Talk:Maryland Route 7

Gaps
Use line breaks. ( [ →] zel zany  - new age roads) 21:01, 4 June 2007 (UTC)

<!-- History Notes

History of Road Building in Maryland p. 5: By 1695 cart road existed from Baltimore to Havre de Grace; Baltimore County ordered road widened to 30 feet to allow carts and bridges to replace ferries p. 7: In 1717, new overland post route laid out; by 1733, part of it ran from Patapsco Ferry (Baltimore), Gunpowder Ferry, Susquehanna Ferry, North East, Elk River, New Castle. This route followed Old Philadelphia Road (State Route 7). p. 9: Map showing Early Post Road

p. 132-134: First vehicular bridge of Susquehanna at Havre de Grace opened in 1910. PRR built a single-track wrought iron bridge in 1873. In 1904, PRR replaced it with a new one (present Amtrak bridge) and offered the old bridge; counties turned it down, but a group of citizens accepted the gift on condition that the railroad convert it to a highway bridge, each of 7 gave $100 to make it happen. Known as Gold Mine Bridge because the principals made $1364 per dollar they had invested in it. SRC purchased bridge in 1923 and removed tolls in 1928.

This bridge had 13-ft deck, leading to sideswipes and very slow traffic. In 1926, SRC double-decked the bridge with new top deck (top deck was used for traffic to Perryville). To avoid excessive grades at each end, the end spans were lowered. New deck only had vertical clearance of 12.5 ft. Modern structure needed.

RTDS: MD 7 from Stepney to Aberdeen (1.55 mi) transferred state to county in 1956

MD 7F and 7G, sections related to relocation through Riverside, transferred to county in 1990

Maps: 1911: paved Baltimore city line to east of Erdman Ave; proposed to Rossville paved as state aid from Belair Ave in Aberdeen to racecourse in Havre de Grace; Susquehanna River crossing not marked

1915: no change in Baltimore County; red line (complete) from Aberdeen to Elkton except Susquehanna crossing

1921: macadam from 1918 Baltimore city line Erdman Ave; concrete from there to Rossville; proposed from there to Bradshaw; concrete from Bradshaw to just west of Winters Run; proposed from there to Aberdeen; macadam from Aberdeen to racetrack in Havre de Grace; nothing through Havre de Grace and across river; concrete from Perryville to just east of Principio Creek; macadam from there through Charlestown to west edge of North East, with concrete bypass of Charlestown; concrete from North East to Elkton; nothing to DE line

1923: Philadelphia Road completed in concrete except from Bush to RR crossing at Stepney; concrete through Elkton to east end of Delaware Ave (present US 40 intersection); nothing to DE line

1927: concrete completed from Bush to Stepney and from Elkton to DE line; all marked as US 40

1933: US 40 relocated Aberdeen to Oakington

1935: new highway proposed Baltimore city line to Aberdeen

1938: new highway complete from Baltimore to Aberdeen but not marked as US 40

1939: all sections of new US 40 shown as complete (including new bridge) and marked as US 40; MD 7 marked on Baltimore-Aberdeen, Havre de Grace, and Elkton sections; not marked between Perryville to Elkton

1940: MD 7 marked between Perryville and Elkton; MD 7 also marked in South Aberdeen, which is no longer extant

1946: MD 7 marked through Elkton

1950: MD 7 disappears from South Aberdeen (not terribly reputable)

1989: MD 7 divided highway and relocated in Riverside concurrent with MD 543's interchange with I-95

Roundabouts: Holly whatever roundabout installed 1999

Report on the Highways of Maryland: p. 218 (map on p. 220) Philadelphia Turnpike: Baltimore to near Cowenton (no longer tolled)

Original State Roads: US 40 from Baltimore to Rosedale

SRC Reports:

1915: p. 51: Incorporated Towns Built Through: Northeast (0.47 mi), Chesapeake City (1.14), Cecilton (0.96), Perryville (0.20), Fredericktown (0.20) p. 52: Incorporated Towns having an Uncompleted Gap with the State Road System: Elkton (1.15) Incorporated Towns Not Built Through due to Lack of Funds: Aberdeen (1.29 mi) p. 53: Large Incorporated Towns with Uncompleted Gaps in Them: Havre de Grace (1.5 mi) p. 54: Uncompleted Spurs or Gaps Laid Out in 1909 but not forming necessary part of main arterial system: Philadelphia Road from Back River to Rossville (4.00) p. 56: Bridges needing replacement: Class D: Susquehanna River (Wooden part) p. 58: State Road Bridges Constructed 1912-1915: Stony Run (Perryville-Northeast) in 1915 p. 110: Completed State Roads 1908-1915: Perryville-Charlestown (1914, 3.49) North East-Bacon Hill (1913, 2.46) Bacon Hill-Elkton (1913, 2.28) Charlestown Road-North East (1915, 5.53) Through North East (1915, 0.47) p. 116: Completed State Roads 1908-1915 Baltimore County: Philadelphia Road from city limits (then Elwood Ave) to Herring Run (1.95, 1910, 18' tarred M) p. 120: Expenditures on Uncompleted State Roads: Through Elkton (2.20, not contracted) p. 124: Completed State-Aid Roads: Harford County: Post Road (3.64, 14' M)

1919: p. 42: Three bridges added: two-span slab bridge near Bacon Hill replacing an iron structure; reinforced three-span concrete arch across Little Elk Creek replacing a wooden structure 126/132: approved by 1918 legislature as of 1/1/1920 Through Aberdeen 17' C for 1.33 p. 43: 3.3 mi added to Post Road between Havre de Grace Bridge and DE line: 1.6 mi both east and west of town limits of Elkton; 0.3 mi within Elkton; 1.4 mi between Elkton and North East There remains gap of 0.8 mi through Elkton of which 0.3 is now under construction. Two new bridges necessary: Principio Creek, to replace a damaged iron bridge, and North East Creek, to replace two old iron structures p. 45: Three bridges across Penna RR between Perryville and Elkton require consistent repairs.

1926: p. 29: On Post Road 2.12 mi built between Elkton and DE line; three-span conceete bridge built at town limits of Elkton to replace old wooden one-way structure to improve road between Elkton and Wilmington Two dangerous curves at Bacon Hill rail crossing ameliorated p. 30: Unimproved gap of 1100 feet exists near west limits of Elkton due to proposed grade elimination of Penna RR. p. 44: 11.99 mi C, 3.99 mi M: Concrete: 4.58 mi between Bush and Aberdeen that completed the Baltimore-Philadelphia Road and included elimination of tow grade crossings of the B&O RR near Stepney p. 61: Bridges: Philadelphia Road (over Gunpowder Falls) rebuilt as reinforced concrete arch in 1924 p. 69: Lateral and Post Road Funds: Philadelphia Road (1924-25) p. 75: Lateral and Post Road Funds: Elkton-DE line (1924-25) p. 84: Lateral and Post Road Funds: Philadelphia Road (1924-26) Front St Aberdeen (1926)

1930: p. 20-21: Plate 2: Cecil County roads completed by 1920: US 40 west of Elkton Plate 3: by 1930: US 40 east of Elkton p. 67: Grade elimination projects complete or under construction from Jan 1929 to Oct 1930: Red Mill at Elkton p. 68: Proposed grade elim project: Aberdeen Road Relocation for PRR under construction p. 72: photo of York Road south of Towson constructed in 1929 and Philadelphia Road (improved in 1930 to 45-ft width) in Baltimore City p. 82 fold-out: roads widened to 20 feet: US 40 from Baltimore to Rosedale, US 40 from Aberdeen to Havre de Grace roads widened to 18 feet: US 40 from Rosedale to Harford Co line, US 40 from Baltimore Co to Aberdeen p. 83: Widening Projects: US 40 widening between Baltimore and Aberdeen completed p. 237: Baltimore City Condition of Funds (1930): Philadelphia Road-Monument St: 0.77 mi

1934: p. 19: Recommended widening: US 40 from Perryville to DE line (17.59 mi) from 17-24 ft to 40 ft p. 32: Philadelphia Road from Baltimore City line to Havre de Grace, 30 miles, was decided to built a relocation from Baltimore to Aberdeen. p. 32: Outstanding Construction and Reconstruction Projects: Philadelphia Road for 30 mi from Baltimore City line to Havre de Grace was considered for either reconstruction of current road or entirely new location between Baltimore and Aberdeen. Question studied by SRC, Public Works Administration, and U.S. Bureau of Public Roads. Decided to build new road on relocation south of B&O RR. p. 35: New road will be dual highway on 150-ft ROW, two 20-ft lanes with 50-ft parked area; contracts for grading and draining awarded p. 339: Under construction as of 9-30-1934: Havre de Grace Streets-grade and drain (auth 1933)

1936: p. 1: Project along Philadelphia Road from Aberdeen to Havre de Grace is nearing completion p. 3: G&D for Philadelphia Road relocation from Baltimore City line to Aberdeen complete. p. 52: Philadelphia Road bridges: triple 70-ft steel beam bridge carries the highway over B&O; provides dual roadways 30' wide each p. 53: Philadelphia Road bridges: Little Gunpowder Falls, Winter's Run, Bush River, Swan Creek. Also dual bridges over Gunpowder Falls and Little Gunpowder Falls. p. 79: Philadelphia Road graded and drained from Baltimore City to Little Gunpowder River. 150 ft ROW, 90 ft grading, two 20-ft lanes and 30-ft grass median, 10 ft shoulders on outside. Swamp areas encountered at Bird River and Gunpowder River that required dynamiting and filling. Five concrete girder bridges and grade elimination of B&O near Golden Ring also required. Almost all grading and bridge work completed in 1935. After letting fills settle over winter, concrete surfacing began in summer 1936. Road is expected to open in 1937. p. 81: grading and draining of Philadelphia Road undertaken and completed; 150 ROW, 90 foot grade, two 20-ft lanes and 30 ft median, 10 ft shoulders on both sides Three swamps encountered at Winters Run, Otter Creek, and Bush Creek: plants dynamited, fill placed, fill dynamited, and so on Contracts awarded for surfacing in Harford County; two-lane highway completed between Aberdeen and Havre de Grace racetrack; work expected to be completed 1937

1938: p. 2: Relocated Philadelphia Road between Baltimore and Havre de Grace opened in January 1938. p. 4: 7-ft pen M shoulders added to both sides of Philadelphia Road from City Line to Golden Ring (2.4 mi) p. 7: Picture of US 40 west of Van Bibber p. 41: Completion and opening to traffic of 25 miles of dual highway from Baltimore City Line through Aberdeen p. 73: p. 73: Bridge over Susquehanna River at Havre de Grace: With construction of new Philadelphia Road to Havre de Grace and its extension to Elkton via North East, present bridge will become inadequate. Details on Susquehanna River Bridge; concept art on p. 74 p. 115: Relocated Philadelphia Road completed from Baltimore City to PRR in Havre de Grace in Jan 1938. p. 117: Surfacing of relocated Philadelphia Road completed p. 118: During 1937 and 1938, US 40 from Perryville to Elkton (16 mi) was resurfaced and widened with dual 3 foot shoulders.

1940: p. 2: RR crossing eliminations include Red Mill overpass of PRR near Elkton for use of EB dual highway p. 3: New Susquehanna River Bridge opened August 14, 1940 p. 25: Outstanding construction project was relocation of US 40 from Oakington to DE line. At close of FY 1938 there remained 19.68 mi to construct to complete the dual highway from Baltimore city line to connect with existing dual highway at DE line. All grading and drainage is complete and 70% of pavement placed. Westbound lane opened to traffic. Projects expected to be completed in May 1941, delayed from Dec 1940 due to bad weather. p. 54: Susquehanna River Bridge completed p. 57: Philadelphia Road bridges: Principio Creek, Northeast Creek, Little Elk Creek, Red Mill Overhead over PRR (existing bridge used for westbound lane), Elk River p. 58: Grade eliminations: Leslie and Red Mill discussed previously p. 61: Contemplated grade eliminations: Northeast over PRR p. 104: Harford County Complete: Dual highway from Oakington to Susquehanna River Bridge Seeding, planting, sodding along US 40 from Winters Run to Aberdeen p. 104: Cecil County projects completed: Through Elkton (?); Dual highway from Landing Lane to DE line; grading and drainage of Philadelphia Road relocation from Susquehanna River Bridge to Landing Lane Under constrction: Philadelphia Road relocation, bridge over Elk Creek, and reconstruction of grade elim at Red Mill; Concrete surface from Susquehanna to Landing Lane.

1942: p. 47: Contemplated projects: PRR grade elimination at North East p. 81: Cecil County is back in District 2. Relocated US 40 completed from Perryville to Elkton (13.74 mi). Weber's Bridge over PRR on road between US 40 and Charlestown considered for replacement when conditions permit.

1944: p. 4: North East Bridge over North East Creek approved for construction by War Production Board starting in 1945 p. 77: North East Creek Bridge is under construction.

1946: p. 60: North East Creek bridge completed p. 86: photos of old a new bridge; old bridge from 1903 was a truss bridge

1948: p. 121: Pulaski Highway resurfaced with bituminous concrete from Aberdeen to Race Track Bridge, and MD 7 from Race Track Bridge to Havre de Grace (completed 4/23/48)

1950: p. 140: MD 7 from US 40 SW to Balto Branch (5.99 mi) resurfaced with bituminous concrete started Apr 1950

1952: p. 153: Flood of August 1950 affected MD 7 bridges over White Marsh and Honeygo Run, which were replaced late in 1950.

1954: p. 152: MD 7 widened within Elkton and east to US 40 (1.15 mi) starting in 1954 p. 180: MD 7 widened and resurfaced in Havre de Grace on Revolution St (0.422), Union Ave (0.65), and Otsego St (0.446) in 1953

1956: p. 137: North East Grade Separation over PRR completed; grade crossing closed.

History
Prior to Pulaski Highway being built, the route was part of the National Road, consisting of the Baltimore and Havre-de-Grace Turnpike (chartered 1814), and the Elk and Christiana Turnpike (chartered 1812) between Elkton, MD and the Delaware state line. The National Road section between Elkton and Perryville, MD, chartered in 1826, was to be called the Susquehannah and Elkton Turnpike, but was never built, and the existing public road continued to be used.

Preceding establishment of the National Road turnpikes, the original roadway was the Philadelphia Post Road, commissioned in 1666, often simply referred to as the Post Road, Philadelphia Road, or, later, Old Post Road.

Crossing of the lower Susquehanna River could only be made via the Susquehanna Lower Ferry (established 1695) until the Rock Run Bridge was opened in 1818, which was part of the National Road. Prior to this, the road was in comparatively poor condition, and travelers and cargo between Philadelphia and Baltimore often bypassed the Post Road altogether using ferrys between Elkton and Baltimore. -->