
Study)
Frederick — 1953 Recounts at External Interview Stations — (1947
Study)
Takoma Park Traffic Study
Church Hill By-pass Route
Berlin By-pass Route
Signals and Controls
Requests for traffic signals, numbering approximately 98, were received
by this Division during the first fiscal year covered by this report. These
requests originated from federal and local government agencies, official,
civic and private organizations and private citizens. Each request was
investigated thoroughly through field work and factual data, such as
vehicular and pedestrian counts, physical characteristics of the intersection,
and accident statistics. It was found that in the majority of these requests
signalization was not warranted and other means were employed to correct
any existing unfavorable traffic conditions.
During the fiscal year ending June 30, 1953 traffic signals were installed
at 18 intersections. The locations involved are as follows :
Location
Reisterstown Rd. and McDonogh Lane
U. S. 40 and Md. 27 at Ridseville
New Hampshire Ave. and Meirimac Drive
Md. 5 and Md. 337 at Camj) Sj^ings
Defense Hwy. and Annapolis-W asliington Expressway
Nursery Rd. and B. & A. Railroad Crossing
U. S. 220 and Md. 53
U. S. 40 and Johnnycake Rd
Piney Brancli Rd. and Sligo Creek Parkway
Md. 4 and Gateway lilvd. -County Rd
Georgia Ave and Forest Glen Rd
Georgia Ave. (Md. 97) and Viers Mill Rd
U. S. 50 and Md. 33. . .
Md. 5 and Colebrook Drive
Old U. S. 240 in Hyattstown
Gov. Ritchie Hwy. and Md. 648
Generals Hwy. (Aid. 178) and Bestgate Rd
U. 8. 50 and Generals Hwy
Date Put
Into Service
8-18-52
8-27-52
8-28-52
11-18-52
1-12-53
1-12-53
1-28-53
2 -2-53
2-11-53
3-19-53
3-30-53
4- 8-53
5- 8-53
5-20-53
6- 8-53
6-16-53
6-24-53
6-26-53
Type
Semi-Act.
Flasher
Full Act.
Semi-Act.
3 ph. F.T.
R. R. operated signal
Flasher
Semi-Act.
Semi-Act.
Full Act.-
Semi-Act.
3 ph. Full-Act.
Full-Act.
Semi-Act.
2 ph. F.T.
2 ph. F.T.
F.T.
3 ph. F.T.
246
Report of the State Roads Commission of Maryland
In addition to these new signals installed during the fiscal year ending
June 30, 1953, revisions were made to the existing signals at the following
locations :
Location
Date of Change
Type of Change
Connecticut Ave. and Jones Bridge Rd
^\ Tshino'ton Hlvd and Colle<''e Ave
7-15-52
10-14-52
11-18-52
12- 8-52
1-12-53
1-28-53
1-29-53
2- 5-53
3-26-53
3-30-53
5- 6-53
5-19-53
5-23-53
3 ph. F.T. to 3 ph. Full-Act.
2 ph. to 3 ph.
2 ph. F.T. to 3 ph. F.T.
Colesville Rd and East-^^'est Hwv
Defense Hwv 'ind Landover Rd
R.T. Green Arrow
Queens Chapel Rd. and Chillum Rd
Colesville Rd antl East-\\ est Hwv
2 ph. to 3 ph.
Green Arrow
U S 301 at Dorrs Corner
Flasher to 2 ph. F.T.
V. s' 40 and Md. 398 at Huyetts Cross Rds
Aid 4 nnd Gatewav Blvd -Countv Rd
Flasher to Semi- Act.
R.T. Green Arrow
\\ ashinTton Blvd and Berwvn Rd
R.T. Green Arrow
Affpr Rd nnd Riffffs Rd
2 ph. to 3 ph.
U S 50 and Aid 113
Flasher to 8emi-Act.
3 ph. to 2 ph.
During the fiscal year ending June 30, 1953 one of the traffic signals at
the intersection of Old Annapolis Rd. and Maple Rd. (Md. 169) was
removed. Also signal at Old U. S. 40 and Morgan Station Rd. was removed.
During the fiscal year ending June 30, 1954 traffic signals were installed
at 14 new locations and four traffic signals were removed ; at Old U. S. 240
in Hyattstown, at Gov. Ritchie Hwy. and Md. 648 at Winchester, Generals
Hwy. (Md. 178) and Bestgate Rd., and U. S. 50 and Generals Hwy.
The locations where signals were installed during the fiscal year ending
June 30, 1954 are as follows :
Location
**Emmitsburg
U. S. 50 and Md. 313 in Mardela
U. S. 301 and U. S. 50
U. S. 1 andU. S. 222
Second Ave. (U. S. 1) and Talbot St. fMd. 602). .. .
Washington Blvd. (U. 8. 1) and Talbot St. (Md. 602)
U. S. 50andU. S. 213
U. S. 240 and Aid. 121 at Clarksburg
Connecticut Ave. and Knowles Ave
Landover Rd., Entrance to Prince George's General
Ibjspital
♦Liberty Rd. and Essex Rd
***Qucens Chapel Rd. and Colesville Rd
♦Central Ave. (Aid. 214) and Addison Rd
Hammonds Ferry Rd. and Nursery Rd
Date Put
Into Service
7- 9-53
9- 8-53
10-13-53
10-26-53
10-27-53
10-27-53
12- 2-53
12-10-53
2-12-54
2-15-54
2-16-54
2-18-54
3-12-54
3-18-54
Type
F.T.
Semi-Act.
Full- Act.
Flasher
Flasher
Flasher
Flasher
3 ph.
Full-Act.
Semi-Act.
Senii-.\ct.
Semi-Act.
Semi-Act.
Semi-Act.
♦Expense shared equally by State Roads Commission and County.
♦♦Installation by State Roads Commission at County expen.se.
♦♦♦Installation by State Roads Commission. Expense equally shared between State Roads
Commission, County Commissioners, and Town authorities.
Report of the State Roads Commission of Maryland
247
There were 100 requests for signals at various types of intersections
during the second fiscal year, each of which was investigated and a report
made.
The following is a record of the revisions which were made during the
fiscal year ending June 30, 1954 to the existing signals :
Location
Date of Change
Type of Change
Washington Blvd. and Levering Ave
Wells Corner
7- 1-53
7-17-53
12-14-53
1-21-54
3- 8-54
4-10-54
4-20-54
5-27-54
5-27-54
6-11-54
Pedestrian push button
F.T. to Flasher
U. S. 50 at its intersection with dual hwy
V. S. 40 and Rolling Rd
Prince George's County General Hospital
Gov. Ritchie Hwy. and Ordnance Rxl
3 ph. to Flasher
2 ph. to 3 ph.
R.T. Green Arrow
3 ph. Semi- to Full-Act.
Full-Act.
F.T. to Flasher
F.T. to Flasher
V. S. 40 at Cowenton
Generals Hwy. and Bestgate Rd
Defense Hwy. and Generals Hwv
IT. S. 301 and West Approach to U. S. 50
3 ph. to Full-Act.
As of June 30, 1954 this division was maintaining traffic signals at 204
locations, two at the expense of local authorities, leaving 202 signals being
maintained at the Commission's expense.
On 2,150 occasions this division supplied data from its records to other
divisions of the Commission, State and Federal agencies, consulting engi-
neers, and interested individuals.
Mapping
The highway user venturing into unknown States, counties, or other
areas, first secures a map for this purpose and if he is able to secure a
really good highway map, such as Maryland issues, it will provide him with
such a wealth of information that he can form a mental picture of the area
through which his route passes. The nature of the highway itself will be
ascertainable, together with landmarks, nature of railroad crossing, method
of passing over water, (whether by toll or free bridge or ferry) scenic
points and places immediately adjacent to the route in which to relax and
enjoy his picnic lunch. The traveler by highway who consults his map will
find his journey made not only more interesting, but more economical in
time and temper, since often a study of the highway map will bring to
light an alternate route whereby points of congestion may be avoided and
new fields of roadside beauty opened.
The production of highway map publications nowadays constitutes a
steadily expanding business, in which Maryland, through its State Roads
Commission's mapping section, plays no small part. The highway maps
produced and distributed by this section have gained national recognition
for their accuracy, completeness, eye-easy colors, and sharpness of letter-
248 Report of the State Roads Commission of Maryland
ing. The productions are a constant source of pride to the State and those
employees assigned to this phase of operation.
Within the two years covered by this report, highway maps in full colors
have been published in two sizes or scales — one inch equals one mile and
one inch equals two miles — for Carroll, Cecil, Frederick, Washington, and
Wicomico Counties. To date, a total of eleven county maps have been
published in the new color series of Lambert Conformal Conic projection.
Existing polyconic projection series maps for the remaining twelve
counties have been currently revised and published in black and white.
Copies are ordered in quantities estimated to last for a period of two years.
The above provides printed maps of each county with data corrected within
the two year period.
The county highway maps of the two series are constantly in increasing
demand as evidenced by the fact that more than five thousand copies are
distributed annually. The greater percentage of these maps are sold at a
nominal fee, with special discounts to Federal or State agencies.
The large wall map of Maryland is annually overprinted in contrasting
color with annual average daily traffic figures placed on the various legs of
the interesections of State highways and important county connecting
roads. These maps are widely used by persons or organizations interested
in the volumes of highway traffic that pass given points within a given
period of time. A total of two hundred and fifty copies of this type map are
distributed annually. Here again a nominal fee is charged for the map copy.
The "Official Highway Map" or tourist map is revised and distributed
without charge annually to the highway users. This particular type of map
provides an excellent medium of advertising for the State of Maryland at
an extremely low cost. One hundred thousand copies are distributed an-
nually. However, due to the increase in the demand, an additional fifty
thousand will be distributed during the calendar year 1954.
The reverse side of the 1954 edition of this map contained, for the first
time, photographs in color of points of interest within the State. This added
attraction has caught the fancy of the users and favorable comments are
constantly being received.
The section reviews all maps of Maryland prepared by the various
Federal, State, and commercial map agencies. Information and data regard-
ing changes in highways, highway route markings, highway mileages, etc.,
are supplied to these agencies prior to the publication of new editions of
their maps. These services are rendered without charge in the public
interest.
Special charts and maps are prepared by the section for the various State
agencies.
Report of the State Roads Commission of Maryland 249
Inventory
The factual data secured by the road field inventory was one of the major
factors used in the development of the Commission's Twelve Year Highway
Improvement Program. These data are used constantly in establishing
priority for programming highway projects, the allocation of maintenance
funds in the preparation of annual budget requirements for both State and
county highway systems, preparation of new and revised editions of high-
way maps, determination of the justification of additions and deletions to
the various Federal-aid systems of highways, the annual allocation of
highway users tax to the various counties and municipalities, and the
maintenance of a current record of the physical condition and mileage of
the various highway systems.
Within the biennium, road field inventories were completed in Allegany
and Washington Counties which totaled 1,828 miles of public roads. In the
early spring of each year, field inventories are made on those public roads
and streets reported by State and county highway officials as additions or
improvements to the various highway systems.
The Division maintains one field inventory party for continuous field
operation the year round. During the spring of each year this field party
is supplemented by an additional temporary party for periods of one to two
months. The field inventory party, for inventory of the various counties for
mapping purposes, consists of three men, one of whom is assigned by the
county to give council as to which systems the various roads within the
county should be assigned.
During the biennium, the field inventory party was called upon to assist
in the various origin and destination studies conducted by the Traffic
Division.
Statistical
Each year this section receives local street, county road and State high-
way improvement reports from each municipality, county roads engineer,
and District Engineer. These reports on construction and improvements,
along with other sources of information, are used as follows :
1 — To determine the distribution of Gasoline Tax and Motor Vehicle
Revenue to the Counties, Incorporated Towns and Special Taxing
Areas upon a mileage basis.
2 — To complete the required Bureau of Public Roads construction
reports for the various highway systems.
3 — To determine, on a square yardage and vehicle miles basis, the
distribution of State highway maintenance funds to each District.
4 — To revise Maryland's highway mileage tabulation of the State,
county, municipal systems ; by pavement types in each of the
counties, districts and State-wide. (See copy of Mileage Report
on page 251.)
250 Report of the State Roads Commission of Maryland
In order to provide the Bureau of Public Roads with current data on the
trends in highway use and revenue receipts in the State of Maryland, the
following monthly reports are submitted:
1 — Motor Vehicle Registration
2 — Motor Vehicle Receipts and Distribution
3 — Motor Fuel Consumption
4 — Motor Fuel Refunds
5 — Motor Fuel Revenue and Distribution
These data were used to complete the annual reports to the Bureau of
Public Roads and for publication in "Highway Statistics."
The annual loadometer surveys are conducted throughout Maryland.
During the last two years these loadometer studies have been expanded
from a sixteen hour period at ten stations to a twenty-four hour period
at fourteen stations. The analysis of loadometer field data yields informa-
tion on the magnitude and frequency of axle and gross loads for various
types of vehicles both loaded and empty, private, and for hire.
Loadometer reports are submitted to the Bureau of Public Roads and a
tabulation prepared for use in highway and bridge design.
In the past, the State Roads Commission has utilized the designated
highway route numbers not only to direct the highway user but also for
record and maintenance accounting purposes.
Today, when it is necessary to be continually shifting the United States
and Maryland highway route numbers from old to new highways, the past
records and maintenance accounts cannot be properly identified.
In order to correct this situation, a new method of permanent identifica-
tion known as control section numbers was established by this Division in
cooperation with the District Engineers, Accounting, and Maintenance
Divisions. Maps of each county were drawn showing all State highways
and the corresponding control number. In addition, written descriptions
were prepared showing length and type of surfacing.
The control section number is the same as assigning a property number
to each section of road and all maintenance changes are now being posted
against the various control sections. The control section numbering has the
further advantage of being able to coordinate all highway information
pertaining to any section of road, and it is the first step necessary to
setting up priority or sufficiency ratings.
Since 1949 and every other year thereafter, this department has prepared
the estimated costs of Maryland's highway needs for the American Asso-
ciation of State Highway Officials for eventual presentation to Congress.
Based upon these reports from all the States, Congress determines the
amount of Federal-aid appropriation.
252
Report of the State Roads Commission of Maryland
The National Safety Council Report on Highway and Traffic Engineering
is prepared each year by this Division. This report is rated against those
of the other States and for the year 1953 Maryland ranked eleventh.
During the biennium, this section of the Traffic Division directed the
micro-filming of office records in an attempt to reduce the file storage space.
Considerable reduction in file space resulted with the completion of this
operation.
Truck Patrol
An important function of the Traffic Division is the enforcement of truck
weight and size limitations as established by Maryland law. These duties
are performed by the Truck Patrol under the direct supervision of Mr.
George W. Mooney. The Truck Patrol consists of 15 crews, each containing
two uniformed patrolmen and two semi-skilled laborers, each crew of which
travels in a vehicle e.quipped with a two-way radio. The radio makes it
possible for each unit to be contacted by the office through Maryland State
Police Headquarters for instructions and also makes it possible to reassign
the men where most needed with the least amount of delay.
Formerly operating with only 13 crews, five of which were staffed by
only one uniformed patrolman, the Truck Patrol was brought up to its full
60 man-15 crew strength, in March of 1954.
In addition to the one pair of portable scales formerly carried and on
which each axle of the truck was weighed, each crew now has 2 pair of
these scales for the purpose of weighing both axles of a tandem axle vehicle
simultaneously.
The following tabulation shows the results of truck weighing activities
for the fiscal years from July 1, 1952 to June 30, 1953, and from July 1,
1953 to June 30, 1954.
Description
July 1, 1952
to
June 30, 1953
July 1. 1953
to
June 30, 1954
Number of trucks weighed
Number of arrests
120,583
1,787
1,691
208
1 , 659
2
29
1
363,642
3,131
2,915
Number of cases pending (.June 30 1
Number of cases fineol
Number of cases suspended
Nimiber of cases (iismissed
424
2,869
3
43
Number of cases jailed in default
0
$123,350.61
$162,682.70
Since July 1, 1950 when the Truck Patrol first expanded its activities a
total of 849,627 trucks have been weighed, 8,991 of which were found to be
Report of the State Roads Commission of Maryland 253
254 Report of the State Roads Commission of Maryland
overweight or oversize. The total fines collected during this 4 year period
amounted to $542,085, or an average of $60 per illegally loaded vehicle.
Three permanent weighing stations have been erected and one, on U. S.
Route 40 at Pine Orchard, is under construction. The station on U. S. Route
13, north of Delmar, has been completed but has not yet been put into
operation. The station on U. S. Route 301, north of Upper Marlboro is being
operated periodically on a varied schedule. The most active of the perma-
nent weighing stations is located on U. S. Route 40, at Foys Hill where
weighing operations have been carried on continuously for a 24 hour
period each day, including Saturdays and Sundays, since February 1954.
The substantial increase in the total number of trucks weighed during the
second fiscal year, which was 363,642 as compared to 202,032 trucks during
the first fiscal year, may be attributed in part to the large volume weighing
operations conducted at the Foys Hill Station.
In addition to their truck weighing duties, the Truck Patrol is often
called upon to undertake other assignments. It has been particularly
effective in the gathering of origin and destination data and loadometer
survey data. The uniformed personnel have also been assigned to assist the
State Police during week-ends at locations where traffic generally becomes
unduly congested and to aid in maintaining a more steady flow of traffic
at these locations. Another important function of the Truck Patrol is in
connection with the Civil Defense effort whereby both crews and the mobile
radio equipment have proved their value in a number of practice alerts
held at intervals.
Bureau of Control Surveys and Maps
By an act of Legislation in 1939, this Bureau was established to set up
a local depository for survey and mapping data of Maryland and vicinity.
With the tremendous need for horizontal control, nearly all effort has been
spent in this direction. Only in the past two years has the Bureau progressed
from what could be termed as a figment of the imagination to a fine working
force capable of high precision control surveys, and through its endeavor,
Maryland has become a leader among the states in this field.
The Bureau, although a section of the Traffic Division, operates under
the direction of an Advisory Board, composed of the following members:
S. S. Steinberg, Dean of Engineering, University of Maryland, Chairman ;
Norman M. Pritchett, Chief Engineer, State Roads Commission ; J. T.
Singewald, Jr., Director of Department of Geology, Mines and Water
Resources; Nathan L. Smith, Chief Engineer of Maryland; and I. Alvin
Passarew, Director of State Planning Commission.
By working closely with the U. S. Coast and Geodetic Survey and the
U. S. Geological Survey, the Bureau is keeping abreast of all new
developments and in many cases has devised several methods and pro-
Report of the State Roads Commission of Maryland 255
cediires which have lessened both field work and office computation. One
such major advancement is a booklet entitled "Analytics As A Substitute
For Triangulation". The elementary principles of analytic geometry in-
volving only linear equations may be used to replace triangulation, thereby
gaining materially in simplicity, flexibility, and the ability to overcome
some of the limitations in the conventional adjustment by least squares.
Just as the use of state-wide plane coordinate systems makes it possible
for the surveyor to make continuous maps of large areas by the familiar
methods of surveying; so does the use of linear equations which represent
lines of sight permit the surveyor, without the use of higher mathematics,
to solve problems which would normally require intricate and somewhat
cumbersome triangulation.
Another development which has been of considerable value to many is
"The Development of Conversion Formulas From One Rectangular Grid
To Another". On numerous occasions, there have been two independent
plane coordinate systems overlapping each other ; yet when working in one
system, it was impossible to utilize the information contained in the other.
Through this booklet, a formula may be derived to establish a relationship
between the two by which the surveyor may then utilize the points in both
systems. Included is an example showing the step by step procedure used
in deriving the formula for conversion between the Maryland State
Coordinate System and the Baltimore City Grid.
A good many of the traverse stations in Maryland have been set by the
U. S. Geological Survey for the preparation of quadrangle maps. Occasion-
ally they neglect to include an azimuth which is necessary when working
on any grid system. Should no other coordinated point be visible, then
astronomical observations must be made. This problem has arisen several
times, but with the use of a theodolite, excellent results have been obtained.
Leaving the horizontal control momentarily, a word should be mentioned
concerning the activities involving vertical control. The Bureau has taken
on the burden of protecting and resetting existing Bench Marks. The
widening of highways has increased the loss of these monuments as many
are located along the rights-of-way of the roads. Unfortunately, the short-
age of personnel does not permit a close check and only through the regular
road surveys do we receive information as to the condition and possible
destruction of the marks. Nevertheless, approximately fifteen bench marks
have been reset before the bulldozer could do its damage.
A considerable amount of time has been spent in supplying the Location
Division with control points on a number of their road surveys. Not until
recently has a field party been permanently assigned to carry out the needs
of their surveys. Previously, only the available information contained in
the file was provided and in more cases than not were the stations either
too far from the job or else had been destroyed. Only occasionally was the
256 Report of the State Roads Commission of Maryland
Bureau able to provide enough information for the Location Division to
fully utilize the control work.
Following the practice of assisting various other organizations to utilize
the Maryland Coordinate System. Listed below is a brief outline of several
projects on which the Bureau was actively engaged.
GLENN L. MARTIN — Several radar towers were erected in various
parts of the state for experimental work by The Martin Co. Accurate
distances between the towers were a necessity and seeing the value
of the state coordinate system as being the quickest and least costly,
the Bureau was consulted for available information. With stations
being sparsely located in one area, a considerable amount of field
work was required to bring control within reasonable distance of
the tower.
DEBT. OF BUBLIC IMBROVEMENTS— Various surveys through the
Batapsco Reservoir area were interconnected, but only in few cases
did any one line common to two surveys have the same bearing, nor
were they tied to control points. With the large area involved, a map
composed of these surveys would require a considerable amount of
"fudging" and chances are the result would be a distorted picture
of the true thing. The Bureau was called upon to establish a grid
bearing that could be carried through the entire project. Instead
of going half-way, a control station was also established in the area
in addition to the bearing.
BAINBRIDGE NAVAL TRAINING STATION— A map of the entire
station was made by navy personnel. As a basis for all their control
work, the Bureau determined the position of their main water tank.
On several occasions during the mapping, suggestions and applica-
tion of new methods were presented for them to follow, thereby
decreasing the cost and repetitious checking of lines.
CITY OF ABERDEEN — A complete survey of the town boundaries
was made by local authorities. To minimize future work, the co-
ordinate system was applied with considerable help from the Bureau.
Two intervisible stations on the boundary were coordinated by
traverse from which they were able to carry coordinates through
the entire boundary.
ASSOCIATED CONSULTING ENGINEERS— To facilitate easy access
to horizontal control for the Associated Consulting Engineers along
the Beltway, the Bureau set five ground stations and supplied in-
formation on existing points for their use.
Report of the State Roads Commission of Maryland
257
J, E. GREINER CO. — The Greiner Company was supplied with three
control stations along the proposed road between the Harbor Cross-
ing and the Baltimore Washington Boulevard. All three stations
were determined primarily by turning a series of angles, at high
vantage points, to a number of intersection stations. Very little
traverse was required.
In summation, the following chart outlines the number of horizontal
stations which were established during the previous two years. Ground
stations are standard bronze disks set in concrete monuments. The inter-
section stations are water tanks, radio towers, church spires, etc. The chart
does not fully represent all work involved, as many sights have been taken
on other intersection points. Positions cannot be determined until addi-
tional data is accumulated through future observations. Thus, analytical
geometry has supplied a way of storing up valuable information which
here-to-for could not be done.
COUNTY
TYPE OF STATION
Ground
Intersection
Anne Arundel
20
1
8
3
14
5
3
5
Baltimore City
12
Baltimore County
18
Harford
Howard
Washington
Wicomico
3
1
Totals
54
39
Maryland has been fortunate in being one of the few states which has
over 95% of its area covered by large scale, yet reliable maps. The library
on file, for the most part, consists of U. S. Geological and Army Map Service
quadrangles. Together with these; nautical and aeronautical charts, his-
toric, agricultural, forest and geological maps, city and town plats, over
two thousand sheets are available for use on a loan basis.
A one-day conference on surveying and mapping sponsored by the
Bureau, in cooperation with the University of Maryland, was held at the
University in College Park on March 3, 1954. The purpose of this meeting
was to introduce the Bureau and its activities to the engineer and surveyor.
The principal papers and discussions were based on the advantages and
disadvantages of the use of the Maryland State Coordinate System and
how the Bureau could best bring about a more wide-spread use of the system.
A check of the registration showed that approximately 225 people were
258 Report of the State Roads Commission of Maryland
present, and that Maryland, Virginia, District of Columbia, and six foreign
countries were represented.
During the Fourteenth Annual Meeting of the American Congress of
Surveying and Mapping, held March 22 through 24 in Washington, D. C,
this Bureau took an active part by means of a display showing the various
operations of control work on the State level. In addition, there were work
shop demonstrations of the two booklets previously mentioned and also of
another publication, "A New Solution to the Three Point Problem". During
the three days nearly 500 copies of each of these publications were
distributed.
RESEARCH DIVISION
ALLAN LEE
Research Engineer
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DIVISION OF RESEARCH, STANDARDS AND
ENGINEERING TRAINING
The operating report for the fiscal years 1951-1952 included a description
of the "Research Division", described as a "newcomer in the organization —
initiated in November, 1951." The Research Engineer at the writing of that
report resigned in November, 1952, the position being vacant until
February 1, 1954. The research activities were reactivated at this latter
date, and the functions of the office expanded, being now known as the
Division of Research, Standards, and Engineering Training.
The responsibilities of the Division as now constituted, obviously cover :
— the research activities of the Commission ; the preparation of standard
manuals, detailed standard plan sheets, and procedures ; and an entirely
new and important venture — a program of engineering training for
personnel of the Commission.
Research
Research has been defined as "critical and exhaustive investigation"
aiming at "the discovery of new facts and their correct interpretation,"
and the practical application of the resulting "new or revised conclusions."
Various studies and reports in a number of states have indicated that if
sound progress is to be made in providing the public with modern and
economical highway facilities, then this progress must be preceded by a
comprehensive research program covering various phases of the highway
engineering field.
The research unit, which is still in the process of formulation in our
Commission, is of the type usually described as "centrally co-ordinated."
This central co-ordination provides a means of studying the needs for
specific investigations, assigning the investigations, and preparing a
balanced, continuing program.
A considerable portion of the work is of the "applied — or practical —
research" type. Many new methods, devices, and materials are constantly
appearing in the highway engineering field. A number of these which
appear to be suited to the needs of the Commission have been, or are being,
investigated. These investigations may consist of job installations and
subsequent evaluations ; observations of methods and finished products in
neighboring states ; or close study and reporting of available technical
literature, usually with the ready co-operation of the research staffs of
other states. In our own Commission the Materials Engineer, the Main-
tenance Engineer, and the seven District Engineers of the Commission
261
262 Report of the State Roads Commission of Maryland
have been most helpful in carrying out these limited, fundamental, but
necessary and important investigations.
In Maryland, the Division of Research has not been planned to have a
large staff to carry on Development and Basic Research, with its necessary
complex instrumentation, and long periods of observation and close study
of results. However, this very necessary type of research is by no means
precluded, and we have a substantial program of contracted research now
in progress with the Johns Hopkins University.
Under an agreement entered into in March, 1953 the University is in-
vestigating a number of fundamental concepts in the highway engineering
field as follows :
1. Ground water damage to concrete slab pavements by "pumping."
2. Behavior of pipe culverts — in the performance of their drainage func-
tion— as affected by various grades and alignments.
3. Preparation of generalized influence lines for multi-span continuous
structures, which will result in a substantial saving of time in the
design of complex bridge structures.
4. Swamp drainage by means of porous piles and electro-osmosis.
5. Functioning of various types of highway guard rails.
In addition to the above program this Commission has participated for
the last several years — along with Baltimore City and Baltimore County —
in a "Storm Drainage Research Project." This investigation has added
to our knowledge of rainfall and resultant run-off in the Baltimore and
surrounding area, and has developed several efficient types of storm water
grates and inlets.
In summary, it is to be noted that all of our Research projects are of a
type where we expect maximum practical benefits to be afforded to the
highway users in the shortest possible time.
Standards
Most highway organizations have developed geometric design standards ;
standard detail sheets pertaining to certain highway components ; standard
manuals of procedure, etc.
Our Commission has developed much of this type of material. Highway
design is a dynamic field, and it is essential that standards be reviewed
and brought up to date two or three times in every decade.
Accordingly our geometric design standards — pertaining to the visible
dimensions of the roadway — have been studied and revised in keeping with
the most modern and advanced concepts in this field.
A number of standard sheets have been, or are being, revised by this
office, or by other divisions of the Commission in co-operation with this
Report of the State Roads Commission of Maryland 263
office. Also we are engaged in the compilation of a Design Manual, and
although this is a sizable task, we hope to be able to distribute it — at least
in preliminary loose-leaf form — during the first half of the coming year.
Engineering Training
The Maryland State Roads Commission in common with most of the
State Highway Departments of the nation, has not been able to compete
with private industry in attracting large numbers of engineering graduates
to it. However, manj^ very good men are secured from technical high schools,
and after sufficient training have proven to be capable workers. Night school
courses of college grade, and correspondence courses have always been
available to these men. Nevertheless, many of them have expressed a desire
to study a comprehensive course specifically in Highway Engineering, and
where personal instruction will be available. Accordingly a program is
being arranged with the University of Maryland's College of Special and
Continuation Studies whereby a three-year night course in Highway En-
gineering will be presented. This program is designed to be an intensive
and comprehensive presentation of mathematics, general engineering
fundamentals, and the specific detailed engineering divisions of the highway
field. All courses will be of college grade and our Commissioner of Personnel
will allow promotional credit for the successful completion of the course.
"Engineering in-training" or a rotational service procedure throughout
the various departments of an organization has long been recognized as a
valuable aid in securing future supervisory personnel. This type of training
has been an accepted feature in private engineering organizations for many
years. A number of highway organizations have begun such a program
in recent years, and we are now actively working out the details for such a
program in our own Commission, It is contemplated that entrance into the
in-training course will be based on a stiff competitive examination in civil
engineering fundamentals, and that the trainees will be required to perform
responsible work in each division of the Commission. This program should
result in a number of top flight supervisory employees a decade hence.
In addition to the training programs noted above, courses of short dura-
tion are arranged so that engineering personnel may keep abreast of all
developments in the highway field. These usually consist of lectures by
Federal Bureau of Public Roads Engineers, Research Engineers from
private industry, etc.
PERMITS AND OUTDOOR ADVERTISING
AUSTIN F. SHURE
Assista7it to Chief Engineer
Before Improvement
After Improvement — Same Location
Md. Route 170 Near Brooklyn Park, Anne Arundel County
PERMITS AND OUTDOOR ADVERTISING
Administration of Controls
With the development of highways stretching out into the rural areas
from the centers of population, there goes with it the apparent never ending
building of homes, shopping centers, and manufacturing establishments,
carrying with them the transmission wires for electric service, the trans-
portation system for communication, the underground facilities for gas,
for water and for sewers.
It was back in the year 1868 when the representatives of Maryland in
the legislature of that year encouraged the utility organizations to use the
highway for the installation of their poles and what facilities were neces-
sary in the development of the communication systems of that day.
In 1908 when the highway construction of Maryland was inaugurated,
public utilities were then installed within the limits of the highways to be
improved; and, in 1912, forty-two years ago, the Maryland legislature
enacted into law those provisions for the protection of highways against
their unlimited use by those facilities which then occupied and continued
to use the public traveled ways.
With minor additions only, these restrictions and enactments of 1912
are still in effect and are the basis for regulations used at this time in the
control of utilities through the medium of revocable permits.
It was in 1914 when consideration was first given to the control of size
and weights of motor vehicles ; but, it was not until 1947 when definite laws
were enacted, establishing regulations in the form of permits, fees, and
penalties for oversize and overweight movements. These regulations were
re-enacted in 1951 at which time more drastic provisions were set up in
the form of penalties to control the incessant violators.
In 1949, two years after the complete re-enactment of the State highway
laws, the State Roads Commission by resolution barred the utilities from
the use of State land areas acquired for the building of expressways and
controlled access arterial highways. These revolutionary changes in high-
way construction have brought about most complex problems for the
utilities to solve and which must be done with the full cooperation of the
Commission's representatives, because it must be borne in mind that the
highway, the greatest of the State's utilities, creates the development of
all other forms of utility installations for the service of the public.
The extent to which these controls are eff'ected is measured by the
following tabulation, giving the totals of the permits issued during the
2()7
268 Report of the State Roads Commission of Maryland
period from July 1, 1952 to June 30, 1954, inclusive, and under the general
direction of Miss Anne T. Stickles, Supervisor of Hauling Permits :
July 1, 1952 to June 30, 1953 July 1, 1953 to June 30, 1954
11,123 Hauling- 11,841
3,514 Utilities 3,700
12 Traffic Lights 27
$135,860.00 Revenue From Special Hauling- $142,440.00
The Outdoor Advertising, which is controlled by State law and under
the supervision of Mr. Paul E. Sutherland, Director of Outdoor Advertising,
produced the following revenues during the two years beginning July 1,
1952 and terminating June 30, 1954 :
July 1, 1952 to June 30, 1953 July 1, 1953 to June 30, 1954
$ 4,974.07 Sign Licenses $ 3,273.38
$10,433.09 Sign Permit Tags $ 9,007.93
The legal enforcement of the outdoor advertising requirements made
necessary the following:
July 1, 1952 to June 30, 1953 July 1, 1953 to June 30, 1954
87 Signs of General Nature Removed From Roads 48
6310 Signs of Cardboard Type Removed From Roads 16,000
105 Signs Removed From Newly Acquired Right of Way 125
In the Operating Report for the fiscal years 1951 and 1952, attention was
directed to what was believed to be desirable requirements which should
be made a part of those regulations now in effect.
1. Adequate legal support for the use of the performance bond or
permit bond as an assurance of good faith by the permittee in complying
with the permit requirements.
The use of the performance bond or the filing of the certified check
with the permit application has become a general practice throughout
the State and their effectiveness has been proven. Any question arising
as to the legality of their use under the present legal requirements would
be harmful in the enforcement of the permit stipulations.
2. Chapter 611 of the Acts of 1951 grants certain authority to the
Commission for the control of the building of entrances or connections
between private property and the State highway. The requirements are
limited to those highways carrying a daily traffic of two thousand vehicles
or more. The phraseology of the law as enacted isn't sufficiently suitable
for proper control on certain of the State highways where adequate
control is important. Embarrassment has resulted in certain instances
in the attempt to enforce standard requirements, so a revision of the
existing law is desirable.
Report of the State Roads Commission of Maryland 269
3. The Billboard Law, Article 56, Section 332-342, inclusive, of the
Acts of 1931, makes no reference to sign maintenance by the owner.
Many of these signs become disreputable in appearance, and provision
should be made whereby the Commission should have the authority to
remove the sign if the owner fails, after suitable notification, to restore
its appearance.
4. Better control of billboard location is suggested. The regulations
should carry the requirement that no advertising matter is permitted
within the limits of the highway. Furthermore, permits will not be
granted for the installation of any advertising matter within three
hundred feet of a private dwelling.
5. Consideration should be given to the legalizing of exacting a nominal
fee for the issuance of certain permits and of a kind where a permit is
granted for occupancy within the limits of the State highway above and
below ground.
Considerable time is consumed by the Commission's employees in the
processing of these permits and in making the necessary field inspections ;
also, in checking up as the work progresses in determining whether or not
the Commission's requirements are complied with.
PERSONNEL, PENSIONS, AND WORKMEN'S
COMPENSATION DIVISION
W. PHELPS THOMAS
Personyiel Manager
SHERIDAN F. SMITH
Workmen's Compensation Investigator
PERSONNEL, PENSIONS, AND WORKMEN'S
COMPENSATION
The unprecedented expansion of the Roads program during the past two
years has constantly challenged the best efforts of the Personnel Division.
The volume of work performed by the Division has again exceeded that of
the previous biennium. The total number of personnel transactions
(changes of status, Standard Salary Plan Changes, entries, cut-offs and
transfers) and the total forms processed were heavier than in any other
period. During this period the Personnel Division has sought to increase
its operating ef^ciency through improved methods. Methods have been
improved through work simplification, wherever possible. Also, methods
have necessarily been changed to meet changing needs, new State pro-
cedures and requirements.
By the same token, all the periodic and time-consuming functions per-
formed by the Personnel Division have become considerably heavier. These
include the processing of the annual service or efficiency ratings ; the
computation and posting of annual and sick leave credits; the semi-annual
recording of Standard Salary Plan Change Tickets (effective with the pay
period falling nearest the July 1 or January 1 anniversary dates) ; the
processing of Monthly Leave Reports and related medical certificates;
monthly enrollment in the Employees' Retirement System of unclassified
hourly employees after the required one-year waiting period ; and monthly
enrollment in the Blue Cross and Blue Shield.
Beginning July 1, 1953 the new payroll plan provided for twenty-six
instead of twenty-four pay periods a year for State employees. This de-
parture required the Personnel office to process one additional form — the
Master Authorization Card — in the case of each original appointment and
payroll status change.
Another important change was that concerning position control pro-
cedures. Effective May 15, 1953 the Budget Bureau in cooperation with
the Commissioner of Personnel set up new procedures governing the
establishment of 7iew or additional positions. Subsequently the Commis-
sioner of Personnel's classification division revised the procedures covering
requests for the reclassification of existing positions. In both cases, the
required forms were made constantly available through the Personnel
Office. As expected, the impact of the twelve-year program has necessitated
the creation of a goodly number of new positions, largely within the
273
274
Report of the State Roads Commission of Maryland
Engineering Department, while a lesser number of positions were reclassi-
fied, when justified by a change in duties, reorganization or other reason.
Since the Spring of 1953, the Personnel Manager has served as Chairman
of the Public Information Committee's Sub-Committee on Training. During
the fiscal year 1954, the following monthln themes were prepared for dis-
tribution to all Federal, State and Municipal agencies located within the
Baltimore area: Telephone Manners; Meeting the Public; Improving the
Public Agency Letters; Grievances, Prevention and Cure; People with
Purpose ; Morale.
During the biennium, a total of 887 employees were selected for perma-
nent appointment from official lists of eligibles. Of these 369 were entrants
or original appointments (including 1^7 military reinstatements), while
518 were promotional appointments of Roads employees. By way of com-
parison, a total of A32 temporary appointments pending examination were
made during the same two-year period. Of these 292 represent entrants to
Roads service, while IW were promotional appointments. The considerably
fewer temporary appointments during this period of Roads expansion,
reflect the continuing efforts of the present Commissioner of Personnel to
reduce the number of such appointments through more eflfective recruit-
ment, more adequate salary scales and improved methods of examination.
Included are two tables covering employment. The first table shows the
trend of total employment by semi-annual periods ending with the all-time
high figure of 3,180 at the close of the biennium. The second table gives
the distribution of Roads personnel in districts and divisions at the end of
the fiscal year 1954.
Personnel Tables
Trend of Employment Semi-Annually. Number of Employees Paid in Periods
Ended on or nearest the End of the Month Covered.
Total Employees
ROADS (proper)
Ferry and Toll
Salaried
Hourly
Facilities
June, 1952
Dec, 1952
June, 1953
Dec, 1953
June, 1954
3,005
2,808
2,893
2,885
3,180
1725
1665
1747
1742
1987
902
984
988
1,011
1,060
378*
159
158
132
133
♦Includes approximately 200 employees of the Chesapeake Bay Ferry System, which termi-
natcdnn July 31, 1952.
Report of the State Roads Commission of Maryland 275
Number of Salaried and Hourly Employees by Districts and Divisions
IN Pay Periods Ended on or nearest June 30, 1954
District and Division
District No. 1 (4 counties)
" " 2 (5 counties)
" 3 (2 counties)
" " 4 (2 counties)
" " 5 (4 counties)
" " 6 (3 counties)
" " 7 (3 counties)
Division No. 8 Maintenance
" " 9 Pi'ison Labor
" " 10 Commission
" "11 Accounting-
" " 12 Enf^ineering — Chief
" 13 Road Design.
" " 14 Bureau of Bridges
" " 15 Sign Shop
" 16 Materials
" 17 Legal
" " 18 Repair Shop (Baltimore)
" " 20 Construction (Highway)
" 21 Right-of-Way
" 22 Personnel
" " 23 Main Office Building Service
" " 24 Revenue Bonds and Toll Facilities
" 25 Patuxent River Toll Bridge
" " 26 Highway Location
" " 28 Engineering — Hauling Permits
" 30 Traffic— General
" " 31 " — Control Surveys and Maps
" " 32 " — Truck \\'eight and Size Enforcement
" " 37 Engineering — General Office
" " 39 Traffic Safety Commission
TOTALS
Hourly
New Roads classifications resulting from the establishment of new posi-
tions or from reclassification studies during the two-year period include :
Assistant Supervisor, Highway Markings
Consultant Engineer, SRC (Unclassified)
Highway Engineer I, II and III
Paint Machine Assistant
Right-of-Way Analyst
Right-of-Way Engineer I and II
Supervisor, Highway Markings
Supervisor of Hauling Permits
In addition the Commissioner of Personnel's classification analysts made
surveys of the following Roads divisions :
Engineering — Hauling Permits
Right-of-Way Division (Baltimore Headquarters Office)
Traffic Safety Commission (Office Staff)
276 Report of the State Roads Commission of Maryland
During the two-year period a total of forty-seven (47) classified em-
ployees were reinstated in their former positions upon return to duty from
military leave as provided by law.
A total of ninety classified employees were granted leare of ahHence
without pay under Merit System Rule No. 51 for the causes given below :
Military
Maternity
Educational
Illness
Personal
195S
33
4
2
3
5
47
195.',
18
8
9
5
3
43
Pensions and Other Employee Benefits
Membership in the Employees' Retirement System is a condition of
employment with the State, and it is compulsory that all regular employees
belong. The enrollment of new members in the System shows 1078 enrolled
during the fiscal years of 1953 and 1954. This was a gain of 95 employees
over the years of 1951 and 1952.
The number of employees, both classified and unclassified, enrolled and
certified on a monthly basis in the System during the fiscal years is as
follows :
July 1, 1952- June 1, 1953
July 1, 1953-June 1,1954
Month
No. Enrolled
Month
No. Enrolled
July, 1952
August, 1952
Septeml)er, 1952
October, 1952
November, 1952
December, 1952
January, 1953
FebruaVy, 1953
March, 1953
April, 1953
May, 1953
June, 1953
85
62
64
63
21
64
26
25
29
23
28
26
July, 1953
August, 1953
September, 1953
October, 1953
November, 1953
December, 1953
January, 1954
February, 1954
March, 1954
AjH-il, 1954
May, 1954
June, 1954
36
43
72
34
59
33
25
24
63
59
64
50
TOTAL
516
TOTAL
562
Service and Ordinary Disability Retirements
During the fiscal years of 1953 and 1954 there was a total of fifty-five
(55) retirements. Of this total, fifty-three (53) were service retirements
and only two were classified as ordinary disability. The termination of the
Chesapeake Bay Ferry System in July 1952 created a goodly number of
these service retirements. Over fifty per cent, twenty-nine (29) out of
Report of the State Roads Commission of Maryland 277
fifty-five (55) were for terminated employees of the Ferry System. The
remaining twenty-six (26) retirements concerned other Districts and
Divisions of the State Roads Commission.
Blue Cro.ss and Blue Shield
The State Roads Commission offers Blue Cross and Blue Shield at a
slightly lower rate to its employees as a group, than they would pay through
individual direct payment. Prior to July 1953, employees of the Commission
were eligible for Blue Cross membership only. Because of a wide-spread
employee desire to receive Blue Shield benefits, arrangements were made
for a drive. In order for an organization of this size to receive Blue Cross
and Blue Shield benefits, approximately one-third of all personnel must
make application for membership. Though we were slightly under the quota
specified by the Maryland Medical Service, Inc., we were accepted into the
group and all our employees from July 1953 on, were able to make applica-
tion for membership in both the Blue Cross and the Blue Shield.
The enrollment of employees into the group is done on a monthly basis.
All application blanks received are sent to the Blue Cross and Blue Shield
office by the 25th of every month. In accordance with the regulations for
the Maryland Hospital and Medical Service, Inc., applications for new
employees may be accepted only within sixty (60) days of their date of
employment. A change of coverage due to marriage will be accepted within
sixty (60) days of the marriage date. All other applications can be accepted
only during our group's two regular enrollment periods which are March
and September.
Accident Prevention, Safety-Health Program
The prevention of accidental injuries and the safety and health of all
personnel have continued to be matters of major concern under our ex-
panded program. Among the human factors involved in on-the-job accidents
are inadequate supervision or training, poor housekeeping, personal malad-
justment and lack of the necessary knowledge or skill to work safely alone
or with others. We know that nearly all accidental injuries are caused
directly or indirectly by some form of human failure and that well over
90% of them are preventable.
Hence the Foreman or Supervisor remains the key man in our safety
program because good supervision implies cooperation, teamwork and
safety-mindedness. On-the-job training and safety instruction, therefore,
go hand in hand and indeed they use the same four teaching steps : telling,
showing, doing and follow-up.
The program is further implemented by the investigation of all disabling
accidents in the field and the prompt and complete reporting of all accidents
involving lost-time or medical attention. Periodic safety discussion meetings
278 Report of the State Roads Commission of Maryland
at the District level are held under the leadership of a member of the Safety
Engineering Department, United States Fidelity and Guarantee, our insurer
of motorized and rolling equipment.
The educational approach is also promoted by various safety materials
regularly distributed by the Personnel Division:
Maryland State Police — Highway Safety Bulletin (monthly)
Maryland State Police — Accident Facts and Statistical Releases
(monthly)
Maryland Traffic Safety Commission — Posters (monthly)
University of Maryland — Fire Service Bulletin (monthly)
State Industrial Accident Commission — Information relative to the
Maryland State-wide Safety-Health Conference (annually)
Workmen's Compensation
Independent Contractors, the Hiring of Trucks and Equipment
Attention was given to the status of independent contractors, especially
those renting trucks or other motorized equipment including the services
of the operators thereof, in order to avoid the possibility of increased
liability under the Workmen's Compensation Law occasioned by the possible
allowance of fraudulent or frivolous claims. Accordingly a memorandum
was prepared for the District Engineers and the Division heads concerned
which embodied the following procedure: "Before entering into any such
agreement, require the contractor to actually show you proof or certificate
of Workmen's Compensation Insurance. If he has none, ask for the name of
his insurance carrier and write to such carrier for proof before concluding
any agreement."
That the above procedure is a necessary and proper precaution is evi-
denced by the following letter received from the Special Attorney for the
State Accident Fund, our insurer : "The appeal of G. to the Circuit Court
for Talbot County has been dismissed, which, in effect, affirms the Accident
Commission's ruling that G. was an independent contractor when injured
on October 27, 1953. The case is not, therefore, a workmen's compensation
case."
Permanent Total Disability
During the biennium but one accidental injury resulted in the maximum
award for permanent total disability. Mr. Charles A. Campbell, Drawbridge
Operator in District No. 2 was injured in line of duty July 20, 1952. Mr.
Campbell was crossing the drawbridge and was struck by an automobile
injuring both legs, back and head. The employee was awarded $10,000.00
for permanent total disability.
Report of the State Roads Commission of Maryland 279
Couutii Roads Employees
During the first fiscal year covered in this report there were 63 cases of
accidental injury to County employees, while during the second fiscal year
there were 52 such cases.
On December 8, 1952, Ernest F. Parker, Motor Equipment Operator in
Worcester County, while operating a grader machine went off the road
shoulder, down the slope and into a ditch. The employee fell out of low side
of his cab and was injured by the wheels resulting in internal chest injuries.
He died the following day. His three children were awarded $10,000.00
compensation benefits.
Fatal Accidents
In addition to the fatal County case described above, three fatal accidents
involving State Roads employees occurred within the period covered by
this report. Of these only one, the first, was attributed to bad judgment and
excessive speed or recklessness on the part of the employee while operating
his own automobile during the course of his assignment. The second fatal
case involved an elderly Drawbridge Operator (age 77) whose accident may
have been caused by human failure or poor physical condition. The third
case was caused by the mechanical failure of a heavy piece of equipment
operated by a third party.
Mr. Jackson C. Jones, Junior Assistant Highway Engineer of the Con-
struction Division working in District No. 5 was fatally injured while
driving from Great Mills toward St. Mary's City along Maryland route 5
in St. Mary's County. Mr. Jackson lost control of his car which turned over,
causing his death. His widow was awarded $10,000,000 compensation
benefits,
Mr. Walter Wright, Drawbridge Operator, in District No. 2 was injured
in line of duty on December 25, 1952. In stepping from the Operator's
house, Mr. Wright lost his balance and fell on the sidewalk, fracturing a
bone in his right hip. Mr. Wright died May 28, 1953. His widow was
awarded $10,000.00 compensation benefits.
Mr. Bohuslav Krejcik, Highway Maintenance Man, in District No. 2
was killed in line of duty December 21, 1953 when the right rear outside
wheel of a Delaware tractor-trailer flew off and struck him, knocking him
under the tractor which ran over the upper part of his body, crushing his
chest. His widow was awarded $10,000.00 compensation benefits.
The two tables following show the distribution of accidental injuries
involving State Roads employees and arising out of and in the course of
their employment within the seven Districts and the various Divisions of
the Commission, excluding the County cases referred to above.
280
Report of the State Roads Commission of Maryland
Summary ok \\orkmens Compensation, Time Lost, and Costs
July 1, 1952 to Jun« 30, 1953
District and Division
State Roads Employees
District No. 1
District No. 2
District No. 3
District No. 4
District No. 5
District No. 6
District No. 7
Totals
Division No. 9
Division No. 10
Division No. 11
Division No. 13
Division No. 15
Division No. 16
Division No. 20
Division No. 21
Division No. 22
Division No. 23
Division No. 24
Division No. 30
Division No. 32
Division No. 37
Totals
GRAND TOTALS
Cases
17
54
27
43
41
38
20
240
4
1
1
1
4
4
20
6
1
1
4
1
5
1
54
Days Lost
147
406
72
150
407
227
124
1,533
10
28
20
18
0
20
96
294
1,629
Expenditures
Compensation Paid $36,887. 74
Medical Expenditures 12,581 .05
Total
Compensation Refund I 3 , 439 92
$49,468.81
Report of the State Roads Commission of Maryland 281
SiMMARY OK Workmen's Compensation, Time Lost, and Costs
July 1, 1953 to June 30, 1954
District and Division
State Roads Emplovees
District No. l/
District Xo. 2
District No. 3
District No. 4
District No. 5
District No. 6
District No. 7
Totals .
Division
Division
Division
Division
Division
Division
Division
Division
Division
Division
Division
Division
No. 9..
No. 10.
No. 14.
No. 15.
No. 16.
No. 20.
No. 21.
No. 23 .
No. 24.
No. 26.
No. 30.
No. 32.
Totals .
GRAND TOTALS.
Cases
12
61
30
43
33
35
36
250
5
1
1
3
12
12
4
I
8
20
3
3
73
323
Days Lost
51
237
234
121
267
142
256
1,308
11
34
117
46
60
33
1
4
306
1,614
Expenditures
Compensation Paid $17,781 .49
Medical E.xpenditures 7,767.23
Total. $25, 548. 72
Compensation Refund $ 5,085. 15
PUBLIC RELATIONS DIVISION
CHARLES T. LE VINESS, III
Director of Public Relations
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PUBLIC KELATIONS DIVISION
The Public Relations Division might be called the mouthpiece of the
Commission. All factual information for the public emanating from the
Commission's several engineering and other divisions is intended to be
funneled through this office. Here it is prepared for local or general dis-
semination and distributed to the daily and weekly papers of the State as
well as radio and television stations.
The principal aspect of this division's work during the biennium has been
the presentation to the public and members of the General Assembly of the
Commission's 12-year program of construction and reconstruction and,
since its adoption by the Legislature, the reporting of its progress from
drawing boards to roadbeds.
Wherever possible the division has used photographs to illustrate the
needs and accomplishments of this Commission. Since a good photograph
tells a story quickly and vividly it has proved indispensable in presenting
the highway story to the public. Moving pictures have also been used during
the past two years.
In the summers of both 1953 and 1954 a series of 15-minute television
shows have been produced and presented through Station WAAM-TV in
Baltimore, sponsored by the American Automobile Association. The pro-
gram called "Your Tour Guide" was designed to show the motorist points
of interest within the State's borders, historical, recreational and scenic,
as well as the roads to be traversed in reaching these points. They also have
shown road work in progress, roads programmed for improvement and
the need for the improvements.
In all these television tours the problem of litter on the highways was
emphasized with the hope that the costly operation of keeping the roadsides
clean could be reduced. In 1953 there were eight such television shows and
in the current year six.
The photographic section also is making Before-and-After shots of all
road construction projects in the 12-year program. This involves taking
pictures of each road before the improvements are commenced and again
when the contracts have been completed. Thus in time there will be a
complete Before-and-After coverage of the 12-year program.
This division pinpoints road progress by holding informal ceremonies
when ground is broken for important projects and again when they are
completed and opened to the public. These widely-scattered events, attended
by both State and local officials and shared in by the public, have focused
attention on the road-building program.
28.")
LEGAL DEPARTMENT
JOSEPH D. BUSCHER
Special Assintaiit Attornen General
FREDERICK A. PUDERBAUGH
Special Attorney
ANDREW W. STARRATT, JR.
Special Attorney (July 1, 1952 to February 9, 1954)
EDWIN T. STEFFY, JR.
Special Attorney (July 1, 1952 to March 31, 1953)
W. WARREN STULTZ
Special Attorney (February 2, 1953 to June 30, 1954)
MURRAY W. WEIGHT
Special Attorney (July 15, 1953 to June 30, 1954)
HENRY L. ROGERS
Special Attorney (December 16, 1953 to June 30, 1954)
LEGAL DEPARTMENT
The duties of the Special Assistant Attorney General to the State Roads
Commission, and his staff, increased considerably during the fiscal year
ending June 30, 1954, due to the expanded road program. The personnel
and duties of the Right of Way Department were substantially increased,
in order to efficiently handle the greatly increased number of right of way
acquisitions which, in turn, increased the legal duties of this office. The
functions of this office continue to be varied and many, embracing not only
the legal problems but also those bordering upon policy and administration.
The Special Attorney General, with a view toward resolving the legal
problem involved in regard to the location of the South East leg of Route
No. 240, in Montgomery County, attended numerous meetings and con-
ferences in cooperation with the Department of Justice, the United States
District Attorney's Office for the District of Columbia, and the Legal De-
partment of the Maryland National Capital Park and Planning Commission.
Conferences were also held with Judge Coleman and representatives of
the Department of Interior regarding traffic conditions in respect to
military establishments and land owned by the Federal Government, par-
ticularly at Fort Meade, and recommendations were made to improve said
traffic conditions and coordinate law enforcement.
The stock of the Washington Berkeley Bridge Corporation, who owned
the bridge across the Potomac River at Williamsport, Maryland, was pur-
chased by the State Roads Commission; and the Special Attorney General
and representatives of this department attended all preliminary conferences
in connection with the acquisition of the corporation and prepared all legal
papers and performed such legal work as was necessary to accomplish this
purchase. At the present time, the Special Attorney General is serving as
legal counsel for the corporation, the stock of which is now owned by the
State Roads Commission, and is also serving as a member of the Board of
Directors of said corporation. During the past several months necessary
legal action has been taken looking toward dissolving the corporation,
which is incorporated under the laws of West Virginia.
All meetings of the Advisory Council to the State Roads Commission
held during the period were attended, and this department advised the
Advisory Council on all matters of a legal nature, as well as prepared and
recommended necessary legislation.
The Special Assistant Attorney General represented the Attorney Gen-
eral and the State Roads Commission during the 1954 Session of the
Legislature.
•2S9
290 Report of the State Roads Commission of Maryland
During the period three hundred and ten condemnation cases were tried
or settled prior to trial. In each of the cases tried a representative of the
Legal Department participated in the trial. One hundred and thirty-nine
condemnation cases were prepared and filed in the Circuit Court of the
several counties of the State. Approximately three thousand and ninety-four
title examinations made at a cost by local attorneys in the various counties
of $164,027.00, were reviewed by this office, and about three thousand, one
hundred and eighty-three settlements made by local attorneys.
Also, this oflfice represented the State Roads Commission and the members
thereof, individually, in all suits and causes of action brought against the
Commission and its members, as individuals, acting in their oflficial capaci-
ties. These legal services required filing of legal papers and appearance of
one of the attorneys of the staff in the Circuit Courts of many of the
counties, the Courts of Baltimore City, as well as the Court of Appeals. In
addition this Department prepared all agreements entered into between
the State Roads Commission and the various counties, agencies and in-
dividuals, and approved as to legal form and sufficiency, all contracts
entered into by the State Roads Commission for road construction.
This office was actively engaged in the preliminary preparation necessary
for the issuance of bonds to finance the construction of the Patapsco
Tunnel. Many conferences, which were attended by representatives of this
office, were held in several offices in Baltimore, and in New York City, and
it is anticipated that the legal work will progressively increase during the
next several months prior to the time the bonds are issued. Also, this office
has been represented at many conferences between the Commission, the
J. E. Greiner Company, Consulting Engineers for the Patapsco Tunnel,
as well as conferences between the Commission and Singstad and Baillie,
the Design Engineers for the tunnel.
In addition to the Special Attorney General, Mr. Joseph D. Buscher, the
staff consists of Mr. Frederick A. Puderbaugh, Mr. W. Warren Stultz,
Mr. Murray W. Weight and Mr. Henry L. Rogers.
TOLL FACILITIES DEPARTMENT
LOUIS J. O'DONNELL
Chief Administrative Officer
JOHNSON H. WEBSTER
Chief Maintenance Officer
SUPERVISORS — ACCOUNTING DEPARTMENT
HOWARD J. McNAMARA, JR.
Chief Accountant
H. DWIGHT WAHAUS
Accountayit
TOLL FACILITIES DEPARTMENT
The Toll Facilities Department administered the operation and main-
tenance of five toll projects during the biennium under review, and the
collection personnel on the projects — the Susquehanna River Bridge, the
Potomac River Bridge, the Chesapeake Bay Bridge, the Patuxent River
Bridge, and, during the last six months of the period, the Williams-
port Bridge — handled 24,497,807 individual vehicular toll transactions
which, together with passengers on the Chesapeake Bay Bridge, produced a
total of $14,203,054.94 revenue.
At 6 P. M., July 30, 1952, the Chesapeake Bay Bridge, crossing the
Chesapeake Bay from Sandy Point to Kent Island, was opened to traffic,
replacing the five-ferry vessel fleet formerly operating between Sandy Point
and Matapeake, and Romancoke to Claiborne.
On January 8, 1954, the State Roads Commission acquired the Wash-
ington and Berkeley Bridge Company which operated the toll bridge over
the Potomac River at Williamsport, Maryland, on U. S. Highway 11, and
began the operation of this project, looking toward the dissolution of the
company, and the operation of the bridge as a State facility.
The increased traffic over all of the toll bridges made necessary an in-
crease in the collection personnel. Added personnel and a broad maintenance
program required the alteration and additions to the Administration Build-
ings at the Susquehanna and Potomac River Bridges. Additional shop and
garage facilities were provided at the Potomac River Bridge, and a large
patrons' parking lot and a maintenance building were constructed at the
Susquehanna River Bridge.
Preparations are being made for the bridge forces to handle the sanding
and snow removal at the Susquehanna River Bridge, which work formerly
was done on a contract basis.
Plans also are being drafted for an addition to the Administration
Building at the Chesapeake Bay Bridge, to accommodate emergency and
maintenance equipment in use at this structure.
During the period covered by this report, the State Roads Commission
disposed of the fleet of five ferry vessels formerly operated between Sandy
Point and Matapeake, and between Romancoke and Claiborne. The former
ferry terminal at Matapeake was deeded to the Department of Tidewater
Fisheries of the State of Maryland for the use of that agency and other
conservation departments.
From July 1, 1952 to June 30, 1953, a total of 8,305,617 vehicles, including
1,554,094 trucks, crossed the Susquehanna River Toll Bridge. In the fol-
293
294 Report of the State Roads Commission of Maryland
lowing 12-month period, this rose to a total of 8,370,086 vehicles, of which
1,625,231 were in the heavy tfuck classification. Total revenues for the
biennium were $3,351,441.99 for the aggregate of 16,675,703 vehicular
crossings.
In the biennium July 1, 1952 to June 30, 1954, a total of 3,616,448 vehicles
crossed the Potomac River Bridge, producing $3,706,249,35 in revenue. In
the first year of this period, the vehicular crossings totaled 1,771,123, of
which 144,364 were in the truck classifications ; in the second year, trucks
numbered 143,284 of the year's 1,845,325 crossings.
In the period from July 30, 1952, 6:00 P. M. (the time of the opening to
traffic of the bridge) to June 30, 1953, the first year's operations of the
Chesapeake Bay Bridge, a total of 1,653,389 vehicles (carrying 4,343,775
passengers) crossed the bridge, and of this total 148,081 were in the heavy
truck classifications. Revenue for the year amounted to $3,207,013.10. In
the second year, 1,977,679 vehicles (carrying 4,717,879 passengers) crossed
the bridge, and this number of vehicles included 186,634 heavy truck traflfic.
The second year's revenue, $3,740,795.00, brought the total for the two
years to $6,947,808.10.
During the period under review, a total of 103,296 vehicles producing
$115,211.35 revenue, crossed the Patuxent River Bridge. This total included
11,693 in the heavy truck classifications.
The Williamsport Toll Bridge, on which the State Roads Commission
began operation January 8, 1954, shows, for the six months period, a total
traffic of 471,292 vehicles, which included 69,831 vehicles in the heavy
truck classifications, and produced revenue of $82,344.15 for the six months
period.
ACCOUNTING DEPARTMENT
CARL L. WANNEN, Comptroller
MORRIS M. BRODSKY JAMES W. ROUNTREE, JR.
Assistant Comptroller Assistant Comptroller
General Accounting Procedures and Controls
CHARLES L NORRIS
Assistant Comptroller
Budgets and Costs
SUPERVISORS — GENERAL
JOSEPH E. GERICK
MORRIS P. MARSTON
SUPERVISORS — DEPARTMENTAL
JOSEPH T. BUNN WALTER F. MORAVETZ
HENRY L. COMBS JOHN S. EDWARDS
LESTER S. DISNEY S. JOHN STROMER
CLEMENT M. FRANK IRVING TAYLOR
CONTENTS
Page
Index to Exhibits and Schedules 300
Explanatory Comments (All Funds) 303
ALL FUNDS EXCEPT TOLL FACILITY FUNDS
Combined Balance Sheet, June 30, 1954 (Including'
All Funds Except Susquehanna River Toll Bridge,
Potomac River Toll Bridge, Chesapeake Bay Toll
Bridge, and Chesapeake Bay Ferry System) Exhibit A 320
County Maintenance Funds Schedule 1 322
County Construction Funds Schedule 2 322
Bonded Debt and Debt Service Funds Schedule 3 323
State Highwav Construction Bonds Payable Schedule 3a 324
Fixed Assets *. ". Schedule 4 325
Combined Statement of Revenues and Expenditures
for the Fiscal Year Ended June 30, 1954 (Including
All Funds Except Susquehanna River Toll Bridge,
Potomac River Toll Bridge, Chesapeake Bay Toll
Bridge, and Chesapeake Bay Ferry System) Exhibit B 326
Counties and Municipalities Tax Revenues Allo-
cation Fund Schedule 1 329
For Account of Municipalities Schedule la 330
Statement Showing Allocation of 209f Share
of Gasoline Tax and Motor Vehicle Revenue
Funds to Counties and Municipalities.... Schedule lb 333
County Maintenance Funds Schedule 2 334
County Construction Funds Schedule 3 335
Statement of Anticipated Receipts in Con-
nection With the 1950 through 1955 Feder-
al Aid Program, Cash Balances, and
Authorized Expenditures Related Thereto: Schedule 3a 336
Bonded Debt and Debt Service Funds Schedule 4 337
Combined Balance Sheet, June 30, 1953 (Including
All Funds Except Susquehaima River Toll Bridge,
Potomac River Toll Bridge, Chesapeake Bay Toll
Bridge, and Chesapeake Bay Feiry System Exhibit C 338
County Maintenance Funds Schedule 1 340
County Construction Funds Schedule 2 340
Bonded Debt and Debt Service Funds Schedule 3 341
State Highway Construction Bonds Payable Schedule 3a 342
Fixed Assets ". Schedule 4 343
Combined Statement of Revenues and Expenditures
for the Fiscal Year Ended June 30, 1953 (Including
All Funds Except Susquehanna River Toll Bridge,
Potomac River Toll Bridge, Chesapeake Bay Toll
Bridge, and Chesapeake Bay Ferry System) Exhibit D 344
Counties and Municipalities Tax Revenues Allo-
cation Fund Schedule 1 346
For Account of Municipalities Schedule la 347
Statement Showing Allocation of 20Vr Share
of Gasoline Tax and Motor Vehicle Revenue
Funds to Counties and Municipalities.... Schedule lb 350
County Maintenance Funds Schedule 2 351
County Construction Funds Schedule 3 352
Bonded Debt and Debt Service Funds Schedule 4 353
297
298 Report of the State Roads Commission of Maryland
statement of Federal Aid Appropriation Accounts for
the Fiscal Years Ended June 30, 1953 and 1954..
Statement of Federal Aid Receipts, by Project
Agreements, for the Fiscal Years Ended June
30, 1953 and 1954 Schedule 1
General Construction and Operating Fund — State-
ment of Project Expenditures for the Fiscal Years
Ended June 30, 1953 and 1954
Maintenance Fund — Statement of Expenditures for
the Fiscal Years Ended June 30, 1954 and 1953
Statement of Maintenance Costs, by Districts:
Fiscal Year Ended June 30, 1954 Schedule 1
Fiscal Year Ended June 30, 1953 Schedule 2
County Maintenance Funds — Statement of Expendi-
fuies for Maintenance of County Road Systems for
the Fiscal Year Ended June 30, 1954
County Maintenance Funds — Statement of Expendi-
tures for Maintenance of County Road Systems for
the Fiscal Year Ended June 30, 1953
County Construction Funds — Statement of Project
Expenditures for the Fiscal Years Ended June 30,
1953 and 1954
Statement of Administrative and General Expenses
for the Fiscal Year Ended June 30, 1954
Statement of Administrative and General Expenses
for the Fiscal Year Ended June 30, 1953
Statement of Operating Equipment Expenses for the
Fiscal Year Ended June 30, 1954
Statement of Operating Equipment Expenses for the
Fiscal Year Ended June 30, 1953
Combined Statement of Expenditures, by Objective
Classification (Including All Funds Except Sus-
quehanna River Toll Bridge, Potomac River Toll
Bridge, Chesapeake Bay Toll Bridge, and Chesa-
peake Bay Ferry System) :
Fiscal Year Ended June 30, 1954
Fiscal Year Ended June 30, 1953
Maintenance Fund — Statement of Traffic Volume and
Toll Income of Patuxent River Toll Bridge, by
Classifications, for the Fiscal Year Ended June 30,
1954
Maintenance Fund — Statement of Traffic Volume and
Toll Income of Patuxent River Toll Bridge, by
Classifications, for the Fiscal Year Ended June 30,
1953
General Construction and Operating Fund — State-
ment of Participation in Costs by Political Sub-
divisions and Others for the Fiscal Years Ended
June 30, 1953 and 1954
Exhibit E
Exhibit O
Exhibit P
Exhibit Q
Exhibit R
Exhibit S
Page
353
354
Exhibit F
362
Exhibit G
415
416
418
Exhibit H
420
Exhibit I
42(i
Exhibit J
4.32
Exhibit K
438
Exhibit L
439
Exhibit M
440
Exhibit N
440
442
446
449
450
451
TOLL BRIDGE FUNDS
Combined Balance Sheet, September 30, 1954 (Bridge
Revenue Bonds — Series 1948)
State of Maryland Bridge Revenue Bonds (Series
1948) Payable Schedule 1
Debt Service Requirements, by Fiscal Years — State
of Maryland Bridge Revenue Bonds (Series 1948) . .
Statement Showing Changes During the Fiscal Year
Ended September 30, 1954, in Reserves Created
Under Article V of Trust Agreement Dated October
1,1948
Exhibit AA 452
454
Exhibit BB 454
Exhibit CC
455
Report of the State Roads Commission of Maryland 299
Page
Statement of Income and Expenses of Susquehanna
Rivei-, Potomac River, and Chesapeake Bay Toll
Bridges for the Fiscal Year Ended September 30,
1954 (Bridge Revenue Bonds— Series 1948) Exhibit DD 45G
Combined Balance Sheet, September 30, 1953 (Bridge
Revenue Bonds— Series 1948) Exhibit EE 458
State of Marvland Bridge Revenue Bonds (Series
1948) Payable Schedule 1 460
Statement Showing Changes During the Fiscal Year
Ended September 30, 1953, in Reserves Created
Under Article V of Trust Agreement Dated October
1, 1948 Exhibit FF 461
Statement of Income and Expenses of Susquehanna
River, Potomac River, and Chesapeake Bay Toll
Bridges for the Fiscal Year Ended September 30,
1953 (Bridge Revenue Bonds— Series 1948) Exhibit GG 462
Statement Showing Deposits and Withdrawals, Ches-
apeake Bay Bridge Construction Fund, by Periods,
from October 1, 1948, to September 30. 1954 Exhibit HH 464
Statement of Traffic Volume and Toll Income, by Toll
Bridges and Classifications, for the Fiscal Years
Ended September 30, 1954 and 1953 Exhibit II 465
CHESAPEAKE BAY FERRY SYSTEM FUND
Balance Sheet, May 31, 1954 and 1953 Exhibit AAA 466
Statement of Cash Receipts and Disbursements for
the Fiscal Year Ended May 31, 1954 Exhibit BBB 466
Statement of Cash Receipts and Disbursements for
the Fiscal Year Ended May 31, 1953 Exhibit CCC 467
Statement of Passengers and Vehicles Transported
by Ferries, by Toll Classifications, for the Fiscal
Year Ended May 31, 1953 Exhibit DDD 468
INDEX TO EXHIBITS AND SCHEDULES
- Page
1954 1953
Fiscal Year Fiscal Year
Administrative and General Expenses, by Divisions .... 438 439
Assets and Liabilities :
Bonded Debt and Debt Service Funds 323 341
Chesapeake Bay Bridge Construction Fund 452 458
Chesapeake Bay Ferry System Fund 466 466
Combined Balance Sheet (excluding toll facilities) . . 320 338
Counties and Municipalities Tax Revenues Allocation
Fund 320
33J
County Construction Funds:
By Counties 322 340
Consolidated 320 338
County Maintenance Funds :
By Counties 322 340
Consolidated 320 338
Fixed Assets 325 343
General Construction and Operating Fund, State
Roads System 320 338
Maintenance Fund, State Roads System 320 338
Operations Reserve Fund (Toll Bridges) 452 458
Revenue Projects General Fund (Toll Bridges) .... 452 458
Revenue Projects Interest and Sinking Fund (Toll
Bridges) :
Bond Service Account 452 458
Reserve Account 452 458
Redemption Account 452 458
Susquehanna River and Potomac River Toll Bridges
Construction Fund 452 458
Washington and Berkeley Bridge Company Capital
Stock 320 —
Bonded Indebtedness :
Bridge Revenue Bonds — Series 1948 454 460
State Highway Construction Bonds :
Series A, Dated August 1, 1949 324 342
Series B, Dated December 1, 1949 324 342
Series C, Dated December 1, 1950 324 342
Series D, Dated December 1, 1951 324 342
Series E, Dated August 1, 1953 324 —
300
Report of the State Roads Commission of Maryland 301
Page
1954 19S3
Fiscal Year Fiscal Year
Construction Expenditures and Amounts Authorized to
Complete Projects:
County Roads Systems 432 432
State Roads System 362 362
Equipment Operating Expenses, by Divisions 440 440
Expenditures, by Objective Classification (excluding toll
facilities) 442 446
Federal Aid Agreements and Receipts, by Projects 354 354
Federal Aid Appropriations and Receipts Applicable
Thereto 353 353
Fixed Assets Purchased for Service Facilities 325 343
Gasoline Tax Fund Allocations :
To Counties 333 350
To Municipalities 333 350
Maintenance Expenses :
County Roads Systems 334 351
Detailed Classification of Costs, by Divisions, State
Roads System 416 418
Summary of Expenditures, by Divisions, State Roads
System 415 415
Motor Vehicle Revenue Fund Allocations :
To Counties 333 350
To Municipalities 333 350
Reserves Created Under Article V of Trust Agreement
Dated October 1, 1948 455 461
Revenues and Expenditures :
Bonded Debt and Debt Service Funds — Summary. . 326 344
Chesapeake Bay Bridge Construction Fund 464 464
Chesapeake Bay Ferry System Fund 466 467
Condensed Statement (excluding toll facilities) .... 326 344
Counties and Municipalities Tax Revenues Allocation
Fund 329 346
County Construction Funds :
By Counties 335 352
Consolidated 326 344
County Maintenance Funds :
By Counties 334 351
Consolidated 326 344
Debt Service Funds, by Bond Issues 337 353
General Construction and Operating Fund, State
Roads System 326 344
Maintenance Fund, State Roads System 326 344
302 Report of the State Roads Commission of Maryland
- Page
1954 1953
Fiscal Year Fiscal Year
Operations Reserve Fund (Toll Bridges) 455 461
Revenue Projects General Fund (Toll Bridges) 455 461
Revenue Projects Interest and Sinking- Fund (Toll
Bridges) :
Bond Service Account 455 461
Reserve Account 455 461
Washington and Berkeley Bridge Company Capital
Stock 326 —
Road Miles:
As of January 1, 1952:
By Counties — 350
By Municipalities — 350
As of January 1, 1953 :
By Counties 333 —
By Municipalities 333 —
Sign Permit Revenue Funds 326 344
Toll Bridges:
Chesapeake Bay Toll Bridge 456 462
Patuxent River Toll Bridge 326 344
Potomac River Toll Bridge 456 462
Susquehanna River Toll Bridge 456 462
Toll Transactions and Rates :
Chesapeake Bay Ferry System — 468
Chesapeake Bay Toll Bridge 465 465
Patuxent River Toll Bridge 449 —
Potomac River Toll Bridge 465 465
Susquehanna River Toll Bridge 465 465
REPORT OF THE COMPTROLLER
December 1, 1954
To the Honorable :
Russell H. McCain, Chairman
Edgar T. Bennett
Bramwell Kelly
Members, the State Roads Commission of Maryland
Sirs:
This report contains the financial statements of the State Roads Com-
mission of Maryland for the fiscal years ended June 30, 1954 and 1953,
together with explanatory comments. The financial statements are listed
in the accompanying table of contents and the explanatory comments are
as follows :
GENERAL CONSTRUCTION AND OPERATING FUND
A summary of the revenues and expenditures of this Fund for the fiscal
years ended June 30, 1954 and 1953, shown in Exhibit B and Exhibit D,
respectively, is as follows :
Fiscal Year Ended June SO. .
1954 1953
Revenues:
Gasoline Tax Fund— 50% portion $18,988,186.24 $15,320,350.72
Excise tax on issuance of certificates of title to
motor vehicles, less refunds 8,156,921.44 8,119,708.61
Total. $27,145,107.68 $23,440,059.33
Less State Highway Construction
Bonds Sinking Fund provision 8,237,557.75 6,273,955.50
Remainder of State tax revenues $18,907,549.93 $17, 166, 103 83
Federal aid 3,585,276.99 3.701,410.85
Portion of Chesapeake Bay Ferry System reve-
nues received on account of redemption of
bonds 224 , 279 . 00
Net income from I'^nited States Treasury
obligations 270,443.39 293, 158.02
Reimbursement of the cost of enforcing weight-
and-size limitations on motor vehicles 419,932.63 230,060.59
Hauling permits, sign licenses, etc 247,794.87 288,895. 12
Participation in costs by political sub-divisions
and others 98,766.44 604,715.55
Transfers from County Funds as project con-
tributions 12,000.00 1 .211 .90
Transfer from State Highway Construction
Bond Fund — Net amount derived from the
sale of $25,000,000 Series E bonds 25 , 004 , 888 . 40 ■.
T()T.\L Revknues $48,546,652.65 $22,509,834.86
303
304 Report of the State Roads Commission of Maryland
KXPKNDITURKS:
Construction costs $42 , ooS , 843 . 07
Federal aid apportioned to nmnicii)alities
rrl>an Program
Amount deposited for the acciuisition of 10
sliares of \\'ashin<!;ton and Herkelej' Bridge
("omi)any cajjital stock
Purchase of 19,990 shares of \\'ashington and
Berkeley Bridge Company cai)ital stock. . . .
Cost of enforcing weight-and-size limitations
on motor vehicles
Remittance of hauling permits and sign licenses,
^ etc
Transfer to Maintenance l'"und to sui)plement
revenues. .
12,5:)3,843.07
S31
,014
323 52
377,040. .").-)
1
, 237
704.15
4.')0.00
902, 150.00
43(),19S.20
215
534 . 92
302,945.49
307
300.03
2,000,000.00
2
,000
000.00
ToT.vL ExPK.xDiTrRHs $46,572,633.37 $34,774,929.22
Kxcess of Revenues over Expenditvues (excess of
expenditures in italics $ I ,974,019.28 $12,265,094.36
Cash balance at beginning of year (including in-
vestment in United States Tre'asury obligations) . Pi, 597, 254. 45 24,862,348.81
Cash balance at end of vear (including investment
in United States Treasury obligati(msi $14,571,273.73 $12,597,254.45
The balance of $14,571,273.73 at June 30, 1954, consists of cash with the
State Treasurer, $4,587,437.01, and investment in United States Treasury
obligations, $9,983,836.72.
The 50% portion of the Gasoline Tax Fund for the fiscal year 1953 results
from the motor vehicle fuel tax which was imposed at the rate of five cents
a gallon while the 1954 portion is from tax at the rate of six cents a gallon.
The excise tax on the issuance of certificates of title to motor vehicles repre-
sents tax revenues at the rate of 2% of the fair market value of motor
vehicles for which original certificates of title, or subsequent certificates
of title in the case of sales or resales, are issued. These revenues are pledged
to the extent of debt service requirements for State Highway Construction
Bonds issued by the State Roads Commission of Maryland.
Federal aid earnings represent that portion of project costs which is
subject to reimbursement by the Federal Government under agreements
with the Public Roads Administration. The Federal aid revenue apportioned
to municipalities in connection with their own projects in the Federal Urban
Program is included in this Fund. The status of P'ederal aid appropriations
and project agreements for the fiscal years 1954 and 1953 is shown in
Exhibit E and supporting schedule.
In the 1949 fiscal year the General Construction and Operating P^und
advanced for account of the Chesapeake Bay Ferry System Fund
$1,238,292.70 for the redemption of Chesapeake Bay Ferry System Bonds
of 1945. At July 1, 1952, $844,589.00 in partial reimbur.sement had been
Report of the State Roads Commission of Maryland ;]0.5
received. During the fiscal year 1953 a further reimbursement of $224,279.00
was received, leaving a balance of $169,424.70 due from the Ferry System
Fund at June 30, 1954.
The proceeds from the sale of State Highway Construction Bonds were
invested in short term obligations of the United States Treasury to the
extent that programmed construction expenditures permitted. The net in-
come from Treasury obligations received in the fiscal years 1954 and 1953
amounted to $270,443.39 and $293,158.02, respectively.
Exhibit S sets forth the participation in costs by political subdivisions
and others totaling $98,766.44 and $604,715.55 for the fiscal years 1954
and 1953, respectively. Transfers from County Funds to the General
Construction and Operating Fund are reflected in the statements pertaining
to County Funds.
Expenditures for the fiscal years 1954 and 1953 for construction and
reconstruction of roads within the State Highway System are listed by
projects in Exhibit F.
Chapter 276 of the Laws of Maryland of 1953 authorized the Commission
to acquire the bridge or the stock evidencing ownership of the bridge across
the Potomac River between Williamsport in Washington County, Maryland,
and Berkeley County, West Virginia. Under this authorization the Com-
mission acquired in the 1954 fiscal year 19,990 shares of Washing-ton and
Berkeley Bridge Company capital stock at a total cost of $902,150.00. The
company records show that other than the stock owned by the Commission,
only 10 shares remain outstanding in the name of an individual whose
whereabouts are unknown. The Washington and Berkeley Bridge Company
operates on the basis of a fiscal year ending July 31, and the balance sheets
of the corporation at July 31, 1954 and 1953 follow:
July 31
1954 1953
Assets :
Cash $ 72,242.2.5 $ 96,081 .30
Investments — United States Treasury obligations. . . 201,241.90 201,409.70
Capital assets, less reserve for depreciation 278,792.78 259,360.01
Other assets 9,267.91 7,196.31
ToTAi $561,544.84 $564,047.32
LlABILITIKS:
Accounts payable $ 12,765.00 $ 25,280.97
Accrued expenses 7 , 727 .77 1 , 880 . 43
Other liabilities 27, 127.89 120,469.72
Capital stock, 20,000 shares 200,000.00 200,000.00
Surplus 313,924.18 216,416.20
Total $561,544.84 $564,047.32
306 Report of the State Roads Commission of Maryland
A summary of the income statement for the fiscal year ended July 31,
1954, is as follows :
Income:
Tolls $209,990.00
Other income 4,490.73 $214,486.73
Expenses:
Salaries. $ 34,010.08
Depreciation 1 o, 175. 14
Property, franchise, and payroll taxes 12,068.60
State income tax 2 , 053 . 54
Federal income tax 21 , 643 . 25
Other 32,028. 14 $116,978.75
Net Income $ 97,507.98
The cost of enforcing weight-and-size limitations on motor vehicles dur-
ing the 1954 fiscal year in total amount of $436,198.26 includes $233,727.77
for expenses and $202,470.49 for account of constructing permanent weigh-
ing stations. The 1953 expenditures of $215,534.92 were for expenses only.
The General Construction and Operating Fund is chargeable each fiscal
year, if necessary, with an amount not to exceed $2,000,000 to supplement
revenues of the Maintenance Fund. In each of the fiscal years under review
the full transfer was made.
The balance sheets of this Fund at June 30, 1954 and 1953, are set forth
in Exhibits A and C, respectively. A comparative summary of these balance
sheets follows :
June 30
1954 1953
Assets:
Cash and investments in I'nited States
Treasury obligations $ 14 , 571 , 273 . 73 $ 1 2 , 597 , 254 . 45
Working fund— payroll and office 500 , 000 . 00 500 , 000 . 00
Washington and Berkeley Bridge Company
capital stock, 19, 990 shares 902 , 150 . 00
.Vmount deposited for accjuisition of 10
shares of Washington and Berkeley Bridge
Company capital stock 450 .00
Federal aid appropriations allocable to Gen-
eral Construction Fund (1953 represents
earnings on Primary System only) 9,799,630.28 1 ,305,227.95
Federal aid appropriations allocable to
political subdivisions (1953 not shown) . . 2, 133,083.30
Federal aid apportionment for 1955 fiscal
year 5,998,746.00
A('counts receivable — Counties, etc 88,479.31 .53,858.41
Inventories of materials and supplies 1,479,416.78 1,442,363.84
Preliminary construction costs, etc 48,463.41 57,891 .42
Roads system construction and other work
in progress 110,600,779.26 95,206,605.44
Other assets 1 , 169,281 .70 279,318. 13
Future revenues encumbered for the com-
pletion of authorized projects 38,346,063. 13 16,951 ,994.42
Total $185,637,816.90 $128,394,514.06
Report of the State Roads Commission of Maryland 307
Liabilities:
Due State (-omptroller — \\'()rking fund ad-
vanced $ .300,000.00 S 500,000.00
Unclaimed wages, etc 5,524.90 5,267.31
State equity in roads system construction
and other work in progress 110, 649 , 242 . 67 95 , 206 , 605 . 44
Reserve for Washington and Berkelev Bridge
Company capital stock ^ 902,600.00
Reserve for Federal aid unrealized 17,931,459.58 1,305,227.95
Reserve for Federal aid to be allocated 356,645.00
Reserve for other assets 1 , 169,281 . 70 279,318. 13
Reserve for completion of authorized proj-
ects 44,151,407.78 31,098,095.23
Surplus available for new projects 9,971 ,655.27
Total $185,637,816.90 $128,394,514.06
A summary of the reserve for completion of authorized road construction
and reconstruction projects for the fiscal years 1954 and 1953 is as follows :
Fiscal Year Ended June 30
1954 1953
Remainder of construction and reconstruction proj-
ect expenditures authorized on work in progress
at beginning of year $31,098,095.23 $34,066,614.67
Project expenditure authorizations 56 , 232 , 736 . 89 28 , 027 , 606 . 51
Adjustments for project overruns, etc 625,581 .27 18, 197.57
Total $86,705,250.85 $62,112,418.75
Project expenditures 42,553,843.07 31,014,323.52
Remainder of construction and reconstruction proj-
ect expenditures authf)rized on work in progress
at end of year $44,151,407.78 $31,098,095.23
MAINTENANCE FUND
The revenues and expenditures of this Fund for the fiscal years 1954 and
1953 as set forth in Exhibits B and D are summarized as follows :
Fiscal Year Ended June 30
1954 1953
Revenues:
Motor Vehicle Revenue Fund— 50% portion. . . . $5, 124, 155.00 $4,909,476.02
Tolls, etc.— Patuxent River Toll Bridge 60 , 912 . 05 54 , 539 . 75
Sign Permit Fund 9,007.93 10,433.09
Other 60,582.94 83,279.03
Transfer from (ieneral Construction and Operat-
ing Fund to supplement revenues 2,000,000.00 2,000,000.00
Total Revenues $7,254,657.92 $7,057,727.89
308 Report of the State Roads Commission of Maryland
EXPENDITUKKS:
Maintonaiicc costs «6, 144,039.41 $0,010, 7()2. 04
Operation and maintenance of Patuxent Itiver
Toll Hiidse 43-,352.77 30,100.40
Capital properties acquired 913,779. IS 1 , 100,383.02
Ocean Citv beach i)rotection 10,245.07 28,871 .03
Sign Permit Fund 12,099.59 9,200.74
Inventory adjustments applicable to prior i)eriods
(credit adju.stment in italics) 6, 680. S3 1,080.78
ToT.u. ExrKXDiTUREs $7,122,935.19 $7,184,297.91
Excess of revenues over exi)enditures (excess of ex-
penditures in italics) $ 131 ,722.73 $ 126,570.02
Cash balance at beginninj- of year 1,276,711.15 1,403,281.17
Cash balance at end of year $1,408,433.88 $1,276,711 . 15
Detailed maintenance costs, by districts, are reflected in Schedules 1 and
2 of Exhibit G. At January 1, 1954, the State System road miles, by districts
and by counties, were as follows :
District No. 1 :
Dorchester County
Somerset County
Wicomico County
Worcester County
Total
District No. 2:
Caroline County
Cecil County
Kent County
Queen Anne's County. .
Talbot County
Total
District No. 3:
Montgomery C'ounty. . .
Prince George 's County .
Total
District No. 4 :
Baltimore Ccjunty
Harford County
Total
District No. 5:
Anne Arundel County . .
Calvert County
Charles County
St. Mary's County
Total
Miles of
Undivided
Highway
155.91
116.20
153.72
106.10
591.99
Miles of
Divided
Highway
1.16
2.60
5.73
9.49
165.00
0.42
183.14
16.25
162.99
—
165.33
9.18
122.03
—
798.49
25.85
326.21
15.73
267.53
12.80
593.74
28.53
263.41
44.16
254.40
18.06
517.81
62.22
249.81
40.14
127.30
—
282.20
—
210.90
.05
870.21
40.19
Report of the State Roads Commission of Maryland 309
District No. G:
Allegany County 1 58 . 78 —
Garrett County 162 . 31 —
Washington County 230 . 0") . 92
Total 551.14 .92
District No. 7:
Carroll County 210.94 9.55
Fredeiick County 301 .97 8.26
Howard County 153.46 21.85
Total 666.37 39.66
Gr.vnd Tot.\l 4,589.75 206.86
The assets of this Fund at June 30, 1954, consisted of $1,408,433.88 cash
and $100.75 tolls receivable (Patuxent River Toll Bridge). The liabilities
were as follows :
Deferred credit for unpresented toll tickets S 497.50
Reserves for:
Completion of work on existing authorizations 26,398.24
Acciuisition of district garages and shops, and other capital pi'operties 1 , 256 , 588 . 72
Ocean City beach protection 54,336.63
Roadside beautification — Sign Permit Fund 29,000.58
Patuxent River Toll Bridge 41 , 712 . 96
Total $1,408,534.63
COUNTY AND MUNICIPALITY FUNDS
The revenues and expenditures within the Counties and Municipalities
Tax Revenues Allocation Fund, the County Maintenance Funds, and the
County Construction Funds administered for the benefit of the Counties
and Municipalities for the fiscal years 1954 and 1953 are summarized as
follows :
Fiscal Year Ended June 30
1954 1953
Revenuks:
Gasohne Tax Fund -20^6 portion $ 7 , .")95 , 274 , 52 *6, 128, 140.29
Motor Vehicle Revenue Inuid— 20% portion ... 2 , 049 , 662 . 02 1 , 963 , 790 . 39
Fed(>ral aid— Secondary Program 51 7 , 009 . 48 44 1 , 1 1 4 . 1 8
Remittances by counties .507,455.55 226,717.89
H(>ntal of county ecjuipment 3,329.80 1 ,782.00
ToiAL Ki:\i;xui:s $10,672,731.37 $8,761,544.75
310
Report of the State Roads Commission of Maryland
EXI'ENDITUKES:
Payments to counties $ (i, 237, 995. 17
Payments to municipalities 804 , 256 . 96
( 'onstniction costs 865,853.40
Maint(>nan(;e costs 2,424,348.63
l<\>(l('ral Aid —Secondary Program apportioned
and paid to counties 180,278.69
Transfers to Cleneral Construction and Oper-
ating Fund 12,000.00
ToT.vL ExpKNDiTURi:s $10,524,732.85
Excess of Revenues over Expenditures.
Cash balance at beginning of year
147,998.52
1,159,385.52
$4,968,614.42
680,505.06
520,529.13
2,371,925.13
162, 6 14. 95
1,211.90
$8,705,400.59
d 56,144.16
1,103,241.36
C'ash balance at end of y(
$ 1,307,384.04 $1,159,385.52
The allocation of tax revenues as to shares of counties and total shares of
municipalities within each county is reflected in Schedules lb of Exhibits B
and D for the fiscal years 1954 and 1953, respectively. Schedules 1 and la
of Exhibits B and D show the individual allocation accounts for counties
and municipalities.
The mileage inventories of urban paved streets and county rural roads
at December 1, 1953, used in distributing 1954-55 highway funds to coun-
ties and municipalities other than Baltimore City are as follows :
Road MileaKC Basis for Computint; Distributable Shares
County
Municipality
All Rural
County
Roads
Urban Paved
Streets
Maintained
Total
Urban Paved
Streets
Maintained
Total
484.153
714.320
1,466.720
193.290
449.210
714.440
432.600
286.750
504.220
962.000
709.680
561.460
303.220
224.800
881.457
549.610
393.670
301.950
291.120
279.680
637.180
540.900
444.770
0.555
0.225
1.600
3.643
0.640
0.380
2.660
2.720
2.225
0.450
2.995
70 . 992
0 , 2.30
1.146
17.777
0.200
484.708
714.545
1,466.720
194.890
4.52.8.53
715.080
432.980
286.750
.506.880
964.720
711.905
.561.460
303.220
225.250
884.4.52
6'20.(i02
393.900
.301.950
291.120
280.826
637.180
5.58.677
444.970
161.832
51.033
646.. 540
Anne Aruntlel County
li'iltimnrp (/Ountv
765.. 578
1,466.720
Calvert County
Caroline County
Carroll County
11.933 t 206.823
29.676 ! 482.. 529
49.454 764.534
26.016 1 4.58.996
Charles County
Dorchester C^ounty
Frederick C'(nmty
Garrett County
Harford Covuity
Howard ('ounty
7.458
37.633
95.007
45.080
61.102
10.258
114.363
237.616
10.152
2.320
17.. 541
33.891
149.1.53
69.351
37.994
294 . 208
.544.513
1,059.727
756.985
622 . 562
303 . 220
235.. 508
Montgomery C'ounty
Prince George 's County ....
(^ueen Anne's ('ounty
St. Mary 's County
Somerset County
Talbot County
Washington County
Wicomico County
Worcester- ('ounty
998.815
858.218
404.0.52
304 . 270
308.661
314.717
786.333
628.028
482.964
Total Mileage
12,327.200
108.438
12,435.638
1,258.863
13,694.501
Certain minimum shares are prescribed by law in determining county allocations.
Report of the State Roads Commission of Maryland 311
Revenues and expenditures of the County Maintenance Funds for the
fiscal years under review are set forth in detail in Schedules 2 of Exhibits B
and D. Analyses of maintenance costs by counties and by descriptive classi-
fications are set forth in Exhibits H and I.
At December 1, 1953, the ten county road systems maintained by the
State Roads Commission of Maryland comprised 3,305.489 road miles.
Revenues and expenditures of the County Construction Funds for the
same fiscal years are set forth in detail in Schedules 3 of Exhibits B and D.
Construction costs are shown by counties and by projects in Exhibit J.
A comparative summary of the combined balance sheets as of June 30,
1954 and 1953, follows :
June :iO
1954 1953
Assets:
Cash with State TieasuriT $1 ,307,384.04 .11 , 159,385.52
Federal aid allocations 1 ,842,420.75 170,429.69
Future revenues en('uml)ered for the completion
of authorized projects 833,209.30 831,007.32
ToTAi $3,983,014.09 $2,160,822.53
Liabilities:
Tax apportionments payable to counties $ 485 , 031 . 10 $ 351 , 209 . 1 1
Tax apportionments payable to municipalities. . 305,211.28 247,519.40
Reserves for completion of authorized projects. . 967, 121 .50 679,894.07
Reserve for Federal Aid unrealized 1 , 842 , 420 . 75 1 70 , 429 . 69
Surplus 383,229.46 711,770.26
Totai $3,983,014.09 $2,160,822.53
Exhibits A and C show in summary form the balance sheets at June 30,
1954 and 1953, respectively, for the Counties and Municipalities Tax
Revenues Allocation Fund, the County Maintenance Pounds, and the County
Construction Funds. The Maintenance Fund balance sheet of each county
is presented in Schedules 1 of Exhibits A and C, while the Construction
Fund Balance sheets of the several counties are shown individually in
Schedules 2 of the same exhibits.
A summary of road construction authorizations and expenditures for
all counties for the fiscal years ended June 30, 1954 and 1953, is as follows :
Fiscal Year Knded June 30
1954 1953
Remainder of construction and reconstruction project
expenditures authorized on woik in progress at be-
ginning of year $ 679,894.07 $ 370,928.72
Project expenditure authorizations 1 , 153,080.83 .829,494.48
Totai $1,832,974.90 $1 ,200,423.20
Project expenditures (exchuUng Federal aid remitted
to counties and transfer to General Construction
and Operating Fund) 865,853.40 .520,529. 13
Hcmaindei- of construction and leconstmction project
oxpendituies authorized on work in progress at end
of year $ 967,121.50 $ 679,894.07
312 Report of the State Roads Commission of Maryland
BONDED DEBT AND DEBT SERVICE FUNDS
The revenues and expenditures of the Bonded Debt and Debt Service
Funds for the fiscal vears 1954 and 1953 are summarized as follows:
.Fiscal Year Ended June 30.
1954 1953
Revenues:
Portion of the pi'oceeds of the 50' e share of the
Gasoline Tax Fund and of the Excise Tax on
Issuance of Certificates of Title to Motor
Vehicles $ 8,237,557. 7.j $6,273,955.50
Proceeds from sale of State Highway Construc-
tion lionds, iSeries E (including premium,
$15,000.00, and accrued interest, $19,767.40 ) . 25 , 034 , 767 . 40
Net income from United States Treasury obliga-
tions 188,388.27 150,000.00
Deposit b}^ purchasers on account of $1,290,000
County Highway Construction Bonds, First
Series 25,000.00
Total Rkvenues $33,485,713.42 $6,423,955.50
Expenditures:
Expenses of issuing State Highway Construc-
tion Bonds ^ $ 29,879.00
Redemption of State Highway Construction
Bonds ." 4,998,000.00 $4,998,000.00
Interest on State Highway Construction Bonds . 1 , 319 , 268 . 75 1,113, 595 . 50
Redemption of 4% Bonds of 1933— called
February 1, 1939 10,000.00
Premium on redemption of 4% Bonds of 1933 150.00
Interest on 4% Bonds of 1933 200.00
Distribution of excess debt service funds, 4%
Bonds of 1933 50.00
Transfer to General Construction and Operating
Fund — net funds available for construction
projects 25,004,888.40
Total Expenditures $31,352,036.15 $6,121,995.50
Excess of Revenues over Expenditiues $ 2, 133,677. 27 $ 301 ,960.00
Cash balance at beginning of year (including invest-
ment in United States treasury obligations ) 6 , 544 , 354 . 33 6 , 242 , 394 . 33
Cash balance at end of year (including investment
in United States Treasury obligations) $ 8,678,031 .60 $6,544,354.33
Revenues and expenditures of the Bonded Debt and Debt Service Funds
for the fiscal years under review are set forth in detail in Schedules 4 of
Exhibits B and D.
The Series E State Highway Construction Bonds of a total par value of
$25,000,000 were sold at a premium of .06% or a total of $25,015,000. The
Report of the State Roads Commission of Maryland 313
total interest requirements for Series E bonds, less the premium realized,
indicate an average annual rate of 2.58744%.
The balance of $8,678,031.60 at June 30, 1954, consists of $2,276,248.60
on deposit with the State Treasurer and $6,401,783.00 invested in United
States Treasury obligations in the custody of the State Treasurer. Of this
balance, $8,194,244.50 has been provided from tax revenues for the purpose
of redeeming $6,664,000.00 par value State Highway Construction Bonds
maturing in the 1955 fiscal year and for the payment of $1,530,244.50
interest due on outstanding State Highway Construction Bonds in the 1955
fiscal year. The remainder of the Fund, $483,787.10, represents $458,787.10
of income from Sinking Fund investments, which is available for retirement
of State Highway Construction Bonds, and $25,000.00 deposited by the
purchasers of the First Series of County Highway Construction Bonds.
A summary of the status of the State Highway Construction Bond
authorization by the Legislature of 1947 in total amount of $100,000,000
is as follows :
Issues
Redemptions
THROUGH
June 30, 1954
Series
Date
Annual
Interest Rate
Principal
June 30, 1954
A
August 1, 1949
1.49479%
1.53731%
1.4505Ff,
1.73046%
2.58744%
$ 22,500,000
2,500,000
25,000,000
25,000,000
25,000,000
$ 6,000,000
664,000
4,998,000
3,332,000
$16,500,000
1,836,000
20,002,000
21,668,000
25,000,000
B
C
D
E
December 1, 1949
December 1 , 1 950
December 1, 1951
August 1, 1953
TOTAI
$100,000,000
$14,994,000
$85,006,000
Debt service ro(|uirements for outstanding State Highway Construction Bonds are shown in Scliedule 3a of
Exhibit A.
TOLL BRIDGE FUNDS
Toll and other revenues of the Susquehanna River Toll Bridge, the
Potomac River Toll Bridge, and the Chesapeake Bay Toll Bridge have been
administered pursuant to the terms of a Trust Agreement dated October 1,
1948, by and between the State Roads Commission of Maryland and the
Baltimore National Bank (succeeded by the Fidelity-Baltimore National
Bank & Trust Company on July 16, 1954), as Trustee, securing the pay-
ment of State of Maryland Bridge Revenue Bonds (Series 1948) issued in
the total amount of $43,925,000.
314 Report of the State Roads Commission of Maryland
Revenue Projects General Fund aud Operatious Reserve Fund
The consolidated transactions of the Revenue Projects General Fund and
the Operations Reserve Fund for the fiscal years ended September 30, 1954
and 1953, are summarized as follows:
. . .Fiscal \eur luuled tSeptoinber HO. . .
1954 1953
IlEVENrKs:
Svisciiiclianiia River Toll Bii(lji;(>:
Tolls $l,()9r),623.(3() $1 ,()7'J,U33.()1
( Hher 661 . 87 831 . 54
I'otomac River Toll Hridge:
Tolls 1,919,981.80 1 ,S71 ,38."). 10
Other 444,84 759.40
Chesapeake Bav Toll Bridge:
Tolls . ." 3,820,732.10 3,634,110.55
Other 3,242.04 207.72
Income from l.^nited States Treasury obligations 9,886.92
Sale of equipment, ete 228.00 400.00
Insurance recoveries 2, 199. 15
Total Revenues ^^453^00^38 $7,186,727 j2
Expenditures:
Expenses, excluding administi'ative and general
expenses:
Susquehanna River Toll Bridge $ 404,515.33 $ 183,021 .44
Potomac River Toll Bridge 247 , 724 . 28 77 , 592 . 02
(Chesapeake Bay Toll Bridge 194,271 .44 211 ,908.39
Administrative and general expenses — net 155,953.23 129,325.91
Transfer to Change Funds 6,000.00
Transfers to Revenue Projects Interest and Sink-
ing Fund ■ 6,116,735.29 6,226,147.11
Total Expenditures $7,119,199.57 $6,833,994.87
Excess of revenues over expenditures $ 333,800.81 352,733.05
Vdiustment to cash position (to convert toll revenues
' to cash basis). 12,051 .49 35,707.64
Net increase in cash balance $ 345 , 852 . 30 $ 388 , 440 . 69
Cash balance at beginning of year (including invest-
ment in Tnited States treasury obligations) 727,552.67 339,111.98
Cash balance at end of year (including investment in
United States Treasury obligations) :
Revenue Projects General Fund $ 121,174.50 .$ 134,104.95
Operations Reserve Fund 952,230.47 593,447.72
ToTAi $1,073,40^^7 $ 727,552.67
The balance of $121,174.50 at September 30, 1954, in the Revenue Projects
General Fund is the sum required to provide for the October and November,
1954, portion of the 1954-1955 Annual Budget of Current Expenses.
The balance of $952,230.47 at September 30, 1954, in the Operations
Reserve Fund provides a reserve for paying expenses of operation, mainte-
nance or repair, replacing equipment, and for insurance.
Report of the State Roads Commission of Maryland 315
Revenue P)-ojects hiterest and Sinking Fund
Article V of the Trust Agreement provides for the transfer of funds in
the Revenue Projects General Fund to the Revenue Projects Interest and
Sinking Fund, after the stipulated requirements of the Revenue Projects
General Fund and the Operations Reserve Fund have been met.
The transactions in the Revenue Projects Interest and Sinking Fund for
the fiscal years 1954 and 1953 are as follows :
.... Fiscal Year Ended September 30. . . .
1954 1953
Revenues:
Income from investnuMils $ 72,043.55 $ 69,462.97
Transfers fnmi Revenue Projects Henernl Fund. 6, 116,735.29 6,226, 147. 11
ToTAi> RicvKNUEs $6,188,778.84 $6,295,610.08
Expenditures:
Redemption of liridj^e Revenue Bonds (Seiies
1948):
Serial bonds:
Due October 1, 1953 $ 946,000.00
Due October 1, 1954 $ 974,000.00
Term bonds— Due October 1, 1972 4, 161 ,000.00 2,889,000.00
Premium (m term bonds redeemed 116,952.60 83,630.00
Pavment of interest on liridge Revenue Bonds
(Series 1948):
Due April 1 and October 1, 1953 1 ,287,919.50
Due April 1 and October 1, 1954 1,148,675.50
Total Expenditures $6,400,628.10 $5,206,549.50
Excess of revenues over expenditures (excess of ex-
penditures in italics) $ 211 ,S4<).26 $1 ,089,060.58
Cash balance at beginning of year (including invest-
ment in Ihiited States 'ireasury obligations) 4,317,355.07 3,228,294.49
Cash balance at end of year (including investment in
I'uited States Treasury obhgations):
Bond Service Account % 437 , 272 . 92 $ 597 , 557 . 52
Reserve Account 2,823,643.55 2,954,702.13
Redemption Account 844 , 589 . 34 765 , 095 . 42
ToTAi $4,105,505.81 $4,317,355.07
The balance of $437,272.92 at September 30, 1954, in the Bond Service
Account results from the transfer of funds accumulated in the Revenue
Projects General Fund during the month of September, 1954, these funds
being available for account of serial bonds maturing October 1, 1955, and
interest payable April 1, 1955, on all bonds.
The balance of $2,823,643.55 at September 30, 1954, in the Reserve
Account is held for the payment of interest on all bonds and maturing
principal on serial bonds in the event that funds in the Bond Service
Account are insufficient.
316 Report of the State Roads Commission of Maryland
The balance of $844,589.34 at September 30, 1954, in the Redemption
Account is held for application to the payment of the purchase price or the
redemption price of bonds issued under the provisions of the Trust
Agreement.
Chesapeake Bay Bridge Construction Fund
The transactions of this Fund from its inception to September 30, 1954,
are summarized as follows :
Revenues:
Proceeds from sale of Bridge Revenue Boiuls
(Series 1948) dated October 1, 1948:
$37,500,000 par value sold October 27, 1948 $37,500,000.00
$6,425,000 par value sold November 1, 1949,
including premium of $154,500 6,579,500.00
ToTAi $44,079,500.00
Less portion applied toward redemption of
Bridge Revenue Refunding Bonds (Series
1941) 362,384.34
Remainder available for construction costs $43,717, 115.66
Net income from investments 1 , 351 , 774 . 80
Total Revenues $45,068,890.46
Expenditures — For construction costs — net 44,793,633.00
Cash balance, September 30, 1954 (cash on deposit) :
Baltimore National Bank, Trustee $225,257.46
County Trust Company 50 , 000 . 00 $ 275 , 257 . 46
The balance of $275,257.46 at September 30, 1954, is subject to en-
cumbrances of $14,394.00 under existing construction contracts, leaving
$260,863.46 available for further construction costs and for contingencies.
General
Condensed balance sheets of the Toll Bridge Funds at September 30, 1954
and 1953, are as follows :
— September 30
1954 1953
.\ssi';ts:
(^ash and investments $ 5,482,627.74 I 6,096,837.62
Capital properties 55, 124,394.90 54,376,709.48
f^ncumbered future toll revenues, etc 34 , 037 , 000 . 00 39 , 1 72 , 000 . 00
Other assets 23,886.80 14,847.55
Totai $94,667,909.44 $99,660,394.65
Report of the State Roads Commission of Maryland 317
I.IAHIHTIKS:
Reserves :
Created under Article V of Trust Agreement
(Operating and Sinking Funds) $ 5 , 1 1 1 , 870 . (Jo $ 4 , 989 , 959 . 60
Construction 275 , 257 .46 1 , 023 , 429 88
Other 119,386.43 98,295.69
Hndge Revenue Bonds (Series 1948) payable. 34,037,000.00 39,172,000.00
State equity in capital properties 55,124,394.90 54,376,709.48
ToTAT $94,667,909.44 $99,660,394.65
Financial transactions pertaining to toll bridges are shown in the accom-
panying Exhibits AA, BB, CC, DD, EE, FF, GG, HH, and II.
CHESAPEAKE BAY FERRY SYSTEM FUND
Financial transactions of the Chesapeake Bay Ferry System Fund are
set forth in Exhibits AAA, BBB, CCC, and DDD.
From the cash balance of $652,572.56 at May 31, 1954, $169,424.70 was
paid to the Commission in November, 1954, in final reimbursement for
funds advanced by the Commission for the redemption of Chesapeake Bay
Ferry System Improvement Bonds of 1945. The remainder of $483,147.86,
under the provisions of Section 113 of Article 89B of the Annotated Code
of Maryland (1951 Edition), is to be applied to the payment of any items
of construction costs for the Chesapeake Bay Bridge.
GENERAL
The 1954 and 1953 reports of the State Comptroller set forth the appli-
cation of the gross receipts of the State derived from the motor vehicle fuel
tax and from motor vehicle fees and fines, and such application has been
summarized as follows :
Fiscal Year Ended June 30
1954 1953
Motor \'ehicle Fuel Ta.x — Ai)i)lication of funds:
Payment of refunds $ 2,565,563.46 $ 2,219,659 64
Reserve for refunds 75,000.00
Salaries and expenses of the Gasoline Ta.x Divi-
sion in the office of the Comptroller of the
Treasury. . 108,893. 19 97,832. 17
Shares apportioned:
Baltimore City (30%) 1 1 ,392,911 .75 9, 192,210.41
State Roads Commission for use of counties
and municii)alities (20%) 7,595,274.52 6, 128,140.29
State Roads Commission (50%) 18,988,186.24 15,320,350.72
Total Motor ViCHirTJO FrioL Tax $40 , 725 , 829 . 16 $32 , 958 , 193 . 23
318 Report of the State Roads Commission of Maryland
Motor \'cliiclo Foes :uk1 Fines — Application of fiiiuls:
Payment of license refunds $ 128,7!'0.41 « 1.31 , 1 lO/Jo
Payment of tine refunds 18,720.60 10,3()S.0r)
vSalaries and expenses of the Department of
Motor Vehicles 1 , 068 , 365 . (57 1 , 557 , 186 . 05
Salaries and expenses of the Department of
Maryland State Police . 2 , 301 , 003 .15 2,1 22 , 987 . 1 6
Salaries and expenses of the Ti'affic Court of
Baltimore City Ul ,268.00 113,399.33
Salaries and expen.ses of the State Roads Com-
mission of Maryland in enforcinf; weight-and-
size limitations on motor vehicles. . .' 419,932.63 230,060.59
Payments to counties on account of salaries
and expenses of trial magistrates 320,912.00 306,510.00
Shares apportioned :
Baltimore City (30%) . 3,074,493.01 2,945,685.62
State Roads Commi.ssion for use of counties
and municipalities (20%) 2,049,662.02 1 ,963,790.39
State Roads Commission (50%) 5, 124, 155.00 4,909,476.02
FoTAL Motor Vehicle Fees and Fines. $15,247,302.49 $14,290,582.46
Administrative and general expenses of the Commission for the 1954
and 1953 fiscal years are shown by divisions and by descriptive classifica-
tions in Exhibits K and L, respectively. Such expenses were apportioned
on a ratable percentage basis to construction and maintenance costs in the
several Funds.
Operating equipment expenses of the Commission for the 1954 and 1953
fiscal years are shown by districts and by descriptive classifications in
Exhibits M and N, respectively. These expenses were distributed ratably
on an hourly-use basis to construction and maintenance costs.
Combined statements of departmental and other expenditures (excluding
Toll Facilities Department Funds) for the fiscal years 1954 and 1953, classi-
fied by object of expenditure, are reflected in Exhibits O and P, respectively.
The Twelve-Year Road Construction and Reconstruction Program
adopted by the 1953 Legislature had progressed to the extent of
$38,346,063.13 in construction expenditure authorizations at June 30, 1954.
General construction funds had been advanced on account of such obliga-
tions in the amount of $13,377,567.53 at June 30, 1954. The Program
contemplates the use of revenues beginning with the 1954-55 fiscal year.
For the first four-year period of the Twelve-Year Program it was esti-
mated that project authorizations would total $242,793,000 and to this sum
the Legislature of 1954 authorized an addition of $7,000,000 for rights-of-
way to be acquired for the Baltimore County Beltway. Funds to cover
these obligations will be realized from Gasoline Tax Fund distributions,
excise tax on certificates of title to motor vehicles, Federal aid, and such
additional amounts as may be required from the sale of State Highway
Construction Bonds, Second Series.
Report of the State Roads Commission of Maryland 319
The Commission is authorized to issue, from time to time, $330,000,000
of State Highway Construction Bonds, Second Series, provided that the
total amount of bonds outstanding at any time may not exceed $300,000,000,
including State Highway Construction Bonds issued under the 1947
$100,000,000 authorization. The initial issue of the Second Series, desig-
nated as Series F, has been sold in the principal amount of $25,000,000,
bearing date of September 1, 1954, at a premium of .007%. The total interest
requirements for the Series F bonds, less premium realized, indicate an
average annual rate of 2.06217%.
The Commission sold the First Series of County Highway Construction
Bonds in the principal amount of $1,290,000, bearing date of July 1, 1954,
at a premium of .05%, or a total of $1,290,645. The total interest require-
ments for the First Series of Bonds, less premium realized, indicate an
average annual rate of 1.93353%. Nine counties participated in this issue.
The 1953 Legislature authorized the annual issuance of County Highway
Construction Bonds for road construction projects beginning with the
1954-55 fiscal year for a period of fourteen years with the stipulation that
not more than $50,000,000 of bonds shall be outstanding at any time.
Requests aggregating $1,701,000 have been received from eight counties
desiring to participate in the Second Series to be issued in the fiscal year
beginning July 1, 1955.
The Commission, at its meeting on November 9, 1954, authorized the sale
of $180,000,000 par value of State of Maryland Bridge and Tunnel Revenue
Bonds to be dated October 1, 1954, comprising $36,000,000 of Serial Bonds
maturing October 1, 1960, to October 1, 1974, inclusive, and $144,000,000
of Term Bonds due October 1, 1994, for the purpose of refunding $34,037,000
outstanding State of Maryland Bridge Revenue Bonds (Series 1948) and
paying the cost of the Patapsco Tunnel, to be constructed in the harbor of
Baltimore City between areas of the City known as Canton and Fairfield,
and Approaches thereto. The $180,000,000 par value of bonds were sold
at a net discount of 1.17%c, or a net of $177,894,000. The total interest
requirements for the Bridge and Tunnel Revenue Bonds, plus the bond
discount, indicate an average annual rate of 2.99146%.
Respectfully submitted,
Carl L. Wannen,
Comptroller.
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4,989,670.05
2,964,218.75
2,938,906.25
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38,000.00
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8,510.23
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1,526,661.14
2,343,766.89
9,468,074.00
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322 Report of the State Roads Commission of Maryland
I'lxHiHir A, Sclicdulc 1
COUNTY maintenance FUNDS
COMBINED BALANCE SHEET, JUNE 30, 1954
Assets
Liabilities
Cash With
State
Treasurer
Future
Receipts
Encumbered
FOR THE
Completion
OF Authorized
Projects
Total
Surplus
Available
FOR New
Projects, etc.
Calvert County '.
S 33,381.47
11,809 49
33,984.70
5,304 66
$ 33,381 47
f S.'i 381 47
Caroline County
11 809 49 11 809 49
Cecil County
33,984 70 33 984 70
5,304.66 5.304.66
98,576 56 98 .'i76 56
Kent County
98,576.56
4 , 227 . 33
Queen Anne's County
4,227.33
2,537.70
78,177.21
4,227 33
St. Mary's County. . . .
2,537.70
78,177.21
22,351.51
114,967.27
2,537.70
So.merset County. ...
78,177.21
Talbot County . .
$ 22,351.51
Worcester County-
114,967.27
114,967 27
Total
$360,614.88
$ 22,351.51
$382,966.39
$382,966.39
Italics indicate red figures.
COUNTY CONSTRUCTION FUNDS
COMBINED BALANCE SHEET, JUNE 30, 1954
Exhibit A, vSchedule '2
Assets
Liabilities
Cash
With
State
Treasurer
Federal
Aid
Appropria-
tions
Future
Receipts
Encum-
bered
FOR the
Comple-
tion OF
Author-
ized
Projects-
County
Funds and
Federal
Aid
Appor-
tionments
Total
Reserve
FOR Com-
pletion
OF Author-
ized
Projects
Reserve
FOR
Federal
Aid
Appropria-
tions
Surplus
Available
for New
Projects,
ETC.
Total
Allegany County
$153,126.25
24,596.44
49,915.52
22,287.42
1,193.4S
234.01
35.66
29.06
11,166.39
16,325.09
7,141,16
95,131 52
49,246.64
8,698 89
3,479.911
28,783.64
928.15
$132,450.44
26,801.27
129,724.09
39,917.50
10,580.36
$ 285,576.69
2,204.83
79,808.5?
17,630.08
9,386.88
234.01
$285,576.69
2,204 83
79,808.57
17,630.08
9,386.88
$ 285,576 69
.\nne Ardndel County
2,204 S3
B.\ltimore County. . .
79 808 57
Caroline County
$1,842,420.75
17,630 OH
Cecil County
9,386 8H
Charles County
$ 234.01
234 01
Dorchester County
35 66
1'rederick County
29.06
104,686,69
79,664 45
104^686^69
79,664.45
29.06
29 06
Harford County
93,520 30
63.339 36
7,141 Hi
l!i|l,:i!i(l 32
.■4,:!.S7 07
(i.l'.Sj 00
7,2.iO on
25,524,79
13,810,47
104,686 69
IvKNT County
79 664 45
.Montgo.mery County
Prime George's County. . . .
294,521 84
5,140 43
15,683,89
3,770,10
54,. 308. 43
14,738.62
1,842,420 75
294,521.84
5,140 43
15,683 89
3,770 10
54,308 43
14,738.62
294,521 84
QuEE.\' Anne's County
5,140 43
St. Mary's County
15 683 H')
.So.vierset County
3,770 10
Wico.viico County
54 308 43
Worcester County
14,738 62
r.vDisTRiBUTED (Appor-
tioned when realized)
$1,842,420.75
1 842 420 75
Total
$156,526.78
$1,842,420.75
$810,857.79
$2,809,805.32
$967,121.50
$1,842,420.75$ 263.07
$2,809,805.32
Italics indicate red figures.
Report of the State Roads Commission of Maryland 323
Exhibit A, Schedule 3
BONDED DEBT AND DEBT SERVICE FUNDS
COMBINED balance SHEET, JUxNE 30, 1954
Total
State Highway
Construction
Bonds —
Bonded
Debt Fund
Schedule 3a)
State Highway
Construction
Bonds —
Sinking Fund
County
Highway
Construction
Bond Fund
Refunding
AND
i.\iprove.ment
Bonds of
1941— Debt
Service Fund
ASSETS
$ 2,276,248.60
2,964,218.75
2,9.38,906.25
498,658.00
f^, 510 23
85,000,000.00
12,251,248.60
2,964,218,75
2,938,906 25
498,658.00
8,483.98
$ 25,000.00
Investments in Obligations of
THE United States — at cost:
Treasury L'i^% Bonds:
Due June 15, 1962/(i7 (par
value S3, 000,000)
Due December 1.5, 19()3/G8
(par value S3, 000. 000) . . .
Treasury bills (purchased on
discount basis) due July 1,
1954, maturity value —
.S.500,000
Debt Service Funds with Fiscal
Agent
$ 26 25
Future Tax Revenues Encum-
bered AND Port. ON of Exist-
ing Sinking Fund Reserved
FOR the Redemption of State
Highway Construction Bonds
«85,006,0O0.OO
Totai
$93,692,541.83
185,006,000.00
$8,661,515.58
$ 25,000.00
$ 26.25
LIABILITIES
M.4TURED Bonds and I.nterest
Coupons F.ayable Through
St.ate Treasurer or Fiscal
Agent
St .ate Htghway' Construction
Bonds P.ay.^ble:
Series A
Series B
Series C
Series D
Series E
Reserves:
State Highw.ay Construc-
t.on Bonds Sinking Fund.
County Highway Construc-
tion Bonds Fund
TOT.AL
$ 8,510.23
16,500,000.00
1,, 836, 000. 00
20,002,000 00
$16,500,000.00
1,836,000.00
20,002,000 00
21,66R,000 00
25.000,000 00
$ 8,483.98
8,653,031.60
$ 25,000.00
$
20 25
21.66S,00fl 00
25,000,000 00
8,6.53,031.60
25,000.00
$93,692,541.83
$85,006,000.00
$8,661,515.58
$ 25,000.00
S
26.25
324
Report of the State Roads Commission of Maryland
Exhibit A, Schedule 3a
BONDED DEBT AND DEBT SERVICE FUNDS
STATE HIGHWAY CONSTRUCTION BONDS PAYABLE, JUNE 30, 1954
Maturity Datk
Interest Rate
Series A, Dated August 1, 1949:
August 1, 1954
August 1, 1955
August I, 1956
August 1, 1957
August 1, 1958
August 1, 1959
August 1, 1960
August 1, 1961
August 1, 1962
August 1, 1963
August 1, 1964
Series B, Dated December 1, 1949;
December 1, 1954
December 1, 1955
December 1, 1956
December 1, 1957
December 1, 1958
December 1, 1959
December 1, 1960
December 1, 1961
December 1, 1962
December 1, 1963
December 1, 1964
Series C, Dated December 1, 1950:
December 1, 1954
December 1, 1955
December 1. 1956
December 1, 1957
December 1, 1958
December 1, 1959
December 1, 1960
December 1, 1961
December 1, 1962
December 1, 1963
December 1, 1964
December 1, 1965
Series D, Dated December 1,
December 1, 1954
December 1, 1955
December 1, 1956
December 1, 1957
December 1, 1958
December 1, 1959
December 1, 1960
Decen.her 1, 1961
December 1, 1962
December 1, 1963
December 1, 1964
December 1, 1965
December 1, 1966
1951:
Series E, Dated August 1, 1953:
August 1 , 1954
August 1, 1955
August 1, 1956
1957
1958
1959
1960
August 1,
August 1,
August 1,
August 1,
August 1, 1961.
August 1, 1902.
August 1, 1963.
August 1, 1964.
August 1, 1965.
August 1, 19()6.
August 1, 1967.
August 1, 1968.
Total.
1M%
1M%
1%
lVio%
1H%
1M%
1H%
1^%
iy2%
VA7c
2%
1^%
V47c
lH7c
lH%
1 %%
lH%
\y%%
\y%%
W2%
2^%
2J^%
\y%%
\y%%
\y%%
\y%%
1 %%
m%
4%
4%
4%
4%
2H%
2Ji%
2H%
2H%
•2yi%
2y2%
2H%
2J^%
2y2%
'2H%
2H%
Principal
Maturities
$1,500
1,500
1,500
1,500
1,500
1,500
1,500
1,500
1,500
1,500
1,500
,000.00
,000 00
,000.00
.000 00
,000.00
,000.00
,000,00
,000 00
,000 00
000.00
,000.00
$166,000.00
167,000.00
167,000.00
167,000 00
167,000.00
167,000.00
167,000.00
167,000 00
167,000.00
167,000.00
167,000.00
$1,666,000.00
1,666,000.00
1,667,000 00
1,667,000.00
1,667,000.00
1,667,000 00
1,667,000.00
1,667,000.00
1,667,000.00
1,667,000.00
1,667,000.00
1,667,000.00
$1,666,000 00
1,666,000.00
1,666,000.00
1,667,000.00
1,667,000.00
1,667,000 00
1,667,000.00
1,667,000.00
1,667,000 00
1,667,000.00
1,667,000.00
1,667,000.00
1,667,000.00
$1,666
1,666
1,666
1,666
1,666
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
,000.00
,000.00
,000 00
,000 00
,000.00
,000.00
,000.00
,000.00
,000.00
,000 00
,000.00
,000.00
,000.00
,000.00
,000.00
Total
$16,500,000.00
$1,836,000.00
$20, 002, 000. CHI
$21,868,000.00
$25,000,000.00
$85,006,000.00
Exhibit A, Schedule 3a— Continued
Report of the State Roads Commission of Maryland
325
Exhibit A, Schedule 3a -Concluded
Note — A summary of debt service requirements, by fiscal years, is as follows:
Fiscal Year
Ending June 30
Total
Principal
Interest
1955 . . .
$8,194,244 50
8,040,745 00
7,901,749 33
7,771,561 71
7,653,852.75
7,549,642 96
7,443,371 71
7,333.983.17
7,219.376.92
7.101,636.71
6,981,812.75
5,206,457 75
3,456.107 75
1,732.013 00
1.688.671.00
$6,664,000.00
6.665,000.00
6,666,000 00
6,667,000 00
6,667.000 00
6,668,000.00
6,668.000.00
6.668,000 00
6.668,000.00
6,668,000 00
6,668.000.00
5,001,000.00
3,334,000.00
1.667,000.00
1,667,000.00
$1 530 244 50
1956 ..
1 375 745 00
1957
1 235 749 33
1958
1 104,561 71
1959
986 852 75
1960
881 642 96
1961
775 371 71
1962
665,983 17
1963
551,376 92
1964
433,636 71
1965
313,812 75
1966
1967
1968
205,457.75
122,107.75
65 013 00
1969
21,671 00
Total
$95,275,227.01
$85,006,000.00
$10,269,227 01
Exhibit A, Schedule 4
STATEMENT OF ROADS SYSTEM AND OTHER FIXED ASSETS FOR THE
FISCAL YEAR ENDED JUNE 30, 1954
Additions
Deductions
Balance
July 1, 1953
General
CoNSTRtrc-
TION AND
Operating
Fund
Mainte-
nance Fund
Total
Balance
June 30. 1954
Roads System:
Roads
$267,590,415.68
30,009,460.06
264,524.35
$24,931,110.73
2.142,459.74
55.465.83
$24,931,110.73
2,142,459.74
55,465.83
$292,521,526.41
32 151 919 80
Bridges (Since May, 1929)
Traffic Control Facilities (Since
July, 1948)
319,990.18
Total Roads System
$297,864,400.09
$27,129,036.30
$27,129,036.30
$324,993,436.39
Dther Fixed Assets:
Lands and Buildings
$ 1,223,183.70
369,967.33
305,403.04
4,228,675.82
1,024,425 05
55,373.46
392,446 50
329,426.40
95,547.16
72,456.58
$117,332.35
19,411.46
165,906.99
$ 117,332.35
19,411.46
165,906.99
$ 2.438.35
152,653.87
1,666.16
4,228,675.82
6,942.10
1,260.00
101 342 75
$ 1,338,077.70
236,724.92
469 643 87
Office Equipment
Road Equipment
Shop, Storeroom, and Yard Equipment
17,441.10
341,371.75
277,715.15
3,535,628.48
831,027.39
33,062.44
17,441.10
341,371.75
277,715.15
3,535,628.48
831,027.39
33,062.44
1,034,924.05
395,485.21
■i<\» 8ts an
Transportation Equipment — Motor
Road Maintenance and Construction
Equipment:
Motor Vehicles
216 662 12 3 648 392 7fi
53,026.26
594.38
873,548 29
104,924.64
Total Other Fixed Assets. . . .
$ 8,096,905.04
$5,338,897.11
$5,338,897.11
$4,765,261.81
$ 8,670,540.34
Total
$305,961,305.13
$27,129,036.30
$5,338,897.11
$32,467,933.41
$4,765,261.81
$333,663,976.73
1 1 1
Notes:
This statement does not include construction work in progress at June •iO, 1954.
The balance of .$333,663,976.73 at June 30, 1954, has not been reduced by the book value of certain capital
property di.spositions in prior poriod.s not reported for record, .such book value being indetprininate.
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328
Report of the State Roads Commission of Maryland
329
Exhibit B, Schedule 1
counties and municipalities tax revenues allocation fund
statement of revenues and expenditures for the fiscal year ended
JUNE 30, 1954
Balance,
July 1,
1953
Revenues
Allocation
OF 20%
Share of
Gasoline
Tax and
Motor
Vehicle
Revenue
Funds
Total
Funds
Available
Expenditures
Payments
to
Counties
AND Munici-
palities
Transfers
to County
Mainte-
nance Funds
Trans-
fers TO
County
Construc-
tion
Funds
Total
Balance,
June 30,
1954
Counties:
Allegany
Anne Arundel. . .
Baltimore
Calvert
Caroline
Carroll
Cecil
Charles
Dorchester
Frederick
Garrett
Harford
Howard
Kent
Montgomery. . . .
Prince George's.
Queen Anne's. . .
St. Mary's
Somerset
Talbot
Washington
Wicomico
Worcester
$ 19,605.73
28,410.41
57,837.57
29,204.95
28,923.98
39,496.02
29,647.38
22,883.44
13,097.06
33,052.36
23,338.70
25,711.51
364,798.98 1
497,381.27
,020,651.47
137,698.39
321,418.8:
505,766.29
307,093.14
238,921.74
355,772.25
682,415.05
504,450.92
394,438.98
210,614.22
182,852.95
604,858.21
425,497.88
276,850.43
205,842.04
206,154.04
194,011.56
449,273.00
380,701.77
315,524.25
Total Counties.
Municipalities —
Schedule la
1351,209.11
247,519,40
$8,782,987.70
861,948.84
Total Counties
and Munici-
palities
$598,728.51
384,404,
525,791,
1,078,489,
137,698,
321,418,
534,971,
307,093
238,921,
384,696
721,911
534,098
417,322
223,711
182,852
637,910
448,836
276,850
205,842
206,154
194,011
474,984
380,701
315,524
$ 359,234.35
401,281.63
1,008,559.06
$ 90,072.24
498,161.98
$ 137,698.39
321,418.87
307,093.14
238,921.74
304,420.23
674,921.62
498,046.47
389,801.37
208,992.42
12,028.29
"i'646^25
$ 9,134,196.81
1,109,468.24
595,993.66
419,827.58
182,852.95
276,850.43
205,842.04
206,154.04
194,011.56
430,077.15
354,253.90
13,677.21
315,524.25
359,234,
491,353,
,008,559
137,698,
321,418,
499,964
307,093
238,921
316,448
674,921
499,692,
389,801
208,992
182,852
595,993
419,827,
276,850,
205,842
206,154
194,011
443,754
354,253,
315,524
$ 25,170.36
34,437.81
69,929.98
68,247.71
46,989.45
34,405.58
27,521.05
14,718.86
4ii9i6^9i
29,009.00
$6,143,571.42
804,256.96
$2,386,367.41
$119,226.88
$9,644,936.54 $10,243,665.05 $6,947,828.38 $2,386,367.41 $119,226.88 $9,453,422.67
31,230.15
26,447.87
$485,031.10
305,211.28
$790,242.38
330
Report of the State Roads Commission of Maryland
ExniKiT 15, Scliedule la
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF MUNICI-
PALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1954
MlM( IPAI.ITV
Allegany County:
Barton
Cumberland. . . .
Frostburg
Lonaeoning
Luke
Midland
Westernport. . . .
Road Miles
Munici-
palities
Total.
2.519
113 544
23 473
5.965
2.980
2.755
9.444
Balance,
July 1,
1953
Revenues
Total
Funds
Available
463.37
20,762.59
4,302.32
1,106 61
1,774 53
497.58
1,706.57
1,786.21
80,513 03
16,644.48
4,229 73
2,113 10
1,953 54
6,696.66
2,249.58
101,275.62
20,946.80
5,336.34
3,887.63
2,451.12
8,403.23
E.KPENDI-
TURES
160.680
Anne Arundel County
Annapolis
50.145
% 30,613.57 ;$113,936.75 {$ 144,550.32
$ 8,945.11 $ 35,557.37
Calvert County:
Chesapeake Beach.
North Beach
S 44,502.48 $ 33,402.39
1,682.46
76,180.54
15,768.08
4,005.99
1,774.53
1,848.45
6,319.25
Balance,
June 30,
1954
$107,579.30
567.12
25,095.08
5,178.72
1,330.35
2,113.10
602.67
2,083.98
% 36,971.02
$11,100.09
6 140 $ 1,132 68 $ 4,. 353 82 t
5 710 1,009.85 4,048.91 1
5,486.50 $ 4,121.76 $ 1,364.74
5,058.76 3,788.28 1,270.48
Total .
Caroline County:
Denton
Federalsburg. . .
Goldsboro
Greensboro. . . .
Henderson
Hillsboro
Preston
Ridgely
11.850 1$ 2,142.53
$ 8,402.73 $ 10,545.26
$ 7,910.04
$ 2,635.22
8.835
6.390
0 550
3 705
0 375
0 340
1,564 19
1,155 04
110 67
625 03
65 62
64.48
,264
,531
390
,627
265
241
82 $
09 t
00
18
91
7,829.01 .$ 5,867.44 $ 1,961.57
5,686.13 I 4,282.55
500.67
3,252.21
331.53
305.57
369.33
2.435 69
253 . 75
229.09
1,403.58
131.34
816.52
77.78
76,48
Total .
Carroll County:
Hampstead. . .
Manchester. . .
Mt. Airy
New Windsor.
Sykesville. . . .
Taney town. . .
Union Bridge.
Westminster. .
1 280 461 40
6.765 1,255.62
907 64
4,797.00
1,369.04
6,052.62
834 39
4,547.72
534 65
1,504.90
28.240 $ 5,302.05
1$ 20,024.73
1$
25,326.78
$ 18,819.96
$ 6,506.82
2 005
3 42.i
4 840
2 750
4 160
6 650
5 485
19 859
380,89 ? 1,421,72 $
632 33
880,78
511.80
757.26
1,228,90
1.014 65
3,761,95
2,428 63
3.432 00
1,950 00
2,949,82
4,715,46
3,889,37
14,081 84
1,802,61
3,060.96
4,312.78
2,461 80
3.707.08
5.944 36
4,904 02
1,348.07
2,. 306, 27
3,224,32
1,850.97
2,803.19
4,465.22
3,692.98
454.54
754.69
1,088.46
610.83
903.89
1,479.14
1,211.04
17,843.79 13,470.88 , 4,372.91
Total.
Cecil County:
Cecilton
Charlestown
Chesapeake City.
Elkton
Northeast
Perry ville
Port Deposit. . . .
Rising Sun
Total .
Charle.s County:
Indian Head. .
LaPlata
Total.
Dorchester County:
Cambridge
Eldorado
Hurlock
Secretary
Vienna
49.174 $ 9.168.56 $ 34,868.84 j$ 44,037.40 $ 33,161.90
$ 10,875.50
0 460
2 870
2 960
11 455
3 640
1.381
0,720
1.700
S2 52
541 66
556 99
1.940 16
1.326 26
248 20
141 70
.323 42
326 IK
2.035 09
2,098.91
8.122.64
2.581.09
979,26
510 55
1,205.45
408 70 i 306.40
2,576
2,655 90
10,062 80
3,907 35
1,227.46
652.25
1,528.87
1,951 97
2,012 05
7.536 60
2,365.18
919.76
499.90
1.151.69
102.30
624.78
643.85
2,526.20
1,542.17
307.70
152.35
377.18
25.186
i»
5,160.91
j$ 17.859.17
1$
23,020.08
1$ 16,743.55
$
6.276.53
2 120
5 300
1
i
542 28
1,347.55
$ 1,786 02
4.465 1)3
1
S
2,328.30
5,812.58
$ 1,788.52
4,454.59
$
539.78
1,357.99
7.420
'$
1,889.83
j$ 6.251.05
i$
8,140.88
:$ 6.243.11
$
1,897.77
26.666 $ 4.416.14 $18,908.62 $ 23,324.76 $ 17,430.47 $ 5,894.29
0.280 57.57
6 440 1.205.04
1 425 2.59 04
1 427 516.55
Tot a I
198 54
4.566 55
1.010 45
1.011 88
256.11
5,771.59
1,269.49
1,528.43
57.57
4,353.64
941.24
932.74
198.54
1,417 95
328.25
595.69
25.696.04
$
32,150.38
$ 23,715.66 $
8,434.72
Exhibit B, Schedule la Continued
Exhibit B, Schedule la Continued
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF MUNICI-
PALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1954
Municipality
Frederick County:
Brunswick
Burkittsville
Emmitsburg
Frederick
Middletown
Mt. Airy
Myersville
New Market
Thurmont
Walkersville
Woodsboro
Total
Garrett Co:ntv
Accident
Deer Park
Friendsville
Grantsville
Kitzniillerville
Loch Lynn Heights
Movintain Lake Park
Oakland
Total
Harford County
Aberdeen
Bel Air
Havre de Grace
Total
Kent County:
Betterton
Chestertown
Galena
Millington
Rock Hall
Total
Montgomery County:
Barnesville
Brookville
Chevy Chase, Section III
Chevy Chase, Section IV
Chevy Chase, Section V .
Chevy Chase View
Chevy Chase Village
Druniniond
Friendship
Gaithersburg
Garrett Park
Glen Fjcho
Kensington
Laytonsville
Martins Additions
North Chevy Chase
Oakmont
Poolesville
Rockville
Somerset
Takoma Park
Washington Grove
Total
Prince George's County
Berwyn Heights
Bladensburg
Bowie
Brentwood
Capitol Height
Cheverly
College Park . .
Coliiiar Manor
Cottage City
1,415.12
8)0 51
1,535.53
1,412.21
2,486.61
7,255.90
826.19
531.08
331
KxniHiT B, Schedule la Continued
Exhibit H, Schctlule la Concluded
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF MUNICI-
PALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1954
Municipality
Prince Georok's County- — Continued
District Heights
Eagle Harbor
Ednionston
Fairniount
Forest Heights
Glenarden
Greenbclt
Hyattsville
Landover Hills
Laurel
Morningside
Mount Rainier
North Brentwood
Riverdale
Seat Pleasant
Takoina Park
University Park
Upper Marlboro
Total
Queen Anne's County:
Barclay
Centreville
Church Hill
Queenstown
Sudlersville
Templeville
Total
St. Mary's County:
Leonardtown
Somerset County:
Crisfield
Princess Anne
Total
Talbot County:
Easton
Oxford
St. Michaels
Trappe
Total
Washington County:
Boonsboro
Clearspring
P'unkstown
Hagerstown
Hancock
Keedysville
Sharpsburg
Smithsburg
Williamsport
Total
Wicomico County:
Delmar
Fruitland
Salisbury
Total
Worcester County:
Berlin
Ocean City
Pocomoke City
Snow Hill
Total
Grand Total
Road Miles
Munici-
palities
10.243
1.785
4.643
5.346
5.167
2.503
10.348
29.255
4.204
1 1 . 830
3.996
15.026
2.232
1 1 237
7.070
10.619
8.100
2.560
225.426
0.445
7.058
0.510
1.240
0.660
0.120
10.033
12.760
4.781
17.541
22.188
3.994
6.400
1.009
33.591
4.310
2.752
3.110
110.990
2.719
2.527
5.130
3.160
6.649
141.347
5.440
4.457
57.857
67.754
8.447
9.340
1 1 . 620
8.106
37.513
1.212.674
Balance,
July 1,
1953
2,492.96
643.36
860.49
988.63
946.62
447.77
1,698.35
5,381.62
760.46
2,129.69
733.42
2,782.84
425.35
2,038.46
1,182.26
1,766.47
1,449.82
922.42
$ 40,222.97
$ 264.99
1,249.09
91.72
232.91
115.81
43.82
$ 1,998.34
466.36
$ 2,357.22
777.80
$ 3,135.02
4,075.44
1,443.92
2,320.26
532.37
S 8,371.
784.05
991 . 10
578.74
39,973.98
505.07
439.46
954.05
576.71
1,222.00
% 46,025.16
S 1,013.00
805.89
10,573.74
$ 12,392.63
1,541.80
1,595.03
1,964.40
1,507.04
$ 6,608.27
$247,519.40
Revenues
$159,847.56
315.55
5,004.76
361.64
879.27
468.00
85.09
$ 7,114.31
$ 1,503.27
$ 9,048.01
3,390.16
$ 12,438.17
15,733.31
2,832.11
4,538.19
715.47
$ 23,819.08
$ 3,056.18
1,951.42
2,205.28
78,702.01
1,928.02
1,791.87
3,637.64
2,240.73
4,714.74
$100,227.89
$ 3,857.45
3,160.42
41,025.88
$ 48,043.75
$ 5,989.69
6,622.91
8,239.64
5,747.89
$ 26,600.13
$861,948.84
Total
Funds
Available
9,756.18
1,909.09
4,152.79
4,779.43
4,610.50
2,222.63
9,036.02
26,126.08
3,741.48
10,518.23
3,566.95
13,437.64
2,008.04
10,006.52
6,195.53
9,296.31
7,193.46
2,737.70
Expendi-
tures
$ 200,070.53
580.54
6,253.85
453.36
1,112.18
583.81
128.91
9,112.65
1,969.63
$ 11,405.23
4,167.96
$ 15,573.19
19,808.75
4,276.03
6,858.45
1,247.84
$ 32,191.07
3,840.23
2,942.52
2,784.02
118,675.99
2,433.09
2,231.33
4,591.69
2,817.44
5,936.74
$ 146,253.05
4,870.45
3,966.31
51,599.62
$ 60,436.38
7,531.49
8,217.94
10,204.04
7,254.93
$ 33,208.40
$1,109,468.24
5,430.16
1,164.49
3,118.46
3,609.50
3,486 85
1,657.39
6,738.44
19,655.25
2,816.84
7,895.59
2,668.83
10,161.60
1,514.03
7,522.13
4,649.85
6,967.89
5,401.29
1,656.74
Balance,
June 30,
1954
$147,395.55
264.99
,686.25
345.60
838.34
447.82
78.23
$ 6,661.23
$ 1,508.94
$ 8,599.88
3,115.00
$ 11,714.
$ 14,914.41
2,590.43
4,154.67
532.37
$ 22,191.
2,900.68
1,768.24
2,090.60
71,770.80
1,827.94
1,686.77
3,448.64
2,126.38
4,472.54
$ 92,092.59
$ 3,667.41
2,988.41
38,798.99
$ 45,454.81
5,668.57
6,169.82
7,647.52
5,468.75
$ 24,954.66
$804,256.96
4,326.02
744.60
1,034.33
1,169.93
1,123.65
565.24
2,297.58
6,470.83
924.64
2,622.64
898.12
3,276.04
494.01
2,484.39
1,545.68
2,328.42
1,792.17
1,080.96
$ 52,674.
315.55
1,567.60
107.76
273.84
135.99
50.68
$ 2,451.42
$ 2,805.35
1,052.96
$ 3,858.31
$ 4,894.34
1,685.60
2,703.78
715.47
$ 9,999.19
939.55
1,174.28
693.42
46,905.19
605.15
544.56
1,143.05
691.06
1,464.20
$ 54,160.46
$ 1,203.04
977.90
12,800.63
$ 14,981.57
1,862.92
2,048.12
2,556.52
1,786.18
$ 8,253.74
$305,211.28
332
Report of the State Roads Commission of Maryland
333
Exhibit H, Schedule lit
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT SHOWING ALLOCATION OF 20'; SHARE OF GASOLINE TAX AND
MOTOR VEHICLE REVENUE FUNDS TO COUNTIES AND MUNICIPALITIES
FOR THE FISCAL YEAR ENDED JUNE 30, 1954
Counties
Allegany
Anne Arundel. .
Baltimore
Calvert
Caroline
Carroll
Cecil
Charles
Dorchester
Frederick
( iarrett
Harford
Howard
Kent
Montgomery. . .
Prince George's.
Queen Anne's. .
St. Mary's
Somerset
Talbot
Washington. . . .
Wicomico
Worcester
Total 12,300.042 1,212.674 13,512.716 $7,595,274.52 $2,049,662.02
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340 Report of the State Roads Commission of Maryland
Exhibit C, Schedule 1
COUNTY MAINTENANCE FUNDS
COMBINED BALANCE SHEET, JUNE 30, 1953
Cash with
State Treasurer
Calvert County
Caroline County
Cecil County
Charles County
Kent County
Queen Anne's County
St. Mary's County
Somerset County
Talbot County
Wicomico County
Worcester County
Total
% 30,784.81
24,879.10
50,807.52
21,470.91
125,834 64
6,983.80
17i.S5
47,884.02
159.37
143,599.85
80,938.42
Future Receipts
Encumbered for
THE Completion
OF Authorized
Projects
S 30,784.81
24,879.10
50,807.52
21,470.91
125,834.64
6,983.80
$174.35
47,884.02
159.37
143,599.85
80,938.42
$533,168.09
$174.35
$533,342.44
Liabilities
Surplus
Available
FOR New
Projects, Etc.
$ 30,784.81
24,879.10
50, 807. 52
21,470.91
125,834.64
6,983.80
47,884.02
159 37
143,599.85
80,938.42
$533,342.44
Italics indicate red figures.
Allegany County
Anne Arundel County. . .
Balti.more County
Caroline County
Carroll County
Cecil County
Charles County
Dorchester County
Frederick County
Garrett County
Harford County
Kent County
Montgomery County
Prince George's County,
Queen Anne'.s County. . .
Somerset County
Talbot County
Washington County
Wico.Mico County
Worcester County
Undistributed (Appor-
tioned when realized) ...
Exhibit C, Schedule 2
COUNTY CONSTRUCTION FUNDS
COMBINED BALANCE SHEET, JUNE 30, 1953
Cash with
State
Treasurer
i 67,926.18
9,273.12
42,631.52
33,662.88
9,878.72
2,904.04
11,114.67
7,608.00
18,694.45
18,048.16
52,791.14
514.93
30,414-89
74,107.63
30,947.97
3,823.33
2,352.31
123,248.53
7,285.53
7,351.82
Liabilities
Accounts
Receiv-
able
United
States
Govern-
ment
(Federal
Aid)
Totai t 27,488.92 $170,429.69
$170,429.69
Future
Receipts
Encumbered
FOR the
Completion of
Authorized
Projects —
County Funds
and Federal
Aid Apportion-
ments
Total
$147,189.57
207,086.77
35,128.18
9,878.72
12,891.70
3,459.80
7,608.00
18,694.45
18,048.16
52,791.14
14,119.42
72,083.79
96,441.39
37,207.79
8,753.07
2,352.31
" 63!412!52
23,686.19
Reserve
for Com-
pletion OF
Author-
ized
Projects
67,926.18
137,916.45
164,455.25
1,465.32
$ 12,746.89
137,916.45
164,455.25
1,465.32
9,987.66
14,574.47
13,604.49
41,668.90
170,549.02
6,259.82
4,929.74
9,987.66
14,574.47
13,604 49
41,668.90
170,549.02
6,259.82
4,929.74
$830,832.97
123,248.53
70,698.051 70,698.05
31,038.01 31,038.01
170,429.69
$1.028, 751. 58, $679, 894. 07
Reserve
FOR
Accounts
Receiv-
able
$170,429.69
Surplus
AVAII.^
ABLE
FOR New
Projects,
Etc.
Tota I.
S 55,179.29
123,248.53
$ 67,926.18
137,916.45
164,455.25
1,465.32
9,987.66
14,574.47
13,604 4!)
41,668.9(1
170,549.02
6,259.82
4,929.74
$170,429.69 $178,427.82
123,248.53
70,698.05
31,038.01
170,429.69
$1,028,751.58
Italics indicate red figures.
Report of the State Roads Commission of Maryland
341
Exhibit C, Schedule 3
BONDED DEBT AND DEBT SERVICE FUNDS
COMBINED balance SHEET, JUNE 30, 1953
Total
State
Highway
Construction
Bonds —
Bonded
Debt Fund
(Schedule 3a)
State
Highway
Construction
Bonds —
Sinking
Fund
Refunding
AND
I.mprovement
Bonds of
1941~Debt
Service
Fund
ASSETS
Cash with State Treasurer
1 641,229.33
2,964,218.75
2,938,906.25
7,566.20
$65,004,000.00
$ 641,229.33
2,964,218.75
2,938,906 25
7,539,95
Investment in Obligations of the United
States — at Cost:
Treasury 2^4% Bonds:
Due June 15, 1962/67, Par Value
$3,000,000
Due December 15, 1963/68, Par Value
$3,000,000
Debt Service Funds with Fiscal Agent
$ 26 25
Future Tax Revenues Encumbered and Por-
tion OF Existing Sinking Fund Reserved
FOR THE Redemption of State Highway
Construction Bonds
$65,004,000.00
Total
$71,555,920.53
$65,004,000.00
$ 6,551,894.28
$ 26.25
LIABILITIES
Matured and Called Bonds and Interest
Coupons Payable Through State Treasurer.
OR Fiscal Agent
$ 7,566.20
18,000,000.00
2,002,000.00
21,668,000.00
23,334,000.00
6,544,354.33
$ 7,539.95
$ 26 25
.State Highway Construction Bonds Payable:
Series A
$18,000,000.00
2,002,000.00
21,668,000,00
23,334,000,00
Series B
Series C
Series D
Reserve — State Highway Con.struction Bonds
Sinking Fund
6,544,354 33
Total
$71,555,920.53
$65,004,000.00
$ 6,551,894.28
$ 26.25
K.XHiHir (", ScluMhile 3;i
BONDED PERT AND DEBT SERVICE FUNDS
STATE HIGHWAY CONSTRUCTION BONDS PAYABLE, JUNE 30, 1953
Maturity
Series A, I).\ted Auoist 1, 1940:
AuKiist 1, 195:5
AiiKust 1, 1954
AuKUst 1, 1955
AiiKust 1, 19.")(i
AiiKust 1, 19,57
AiiKust 1, 19.58
August 1, 19.59
AuKust I, 1900
AuKU.st 1, 1901
AuKUSf 1, 190L'
August 1, 19(1:5
August 1. 1904
Series B, Dated I)e emuek 1, 1949;
DeeiMuber 1. 195:5
Decoinher 1, 1954
December 1, 1955
Deceiuber 1, 1950
December 1, 1957
December 1, 1958
December 1, 1959
December 1. 19G0
December 1, 1961
December 1. 1962
December 1. 196:5
December 1, 1904
Series C. Dated Deck-Mber
December 1, 195:5
December 1, 1954
December 1, 1955
December 1, 1956
December 1, 1957
December 1. 19.58
December 1, 1959
December 1, 1960
December 1, 1961
December 1, 1962
December 1, 196:5
December 1, 1964
December 1, 1965
19.50:
Series D, Dated Dece.\:ber 1,
December 1, 195:5
December 1, 1954
December 1, 1955
December 1, 1956
December 1, 1957
December 1, 1958
December 1, 1959
December 1, 1960
December 1, 1961
December 1, 1962
December 1, 196:5
December 1, 1964
December 1, 1965
December 1, 1966
iNTEHEhT RaTE
1 K8%
l'A%
11-2%
1%
n'io%
VA%
\A%
■2H%
■2%
1H%
1M%
lH7o
4%
Wi%
IH%
\y%%
\K%
Wa.%
I •'4%
Principal
Maturities
$1,500,
1,500
I,, 500
1,.500,
1,.500
1,.500,
1,.500,
1,.500,
1,500,
1,500,
1,500,
1,500,
000.00
000 00
000 00
000 00
000 00
000 00
000 00
000 00
000 00
000 00
000.00
000.00
$166,000 00
166,000 00
167,000 0(1
167,000 0(1
167,000 00
167,000.00
167,000.00
167,000.00
167.000 00
167,01)0 on
167,00(1 (10
167,000.00
$1,666,000.00
1,666,000.00
1,666,000 00
1,667,000 00
1,667,000 00
1,667,000 00
1,667,000 00
1,667,000 00
1,667,000.00
1,667,000 00
1,667,000.00
1,667,000.00
1,667,000.00
$1,666
1,666
1,666
1,666
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
1,667
Total
,000.00
,000.00
,000 00
,000 00
,000.00
.000 00
,000 00
,000 00
,000.00
,000 00
,000.00
,000.00
,000.00
,000.00
$ IS. 000. 000 00
2,002,000.00
21,668,000.00
23,334,000.00
Total.
$65,004,000.00
Note — A suininary of debt service requirements, by fiscal years, is as follows:
Fiscal Yeah
Ending June 30
Total
Principal
Interest
1954
$5,961,455.50
5,849,938.00
5,763,078.50
5,690,722.83
5.627,175.21
5,. 56 1,528 75
5,493,815.21
5,425,051.46
5,:553,170 42
5,278,155.42
5,202,090.21
5,123,941.25
3.390,261.25
1,681,586.25
$4,998,000.00
4,998,000 00
4.999,000 00
5,(100.000 (10
5,0(11 ,(10(1 (1(1
5.001 ,000 (10
5,001,00000
5,001,000 00
5,001,000 00
5,001,000 00
5,001,000 00
5,001,000 00
3,334,000 00
1,667,000.00
$963,455 50
851,938 00
764,078 50
(590,722.83
626,175.21
.560,528 75
492,815.21
424,051.46
:552,170 42
277,155.42
201,090 21
122,941 25
.56,261 25
14,586 25
1955
1956.
1957
1958
1959
1960
1961
1962
1963. .
1964
1965
1966
1967
Total
$71,401,970.26
$65,004,000.00
$6,397,970.26
842
Report of the State Roads Commission of Maryland
343
Exhibit C, Schedule 4
STATEMENT OF ROADS SYSTEM AND OTHER FIXED ASSETS FOR THE
FISCAL YEAR ENDED JUNE 30, 1953
Balance
July 1, 1952
Additions
Deductions
General
Construc-
tion AND
Operating
Fund
Mainte-
nance Fund
Total
Balance
June 30, 1953
Roads System:
1255,605,799.30
26,494,958.52
239,376.12
$11,984,616.38
3,581,673.37
25,580.84
$11,984,616.38
3,581,673.37
25,580.84
$267,590,415.68
$ 30,009,460.06
264,524.35
$ 67,171.83
432.61
Traffic Control Facilities (Since July,
1948)
$282,340,133.94
$15,591,870.59
$15,591,870.59
$67,604.44
$297,864,400.09
Other Fixed Assets:
S 1,210,097.57
345,040.50
262,592.65
4,228,675,82
1,007,606.76
33,410.10
378,326.81
$ 49,479.17
24,926.83
45,231.99
$ 49,479.17
24,926.83
45,231.99
$ 36,393.04
$ 1,223,183 70
369,967 33
Office Equipment
2,421.60
305 403 04
4,228,675 82
21,840.67
24,280.36
94,873.44
478,741.96
131,423.42
1,172.29
21,840.67
24,280.36
94,873.44
478,741.96
131,423.42
1,172.29
5,022.38
2,317.00
80,753.75
149,315.56
35,876.26
1,024,425 05
55,373 46
Transportation Equipment — Motor
392,446 50
Road Maintenance and Construction
329,426.40
Road Maintenance and Construction
Equipment — Other than Motor
95,547.16
71,284.29
72,456.58
$ 7,537,034.50
$871,970.13
$ 871,970.13
$312,099.59
$ 8,096,905.04
Total
$289,877,168.44
$15,591,870.59
$871,970.13
$16,463,840.72
$379,704.03
$305,961,305.13
Note — As of July 1, 1952, the Road Equipment was subdivided as between Motor Vehicles and Equipment other than
Motor Vehicles, and e.xpenditures since that date were allocated and charged accordingly. It is impracticable
to allocate the balance of $4,228,675.82 now shown in this account since June 30, 1952.
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Anne Am
Baltimore
a
1
ca
C
1
0
m o ^
0
C
C
Montgom
Prince Ge
Queen An
St. Mary'
Somerset .
Talbot . . .
o
<
a.
tJ
o
O
S
1
Exhibit D, Schedule la
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF
MUNICIPALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1953
MUXICIPALITY
Road
Miles
Munici-
palities
Balance,
July 1,
1952
Revenues
Total
Funds
Available
Expend-
itures
Balance,
June 30.
1953
Allegany County:
2.519
112.804
23.473
5.965
2.980
2.755
9.249
$ 452.72
20,182.99
4,206.88
1,080.70
1,673.90
486.58
1,667.01
S 1,500.03
67,172.78
13,977.75
3,552.05
1,774.53
1,640.56
5,507.62
$ 1,952.75
87,355.77
18,184.63
4,632.75
3,448.43
2,127.14
7,174.63
$ 1,489.38
66,593.18
13,882.31
3,526.14
1,673.90
1,629.56
5,468.06
$ 463 37
20 762 59
4 302 32
1,106 61
1 774 53
Midland
497 58
1 706 57
Total
159.745
$ 29,750.78
S 95,125.32
$124,876.10
$ 94,262.53
$ 30,613.57
Anne Arundel County:
48.385
S 8,663.22
$ 28,812.41
1 37,475.63
$ 28,530.52
$ 8.945 11
Calvert County:
Chesapeake Beach
North Beach
6.136
5.505
$ 1,126.14
992.71
$ 3,653.88
3,278.13
S 4,780.02
4,270.84
$ 3,647.34
3,260.99
$ 1.132.68
1,009.85
Total
11.641
S 2,118.85
$ 6,932.01
S 9,050.86
$ 6,908.33
S 2,142.53
Caroline County:
8.486
fi.210
.550
3.433
.375
.340
1.280
6.743
$ 1,530.59
1,121.26
105.53
615.45
62.72
43.05
444.56
1,203.66
$ 5,053.26
3,697.94
327.52
2,044.29
223.31
202.46
762.22
4,015.34
S 6,583.85
4,819.20
433.05
2,659.74
286.03
245.51
1,206.78
5,219.00
$ 5,019.66
3,664.16
322.38
2,034.71
220.41
181.03
745.38
3,963.38
$ 1 564 19
1 155 04
110 67
625 03
65 62
Hillsboro
64 48
461 40
Ridgely
1.255.62
Total
27.417
$ 5,126.82
$ 16.326.34
$ 21,453.16
$ 16.151.11
$ 5,302.05
Carroll County:
Hampstead
2.005
3.425
4.840
2.750
4.160
6.580
5.485
20.444
$ 333.21
647.52
846.05
438.92
776.87
890.73
826.66
3,611.08
% 1,193.95
2,039.53
2,882.14
1,637.59
2,477.20
3,918.27
3,266.21
12,174.03
1 1,527.16
2,687.05
3,728.19
2,076.51
3,254.07
4,809.00
4,092.87
15,785.11
$ 1.146.27
2.054.72
2,847.41
1.564.71
2,496.81
3,580.10
3,078.22
12.023.16
S 380.89
632 33
Mt. Airy
880 78
511 80
757 26
1 228 90
1 014 65
3,761 95
Total
49.689
S 8,371.04
% 29,588.92
$ 37.959.96
$ 28,791.40
$ 9,168 56
Cecil County:
.460
2.870
2.960
10.425
3.640
1.381
.720
1.700
$ 80.13
506.78
539.50
1,710.60
1,250.92
240.88
137.02
313.09
$ 274.63
1,713.45
1,767.18
6,223.93
2,173.15
824.48
429.86
1,014.94
$ 354.76
2,220.23
2,306.68
7,934.53
3,424.07
1,065.36
566.88
1,328.03
$ 272.24
1.678.57
1.749.69
5.994.37
2,097.81
817.16
425.18
1,004.61
$ 82 52
541 66
556 99
Elkton
1.940 16
1.326 26
248 20
141 70
323 42
Total
24.156
$ 4,778.92
$ 14,421.62
$ 19,200.54
$ 14.039.63
$ 5,160.91
Charles County:
Indian Head
LaPlata
2.120
5.300
$ 550.31
1,321.40
S 1.728.53
4,321.33
1 2,278 84
5.642.73
$ 1,736.56
4,295.18
$ 542.28
1,347.55
Total
7.420
$ 1,871.71
S 6,049.86
$ 7,921.57
$ 6.031.74
t 1,889.83
Dorchester County:
Cambridge
Eldorado
23.916
.280
6.497
1.425
1.427
J 4,273.02
36.21
1,092 47
253.36
495.12
1 14,241.55
166.74
3,868.85
848 56
849.75
$ 18.514.57
202.95
4,961 32
1,101.92
1,344.87
$ 14,098.43
145.38
3,756.28
842.88
828.32
$ 4,416.14
57 57
Hurlock
Secretary
1,205.04
259.0/
516 55
Total
33.545
$ 6,150.18
$ 19,975.45
$ 26,125.63
$ 19.671.29
$ 6,454.34
Frederick County:
Burkittsville
16 421
1,370
4.160
48.529
$ 2,936 21
248 90
734.78
8,437.94
$ 9,778.41
815.82
2,477.21
28,898.16
$ 12,714.62
1,064.72
3,211.99
37.336 10
$ 9,678.82
810.79
2,463.65
28,363.21
$ 3,035.80
253 93
748 34
Frederick
8,972.89
Exhibit D, ychedule la — Continued
347
Exhibit D, Schedule la Continued
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF
MUNICIPALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1953
Municipality
Road
Miles
Munici-
palities
Balance,
July 1,
1952
Revenues
Total
Funds
Available
Expend-
itures
Balance,
June 30,
1953
Frederick County: — Cont.
3.328
1.125
.180
1.095
8.468
2.905
1.775
587.82
175.82
21.01
214.57
1,385.46
510.39
339.82
1,981.76
669.92
107.19
652.05
5.042.54
1,729.88
1,056.98
2,569.58
845.74
128.20
866.62
6,428.00
2,240.27
1,396.80
1,970.94
651.27
107.47
646.80
4,843 18
1,720.57
1,074.57
598.64
Mt. Airy
194.47
20.73
219.82
1,584.82
519.70
322.23
89.356
S 15,592.72
S 53,209.92
S 68,802.64
S 52,331.27
$ 16,471.37
Garrett County:
2.056
4.050
3.575
2.795
3.490
3.631
10.515
9.562
} 341.60
734.43
642.02
486.23
623.34
621.24
1,879.39
1,708.75
S 1,224.32
2,411.70
2,128.85
1,664.37
2,078.24
2,162.19
6,261.49
5,694.00
$ 1,565.92
3,146.13
2,770.87
2,150,60
2,701.58
2,783.43
8,140.88
7,402.75
f 1,187.44
2,394.77
2,114.42
1,645.35
2,064.41
2,124.95
6,202.57
5,624.68
S 378.48
Deer Park
751.36
656.45
505.25
637.17
658,48
Mountain Lake Park
1,938.31
1,778.07
Total
39.674
$ 7,037.00
$ 23,625.16
$ 30,662.16
$ 23,358.59
$ 7,303.57
Harford County:
15.924
11.389
24.647
$ 1,819.82
3,474.22
4,332.22
S 9,482.46
6,781.95
14,676.85
$ 11,302.28
10,256.17
19,009.07
S 8,378.48
6,115.98
14,459.19
S 2,923.80
4,140.19
4,549.88
Total
51.960
S 9,626.26
S 30,941.26
$ 40,567.52
$ 28,953.65
S 11,613.87
Kent County:
1.438
5.340
.440
.823
2.035
$ 343.88
1,290.82
104.87
202.27
400.12
1 1,113.55
4,135.17
340.73
637.32
1,576.86
$ 1,457.43
5,425.99
445.60
839.59
1,975.98
$ 1,104.44
4,142.95
333.06
645.93
1,490.28
$ 352.99
1,283.04
112.54
193.66
Rock Hall
485.70
Total
10.076
S 2,341.96
$ 7,802.63
$ 10,144.59
$ 7,716.66
$ 2,427.93
Montgomery County:
.450
.200
2.223
6.205
1.620
3.310
7.213
.390
.875
4.906
3.245
1.750
6.805
.290
2.303
1.600
.518
.762
29.570
2.987
18.948
3.078
$ 86.23
45.72
382.74
1,124.66
548.77
1,136.88
1,243.13
52.53
158.46
873.79
546.78
601.11
2,379.67
66.33
427.67
262.47
176.94
128.28
4,108.97
473.77
3,123.95
544.27
$ 267.97
119.10
1,323.76
3,694.96
964.68
1,971.04
4,295.21
232.24
521.05
2,921.44
1,932.34
1,042.09
4,052.25
172.69
1,371.40
952.77
308.46
453.76
17,608.41
1,778.71
11.283.20
1,832.90
$ 354.20
164.82
1.706.50
4,819.62
1,513.45
3,107.92
5,538.34
284.77
679.51
3,795.23
2,479.12
1,643.20
6,431.92
239.02
1,799.07
1,215.24
485.40
582.04
21,717.38
2,252.48
14,407.15
2,377.17
1 274.43
121.01
1,286.05
3,684.03
931.69
1,902.70
4,216.46
203.07
534.86
2,906.21
1,864.10
1,005.29
3,953.88
179.26
1,368.61
902.33
304.58
429.38
16,265.91
1,715.83
10,914.94
1,823.91
S 79.77
43.81
Chevy Chase, Section III
Chevy Chase, Section IV
420.45
1,135.59
581.76
1,205.22
1,321.88
Drummond
81.70
144.65
889.02
615.02
Glen Echo
637.91
2,478.04
59.76
430.46
North Chevy Chase
312.91
180.82
152.66
5,451.47
536.65
3,492.21
553.26
Total
99.248
$ 18,493.12
$ 59,100.43
$ 77,593.55
S 56,788.53
$ 20,805 02
Prince George's County:
5.307
6.310
3.747
6.942
6.070
11.297
22.582
3.724
$ 964.44
1,063.02
679.80
1,245.09
1,080.62
2,149 61
3,468.00
671.71
S 3,160.23
3,757.50
2,231.28
4,133.84
3,614.57
6,727.16
13,447.18
2,217.57
$ 4,124.67
4,820.52
2,911.08
5,378.93
4,695.19
8,876.77
16,915.18
2,889.28
$ 3,159.26
3,645.16
2,229.07
4,085.43
3,565.95
6.797.46
12,763.71
2,220.98
$ 965.41
1,175.36
682.01
1,293.50
1,129.24
2,079.31
College Park
4,151.47
668.30
Exhibit D, Schedule la — Continued
348
Exhibit D, Schedule la — Concluded
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT OF REVENUES AND EXPENDITURES FOR ACCOUNT OF
MUNICIPALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1953
Municipality
Road
Miles
Munici-
palities
Balance,
July 1,
1952
Revenues
Total
Funds
.Available
Expend-
itures
Balance,
June 30,
1953
Prine George's County: — Cont.
Cottage City
2.398
8.408
1.785
4.643
5.346
5.167
2.378
9.248
29.255
4.204
11.490
3.996
15.026
2.232
11.120
6.430
9.525
7.855
2.560
$ 438.10
2,155.77
613.59
804.18
967.46
678.38
391.92
5,147.89
768.67
2,079.75
710.91
2,722.40
401.70
1,992.64
946.17
1,642.03
1,208.75
729.05
$ 1,427.97
5,006.82
1,062.94
2,764.82
3,183.44
3,076.86
1,416.06
5,507.02
17,420.82
2,503.41
6,842.09
2,379.55
8,947.72
1,329.12
6,621.76
3,828.95
5,671.97
4,677.51
1,524.44
$ 1,866.07
7,162.59
1,676.53
3,569.00
4,150.90
3,755.24
1,807.98
5,507.02
22,568.71
3,272.08
8,921.84
3,090.46
11,670.12
1,730.82
8,614.40
4,775.12
7,314.00
5,886.26
2,253.49
$ 1,438.69
4,669.63
1,033.17
2,708.51
3,162.27
2,808.62
1,360.21
3,808.67
17,187.09
2,511.62
6,792.15
2,357.04
8,887.28
1,305.47
6,575.94
3,592.86
5,547.53
4,436.44
1,331.07
$ 427.38
2,492.96
643.36
860.49
988.63
946.62
447 77
1,698.35
Hvatt.sville
5,381.62
760.46
2,129.69
733.42
2,782.84
425.35
Riverdale
2,038.46
1,182.26
1,766.47
1,449.82
922.42
Total
209.045
$ 35,721.65
$124,482.60
$160,204.25
$119,981.28
$ 40,222.97
Queen Anne's County:
.445
6.780
.510
1.240
.660
.120
1 249.96
1,045.07
90.56
218.15
110.99
41.60
$ 264.99
4,037.37
303.69
738.40
393.02
71.46
$ 514.95
5,082.44
394.25
956.55
504.01
113.06
$ 249.96
3,833.35
302.53
723.64
388.20
69.24
$ 264.99
Centreville
Church Hill
1,249.09
91.72
232.91
115.81
Templeville
43.82
Total
9.755
S 1,756.33
$ 5,808.93
$ 7,565.26
$ 5,566.92
$ 1,998.34
St. Mary's County:
2.120
$ 365.28
$ 1,501.89
$ 1,867.17
$ 1,400.81
$ 466.36
Somerset County:
Crisfield
12.760
4.226
$ 2,308.81
758.59
$ 7,598.35
2,516.51
$ 9,907.16
3,275.10
$ 7,549.94
2,497.30
$ 2,357.22
777.80
Total
16.986
J 3,067.40
$ 10,114.86
$ 13,182.26
$ 10,047.24
$ 3,135.02
Easton
Oxford
St. Michaels
Trappe
22.188
3.994
6.400
.894
$ 2,928.26
1,526.42
2,056.60
502.17
$ 13,212.56
2,378.35
3,811.08
532.37
$ 16,140.82
3,904.77
5,867.68
1,034.54
$ 12,065.38
2,460.85
3,547.42
502.17
$ 4,075.44
1,443.92
2,320.26
532.37
Total
33.476
$ 7,013.45
$ 19,934.36
$ 26,947.81
$ 18,575.82
$ 8,371.99
Washington County:
4.310
2.752
3.110
110.120
2.719
2.395
5.130
3.160
6.649
$ 745.00
858.50
569.97
37,665.68
497.46
433.17
910.20
568.63
1,204.39
$ 2,566.53
1,638.76
1,851.95
65,574.51
1,619.12
1,426.19
3,054.82
1,881.73
3,959.36
$ 3,311.53
2,497.26
2,421.92
103,240.19
2,116.58
1,859.36
3,965.02
2,450.36
5,163.75
$ 2,527.48
1,506.16
1,843.18
63,266.21
1,611.51
1,419.90
3,010.97
1,873.65
3,941.75
$ 784.05
Clearspring
991.10
578.74
39,973.98
Hancock
505.07
439.46
954.05
576.71
1,222.00
T0T\L .... ....
140.345
% 43,453.00
$ 83,572.97
$127,025.97
$ 81,000.81
$ 46,025.16
Wico.Mico County:
5.440
4.386
57.347
S 968.50
790.35
10,282.43
$ 3,239.42
2,611.79
34,149.12
$ 4,207.92
3.402.14
44,431.55
$ 3,194.92
2,596.25
33,857.81
$ 1,013.00
805.89
10,573.74
67.173
$ 12,041.28
$ 40,000.33
$ 52,041.61
$ 39,648.98
$ 12,392.63
Worcester County:
Berlin
8.398
8.621
10.610
8.106
$ 1,448.88
1,493.54
1,771.73
1,362.51
$ 5,000.86
5,133.65
6,318.07
4,826.98
$ 6,449.74
6,627.19
8,089.80
6,189.49
$ 4,907.94
5,032.16
6,125.40
4,682.45
$ 1,541.80
1,595.03
1,964.40
Snow Hill
1,507.04
Total
35.735
S 6,076.66
$ 21,279.56
$ 27,356.22
$ 20,747.95
$ 6,608,27
1,166.947
$229,417.63
$698,606.83
$928,024.46
$680,505.06
$247,519.40
349
350
Report of the State Roads Commission of Maryland
Exhibit D, Schedule lb
COUNTIES AND MUNICIPALITIES TAX REVENUES ALLOCATION FUND
STATEMENT SHOWING ALLOCATION OF 20% SHARE OF GASOLINE
TAX AND MOTOR VEHICLE REVENUE FUNDS TO COUNTIES AND
MUNICIPALITIES FOR THE FISCAL YEAR ENDED JUNE 30, 1953
Road Miles
Allocation Baser on Total
County Road Miles
Share
Counties
(Excluding
Munici-
palities)
Munici-
palities
Total
Gasoline
Ta.x
Motor
Vehicle
Revenue
Mini-
mum
Share
Adjust-
ment
Total
Counties
Munici-
palities
Counties:
Allegany
Anne Arundel ....
486.240
690.985
1,416.770
193.390
452.383
711.310
443.610
281.990
497.790
962.380
722.605
559.390
294.880
227.550
815.835
575.680
386.770
277.180
287.290
272.886
633.540
534.957
448.490
159.745
48.385
645.985
739.370
1,416.770
205.031
479.800
760.999
467.766
289.410
531.335
1,051.736
762.279
611.350
294.880
237.626
915.083
784.725
396.525
279.300
304.276
306.362
773.885
602.130
484.225
$ 296,734.36
339,630.73
650,795.63
94,181.55
220,396.73
349,566.28
214,869.14
132,940.81
244,069.73
483,116.84
350,153,97
280,824.48
135,453.35
109,153.82
420,345.09
360,464.56
182,144.26
128,296.91
139,769.40
140,727.84
355,485.45
276,589.32
222,430.04
{ 95,089.76
108,836.32
208,550.39
30,180.61
70,627.37
112,019.91
68.855.71
42,601.68
78.213.08
154,816.73
112,208 60
89,991.66
43,406 98
$7,151.47
8,185.30
15,684.55
2,269.82
5,311.69
8,424-75
4,4SS.01
60,426.32
5,882.22
11,643.39
8,438.92
6,768.04
fi 017 99
$ 384,672.65
440,281.75
843,661.47
122,092.34
285,712.41
453,161.44
279,265.84
235,968.81
316,400.59
626,290.18
453,923.65
364,048.10
184,878.32
184,012.38
544,915.73
467,289.85
236,123.62
197,867.43
181,190.97
182,433.14
460,834.83
358,557.76
288,347.42
$ 289,547.33
411,469.34
843,661.47
$ 95,125.32
28,812.41
11.641
27.417
49.689
24.156
7.420
33.545
89.356
39.674
51.960
115,160.33
6,932.01
269,386.07
423,572.52
264,844.22
229,918.95
296,425.14
573,080.26
4.30,298.49
333,106.84
184,878.32
176,209.75
485,815.30
342,807.25
2.30,314.69
196,365.54
171,076.11
162,498.78
377,261.86
318,557.43
267,067.86
16,326.34
Carroll
29,588.92
Cecil
14,421.62
Charles
Dorchester
Frederick
6,049.86
19,975.45
53,209.92
23,625.16
30,941.26
10.076
99.248
209.045
9.755
2.120
16.986
33.476
140.345
67.173
35.735
34,978. 93:39.879. 63
7,802.63
Montgomery
Prince George 's . .
Queen Anne's. . . .
St. Mary 's
Somerset
Talbot
134,701 20
115,512.70
58,369.15
41,113.33
44,790.10
45,096.93
113,916.78
88,634.41
71,278.06
10,130.56
8,687.41
4.389.79
"28,457.19
3,368.53
3,391.63
8,567.40
6,665.97
5,360.68
59,100.43
124,482.60
5,808.93
1,501.89
10,114.86
19,934.36
Washington
Wicomico
Worcester
83,572.97
40,000.33
21,279.56
T0T.\L
12,173.901
1,166.947
13,340.848
$6,128,140.29
$1,963,790.39
$8,091,930.68
$7, 393,323.851 $698, 606. 83
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5,580.00
3,940.00
4,630.00
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32,151.87
75,000.00
267,300.00
97,200,00
1,540.00
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2,850.00
1,400.00
1,830.00
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2,060.00
1,196.70
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269,000.00
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Baltimore-Washington Ex-
pressway at Jessup Road
Relocation
Birdsville to Davidsonville
Road
Ander.son's Corner Road
easterly from Millersville
Catonsville — 350' east of
Ingleside Ave. to Mont-
rose Ave.
Bridge over Gwynns Falls
Seminary Ave. and Penn-
sylvania Railroad
4.5 mi. southeast of Lyon's
Creek to Paris
Lyon's Creek — Paris Road
Boyce Mill Road
Hillsboro — Griffin Road
Nichols to Greer's cross-
road
Greer's Corner toward Hy-
son
Griffin to Md. 328
Clark's Lane Road
Hillsboro toward Grouse's
Mill Road
Avondale — Warfieldsburg
Road from Md. 31 south-
westerly toward Md. 407
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16,500.00
71,000.00
3,430.00
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Harney Road
Creagerstown toward Rocky
Ridge
Easterday Road
Repps Corner to (lood In-
tent
Water Street Road
Utica Mills to Md. 72
Loch Lynn to 1.5 mi. noith
of Gorman
Swan ton — Blooniington
Road
Md. 135, east of S wanton
to Blooniington
Flintville— Castleton Road
Susquehanna — Hall Road
Hickory southeasterly to
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Scarboro Road from Md.
440 toward Md. 136
St. Mary's Church Road
from Md. 24 to Md. 624
Clermont Mills Road from
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3 mi. north of Madonna
northeasterly toward
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High Point Road from
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Run
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west of Md.52 toward U.S.
40
Clayton Road from Md. 461
toward Md. 7
Shucks Road from Md. 136
north of Creswell toward
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Earlton Road from Md. 155
toward U. S. 40
Laijidum Road from 1 mi.
south of Lapidum toward
Md. 1.55
Rock Run Road from Md.
161 at Level toward Rock
^ Run
Streets in Havre de Grace
along Md. 7
Flasher Signals and Gate —
Belair Road and B. & 0.
R, R.
Corsina Run Road
Aldino Stepney Road
Whitaker Mill Road
Cold Spring Road
Sandy Hook Road
Madonna Road
Ridge Road
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Sinclair Bridge Road
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1 mi. engineering survey b
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414
Report of the State Roads Commission of Maryland 415
Exhibit G
MAINTENANCE FUND
STATEMENT OF EXPENDITURES FOR THE FISCAL YEARS ENDED JUNE 30,
1954 AND 1953
Maintenance Costs. Districts:
District No. 1
District No. 2
District No. 3
District No. 4
District No. 5
District No. 6
District No. 7
Tot.\.l — Schedules I and 2
Maintenance Costs, State-Wide Projects
Total
AcQCisiTioN OF Capital Properties:
Lands and buildings
Engineering equipment
Office equipment
Shop, storeroom, and yard equifjment
Snow fences and posts
Transportation — Motor vefiicles
Road Maintenance and Construction — Motor
Vehicles
Road Maintenance and Construction — Other
than Motor Vehicles
Laboratory equipment
Total
Ocean City Beach Protection
Operation and Maintenance of Patcxe.nt River
Toll Bridge:
Salaries and wages, including employee's benefits.
Materials and supplies
Payments to Toll Facilities Division — for super-
vision
Miscellaneous expenses
Total
Inventory Adjustments Applicable to Prior Periods.
Sign Permit Revenue Fund:
Salaries and wages
Traveling expenses
Passenger car operation
Miscellaneous expenses
Portion of administrative and general expenses. .
Portion of equipment service expenses
Total
Total
Fiscal Year Ended June 30
$ 586,026.15
956,675.44
940,016.94
903,078.62
1,091,608.49
701,455.54
834,908.33
$5,983,769.51
160,869.90
369,080.87
17,652.44
54,340.95
17,134.20
16,231.96
154,537.80
208,7
.72
62,912.60
13,110.64
30,813 69
2,173.80
5,000.00
5,365.28
8,306.89
1,103.97
1,059.46
37.16
1,643.44
448.67
$6,144,639.41
913,779.18
15,245 07
43,352.77
6,680.83
12,599,59
$7,122,935.19
$ 637,528.70
865,442.97
930,926 69
896,651.99
1,100,950.81
678,004.82
757,556.88
$5,867,062.86
143,700.08
352,477.88
19,781.64
62,019.10
21,124.64
24,280.36
58,540.66
447,471.83
114,200.06
486.85
27,012.96
1,332.98
5,000.00
2,754.52
6,329.49
853.89
757 74
134 25
1,140.35
45.02
,010,762.94
1,100,383.02
28,871.53
36,100.46
1,080.78
9,260.74
$7,184,297.91
Italics indicate red figures.
416
Report of the State Roads Commission of Maryland
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439
440
Report of the State Roads Commission of Maryland
Exhibit M
STATEMENT OF OPERATING EQUIPMENT EXPENSES FOR THE FISCAL YEAR
ENDED JUNE 30, 1954
Salaries
Insurance
Light, Heat, Power, and
Water
Rental of Land and Build-
ings
Telc'pliono. ToleKrapli,
and Postage
Traveling Expenses
Kuel Oil — Diesel
(lasoline
Kerosene
Lubricating Oil
Parts and Rei)airs
Shop Materials and Sup-
plies
Tires and Tubes
Miscellaneous Expenses.
Total
390,423.13
17,080.39
20,863.35
745.00
218.50
813.77
22,384.14
229,691.77
9,137.48
14,734.79
290,222.49
41,335.94
93,235.95
7,438.88
District
No. 1
$ 42,034.30
1,646.16
1,295.75
165.80
62.61
3,537.01
19,554.63
1,097.38
1,666.73
33,126.70
4,250.57
9,077.52
280.27
No. 2
I 89,550.83
3,653.64
6,327.54
445.00
235.32
8,098.53
60,710.30
2,047.69
4,017.84
97,100.52
12,386.01
27,491.47
1,543.61
No. 3
$ 47,957.89
1,888.29
1,645.95
102.80
1,380.48
22,537.55
1,096.37
1,057.19
24,638.97
4,695.49
10,223.78
674.88
ToT.^L $1,138,325.58 1117,795.43 $313,608.30 $117,899.64 $104,422.64 $197,755.47 $102,540.23 $129,566.05 $54,737.82
No. 4
$ 47,525.26
1,817.40
3,182.13
52.70
148.85
767.10
20,641.27
1,202.02
741.53
20,926.48
754.38
5,909.24
754.28
No. 5
$ 59,194.73
2,774.13
2,457.21
177.40
4,389.55
47,057.26
1,534.38
2,741.94
48,408.82
7,638.45
20,798.44
583.16
No. 6
$ 34,319.40
2,382.07
765.88
26,658.07
677.64
1,213.89
20,882.85
4,622.03
7,746.99
577.19
No. 7
$ 57,182.36
1,955.27
2,950.66
300.00
53.45
986.37
23,207.32
1,240.49
2,175.55
22,628.70
5,514.01
9,340.67
2,031.20
State
Wide
$12,658.36
963.43
309.89
33.34
2,459.22
9,325.37
241.51
1,120.12
22,509.45
1,475.00
2,647.84
994.29
Exhibit N
STATEMENT OF OPERATING EQUIPMENT EXPENSES FOR THE FISCAL YEAR
ENDED JUNE 30, 1953
Salaries
Insiirance
Light, Heat, Power, and
Water
Kental of Land and Build-
ings
Telci>hone, Telegraph,
and Postage
Traveling Expenses
Fuel Oil — Diesel
Gasoline
Kerosene
Lubricating Oil
Parts and Hcpairs
Shop Materials and Sup-
plies
Tires and Tubes
Miscellaiieo\is Expenses.
Total
344,650.64
14,123.52
19,814.39
1,159.62
41.24
701.47
27,299.86
197,380.56
8,172.13
13,182.64
254,950.02
48,427.45
96,061.69
3,918.85
District
No. 1
41,152.60
1,728.74
1,136.28
40.00
23.70
5,998.23
23,311.32
1,333.65
2,327.49
42,243.08
5,004.73
12,611.85
134.53
No. 2
No. 3
No. 4
$ 75,284.90 $ 38,893.38 $ 46,004.01
2,800.19 1,504.93 1,648.76
3.553.45
571.15
41.24
179.15
8,127.73
47,768.22
2,115.77
4,052.03
65,396.68
12,133.28
24,3,59.38
713.99
2,257.13
169.20
1,543.57
17,634.03
581.80
917.36
25,922.71
6,116.50
7,995.82
189.25
2,883.87
10.47
53.05
737.77
18,602.74
870.63
744.06
22,354.51
3,852.62
7,913.42
793.74
No. 6
$ 54,227.55
2,165.83
3,890.95
186.65
4,677.50
40,103.43
1,540.52
2,132.34
42,926.47
7,460.71
21,404.90
365.04
ToTAi $1,029,884.08 $137,046.20 $247,097.16 $103,725.68 $106,469.65 $181,081
No. 6
$ 29,628.88
2,025.42
2,895.62
168.00
891.95
23,045.13
633.97
1,038.70
17,720.95
7,296.72
8,105.58
279.70
No. 7
$ 50,183.85
1,643.63
3,033.14
370.00
17.65
1,805.45
19,637.68
918.68
1,096.79
21,246.58
5,074.22
9,154.15
684.58
State
Wide
$ 9,275.47
606.02
72.17
3,517.66
7,278.01
177.11
873.87
17,139.04
1,488,67
4,516.59
758.02
$ 93,730.62 $114,866.30 $45,866.58
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448
Report of the State Roads Commission of Maryland
449
MAINTENANCE FUND
Exhibit (2
STATEMENT OF TRAFFIC VOLUME AND TOLL INCOME OF PATUXENT RIVER
TOLL BRIDGE, BY CLASSIFICATIONS, FOR THE FISCAL YEAR
ENDED JUNE 30, 1954
Toll Rate
Traffic Volume
Toll Income
Passenger Cars and Light Commercial Veliieles:
Passenger cars, taxicabs, ambulances, etc. *
Light panel trucks, station wagons, pick-up trucks
Passenger cars, taxicabs, ambulances, etc. (commutation rate). *
Motorcycles
Passenger vehicles with one-axle trailer
Official duty vehicles
Heavy Commercial Vehicles:
Tractors and trailers (2-axles)
Busses
Tractors and semi-trailers, trucks, busses (3-axles)
Tractors and full trailers, trucks (4-axles)
Unusual vehicles, 5 or more axles, heavy equipment, etc
Total
Collections in Excess of Calculated Tolls, Etc. — net
TOTAL INCOME
($1.25
I 1.00
1.25
.50
.50
1.40
Free
1.50
1.50
2.00
2.50
3.00
8,510
35,462
1,233
4,504
25
184
2,636
4,912
108
1,187
284
17
$10,637,501
35,462.00/
1,541.25
2,252.00
12.50
257.60
7,368.00
162,00
2,374.00
710,00
51.00
59,062
$60,827.85
84.20
$60,912.05
*At September 1, 1953, the cash rate for passenger cars, taxicabs, ambulances, light panel trucks, station wagons,
pick-up trucks, etc., was established at .$1.00 and a commutation rate for such vehicles was established at $.50.
Note — The expenses of this bridge for the fiscal year ended .June 30, 1954, as shown by Exhibit G, amounted
to $43,352.77, leaving $17,559.28 available for .State Highway Construction Bonds Sinking Fund at
June 30, 1954. The net income of .'517..Jo9.28 is includefl under " Reserves" in the accompanying combined
balance sheet (Exhibit A).
450
Report of the State Roads Commission of Maryland
Exhibit K
MAINTENANrE FUND
STATEMENT OF TRAFFIC VOLU\ E AND TOLL INCOME OF PATUXENT RIVER
TOLL BRIDGE, BY CLASSIFICATIONS, FOR THE FISCAL YEAR
ENDED JUNE 30, 1953
Toll Rate
1
Traffic Volume
Toll Income
Passenger Cars and Light Commercial Vehicles:
Passenger cars, taxicabs, ambulances, etc
I.iglit panel trucks, station wagons, pick-up trucks
$1.25
1.25
.50
Free
1 ,50
1 50
2.00
2, 50
Various
32,244
4,594
29
2,182
4,081
105
927
68
4
$40,305.00
5,742.50
14.50
Heavy Commercial Vehicles:
0,121 50
Bus.scs
157.50
Tractors and semi-trailers, trucks, busses, passenger cars and
1,854.00
Tractors and trailers, passenger cars and trailers, trucks and
170.00
Unusual vehicles, .5 or uiore axles, heavy eriuipment, etc
12.00
44,234
$54,377.00
Collections in Excess of Calculated Tolls, Etc. — net
162.75
TOTAL INCOME
$54,539.75
Note— The openses of thi.s bridge for the fiscal year ended .June 30, 195:1, as shown by Exhibit G, amounted
to $.3ti, 100.40, leaving $18,439.29 available for State Highway Construction Bonds Sinking Fund at
June 30, 1953. The net income of $18,439.29 is included under " Reserves" in the accompanying combined
balance sheet (Exhibit C).
Exhibit S
GENERAL CONSTRUCTION AND OPERATING FUND
STATEMENT OF PARTICIPATION IN COSTS BY POLITICAL SUBDIVISIONS
AND OTHERS FOR THE FISCAL YEARS ENDED
JUNE 30, 1953 AND 1954
Project
Number
Descriptiox
Fiscal Year
Ended June 30
1954
A 283-2
AA 424
AA 424
A A 4C0X
B 332
B 594-2
B GlO-1
B G17X
B G42
B 054X
B 655
B 659
B 600X
Co 224
CI 326
D 224
F 510-1
F 542
M 350-3
M 488-1
M 513X
P 682X
P 729X
W 399
Wi 133-6
\Vi 272X
Payment by Western Md. R. R. in connection with construction
of approaches to bridge over Potomac River at McCoole. Md.
Partial reimbursement by County Commissioners Anne Arundel
County in connection with transportation study in Annapolis
metropolitan area
Partial reimbursement by Mayor and Council of Annapolis in
connection witli transportation study in Annapolis metropolitan
area
Partial reimbursement by Collector and Treasurer of Annapolis
in connection with widening intersection of Division Street and
West Street
Payment by Pa. R. R. Co. in connection with Francis Avenue
overpass and Sulphur Spring Road underpass
Payment by American T. & T. Co. for erecting and painting
telephone conduit system at Red House Run on Md. 7
Payment by County Commission<'rs Baltiiiinrc County for installa-
tion of a pipe culvert at intersection of York Road and Evans
Avenue in Timonium
Partial reimbursement by County Commissioners Baltimore
County for installation of traffic signal at intersection of Harford
Road and Linwood .\venue
Partial reimbursement by Bureau of Water Supply Baltimore City
in connection witli repaving of U. S. 140 from Pikesville to
Reisterstown
Partial reimbursement by County Commissioners Baltimore
Coimty for installation of semi-actuated traffic signal at inter-
section of U. S. 140 and McDonogh Lane
Partial reimbursement by Bureau of Water Supply Baltimore
City in connection witli repaving of Eastern Avenue from
Baltimore City line to Marlyn Avenue
Partial reimbursement by Pa. R. R. Co. in connection with pur-
chase of right-of-way on U. S. 1 at Winans, Md.
Partial reimbursement by Cotmty Commissioners Baltimore
County for installation of semi-actuated traffic signal at inter-
section of U. S. 40 and Johnnycake Road
Payment by Mayor and Council Federalsburg for curbs and
gutters in connection with improvement of East Central Avenue
Payment by City of Westminster for installation of sewers in
connection with resurfacing along Main Street. Washington
Road. Pennsyhania Avciuie, Liberty Street and Doyle .\venue
Payment by City of Cambridge for installation of sewer in con-
nection with imijrovement to Md. 343
Payment by City of Frederick for cost of testing materials in
connection with repaving of East .Street
Partial reimbur.sement by Mayor and Council Frederick County
for construction of curbs and gutters in connection with repav-
ing of East Patrick Street
Payment by Coimty Commissioners Montgomery County for
construction of curbs, gutters and sidewalks in connection with
improvement of Wisconsin Avenue
Partial reimbursement by City of Takoma Park in connection
with the paving of Carroll Avenue and Ethan Allen Avenue
Partial reimbursement by JNId. National Capital Park and Plan-
ning Conunission for installation of trafhc signal at intersection
of Piney Branch Road and Sligo Creek I'arkway
Payment by Mayor and Council H.\ attsvillc for installation of
traffic signals at Hamilton ."Street and ^-iStli Avenue
Partial reimbursement by County Couiuiissioners Prince George's
County for installation of semi-actuatKi traffic signal at inter-
section of Md. 5 and Colebrook Drive
Partial reimbursement by Dept. of Correction of Md. for adjust-
ments to water main between Hagerstown and Breathedsvillc
Payment by Town of Delmar for installation t>{ curbs and gutters
in connection with repaving of U. S. 13 through Delmar
Partial reimbursement by Mayor and Council Delmar for installa-
tion of semi-actuated traffic signal
Balance of funds remaining with Highway Research Board of
the National Research Council for Road Test One financed by
State Roads Commission of Maryland
Payment by Bureau of Water Supply Baltimore City for center
line painting on the Dulaney Valley Road
Total
$ 15,000.00
351,960.15
1,700.00
1,087.38
4,660.00
4,7.50.00
10,744.50
185,618.27
7,500.00
.500.00
1,(595.25
1,000.00
$ 604,715.55
1.288.01
1.288.01
783.23
612.80
349.90
1,360 35
60,138.78
150.20
10,049.27
1,748.61
5,833.42
4,338.22
211.63
9,160.22
260.88
S 98,766.44
451
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453
454
Report of the State Roads Commission of Maryland
TOLL BRIDGE FUNDS
Exhibit AA, .Schedule 1
STATE OF MARYLAND BRIDGE REVENUE BONDS (SERIES 1948) PAYABLE,
SEPTEMBER 30, 1954
M.\TURITY
Principal Amount
Interest Rate
Serial Bonds:
October 1, 1955
$;| .(i(i:<. 011(1 (1(1
i.o:i:i.O(i(i (1(1
1.064. 00(1 00
1,096,000,00
1,129,000 00
1,163,000 00
1,198,000.00
1,234,000.00
1,271,000 00
i.:«i',i.(i(io 00
i.;!4s,(i(io (10
l.:is!i.(i(io 00
1.425.000 00
18,375,000.00
2i-/';
October 1, 195()
2'/';
October 1, 1957
V'f'i
October 1, 1958
October 1, 1959
October 1, 1900
2H%
2H%
2%";
October 1, 19(il
October 1 , 19(12
October 1, 1903
2H%
3%
3%
3%
3K%
October 1, 1904
October 1, 1905
October 1 , 1900
October 1, 19(17. . .
Term Bonds:
October 1, 1972
TOTAL
$34,037,000.00
TOLL BRIDGE FUNDS
Exhibit BB
DEBT SERVICE REQUIREMENTS, BY FISCAL YEARS STATE OF MARYLAND
BRIDGE REVENUE BONDS (SERIES 1948)
Total
Interest
Principal
Fiscal Year Ending, September 30,
1955
1956
1957
S 2,018,797.50
2,023,722.50
2,028,897.50
2,034,297.50
2,039,897.50
2,045,672.50
2,048,690.00
2,051,745,00
2,054,810.00
2,057,857.50
2,060,860.00
2,061,420.00
2,055,750.00
588,000.00
588,000.00
588,000.00
588,000.00
18,963,000.00
$ 1,015,797.50
990,722.50
964,897.50
938,297.50
910,897.50
882,672.50
850,690 00
% 1,003,000.00
1,033,000.00
1 064 000 00
1958
1959
1960
1961
1.096,000.00
1,129,000.00
1,163,000.00
1 198 000 00
1962
817,745 00 i i ',234,000 00
1963
783,810 00 i 1,271,000 00
1964
748 857 50 ' 1,309 000 00
1965
712,860 00 1 348 000 00
1966
1967
1968
672,420.00
630,7.50 (JO
.588,000 00
588,000 00
588.000 00
588,000 00
588,000.00
1,389,000.00
1,425,000.00
1969
1970
1971
1 972
18,375,000.00
TOTAL
147,897,417.50
$13,860,417.50
$34,037,000.00
Note: The annual amount required to amortize all outstanding bonds in accordance with the principle of level debt
service was ■S-'.488.000.00 at October 1, 1954.
Report of the State Roads Commission of Maryland
455
Exhibit CC
TOLL BRIDGE FUNDS
STATEMENT SHOWING CHANGES DURING THE FISCAL YEAR ENDED
SEPTEMBER 30, 1954, IN RESERVES CREATED UNDER ARTICLE V OF
TRUST AGREEMENT DATED OCTOBER 1, 1948
Revenue
Projects
General Fund
Operations
Reserve Fund
Revenue Projects
Interest and Sinking Fund
Bond Service
Account
Reserve
Account
Redemption
Account
BALANCE, October 1, 1953
S 79,156.81
$ 593,447.72
$ 597,557.52
$2,954,702.13
$ 765.095.42
Additions:
Income — Exhibit DD — Toll income based
on toll transactions and other related
S7,440,GSG.31
$ 9,886.92
228.00
2,158.65
679.323.40
$ 72.043.55
Cash transfers from Revenue Projects
$1,962,390.90
$4,154,344.39
203,102.13
$7,440,686.31
% 691,596.97
$1,962,390.90
$ 72,043.55
$4,357,446.52
TOTAL
17,519,843.12
$1,285,044.69
$2,559,948.42
$3,026,745.68
$5,122,541.94
Deductions:
Expenses — Exhibit DD:
Operating, maintenance, insurance, and
purchase of capital properties
Administrative and general expenses — net.
Interest on Bridge Revenue Bonds
(Series 1948):
Due \pril 1 19.5-1
$ 552,092.74
117,516.82
$ 294,418.31
38,436.41
$ 586,649.75
562,025.75
Due October 1 19.54
Call of Bridge Revenue Bonds (Series 1948)
due October 1. 1972
$4,161,000.00
Premium on call of Bridge Revenue Bonds
(Series 1948) due October 1, 1972
116,952.60
Redemption of Bridge Revenue Bonds
(Series 1948) due October 1, 1954
974,000.00
Cash transfer to:
Operations Reserve Fund:
Annual Statement requirements for the
fiscal year ended September 30, 1954.
Unexpended balance of Annual Budget
for the fiscal year ended Septem-
ber 30 19,54
515,000.00
164,323.40
1,962,390.90
4,154,344.39
Revenue Projects Interest and Sinking
Fund:
Redemption Account
$ 203,102.13
17.465.668.25
$ 332,854.72
$2,122,675.50
$ 203.102.13
$4,277,952.60
BALANCE, September 30, 1954
S 54.174.87
$ 952,189.97
$ 437,272.92
$2,823,643.55
S 844.589.34
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469
460
Report of the State Roads Commission of Maryland
TOLL BRIDGE FUNDS
Exhibit EE, Schedule 1
STATE OF MARYLAND BRIDGE REVENUE BONDS (SERIES 1948) PAYABLE,
SEPTEMBER 30, 1953
Maturity
Serial Bonds:
October 1. 1954.
October 1, 1955.
October 1. 195()
October 1, 1957.
October 1, 195S.
October 1. 1959.
October 1, 19fi0.
October 1, 19G1 .
October 1, 1902.
October 1, 1963.
October 1, 1964.
October 1, 1965.
October 1, 1966.
October 1, 1967.
Term Bonds:
October 1, 1972.
TOTAL.
Principal Amount
Intebbst Rate
* 974,000 00
2^%
1,00:5,000. 00
2^%
1,033,000 00
2H%
1,064,000.00
IV-f/,,
1,090,000.00
1Vi%
1,129,000.00
iy2%
1,163,000.00
2Ji%
1,198,000 00
2Ji%
1,234,000.00
2?i%
1,271,000.00
Wi%
1,, 309, 000. 00
2*A%
1,348,000.00
3%
1,389,000.00
3%
1,425,000.00
3%
22,536,000.00
3>^%
$39,172,000.00
Report of the State Roads Commission of Maryland
461
Exhibit FF
TOLL BRIDGE FUNDS
statement showing changes during the fiscal year ended
september 30, 1953. in reserves created under article v of
trust agreement dated october 1, 1948
Revenue
Projects
General Fund
Operations
Reserve Fund
Revenue Projects
Interest and Sinking Fund
Bond Service
Account
Reserve
Account
Redemption
Account
BALANCE October 1 195'
$ 88,976.00
$ 224,895.48
$ 614,025.49
$2,614,269.00
Additions:
Income — Kxliibit GG — Toll income based
on toll transactions and other related
17,186,327,92
$ 69,462.97
$ 400.00
500,530.45
Cash transfers from Revenue Projects
$2,217,451.53
270,970.16
$3,737,725.42
Total Additions
$7,186,327.92
$ 500,930.45
$2,217,451.53
$ 340,433.13
$3,737,725.42
TOTAL
$7,275,303.92
$ 725,825.93
$2,831,477.02
$2,954,702.13
$3,737,725.42
Deductions:
Expenses — Exhibit GG:
Operating, maintenance, insurance, and
purchase of capital properties
Administrative and general expenses — net .
Interest on Bridge Revenue Bonds
(Series 1948^:
Due April 1 1953
$ 353,629 30
115,840 25
$ 118,892.55
13,485.66
$ 647,063.75
640,855.75
Due October 1, 1953
Call of Bridge Revenue Bonds (Series 1948)
due October 1 1972
2,889,000.00
Premium on call of Bridge Revenue Bonds
(Series 1948) due October 1, 1972
83,630.00
Redemption of Bridge Revenue Bonds
(Series 19481 due October 1 1953
946,000.00
Cash transfers to:
Operation Reserve Fund:
Annual Statement requirements for the
fiscal year ended September 30, 1953 .
Unexpended balance of Annual Budget
for the fiscal year ended Septem-
ber 30 1953
441,000.00
59,530.45
2,217,451.53
270,970.16
3,737,725.42
Revenue Projects Interest and Sinking
Fund:
Redemption Account
$7,196,147.11
$ 132,378.21
$2,233,919.50
$2,972,630.00
BALANCE, September 30, 1953
$ 79,156.81
$ 593,447.72
$ 597,557.52
$2,954,702.13
$ 765,095.42
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464
Report of the State Roads Commission of Maryland
Exhibit J 111
TOLL BRIDGE FUNDS
statement showing deposits and withdrawals, CHESAPEAKE BAY
BRIDGE CONSTRUCTION FUND, BY PERIODS, FRO\I OCTOBER 1, 194S, TO
SEPTEMBER 30, 1954
October 1, 1948,
to Sppteniber
30, 1952
Fiscal Year Ended September 30
October 1, 1948,
to Soiiteinber
1953
1954
30, 1954
Deposits:
Proceeds from sale of Bridso Reventie Bonds
(Series 1948) dated October 1, 1948:
$37,500,000 par value sold October 27, 1948. . .
1 :i7,.')(i(),o()(i.oo
6,579,500.00
$ 37,500,000 (10
S6.42.5,000 liar value sold November 1, 1949,
6,579,500.00
TOTAL
S 44,079,500 00
362,384.34
$ 44,079,500 00
Less jjortion applied toward redemption of
Bridge Revenue Refunding Bonds (Series
1941)
362,384.34
$ 43,717,115.66
105,146,388.92
1,241,857.28
130,983.64
79,052.57
$ 43,717,115.66
Proceeds from sale or redemption of investment
securities — United States Treasury obliga-
$ 3,000,000.00
127,800.00
108,146,388.92
Interest on United States Treasury obligations:
1,369,657.28
130,983.64
15,379.90
5,970.00
100,402.47
TOTAL DEPOSITS
$150,315,398.07
$ 3,143,179.90
$ 5,970.00
$153,464,547.97
Withdrawals:
For account of construction:
Expenditures:
Preliminary expense, including legal fees
$ 213,509.50
79,708.76
2,307,143.03
179,472.72
81,536.17
18,287,961.121
18,415,131.76)
335,794.33
« 607.88
5,262.20
53,300.24
11,292.05
71,816.70
$ 214,117.38
Lands and rights-of-way
946.75
319,467.51
2,400.94
5,356.55
85,917.71
2,679,910.78
Legal and administrative
Other
Construction work:
193,165.71
158,709.42
Completed:
Substructure, etc
4,002,924.12
420,000.67
41,126,017.67
335,794.33
TOTAL
$ 39,900,257.39
$ 4,145,203.19
$ 748,172.42
$44,793,633.00
Adjustment to withdrawals basis — Proceeds
from sale of unused materials, and miscel-
laneous receipts applied in reduction of
expenditures for construction work
$ 79,052.57
$ 15,379.90
$ 5,970.00
$ 100,402.47
Withdrawals for Account of Construction
Purchase of investment securities — United States
$ 39,979,309.96
108,164,271.40
130,983.64
$ 4,160,583.09
$ 754,142.42
$ 44,894,035.47
108,164,271.40
Accrued interest on United States Treasury
130,983.64
TOTAL WITHDRAWALS
$148,274,565.00
$ 4,160,583.09
$ 754,142.42
$153,189,290.51
Excess of Deposits Over Withdrawals (Excess of
^ Withdrawals in italics)
$ 2,040,833.07
S 1,017,403.19
2,040,833.07
748,nZ42
1,023,429.88
275,257.46
2,040,833.07
3,000,000.00
1,023,429.88
275,257.46
275,257.46
Investment in United States Treasury obligations —
Total Cash and Investments at End of Period
$ 5,040,833.07
$ 1,023,429.88
$ 275,257.46
$ 275,257.46
Report of the State Roads Commission of Maryland 465
TOLL BRIDGE FUNDS
Exhibit II
statement of traffic volume and toll income, by toll bridges
AND classifications, FOR THE FISCAL YEARS ENDED
SEPTEMBER 30, 1954 AND 1953
Susquehanna River Toll Bridge:
Passenger cars, etc
Busses on Schedule Run (commuta-
tion rate)
Passenger cars, etc. (commutation rate)
Passenger cars, etc. (commutation rate)
2-Axle vehicles
3-Axle vehicles
4-Axle vehicles
2-Axle vehicles (commutation rate) . . .
3-Axle vehicles (commutation rate) . . .
4-Axle vehicles (commutation rate) . . .
Unusual vehicles
Official duty vehicles
TOTAL
Potomac River Toll Bridge:
Passenger cars, etc
Passenger ears, etc. (commutation rate)
Passenger car trailers
Motorcycles
Trucks, imder 2-ton capacity
Trucks, 2 to 5 tons capacity
Trucks, over 5 ton capacity and busses .
Tractor-Trailer units, 4 axles
Unusual vehicles
Official duty vehicles
Pedestrians and passengers in vehicles
(discontinued 4/1/53)
TOTAL
Ches.\peake Bay Toll Bridge:
Passenger cars, etc
Passengers in vehicles
Passenger cars, etc. (commutation rate)
Passenger cars, etc. fcommutation rate)
Passengers in vehicles (commutation
rate)
Busses on schedule runs
2-Axle vehicles
3-Axle vehicles
4-Axle vehicles
o-Axle vehicles
Passenger car with 1-axle trailer
Motorcycles
Unusual vehicles
Official duty vehicles
TOTAL
Fiscal Year Ended September 30
Toll
Rate
1954
1953
Traffic Volume
Toll Income
Traffic Volume
Toll Income
S.20
5,481,380
11,096.276.00
5,461,980
$1,092,396.00
.15
4,841
726.15
24,349
3,652.35
.01
151,695
1,114,502
1,516.95
33,435.06
.03
1,262,042
37,861.26
.25
219,275
54,818.75
217,100
54,275.00
.40
313,721
125,488.40
320,631
128,252.40
.40
503,747
201,498.80
455,617
182,246.80
.20
83,767
16,753.40
69,062
13,812.40
.30
177,895
53,368.50
225,629
67,688.70
.30
326,567
07,970.10
304,129
91,238.70
Various
6,317
13,771.55
5,845
7,610.00
Free
25,642
21,838
8,409,349
11,695,623.66
8,368,222
$1,679,033.61
SI.OO
1,685,500
Jl, 685, 500. 00
1,654,436
$1,640,461.25*
.50
6,569
3,284.50
373
186.50
.40
19,685
7,874.00
15,776
6,310.40
.40
1,964
785.60
1,814
725.60
1.00
49,215
49,215.00
.54,026
54,026.00
1.25
26,265
32,831.25
24,080
30,100.00
1.50
31,956
47,934.00
37,494
56,241.00
2.50
36,389
90,972.50
31,836
79,590.00
Various
396
1,584.95
337
1,298.90
Free
5,080
2,594
16,303
.15
2,445.45
1,863,019
$1,919,981.80
1,839,069
$1,871,385.10
SI. 40
1,753,027
$2,454,237.80
1,671,212
$2,339,696.80
.25
2,744,504
686,126.00
2,744,765
686,191.25
.70
27.570
19,299.00
29,597
20,717.90
..35
12,939
19,446
4 528 65
.10
1,944.60
18,230
1,823.00
1.50
8,978
13,467.00
8,477
12,715.50
2.25
73,093
164,459.25
67,400
151,650.00
3.50
68,014
238,049.00
67,132
234,962.00
4.50
45,540
204,930.00
35,616
160,272.00
5.00
1,102
5,510.00
646
3,230.00
2.10
12,218
25,657.80
9,911
20,813.10
1.00
808
808.00
914
914.00
5.00
343
1,715.00
225
1,125.00
Free
28,186
27,947
4,795,768
$3,820,732.10
4,682,072
$3,634,110.55
*Rate adjusted at April 1, 1953 on passenger vehicles and passengers. A rate of $1.00 per passenger vehicle
became effective, replacing a sliding scale of charges starting with a basis rate of 75c per car, and driver, with
;i 15c additional charge for each extra passenger up to four.
466
Report of the State Roads Commission of Maryland
CHESAPEAKE BAY FERRY SYSTEM FUND
Exhibit AAA
BALANCE SHEET, MAY 31, 1954 AND 1953
May 31, 1954
May 31. 1953
assI':ts
Cash:
« 681,133.98
3,620.00
6,244.14
290.00
$ 602,572.56
14,098.09
11,609.25
3,283,374.74
$ 2H 403 69
Petty Cash and Chancre Funds
Inventories of Materials and Supplies
400 00
17,448.62
10,408.22
5,210,152 04
TOTAI
S 3,961,654.64
S 5,266,812.57
I.IABII.ITIIOS
Toll Tickets sold foi' fiitiiic use
Insurance claims deferred
Reserve:
$ 9,484.90
11,609.25
691,288.12
3,283 374.74
3i,WS.37
$ 9,651.15
10,408.22
Proceeds frotu Sale of Office and Toll Booth K(|uii)-
Proceeds from Sale of Repair Parts:
Previouslv expensed $4 991) 15
IVom iiivontorv 1,2-17.99
Total
5,210,152.04
Earned Surplus (doficit in italics)
36,601.16
TOTAL
S 3,961,654.64
{ 5,266,812.57
EXHIHIT HBB
CHESAPEAKE BAY FERRY SYSTEM FUND
STATEMENT OF CASH RECEIPTS AND DISBURSEMENTS
FOR THE FISCAL YEAR ENDED MAY 31, 1954
Cash Balance, June 1, 1953 S 28,803.69
Receipts:
Sale of vessels I 681 , 133.98
Sale of spare parts, e<iuipment, and supplies 10,154. 14
Share of telephone use 38.42
Received from insurance companies — recovery of damage claims. 1,761.00
Refund of insurance premiums 706.76
Reimbursement of expenses incurred for purchasers of M. S.
".John M. Dennis" 628.73
Miscellaneous refvmds 141.15
Total receipts 694, .564. 18
TOTAL $ 723,367.87
DiSllUKSK.MENTs:
General expense $ 43,201.11
Maintenance and repair expense 26,236.53
Total general, maintenance and repair expense $ 69,437.64
Capital properties acquired 1 , 191 .42
Refunds and rebates 166.25
Total disbursements 70,795.31
Cash Balance, May 31, 1954 S 652,572.56
Report of the State Roads Commission of Maryland 467
Exhibit CCC!
CHESAPEAKE BAY FERRY SYSTEM FUND
STATEMENT OF CASH RECEIPTS AND DISBURSFMENTS
FOR THE FISCAL YEAR ENDED MAY 31,1953
Cash Balance, June 1, 1952 $ 418,837.75
Receipts:
Toll receipts:
Cash
Collection of Accounts Receivable
Tickets sold
Total cash incident to tolls.
Less — Refunds and rebates. . .
Net cash from tolls
Share of telephone use
Concessions
Received from insurance conii)anies — recovery of damage claims .
Three per cent federal tax on cost of transportation of personal
property
Tolls received — applicable to Toll Bridges
Sale of food
Refund of insurance premiums
Miscelhinrous refunds
JMiscellancous
Total receipts 587,645.22
$ 431
,592
.09
69
,071
.83
4
,842
.30
$ 505,506.22
3
,573
,46
$ 501
,932
.76
245
03
32
,441
31
36
,974,
20
10,048.94
83.45
1
,720.59
3
,,568
97
589.
96
40.01
Total general, operating, and maintenance and repair expense. .
Less — Withdrawals of materials, supplies, and foodstuffs from
stock
Remainder
Capital Properties acquired
Three per cent federal tax — cost of transportation of personal
property
Remitted to Toll Biidge accounts
Purchases of materials, supplies, and foodstuffs, placed in stock . .
Paid to State Roads Commission for use of Construction Fund,
incident to Chesapeake Bay Ferry System Improvement
Bonds redemption
Guaranty deposits refunded . . .
Total disbursements I 977,679.28
1 361,394.50
281,508.60
86,598.60
$ 729,501.70
35,946.01
% 693,555.69
267.51
14,019.05
83.45
38,974.58
224,279.00
6,. 500 00
TOTAL $ 1,006,482.97
Disbursements:
General expense
Operating expense
Maintenance and repair expense
Cash Balance, May 31, 1953 $ 28,803.69
468
Report of the State Roads Commission of Maryland
CHESAPEAKE BAY FERRY SYSTEM FUND
Exhibit DDD
STATEMENT OF PASSENGERS AND VEHICLES TRANSPORTED BY FERRIES,
BY TOLL CLASSIFICATIONS, FOR THE FISCAL YEAR
ENDED MAY 31, 1953
Toll
Rate
Fiscal Year Ended
May 31, 1953
Tkafkic
Volume
Toll
Income
Sandy Point-Matapeake:
Passengers (adults) one-way trip
Passengers (children 0 to 12 years) one-way trip
Automobiles, including driver, over 11-4 inch wlieel base, one-
way trip
Automobiles, including driver, 114 inch wheel base or less,
one-way trip
Trucks and busses, including driver, (other than busses operat-
ing on regvilar-run franchise) :
Length 20 feet or less, single trip
Length 20 feet and not more than 25 feet, single trip
Lengtli over 25 feet and not more tlian 30 feet, single trip
Length over 30 feet and not more than 35 feet, single trip. . . .
Length over 35 feet and not more than 40 feet, single trip. . . .
Motorcycles, and motorcycles with side-car, including driver,
single trip
Busses, operating on regular-run franchise, including driver,
but not including passengers, single trip
Unusual vehicles
Official Duty, Etc.:
Passengers
Vehicles
TOTAL
Romancoke-Cl.aiborne:
Passengers (adults), one-way trip
Passengers (children G to 12 years), one-way trip
Automobiles, including driver, over 114 inch wheel base, one-
way trip
Automobiles, including driver, 114 inch wheel base or less,
one-way trip
Trucks and busses, including driver, (other than busses operat-
ing on regular-run franchise) :
Length 20 feet or less, single trip
Length 20 feet and not more than 25 feet, single trip
Length over 25 feet and not more than 30 feet, single trip. .
Length over 30 feet and not more than 35 feet, single trip. .
Length over 35 feet and not more than 40 feet, single trip. .
Motorcycles, and motorcycles with side-car, including driver,
single trip
Official Duty, Etc.:
Passengers
Vehicles
TOTAL
GROSS TOTAL
Transportation Tax (included in above rates)
Refunds and Abatements
NET REVENUE FROM TOLLS
$ .25
.10
1.54
1.28
2.06
2.57
3.60
4.12
4.63
1.03
1.54
Various
Free
Free
1.03
1.03
1.28
1.55
2.06
2.31
2.58
.51
Free
Free
349,374
27,041
151,278
40,523
2,305
9,585
1,875
3,163
8,980
234
2,073
324
8,931
7,188
$ 87,343.50
2,704.10
232,968.12
51,869.44
4,748.30
24,633.45
6,750.00
13,031.56
41,577.40
241.02
3,192.42
1,694.30
612,874
$ 470,753.61
7,613
830
51
316
387
1,067
1,903.25
83.00
65.28
489.80
18.54
16.17
12.90
3.06
15,359
7.812.04
628,233
$ 478,565.65
10,119.50
3,122.76
S 465,323.39
Ferry service on Sandy Point-Matapeake route was discontinued on July 30, 1952.
Ferry service on Romanoke-Claiborne route was discontinued on December 31, 1952.
The toll income shown in this statement is on the accrual basis rather than on the basis of ca.sh receipts.
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