Context Sensitive Solutions for the Maryland Historic National Road Scenic Byway

Prepared for: The Maryland State Highway Administration 707 N. Calvert Street Baltimore, MD 21202

Prepared by: Lardner/Klein Landscape Architects, P.C. 814 King Street, 4th Floor Alexandria, VA 22314

Jim Klein, ASLA / 703-739-0972 [email protected]

in association with Oldham Historic Properties, Inc. Sally Oldham / 443-482-9365 [email protected]

Project Manager: Mr. Terence Maxwell, Scenic Byways Coordinator, Maryland SHA / 410-545-8637 [email protected] Mr. Terence Maxwell, Scenic Byways Coordinator, Maryland SHA Mr. Charles Adams, Director, Office of Environmental Design, Maryland SHA

Mr. Dennis Adams, National Scenic Byways Program, Federal Highway Administation, Acknowledgments Mr. Joe Adkins, Frederick City Historic District Commission Mr. Jim Brown, ARME, District 7, Frederick Shop, Maryland SHA Ms. Liz Buxton,Cultural Resources, Project Planning Division, Maryland SHA, Maryland Mr. David Coyne, District 7, Maintenance, Maryland SHA, Mr. Fred Crozier, District Engineer, Maryland SHA Historic National Mr. Tim Davis,TSP Planner, City of Frederick Mr. Jack Dillon, The Valleys Planning Council, Inc. Road Context Ms. Carol Ebright, Archeologist, Maryland SHA Mr. John Feiseler, Executive Director, Frederick County Tourism Council Ms. Brigitte Fessender, Baltimore City Commission for Historical and Sensitive Architectural Preservation Mr. Mark Flack, District 7, Construction, Maryland SHA Solutions Mr. George Frankenberry, Jr., ADE, District 6, Maintenance, Maryland SHA Mr. Mike Galvin, Forest Division, Maryland Department of Natural Resources Mr. Dennis German, Chief, Community Design Division, Maryland SHA, Committee Ms. Jenifer German, Baltimore County Office of Planning Mr. Ed Gorski, Chief, Frederick County Comprehensive Planning Thank you to the following Mr. Larry Gredlein, Engineering Access Permits Division, Maryland SHA Mr. Don Halligan, Transportation and Land Use Planning Manager, MDOT people for their thoughtful Mr. Robert Healy, Office of Bridge Development, Maryland SHA advice and participation Mr. Thomas Heimiller, Office of Real Estate, Maryland SHA in the development of this Ms. JoAnn Holback, Md. Department of Housing and Community Development guidebook. Special thanks Ms. Ann Jones, The Valleys Planning Council, Inc. to Mr. Charles Adams Mr. K.C. Keith, District 6, Traffic, Maryland SHA Ms. Joyce Kimble,Landscape Architect, Whitney, Bailey, Cox and Magnani for his overall vision and Ms. Vicki Koch, Westmar Tours support for the preservation, Ms. Kathleen Kotarba, Baltimore City Commission for Historical and maintenance and Architectural Preservation Mr. Vaughn Lewis, Regional Planner, Maryland SHA enhancement of Maryland’s Mr. Larry Logan, Town Manager, Town of Hancock Historic National Road and Ms. Kathy McKenney, Cumberland Historic Preservation Commission Mr. Patrick Minnick, District 7, Right-of-Way, Maryland SHA to Mr. Fred Crozier, District Mr. John Nelson, Garrett County, Planning and Zoning Engineer and Mr. K.C. Keith, Mr. William Park, Sr. ADE, District 6, Project Development, Maryland SHA Traffic Engineer in District Mr. Tony Pellegrino, Frederick County Department of Public Works Mr. Mel Poole, National Park Service, Catoctin Mountain Park 6 for their on the ground Ms. Cindi Ptak, Maryland National Road Byway Manager, Maryland knowledge and contributions Department of Planning Mr. Robert Quilter, Baltimore City, Department of Planning on behalf of Maryland’s Mr. Nasser Rahimi, Highway Design Section, Baltimore City DOT Historic National Road. Mr. Dan Rogers, Frederick County Office of Transportation Engineering Ms. Cheryl Schreiber, Office of Traffic and Safety, Maryland SHA Ms. April Stitt, District 7 Traffic, Maryland SHA Mr. Ed Strocko, Maryland Department of Transportation Ms. Diane Szekely, Landscape Architect, Streetscapes, Inc. Mr. W. James Torrington, Permits and Inspections, Garrett County Planning and Zoning Mr. Dan Uebersax, Landscape Architecture Division, Maryland SHA Mr. Bowden Ward, Assistant Division Chief, Engineering Access Permits Division, Maryland SHA Mr. David Wasmund, Citizens Advisory Group, Maryland National Road Association Ms. Wendy Wolcott, District 4, Engineering Systems Design, Maryland SHA Mr. J. Theodore Wolford, Director, Washington County Highway Department Table of Contents

Introduction ...... 1 Determining Appropriate Treatments for Work along the Historic National Road ...... 2 Identification of Character-defining Features ...... 2 Preservation of Character-defining Features ...... 2 Maintenance of Character-defining Features ...... 2 Enhancing the Byway to Support Its Special Character ...... 2 Significance of the Historic National Road ...... 3 The Purpose of These Guidelines ...... 4 Using an Appropriate Design Process ...... 5 Safety ...... 6 Maintaining the Continuity of the Historic National Road Travel Experience ...... 6 Design Speed Versus Operational and Posted Speed ...... 8 Transforming a Rural Highway into a Village Street ...... 8 Rural Crossroads and Intersections ...... 12 Alignment and Geometry ...... 14 Roadside Barriers ...... 15 Grading and Drainage ...... 16 Soil Bio-Engineering ...... 16 Retaining Walls ...... 17 Roadside Drainage ...... 17 Stormwater Runoff Management ...... 18 Traffic Control Devices ...... 19 Sign Backs and Post Supports ...... 19 Traffic Control Hardware ...... 19 Utilities...... 20 Landscape ...... 22 General Suggestions ...... 22 Special Situations ...... 23 Maintenance Implications ...... 24 Bridges and Small Structures ...... 25 Maintaining the Character of Bridges Along the Historic National Road ...... 28 Signs ...... 33 Sign Backs and Posts ...... 34 Route Identification ...... 35 Feature Trailblazer Signs/Rural TODS ...... 35 Billboards ...... 35 Lighting ...... 36 Techniques to Use in Meeting Design Goals ...... 37 SHA’s Role ...... 38 Access ...... 39 Techniques to Use in Meeting Design Goals ...... 40 Maintenance Implications ...... 42 Enhancing the Byway ...... 43 Bicycles ...... 47 Design Goals ...... 48 Techniques to Use in Meeting Design Goals ...... 48 Maintenance ...... 49 Design Goals ...... 49 Techniques to Use in Meeting Design Goals ...... 49 Management of Publicly Owned Land ...... 51 Bibliography ...... 53 The purpose of this publication is to serve as a plan- Please note: ning, design and management tool and to provide general information that will assist the Maryland State Highway Administration in their efforts to pre- serve, maintain and enhance Maryland’s Historic Na- tional Road Scenic Byway– an All-American Road designated as such by the Federal Highway Adminis- tration. It is not intended to provide specific techni- cal data, design criteria, or legal interpretation for use on individual projects or activities. The guidelines are intended for use by SHA staff to be consulted as they develop individual projects or implement broad programs and activities, recognizing the importance of this historic facility and the need to gain concur- rence from the relevant regulatory agencies, while at the same time considering safety, operational, maintenance, constructability, stakeholder input, impact on the route’s users and neighbors, and cost. The authors, their employees and agents shall bear no responsibility for any use of the contents of the publication.

The organization and development of these guide- lines began as an outgrowth of the Maryland Historic National Road Corridor Partnership Planning effort conducted from January of 2000 to May of 2001 and in the Maryland State Highway Administrations ongoing efforts at encouraging Context Sensitive Solutions as a way of doing business for all projects following the 1998 “Thinking Beyond the Pavement” Workshop and Conference. A more general guideline document (draft) has been prepared to offer assis- tance in applying Context Sensitive Solutions to all of Maryland’s 31 Scenic Byways.

Special acknowledgment should also be given to previous work by Lardner/Klein Landscape Archi- tects, P.C. in association with Ken Kruckemeyer and Scenic America on the development of draft planning and design guidelines for Connecticut’s Scenic Roads. These draft guidelines were prepared in 1994-1995 and used in the development of eight corridor management plans for fourteen Connecticut towns and the Connecticut Department of Transporta- tion between 1994 and 1998.

Illustrations and photographs in this document were prepared by Lardner/Klein Landscape Architects, P.C. except as otherwise noted in the caption. Thank you to the many contributors of illustrative drawings and photographs. An illustrated companion slide show has been prepared for use in educational and training sessions. Introduction The Maryland State Highway interdisciplinary advisory group, is to help project staff and other Administration (SHA) is proud has developed a set of guidelines stakeholders understand the of the recent recognition and to assist SHA engineering staff and special qualities of the Maryland designation of the Historic field personnel in applying “Context Historic National Road (MHNR) National Road as an All-American Sensitive Solutions” and design and make project and operations Road from the Federal Highway principles to the state’s system decisions that will reinforce and Administration’s Scenic Byway of scenic byways in general, and enhance these qualities. It is Program. The entire Maryland Maryland’s Historic National Road understood that actions by SHA Congressional and State in particular. regarding preserving, maintaining delegations supported this and enhancing the special features designation along with six state SHA is widely recognized for of the MHNR are only a portion agencies (including SHA) and its implementation of “context of all actions that will affect the dozens of localities and civic sensitive solutions” (CSS) appearance of the byway corridor. groups. – a collaborative, interdisciplinary Actions on privately or publicly approach to developing and held land along the MHNR but As the agency charged with implementing transportation outside the right-of-way, can maintaining the public right-of-way projects, involving all stakeholders either support or erode the visual along the Historic National Road, to ensure that transportation quality and historic character of it is important to think ahead to projects are in harmony with the corridor. Guidance regarding the full range of actions by SHA communities and preserve and these actions is outside of the that impact its historic qualities enhance environmental, scenic, scope of this document. However, and appearance. To this end, aesthetic and historic resources in a number of places in these SHA, with the assistance of an while enhancing safety and guidelines, reference is made to mobility. areas for cooperation between the SHA project team and local officials Of those to achieve project and community elements of the objectives. route that SHA is responsible This document is intended to for, probably provide decision makers with an the greatest approach and a set of ideas about threat to the how to balance the performance continuity of the and safety features of the travel appearance and route with the need to preserve, historic qualities maintain and enhance its of the road and character-defining features. The right-of-way is key to the success of this approach the cumulative is to encourage planners and effect that many designers to think creatively to small actions find ways to achieve a balanced can have– from outcome that is both safety access permit conscious and sensitive to the requirements, historic context of this nationally to safety significant travel route. This improvements approach requires flexibility when and applying design guidance to each maintenance of the 14 design elements that practices. have an effect on its character- defining features. This guidebook The purpose of is intended to help stimulate the this guidance creative thinking necessary to achieve that flexibility.

The Historic National Road through the Narrows Context Sensitive Solutions for the Historic National Road 1 JANUARY 2006 across the Appalachian Mountains. from Baltimore to Cumberland, Significance of the The route was seen as a “portage” since Maryland was already Historic National Road between the waters of the Ohio involved in the construction of and the Baltimore Harbor. several privately funded turnpikes Originally called the Cumberland at that time. Together, the system Road, the National Road was the The route west from Cumberland of turnpikes and the federally first federally planned and funded to the Ohio River was constructed funded Cumberland Road form highway in the United States. In with federal funds, a controversial Maryland’s portion of the six-state 1806, Congress approved the and major internal improvement Historic National Road Scenic construction of a national road, commissioned by the Federal Byway, designated as an All- beginning at Cumberland, to Government. A small monument American Road by the Federal connect the port of Baltimore with and an historic marker on Greene Highway Administration in 2002. the burgeoning Northwest Street in Cumberland mark the Territories. The purpose of the location where the National Road Various segments of the historic roadwas to facilitate a direct began. A system of turnpikes route have had other names at overland route by cutting straight comprised the connecting routes one time or another, such as the Bank Road, the Baltimore Pike, the Frederick Pike, the Boonsboro Pike and the National Pike. On contemporary street maps, the historic route also goes by several names, such as the Old National Pike, Western Pike, or National Pike. The route is also labeled on highway maps as MD 144, US 40, US Alt. 40 and Scenic US 40 in various segments.

Period lighting from the Town Hill Hotel served as a beacon for travelers during the Revival period.

2 Context Sensitive Solutions for the Historic National Road JANUARY 2006 The Purpose of These When to Use These Guidelines Maryland Historic National Road Guidelines These guidelines are intended Corridor Partnership Plan to be used by SHA personnel One of the important goals of In the Fall of 2001 and the Spring with responsibilities for making the Corridor Partnership Plan is of 2002, all of the jurisdictions decisions about projects and to make the Maryland Historic along its 170-mile length endorsed programmed activities along the National Road Scenic Byway look the Historic National Road Maryland Historic National Road and feel different from the other Corridor Partnership Plan. The including: roads and corridors in Maryland Corridor Partnership Plan was and the Mid-Atlantic region. • Project Planning and Design developed as a collaborative effort Obviously, this cannot happen • Construction among six state agencies, seven overnight. The recommended • Operations County governments and various approach to accomplishing this municipal governments along the goal is to develop a set of design County and municipal public Route. The Corridor Partnership guidelines for transportation works staff should also find these Plan establishes the following projects, highway safety measures guidelines useful in areas where transportation goals and objectives and routine maintenance and they have jurisdiction for projects as part of the overall preservation management of the Byway and programmed activities along and enhancement effort: right-of-way in conjunction with the MHNR. localities, that when implemented Goal: To manage the byway as over time would result in the There are four types of highway an historic and scenic travel route desired character of the byway construction: new, reconstruction, serving regional visitor traffic by preserving, maintaining or 3R (resurfacing, restoration, and and providing local access to enhancing various roadside design rehabilitation), and maintenance. communities and neighborhoods. elements. Approximately 80% of the work that is likely to occur along the • Utilize special details to Context sensitive solutions are MHNR will fall into the 3R and distinguish the Byway from other needed to assist SHA staff, along maintenance categories. These more commuter-oriented routes with other key stakeholders to both include: (e.g. low-contrast guardrails, special bridge details, tourist- understand the special qualities • Changes to highway alignment to oriented destination signs, of the Historic National Road and lengthen sight lines (the distance environmentally sensitive to solve transportation related a driver can see) or address high treatments of embankments and problems in a manner that will accident areas; drainage ways and preservation continue to preserve, maintain or • Changes to intersections of roadside architecture enhance the Historic National Road to lengthen sight lines as a leisure travel route. and accommodate turning • Develop roadside pull-offs at movements (especially for new scenic views, historic sites The focus of these guidelines is subdivisions) or to slow down and small towns and hamlets necessarily on the road and traffic as places for travelers to right-of-way– those elements • Changes to roadway widths to get out of their cars and that are under the control of accommodate volume; enjoy the countryside, urban the Maryland State Highway • Streetscape or pedestrian safety neighborhoods, and small towns Administration. The other major related projects elements that affect the travel • Bridge reconstruction (widening, • Develop a coordinated wayfinding experience are the views and redecking, etc.) system to make it easier for adjacent land use issues. These • Addition of acceleration and visitors to follow the byway issues are the responsibility of deceleration lanes the landowner, local government • Addition of left turn lanes • Address transportation safety and non-profit conservation • Changes to roadside drainage concerns utilizing context organizations. The Maryland • Shoulder stabilization sensitive approaches to enable Department of Planning is • Guardrails visitors to enjoy the special beginning the process of • Resurfacing (“mill and fill”) places found along the National establishing a companion volume • Addition of bicycle lanes or paths Road in a safe and appropriate that would identify context sensitive • Utilities, signs, etc. solutions for land use, historic manner preservation and view conservation along the corridor. Context Sensitive Solutions for the Historic National Road 3 JANUARY 2006 features that are judged to be the issuance of access permits and Determining Appropriate historically significant. Where a to traditional maintenance activities Treatments for Work historic feature is identified, work of planting, mowing and snow along the Historic will generally focus on the ongoing removal along a byway – really to National Road maintenance and repair of historic all actions that affect the context of materials and features rather than the byway. Prior to beginning any work on extensive replacement and new the Historic National Road, the construction. Preservation would Enhancing the Byway to Support character-defining features need apply to the old alignments of the Its Special Character to be identified. Then a decision western section of the Historic needs to be made about whether National Road, for example, Where a proposed action does to preserve, maintain or enhance including alignments that are no not affect an identified character- the character-defining features that longer used but have remains defining feature, consideration contribute to a resident’s or visitor’s of the original road and related should be given as to how the special experience when traveling structures. Preservation might action undertaken can support the the route. also be appropriate to retain a road’s special character. Stated specific scenic view that has been another way, can the project be Identification of Character- recognized and valued by travelers done in a manner to enhance the for many years along a byway. visual and physical quality of the defining Features byway? For example, although the The Maryland Historic National Maintenance of Character- physical character and appearance Road Corridor Partnership Plan defining Features of the Historic National Road in identifies the specific intrinsic the commercial area of LaVale qualities or resources for which the Maintaining the character of the has changed greatly from the byway was designated as an All- scenic byway is a key concept. historic appearance of the road in American Road (primarily historic The character of the byway derives this area, actions could be taken and scenic qualities in the western from the distinctive qualities, to support the resources that do sections, and historic and cultural attributes or characteristics of the remain from the historic period and qualities in the eastern sections). road and right-of-way as well as to make this section of the road The plan identifies those specific from the specific intrinsic qualities less out of character with historic elements of the road and roadside found outside the right of way. It sections of the road. that contribute to the byway’s may derive from physical attributes character-defining features. Of such as the vertical and horizontal Once an appropriate treatment most importance are the few alignment of the road or from the has been selected– whether to remaining resources from the relationship of the alignment to preserve, maintain, or enhance the “Heyday” period and the “Revival” scenic views of dramatic natural character defining features– then period of the Historic National features or of pastoral farm scenes. an appropriate design approach Road. Concern for maintaining the must be developed that enables the character-defining features applies necessary design flexibility needed Preservation of Character- to planning and design phases of a to meet the treatment goals. project, to project construction, to defining Features Preservation is defined as the act or process of applying measures necessary to sustain the existing form of identified character-defining features of a byway. Most often preservation will apply to road

The character of the Historic National Road representing the first half of the twentieth century can still be found in many places, including Poplar Springs (right). Maintaining the character of the HNR is a major challenge in the high growth counties of Frederick and Howard. 4 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Using an Appropriate various participants. The project Design Process description should enumerate the full set of design constraints, which The first step in implementing a can form the basis for any future more flexible approach to highway design exceptions or waivers that design along scenic and historic may be required. roads in general, and the Historic National Road in particular, is Step 2: Select Relevant to utilize a highly interactive process involving all of the Guidelines stakeholders along the route with Most work on scenic roads will fall an interest in the Historic National into the category of maintenance Road. In planning for any safety or rehabilitation – usually referred improvements within a scenic or to as 3R (Resurfacing, Restoration historic road corridor, it is important and Rehabilitation). The “Green that a cooperative working Book” of the American Association arrangement be established of State Highway Transportation whereby all of the interested Officials (AASHTO), the standard points of view are included from reference for design guidance on conception to implementation. highways, “is not intended as a policy for resurfacing, restoration, For a complete discussion of or rehabilitation (3R) projects” this type of approach please according to its own foreword. refer to “When Main Street is Instead, the foreword refers to a State Highway – Blending Transportation Research Board Function, Beauty and Identity – A (TRB) Special Report 214, Handbook for Communities and “Designing Safer Roads: Practices Designers.” This handbook guides for Resurfacing, Restoration community representatives and and Rehabilitation” and related SHA staff through a step-by-step, publications for guidance. These comprehensive process that will reports describe procedures for allow them to identify and achieve 3R projects and the relationships community goals. among safety, cost, tort liability and geometric design. The Historic National Road is essentially a collection of “Main Step 3: Utilize Design Streets” linked together by open Strategies that Improve Safety AASHTO’s Highway Subcommittee rural highways in the western part While Preserving Scenic and on Design requested a bridging of the state and suburban roads document to accompany the 1997 or urban streets in the eastern Historic Quality Flexibility in Highway Design report section. In order to achieve the The intent of the guidance of TRB that will include information on delicate balancing act between Special Report 214 is to begin environmental design, geometric safety and sensitivity to the historic with the existing conditions and design, roadside safety, and tort context, the following steps should performance of the road, rather liability . This report “A Guide be incorporated into the approach than to design by attempting for Applying AASHTO Policies outlined in the “Main Street” to meet the numerical design to Achieve Flexibility in Highway document noted above. guidelines of the AASHTO Green Design” was approved by AASHTO Book. On a scenic byway or members early in 2004 and is Step 1: Set the Stage for historic road, the design of highway scheduled to be published by upgrades should be based on this mid-2004. This report will assist Flexibility “careful fit” approach to ensure that designers in achieving appropriate The first step for addressing a section of highway targeted for context sensitive solutions for highway safety improvements a proposed highway improvement highway projects along the Historic along a scenic or historic road will not look substantially National Road if used in tandem must be to establish a set of different from the rest of the road with the design approach outlined goals for the project that fairly afterwards. in the “When Main Street is a State represent all the aspirations of the Highway” document. Context Sensitive Solutions for the Historic National Road 5 JANUARY 2006 Safety Scenic byways and historic travel roads are new to the road, wish to from the business that the road routes, such as the Historic drive slowly to enjoy the view and provided. During its Heyday, National Road are different than often include bicyclists. several stagecoaches per day traditional high-speed roadways needed rest and refreshment (both whose purpose is to move people For scenic and historic roads, people and horses). “Staging from Point A to Point B as fast as therefore, an increase in accidents Stops” as they were called, were possible. Byways tend to attract could possibly be the result of built by the stagecoach companies visitors to the state who see the traditional strategies to improve about every 11 miles or so. act of “getting there” as important safety, since these techniques Horses were changed and the as the act of “being there.” Byway would be likely to increase the stagecoaches continued through travelers are often unfamiliar with speed differential between different the night. Wagoners, on the other the travel route and tend to drive types of users (leisure travelers hand, stopped traveling at nightfall, at a more leisurely pace than versus commuters). Guidance is after traveling about 12-15 miles on someone who travels the route needed in tandem with related a good day. regularly. engineering design criteria and guidelines to assist the SHA This early pattern of use The Historic National Road is part and those stakeholders with a established a rhythm to the of a six-state nationally designated keen interest in preserving and settlement of the regions through “All-American Road.” The route enhancing the Historic National which it passed. Towns grew up is being managed by all six-states Road and managing it as a leisure around the major stops, while as a nationally significant heritage travel route. smaller settlements evolved tourism and leisure travel route. along locations that serviced the road. The early automobile era The traditional methods of trying to Maintaining the Continuity of added another layer to the support improve safety on state highways the Historic National Road services needed for the road may not be possible or appropriate especially along ridgetops and in for leisure travel routes. Traditional Travel Experience the major urban centers as daily methods have concentrated on The original routing of the National travel distances increased. physical modifications to the Road was designed to stimulate roadway and roadside such as development along the corridor’s The resulting settlement widening lanes and shoulders, entire route. The grand plan pattern– hamlets, small towns, or adding guardrails, cutting trees and for the road itself spawned the large cities separated by sections changing the vertical and horizontal development of linear shaped of open and rural landscapes– can geometry. These techniques, if towns– dominated by a focus on still be seen today and is an not carefully implemented, may “Main Street,” a common model of integral part of a visitor’s travel permanently alter the scenic settlement along the National Road experience and the intrinsic quality and historic qualities that led to and Pike. Residents prospered of the Historic National Road. the designation of the byway as a recommended leisure travel route. In addition, by creating a more wide-open look to the road, traditional techniques may reduce the apparent dangers for the driver and result in higher operating speeds. This is especially problematic for scenic and historic roads, since a substantial proportion of the users of these

Design speed is a critical factor in determining required sight distances and clear areas for side streets and driveways associated with new development. 6 Context Sensitive Solutions for the Historic National Road JANUARY 2006

Diagram illustrating application of transition areas along the Historic National Road in Poplar Springs, MD.

This pattern should be preserved, maintained or enhanced.

For historic reasons, as well as safety reasons, it is essential for drivers to slow down when approaching and within these historic town centers. Appropriate design techniques must be developed and applied to reinforce this behavior.

Highway design engineers have typically interpreted the need for continuity in driver expectations to mean that a uniform roadway design speed and cross section should apply continuously to both town and country portions of a rural highway. A different approach is required here.

By identifying town centers through signage and by reinforcing the difference between town and country through the creative variation of highway alignment and cross-section, driver behavior can be influenced, historic values reinforced and greater safety achieved. The most critical part of the driving experience in terms

Sequential views approaching Poplar Springs from the west starting from the rural residential area looking towards the transition area (top), approaching the village center (middle) and within the village center (bottom). Context Sensitive Solutions for the Historic National Road 7 JANUARY 2006 of safety is the transition between major changes to existing highway Transforming a Rural Highway the rural and open segments geometry, existing physical into a Village Street and the hamlet, small town or constraints will establish the upper city segments. Traffic calming limits for design speed unless The most important traffic calming measures may be needed to there are safety reasons that would technique to slow drivers down give drivers more clues that they lower the speed (i.e. built-up areas, as they approach historic town are entering a town center or schools, or a busy intersection). and village centers is to reinforce neighborhood and that they need the desired operating behavior to slow down. Research has shown (NCHRP by utilizing appropriate roadside Report #504, for example) that design elements that work to Design Speed Versus operating speeds are typically transform the open rural highway into a village street. Operational and Posted Speed higher than posted speeds. In order to increase both the One of the most important factors perceived and actual safety of the This transformation can be in the overall safety of the road, leisure travel experience along the achieved by implementing a series and in shaping its eventual Historic National Road, it will be of roadside design changes that roadside character, is the design particularly important to ensure that give the driver important clues that speed used as the basis for all design elements are chosen to they are entering a special place engineering design decisions. be compatible with, and reinforce, and need to slow down. Transition The relationship between design a design speed that is the same areas serve to alert travelers that speed, posted speed and actual as the desired operating speed they are entering a community and operational speeds is often not as a maximum. In some cases allow them to gradually alter their consistent and this sometimes it may be necessary to introduce travel speeds from rural sections creates potential safety issues. traffic calming measures to further with 50-55 mph speed limits to This is especially true on a scenic reinforce the desired operating towns with 25-35 mph speed limits. byway or historic road with its high speed along the roadway to Transition areas are approximately proportion of leisure travelers. achieve safety goals. 1200-1500 feet long depending upon the amount of speed zone The operating speed of a roadway is determined by a driver’s perception of the existing physical character of the roadway (lane width, horizontal and vertical geometry) and roadside (topography and proximity of fixed objects). Establishing the design speed for a 3R project on scenic byways or historic roads should be based upon an analysis of existing operating speeds and the need to limit speed for reasons of safety. Consistency and driver expectations are also important factors for selecting an appropriate design speed. Since 3R work does not anticipate reconstruction or

Introduction of street trees placed at increasingly closer spacing gives drivers additional clues that they should slow down when approaching a rural village as shown approaching Poplar Springs. Gateway signs (bottom) also help to define the beginning of the hamlet or village area. 8 Context Sensitive Solutions for the Historic National Road JANUARY 2006 adjustment needed (in 5, 10 or speed differential between users, it speed road by planting low shrubs 15-mph increments). The Manual will be useful to increase the “visual close to the pavement with larger of Uniform Traffic Control Devices friction”. Roadside landscape canopy trees farther back. Varying (MUTCD) should be consulted for improvements are often used the finished contour of uphill guidance on speed zone transition to increase texture and visual cutbanks can also help to add signing including applicable complexity (trees, stone walls, “visual friction” to the character advance warning distances. naturalistic planting and shaping of of the roadside and give a more cut slopes) in order to give drivers natural landscape appearance. Traffic calming techniques that can more clues that they are coming to be used to help self-enforce the a settled area and to improve the Shoulder Treatment desired operating speeds include appearance of intersections. To alert drivers of an upcoming the following: change in the road cross-section District 6 has been narrowing lane and the need to reduce their travel widths, adding on-street parking, Visual Friction speed, the shoulder treatment changing from open section to Driver behavior will be improved should transition to a well-defined closed section, and decreasing the by a consistent set of highway curb treatment on the approach spacing of delineation posts as the geometry and roadside details. to a village, town or rural traffic driver gets closer to town to give Where the goal is to lower driving calming element. The transition drivers more cues to slow down speeds in order to reduce the should occur in stages to cue when approaching towns. drivers to gradually decrease travel speeds. Along the Historic The following example was utilized National Road, for the Route 50 Traffic Calming this can be project in Loudoun and Fauquier achieved by Counties in Virginia: utilizing more naturalistic • Zone 1 (reduce speed to 35 mph) planting at the - 12-foot travel lanes. beginning of - Textured pavement strip. the transition - Rural landscaping (such as a treatment. mass grouping of trees with • Zone 2 (approaching town large spacing entranceway) between - 11-foot travel lanes. groupings) - 1-foot wide concrete band and gradually or paver at edge of travel transition to lane. more formal - Rural landscaping tree planting treatment. approaching town. • Zone 3 (enter town at 25 mph speed zone) A lower speed - 10-foot travel lanes. byway can - 2 foot wide concrete band be further - More structured differentiated landscaping and less from a higher spacing at edge of travel lane. Diagram describing the proposed transition sequence design for the Route 50 Traffic Calming Project, a National Demonstration Project for Rural Traffic Calming (courtesy of VDOT and H.W. Lochner, Lardner/Klein Landscape Architects, P.C. and Glatting Jackson). Context Sensitive Solutions for the Historic National Road 9 JANUARY 2006 Some traffic calming objectives may also be accomplished through creative use of striping. District 6, for example has doubled the width of edgelines to both improve the visibility of the curve and to narrow the travel lane to encourage drivers to slow down (top photo).

District 6 has also modified the edgelines approaching towns, such as Clear Spring and Hancock to transition from the edge to center of town. The narrow paved shoulder in the rural area widens out approaching and entering town to accommodate parking and is marked by a solid edgeline (middle right photograph). Once inside the Historic National Road near Cool Hollow Road illustrates the current use of a town, the edgeline changes to a wide edgeline treatment to help guide drivers around the sharp curve. parking space pavement marker every 20’ or so (below right).

Unfortunately, research has shown that striping usually only affects first-time drivers (good for themed tourism travel routes such as the Historic National Road) but the effect wears off when the daily driver recognizes that it is just paint.

In order to have an actual long- term effect on speed approaching towns and achieve self-enforced speed reductions, the roadway needs to be physically modified .

Photograph approaching Clear Spring from the East shows current use of solid edge line delineation at the edge of town (center) and then the marking of actual parking space locations in the core of the town (bottom). Photographs of Clear Spring entry by K.C. Keith, (SHA)

10 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Horizontal and Vertical at bridge crossings (see page 29, The use of landscaped splitter Alignment Shifts under the discussion of Bridges.) islands is another technique to slow drivers by shifting the alignment The most effective means of self In many of the turnpike sections around a landscaped median, enforcing the reduction in operating of the route approaching towns sometimes designed in conjunction speeds through speed zone located east of Cumberland (such with a protected left turn lane at transition areas is to shift either the as Hagerstown and Funkstown intersections. An example of a vertical or horizontal alignment of shown on the map below) there splitter island proposed for the the roadway. are turns in the route. Route 50 Traffic Calming project in Upperville is shown below. Vertical alignment shifts include the use of speed tables, speed humps, raised pedestrian crosswalks and raised intersections. SHA has not endorsed the use of vertical alignment shifts on state highways regardless of location and therefore, those techniques are not recommended at this time for use within villages along the Historic National Road.

Shifting the horizontal alignment can be accomplished through the use of landscaped splitter islands or roundabouts, as well as introducing new curves in the road. Since the Historic National Road was originally designed to connect towns with the shortest and most direct route possible, introducing curves may not be the most sensitive approach to the historic context. Alignment shifts did occur

Before and after sketch illustrates proposed use of splitter island to self-enforce desired operating speed within a 25 mph speed zone in Upperville (sketch by Larder/Klein for Route 50 Traffic Calming Project, courtesy of VDOT and H.W. Lochner, Lardner/Klein Landscape Architects, P.C. and Glatting Jackson).

Map from the 1916 Guide to the National Road (Bruce) showing the typical alignments of long and straight sections that now induce higher operating speeds under modern conditions. Context Sensitive Solutions for the Historic National Road 11 JANUARY 2006 Rural Crossroads and Intersections The rural intersections along the Modern roundabouts tend to be For intersections requiring large Historic National Road are home safer when it comes to accidents turning radii (for trucks, large to many of the significant historic (vehicles are going slower through school buses, recreational vehicles sites and structures from both the the intersection) and modern and tour buses) paving surfaces “Heyday” and “Revival” periods roundabouts provide for more can be changed so that a larger of the Historic National Road. As attractive amounts of landscape drivable intersection surface is land uses change from rural to with less visual contrast and hard available to the truck, but not suburban and traffic increases, surfaces than the large signalized apparent to the regular driver. This the function and capacity of the intersection. can be accomplished through the intersection is diminished. The use of different types of pavers, standard engineering practice of Maryland SHA has installed many either color or texture and flush increasing intersection capacity roundabouts throughout the State. or mountable curbing in the area with the addition of signalized The use of single-lane modern where the trucks may need more turn lanes changes the once roundabouts along the Historic space to make the turn. rural crossroads into a highway- National Road in lieu of multi- dominated intersection. lane signalized intersections will Pedestrian movements can generally be preferred from the still be accommodated in these For the Historic National Road, point of view of both safety and intersections by placing bollards in when capacity issues increase to aesthetics. There is a single-lane locations to mark the beginning of the point of requiring signalized roundabout already installed in the crosswalk area. Maintenance turn lanes, a roundabout should be Lisbon (photograph below). As of issues (bollard replacement, snow considered. Modern roundabouts 2001, average annual accidents removal, paver replacement, can fit within about same amount had gone from 7.3 to 1.9 after the etc.) must be addressed prior of right-of-way as a multi-turn roundabout’s installation. to implementing any alternative lane signalized intersection. intersection design approach.

Maryland’s first modern roundabout was constructed on the Historic National Road at its intersection with Route 94 replacing a 2-way stop controlled intersection (photo courtesy of SHA).

MD 94 @ MD 144-A Lisbon Roundabout 1/1/90 to 4/11/93 4/12/93 to 12/31/00 Average Annual Accidents (Before) 7.3 Average Annual Accidents (After) 1.9 Annual Average Injury Accidents (Before) 4.3 Annual Average Injury Accidents (After) 0.4 Accident Rate / MVE (Before) 2.1 Accident Rate / MVE (After) 0.5 Injury Accident Rate / MVE (Before) 1.2 Injury Accident Rate / MVE (After) 0.11 Million Vehicle Entering = 11,180,590 Million Vehicles Entering = 28,211,226 12 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Impact of Traffic Calming Preserving Character-Defining approximately 100-130’ inscribed Measures on Character-defining Features diameter. The Lisbon roundabout is one of Maryland’s smaller Features In order to assess the compatibility of such features it is essential to roundabouts at 100’ inscribed Traffic calming measures and diameter. roundabouts must only be installed consider the particular purpose of the measures and their particular along the Historic National Road Be compatible with the historic when compatibility with the physical requirements. Standard designs are often recommended roadway scale: A single lane character-defining features can roundabout can accommodate either be preserved (in the most for road safety measures. Occasionally, modifications to approximately 20,000-27,000 historically significant areas) or Average Annual Daily Traffic maintained. Maintenance of the standard designs may be appropriate to satisfy preservation (AADT) depending upon the character-defining features can amount of left-turning traffic. be accomplished by minimizing and Section 106 considerations. Original, traditional or historically When capacity issues increase the impact on existing right-of- to a point above this level, two- way, being compatible with the significant road treatments and details should be retained and lane roundabouts need to be scale of the historic roadway, considered. Along the rural being sensitive to the location of conserved. New treatments which introduce materials, patterns, portions of the Historic National an intersection within the historic Road the two-lane roundabout fabric of the town and taking details and colors that are foreign to the traditional character of the would be out of scale with the advantage of intersections within nature of the travel route. This transition areas (approaching town area should be avoided when preservation is the goal. issue will be most critical in the or between neighborhoods). eastern sections of the byway. Maintaining Character-Defining In assessing new projects to Be sensitive to the intersection improve safety along the Historic Features location on the historic fabric National Road, including the For the majority of the route, of the town (historic district or introduction of various types however, the character-defining area): Roundabouts and splitter of traffic calming measures or features need to be “maintained.” islands located outside the limits alternative street and intersection This can be accomplished by of an historic village function as a design measures, the impact on ensuring that new safety measures speed reduction measure and help the significance, character and are designed to be recessive in transform the roadway character appearance of the area should terms of scale and materials. They from a rural highway to a village be a primary consideration in should not be visually intrusive street. Locations inside the historic determining which type of safety when viewed within the overall village or area need to respect the measure is most appropriate. context of the route. They may scale of adjacent buildings and be visible in the background, the linear form of the original town In areas along the Historic National but should not attract particular layout. Road where preservation is attention with excessive visual the primary goal (see Corridor contrast. Take advantage of intersection Partnership Plan), the introduction within transitions: Most of the of the various types of safety When deciding whether to use towns along the Historic National measures including traffic an alternate street or intersection Road are long and narrow. calming measures and alternative design to address speed Often there are slight shifts or intersection designs should be management or intersection changes in the layout of the town tested for compatibility with the capacity and safety issues, the that might allow for the use of character-defining elements. Road following criteria should be used a roundabout or splitter island widening, the addition of speed- in tandem with good engineering as a means of changing from a change lanes, traffic calming practices: residential neighborhood to the measures, roundabouts and downtown (such as Funkstown or traffic islands are measures that Minimize Impact on Available Hagerstown) - helping to shift the were typically not utilized along right-of-way: Existing right-of- driver’s cues and expectations. the Historic National Road in the way is typically 66’ along the Heyday or Revival periods. Historic National Road. Modern roundabouts constructed in Maryland range in size from

Context Sensitive Solutions for the Historic National Road 13 JANUARY 2006 Alignment and only made if the road gets “out leading to a determination that of section” after much repairing. sight lines need to be lengthened Geometry During road resurfacing, the for both vertical and horizontal Although there are currently roadway alignment and grade curves. no major construction projects will be adjusted to return it to its planned along the Historic National original design speed. This is Roads that are reconstructed Road, there may from time to only accomplished when a need is with longer sight distances and time be a need for adjustments demonstrated, such as a history of wider clear areas generally allow to the alignment and geometry of accidents. In the more urban and for higher operating speed. This the roadway as part of a normal suburban sections adjustments would typically result in the loss of resurfacing or safety project. may occur where there is an scenic and historic character (as Along the more rural sections of increase in traffic volume, shown in the simulation below left). the route adjustments are typically operating speeds, or other factors Along the Historic National Road, more sensitive ways must be found to reduce the impact and improve safety without sacrificing scenic and historic quality. The following techniques could be utilized: • Consider ways to slow driver operating speeds in advance of the area of concern through the use of warning signs or traffic calming measures. • Consider improving the visibility of the area of concern rather than removing it. For example, laying back slopes to improve sight distance without changing the road’s actual alignment. See grading techniques listed below. • When modifications to the roadside need to be made, consideration should be given to matching the existing edge conditions prior to construction. For example, if a stone wall needs to be removed, it should be replaced in its new location with a similar kind of wall. • Where additional shoulder area is needed, consider the use of stabilized turf shoulders, rather than paved or aggregate shoulders, to minimize visual contrast. • Where additional lane capacity is needed, consider the entire network of roads before adding capacity to road sections along the Historic National Road. Simulation (below) illustrates potential impact of straitening out a curve Often, a parallel system of roads on Route 169 (existing condition above). The simulation illustrates an at the edge of a town will serve increase in design speed of approximately 10 mph requiring longer sight to be a natural extension of the lines, and removing more roadside vegetation. The result is an overall town’s grid of streets and can loss of scenic quality and a greater difference in operating speeds work better than putting the extra between leisure travelers and commuters. capacity along one route. 14 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Roadside Barriers Roadside barriers are typically used along the Historic National Road in Maryland when it is not economically or environmentally feasible to remove a fixed object or other area of concern from the roadside clear area. Originally, boulders were used along the route to guide wagons and keep them from veering off the muddy route.

The Maryland Historic National Road Corridor Partnership Plan recommends that the standard “W-beam” guardrail systems be Steel-backed Timber Guardrail with dark brown stain was recently replaced by an alternative that installed along the National Road approaching the Meadow Run Bridge has less visual contrast. Using a (photograph by K.C. Keith, SHA). dark color or rusting steel has much Advantages less visual contrast than the • Compatible with broad scale views in pastoral settings standard galvanized steel currently • Compatible with bridge approaches in use. Given that the Steel W-Beam • Rigid – 2-4’ deflection minimizes recovery area behind with weathering steel finish is Disadvantages already in use on I-68, it would be • High cost an appropriate guardrail to use on • Terminal ends may need to be buried the Historic National Road, despite • Incompatible in built-up areas (scale) its thicker profile. • Replacement parts need to be stocked COST~ $80/LF The steel backed timber guardrail is another aesthetic alternative. It has been used along the Historic National Road as part of the recently completed reconstruction of the Meadow Run Bridge (see photo above right) and along MD 235 near Lexington Park. These rail systems are bulkier and would be out of scale with the urban and village sections of the Historic National Road. They may be more appropriate for open agricultural areas that run through State Parks and Forests, such as W-Beam with steel or wood post, weathering steel finish was near Casselman River Bridge State installed along I-68 and rebuilt sections of Maryland 144 as shown hear Park. near Rocky Gap resort (photograph by Richard Langton). Advantages • Closest to SHA standard with some common parts • Similar in cost to SHA standard • Functions well in most locations for vehicles • Rigid – 2-5’ deflection minimizes recovery area behind Disadvantages • Variable appearance when parts replaced • High visual contrast with scenic/historic road character • Thick profile blocks views • Incompatible with bridge approaches COST ~ $15/LF and $550/end assembly

Context Sensitive Solutions for the Historic National Road 15 JANUARY 2006

Grading and Drainage has a super-highway character Various work including modifying and should be avoided. Through Soil bio-engineering was utilized the alignment, widening shoulders careful predetermination, or by to stabilize a failed slope along or improving drainage along the giving the contractor and field US 50 west of Annapolis (top). Historic National Road may require personnel freedom to create an Live fascines and brush cuttings that an uphill or downhill slope intimate topography, it is possible (center) were used to return the along the roadside be modified to manicure uphill slopes so that slope to a more natural looking or a roadside drainage ditch be they will look like they are a part appearance (bottom) at a much modified or constructed. This can of the natural landscape. This reduced cost (design by and have a substantial impact on the approach means accentuating photographs courtesy of visual and historic quality of the a natural drainage swale, or KCI Technologies) road. steepening or relaxing a slope according to the specific soil and Where a cut into an existing hillside rock materials found. In some is required, slope stabilization may cases this will require agreements be necessary. Large scale, hard- with abutting owners since some material solutions (precast or cast- additional land may be involved. in-place concrete retaining walls, The result, however, can be more including “green walls” and metal stable and less expensive, as well “bin-walls”) are undesirable. Walls as better looking. of smaller scale materials (stone walls or simulated stone using form liners) can be more compatible. Other methods of stabilizing the slope such as a crushed stone blanket or wood chip mulch are extremely unpleasant because they prevent the natural growth that would otherwise camouflage the cut over time.

Soil Bio-Engineering A cost-effective and good- looking solution to stabilizing uphill cuts is a technique called “soil bio-engineering”. This process uses live plant materials to stabilize the slope and allows the hill to eventually return to a mature forested condition. Landscape planting can be used to camouflage a newly cut slope. It is important to determine whether the visual effect of the planting should be formal and controlled, or be informal in an attempt to look “natural”. Indigenous plant materials are usually best.

The shape of uphill slopes have as much impact as their landscape treatment. The “knife through butter” look of a precisely engineered and constructed slope

16 Context Sensitive Solutions for the Historic National Road JANUARY 2006 costs and improved strength over Its limitations are mostly related Retaining Walls time as the plant roots establish to the need to have experienced Where there is not enough room themselves. Soil bio-engineering installers and a good source of to lay back a slope in a manner can be adapted in many situations plant materials. The soil bio- that is sensitive to the context, from slopes to streambanks engineering methods may also retaining walls can be constructed and is considered to have more take up slightly more right-of-way using stone veneers or a form benefits for improving water quality and installation is limited to the liner to simulate the appearance associated with roadside drainage. dormant season. of stone. Stone or brick should be used whenever there is a high degree of pedestrian or slow moving traffic that would appreciate the authentic details. For higher speed roadways, form liners can be used to simulate a stone wall. Form liners simulating brick should not be used due to the difficulty of simulating the brick pattern and color in an accurate manner.

Roadside Drainage Roadside drainage is a particularly important function required for the long-term maintenance of the road as well as the safety of the highway user. Surface runoff should not Soil bio-engineering concepts were flow onto the surface of the travel used by Maryland State Highway lane, nor should it seep underneath Administration and Maryland the road. On the Historic National Department of Natural Resources Road drainage projects are often to restore Porter Run adjacent to undertaken as part of ongoing the Historic National Road near resurfacing work as needed. Clarysville. Willow whips were interplanted to help stabilize the Where practical, alternatives to streambank. (photographs by SHA) the extensive use of rip-rap to stabilize drainage channels should be examined. Soil bio-engineering is one such technique that uses soil stabilization with natural vegetation instead of structural measures. The natural vegetation method, if installed correctly, has an aesthetically pleasing natural appearance, lower initial cost, lower long-term maintenance

Example of erosion control improvements for a roadside drainage swale (top) interplanting rip-rap with live willow cuttings and example of roadside slope erosion control using a brush layering system (bottom) with live branch cuttings interplanted in a criss- cross configuration (illustration by Lardner/Klein for ConnDOT) Context Sensitive Solutions for the Historic National Road 17 JANUARY 2006 Stormwater Runoff Management The design of stormwater embankments need to be adjusted quantity of stormwater flow, and management facilities needs to to minimize the visual contrast improve the quality of that flow to be more carefully considered with their setting. This can be achieve stormwater management along the Historic National Road, accomplished using biological goals and state stormwater particularly in the urbanizing methods by working with the requirements associated with sections of Baltimore, Howard and natural hydrological system instead highway and development projects. Frederick Counties. Stormwater of against it. Biological slope management facilities often are stabilization methods similar to designed in a utilitarian manner those shown on page 17 can and and often placed near the highway should be used for stormwater in a visually prominent position. management ponds that are visible from the Historic National Road. For additional information see New thinking can generate softer, Prince George’s County’s more naturalistic landforms; larger, Alternative stormwater runoff bioretention web site at http:// shallower facilities with interesting management techniques, such www.goprincegeorgescounty. water surface shapes; and as infiltration and rain gardens, com/pgcounty/government/ planting schemes that blanket the given enough room to perform, will agencyindex/der/ppd/lid/ surrounding landforms with natural also work to reduce the rate and bioretention.asp plant masses and colors. This new type of thinking also requires more thought about how the landscape associated with the facilities will be maintained.

Stormwater management facilities need to be designed in a manner that integrates them more carefully with the natural system of surface water flow. The size and scale of

Here are two examples of different approaches: using seasonal color and massing of plant materials to provide visual interest in a park-like setting (top); or using a more naturalistic planting scheme (bottom) to try and blend the facility into its adjacent context (Photographs courtesy of the Maryland State Highway Administration).

18 Context Sensitive Solutions for the Historic National Road JANUARY 2006 the overall visual contrast created Traffic Control Devices Traffic Control Devices (MUTCD). by the metallic backs of the existing Reducing sign clutter (including There are several important signs. This will also help to give removing signs that are no longer aesthetic variations that could be the route a distinctive look (coupled necessary), makes the messages utilized when signs are placed with other measures identified to users more clear and reduces along the Historic National Road further in this guideline). In rural the visual impact of the signs on that would help further identify this sections, brown or dark green character defining features. route as a recreational or leisure would be appropriate colors. In travel route. urban or suburban sections, black There are three distinct types would be appropriate, or the color of traffic related signs along the Sign Backs and Post Supports should be coordinated with other Historic National Road: safety, streetscape elements (see below). directional and informational. In The backs of all signs along the addition, there are several different Historic National Road should be a types of traffic control devices in dark color, such as brown or black, Traffic Control Hardware use along the Historic National similar to signs utilized by the In urban sections within historic Road: signalized intersections National Park Service on Parkways districts there is also a need to be (plus one roundabout), hazard such as the Baltimore Washington concerned about elements such as identification beacons and some Parkway (see page 34). A similar mast arms, signal control boxes, channelization devices to limit treatment should be applied to the valve boxes and other support turning movements. post supports. Given the large elements for traffic signals. There number of signs in use to guide is a wide range of mast arm types The design and placement of traffic or regulate traffic along the route, that can be used to support signals related signs and devices are this would have a significant and and that should be designed in guided by the Manual of Uniform positive visual impact by reducing tandem with lighting and other streetscape elements. Some of the communities have already put these in place and they should be replicated throughout the corridor.

In urban or suburban areas in need of enhancement, or where there has been an extensive amount of new development, a more modern design vocabulary can and should be used. It is important to try not to recreate an historic look in locations that are obviously no longer that historic. Retro styles from the 1950’s and 1960’s are also widely available and would be appropriate for the suburban sections of the route.

Given the many “Main Street” revitalization projects that have

In Clear Spring, the traffic signal controllers, mast arms, wires, pedestrian signals and light standards add up to a significant visual effect and could be better coordinated. In Frostburg, MD the visual effect of relocating or consolidating overhead utility lines is very positive (wires located in the alley behind buildings). Context Sensitive Solutions for the Historic National Road 19 JANUARY 2006 occurred and are likely to continue Walkability and Pedestrian should be selected carefully to occurring along the Historic Considerations - Encouraging ensure that the environment within National Road and the importance pedestrian activity in National Road the box is not significantly altered of maintaining the character of towns is an important goal of the (e.g. heat, condensation, etc.) the “Main Street” communities as Corridor Partnership Plan. Above part of the Historic National Road grade enclosures should be placed Special considerations should be travel experience, some special approximately 18 inches from the applied when incorporating traffic considerations should be made curb, while leaving a minimum of control devices and signs in the relative to traffic signal and other 42 inches of clear sidewalk area sections of the route approaching above grade control boxes. A for pedestrian use. This meets the historic town centers to reinforce variety of considerations govern requirements of the Americans the traffic calming methods noted the placement of these types with Disabilities Act (ADA) and the above, especially regarding the of cabinets. Among these are minimum clear area on an urban transition in speed zones. Please operational, safety, aesthetics, street. Fire hydrants, street lights, refer back to the discussion under Americans with traffic signal poles, trash the section on “Safety”. Disabilities receptacles and newspaper Act (ADA) and racks are also typically environmental located in the area of the Utilities considerations. sidewalk closest to the curb. The Maryland State Highway Administration Prepared the Technologies Placing cabinets in these document “Design Guidelines: required to locations maximizes the Utility Coordination Using Thinking feasibly place amount of clear sidewalk Beyond the Pavement Principles” these facilities space for pedestrians. Along to assist utility engineers, underground are either expensive the Historic National Road, every project design engineers and or not available. Consolidation of effort should be made to place consultants to use as an aid when facilities requiring above ground the cabinets on the side streets, designing streetscapes and urban controller cabinets is highly rather than the Main Street section. revitalization type projects. The desirable to provide more room Should there not be enough guideline offers excellent advice for pedestrians and meet the room in the area between the on design issues involved with requirements of the Americans with curb and sidewalk, then cabinets relocating or consolidating utility Disabilities Act. are occasionally placed near corridors as part of streetscape and the back of sidewalks or against revitalization projects. Operational and Maintenance buildings, if doing so allows greater Considerations -Traffic signal pedestrian use of the sidewalk. Along the Historic National Road cabinets are typically located Where easements and access some of this type of work has within sight distance of the rights can be made a condition of already taken place in communities intersection. This placement development, cabinets can also be like the City of Frederick or as allows maintenance technicians placed directly on buildings. part of recent neighborhood to ensure that the signal is conservation projects such as functioning properly and to Visual and Aesthetic Hancock and Boonsboro. confirm adjustments to the signal Considerations - Cabinets can timing as they are made. Access either be partially screened by As a general rule, utility doors to these cabinets typically landscape or completely disguised consolidation should be considered open out to the sidewalk so within a structure with a different when 3R work is undertaken (such maintenance technicians can work function. Partial screening can be as a repaving project or drainage within the cabinet safely without accomplished by the use of hedges work where some utility relocation being exposed to traffic. Certain if there is enough room and the might be required anyway). situations may also dictate that selection of a color and cabinet the Police Department shut down, finish that matches existing fencing Illustration at right describes reactivate or flash mode traffic and landscaping. Alternatively alternative approach to managing signals to control movements at cabinets can be placed within or tree canopy in tandem with an intersection. Signal cabinets as part of other enclosures such overhead utility lines (Route 4 and are located away from driveways as newspaper boxes or visitor 41 Corridor Management Plan, to avoid vehicular damage and information kiosks. Color can be Sharon Connecticut for ConnDOT, reduce obstructions to driver achieved through powdercoating or courtesy of Lardner/Klein visibility. painting or anodized finish. Colors Landscape Architects, P.C.) 20 Context Sensitive Solutions for the Historic National Road JANUARY 2006

Context Sensitive Solutions for the Historic National Road 21 JANUARY 2006 Landscape New landscaping may be added to concepts should be incorporated be taken to ensure that open the right-of-way along the MHNR that are sensitive to the context views are preserved. Fencing as part of state or community within which the project is initiated: also plays an important role in initiated projects. Examples • In forested areas, planting identifying the desired character. include: use of landscape to design should seek to establish A good example of the desired reinforce traffic calming goals a forest edge plant community character of the Historic National as described previously under that reinforces the natural Road is found near Bolivar, Safety; streetscape improvement characteristics of the landform MD (top left). Mature trees projects (usually initiated by the position within which the area with branches overhanging the community); and mitigation efforts sits (south or north facing slopes, road should be preserved. Turf that are implemented in response bottom lands, ridgetops, etc.) shoulders should be maintained to highway related projects when • In rural and agricultural areas, up to the pavement edge (use a existing trees are removed. In the vocabulary of hedge and topsoil-aggregate mix to stabilize addition there is a need to work fence rows, windbreaks, tree shoulder to provide a medium for with private developers on groves, specimen trees and maintaining turf along the road entry “statements” associated tree-lined farm roads should edge). Alternatively, wildflowers with providing access to new influence the planting design found along the roadside (such development projects. Finally, concepts. Great care should as Bachelor’s Buttons) can and some buffering and screening of undesirable views may be desirable to enhance the byway and could be undertaken as community-based planting projects within the right-of-way.

General Suggestions Community-initiated roadside planting should be considered throughout the corridor for a wide range of purposes. Planting design

Example of a setting where the existing landscape character should be preserved near Bolivar.

Limited planting space is available in many of the linear towns along the Historic National Road, such as New Market (right). Continuous tree-planting pits can provide room for the roots to grow parallel to the road. 22 Context Sensitive Solutions for the Historic National Road JANUARY 2006 should be maintained through and attractions in the many Urban Soils monitoring of the mowing cycles, town centers along the Historic In urban sections, special as they are a cherished element National Road. attention needs to be paid to the of the rapidly changing rural Trees are an important part of environment within which the tree landscape. any improved landscape. Tree is planted. Continuous planting • In suburban and developing species selection should consider pits are highly recommended to areas, planting can be used to infrastructure (tree lawn width, provide enough space for roots to enhance the character of the overhead wires) to minimize spread throughout the tree planting route by creating a new focal conflicts between green and grey area as shown below right and in point or providing unity to a infrastructure elements. more detail on page 5-28 of the scene that is particularly chaotic MHNR Corridor Partnership Plan. or complex. Establishing the Historic National Road as a tree- Special Situations lined Avenue (such as found approaching Boonsboro) is a There are a number of conditions good model to follow and helps throughout the byway corridor that Recommended street tree planting to narrow the look and feel of require special attention including concept for LaVale, Maryland the road. urban soils, overhead utility lines, incorporates grass medians to • In urban sections, street trees relationship to traffic calming narrow the look and feel of the can be planted to establish a goals and community and private road, street trees planted at regular tree canopy over the sidewalk entrances that when carefully intervals, signs lowered and placed and other pedestrian areas considered will help to maintain on stone, wood or brick bases, making a more attractive and enhance the character-defining pedestrian paths and underground area for visitors to get out of features of the Historic National utilities (from MHNR Corridor their cars and enjoy the sites Road in Maryland. Partnership Plan).

Context Sensitive Solutions for the Historic National Road 23 JANUARY 2006 Utility Lines scale back the size of the entry Stormwater Management Appropriate trees should be statements so that they do not See page 18 for discussion selected for planting underneath detract from the through traveler’s of landscape approaches to overhead utility lines. Where experience and its character- maintaining the character- space is available, larger defining features. defining features of the Historic trees should be planted along National Road when constructing the outside of the utility lines In order to maintain the character- stormwater management facilities clearance area, with smaller trees defining features, understatement and roadside drainage. underneath. This provides for the is better than overstatement. Scale and proportion are important. best opportunity to minimize the Maintenance Implications visual intrusion of the overhead In rural areas, private developer utility line (see page 21). entrances should be similar in Great care should be taken scale to farm entrances. As in selecting species of trees, developments move closer to Traffic Calming shrubs and groundcovers that urban sections, the scale of are appropriate for their location. Planting to reinforce traffic calming entrance features should be more Growth rates of vegetation should goals should follow the general in keeping with nearby features be well understood and plants principle that more naturalistic when they exist such as fences, located in such a manner so that planting design concepts should stonewalls, entrances to historic their mature height and spread be utilized at the beginning of the estates and properties. It is critical will not block future roadside transition zones shifting to more that the scale of the entrances do clear areas and therefore require formal planting concepts closer not exceed that of the entrance extensive pruning. to and within the town centers. to the community since it serves Native vegetation should be used as an important traffic calming to landscape rural traffic calming measure. measures. Landscaping in the towns and villages should match existing landscaping treatments, as well as historic tree planting and landscape design styles that are compatible with the existing historic town character. Planting design techniques can also be used to establish a rhythm to the Brick pavers with spacing between street trees, with porous joints (sand trees getting progressively closer set) on top and closer together to reinforce the desired slower and slower operating speeds approaching towns.

Community and Private Entrances A special concern has been heard about the preponderance of “entry statements” associated with new developments. Many of these developer initiated efforts are well- intentioned, with the goal of making the entry to the new subdivision more attractive, while at the same Sidewalk Continuous Street time capturing the attention of planting strip potential customers. parallel to curb Continuous tree planting pit with amended soil is recommended for Along the Historic National urban and suburban areas to facilitate street tree survival, as shown Road, efforts should be made to here for Frederick Avenue project in Baltimore (see page 43). 24 Context Sensitive Solutions for the Historic National Road JANUARY 2006 than 20’ in length) that have been historic resources are not adversely Bridges and Small constructed since the original impacted. The CR group consults Structures “Heyday” and the “Revival” period. with the Maryland Historical Trust The purpose of this guideline is to (MHT) and works with the Office assist the Maryland State Highway Bridges and small structures of Bridge Development (OBD) to Administration (SHA) in their efforts that are over 50 years old are ensure that the eligible bridges are to both preserve and maintain considered potential historic maintained and preserved within the character defining features resources that are evaluated the limits of AASHTO guidance of the Historic National Road in for significance by SHA under the and other safety and engineering Maryland associated with the many preservation laws and Section considerations. bridges and small structures (less 106 regulations (36 CFR Part 800 for federally funded projects and All of the bridges owned and Article 83B of the Annotated Code maintained by SHA along the of Maryland, Sections 5-617 and Maryland Historic National 5-618 for state funded projects). Road have been inventoried and evaluated for the National Register SHA’s Cultural Resources (CR) of Historic Places (NRHP), but not Group within SHA’s Project all of the small structures. SHA Planning Division is responsible for defines historic significance for reviewing all projects to ensure that bridges and small structures as being eligible for listing in the National Register of Historic Places. SHA is not required by law to preserve bridges that are not eligible for the NRHP.

An update of the bridge inventory is currently being completed for bridges constructed between 1948-1960. While the priority for preservation actions in the Corridor Partnership Plan remain for the Heyday and Revival Period historic sites, preservation options should be considered for the more recent structures when they are added to the NRHP.

Casselman River Bridge as it appeared in the Revival period (top, historic photo from The National Old Trails Road Photo Gallery, USDOT, FHWA) and preserved today as a National Historic Landmark (middle). The 1932 replacement for US 40 Alternate over the Casselman River and 1980’s version on I-68 in aerial view illustrate the different eras of bridge construction along the route (courtesy of Maryland State Highway Administration). Context Sensitive Solutions for the Historic National Road 25 JANUARY 2006 Semicircular stone masonry arches west of Grantsville are particularly maintained by SHA. SHA staff are and culverts were the preferred vulnerable and have been rapidly currently researching ownership for bridges constructed along the deteriorating. those structures that are no longer route of the National Road. There operational. are two stone arch bridges on There are fourteen additional the Maryland Inventory from bridges on the Maryland Inventory As the eastern section of the the Heyday period that are still from the “Revival” Period of the MHNR corridor continues to grow, operational (Kline’s Mill Bridge Historic National Road. These as well as areas around Frederick, over Little Beaver Creek and the bridges are primarily concrete Funkstown Turnpike Bridge over arch bridges constructed between Antietam Creek). Both of the 1923 and 1938. These concrete operational bridges have been arch bridges generally have modified with concrete. architectural treatments along the parapet walls and abutments. Several additional Heyday era bridges (Puzzly Run, Big Shade Some, if not most, of the bridges Run, Casselman River, Clarysville, and small structures that remain and Wilson Bridge, and the footings are no longer in SHA ownership or of the original tollhouse bridge over the Monocacy River) are not on the inventory and the bridges are no longer operational. These bridges are a high preservation priority for National Road byway Advocates since they are part of the original “Heyday” period of the Historic National Road. The series of stone arch bridges over Big Shade Run on an old alignment adjacent to the Fuller-Baker Log House just

The Puzzly Run Bridge in the early 1900’s (top) and today is now privately owned and needs to be preserved (historic photo from The National Old Trails Road Photo Gallery, USDOT, FHWA).

Remnant small structure over Big Shade Run (photo courtesy of Terry Maxwell, State Highway Administration) 26 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Hagerstown and Cumberland, 1950’s and beyond will begin over replacement. The first there will be an increasing need to need either rehabilitation or replacement bridge over the to consider widening bridges. A replacement in the coming years. Monocacy River, for example, new bridge or underpass of the From the perspective of the byway, deteriorated to a point where it too Historic National Road is being it will be important to maintain the had to be replaced. considered as part of the US 219 character-defining features of the Corridor Study. At the same time bridge structures and approach If a bridge or small structure is many of the bridges built in the sections through the use of context owned and/or maintained by sensitive design techniques. SHA, then it will be evaluated for significance (eligibility for NRHP) Preserving Historic Bridges before establishing a preservation along the MHNR priority. Some structures, regardless of ownership, may no Historically significant bridges longer retain sufficient integrity to should be maintained and be eligible for the NRHP. rehabilitated on a strict schedule to avoid the need for replacement. SHA’s Cultural Resources group Rehabilitation of significant works with OBD to ensure that structures should be emphasized the Secretary of the Interior’s Standards for Rehabilitation – ten basic principles created to help preserve the distinctive character of a historic site, while allowing for reasonable change to meet new needs– are followed when work is proposed on an eligible bridge. (See http://www2.cr.nps.gov/tps/ tax/rehabstandards.htm). Many of these bridges are no longer in State right-of-ways and require immediate preservation action through a public/private partnership utilizing the expertise of the State Highway Administration and private funding in cooperation with the current landowners.

Where the bridge or small structure is now owned by local government or private property owner, then the Maryland National Road Association or other private group would need to seek outside funding to develop a preservation plan for priority locations and to fund work perhaps in cooperation with the SHA OBD as well as MHT.

Historic photograph of Jug Bridge from 1910 showing ‘S’-Curve (top) and the remnants of the footings today (middle), now an historic artifact. The replacement concrete arch bridge is now also closed (bottom photo in foreground with current truss bridge behind). Context Sensitive Solutions for the Historic National Road 27 JANUARY 2006 Maintaining the Character of is most affected by decisions reflect the surrounding context, Bridges Along the Historic regarding the highway geometry but do not create false allusions National Road (horizontal and vertical), depth of about the time and place within the bridge, the type of structural which this bridge is being Changes to any of the existing system (including decisions about reconstructed or rebuilt. bridge structures should be done the piers and abutments, the with the intrinsic qualities of the design of the parapet wall and Recreating at least the appearance scenic byway in mind. Along the approach railing. Whether or not of concrete or stone arch bridges Historic National Road that means a sidewalk is incorporated into the may be possible on the smaller that the design character of the design also determines the types bridges and structures (see concrete arch bridges of the of lines that are visible along the Meadow Run Bridge, below). Revival Period should be used as approach to the bridge. Color and However, where higher volumes a basis for work on contemporary texture can be utilized to reduce must be carried, the design bridges requiring upgrades. The or enhance the visual contrast should reflect more contemporary following design issues are often depending upon the design goals design characteristics since the raised by localities when thinking and can be applied to all of the scale of the bridge is already out about widening, resurfacing or design elements of the bridge and of proportion with the scale of other types of bridge repair work. approach. bridges built during the “Heyday” or “Revival” period. Instead, Some questions that need to be efforts should be made to create asked from the start include: Design Goals a new architectural style that reflects the period within which • Is the existing bridge historically Along the Historic National Road the bridge is being constructed significant, and if so, from in Maryland it is important that (or reconstructed). Efforts should what period and what type of the following design goals be be made to minimize the visual construction? considered: contrast with the context within • Where are the key views and • Create a design that is in scale which the bridge is being designed. observation points that a bridge and fits in harmony with its can be seen from (e.g. (nearby historic and cultural setting as sensitive viewpoints, from part of the Historic National Road Techniques to Use in Meeting underneath, approaching the • Create a design that is in Design Goals bridge, etc.)? harmony with the natural There are a number of context How can the context of the environment of its site bridge be described in terms of sensitive solutions that can be • Where feasible, utilize authentic considered in widening or replacing the character of the surrounding regional forms and materials that landscape and in terms of the bridge structures along the Historic other types of bridges that are built nearby (within the same physiographic province, for example)?

Changes to the visual characteristics associated with transportation projects along scenic routes are generally evaluated according to the degree of visual contrast with the setting. Form, line, color, and texture are terms used to describe the changes and the relationships to intrinsic qualities.

As seen from nearby areas (its context), including views from Recently reconstructed bridge over Meadow Run illustrates how small below and approaching the structures similar in scale and proportion to the old structures can be bridge, form is most affected by done. The stipulations in the Memorandum of Agreement between SHA the geometry and the type of and the Maryland SHPO (see sidebar, page 29)were simple and strait bridge structure chosen. Line forward (photo by K.C. Keith, Maryland SHA) 28 Context Sensitive Solutions for the Historic National Road JANUARY 2006 National Road. The following the ‘S’ configuration by utilizing examples are intended to illustrate longer spans and skewed Excerpts from Memorandum of some of the techniques that can be approaches. In several locations Understanding between SHA and utilized. the multiple era of replacements Maryland SHPO Concerning Small can easily be seen (Casselman Structure No. 11099X0, US 40 over Bridge Width and Alignment River Bridge, the Monocacy Meadow Run Much of the initial discussion for River Bridge and the Wilson bridge widening or replacement Bridge over the Conococheague, I. Design within context sensitive locations for example). . A. Materials will focus on whether or not to build Many of the bridges that were replaced are still standing and a new bridge on a new alignment, New stone ashlar masonry shall be first build a new bridge adjacent to the used as pedestrian bridges or are part of parks providing river class cut stone laid in regular courses existing bridge and then tear the and shall include all work, in which, access. old bridge down, or build additional the individual stones are dressed or lanes on a separate structure tooled to exact dimensions. For the immediately adjacent to the This consistently repeating pattern wall facing the stone in the existing existing bridge. As part of these suggests that the next era of walls will be used, as necessary, in the discussions, the following should replacement bridges be respectful proposed structure. The stone shall be cleaned, stockpiled and reset, as be kept in mind: of the remaining existing bridges practical, to the original location. If the . (perhaps using them for pedestrian For the Historic National Road, original stone is damaged, additional the original locations of bridges and bicycle access) and be sympathetic to the opportunities stone shall be furnished from a source often utilized an “s” configuration native to the vicinity of the work and available for preserving the existing that allowed the bridges to be approved by the Project Engineer. The built perpendicular to the river alignment in favor of adding a stone for the wall facing shall consist crossing while maintaining the new bridge nearby (rather than of coursed rubble of superior quality general alignment of the road. replacing and removing the existing with horizontal beds and approximately This configuration can easily bridge and alignment). vertical joints. The facing shall have a mortar backing and each stone shall be seen at both the Casselman The geometric design of a bridge be anchored to the reinforced concrete River Bridge and at the Wilson wall with corrosion resistant metal ties. Bridge. is often established early in the design process. Design criteria . During successive eras of All joints including those at the backing from the AASHTO Green Book construction, new bridges and wall, shall be completely filled with alignments were built adjacent for new or replacement bridges mortar. The mortar shall be a Portland to the existing bridge, but higher primarily address the width of the cement mortar. A sample of the mortar up, often removing the need for bridge deck and its relationship will be provided to and approved both by the SHA Project Engineer and the Architectural Historian.

B. Construction

1. Wall

The Contractor shall build a sample wall at a location adjacent to the structure to be readily visible to the masons. It shall show examples of face, ends, top, and corners along with forming joints. The sample wall shall be approved by the project Engineer and the Architectural Historian in a meeting on site to be set up two weeks in advance of laying any masonry. The compliance officer from the SHPO staff will be asked to attend. Creative use of steel backed timber rail to protect the bridge parapet wall on the Meadow Run Bridge help to retain the existing width of the historic bridge (photo by K.C. Keith, Maryland SHA)

Context Sensitive Solutions for the Historic National Road 29 JANUARY 2006 to the approach road. The On bridges longer than 100 feet, When decisions are made about horizontal and vertical alignment, it is often necessary to make how to best accommodate the number and width of travel provisions for a breakdown lane, pedestrians and bicycles, three lanes and techniques used for snow storage and other elements options are typically available: accommodating pedestrians that increase the width of the • All accommodations incorporated and bicycles are particularly shoulder. The increased width into bridge deck influential on the overall form and often leads to higher operating • All accommodations built as appearance of the bridge structure. speeds. Consideration should be separate structure Assistance from road engineers, given to using ‘a “chipseal” or other • Divide between bridge deck and architects and landscape architects “modified epoxy binder” treatment separate structure as well as key stakeholders can to make the shoulder look different be beneficial for a bridge designer than the travel way (either color or On historic bridges it may be trying to balance many different texture). In addition, this added necessary to construct a separated factors within a scenic and historic width can be considered for bicycle multi-use pathway to accommodate area. Minor adjustments to the /pedestrian accommodations. pedestrian and bicycle traffic. horizontal and vertical profiles, This may be one technique that structural design and architectural detailing can help to achieve a design that is in harmony with its historical setting.

The AASHTO Green Book, page 430, generally recommends that the lane widths for bridges on rural roads with high volume traffic (over 2000 ADT) be the same as that used for the approach roads (in bridges less than 100 feet). However, AASHTO recognizes that some existing bridges that “tolerably” meet the roadway width criteria may be retained.

In the case of historic bridges being retained, lane widths approaching and on the bridge structure should be consistent. Research has found that wider lane widths encourage higher speeds (according to a Texas Transportation Institute study, a 1-foot lane width increase resulted in a 2.9 mph increase in the 85th percentile speed, when all other factors were equal).

When bridges are reconstructed, efforts should be made to retain the lane widths and shoulder widths of the bridge approaches. Research has also shown that increased amounts of pavement width (including paved shoulders) increases the comfort level of the driver and therefore also their Gwynn’s Falls Bridge is slated for reconstruction by the City of speed. Baltimore The proposed preliminary design concept maintains the character-defining features of the bridge (courtesy of Whitney, Bailey, Cox and Magnini). 30 Context Sensitive Solutions for the Historic National Road JANUARY 2006 can be used to maintain adequate Piers, Fascias, Abutments and be seen from adjacent, non- vehicular lane widths. Wing Walls roadway viewpoints. The visual The location of key observation contrast of these elements can The design of new structures points for any bridge project will be greatly reduced by seeking should seek to establish the same determine the degree of visual a careful proportioning between character as the existing bridge, yet sensitivity that is required of the the thickness of the bridge deck not just rebuild the existing style appearance of the bridge from the (fascias and wing walls) to the of the bridge only larger. Instead, non-roadway viewpoint. Along the length and spacing of the support the scale and proportion of the new Historic National Road, many of structure (piers and abutments). bridge should be compatible with the river crossings are associated Where possible, the design of the old bridge. Great care should with existing or planned greenways these elements should appear be taken in the design of the pier such as at Gwynn’s Falls in to be integral to the landscape structures and abutments, barrier Baltimore and the Monocacy in utilizing a consistent family of and parapet walls, “keystone” Frederick. materials for all of the design details, pedestrian scaled details, elements. lighting and approach, so they Bridge piers, abutments, fascias are compatable with the historic and wing walls are the primary The appearance of the materials context of the NR. design elements that can used for the piers, abutments, fascias and wing walls should be sympathetic to the forms, line, color and texture of the adjacent landscape and cultural context. For the Historic National Road this means that in rural areas, judicious use of native stone on piers, abutments, fascias and wing walls will help to blend the bridge with its surroundings. In urban areas with extensive use of brick (such as Baltimore and Frederick), Context sensitive approach is Open rail system is used on brick should be used as a surface used for new bridge for Dulaney MD 161 over Deer Creek to treatment. Valley Road over I-695. retain open views. Where budget limitations preclude the use of native stone, form liners can be used as a substitute. However, in urban areas with high pedestrian activity, simulated stone or brick should not be used. Instead use authentic brick or stone to establish a unique pattern or texture that can withstand the scrutiny of close-up viewing. The source of authentic brick or stone must be carefully considered. Other historic structures, ruins, or archaeological sites should not be damaged in order to procure materials to repair or reconstruct the structure in question.

Bridge Railing/Parapet Walls Reconstructed Pocomoke River bridge matches what previously existed, and was able to strengthen moveable portion of existing bridge so that it Requests for barrier treatments could remain. and bridge rails that contribute to the overall aesthetic experience

Context Sensitive Solutions for the Historic National Road 31 JANUARY 2006 are increasing. Concrete safety- delight and transparency of an old most historically reminiscent as shape (jersey) barriers used as bridge railing. well. the bridge railing are especially out of character for scenic byways Bridge Approach Rails More information: and historic roads because of The problem still remains of their association with high-speed Maryland Department of connecting the bridge rail to the highways, and because one cannot Transportation. Aesthetic approach rail. This may be best see through them. Bridges: Users Guide. MDSHA, accomplished by consciously 1993. identifying the ends of the bridge There are some alternatives to the with an end-post, to which the two standard types of concrete barriers rail systems are both attached. (e.g., New Jersey and F-shapes This design strategy may be the and single slope and vertical face designs) often used on bridge The new Knapps Narrows bridge projects. (foreground) retains much of • On local and collector roads the look of its predecessor with favorable conditions and a (background). small number of heavy vehicles, where the aesthetics of the railing/barrier is a prime concern, the use of the Texas Type C411 concrete barrier is an option. • The use of a barrier with an outside face treatment using one of the many types of form liners should also be considered. • Concrete barrier can be colored by staining the cured concrete for an aesthetic effect. • Several horizontal tube bridge The bottom image shows the new railing systems are tested and bridge as it is today. The old bridge are reasonably transparent has been moved to the grounds of and are used on the George a local museum. Washington Parkway and other Federal Lands highway design projects. • New York State uses a two-rail timber railing for use in areas such as the Adirondack and Catskill Parks where a rustic appearance is desired.

Preserving Historic Bridge Railings Historic bridge railings have seldom, if ever, been crash- tested. They can be retained, however if properly protected by the installation of an additional rail on the traffic side of the existing rail or between the sidewalk and the traffic. Tested systems, using a curb and horizontal round or box-beam, have been successfully employed to preserve the visual 32 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Signs Existing roadway related signage in the Maryland Historic National to their destination as quickly as along the Historic National Road Road Corridor Partnership Plan to possible. consists of traffic control and help create a relatively seamless traveler information. Signage travel experience along Maryland’s Some form of wayfinding and regulating vehicular, bicycle and 170-mile long section. As visitor directional signage will be needed pedestrian travel along the Historic use increases along the Maryland to minimize these potential conflicts National Road shall follow the Historic National Road there will be while still giving absolute priority regulations set forth in the Manual a need to assist travelers that are to traffic control. SHA currently on Uniform Traffic Control Devices generally unfamiliar with the route marks its system of scenic byways, (MUTCD), the supplement to the with finding their way along the including the Historic National MUTCD and the State Highway byway and to nearby historic sites Road, with a sign incorporating the Administration’s Office of Traffic and features. Drivers unfamiliar scenic byway program logo and the and Safety’s specific Guidelines with the route who are looking for name of the route on a plate below. and Directives. a particular feature or historic site However, additional directional along a scenic byway tend to drive information is sometimes needed Coordinated roadway signage is slowly and may present a conflict to follow the byway, especially an important strategy identified with the traveler that knows the in the more urbanizing sections road conditions and is trying to get (Baltimore, Ellicott City, Mt. Airy,

Maryland’s Scenic Byway logo is used to assist travelers in finding the byway route. FHWA is encouraging National Scenic Byways and All-American Roads to use a common logo. Approximately 18 of the America’s Byways signs have been installed. Following the Maryland Historic National Road is difficult, especially through urban areas such as Frederick’s Patrick Street (top) or the Golden Mile (bottom). Context Sensitive Solutions for the Historic National Road 33 JANUARY 2006 Frederick, Hagerstown, and specific destinations or attractions. Sign Design and Installation Cumberland). The Historic National Road should be one of the themed travel routes Placement and installation In addition there are a number based on its designation as an All- methods for all signs must follow of visitor destinations that are American Road. SHA’s Book of Standards and off the primary route that require the Roadside Design Manual “Trailblazer Signs” to direct In anticipation that some future to maintain the proper vertical travelers to their destination. program may be developed to and horizontal offsets and type These include nearby historic sites, coordinate wayfinding needs, of support (breakaway or non- state and national parks, and visitor and in an effort to minimize breakaway). On scenic byways, information centers, etc. visual clutter that may occur the look of the backs of signs and with the proliferation of signs sign posts should be taken into Maryland has an extensive array along the Historic National Road, consideration. The National Park of programs that already have or the following context sensitive Service uses brown sign backs and may require similar wayfinding solutions are suggested for posts along most of their parkways, and directional signage (State consideration. including the George Washington Parks, Civil War Trails, Heritage Areas, other scenic byways, etc.). Too many signs would detract from the intrinsic qualities of the Historic National Road and create confusion amongst both visitors and through travelers.

The Maryland State Highway Administration’s Office of Traffic and Safety and MDOT initiated an effort to coordinate these sign requirements in 2001, and is currently implementing a program in Easton (see below). The main thrust of the effort is to relate all wayfinding and directional signs to themed travel routes, rather than Brown-backed sign (left) along GW Parkway

Maryland Office of Tourism Development will be implementing a pilot program to test a wayfinding system related to themed travel routes in Easton (Graphics courtesy of State Highway Administration).

34 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Parkway in Virginia and the Feature Trailblazing and Although, Maryland’s new Tourism Baltimore Washington Parkway in Area and Corridor Signing Program Maryland. Use of this technique Identification should meet the trailblazing along scenic byways would be A large number of historic sites and needs, it is generally not suitable one relatively low cost way of visitor attractions require several as an alternative approach for establishing a distinctive identity for turns off the byway. While internet removing billboards. Tourist the byway. District 6 has already and printed media (guidebooks, Oriented Destination Sign (TODS) installed the byway identification for example) can provide some programs in other states have been signs using dark brown posts. assistance in providing directions, successfully used as replacements further directional assistance will for off-premise signs and billboards Route Identification help to minimize the potential for non-interstate routes (Vermont, conflicts between through and for example). Maryland’s Historic Additional directional signs beyond leisure travelers. National Road would benefit those already installed are needed by expanding the state signing to make For scenic byways in general, program to include policies for rural it easier the preferred approach to feature TODS as a means of removing to follow trailblazing is to use some kind billboards. the byway of logo identification sign relating in certain the feature to the byway. This has Billboards places, been used effectively as part of especially in an overall signage program for No new billboards can be erected the urbanized the Laurel Highlands in western along those portions of the byway sections of Pennsylvania (lower right). In that are on the National Highway Baltimore Maryland, the Statewide Signing System (or on the old Primary City, Mt. Airy, Program or the Tourism Area and System Routes if there are any that Ellicott City, Corridor Signing Program (see are not now on the NHS). SHA Frederick, page 34), should meet most of the has control over billboard erection Hagerstown byway feature trailblazing needs. on the National Highway System and Cumberland. One simple way However, the program may need to and Primary Routes (Route 40, for to achieve this would be to place be adjusted to meet the needs of example). However, the major part the existing route marker signs all the state’s system of byways. of controlling sign proliferation lies (e.g. 144) on a brown rectangular with local government ordinances. back with the Historic National Many state Departments of Road name plate below. Transportation are reluctant to West Virginia Division of Highways allow the use of logo programs has adopted the use of the “Follow” In complex due to the difficulty and cost of settings such sign plate to help drivers find managing the program, as well as their way along the Washington as Frederick’s the potential for sign clutter. Many Golden Mile or Heritage Trail through Martinsville, state DOT’s have established West Virginia. travel through rural “Tourist Oriented Destination Cumberland, the Sign” programs to address the word “FOLLOW issue of driver orientation. Similar (and then the to the Interstate TODS program, route #)” can rural visitor attractions that meet be added to the certain criteria (hours of operation, scenic byway distance, etc.) are identified on route marker in a smaller sized blue, brown, advance of the or sometimes green sign and major decision the travel direction. Vermont, points. West Minnesota, and Iowa have Virginia Division implemented this program. West of Highways Virginia has a modest version of it, has adopted a similar approach primarily for historic sites, bed and for byways traveling through breakfasts, etc.), and New York congested or commercial areas, State is currently evaluating its use Rural TODS signs for or where the byway has been along scenic byways. segmented. Pennsylvania’s Laurel Highlands Context Sensitive Solutions for the Historic National Road 35 JANUARY 2006 Lighting Roadway and pedestrian lighting along the Historic National Road in Maryland exists primarily in the built up sections of the route within existing cities and towns, outlying commercial areas and in selected rural areas where traffic conditions may warrant. Additional sources of lighting and glare sometimes come from adjacent private commercial businesses along the roadway (such as illuminated signs, parking lot lighting or security lights).

The first use of nighttime illumination along the Historic National Road took place in commercial areas of Baltimore with the installation of fixed gas lamps in 1784 and then converted to oil in 1818. Early automobile travel along the Historic National Road took place in the daytime. The distance between towns was often established by how far one could travel during the daylight hours. Lighting highways was down played by engineers in the 1920’s in favor of auto headlights. The countryside was pitch black and the faint glow of lights on the horizon served as a beacon for those few drivers that ventured after dark.

Lighting engineers began to promote intensive illumination of the streets to promote safety and the cities and towns adopted street lighting programs as a sign of progress. Lighting along roadways was typically installed with increasing levels of intensity starting with low levels in the residential areas and increasing towards its highest level in the commercial districts at the center of town. Rural and suburban examples of differing styles of roadway lighting along the Historic National Road: Cobrahead fixtures along Scenic 40 in Washington County (top); and near LaVale (middle); and in Baltimore City (bottom). 36 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Today, the significant intrinsic presents an opportunity to help Engineering Society of North qualities associated with the reinforce the goal of recapturing America. If a particular situation spacing of towns and services the intrinsic qualities associated requires higher lighting levels, based on one day of travel time with the historic settlement the design levels should be the are becoming increasingly more pattern based on daytime travel. minimum necessary to meet the difficult to see. This is especially Lighting design also presents the need. true with lighting. The pattern has opportunity to address the more • The daytime appearance of been reversed with the brightest contemporary issues of night sky the fixture and standard should lighting occurring in the commercial pollution, energy conservation, and be compatible in scale (form areas at the outskirts of towns aesthetics. In order to accomplish and line), color (the fixture, the typically having the brightest and this goal: standard, and the light quality) harshest light and the original • Roadway and pedestrian and texture (the materials used historic cores often installing lighting should be designed and for the standard) with the context decorative street lamps with selected to maximize energy within which it is being placed. “historic” fixtures made to look like conservation, and minimize light • Fixtures and standards should be the original gas lamps. pollution, glare and light trespass selected that are maintainable by from public rights-of-way. SHA or by the local jurisdiction. Design Goals • The design lighting levels should generally be the minimum Of particular concern along the Lighting design along the Historic prescribed by the Illuminating Historic National Road is the light National Road in Maryland trespass that occurs from private property onto the public right-of- way, such as is often found at big-box and other auto-oriented retailers at the outskirts of towns and cities along the Historic National Road. This issue will need to be addressed as part of the companion model development guidelines to be prepared through the Maryland Office of Planning.

Techniques to Use in Meeting Design Goals The following techniques are suggested:

Use Pavement Markings and Reflectors It may be possible to reduce the need for lighting in rural areas through the use of pavement markings, signing and reflectors to alert motorists to changing operating conditions, provided that other conditions, such as poor horizontal or vertical alignment or a history of traffic accidents do

Within city and town streetscape efforts, decorative “acorn” fixtures have been installed as part of streetscape improvements in Frostburg (top) and colonial fixtures in New Market (bottom). Context Sensitive Solutions for the Historic National Road 37 JANUARY 2006 not warrant the use of roadway historic contexts and therefore a cost as part of the streetscape lighting. lighting style that is appropriate for construction project. When one town, may not be appropriate bulbs burn out or luminaires are Convert to Full-Cutoff for all towns. Therefore, a damaged, this becomes a problem Shielded Fixtures consistent architectural style of for some of the communities. The lighting should not be adopted utility company will usually lease Converting to the use of full cutoff for the entire length of the the lights and include maintenance shielded fixtures on roadway Historic National Road. Lighting in the cost, but they may limit lighting will help to contain the styles should be kept simple. the type of fixture allowed. distribution of light to the intended Overly ornate fixtures should be Alternatively, the lights in New street area. These fixtures are discouraged in the smaller towns. Market, for example are actually in place on numerous roads in Instead, simplicity is preferred. connected to individual properties Maryland and numerous segments Fixtures and supports should be that pay for the electricity. along the Historic National Road. black or dark green. Continued efforts are needed to Any future lighting projects replace the remaining drop-lens In general, luminaires and will need to be sensitive to the cobra headlights with the full cut-off poles should be selected to be implications on the town’s ability to fixtures. compatible with the adjacent pay for and operate the decorative architecture, and in scale with lighting. For streetscape projects, use the proportion of the adjacent of non-cutoff luminaires should buildings. Lighting should provide be considered where it can be good contrast and color rendition demonstrated that less light will be and high efficiency, avoiding low- directed skyward (due to reflected pressure sodium lamps. light and the increased number of cut-off luminaires required to achieve uniform lighting). SHA’s Role SHA is responsible for reviewing Appropriately Scaled Luminaire and approving all lighting installed Supports and Spacing along state maintained roadways. As part of streetscape projects that The height and spacing of poles have been built in Maryland, the coupled with the luminaire- communities typically provide the lamp combinations result in a decorative lighting at their cost and determination as to whether or are responsible for maintenance. not performance measures for SHA has worked with communities illumination can be met. Often by installing the conduits at SHA several combinations are possible to achieve the same result. Care should be taken to compare the difference between higher poles w/brighter lamps versus more frequently spaced poles with less output. Within the cities and towns of the Historic National Road, pole heights should be relative and in proportion to the height of adjacent buildings and the entire width of the streetscape section (building to building).

Historically Appropriate Fixtures Care should be taken to select fixtures that are appropriate to This decorative fixture in Catonsville (top)is in proportion to its adjacent the historic context of the setting. building compared to one that is out of scale with the adjacent historic Cities and towns have different building in Ellicott City (bottom). 38 Context Sensitive Solutions for the Historic National Road JANUARY 2006 could see oncoming traffic at a serve the travelers. Congestion Access greater distance. Traffic entering resulted in the construction of Access to the Historic National from a side road became more bypasses and higher speed roads Road was initially a desirable visible. Driver speeds increased with limited access (US 40 in outcome of its construction. tremendously. Maryland, for example), leaving Communities were established remnant shells of old businesses and settled to service travelers at Automobile and truck-oriented along the Historic National Road. regular intervals along the route. services soon emerged to serve This held true through the early the travelers on the rejuvenated Today, new residential years of the Revival period until road system with better surfaces, developments continue to spread automobiles became more reliable longer but flatter grades, new out from the commercial corridors. and moved more quickly. The concrete or steel trussed bridges Access to the Historic National “Good Roads” movement soon and better roadside conditions. In Road in Baltimore, Howard and pressed for improvements to both response to congestion from the Frederick Counties is primarily for road and right-of-way after World increased travel, merchants started servicing these new residential War I. Roadways were designed to move out from the central city communities. Catonsville (just to handle faster moving errant where automobiles could gain west of I-695), Mt. Airy, the Golden vehicles by increasing the width of easy access to new roadside Mile in Frederick, Hagerstown the right-of-way to handle gentler development. As the number of (east and west approaches) and slopes. Broader road shoulders travelers increased so did the Cumberland/LaVale are the five improved visibility so that drivers number of businesses seeking to primarily commercial corridors along the entire route. Growth in the Middletown area is both commercial and residential and congestion is a significant problem along the Historic National Road in this area. New Market, Boonsboro, Hancock, and Frostburg, still primarily retain their integrity as identifiable communities where the 19th century town development and pre World War II era growth can still be readily discerned.

Design Goals The overall goal of trying to maintain the 2-lane rural character of the Historic National Road in between cities and towns (thereby preserving the intrinsic quality of towns spaced according to the daylight travel times) is becoming increasingly more difficult to achieve within the rapidly growing eastern sections of the Historic National Road. As residential communities develop, access to the state routes that comprise the Historic National Road Scenic Byway will require measures that make it safer to turn into and out of the neighborhood. As traffic speed

Increasing development pressures have resulted in the addition of turn lanes along the Historic National Road. Context Sensitive Solutions for the Historic National Road 39 JANUARY 2006 and volume increases, so does the Techniques to Use in Meeting sections of the Historic National need for wider travel lanes, wider Design Goals Road. Although Maryland’s shoulder widths, increased sight current access management distances, bigger drainage ditches While it would be difficult to efforts are aimed at certain and facilities and more regulating eliminate the need for increasing corridors (US 301, US 50, US signs. lane widths, providing turn lanes 113 and MD 2/4) the concepts or providing acceleration or behind it should be applied to The State Highway Administration deceleration lanes associated with the Maryland Historic National regulates access to State new development projects along Road as a means of reducing the Highways, including almost all of the Historic National Road, there impacts on the route’s intrinsic the Historic National Road travel are a number of techniques that qualities. The web site of the route as a means of maintaining can be used to reduce their need, Transportation Research Board’s the safety of the “motoring public”. their scale and to reduce the visual Access Management Committee SHA cannot necessarily and legally contrast associated with them. (http://accessmanagement.gov/ deny access to abutting properties. resources.html) offers “ten ways to SHA uses acceleration and Access Management manage roadway access in your deceleration lanes and increases Access management is the community” many of which are in the number and width of travel process of balancing access for already being utilized by localities lanes to maintain safety and land development while preserving along the Historic National Road smooth traffic operations. SHA is safe operation and mobility but are worth repeating here: authorized to require an entrance along the highway system. The 1. Lay the foundation for access permit as a means of limiting the history of the Historic National management in your local width of entrances and exits and Road is filled with cases where comprehensive plan. determining the locations of access uncontrolled access to businesses 2. Restrict the number of points in order to assure that has caused congestion, driving driveways per lot. access points are at their safest customers away to businesses with 3. Locate driveways away from location. SHA is also authorized safer, more convenient access. intersections. to review the potential impacts of Residential property values are 4. Connect parking lots and new development to the roadway also threatened when it no longer consolidate driveways. drainage system. SHA’s Cultural is safe for a resident to enter 5. Provide residential access Resource Group has the authority and leave their property due to through neighborhood streets. to review all access permits and unpredictable turning movements 6. Increase minimum lot frontage give information to the applicant or congestion. on major roads. about nearby cultural resources. 7. Promote a connected street It is then up to the developer to Access management programs can system. address the cultural resource help stop the cycle of functional 8. Encourage internal access to issue. obsolescence that is so readily out parcels. , visible along the urbanized 9. Regulate the location, spacing

Conceptual plan illustrating how the Context Sensitive Design approaches might be applied to access issues along the Historic National Road to a development proposed near Marriottsville Road 40 Context Sensitive Solutions for the Historic National Road JANUARY 2006 and design of driveways. need for grading which would have of a landscaped splitter island 10. Coordinate with the diminished the scenic qualities of (rather than painted left turn lanes) Department of Transportation. the road. SHA does this on a case to protect left turn movements by case basis to reduce impacts. and to reinforce the visual cues to SHA and each of the counties drivers that they are approaching should set up a program to work Design Speed a heavily used entrance. Trees together to reduce the adverse can be accommodated within Slowing down the design speed impacts of development related splitter islands if design speeds through traffic calming measures access management issues on the are low enough to allow for the use is another technique to consider character-defining features of the of barrier curb (usually less than as a means of reducing the length Historic National Road (especially 45mph). and width of turn lanes (see pages items 1, 5, 6 and 7 above). 7-11). SHA’s Office of Traffic and the District Offices would need to Use Pavers for Accel/Decel Reduced Length and Width do a speed study to look at the Lanes and Turn Lanes It may be desirable to shorten overall potential of this technique to Acceleration, deceleration, and or narrow acceleration and reduce impacts. left turn lanes should be marked deceleration lanes to maintain with textured pavement, such character-defining features of the Context Sensitive Design as a heritage concrete paver, roadway. Field observations may rather than asphalt. This helps to After applying the basic principles be useful to determine if a reduced maintain a more narrow look and of access management to new acceleration and deceleration lane feel to the travel way and gives the development along the Historic will suffice to meet project and entrance a distinct appearance. National Road, there may safety needs. For example, Anne Different patterns and colors of (more likely, will) be a need for Arundel County denied access to paver can be selected so that they acceleration and deceleration a large planned unit development are visually distinct from each other lanes, increased lane widths, left in South River Colony onto Brick and the asphalt travel lanes. turn lanes or other intersection Church Road in order to preserve changes. The visual effects of the character-defining features these changes can be made to Establish a Distinctive Entrance/ of this scenic road and to focus be more sensitive to the historic Intersection Design circulation and access to Routes context by applying the following The entrance design should extend 214 and 2. In the County’s techniques: out into the right-of-way to give Martha’s Vineyard subdivision off a distinctive and recognizable of Mill Swamp Road, acceleration Use Landscaped Splitter appearance to the intersection. and deceleration lanes were In certain situations, it may be reduced in size to protect the Islands desirable to use pavers through the character-defining qualities of this Where a single entry point has entire intersection as a technique scenic road and to reduce the been identified, consider the use

Context Sensitive Solutions for the Historic National Road 41 JANUARY 2006 to slow drivers. Large canopy to an intersecting side street rather be large enough to accommodate trees, small trees and shrubs than directly on to the Historic a large canopy tree (including should also be used to establish National Road), roundabouts enough space to accommodate a distinctive spatial relationship in should be considered as a way to required clear zones and sight the intersection such that the driver reduce the amount of pavement distances). feels that they are entering an associated with turn lanes (see “outdoor room” that is different than page 12-13, Rural Crossroads and Maintenance Implications the approach areas. Intersections. Many of the areas that may Where extensive turning Entrance Islands benefit from these type of access movements are anticipated (such management techniques are not Entrance islands are helpful to as where traffic generated from within incorporated localities. both channel turning movements new development is being directed Therefore SHA would generally and to break up the large expanse be responsible for maintenance of pavement that would otherwise of any concrete pavers, chip result. Entrance islands should seals, median or other right-of-way planting. Each local government and SHA need to discuss the relationship between the cost and maintenance implications of using context sensitive solutions to access management as a long- term investment whose benefit may be in reduced enforcement needs, fewer accidents and more attractive communities. The need for access management stems from private development and each locality needs to make a determination as to who should be financially responsible for both the construction and operational costs for these types of measures.

Sketch above illustrates the resulting character that could be achieved for the entrance to a new development planned in the vicinity of Marriottsville Road if context sensitive solutions were applied. Note that the placement of trees closer to the roadway edge can be achieved through the use of barrier curb at intersections (see plan on pages 28-29). 42 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Roadside Enhancement measures, landscape, lighting models for other communities to and signs); follow including Neighborhood Projects • Trailheads (recreational access Conservation Projects in Frostburg, The roadside enhancement along the byway); Hancock, and Hagerstown, among projects that are likely to be • Community Development. others. The document “When constructed within SHA right-of- Main Street is a State Highway” way include measures that support Of the potential enhancement provides extensive guidance for the byway travel experience or projects, SHA will primarily be streetscape projects. make those portions of the byway responsible for wayfinding (see more attractive that no longer pages 33-34) and the construction Trailheads are primarily retain their intrinsic qualities. of waysides and pull-offs constructed and maintained According to the Corridor within their own right-of-way. through trail user and community Partnership Plan, enhancements Streetscape improvements are groups, such as the Gwynn’s Falls may include: typically accomplished through Greenway project. Community • Wayfinding (directional and local initiative but with SHA often Development projects, like visitor information); taking the lead role. Maryland streetscape projects are usually • Waysides and pull-offs; State Highway Administration has accomplished through local • Streetscape improvements completed many enhancement initiative and often involve (including gateways, traffic projects along the Historic National economic development activities calming, pedestrian safety Road that serve as exemplary including those related to heritage tourism and community revitalization. Operation Reach Out Southwest’s (OPROS) efforts along Frederick Road in Baltimore are an example of this type of activity.

Town gateways serve both to improve the appearance of the byway and to give drivers visual cues that they are entering a special place.

Hollins Phoenix Housing Complex

. t . S e

v t d r e A e a r l e k t l n i c Hazard Identification Beacon 48’ Width S i Vacant a W e w L n Rent-A- r and Pedestrian Warning Sign 4-10 Lanes plus i r a r e ees Center Parking Lot h Location T.B.D. r W 8’ Median h g T 2 e t tin d xis . a E (Fenced) w a S C Custom d o . n R Bench a S Custom ve Custom L n k A rederic w F Bench Traffic Bench o t n Signal i l Traffic k 1 n Custom Signal a Custom r Bench Planter Amoco F n with Media 3 Bench manent Gas Per Fast Food Restaurants Station u 4 o Custom Bus Shelter with l a t Interpretive Panels (replace existing) n School e B School Parking Lot . entary S k Elem Westside Shopping Center Frederic

Recommended Streetscape and pedestrian safety improvements to the National Road through Southwest Baltimore:

Tree plantings - 21 new street trees in continuous planting beds to insure street tree survival. Soil amendments are recommended. Brick pavers could partially cover the beds to allow for pedestrian traffic as well as water and air flow to tree roots. Custom Bus Shelter - Replace existing shelter at main entrance to Westside Shopping Center with custom bus shelter. More shelters could be installed in the shopping center vicinity as determined by ridership and additional planning. Interpretive Panels - To be embedded in the custom bus shelter(s). Panels guaranteed to be graffiti and vandalism-proof are available at relatively low cost. The panels can be installed directly into the custom bus shelters during construction. Custom Benches - For bus stops unable to be served with shelters, custom benches with arm rests (to prevent sleeping) are recommended. Interpretative panels may also be installed into the backs or even seats of the benches if desired. Permanent 8’ Median with Planter - Recommended to replace left turn lane from Franklintown Road to S. Catherine Street in order to narrow the look and feel of the road. The right-of-way along the sidewalks in this vicinity is too narrow to plant street trees next to the row-houses. Example bus shelter detail. Custom bus shelters Hazard Identification Beacon and Pedestrian Warning Sign - Recommended to available from the Mass Transit Authority lend an warn motorists of heavy pedestrian traffic at Landwehr Lane, which is used by historical flavor to the streetscape. Interpretative Tree planting pit detail. To facilitate street tree residents of the new Hollins Phoenix complex. panels about the National Road can be embedded survival, a continuous planting bed with amended Brick Paver Crosswalks - Recommended to replace painted crosswalks to add directly into the shelter. Custom benches can be soil is recommended. Brick pavers on gravel base color to streetscape. installed in areas where a shelter is unwarranted. allow for pedestrian traffic and add color Enhancements proposed for Frederick Avenue near the Westside Shopping Center incorporate interpretive facilities into a new bus shelter Context Sensitive Solutions for the Historic National Road 43 JANUARY 2006 The remainder of this section Maryland SHA and the Maryland A consistent overall identity for addresses the design issues Department of Planning are visitor facilities along the Historic associated with waysides and pull- currently coordinating the National Road is highly desirable– offs. installation of interpretive panels at one that is sensitive to the context approximately twenty-five locations within which the facility is placed. Design Goals for Waysides and throughout the corridor with Visitor facilities constructed in Visitor Facilities funding from the Federal Highway the rural areas should strive Administration. The locations of for a look that will reinforce the The design of waysides and pull- these sites are identified in the desire to interpret the “Heyday” offs along the Historic National Corridor Partnership Plan. There or “Revival” periods. Visitor Road represent an outstanding are two types of sites: those where facilities constructed in urban opportunity to establish a interpretive panels can simply areas should strive to fit in with the distinctive character that reflects be installed within an existing existing historic context as much both the historical context within landscaped area open to the as possible, serving as a neutral which the wayside sits as well as public; and sites where parking, background to the rich setting that to provide a minimum degree of access and public use areas need is the primary reason a particular coordination among waysides and to be improved. site was selected (for example at pull-offs along the entire Historic the B&O Train Stations in Baltimore National Road Scenic Byway. and Ellicott City). In both cases,

44 Context Sensitive Solutions for the Historic National Road JANUARY 2006 the design of the visitor facility Approach deceleration lanes should utilize should be subservient to the view The entrance to the visitor facility textured or contrasting materials or feature that is being showcased. or wayside should be clearly visible (such as a chip seal with a different and attractively marked. Elements aggregate or pavers, as discussed Techniques to Use in Meeting should include an advance warning on page 29.) If guardrails are Design Goals sign that is consistent with the needed, consideration should be guidance provided on pages given to installing weathering steel A distinctive identity that is or color galvanized box beam responsive to the character- 23-24. On rural sections the shoulder treatment should be guardrails or steel-backed timber defining features within which the guardrails to differentiate the pull- wayside is located can be achieved differentiated through the use of reinforced turf shoulders in off section of the roadway from the through the careful design and typical through-travel segments. selection of the various elements order to maintain the character- that comprise the wayside or visitor defining feature of the narrow facility. Establishing a clear order to two-lane road, while recognizing the visitor experience and selecting that shoulder use may result with appropriate materials to reinforce the installation of a new pull- the desired experience using the off. Any required acceleration or following guidance is the best way to achieve the overall design goal:

Context Sensitive Solutions for the Historic National Road 45 JANUARY 2006 Entrance and Parking accommodating contemporary “Carry In-Carry Out’ polices for The entrance and parking areas needs. litter. No trash cans are provided. should be designed as “outdoor Signage may also be needed to rooms” defined by landscape. Walkways post use times to prohibit overnight Each identifiable room helps the Visitors should be able to clearly parking or night time use. Groups visitor to relate their experience walk to the desired destination on have been identified to adopt each to a more personal scale. In both shaded sidewalks directly to the of the waysides and interpretive rural and urban areas this can be interpretive viewpoint or feature. panels currently being installed accomplished through the use Walkways (and parking) must meet along the MHNR, and any future of fencing, hedges, and canopy the needs of all types of visitors waysides will not be installed trees. In order to meet the more as required by the Americans with unless a group comes forward for contemporary needs of screening Disabilities Act (ADA). adopting the area or site. and directing visitor flow, a fence Walkway surfaces should design should be selected that incorporate the same type of utilizes similar materials (stone and materials as the parking surface wood), but assembles them in a with a different color or pattern. way to meet more contemporary needs. Recreating the old timber Structures and Furnishings fence style from the Revival Period As with the fencing, the would not be an appropriate architectural style of any structure response at a new pulloff since built to support or contain it may imply that the fence was interpretive facilities should take its there originally (unless it really was cues from the regional character- there). defining features of the Historic National Road. Walls, kiosks, The surface of the pull-off should seating, benches, and waste also be considered as an important receptacles should reflect the design element. In urban areas extensive use of stone and wood consideration should be given in the rural sections and brick to the use of concrete pavers or masonry in the urban sections of brick to clearly differentiate the the byway. parking area associated with the pull-off. In some cases parking is Maintenance provided on an urban street and it Litter and vandalism will be a may be possible to use a textured concern when pull-offs are re- asphalt surface that would be opened along the Historic National similar to the nearby walkway to Road. SHA in District 6 follows the the interpretive site, thereby linking lead of the Maryland Department of the parking with the interpretive Natural Resources in establishing site. In rural areas the pavement surface could utilize materials that would be reminiscent of the old macadam surface using the “Maryland System” to contain the macadam (such as was preserved at the LaVale Toll House). Where old alignments are present, the “Heyday” period surface could be recreated through the use of a soil seal that preserves the color and texture of the ground surface while

Interpretive panels will be installed at the B&O Museum within the existing cobble pavement surface (bottom). A brick surface was used in Grantsville (top). 46 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Bicycles One of the most important sections of the route are also and integral element of planning, character-defining features of the attractive to bicyclists seeking rural design, construction, operations Historic National Road is its narrow touring routes. and maintenance activities as 2-lane cross-section through the appropriate.” SHA’s policy also rural areas that separate cities Maryland State Highway states that a “minimum four (4) foot and towns within a days travel Administration recently adopted wide outside shoulder is preferred time from the early periods of the a policy whereby SHA “Shall on all roadways with open roads construction and Revival. make accommodations for sections.” This policy may apply The historic character of certain bicycling and walking a routine when doing resurfacing work. The policy will only be applied if it is reasonable to do so and pavement would not be widened just for bicycle use.

Decisions regarding requirements for bicycle accommodations should be made carefully taking into consideration the importance of maintaining the character-defining features of the Historic National Road. The features of the Historic National Road’s context that should be maintained include rural roads with a narrow scale, usually with a close proximity of trees and/or other landscape features. In this situation, a design waiver may be requested to minimize or eliminate the proposed bike lane in order to lessen the potential adverse effect. In addition, the Historic National Road incorporates segments where the town character of a narrow street with buildings close to the right-of-way line (such as found in New Market, Frederick, Middletown, Boonsboro, and Hancock, among others), may also require a design waiver.

If widening is required to accommodate new development, then additional pavement width

Along the Historic National Road through the Middletown Valley, there are likely to be numerous situations where expanding shoulder and lane widths for bicycle use would likely cause adverse impacts to the character- defining features (such as the narrow scale of the roadway (middle) and the stone house and trees (bottom). Context Sensitive Solutions for the Historic National Road 47 JANUARY 2006 will be added for bicycles unless (Boonsboro) – where the narrow required to accommodate bicycles. an exception to SHA policy is streetscape might be adversely This works better on 4-lane roads granted. In urban sections, given affected by the construction of with 11-foot travel lanes, where 1 the narrowness of the right-of-way, additional roadway width foot can be taken from each travel bicycles generally are allocated the • US 40 from Old Hagerstown lane to gain an additional 4-feet remainder of the available space Road to Ridge Road assuming traffic conditions are after on-street parking and travel (Middletown) – primary issue suitable. lanes are accommodated. is with turn lanes and roadway widths accommodating new An additional concern with Design Goals development widening shoulders is the potential • MD 144 from the Baltimore/ for increased operational speeds. A review of the Statewide 20-Year Howard County Line to Rolling In order to clearly differentiate Bicycle and Pedestrian Access Road – primary issue is with between what is a travel lane and Master Plan reveals that the preserving the narrow, tree-lined a bicycle lane or wide shoulder primary conflict areas are likely character of the route. suitable for bicycle use, a different to occur where “Tier 1 and Tier tint or color could be used for the 2” priority improvements (poor Techniques to Use in Meeting shoulder area. cycling accommodations and an Design Goals established community priority) Newly developed modified epoxy have been identified as part of the For those locations where bicycle binders are now being used for statewide inventory located along accommodations are a priority bicycle lane and other traffic sections of the Historic National and conditions are poor, efforts calming applications. The system Road where lanes are narrow and should be made to both improve comprises a cured epoxy based shoulders are insufficient for safe bicycle conditions and maintain binder (usually pigmented), which bicycling. the character-defining features. is dressed with natural colored or In locations where there is only pigmented aggregate, typically If the routes have not been a 2-foot or less shoulder, adding bauxite or granite, providing a identified as a priority, then a a total of 4-8 feet of pavement durable, skid-resistant surface. waiver should be granted to width may also require changes to preserve the character-defining roadside drainage, additional cut Aggregate with a similar color to features of the route (for example and fill, removal of roadside trees the adjacent soil color along the the section of Alternate 40 between and other significant changes to route can be selected MD 68 and Funkstown). the roadside areas. Techniques to reduce the visual contrast for minimizing these impacts are between the paved shoulder and Many of the priority improvements discussed on pages 16-18. the adjacent roadside. Care must are located in urban sections also be taken in selecting alternate such as LaVale, Cumberland, and Narrowing of vehicular travel lanes pavement materials that are both Hagerstown (east of I-81) where is one possible technique to reduce suitable for winter weather and for the intrinsic qualities of the route the amount of additional pavement bicycle use. are no longer readily apparent and the additional shoulder width would not significantly impact character-defining features. Of particular concern, however, are the sections where priorities have been identified on segments of the route that still retain the rural 2-lane or “townscape” character. Addition of bicycle lane width may also adversely impact sidewalk widths in communities trying to attract more visitors to stay longer. Examples of these potential conflict areas include the following Tier 1 priorities: • US ALT 40 from MD 68 to MD Example of modified epoxy binder application in Great Britain (photo 34 in Washington County courtesy of Jarvis-USA) preferred for bicycle use over chip seal. 48 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Maintenance The Maryland Historic National Road should receive the level of maintenance necessary for safe public travel by auto, bicycle and agriculture related equipment while still preserving the character- defining qualities of the route.

The primary purpose of maintenance practices along state highways, including scenic byways, is to maintain appropriate clear areas and sight distances, remove rapidly decaying and dying branches and trees (to minimize Participation by adjacent owners in maintenance of right-of-way is one hazards of falling branches along strategy that should be encouraged along the Historic National Road the roadway and along utility (approaching Clear Spring, for example). easements) and maintain drainage facilities (to keep water from enhancing the character-defining ponding on the road and minimize features of the Historic National non-point pollution from surface Road is the preservation of the runoff). existing mile markers, toll-gate posts and other historic resources Design Goals located within the right-of-way. Recognizing that maintenance Many of the mile markers have funds are limited and been lost and great care needs responsibilities for maintenance to be taken to ensure they are are extensive among the three not damaged during routine SHA districts that include the maintenance. District 6 has Historic National Road, the inventoried the locations of the mile goals for maintenance must markers and many of the original necessarily focus on finding ways steel markers have now been to meet safety goals with reduced restored. maintenance requirements while preserving the character-defining Mowing features or enhancing roadside Mowing can be reduced to only appearance. those areas where sight distances need to be maintained and clear Techniques to Use in areas where woody vegetation Meeting Design Goals needs to be prevented from getting established. The right-of-way width along the Historic National Road is also Warm season grasses can remain more narrow than typical (66 feet unmown within controlled areas in much of District 6 for example) as a landscape feature that is thereby limiting what can and consistent with the Heyday and cannot be done in the way of Revival eras. Mowing practices Although this toll-gate post has maintenance. can also be adjusted to maximize now been restored, the landscape flowering times of roadside conditions around it will continually Preservation of Historic wildflowers. Landscape design be problematic. Planting native Roadside Elements plans can be developed that shrubs, perennials and grasses that will compete with invasive The most important strategy weeds is one strategy to eliminate for preserving, maintaining and this problem. Context Sensitive Solutions for the Historic National Road 49 JANUARY 2006 encourage natural revegetation to Adopt-a-Highway and by providing volunteers to do the minimize mowing requirements. Partnership Planting work. These arrangements are decided on a project by project Programs Selective Clearing basis. SHA may also ask for Private citizens and community long term support to maintain the Natural growth and succession groups are enabled to adopt the project. Planning well in advance can be guided through the use of maintenance of landscapes at is necessary because of the selective clearing (to remove exotic community entrances, medians, time needed to develop plans, and invasive species, for example) street tree planting beds, roadside coordinate activities, acquire to establish sweeps of native pull-offs and special planting areas volunteers and stockpile materials. shrubs and small trees without (such as described above). In Often, there is a waiting list for large scale interventions. Selective addition to the traditional “Adopt- sponsors because of demands removal of plants can result in an a-Highway” program for litter on the program. SHA should orderly regime that showcases the patrol, Maryland SHA has an communicate more directly with native plants as the early travelers adoption program in place that communities along the MHNR would have seen them along the allows for groups to plant and about available programs. In Historic National Road. maintain new landscapes through response, MHNR communities a memorandum of agreement that should develop specific proposals Within woodland areas, this spells out both SHA and the local and submit them to SHA. Once concept can help to establish a groups responsibilities. received, SHA will work with the desired plant community at the communities to implement the woodland edge that can compete SHA develops partnerships with projects. with invasive and exotic species local governments, community that often establish themselves organizations and garden clubs Wildflower Program in recently cutover lands. By for the purpose of beautifying establishing shrub species at the highways and improving Many of the landscape techniques woodland edge, future tree pruning the environment through its described above could also be may be reduced or eliminated “Partnership Planting Program”. achieved through SHA’s wildflower to maintain clear areas along Once identified, SHA typically program. Although typically used the roadside. In all cases, tree develops a landscape plan for the on interstate highways, scenic removal and vegetative clearing area within the right-of-way that byways are an appropriate use for or pruning should be selective and meets both community and state the program resources and efforts follow good arboricultural practices highway needs. should be made to give priority to in order to maintain the character projects on the Historic National of the roadway. Some organizations sponsor Road or other federally designated plantings by participating in the scenic byways. Selective tree cutting may be cost of projects. Others participate deemed a necessary periodic maintenance technique to maintain the scenic vistas of a designated roadway. Such a determination should be made in consultation with SHA’s scenic byways coordinator.

Grant funding is being pursued to prepare and implement landscape design plans for this area near the Clarysville Bridge. Invasive plants need to be removed and a new sustainable plant community should be established that reflects the landscape character that would have been found around the Clarysville Bridge during the Heyday period. 50 Context Sensitive Solutions for the Historic National Road JANUARY 2006 Management of Publicly Owned Land Publicly owned land adjacent to the Historic National Road should be managed in a manner that supports preserving, maintaining and enhancing the byway. There are several situations along the Historic National Road that may require additional management efforts by SHA or through partnerships with private preservation groups. These include: • Old road alignments – especially where existing bridges or culverts from the Heyday or Revival Period are still standing. These include: Puzzly Run, Sideling Hill pull-off should be reopened and redesigned using similar Big Shade Run, Casselman strategies as shown on page 33 River, Clarysville, Wilson Bridge, St. Paul’s Church, and the Monocacy River, among other smaller segments. Some of these former alignments are no longer in SHA ownership and efforts need to be made to establish partnerships with the current owners (public or private) to preserve these resources. • Maryland Department of Natural Resources lands – including several state Forests and Parks and the Negro Mountain pull-off • Old pull-offs now closed (such as the Sideling Hill pull-off in Washington County (apparently now owned by the County). The Maryland Historic National Road Corridor Partnership Plan contains an inventory of the locations for many of these resources.

Under state law, SHA is mandated to dispose of all excess land. The sale or transfer of SHA property is considered an action that must be reviewed by the Maryland Historical Trust (MHT). MHT preservation easements are required as part of the sale if the property is eligible for the National Register of Historic Places. Preservation or stabilization of these stone arch bridges along old alignment over Big Shade Run is desperately needed.

Context Sensitive Solutions for the Historic National Road 51 JANUARY 2006

SHA generally will make an effort to shift ownership or control of these properties to private or public entities whose mission it is to preserve them. Other state agencies that own land adjacent to the byway should consider retaining ownership to maintain the current condition of the land. If SHA or other state agencies dispose of land, they should consider placing a perpetual easement on the land prior to sale that will not allow uses or visual intrusions that would degrade the byway.

A partnership approach is the preferred way to preserve the remaining bridges and small structures, to reopen pull-offs, and install new waysides. SHA would assist the byway organization in helping to secure outside funding and provide resources to assist in their preservation (along with other agencies). A locality or community- based organization would take on the responsibility for the ongoing management.

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Context Sensitive Solutions for the Historic National Road 53 JANUARY 2006 Merritt Parkway Working Group, The. Merritt Parkway Guidelines for General Maintenance and Transportation Improvements. Connecticut: Merritt Parkway Working Group, June 1994.

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54 Context Sensitive Solutions for the Historic National Road