Category: Route 1 Page 1 of 2

The Maryland Department of Transportation State Highway Administration is developing a major redesign of Route 1, or Baltimore Avenue, between MD 193/University Boulevard and Sunnyside Avenue.

The approximately 1.9-mile project represents Phases 2 and 3 of the broader Route 1 improvement program. Phase 1, covering Baltimore Avenue from College Avenue to MD 193, was completed in 2024. The next phases would extend roadway, pedestrian, bicycle, transit and landscaping improvements north through College Park and into Beltsville.

The preliminary plan was presented at a public informational workshop on June 24, 2026, at Beltsville Academy. Residents and other corridor users were invited to review the proposed improvements, speak with SHA representatives and provide comments.

The current plan is only at the 5% design stage, meaning that it is an early concept and remains subject to significant changes. SHA expects the project to reach the 30% design milestone in winter 2027–2028. The workshop materials show the design phase extending from 2025 through 2031, while construction is identified as a future and currently unfunded phase.

Why is Route 1 being redesigned?

The purpose of the project is to improve accessibility, safety and traffic operations throughout the corridor.

Today, much of this portion of Route 1 consists of a five-lane, undivided roadway with two travel lanes in each direction and a continuous center turn lane. Posted speeds vary between 30 and 40 mph. The road passes residential neighborhoods, parks, hotels, restaurants, stores, community-serving businesses, institutional properties and industrial areas. It also passes through the complicated I-95/I-495 interchange.

The proposed redesign seeks to create a more organized corridor for motorists while providing more continuous and separated facilities for pedestrians and bicyclists.

Much of the continuous center turn lane would be replaced by raised or landscaped medians and dedicated turn lanes at selected locations. This could reduce uncontrolled turning movements and make vehicle movements more predictable.

The plan would also add or reconstruct sidewalks, bicycle lanes and shared-use paths. In several sections, bicycle lanes would be separated from traffic by grass buffers, raised separators or landscaped areas.

Bus-stop improvements, traffic-signal modifications, retaining walls and changes to some property entrances are also included in the early concept.

The project is also intended to update a plan originally selected in 2005. SHA says the revised design will account for changes in development, traffic patterns, nearby roadway projects, current design standards and public feedback. SHA will also compare the effects of the revised design with those associated with the 2005 alternative.

As the design advances, SHA plans to evaluate opportunities to limit the project’s overall width, minimize utility and property impacts, consolidate access points where appropriate, and refine sidewalk widths and locations.

General overview of the proposed design

The preliminary design would transform Route 1 from a largely auto-oriented, five-lane undivided roadway into a divided and more multimodal corridor.

South of the I-95/I-495 interchange, the plan generally maintains two through lanes in each direction. Much of the center lane would be replaced with landscaped or raised medians. Dedicated left-turn lanes would be provided at selected intersections and entrances.

Sidewalks and bicycle lanes are proposed along much of both sides of Baltimore Avenue. Most of the illustrated bike lanes are approximately five feet wide. Many would be separated from moving traffic by grass buffers, narrow raised islands or landscaped areas.

The plan also identifies several bus stops. One representative section shows a bus-stop platform with the bike lane routed behind the passenger boarding area.

Near the interstate interchange, the design changes considerably. Instead of placing bicycle and pedestrian facilities along the outside edges of Route 1—where users would encounter numerous highway ramps—the proposal places a 12-foot shared-use path in the center of the roadway. Concrete barriers would protect the path from traffic.

North of the interchange, the central facility would transition to a 10-foot roadside shared-use path continuing toward Sunnyside Avenue.

The two-page public display divides the corridor into ten representative cross-sections, labeled A through J. Each section illustrates how the roadway design would change according to available space, nearby properties, intersections, bus stops, elevation and interstate ramps.

Section A-A: Near MD 193/University Boulevard

Section A shows a compact, four-lane divided roadway near the southern project limit.

The proposed features include:

• Two travel lanes in each direction
• Travel lanes generally between 10 and 11 feet wide
• A narrow raised center median
• A five-foot bicycle lane on each side
• A five-foot sidewalk on each side
• Narrow raised separators between the bike lanes and vehicle lanes

The raised separators would provide more physical separation than a conventional painted bicycle lane.

Section B-B: Between MD 193 and Cherokee Street – Commercial area north of MD 193

(from Section B introduces a wider and more landscaped boulevard treatment.

The proposed features include:

• Two travel lanes in each direction
• A landscaped center median approximately 10 feet wide
• Bicycle lanes on both sides
• Sidewalks on both sides
• Grass or landscaped buffers between bicycle facilities and traffic
• Space for trees within the center median

This section would create greater separation between opposing traffic and provide a greener appearance along the commercial corridor.

Section C-C: Delaware Street to Fox Street area – Bus-stop section

Section C is similar to Section B but includes a dedicated passenger boarding area.

The proposed features include:

• Two travel lanes in each direction
• A landscaped center median
• Bicycle lanes on both sides
• Sidewalks on both sides
• An approximately eight-foot bus-stop platform
• A bicycle lane routed behind the bus-stop platform

The design appears to allow the bus to stop along the travel lane rather than entering a separate pull-off bay. Routing the bike lane behind the platform could reduce direct conflicts between buses and bicyclists.

The design of crossings between the sidewalk, bike lane and boarding platform will need to be refined as the project advances.

Section D-D: Indian Lane to the area south of Hollywood Road – Typical divided roadway

Section D shows another four-lane divided configuration.

The proposed features include:

• Two travel lanes in each direction
• A narrower raised center median
• Bicycle lanes on both sides
• Sidewalks on both sides
• Grass buffers separating bicycle and pedestrian facilities from traffic

The center median is narrower than those shown in Sections B and C, likely reflecting more limited space. However, sidewalks and bicycle lanes remain on both sides.

Section E-E: Immediately south of Hollywood Road Northbound left-turn lane and retaining walls

Section E appears in an area where vehicle access and changes in elevation require a more constrained layout.

The proposed features include:

• Two through lanes in each direction
• A dedicated northbound left-turn lane
• Bicycle lanes on both sides
• Sidewalks on both sides
• Grass buffers where space permits
• Retaining walls along both sides

In this location, the center portion of the roadway is used for a designated left-turn lane rather than a continuous landscaped median.

Retaining walls would help fit the widened roadway, sidewalks and bicycle facilities into an area with limited space and elevation differences beside adjacent properties.

Section F-F: Hollywood Road to Lackawanna Street – Southbound left-turn lane

Section F provides another targeted turning-lane arrangement.

The proposed features include:

• Two through lanes in each direction
• A dedicated southbound left-turn lane
• Bicycle lanes on both sides
• Sidewalks on both sides
• Grass or landscaped buffers

The direction of the designated center turn lane changes according to the nearby intersection, entrance or driveway it is intended to serve.

Section G-G: Approaching Cherry Hill Road and the interstate interchange

Section G begins the transition toward the I-95/I-495 interchange.

The proposed features include:

• Two through lanes in each direction
• A dedicated northbound left-turn lane
• A left-turn-lane taper
• A narrow median
• Bicycle lanes on both sides
• Sidewalks on both sides
• A wider grass buffer on one side
• Retaining or existing landscape walls

The roadway becomes wider in this section to accommodate additional turning movements. Despite the constraints, the plan continues bicycle and pedestrian facilities along both sides.

Section H-H: Entering the I-95/I-495 interchange area

Section H marks a major change in the pedestrian and bicycle design.

The proposed features include:

• Multiple northbound and southbound travel lanes
• A dedicated southbound right-turn lane
• A 12-foot shared-use path in the center of the roadway
• Concrete protective barriers on both sides of the shared-use path
• An outside sidewalk on at least one side

The center shared-use path would accommodate both pedestrians and bicyclists.

Locating the path in the median is intended to avoid conflicts along the outer edges of Route 1, where vehicles enter and leave the interstate ramps.

Section I-I: Through the interchange

Section I continues the protected central path through the interchange.

The proposed features include:

• Multiple through lanes in both directions
• A southbound right-turn lane
• A northbound right-turn lane
• A 12-foot center shared-use path
• Concrete barriers on both sides of the path

The arrangement would separate bicyclists and pedestrians from vehicles using the interstate ramps.

As the design advances, SHA will need to provide more detail about how people will safely enter and leave the center path, cross ramp movements and transition back to facilities along the side of Baltimore Avenue.

Section J-J: North of the I 495 interchange toward Sunnyside Avenue

Section J shows the roadway after it passes through the interchange.

The proposed features include:

• Multiple travel lanes
• A landscaped center median
• A 10-foot roadside shared-use path
• A grass buffer between the path and the roadway
• Trees and additional landscaped areas

At this point, the center shared-use path would transition to a path along the side of Route 1.

Other proposed improvements

In addition to the ten cross-sections, the overall plan identifies:

• Roadway resurfacing and widening
• New and reconstructed curbs
• Sidewalk construction
• Bicycle lanes and shared-use paths
• Grass and landscaped areas
• Pavement removal at selected locations
• Retaining walls
• Existing traffic signals and proposed signal modifications
• Dedicated left- and right-turn lanes
• Multiple bus-stop locations
• Changes to some commercial entrances and access points
• Improvements near Hollywood Road, Cherry Hill Road, Edgewood Road and IKEA Center Boulevard
• A protected walking and bicycling connection through the interstate interchange

Environmental and community considerations

Because the project involves federal and state transportation requirements, the design will be reviewed for potential effects on the natural, cultural and human environment.

The workshop materials identify possible considerations involving wetlands, floodplains, surface water, wildlife, endangered species, historic properties, archaeological sites, parks, community facilities, nearby businesses, land use, noise, air quality and hazardous materials.

The project team must examine ways to avoid or minimize impacts and consider mitigation when impacts cannot be avoided.

Important issues for residents to review

Because the project remains at an early stage, residents and business owners may want to examine several issues carefully:

• How the medians could affect access to businesses and neighborhoods
• Which entrances or driveways may be consolidated or changed
• Whether designated turn lanes are provided at the right locations
• How pedestrians will cross Route 1
• Whether bicycle lanes are sufficiently protected
• How passengers will cross bicycle lanes at bus stops
• Whether bus shelters and accessible boarding areas will be provided
• How users will enter and leave the center shared-use path
• How crossings will operate at interstate ramps
• Whether sidewalks and buffers are wide enough in high-pedestrian areas
• Where trees, lighting and landscaping will be installed
• Potential impacts on private property
• The extent of utility relocation and retaining-wall construction
• How access to businesses and neighborhoods would be maintained during construction

How residents can provide input

The project is still at the 5% design stage, so comments submitted now can help SHA refine the proposal before the design becomes more advanced.

Residents, business owners, pedestrians, bicyclists, transit riders and motorists are encouraged to review the plans and identify concerns at specific locations. Useful comments could address a difficult crossing, unsafe turning movement, missing sidewalk connection, bus-stop concern, driveway-access issue or location where a median might create access problems.

Residents can review project information and available materials on the official Route 1 Improvement Project website.

Comments and questions may also be sent directly to the project team:

Lindsay Bobian, Project Manager
Email: lbobian@mdot.maryland.gov

Holly Pearl, Community Relations Manager
Email: hpearl@mdot.maryland.gov

The June 24 workshop materials state that SHA welcomes feedback and invited participants to speak with project representatives or submit written comments.

When providing feedback, residents should identify the exact intersection, business, driveway, bus stop or portion of Route 1 involved. Specific comments will be more helpful than general statements as SHA evaluates roadway width, turn lanes, medians, property access, sidewalks, bike facilities and interchange connections.

Overall, the proposal would significantly change how this section of Baltimore Avenue functions. It would retain the road’s important role as a regional transportation route while adding more defined turning movements, continuous walking and bicycling facilities, transit accommodations, landscaped medians and greater separation among different roadway users.

However, this is not the final design. Continued public participation will be important as SHA evaluates community concerns, environmental effects, engineering constraints and property impacts.

According to the MDOT / SHA, the Route 1 construction this month on a three-year, $29 million project to improve safety and operations for motorists, bicyclist and pedestrians along US 1 (Baltimore Avenue) from College Avenue/Regents Drive to MD 193 (University Boulevard) in College Park.

This 1.4-mile project also supports revitalization and traffic relief along this highly traveled stretch of US 1. Construction is scheduled to begin after Memorial Day.

This project will not only produce a safer, more attractive and less congested US 1, but will spur economic development and recovery in one of the region’s most important corridors, according to Gov. Hogan.

Planned improvements include:
• widening lanes to provide two lanes in each direction and auxiliary lanes that transition into turn lanes and adding a raised median,
• adding intersection lighting,
• roadway resurfacing and landscaping,
• adding a five-foot wide bicycle lane on each side of US 1,
• improving sidewalks and crosswalk ramps to Americans with Disability Act (ADA) compliance,
• upgrading drainage and stormwater management facilities and relocating utilities, and
• adding signage and pavement markings.

According to MDOT, this project incorporates MDOT SHA’s innovative Context Driven design elements, such as continental crosswalks and dedicated bicycle lanes, to help enhance safety for motorists, bicyclists, and pedestrians.

This project was first announced in June 2015 as part of the Hogan’s Administration’s $1.97 billion investment in roads and timber bridges. Carrying more than 38,000 vehicles per day, US 1 is a major north-south artery located in the City of College Park in Prince George’s County and the gateway to the University of Maryland.

When completed and tied together with the Purple Line rail system that will come through the University of Maryland campus, College Park will be a model for Maryland’s vision for safe and efficient multi-modal access and mobility – according to the MDOT.

The project will be divided into two phases. Phase One includes work in the southern section – from College Avenue to Lakeland Road. Phase Two will take place in the northern section – from Lakeland Road to MD 193. Each phase is expected to last approximately 18 months.

During construction, temporary single- or double-lane closures may be in effect 24/7 on US 1 and on MD 193. Additional lane closures and work times may be needed to expedite work and keep the project on schedule. Pedestrian access will be maintained throughout the project limits.

The project was initially projected to take four years to complete, but MDOT SHA worked with local residents, officials, and other stakeholders and have trimmed that schedule by a year. Construction is now estimated to be complete by the end of 2023.

To view an online presentation with an overview of the project and its construction schedule, click HERE.

In recent months MDOT SHA crews have prepared for the start of construction by completing work to relocate utilities in the area – an example of the important work accomplished during Maryland’s COVID-19 State of Emergency. This work, aided in part by the lower traffic volumes during the state of emergency, has set the stage for construction to begin in earnest on a project that will create job and economic development opportunities as Maryland emerges from the COVID-19 pandemic.

MDOT SHA is asking drivers need to stay alert, focus on the road, and look for reduced speed limits, narrow driving lanes, and highway workers. For a list of all major MDOT SHA projects, go to roads.maryland.gov. For a look at real-time commute conditions, go to md511.maryland.gov

[Source: The Maryland Department of Transportation State Highway Administration (MDOT SHA)]

The Maryland Department of Transportation State Highway Administration (MDOT SHA) has recently given us the following update about ongoing Rt 1 construction (between College Ave and MD193) and what to expect in the days ahead.

The 1.4-mile project will support current and future development and improve traffic operations and safety for vehicles, bicyclists, and pedestrians along US 1. Progress permitting, all work and construction clean up should be complete by year-end 2023.

The SHA considers US 1 as a major north-south artery and the gateway to the University of Maryland – College Park campus, which is located within the project work limits between College Avenue/Regents Drive and Paint Branch Parkway/Campus Drive.

Pedestrian and bicycle traffic are very heavy along the corridor, especially in the vicinity of campus.

Currently, US 1 between College Avenue and Lakeland Road is a four-lane divided roadway, with a raised median and no shoulders. It is lined with fields, parking lots, and office buildings. US 1 between Lakeland Road and MD 193 is a five-lane undivided roadway with a double left-turn lane movement and no shoulders. The roadway is lined with businesses and residential neighborhoods. The existing sidewalk along US 1 is not continuous.

As part of the construction for this project, US 1 will be widened to provide a four-lane roadway (with 11-foot wide through lanes) with auxiliary lanes (with 10-foot wide turn lanes), 5-foot wide bicycle lanes, and a median with varying widths between 2 feet and 16 feet. Americans with Disability Act (ADA) compliant sidewalk will be provided along both sides of US 1 throughout the project limits.

Other improvements include resurfacing, landscaping, drainage system upgrades, stormwater management facilities, new signage and pavement markings, pedestrian lighting, intersection lighting and utility relocation work.

Currently, electricity and gas infrastructure utility relocation work is simultaneously taking place on US 1 within the project limits.

Drivers can expect lane closures in active work zones on the following days and times (weather permitting):

Gas Utility Work (Northbound and Southbound US 1)

•Weekdays, 7 p.m. to 6 a.m. and up to 24 hours per day on Saturday and Sunday

Electricity Utility Work

•Northbound—Weekdays, 7 a.m. to 3 p.m.

•Southbound—Weekdays, 10 a.m. to 6 p.m.

Once non-utility related construction work begins—and throughout the entire lifetime of the project—intermittent lane closures are possible within the project limits weekdays between 9 a.m. and 3 p.m. and Sundays through Thursdays between 8 p.m. and 5 a.m.

Additional lane closures and work times may be needed to expedite all phases of work and keep the project on schedule.

The SHA gave us the following timeline:

Utility Relocation Work…In Progress

Project Advertisement Date..Summer 2019

Notice to Proceed Issued…..Fall 2019

Project Completion……..Year End 2023

(Source: The State Highway Administration)

 

 

For many years, the City Council and staff have discussed with the State Highway Administration (SHA) improvements to the sidewalk connectivity along Baltimore Avenue. This specific project (University Blvd. to I-495) was most recently presented by SHA to the City Council on July 8, 2014 and again on September 2, 2014.

The project will be funded through the SHA Sidewalk Retrofit program, and will repair and/or install sidewalks and ADA-accessible ramps along both sides of Baltimore Avenue between University Blvd and I-495. Crosswalks will be striped or re-striped where needed. The project is estimated to cost SHA approximately $1.2 million. The SHA project manager has informed the City that the project is funded under the area-wide sidewalk contract.

The City Council authorized correspondence with SHA on October 7, 2014 stating that the City would accept maintenance of a retaining wall at Erie Street that is required for the installation of a sidewalk. The SHA Sidewalk Retrofit project does not usually cover the cost of additional infrastructure such as retaining walls, and this issue had delayed progress on the project. The solution was to have SHA pay for the construction of the retaining wall, and once it was completed, the City would take over ownership and be responsible for any maintenance costs.

Following that correspondence, SHA staff has proceeded with the design of the retaining wall and initiated communication with adjoining property owners to obtain “Right of Entry” permission necessary for the sidewalk construction. SHA needs approximately 160 agreements, and has requested the assistance of the City Engineer to obtain some of these agreements. As of December 1, 2015, SHA indicated that they have received about 130 agreements.

The tentative construction start date is summer 2016, pending the receipt of the remaining Right of Entry permits. The construction will take approximately six to seven months. SHA has made a second mailing of the Right-of-Entry agreement to those property owners that have not responded. SHA and the City Engineer have met with property owners to explain the project and the need for the construction crews to temporarily enter the owner’s property for the construction of the sidewalk. A second meeting is planned for January with those property owners who have not responded to the second mailing.
[Source, SHA, City staff]

Great news! The SHA has been studying the interchange at Route 1 and Edgewood road, in order to improve safety at this intersection. Here is the latest concept plan I got from the SHA. Highlights of the improvement include:

1. Three out-bound lanes from Edgewood to Route 1 (currently there are two lanes). The SHA has been in touch with the owner of the property (where the old house was demolished recently), for the right-of way acquisition along Edgewood Road.
2. Two in-bound lanes to Edgewood from Route 1 and I-495 in-bound ramp (currently there is one lane)
3. Elimination of the current ramp going to the internal loop from north bound Route 1.A new ramp is planned, north of the existing one. The eastbound ramp pavement will be removed as part of this project.
4. Elimination of the current ramp coming from the internal loop to Route 1 north. There will be a new two lanes added to the existing ramp going to Route 1 south.

As far as the project’s status goes, topographic survey is anticipated to be completed by the end of next month. At this time, the SHA will have a preliminary concept for this project, however the alignment is not set due to delays in survey. After the project is funded, construction is estimated to start in Spring 2019.

The project will be added to the Project Life Cycle section of SHA’s website and may be viewed here: http://apps.roads.maryland.gov/WebProjectLifeCycle/ProjectHome.aspx?d=36.

Our City staff has been involved in the current concept phase. Additionally, I’ve asked the project manger to come to a future Council worksession, so that we can discuss the project in more details.

Please let us know if you have further questions.

Representatives from the SHA came to last week’s Council meeting and gave an update on the reconstruction project of Rt 1 from College Avenue to Rt 193.

Representatives told us that the undergrounding of utilities is off the table, at least for now, mainly because there is no funding available at this time. The issue may still come back if the project is awarded with the TIGER grant next year.

Other highlights of the project’s status include:

• Wider buffered sidewalk and bike lanes on both sides of Rt1.
• Landscaping (trees at 30 ft spacing) on both sides at some locations, on median at other locations (such as in front of Views).
• SHA will need to acquire part of some properties. The Tuxedo shop will be most likely affected.
• Schedule: By 2019, ROW property acquisition is expected to be completed. It will then take about 1-2 years for utility relocation and another 2-4 years for actual construction. Thus the entire construction will end some time between 2022 and 2025.
• The SHA has a contact for the redevelopment of Rt 1 in north College Park (phase 2 and 3), however funding for design is not available yet. In the mean time they’ve a separate project to build ADA compliant sidewalks on both sides of Rt1 in north College Park. Design has been completed and ROW acquisition process has started.

Please see  here the SHA presentation slides

Based on what we’re learning from the SHA, the undergrounding utilities project on Route 1 may not happen.

The State Highway Administration (SHA) has recently asked for a commitment from the City by June 8 to fully fund the underground utility relocation (minus the SHA estimated cost of aerial relocation) associated with the reconstruction of US 1 from Lakeland Road to MD 430 (Greenbelt Road).

Unfortunately the current estimated cost is huge ($14,973,000) and the City cannot afford such a huge cost alone at this time.

Here is a little background – the City signed a Memorandum of Understanding (MOU) with SHA on August 11, 2014. The MOU states that the City shall have the right to terminate the design of the undergrounding anytime and provide SHA with a 2-week notice to do so with no further obligations to SHA after paying SHA for the completed or initiated design prior to termination. SHA shall provide the City with undergrounding design plans up to the point of termination.

The MOU requires SHA to provide the City with 5 sets of design plans and estimates for review and comment at the preliminary investigation stage, the final review stage, the plans, specifications and estimate phase and the constructability review stage. There were no timetables or performance schedules stated in the MOU.

On February 25, 2015, the City received 30% design plans and requested a meeting with SHA to review them. This meeting was held on March 31, 2015. At that time, the City was informed that the utility companies were not fully on board with their resources to design for both aerial and underground relocations because the project wasn’t funded for construction and they typically would not design for both. On May 1, 2015, at the City’s request an updated utility undergrounding estimate was provided.

To date, the SHA has billed the City for $51,273 of the total $300,000 design cost, and according to our staff, the ultimate design cost will go up to $150,000.

The Council will ask the SHA to come to one of our future worksessions and update us about the entire project.

Representatives from the State Highway Administration came to the City Council last Tuesday night to give an update on the design work on Route 1 between College Avenue and MD 193.

Here are the highlights of that presentation on what the SHA plans to make the following changes:

• Roadway widening along US 1
• Two 11-foot travel lanes
• 5-foot bike lane, including gutter pan in each direction
• The existing five-lane section between Lakeland Road and MD 193 will be converted to a 4-lane section with a raised landscaped median, varying in width 6 – 16 feet.
• Other improvements include pavement resurfacing, landscaping, drainage system upgrades, stormwater management facilities, signage and pavement markings, intersection lighting and associated utility relocations.
• All sidewalks, pedestrian ramps, driveway entrances and bicycle facilities will be ADA-compliant.

The SHA is researching existing Access Permits to a State Roadway for several businesses with more than one access point to US 1. The process of consolidating access points will involve meeting with property owners to discuss proposed improvements.

SHA will also soon start working on the undergrounding work located along US 1 – Lakeland Road to MD 430. It was funded for design – $300,000, but not funded for construction. It may cause overall delay in project delivery. SHA thinks it will be also challenging in the maintenance of traffic set-up.

Here is the tentative project schedule

• Final Review (90% design) – Sept. 2014
• Newsletters Sent – Nov. 2014
• Undergrounding Design Start – Nov. 2014
• ROW Acquisition Start – Nov./Dec. 2014
• Progress Meeting – Dec. 2014
• Environmental Re-evaluation – Jan. 2015
• Production Ad – Nov. 2016