The Westminster bypass is dead, killed by Smart Growth, which has breathed new life into intersection designs such as the roundabout, and has revived the specter of mass transit to relieve congestion on Carroll County's main artery.
Not long ago, these were fighting words, but a group created to look for solutions for the congested stretch of Route 140 through Westminster discussed them with warmth rather than heat at its third meeting last week.
The Westminster Working Group rose from the ashes of the bypass, after city representatives learned in January that the governor had decided the bypass would promote sprawl, contrary to his Smart Growth policy, said Mayor Kenneth A. Yowan.
Rather than fight to change the decision, Yowan said, the city and state formed the Westminster Working Group. Its 20 members include state, county and city representatives, the Westminster Fire Department, the Greater Westminster Development Corp., the Church of the Open Door, the Chamber of Commerce, business people, the environmental group 1,000 Friends of Maryland, and Carroll Life, a citizens group that had opposed the bypass.
Orange-and-white barrels line the $6 million widening of Route 140, where new lanes have been added from Leidy Road north to the Route 97 split, said Catherine Romero, project manager for the State Highway Administration (SHA). Work on the 2 1/2-mile stretch should be completed this fall.
The widening was accomplished by encroaching on the grass median, state and city officials said, and nothing more can be done without buying private land. To build 1960s-style cloverleaf intersections would wipe out businesses and parking.
Tuesday night's meeting focused on ideas from the group's second meeting in July, when members donned orange vests for a field trip from intersection to intersection through town and came up with ideas such as routing through traffic under the existing road level and eliminating some traffic lights.
Neil Pedersen, SHA's director of planning and preliminary engineering, said those ideas were given to McCormick, Taylor & Associates Inc., a Baltimore engineering company, which presented some preliminary sketches at the meeting.
"We had looked at the three worst intersections: Center Street, Englar Road and Route 97 south," Romero said. "We want to show the working group you can make an improvement, at what cost, and what it would look like."
At each of the three intersections, the engineers put the main road below the surface, separated by retaining walls from lanes at each side for local traffic. They discussed the use of roundabouts or two alternatives -- the "compressed diamond" and the "modified urban diamond" -- that require little land for the intersections above the underpasses at street level.
Such changes could remove about 2,000 vehicles an hour from the commuter traffic at the intersection, according to projections to 2020, said Romero. The cloverleaf was designed for access to high-speed roadways, not for slower local circulation.
The cost to dig and build roundabouts or diamonds at the three intersections would be about $20 million to $25 million each, Romero said.
But Yowan said, "The Westminster bypass was going to cost $250 million. Certainly getting $75 million to fund this is easier. And the bypass would have been 15 to 20 years away."
"I think it's more attractive," he said of the new design. "And it certainly wouldn't do any good if you fixed the road and did away with all the businesses on 140."
James E. Bangerd III, president of Westminster Fire Engine & Hose Company No. 1, said he's a roundabout fan, after being "one of the biggest nay-sayers to the Towson roundabout."
"I've seen what it can do. You don't have the backups you used to have," he said.
The preliminary sketches could knock out Popeye's restaurant, a row of parking spaces at Weis Market, possibly shave part of the Shell station property and affect the Citgo station at Englar Road. But Dana Knight, an engineer with of McCormick Taylor, noted the sketches were "very, very preliminary."
"We can further refine these designs to save these properties," Romero said.
"I'm impressed," said Neil Ridgely, of 1,000 Friends of Maryland. "You guys listened. This is a viable alternative to a bypass."
The group had also asked the Mass Transit Administration (MTA) to update a 1994 study for shuttle bus service to the Owings Mills Metro station, an idea that was killed in 1995 -- after helping spur a write-in campaign against Yowan's re-election.
"We need to look at other alternatives besides highways," Pedersen told the group.
Route 140 now carries about 131,000 vehicles a day and is projected to carry 201,000 by 2020.
"We're very eager to work with Carroll County," said Darlene DeMario, regional planner of the MTA's office of planning and programming. A survey at the Owings Mills Metro showed that 17 percent of its riders come from Carroll.
"It is not economically feasible now" to think in terms of light rail, she said, especially when the Carroll Transit nonprofit service is willing to provide small shuttle buses for about $40,000 a year -- "a very low rate."
"But there was a lot of public opinion suggesting we don't want any kind of public service out of the county -- and that is the story of transit in Carroll County," DeMario said.
Yowan said he believes public transportation must be part of the solution, "and many people favor it -- maybe even a majority."
Ridgely also said lack of transportation hurts the county's labor pool, perhaps luring employers to locate in Owings Mills rather than Carroll, and suggested telecommuting as a way to cut traffic.
"Skilled and unskilled labor positions go wanting," agreed Jack Tevis, a local businessman, saying he thinks the political climate has changed since 1995. "Half the Carroll countians who commute elsewhere would probably rather save the 30-mile drive, if they could work closer to home."
"We have employers from one end of the road to the other looking for employees," said R. Douglas Mathias, executive director of the Greater Westminster Development Corp.
Air quality in the area will become a bigger concern, too, said Marsha Kaiser, director of the office of systems planning and evaluation for the state Department of Transportation -- who broke the bypass news to city officials.
As the meeting wrapped up, she asked the group, "Where are we going with this, these highways? In many ways, 140 has become your second Main Street. Is that really what you want to have?"
Pub Date: 9/19/99