the pre-pandemic 26.2 minutes, average speed for the trip 46 mph vs.
MDOT’s own data shows the travel times in 2045 for southbound I-270 morning trips from I-370 to destinations such as River Road, Clara Barton Parkway and George Washington Parkway will be 40% to 50% faster for the no build alternative than the former travel times for pre-pandemic trips.įor example, the trip from I-370 to River Road on the Beltway will take half the time it took pre-pandemic (13 minutes vs. The Maryland Department of Transportation refuses to acknowledge that its new traffic management system (called the I-270 Innovative Congestion Management Project) currently being implemented on I-270, will address many of the traffic issues on I-270 over the next 25 years without new construction.It leaves you wondering if the whole approach to this project is the classic foot-in-the-door strategy, start building anything so it leaves no way to stop the next step. It is a lesson in the perils of politics dominating transportation imperatives, where decisions are made first and planning is left to clean up the mess. Sadly, my prediction has been validated with the final report on this new revised version of the toll lane plan – the Supplemental Draft Environmental Impact Statement. In Maryland Matters in July, I predicted that change would create a “chokepoint” on the Beltway between the spurs that would further weaken an already dismal toll lane project. MDOT now calls this the “preferred alternative.” The proposed toll lanes on the Beltway would end between the two I-270 spurs – going from five to three lanes – a formula for gridlock. The Maryland Department of Transportation in May announced that it would change its proposed plan for construction of toll lanes on Interstate 495 and I-270 by deferring from immediate action (but not permanently) 30 miles of toll lanes on I-495 – from the eastern I-270 spur to the MD5 highway interchange. Maryland Department of Transportation State Highway Administration I-495 & I-270 P3 Office map.
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