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Wikipedia

Maryland Route 200

January 01, 1970

This article is about the current Maryland Route 200. For the former highway, see Maryland Route 200 (former).

Maryland Route 200 (MD 200), also known as the Intercounty Connector or ICC, is an 18.8-mile (30.3 km) controlled-access toll road in the U.S. state of Maryland. It connects Gaithersburg in Montgomery County and Laurel in Prince George's County, both of which are suburbs of Washington, D.C. The ICC was one of the most controversial Maryland road projects; opposition to the highway stalled the project for decades, and construction did not begin until 60 years after the highway's initial approval.

Maryland Route 200 Toll

Intercounty Connector
Maryland Route 200's routing highlighted in red
Route information
Maintained by MDTA
Length17.468 mi[1] (28.112 km)
ExistedFebruary 23, 2011–present
HistoryCompleted on November 7, 2014
Major junctions
West end I-370 near Gaithersburg
Major intersections
East end US 1 near Laurel
Location
CountryUnited States
StateMaryland
CountiesMontgomery, Prince George's
Highway system
← MD 198→ MD 201

The highway was originally proposed in 1950, was 32 miles (51 km) in length, and part of the Washington Outer Beltway. While other parts of the Outer Beltway were canceled, the ICC and the Fairfax County Parkway remained on master plans. The road's long history as an unbuilt proposed road stems from the controversy that has surrounded it over the years, including the cost of about $2.38 billion[2] to complete the highway and related environmental mitigation.

Proponents of the highway claimed that it would improve the flow of interregional traffic, relieve traffic congestion on local roads, spur economic development, and enhance access to Baltimore-Washington International Airport.[3] Opponents of the highway claimed that the road would instead harm significant traffic flow characteristics, harm the environment, and disrupt established communities through which it passes.[4] They also argued that "environmental degradation would immediately occur from the construction (loss of forests, wetlands, and animal habitats), [and instill] long-term consequences (air pollution and carbon emissions from additional driving, more sprawl development, less money to fund mass transit projects, etc.)."[5]

Fulfilling a 2002 campaign promise, Maryland Governor Robert Ehrlich pushed to begin construction of the road and conducted a formal groundbreaking in October 2006.[6] With additional support from his successor, Governor Martin O'Malley,[7] construction began on November 13, 2007.[8] The first segment, from Interstate 370 (I-370) to MD 28, opened on February 23, 2011, while the extension to I-95 opened on November 22, 2011. The final segment to U.S. Route 1 (US 1) opened on November 7, 2014. MD 200 uses all-electronic tolling, with tolls payable through E-ZPass or Video Tolling.

Route description edit

 
MD 200 eastbound in Redland near its western terminus at I-370

MD 200 begins at a trumpet interchange with MD 200A (Metro Access Road), which heads south to provide access to Shady Grove Road and the Shady Grove station serving Washington Metro's Red Line, near Gaithersburg in Montgomery County; west of this interchange the freeway continues as I-370 toward MD 355 and I-270. Several new ramps and collector-distributor roads were built between this interchange and MD 355. MD 200 continues northeast from there as a six-lane freeway through Redland Station, turning east to pass over Shady Grove Road, and then under Redland Road, paralleling Mill Creek. This is the location of the eastbound toll gantry. MD 200 shortly curves to the east on the approach to the six-lane overpass for Olde Mill Run, which was built wide enough for a fourth lane in the eastbound direction. The Olde Mill Run overpass is the only section of MD 200 with full 12-foot (3.7 m) shoulders on each side. After the overpass, MD 200 turns southeast, passing over Rock Creek and the Upper Rock Creek Trail and under Needwood Road, before turning sharply back to the east as it passes under MD 115 (Muncaster Mill Road). The route, now running slightly to the southeast, begins the approach to MD 97 (Georgia Avenue).

 
MD 200 westbound in Redland

MD 200 then turns more eastward, running towards North Branch Stream Valley Park and passing over the North Branch Rock Creek and a second stream over a bridge. This is the location of the westbound toll gantry. The route enters the Norbeck area and passes under Emory Lane. Just east of there is where a hybrid cloverleaf interchange with MD 97 (Georgia Avenue) is located. A park and ride lot serving MTA Maryland commuter buses is located southwest of this interchange along MD 97. When the road opened in February 2011, it temporarily came to an end at a traffic light located just east of MD 97 at MD 28 (Norbeck Road).[9]

The route then curves southeastward, passing under MD 28 and Longmead Crossing Drive, running parallel to Wintergate Drive/Park Vista Drive. MD 200 then curves slightly more eastward toward Aspen Hill, where the freeway intersects MD 182 (Layhill Road), shortly after entering the Northwest Branch Recreational Park. The route travels through the park for a stretch, bridging the Northwest Branch Anacostia River three times (the second bridge also carries MD 200 over Bonifant Road), exits the park, and then turns eastward, passing under Notley Road. MD 200 then turns slightly to the northeast near Colesville and meets MD 650 at a single-point urban interchange.

 
View west from the east end of MD 200 at US 1 in Laurel

MD 200 then continues eastward, passes through Upper Paint Branch Park and bridges several creeks, including the namesake Paint Branch, and passes between several neighborhoods upon exiting the park. The route then passes under Old Columbia Pike with no access to this local road.[10] Just beyond, MD 200 reaches a large interchange with US 29, combining cloverleaf and stack elements. This interchange also adds connections to Fairland Road with both MD 200 and US 29. The route continues eastward, featuring a partial interchange with Briggs Chaney Road (westbound exit and eastbound entrance), and then, just after crossing the border into Prince George's County, it passes over the Little Paint Branch just south of the Fairland Recreational Park. The route then passes under Old Gunpowder Road.

The route then enters Calverton, where the expansive interchange with I-95 is located. The interchange, marked as Exit 31 on I-95, is mostly a cloverleaf hybrid, and features several collector-distributor roads built along I-95, stretching from Old Gunpowder Road south of the interchange to MD 198 north of it. The community of Konterra is planned for construction near this interchange.

Beyond I-95, MD 200 narrows to four lanes.[11] MD 200 curves sharply, first to the south then to the east, and meets a diamond-interchange providing access to Konterra Drive (MD 206). MD 200 then turns gradually to the southeast and ends at a continuous flow intersection at US 1 (Baltimore Avenue) in Beltsville.

MD 200 is a part of the main National Highway System for its entire length.[1][12]

Tolls edit

 
Toll gantry along eastbound MD 200 between US 29 and I-95 in Calverton

The Intercounty Connector uses all-electronic tolling, with tolls payable through E-ZPass or Video Tolling, which uses automatic license plate recognition. ICC users without E-ZPass are mailed a bill to pay the toll along with a 50% surcharge for non-E-ZPass use (minimum of $1).[13] The tolls along the full length of the road (between I-370 and I-95) vary by time of day, ranging from $1.60 overnight to $3.20 in off-peak daytime, and $4 at rush hour (for E-ZPass users; for others toll rates will be approximately 50% higher).[14] Tolls were waived along the road between February 23 and March 7, 2011, and again between November 22 and December 4, 2011.

History edit

Washington Outer Beltway edit

Main article: Washington Outer Beltway

The Intercounty Connector can be traced to plans developed in the 1950s for the proposed 122-mile (196 km) Washington Outer Beltway.[15] The original Outer Beltway had been planned to pass south of the corporate limits of the City of Rockville.[16] The original proposed routing was south and east of the current alignment.[17] The new route was motivated in part by a desire to move the routing of the proposed bridge over the Potomac River upstream from the area of River Bend to Watkins Island.[18] Virginia residents and the United States Department of the Interior objected to the proposed bridge over the Potomac River because they wanted to create state and federal parks along the river in order to protect sugar maple trees, vegetation, and bald eagles. Because of these concerns, the Maryland State Roads Commission moved the proposed Outer Beltway to a route north of Rockville and eliminated a new bridge crossing the Potomac River.[15]

The Montgomery County Planning Board accepted the state's newly proposed route in 1970, but the Montgomery County Council rejected it, and Prince George's County and Virginia dropped it from their plans.[15] In 1975, the National Capital Region Transportation Planning Board of the Metropolitan Washington Council of Governments endorsed a request from the State Highway Administration "for federal support of a $1.1 million planning and engineering study of the first 8-mile [13 km] segment of the road",[15] which was to "run from the Baltimore-Washington Parkway near Beltsville westward to a point near Interstate Rte 70S at Gaithersburg."[19] By 1976, Maryland's Secretary of Transportation no longer supported state financial support of the Outer Beltway, although Montgomery County still supported it in concept.[15]

Initial Intercounty Connector plan edit

 
MD 200 westbound at US 29 in Fairland

In 1980, the state of Maryland dropped the Washington Outer Beltway from its plans except for the Intercounty Connector.[20] Meanwhile, the State Highway Administration was studying constructing a 22-mile (35 km) Intercounty Connector with a 10-mile (16 km) spur called the Rockville Facility.[15]

After six days of public workshops, the Maryland State Highway Administration released its first report about the Intercounty Connector and the Rockville Facility in January 1980. The majority of participants supported the highway, although almost everyone said they would prefer building more east–west public transportation instead.[15]

In 1983, the federal National Capital Planning Commission formally requested that the eastern end of the Intercounty Connector be shortened by four miles (6.4 km) so that the eastern terminus of the road would be at I-95 rather than the Baltimore–Washington Parkway.[21] In 1984, Maryland Secretary of Transportation Lowell K. Bridwell designated land in Montgomery and Prince George's counties as the future site of the Intercounty Connector so that the right-of-way would be preserved,[22] even though Montgomery County Executive Charles W. Gilchrist had voiced very critical comments about the Intercounty Connector as it was envisioned in 1983—at least in part because he felt that construction of the ICC by the year 2000 was "infeasible", and advocated construction of a "shorter and less-costly" east–west highway instead.[23]

 
MD 200 crosses Rock Creek and the Upper Rock Creek Trail via an arch bridge

Prior to Governor Parris N. Glendening declaring the Intercounty Connector "dead" before leaving office in January 2003, two environmental impact studies had been conducted, the first being a draft document in 1983.[24] In 1977, the Patuxent Wildlife Research Center expressed concerns about the impact that the ICC would have on its experiments.[25] An initial environmental study was undertaken in the late 1970s, and extended into the 1980s, with a draft published in 1983.[24] A second study was initiated around 1992, and a draft environmental impact statement was issued in 1997. The final environmental impact statement was drafted by 1989 but did not receive federal approval, leading to the abandonment of the study until a new study began in 1992; the 1992–1997 study pointed to a similar conclusion, though it was never completed. By 1997, millions of dollars had been spent on planning and preliminary engineering, but the only segments of the road that had been built were I-370 between I-270 and the Shady Grove Metrorail station on WMATA's Red Line.[26]

Glendening rejects Transportation Solutions Group recommendations edit

After the 1997 Intercounty Connector Draft Environmental Impact Statement process was put on hold by Governor Glendening, much controversy resulted between groups and persons in favor of the ICC and those opposed.[27] The Intercounty Counnector became a political issue in 1998,[28] an election year in Maryland. A blue-ribbon committee entitled the Transportation Solutions Group was formed in 1998 to tell the Governor's Smart Growth Sub-Cabinet about intermodal transportation that complied with state and regional goals.[29] The Transportation Solutions Group, chaired by Thomas B. Deen, former executive director of the Transportation Research Board, met at a series of meetings over about 14 months in 1998 and 1999.[30] Policy suggestions and recommendations made by the Transportation Solutions Group included that most of the group supports "providing high-speed bus transit, HOV and SOV access through a new east-west, value priced, limited-access parkway", with some opposition to the parkway[31] and that the group had a divided opinion on a freeway, with most supporting it.[32] The Transportation Solutions Group had initially voted to oppose the Intercounty Connector on its master planned route,[33] but voted 10 in favor and 4 opposed in February 1999 to endorse a highway alternative with the condition that single-occupant vehicles be charged a toll.[34] At its final meeting in June 1999, the Transportation Solutions Group held a public hearing in College Park and voted 12 to 4 in favor of a "parkway-like highway from I-270 to I-95, following the general path of the ICC."[35]

The Transportation Solutions Group also made a recommendation that a system of high-occupancy toll lanes (with variable pricing) be implemented on major freeways of the region, including the Intercounty Connector, I-95, the Capital Beltway, I-270 and US 50.[36]

On September 22, 1999, Glendening chose to reject the Transportation Solutions Group recommendation, asserting that the project was "wrong", "inconsistent with Smart Growth doctrine",[37] and an "environmental disaster".[15] The Washington Post quoted Glendening quoted as saying, "It is a proposal that has fractured our communities. It has pitted neighbor against neighbor. And it has created political gridlock while traffic gridlock has only worsened."[38]

Even though Glendening chose to ignore the Transportation Solutions Group's primary recommendation, its work was not entirely in vain, as its efforts were to be cited prominently some years later in the Intercounty Connector's Final Environmental Impact Statement .[39] The concept of a regionwide network of HOT lanes (to be called "variably priced highway lanes") was further developed by the Transportation Planning Board, and a regional network (including the Intercounty Connector) was described in a report published in February 2008.[40]

After rejecting the Intercounty Connector, Glendening and opponents of the Intercounty Connector then examined the possibility of selling its right-of-way, but proponents of the Intercounty Connector would have been able to stop such a sale at the Board of Public Works,[41] which must approve transactions involving the sale of state-owned real estate.

Montgomery County steps in edit

 
MD 200 westbound in Colesville
 
The upstreammost of three crossings of the Northwest Branch Anacostia River

In 1999, staff to the Montgomery County Planning Board said that the Intercounty Connector could be removed from master plans, but that such an effort would take "six or seven years" to accomplish.[42] In November 1999, the Montgomery County Council discussed removing the Intercounty Connector from master plans, and while five of the nine members were opposed to the Intercounty Connector, the District 4 member, Marilyn Praisner, declined to agree to removal of the master-planned route, for fear that the so-called Northern Alignment (Corridor 2 in the 2005 Draft Environmental Impact Statement) would become a de facto Intercounty Connector in the future.[43] The effort by Montgomery County politicians to remove the Intercounty Connector from its plans irritated powerful members of the Maryland General Assembly (notably Senate President Thomas V. "Mike" Miller), who discussed legislative measures that could be taken in the General Assembly to thwart such a move.[44][45] In February 2000, an agreement between Montgomery County's politicians and members of the General Assembly reached an agreement "memorialized in two letters but not cast in stone" that the "... Council agreed not to take any action to kill the ICC during the next three years."[46]

In 2000, Montgomery County Planning Board established the Transportation Policy Report and then the more-inclusive Transportation Policy Report II Task Force "... in an effort to establish a framework for future Master Plans and to help set priorities for future infrastructure."[47] The Transportation Policy Report II Task Force had 33 members, including persons in favor of the Intercounty Connector and those opposed.[48] The Transportation Policy Report II Task Force listed the Intercounty Connector in its recommended network, following a caveat that "If they are found feasible and ultimately judged desirable to implement, the priority of implementation could be established at that time.[49] When the Montgomery County Council was briefed on the report, discussions quickly shifted to the Intercounty Connector and the controversy associated with it.[50] The Intercounty Connector's Final Environmental Impact Statement makes specific reference to the work done by the Transportation Policy Report II Task Force.[51]

The Maryland State Senate, in its 2002 session, passed Senate Joint Resolution 8, which asked Glendening to restart the Intercounty Connector Environmental Impact Statement that had been put on hold in 1997. The Maryland House of Delegates passed an accompanying resolution, House Joint Resolution 10 with essentially similar provisions. The Intercounty Connector study was not to be restarted until Glendening left office at the end of 2002.

Revival edit

 
Logo used for the Intercounty Connector for public relations

In 2003, Governor Ehrlich followed through with his campaign promise to resurrect the Intercounty Connector study,[52] and he was allowed a fast-track review process by the United States Secretary of Transportation, Norman Mineta. In addition to the election of Ehrlich, the Montgomery County Council that was seated at the end of 2002 had a 6–3 majority of members in favor of the project. Prior to the 2002 election, a majority had been skeptical, if not outright opposed, to the project.[53] The Montgomery County Council and County Executive Douglas M. Duncan issued a resolution endorsing the Intercounty Connector in December 2002.[15]

On April 21, 2004, the Transportation Planning Board voted to include the Intercounty Connector in future networks of the Washington region's transportation system for purposes of forecasting changes in air quality.[54] On November 17, 2004, the Transportation Planning Board endorsed regional transportation plans which included the Intercounty Connector, determining that the proposed plans met air quality goals and that funding for the project was adequate.[55]

On July 11, 2005, Governor Ehrlich announced the state's preference to build the Intercounty Connector along Corridor 1. Corridor 1 (approximately 80% of which is the Master Plan Alignment) has been on the books for decades; Corridor 2, also known as the Northern Alignment, was designed to reduce Corridor 1's impact on the environment. While the EPA gave Corridor 2 a higher environmental rating,[56] it was eventually rejected by the state due to the increased number of homes and businesses that would have to be removed for its construction, because of negative environmental impacts on the Washington Suburban Sanitary Commission's Rocky Gorge Reservoir on the Patuxent River[57] (which is a source of drinking water for much of the WSSC service area),[58][59] and because it was not consistent with several approved and adopted Maryland-National Capital Park and Planning Commission master plans in Montgomery and Prince George's Counties.

On August 31, 2005, the Board of Public Works gave its approval to the Corridor 1 alternative, which allowed state funding of the project[60] in accordance with Maryland's provisions (established by statute) for funding a "growth-related project" that is not entirely within Priority Funding Areas.[61]

In December 2005, controversy arose over the Intercounty Connector's proposed toll rate. At a proposed 17 cents per mile (11 ¢/km), an end-to-end driver would have to pay about $6 a day for a round-trip (about $1,500 per year).[62]

On May 30, 2006, the Federal Highway Administration gave approval to the Corridor 1 plan, meaning that Maryland had satisfied "all environmental, economic and community requirements and that it can build the highway".[63] The Baltimore Business Journal wrote, "Federal approval for the $2.4 billion connector came after Ehrlich made a direct request to President George W. Bush, who named the Intercounty Connector as one of his priority projects. The president's direct attention prompted federal resource agencies to give the project a more timely environmental review."[64]

As approved, the Intercounty Connector would be 18 miles (29 km) long, running from I-370 in Gaithersburg to I-95 in Beltsville. It would be a controlled access toll-highway with eight interchanges, and two park-and-ride lots would be built as well.[15] The project included $370 million for mitigation and environmental stewardship activities in order to address the impact of communities, wetlands, streams, wildlife, forests, air quality, historic resources, and parklands.[15]

Construction edit

 
Construction of MD 200 in Redland

The SHA constructed the ICC using separate design-build contracts for five phases.[65]

  • A. I-270/I-370 to east of MD 97
  • B. East of MD 97 to west of US 29
  • C. West of US 29 to east of I-95 interchange, and I-95 collector/distributor road improvements along I-95 from MD 212 to just north of the ICC
  • D. Collector/distributor road improvements along I-95 from just north of the ICC to north of MD 198, including a new exit on the interstate at Konterra Drive
  • E. East of I-95 interchange to US 1

The first of the five contracts was awarded on March 27, 2007. The contract, worth $478.7 million, was awarded to Intercounty Constructors, a joint venture of Granite Construction Company, Corman Construction Inc. and G.A. & F.C. Wagman, Inc. Construction on the seven-mile (11 km) section between I-370 and MD 97 began in November 2007.[66] Contracts for three other phases are completed and the fifth phase involving collector-distributor lanes along I-95 has been completed.[67]

Requests for statements of qualification were issued for Phase A in December 2005,[68] for Phase D in August 2006,[69] and for Phase B in August 2007.[70]

The selection of the second of the five contracts was announced on November 20, 2007. The contract, worth $513.9 million, was awarded to IC3, a joint venture of Shirley Contracting Company, LLC; Clark Construction Group, LLC; Guy F. Atkinson Construction, LLC; Facchina Construction Company, Inc. and Trumbull Corporation. This work includes the ICC from a point west of US 29 to I-95, and interchanges with those routes.[71]

On September 4, 2008, The Washington Post reported that the Contract B construction contract had been awarded on July 22, 2008, to a joint venture of Kiewit, Corman Construction, and G.A. & F.C. Wagman, at a total cost of about $559.7 million—reportedly 22% higher than previous estimates. The Post story went on to say that a protest of this contract award was filed on July 30, 2008, by a joint venture that was not selected, though the bid price from the rejected group was lower. This protest may have delayed the start of construction on Contract B.[72] On October 15, 2008, the Post reported that the protest was denied by state procurement officer Robert P. Gay and that the losing proposer would file an appeal with the Maryland State Board of Contract Appeals.[73]

On September 12, 2008, the Post reported that Contract D ran into funding issues which had delayed its construction.[74] Contract D is associated with the proposed new interchange of I-95 and Contee Road (not part of the ICC). SHA Former Administrator Neil J. Pedersen stated that the "service roads can be delayed until the I-95 interchange has been built at Contee Road."

 
Sign indicating that MD 200 ended at MD 28 (Norbeck Road)—since November 22, 2011 this is no longer the case

The first segment opened on February 23, 2011,[9] ahead of its projected spring 2011 opening.[75] No tolls were charged on the date of opening to March 6, 2011.[76] On the opening morning, over 10,000 vehicles used the highway,[9] and it went on to draw in 30,000 vehicles per day. During the first week of May, the tollway drew 11,490 vehicles per day, which is much less than the 21,000 projected (though by 2014, this section of highway was averaging almost 40,000 vehicles per day on average[77]). As a result, the state launched a $1.4 million advertising campaign to promote the new highway.[78] The second segment of the highway, from MD 97 to I-95 opened on November 22, 2011.[79] The highway was opened between I-95 and US 1 on November 7, 2014.[80]

Funding edit

The $2.56-billion project was funded from several sources, including $1.23 billion of Maryland Transportation Authority revenue bonds (50%), $0.75 billion of Grant Anticipation Revenue Vehicle bonds (31%), $0.26 billion from the Maryland General Fund (11%); $0.18 billion from the Maryland Transportation Trust Fund (7%); and $0.18 billion from Special Federal Funds (1%).[81][82]

Opposition edit

 
Route Marker for ICC

MD 200 has gained opposition from several groups, including the Maryland General Assembly and the Prince George's County Council. Proponents of the highway have claimed that it will improve the flow of interregional traffic, relieving traffic congestion on local roads. Opponents of the highway have claimed that the road will (with a few limited exceptions) harm significant traffic flow characteristics (such as increasing drive times, congestion, and costs in the form of tolls), will harm the environment (with air, sea and land impacts), and will disrupt established communities through which it passes.[4]

Government edit

Members of the Maryland General Assembly stated opposition in the Spring 2008[83] and Spring 2009 sessions, the 1998 session,[84] and back to 1979, when a bill introduced in the General Assembly by Delegate Robin Ficker proposed to eliminate funding for a study of the ICC and the never-built Rockville Facility highway project.[85] In 1980, a bill proposed by Delegate Idamae Garrott to forbid the Maryland Department of Transportation from even studying the matter of new highways running east and west between Montgomery and Prince George's Counties was tabled by the Montgomery County Delegation.[86]

In the 1998 session, House Bill 817 was introduced to prohibit MDOT from spending funds or granting approvals to the ICC project, and House Bill 905 was intended to stop the operation of a toll highway altogether.[87][88] Both bills failed to pass. In 2004, House Bill 732 proposed a similar statement to House Bill 817, extended to include the MdTA.[89] The 2007 Special Session saw the offering of House Bill 37 to prevent construction of the road. Both of these bills also failed to pass.[90] In the 2008 session, two bills proposing to cancel or delay the project were introduced—House Bill 1416 and House Bill 1471.[91][92] House Bill 1471 proposed to eliminate funding for the road, and, if it had passed, would trigger "liquidated damage clauses that would require it to pay the contractors an estimated $80.0 million upon cancellation of the contracts," according to the Fiscal Note prepared by the state's Department of Legislative Services.[93] Both bills failed.

In the 2009 session, a bill proposing to cancel funding for the ICC was pre-filed by Delegate Barbara A. Frush—House Bill 27.[94] This bill had not attracted any co-sponsors nor had it been scheduled for a hearing.[95] A similar bill, Senate Bill 753, was filed in the Maryland Senate by Sen. E. J. Pipkin and others.[96] The Maryland Politics Watch blog opined that Pipkin's co-sponsorship of SB 753 may be related to his possible desire to run again for the U.S. House of Representatives Maryland District 1 seat.[97] Both bills failed in the 2009 session. House Bill 27 received an unfavorable report from the House of Delegates Appropriations Committee on March 28, 2009; and no action was taken on Senate Bill 753 prior to adjournment on April 13, 2009, though a hearing was scheduled on March 18, 2009, before the Senate Budget and Taxation Committee.

The position of the County Council of Prince George's County in opposition to the ICC has been repeatedly cited by opposition groups, and its 2003 resolution on the subject, CR-32-2003, was adopted on June 10, 2003, where it called for alternatives to the road.[98] In 2007, the Prince George's County Council passed resolution CR-59-2007,[99] which repeats much of what was stated in CR-32-2003, including the language endorsing the ICC in Prince George's County.

Environmental groups edit

 
MD 200 westbound past US 29 in Fairland

In November 2006, environmental groups announced that they were preparing to file suit in order to delay or stop the project,[100] and lawsuits aimed at halting construction[101][102] were filed by environmental groups and affected residents, assisted in part by pro bono legal counsel from the Institute for Public Representation of the Georgetown University Law Center.[103][104] One of those lawsuits was originally filed in the U.S. District Court for the District of Columbia (possibly as part of a forum shopping effort to avoid having the Fourth Circuit Court of Appeals hear the case on appeal[105] – though the United States Court of Appeals for the District of Columbia Circuit, which would have heard any appeals from the D.C. federal court, had ruled against the Sierra Club and allied groups[106] on similar legal issues in reversing a lower court on a case involving the proposal to reconstruct and widen the Woodrow Wilson Bridge in 1999)[107] but Judge Gladys Kessler of the D.C. federal court ordered the matter transferred to federal court in Maryland on May 17, 2007 and the suits were consolidated. After hearings in October 2007,[108] both lawsuits were dismissed in their entirety on November 8, 2007 by Judge Alexander Williams, Jr. of the U.S. District Court for the District of Maryland in a 105-page memorandum opinion.[109][110][111][112][113][114][115][116]

The Baltimore Sun described the decision handed down by the court as a "victory for both Governor Martin O'Malley, who backs construction of the road, and a measure of vindication for former Governor Robert L. Ehrlich, who made it the top transportation priority of his administration."[117] After the opinion was released, environmental groups opposed to the ICC stated that they would "consider their legal options before deciding whether to continue their battle"[118] and some homeowners near the selected route expressed disagreement with the ruling of the court.[119] On January 7, 2008, it was announced that Environmental Defense and the Sierra Club would appeal Judge Williams' decision to the United States Court of Appeals for the Fourth Circuit in Richmond, Virginia.[120][121][122][123][124] In April 2008, persons and groups opposed to the ICC, including the Shady Grove Woods Homeowners Association, held an "Irish wake" to draw attention to the impact of the ICC.[5][125][126] The Derwood event was attended by approximately 100 people, all of whom wore green t-shirts to show their support for the trees.[5] The event's planners also named the event "O'Malley's March" after Governor Martin O'Malley's former rock band in the hopes that this would encourage him to cancel the project.[5] An op-ed in The Diamondback was printed which raised objections to the ICC.[127]

In June 2004, protests against the ICC were held at Dr. Charles R. Drew Elementary School in Silver Spring, where the State Highway Administration was simultaneously holding a public ICC workshop.[5] This event was more heavily attended than the Derwood event and featured multiple speeches by people opposing the highway, which included Phil Andrews, a Montgomery County Council member.[5] The participants claimed that ICC construction should be halted because of air pollution impacts on pupils at the school; however, it was clear that Governor O'Malley had no plans to do so.[128] In August 2008, The Baltimore Sun published a letter to the editor from the executive director of the Coalition for Smarter Growth calling on the Maryland Department of Transportation to "cancel the ICC."[129] In September 2008, The Sun's columnist Dan Rodricks wrote an anti-ICC opinion piece[130] asserting that the ICC was the "Intercounty Anachronism". Rodricks' column was first rebutted by a letter to the editor by Montgomery County Councilmember Nancy Floreen (D-At Large)[131] and then in a longer op-ed by SHA Administrator Neil Pedersen.[132] Also in September 2008, The Gazette published an op-ed by state delegate Heather R. Mizeur (D-District 20) suggesting that the ICC be canceled.[133] The Mizeur op-ed was rebutted in a response (also published by The Gazette) by Neil Pedersen in October 2008.[134]

In November 2008, it was announced that Environmental Defense had dropped its appeal with the Fourth Circuit of the decision handed down by Judge Williams of the U.S. District Court for Maryland about a year earlier. In exchange for dropping the suit, the State Highway Administration agreed to fund new emissions-reduction technology used by public school buses in Montgomery County; and the SHA will also "sponsor a three-year study that involves installing air quality monitors along a major highway selected for its similar characteristics to the ICC and I-95."[135][136] Press releases were issued by the State Highway Administration[137] and Environmental Defense[138] discussing the details of the legal settlement.

Environmental mitigation edit

A major component of the ICC is environmental mitigation[139] and aesthetics.[140] In addition to work taking place near and in the right-of-way of the ICC, there are over 50 "off-site environmental and community improvement projects" that will be funded as part of the ICC engineering and construction budget.[141][142]

In a letter to the editor of The Baltimore Sun, David Marks, a former official with the Maryland Department of Transportation, wrote that the SHA project team "...had the foresight to require substantial environmental improvements as part of the project, and they insisted on broad public input..."[143]

 
MD 200 eastbound past MD 206 in Konterra

One component of the mitigation is the replacement of parkland taken for the ICC with new land.[144] Replacement lands intended to compensate for these losses include a large parcel of land in the Boyds area of Montgomery County owned by the Eugene B. Casey Foundation. However, the trustees of the Casey Foundation did not agree to the purchase of this parcel,[145] so the State Highway Administration acquired the land by condemnation and the matter was reported as resolved in June 2008.[146] In July 2008, controversy was reported on a similar subject. A 118-acre (0.48 km2) parcel of land near the intersection of MD 198 and Peach Orchard Road which had been condemned by the SHA in 1997 for possible use as the so-called Northern Alignment (Corridor 2) was conveyed to the Maryland-National Capital Park and Planning Commission to compensate for parkland which will be taken by the ICC. The former owner, Winchester Homes, filed a lawsuit contending that the SHA must offer to sell this land back to Winchester, and in May 2008, Judge S. Michael Pincus of the Montgomery County Circuit Court ruled that "the SHA was contractually obligated to offer Winchester Homes the chance to buy back the property." It was further reported that the state filed an appeal in June 2008.[147]

In the February 2008 edition of the Successes in Stewardship newsletter, the Federal Highway Administration stated:[148]

Since environmental impacts were the major barrier to prior ICC planning efforts, the third EIS team redefined the project-development approach to explicitly include environmental stewardship as part of the project's stated purpose and need. In order to fulfill the ICC's stated purpose "to help restore the natural, human, and cultural environments in the project area from the adverse effects of past development," lead-agency staff used context-sensitive design approaches to minimize or altogether avoid adverse impacts to wetlands and streams in the development of project alternatives.

At least one section of the ICC was re-routed from the master-planned route to reduce environmental impact, though the re-routing led to additional residences having to be condemned as a result.[149]

Eastern box turtles (Terrapene carolina carolina) that were in the path of the ICC were located with the aid of dogs trained to find them by scent[150] and were moved to other locations in Montgomery County near Boyds and Brookeville.[151]

In a letter to the editor of The Gazette, SHA Administrator Neil Pedersen enumerated a list of environmental mitigation and community enhancements that SHA is funding as part of constructing the ICC.[152]

The ICC is likely to force changes to the 14th hole of the Cross Creek Golf Club, which straddles the border between Montgomery County and Prince George's County. However, it was reported that the 14th hole was surveyed incorrectly, and part of it was mistakenly located on land set aside for the ICC.[153]

In January 2009, it was reported that Eyes of Paint Branch (a group that has opposed the ICC[154]) had recently demanded of the SHA that the contractors working to build the ICC comply with Montgomery County's regulations for the Upper Paint Branch Special Protection Area, which the State of Maryland has no legal obligation to follow.[155]

Construction of the ICC has forced the National Capital Trolley Museum to relocate its car barns, shops, visitors center, and part of its track a short distance to the north. In 2006, the museum's development director made a public plea for relocation help and coordination in a Washington Post op-ed column.[156] The museum suspended operations for relocation in December 2008 and resumed trolley rides in January 2010.[157] In August 2009, the SHA held a public forum at the new and relocated trolley museum to describe the environmental mitigation aspects of the ongoing ICC construction project.[158][159][160]

A major environmental concern along the entire ICC project is the impact of stormwater runoff on creeks and streams, during and after construction. Techniques and technologies to treat such water are known as best management practices (BMPs). State-of-the-art BMPs used along the ICC's construction project were described in an article in Land and Water magazine.[161] Some of the methods being used to control runoff were described in a The Baltimore Sun "On the Outdoors" column, published after the writer toured several work areas along the ICC's right-of-way:

The ICC project employs teams of "stormbusters" to put down straw and grass seed and erect plastic silt fences in construction areas before it rains to prevent erosion. Solar-powered stream monitors give Baker and enforcement personnel a real-time reading of water conditions. Paved storm-water ditches in older neighborhoods abutting the highway will be replaced by grass-lined swales that will filter and cool the water before it enters tributaries.

The Sun column went on to describe financial incentives that will be paid to construction contractors that meet environmental goals and requirements.[162]

As part of construction work, several archaeological sites have been found in the path of the ICC, including a Native American site near Georgia Avenue and Norbeck Road that contains artifacts dating to the Stone Age.[163] and near US 29, the 19th century homestead of a freed slave, Melinda Jackson, containing numerous artifacts.[164]

Associated construction projects edit

ICC Trail edit

The ICC Trail is a combination multi-use trail and on road route along the general path of the ICC. It includes about 7 miles of trail and 11 miles along parallel roads. A bicycle trail had long been identified in County master plans as part of the proposed ICC,[165] both in Montgomery County[166] and Prince George's County.[167]

However, in 2004, the SHA announced that it was dropping the ICC bike trail from its own plans due to cost and environmental footprint.[168] This move was unpopular, with comments sent to the state's ICC web page overwhelmingly in favor of a bike trail; the Montgomery County Council voted 8–0 in favor of the trail and the state said it would consider five unconnected segments that would run along 40 percent of the ICC.[169] When the State Highway Administration published its final plan for the ICC in May 2006, it recommended seven miles of the 18-mile trail be built as part of the highway and the remaining 11 miles be constructed separate from the highway project.[170] The state later agreed to build 11.4 miles of a trail in separate segments in Prince George's and Montgomery counties.[171]

In response, Montgomery County began the process of amending the ICC limited functional Master Plan to include the new design for the bike path in October of 2007. One proposal was to keep a mostly parallel route by utilizing county park lands for the trail, but the County Council voted against that because it would be too harmful to some county parkland.[172] The amendment was approved in April 2009, and it proposed a bikeway near the Intercounty Connector as well as a plan that would divert bike traffic along New Hampshire Avenue, Route 29, East Randolph and Fairland roads. The council approved the options with the idea that one or both would be exercised.[173]

 
View of the ICC Trail at Muncaster Mill Road

Construction of the ICC trail began with construction of the road. The westernmost segment, from Needwood Road to MD 28 (Norbeck Road), primarily following the MD 200 right-of-way except for a section which follows Emory Lane to Georgia Avenue, opened first on July 30, 2011 shortly after the first section of the ICC opened;[174] this section was later extended to MD 182 (Layhill Road). The second segment, which runs from Notley Road to MD 650 (New Hampshire Avenue), behind the southern sound wall of the highway, and the third segment, which runs alongside US 29 and Briggs Chaney Road, both opened in late 2011. A fourth section was completed in 2015, running along the easternmost section of MD 200 from Konterra Drive to US 1 (Baltimore Avenue). In 2009 work began on the ICC Connector, a shared use path along Needwood Road connecting the ICC Trail to the Shady Grove Metro. Future segments of the trail have been left to county governments to plan and build.

Exit list edit

Exit numbers and mile markers are a continuation of those along I-370.

CountyLocationmi[1]kmExitDestinationsNotes
MontgomeryGaithersburg2.5404.088 
  
  I-370 west to I-270		Western terminus of MD 200; eastern terminus of I-370
2.5404.0883  Shady Grove Road – Metro StationMetro Access Road is officially MD 200A but is signed as I-370; split into exits 3A (Shady Grove Road) and 3B (Metro Station) on eastbound I-370; last eastbound exit before toll
Derwood4.1146.621Toll gantry (eastbound)
6.33010.187Toll gantry (westbound)
Norbeck8.20413.2038  MD 97 (Georgia Avenue) – Olney, WheatonOriginally signed as exits 9A (south) and 9B (north), but was renumbered as exits 8A (south) and 8B (north) when the second segment opened on November 22, 2011
Aspen Hill9.46015.224Toll gantry (eastbound)
9.77015.723Toll gantry (westbound)
10.44516.81010  MD 182 (Layhill Road) – Norwood, Glenmont
Colesville11.54118.573Toll gantry (eastbound)
12.13219.525Toll gantry (westbound)
13.24521.31613  MD 650 (New Hampshire Avenue) – Ashton, White Oak
Fairland14.46723.282Toll gantry (eastbound)
15.16524.406Toll gantry (westbound)
15.97825.71416  US 29 – Silver Spring, ColumbiaAlso includes access for Briggs Chaney Road eastbound; signed as exits 16A (south) and 16B (north)
16.74726.95217Briggs Chaney RoadWestbound exit and eastbound entrance
Prince George'sCalverton17.51628.189Toll gantry (eastbound)
17.57628.286Toll gantry (westbound)
Laurel18.60729.94519  I-95 – Baltimore, WashingtonSigned as exits 19A (south) and 19B (north); exit 31 on I-95
18.63929.99719C 
  To MD 198 – Laurel, Burtonsville		Direct access from eastbound MD 200 to the Konterra Drive interchange and the I-95 collector-distributor lanes between MD 200 and MD 198
19.12130.772Toll gantry (westbound)
19.22830.944Toll gantry (eastbound)
19.69331.69320Konterra Drive (MD 206)Eastbound exit and westbound entrance
19.78831.846Toll gantry (eastbound)
19.79131.851Toll gantry (westbound)
20.00832.200  US 1 – Laurel, BeltsvilleEastern terminus; continuous-flow intersection,[175] access to Muirkirk station
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

Auxiliary route edit

  • MD 200A is the unsigned designation for Metro Access Road, a four-lane freeway that runs from the entrance to the Shady Grove station of Washington Metro's Red Line and an interchange with Shady Grove Road north to an interchange with the western terminus of MD 200 and the eastern terminus of I-370. The route is 0.51 mi (0.82 km) long.[1] MD 200A was designated in 2010, replacing the previous I-370 designation that was realigned to connect with MD 200.[176]

See also edit

References edit

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  135. ^ Tuss, Adam (November 17, 2008). "Controversial ICC clears major legal hurdle". Washington, DC: WTOP-FM. Retrieved November 17, 2008.
  136. ^ Weiss, Eric M. (November 18, 2008). "Maryland, Environmental Groups Settle Last Lawsuit". The Washington Post. Retrieved November 18, 2008.
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  139. ^ "A Highway That Could Help a River". The Washington Post (Letter to the Editor). February 25, 2007. Retrieved November 24, 2007.
  140. ^ Shaver, Katherine (February 23, 2011). "ICC aesthetics: Earth tones, arches and more that motorists might not notice". The Washington Post. Retrieved May 10, 2015.
  141. ^ "Information on ICC Off-Site Environmental and Community Improvement Contracts" (PDF). Intercounty Connector. Maryland State Highway Administration. October 22, 2008. Retrieved January 30, 2009.
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  153. ^ Schuman, Jonah (June 19, 2008). "ICC may pave over golf area". The Gazette. Gaithersburg, MD. Retrieved June 30, 2008.
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  155. ^ Dongu, Robert (January 14, 2009). "A long and muddy road to completion". The Gazette. Gaithersburg, MD. Retrieved January 16, 2009.
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  157. ^ "The Trolley Museum is relocating" (Press release). National Capital Trolley Museum. September 27, 2008. Archived from the original on July 30, 2012. Retrieved November 4, 2011.
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    • Montgomery County (PDF).

External links edit

 
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  • Official website at the Maryland Department of Transportation
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  • MD 200 at MDRoads.com
  • MD 200 - Intercounty Connector at AARoads.com
  • Maryland Roads – MD 200, Intercounty Connector (ICC)
  • Intercounty Connector (MD 200) on DCroads.net
  • Unbuilt Rockville Facility (Freeway) on Steve Anderson's DCroads.net

January 01, 1970
maryland, route, this, article, about, current, former, highway, former, also, known, intercounty, connector, mile, controlled, access, toll, road, state, maryland, connects, gaithersburg, montgomery, county, laurel, prince, george, county, both, which, suburb. This article is about the current Maryland Route 200 For the former highway see Maryland Route 200 former Maryland Route 200 MD 200 also known as the Intercounty Connector or ICC is an 18 8 mile 30 3 km controlled access toll road in the U S state of Maryland It connects Gaithersburg in Montgomery County and Laurel in Prince George s County both of which are suburbs of Washington D C The ICC was one of the most controversial Maryland road projects opposition to the highway stalled the project for decades and construction did not begin until 60 years after the highway s initial approval Maryland Route 200 TollIntercounty ConnectorMaryland Route 200 s routing highlighted in redRoute informationMaintained by MDTALength17 468 mi 1 28 112 km ExistedFebruary 23 2011 presentHistoryCompleted on November 7 2014Major junctionsWest endI 370 near GaithersburgMajor intersectionsMD 97 in Norbeck MD 182 in Aspen Hill MD 650 in Colesville US 29 in Fairland I 95 in Laurel MD 206 in KonterraEast endUS 1 near LaurelLocationCountryUnited StatesStateMarylandCountiesMontgomery Prince George sHighway systemMaryland highway system Interstate US State Scenic Byways MD 198 MD 201 The highway was originally proposed in 1950 was 32 miles 51 km in length and part of the Washington Outer Beltway While other parts of the Outer Beltway were canceled the ICC and the Fairfax County Parkway remained on master plans The road s long history as an unbuilt proposed road stems from the controversy that has surrounded it over the years including the cost of about 2 38 billion 2 to complete the highway and related environmental mitigation Proponents of the highway claimed that it would improve the flow of interregional traffic relieve traffic congestion on local roads spur economic development and enhance access to Baltimore Washington International Airport 3 Opponents of the highway claimed that the road would instead harm significant traffic flow characteristics harm the environment and disrupt established communities through which it passes 4 They also argued that environmental degradation would immediately occur from the construction loss of forests wetlands and animal habitats and instill long term consequences air pollution and carbon emissions from additional driving more sprawl development less money to fund mass transit projects etc 5 Fulfilling a 2002 campaign promise Maryland Governor Robert Ehrlich pushed to begin construction of the road and conducted a formal groundbreaking in October 2006 6 With additional support from his successor Governor Martin O Malley 7 construction began on November 13 2007 8 The first segment from Interstate 370 I 370 to MD 28 opened on February 23 2011 while the extension to I 95 opened on November 22 2011 The final segment to U S Route 1 US 1 opened on November 7 2014 MD 200 uses all electronic tolling with tolls payable through E ZPass or Video Tolling Contents 1 Route description 2 Tolls 3 History 3 1 Washington Outer Beltway 3 2 Initial Intercounty Connector plan 3 3 Glendening rejects Transportation Solutions Group recommendations 3 4 Montgomery County steps in 3 5 Revival 3 6 Construction 3 7 Funding 3 8 Opposition 3 8 1 Government 3 8 2 Environmental groups 3 9 Environmental mitigation 4 Associated construction projects 4 1 ICC Trail 5 Exit list 6 Auxiliary route 7 See also 8 References 9 External linksRoute description edit nbsp MD 200 eastbound in Redland near its western terminus at I 370MD 200 begins at a trumpet interchange with MD 200A Metro Access Road which heads south to provide access to Shady Grove Road and the Shady Grove station serving Washington Metro s Red Line near Gaithersburg in Montgomery County west of this interchange the freeway continues as I 370 toward MD 355 and I 270 Several new ramps and collector distributor roads were built between this interchange and MD 355 MD 200 continues northeast from there as a six lane freeway through Redland Station turning east to pass over Shady Grove Road and then under Redland Road paralleling Mill Creek This is the location of the eastbound toll gantry MD 200 shortly curves to the east on the approach to the six lane overpass for Olde Mill Run which was built wide enough for a fourth lane in the eastbound direction The Olde Mill Run overpass is the only section of MD 200 with full 12 foot 3 7 m shoulders on each side After the overpass MD 200 turns southeast passing over Rock Creek and the Upper Rock Creek Trail and under Needwood Road before turning sharply back to the east as it passes under MD 115 Muncaster Mill Road The route now running slightly to the southeast begins the approach to MD 97 Georgia Avenue nbsp MD 200 westbound in Redland MD 200 then turns more eastward running towards North Branch Stream Valley Park and passing over the North Branch Rock Creek and a second stream over a bridge This is the location of the westbound toll gantry The route enters the Norbeck area and passes under Emory Lane Just east of there is where a hybrid cloverleaf interchange with MD 97 Georgia Avenue is located A park and ride lot serving MTA Maryland commuter buses is located southwest of this interchange along MD 97 When the road opened in February 2011 it temporarily came to an end at a traffic light located just east of MD 97 at MD 28 Norbeck Road 9 The route then curves southeastward passing under MD 28 and Longmead Crossing Drive running parallel to Wintergate Drive Park Vista Drive MD 200 then curves slightly more eastward toward Aspen Hill where the freeway intersects MD 182 Layhill Road shortly after entering the Northwest Branch Recreational Park The route travels through the park for a stretch bridging the Northwest Branch Anacostia River three times the second bridge also carries MD 200 over Bonifant Road exits the park and then turns eastward passing under Notley Road MD 200 then turns slightly to the northeast near Colesville and meets MD 650 at a single point urban interchange nbsp View west from the east end of MD 200 at US 1 in Laurel MD 200 then continues eastward passes through Upper Paint Branch Park and bridges several creeks including the namesake Paint Branch and passes between several neighborhoods upon exiting the park The route then passes under Old Columbia Pike with no access to this local road 10 Just beyond MD 200 reaches a large interchange with US 29 combining cloverleaf and stack elements This interchange also adds connections to Fairland Road with both MD 200 and US 29 The route continues eastward featuring a partial interchange with Briggs Chaney Road westbound exit and eastbound entrance and then just after crossing the border into Prince George s County it passes over the Little Paint Branch just south of the Fairland Recreational Park The route then passes under Old Gunpowder Road The route then enters Calverton where the expansive interchange with I 95 is located The interchange marked as Exit 31 on I 95 is mostly a cloverleaf hybrid and features several collector distributor roads built along I 95 stretching from Old Gunpowder Road south of the interchange to MD 198 north of it The community of Konterra is planned for construction near this interchange Beyond I 95 MD 200 narrows to four lanes 11 MD 200 curves sharply first to the south then to the east and meets a diamond interchange providing access to Konterra Drive MD 206 MD 200 then turns gradually to the southeast and ends at a continuous flow intersection at US 1 Baltimore Avenue in Beltsville MD 200 is a part of the main National Highway System for its entire length 1 12 Tolls edit nbsp Toll gantry along eastbound MD 200 between US 29 and I 95 in Calverton The Intercounty Connector uses all electronic tolling with tolls payable through E ZPass or Video Tolling which uses automatic license plate recognition ICC users without E ZPass are mailed a bill to pay the toll along with a 50 surcharge for non E ZPass use minimum of 1 13 The tolls along the full length of the road between I 370 and I 95 vary by time of day ranging from 1 60 overnight to 3 20 in off peak daytime and 4 at rush hour for E ZPass users for others toll rates will be approximately 50 higher 14 Tolls were waived along the road between February 23 and March 7 2011 and again between November 22 and December 4 2011 History editWashington Outer Beltway edit Main article Washington Outer Beltway The Intercounty Connector can be traced to plans developed in the 1950s for the proposed 122 mile 196 km Washington Outer Beltway 15 The original Outer Beltway had been planned to pass south of the corporate limits of the City of Rockville 16 The original proposed routing was south and east of the current alignment 17 The new route was motivated in part by a desire to move the routing of the proposed bridge over the Potomac River upstream from the area of River Bend to Watkins Island 18 Virginia residents and the United States Department of the Interior objected to the proposed bridge over the Potomac River because they wanted to create state and federal parks along the river in order to protect sugar maple trees vegetation and bald eagles Because of these concerns the Maryland State Roads Commission moved the proposed Outer Beltway to a route north of Rockville and eliminated a new bridge crossing the Potomac River 15 The Montgomery County Planning Board accepted the state s newly proposed route in 1970 but the Montgomery County Council rejected it and Prince George s County and Virginia dropped it from their plans 15 In 1975 the National Capital Region Transportation Planning Board of the Metropolitan Washington Council of Governments endorsed a request from the State Highway Administration for federal support of a 1 1 million planning and engineering study of the first 8 mile 13 km segment of the road 15 which was to run from the Baltimore Washington Parkway near Beltsville westward to a point near Interstate Rte 70S at Gaithersburg 19 By 1976 Maryland s Secretary of Transportation no longer supported state financial support of the Outer Beltway although Montgomery County still supported it in concept 15 Initial Intercounty Connector plan edit nbsp MD 200 westbound at US 29 in Fairland In 1980 the state of Maryland dropped the Washington Outer Beltway from its plans except for the Intercounty Connector 20 Meanwhile the State Highway Administration was studying constructing a 22 mile 35 km Intercounty Connector with a 10 mile 16 km spur called the Rockville Facility 15 After six days of public workshops the Maryland State Highway Administration released its first report about the Intercounty Connector and the Rockville Facility in January 1980 The majority of participants supported the highway although almost everyone said they would prefer building more east west public transportation instead 15 In 1983 the federal National Capital Planning Commission formally requested that the eastern end of the Intercounty Connector be shortened by four miles 6 4 km so that the eastern terminus of the road would be at I 95 rather than the Baltimore Washington Parkway 21 In 1984 Maryland Secretary of Transportation Lowell K Bridwell designated land in Montgomery and Prince George s counties as the future site of the Intercounty Connector so that the right of way would be preserved 22 even though Montgomery County Executive Charles W Gilchrist had voiced very critical comments about the Intercounty Connector as it was envisioned in 1983 at least in part because he felt that construction of the ICC by the year 2000 was infeasible and advocated construction of a shorter and less costly east west highway instead 23 nbsp MD 200 crosses Rock Creek and the Upper Rock Creek Trail via an arch bridge Prior to Governor Parris N Glendening declaring the Intercounty Connector dead before leaving office in January 2003 two environmental impact studies had been conducted the first being a draft document in 1983 24 In 1977 the Patuxent Wildlife Research Center expressed concerns about the impact that the ICC would have on its experiments 25 An initial environmental study was undertaken in the late 1970s and extended into the 1980s with a draft published in 1983 24 A second study was initiated around 1992 and a draft environmental impact statement was issued in 1997 The final environmental impact statement was drafted by 1989 but did not receive federal approval leading to the abandonment of the study until a new study began in 1992 the 1992 1997 study pointed to a similar conclusion though it was never completed By 1997 millions of dollars had been spent on planning and preliminary engineering but the only segments of the road that had been built were I 370 between I 270 and the Shady Grove Metrorail station on WMATA s Red Line 26 Glendening rejects Transportation Solutions Group recommendations edit After the 1997 Intercounty Connector Draft Environmental Impact Statement process was put on hold by Governor Glendening much controversy resulted between groups and persons in favor of the ICC and those opposed 27 The Intercounty Counnector became a political issue in 1998 28 an election year in Maryland A blue ribbon committee entitled the Transportation Solutions Group was formed in 1998 to tell the Governor s Smart Growth Sub Cabinet about intermodal transportation that complied with state and regional goals 29 The Transportation Solutions Group chaired by Thomas B Deen former executive director of the Transportation Research Board met at a series of meetings over about 14 months in 1998 and 1999 30 Policy suggestions and recommendations made by the Transportation Solutions Group included that most of the group supports providing high speed bus transit HOV and SOV access through a new east west value priced limited access parkway with some opposition to the parkway 31 and that the group had a divided opinion on a freeway with most supporting it 32 The Transportation Solutions Group had initially voted to oppose the Intercounty Connector on its master planned route 33 but voted 10 in favor and 4 opposed in February 1999 to endorse a highway alternative with the condition that single occupant vehicles be charged a toll 34 At its final meeting in June 1999 the Transportation Solutions Group held a public hearing in College Park and voted 12 to 4 in favor of a parkway like highway from I 270 to I 95 following the general path of the ICC 35 The Transportation Solutions Group also made a recommendation that a system of high occupancy toll lanes with variable pricing be implemented on major freeways of the region including the Intercounty Connector I 95 the Capital Beltway I 270 and US 50 36 On September 22 1999 Glendening chose to reject the Transportation Solutions Group recommendation asserting that the project was wrong inconsistent with Smart Growth doctrine 37 and an environmental disaster 15 The Washington Post quoted Glendening quoted as saying It is a proposal that has fractured our communities It has pitted neighbor against neighbor And it has created political gridlock while traffic gridlock has only worsened 38 Even though Glendening chose to ignore the Transportation Solutions Group s primary recommendation its work was not entirely in vain as its efforts were to be cited prominently some years later in the Intercounty Connector s Final Environmental Impact Statement 39 The concept of a regionwide network of HOT lanes to be called variably priced highway lanes was further developed by the Transportation Planning Board and a regional network including the Intercounty Connector was described in a report published in February 2008 40 After rejecting the Intercounty Connector Glendening and opponents of the Intercounty Connector then examined the possibility of selling its right of way but proponents of the Intercounty Connector would have been able to stop such a sale at the Board of Public Works 41 which must approve transactions involving the sale of state owned real estate Montgomery County steps in edit nbsp MD 200 westbound in Colesville nbsp The upstreammost of three crossings of the Northwest Branch Anacostia River In 1999 staff to the Montgomery County Planning Board said that the Intercounty Connector could be removed from master plans but that such an effort would take six or seven years to accomplish 42 In November 1999 the Montgomery County Council discussed removing the Intercounty Connector from master plans and while five of the nine members were opposed to the Intercounty Connector the District 4 member Marilyn Praisner declined to agree to removal of the master planned route for fear that the so called Northern Alignment Corridor 2 in the 2005 Draft Environmental Impact Statement would become a de facto Intercounty Connector in the future 43 The effort by Montgomery County politicians to remove the Intercounty Connector from its plans irritated powerful members of the Maryland General Assembly notably Senate President Thomas V Mike Miller who discussed legislative measures that could be taken in the General Assembly to thwart such a move 44 45 In February 2000 an agreement between Montgomery County s politicians and members of the General Assembly reached an agreement memorialized in two letters but not cast in stone that the Council agreed not to take any action to kill the ICC during the next three years 46 In 2000 Montgomery County Planning Board established the Transportation Policy Report and then the more inclusive Transportation Policy Report II Task Force in an effort to establish a framework for future Master Plans and to help set priorities for future infrastructure 47 The Transportation Policy Report II Task Force had 33 members including persons in favor of the Intercounty Connector and those opposed 48 The Transportation Policy Report II Task Force listed the Intercounty Connector in its recommended network following a caveat that If they are found feasible and ultimately judged desirable to implement the priority of implementation could be established at that time 49 When the Montgomery County Council was briefed on the report discussions quickly shifted to the Intercounty Connector and the controversy associated with it 50 The Intercounty Connector s Final Environmental Impact Statement makes specific reference to the work done by the Transportation Policy Report II Task Force 51 The Maryland State Senate in its 2002 session passed Senate Joint Resolution 8 which asked Glendening to restart the Intercounty Connector Environmental Impact Statement that had been put on hold in 1997 The Maryland House of Delegates passed an accompanying resolution House Joint Resolution 10 with essentially similar provisions The Intercounty Connector study was not to be restarted until Glendening left office at the end of 2002 Revival edit nbsp Logo used for the Intercounty Connector for public relations In 2003 Governor Ehrlich followed through with his campaign promise to resurrect the Intercounty Connector study 52 and he was allowed a fast track review process by the United States Secretary of Transportation Norman Mineta In addition to the election of Ehrlich the Montgomery County Council that was seated at the end of 2002 had a 6 3 majority of members in favor of the project Prior to the 2002 election a majority had been skeptical if not outright opposed to the project 53 The Montgomery County Council and County Executive Douglas M Duncan issued a resolution endorsing the Intercounty Connector in December 2002 15 On April 21 2004 the Transportation Planning Board voted to include the Intercounty Connector in future networks of the Washington region s transportation system for purposes of forecasting changes in air quality 54 On November 17 2004 the Transportation Planning Board endorsed regional transportation plans which included the Intercounty Connector determining that the proposed plans met air quality goals and that funding for the project was adequate 55 On July 11 2005 Governor Ehrlich announced the state s preference to build the Intercounty Connector along Corridor 1 Corridor 1 approximately 80 of which is the Master Plan Alignment has been on the books for decades Corridor 2 also known as the Northern Alignment was designed to reduce Corridor 1 s impact on the environment While the EPA gave Corridor 2 a higher environmental rating 56 it was eventually rejected by the state due to the increased number of homes and businesses that would have to be removed for its construction because of negative environmental impacts on the Washington Suburban Sanitary Commission s Rocky Gorge Reservoir on the Patuxent River 57 which is a source of drinking water for much of the WSSC service area 58 59 and because it was not consistent with several approved and adopted Maryland National Capital Park and Planning Commission master plans in Montgomery and Prince George s Counties On August 31 2005 the Board of Public Works gave its approval to the Corridor 1 alternative which allowed state funding of the project 60 in accordance with Maryland s provisions established by statute for funding a growth related project that is not entirely within Priority Funding Areas 61 In December 2005 controversy arose over the Intercounty Connector s proposed toll rate At a proposed 17 cents per mile 11 km an end to end driver would have to pay about 6 a day for a round trip about 1 500 per year 62 On May 30 2006 the Federal Highway Administration gave approval to the Corridor 1 plan meaning that Maryland had satisfied all environmental economic and community requirements and that it can build the highway 63 The Baltimore Business Journal wrote Federal approval for the 2 4 billion connector came after Ehrlich made a direct request to President George W Bush who named the Intercounty Connector as one of his priority projects The president s direct attention prompted federal resource agencies to give the project a more timely environmental review 64 As approved the Intercounty Connector would be 18 miles 29 km long running from I 370 in Gaithersburg to I 95 in Beltsville It would be a controlled access toll highway with eight interchanges and two park and ride lots would be built as well 15 The project included 370 million for mitigation and environmental stewardship activities in order to address the impact of communities wetlands streams wildlife forests air quality historic resources and parklands 15 Construction edit nbsp Construction of MD 200 in Redland The SHA constructed the ICC using separate design build contracts for five phases 65 A I 270 I 370 to east of MD 97 B East of MD 97 to west of US 29 C West of US 29 to east of I 95 interchange and I 95 collector distributor road improvements along I 95 from MD 212 to just north of the ICC D Collector distributor road improvements along I 95 from just north of the ICC to north of MD 198 including a new exit on the interstate at Konterra Drive E East of I 95 interchange to US 1 The first of the five contracts was awarded on March 27 2007 The contract worth 478 7 million was awarded to Intercounty Constructors a joint venture of Granite Construction Company Corman Construction Inc and G A amp F C Wagman Inc Construction on the seven mile 11 km section between I 370 and MD 97 began in November 2007 66 Contracts for three other phases are completed and the fifth phase involving collector distributor lanes along I 95 has been completed 67 Requests for statements of qualification were issued for Phase A in December 2005 68 for Phase D in August 2006 69 and for Phase B in August 2007 70 The selection of the second of the five contracts was announced on November 20 2007 The contract worth 513 9 million was awarded to IC3 a joint venture of Shirley Contracting Company LLC Clark Construction Group LLC Guy F Atkinson Construction LLC Facchina Construction Company Inc and Trumbull Corporation This work includes the ICC from a point west of US 29 to I 95 and interchanges with those routes 71 On September 4 2008 The Washington Post reported that the Contract B construction contract had been awarded on July 22 2008 to a joint venture of Kiewit Corman Construction and G A amp F C Wagman at a total cost of about 559 7 million reportedly 22 higher than previous estimates The Post story went on to say that a protest of this contract award was filed on July 30 2008 by a joint venture that was not selected though the bid price from the rejected group was lower This protest may have delayed the start of construction on Contract B 72 On October 15 2008 the Post reported that the protest was denied by state procurement officer Robert P Gay and that the losing proposer would file an appeal with the Maryland State Board of Contract Appeals 73 On September 12 2008 the Post reported that Contract D ran into funding issues which had delayed its construction 74 Contract D is associated with the proposed new interchange of I 95 and Contee Road not part of the ICC SHA Former Administrator Neil J Pedersen stated that the service roads can be delayed until the I 95 interchange has been built at Contee Road nbsp Sign indicating that MD 200 ended at MD 28 Norbeck Road since November 22 2011 this is no longer the case The first segment opened on February 23 2011 9 ahead of its projected spring 2011 opening 75 No tolls were charged on the date of opening to March 6 2011 76 On the opening morning over 10 000 vehicles used the highway 9 and it went on to draw in 30 000 vehicles per day During the first week of May the tollway drew 11 490 vehicles per day which is much less than the 21 000 projected though by 2014 this section of highway was averaging almost 40 000 vehicles per day on average 77 As a result the state launched a 1 4 million advertising campaign to promote the new highway 78 The second segment of the highway from MD 97 to I 95 opened on November 22 2011 79 The highway was opened between I 95 and US 1 on November 7 2014 80 Funding edit The 2 56 billion project was funded from several sources including 1 23 billion of Maryland Transportation Authority revenue bonds 50 0 75 billion of Grant Anticipation Revenue Vehicle bonds 31 0 26 billion from the Maryland General Fund 11 0 18 billion from the Maryland Transportation Trust Fund 7 and 0 18 billion from Special Federal Funds 1 81 82 Opposition edit nbsp Route Marker for ICC MD 200 has gained opposition from several groups including the Maryland General Assembly and the Prince George s County Council Proponents of the highway have claimed that it will improve the flow of interregional traffic relieving traffic congestion on local roads Opponents of the highway have claimed that the road will with a few limited exceptions harm significant traffic flow characteristics such as increasing drive times congestion and costs in the form of tolls will harm the environment with air sea and land impacts and will disrupt established communities through which it passes 4 Government edit Members of the Maryland General Assembly stated opposition in the Spring 2008 83 and Spring 2009 sessions the 1998 session 84 and back to 1979 when a bill introduced in the General Assembly by Delegate Robin Ficker proposed to eliminate funding for a study of the ICC and the never built Rockville Facility highway project 85 In 1980 a bill proposed by Delegate Idamae Garrott to forbid the Maryland Department of Transportation from even studying the matter of new highways running east and west between Montgomery and Prince George s Counties was tabled by the Montgomery County Delegation 86 In the 1998 session House Bill 817 was introduced to prohibit MDOT from spending funds or granting approvals to the ICC project and House Bill 905 was intended to stop the operation of a toll highway altogether 87 88 Both bills failed to pass In 2004 House Bill 732 proposed a similar statement to House Bill 817 extended to include the MdTA 89 The 2007 Special Session saw the offering of House Bill 37 to prevent construction of the road Both of these bills also failed to pass 90 In the 2008 session two bills proposing to cancel or delay the project were introduced House Bill 1416 and House Bill 1471 91 92 House Bill 1471 proposed to eliminate funding for the road and if it had passed would trigger liquidated damage clauses that would require it to pay the contractors an estimated 80 0 million upon cancellation of the contracts according to the Fiscal Note prepared by the state s Department of Legislative Services 93 Both bills failed In the 2009 session a bill proposing to cancel funding for the ICC was pre filed by Delegate Barbara A Frush House Bill 27 94 This bill had not attracted any co sponsors nor had it been scheduled for a hearing 95 A similar bill Senate Bill 753 was filed in the Maryland Senate by Sen E J Pipkin and others 96 The Maryland Politics Watch blog opined that Pipkin s co sponsorship of SB 753 may be related to his possible desire to run again for the U S House of Representatives Maryland District 1 seat 97 Both bills failed in the 2009 session House Bill 27 received an unfavorable report from the House of Delegates Appropriations Committee on March 28 2009 and no action was taken on Senate Bill 753 prior to adjournment on April 13 2009 though a hearing was scheduled on March 18 2009 before the Senate Budget and Taxation Committee The position of the County Council of Prince George s County in opposition to the ICC has been repeatedly cited by opposition groups and its 2003 resolution on the subject CR 32 2003 was adopted on June 10 2003 where it called for alternatives to the road 98 In 2007 the Prince George s County Council passed resolution CR 59 2007 99 which repeats much of what was stated in CR 32 2003 including the language endorsing the ICC in Prince George s County Environmental groups edit nbsp MD 200 westbound past US 29 in Fairland In November 2006 environmental groups announced that they were preparing to file suit in order to delay or stop the project 100 and lawsuits aimed at halting construction 101 102 were filed by environmental groups and affected residents assisted in part by pro bono legal counsel from the Institute for Public Representation of the Georgetown University Law Center 103 104 One of those lawsuits was originally filed in the U S District Court for the District of Columbia possibly as part of a forum shopping effort to avoid having the Fourth Circuit Court of Appeals hear the case on appeal 105 though the United States Court of Appeals for the District of Columbia Circuit which would have heard any appeals from the D C federal court had ruled against the Sierra Club and allied groups 106 on similar legal issues in reversing a lower court on a case involving the proposal to reconstruct and widen the Woodrow Wilson Bridge in 1999 107 but Judge Gladys Kessler of the D C federal court ordered the matter transferred to federal court in Maryland on May 17 2007 and the suits were consolidated After hearings in October 2007 108 both lawsuits were dismissed in their entirety on November 8 2007 by Judge Alexander Williams Jr of the U S District Court for the District of Maryland in a 105 page memorandum opinion 109 110 111 112 113 114 115 116 The Baltimore Sun described the decision handed down by the court as a victory for both Governor Martin O Malley who backs construction of the road and a measure of vindication for former Governor Robert L Ehrlich who made it the top transportation priority of his administration 117 After the opinion was released environmental groups opposed to the ICC stated that they would consider their legal options before deciding whether to continue their battle 118 and some homeowners near the selected route expressed disagreement with the ruling of the court 119 On January 7 2008 it was announced that Environmental Defense and the Sierra Club would appeal Judge Williams decision to the United States Court of Appeals for the Fourth Circuit in Richmond Virginia 120 121 122 123 124 In April 2008 persons and groups opposed to the ICC including the Shady Grove Woods Homeowners Association held an Irish wake to draw attention to the impact of the ICC 5 125 126 The Derwood event was attended by approximately 100 people all of whom wore green t shirts to show their support for the trees 5 The event s planners also named the event O Malley s March after Governor Martin O Malley s former rock band in the hopes that this would encourage him to cancel the project 5 An op ed in The Diamondback was printed which raised objections to the ICC 127 In June 2004 protests against the ICC were held at Dr Charles R Drew Elementary School in Silver Spring where the State Highway Administration was simultaneously holding a public ICC workshop 5 This event was more heavily attended than the Derwood event and featured multiple speeches by people opposing the highway which included Phil Andrews a Montgomery County Council member 5 The participants claimed that ICC construction should be halted because of air pollution impacts on pupils at the school however it was clear that Governor O Malley had no plans to do so 128 In August 2008 The Baltimore Sun published a letter to the editor from the executive director of the Coalition for Smarter Growth calling on the Maryland Department of Transportation to cancel the ICC 129 In September 2008 The Sun s columnist Dan Rodricks wrote an anti ICC opinion piece 130 asserting that the ICC was the Intercounty Anachronism Rodricks column was first rebutted by a letter to the editor by Montgomery County Councilmember Nancy Floreen D At Large 131 and then in a longer op ed by SHA Administrator Neil Pedersen 132 Also in September 2008 The Gazette published an op ed by state delegate Heather R Mizeur D District 20 suggesting that the ICC be canceled 133 The Mizeur op ed was rebutted in a response also published by The Gazette by Neil Pedersen in October 2008 134 In November 2008 it was announced that Environmental Defense had dropped its appeal with the Fourth Circuit of the decision handed down by Judge Williams of the U S District Court for Maryland about a year earlier In exchange for dropping the suit the State Highway Administration agreed to fund new emissions reduction technology used by public school buses in Montgomery County and the SHA will also sponsor a three year study that involves installing air quality monitors along a major highway selected for its similar characteristics to the ICC and I 95 135 136 Press releases were issued by the State Highway Administration 137 and Environmental Defense 138 discussing the details of the legal settlement Environmental mitigation edit This section needs to be updated Please help update this article to reflect recent events or newly available information December 2011 A major component of the ICC is environmental mitigation 139 and aesthetics 140 In addition to work taking place near and in the right of way of the ICC there are over 50 off site environmental and community improvement projects that will be funded as part of the ICC engineering and construction budget 141 142 In a letter to the editor of The Baltimore Sun David Marks a former official with the Maryland Department of Transportation wrote that the SHA project team had the foresight to require substantial environmental improvements as part of the project and they insisted on broad public input 143 nbsp MD 200 eastbound past MD 206 in Konterra One component of the mitigation is the replacement of parkland taken for the ICC with new land 144 Replacement lands intended to compensate for these losses include a large parcel of land in the Boyds area of Montgomery County owned by the Eugene B Casey Foundation However the trustees of the Casey Foundation did not agree to the purchase of this parcel 145 so the State Highway Administration acquired the land by condemnation and the matter was reported as resolved in June 2008 146 In July 2008 controversy was reported on a similar subject A 118 acre 0 48 km2 parcel of land near the intersection of MD 198 and Peach Orchard Road which had been condemned by the SHA in 1997 for possible use as the so called Northern Alignment Corridor 2 was conveyed to the Maryland National Capital Park and Planning Commission to compensate for parkland which will be taken by the ICC The former owner Winchester Homes filed a lawsuit contending that the SHA must offer to sell this land back to Winchester and in May 2008 Judge S Michael Pincus of the Montgomery County Circuit Court ruled that the SHA was contractually obligated to offer Winchester Homes the chance to buy back the property It was further reported that the state filed an appeal in June 2008 147 In the February 2008 edition of the Successes in Stewardship newsletter the Federal Highway Administration stated 148 Since environmental impacts were the major barrier to prior ICC planning efforts the third EIS team redefined the project development approach to explicitly include environmental stewardship as part of the project s stated purpose and need In order to fulfill the ICC s stated purpose to help restore the natural human and cultural environments in the project area from the adverse effects of past development lead agency staff used context sensitive design approaches to minimize or altogether avoid adverse impacts to wetlands and streams in the development of project alternatives At least one section of the ICC was re routed from the master planned route to reduce environmental impact though the re routing led to additional residences having to be condemned as a result 149 Eastern box turtles Terrapene carolina carolina that were in the path of the ICC were located with the aid of dogs trained to find them by scent 150 and were moved to other locations in Montgomery County near Boyds and Brookeville 151 In a letter to the editor of The Gazette SHA Administrator Neil Pedersen enumerated a list of environmental mitigation and community enhancements that SHA is funding as part of constructing the ICC 152 The ICC is likely to force changes to the 14th hole of the Cross Creek Golf Club which straddles the border between Montgomery County and Prince George s County However it was reported that the 14th hole was surveyed incorrectly and part of it was mistakenly located on land set aside for the ICC 153 In January 2009 it was reported that Eyes of Paint Branch a group that has opposed the ICC 154 had recently demanded of the SHA that the contractors working to build the ICC comply with Montgomery County s regulations for the Upper Paint Branch Special Protection Area which the State of Maryland has no legal obligation to follow 155 Construction of the ICC has forced the National Capital Trolley Museum to relocate its car barns shops visitors center and part of its track a short distance to the north In 2006 the museum s development director made a public plea for relocation help and coordination in a Washington Post op ed column 156 The museum suspended operations for relocation in December 2008 and resumed trolley rides in January 2010 157 In August 2009 the SHA held a public forum at the new and relocated trolley museum to describe the environmental mitigation aspects of the ongoing ICC construction project 158 159 160 A major environmental concern along the entire ICC project is the impact of stormwater runoff on creeks and streams during and after construction Techniques and technologies to treat such water are known as best management practices BMPs State of the art BMPs used along the ICC s construction project were described in an article in Land and Water magazine 161 Some of the methods being used to control runoff were described in a The Baltimore Sun On the Outdoors column published after the writer toured several work areas along the ICC s right of way The ICC project employs teams of stormbusters to put down straw and grass seed and erect plastic silt fences in construction areas before it rains to prevent erosion Solar powered stream monitors give Baker and enforcement personnel a real time reading of water conditions Paved storm water ditches in older neighborhoods abutting the highway will be replaced by grass lined swales that will filter and cool the water before it enters tributaries The Sun column went on to describe financial incentives that will be paid to construction contractors that meet environmental goals and requirements 162 As part of construction work several archaeological sites have been found in the path of the ICC including a Native American site near Georgia Avenue and Norbeck Road that contains artifacts dating to the Stone Age 163 and near US 29 the 19th century homestead of a freed slave Melinda Jackson containing numerous artifacts 164 Associated construction projects editICC Trail edit The ICC Trail is a combination multi use trail and on road route along the general path of the ICC It includes about 7 miles of trail and 11 miles along parallel roads A bicycle trail had long been identified in County master plans as part of the proposed ICC 165 both in Montgomery County 166 and Prince George s County 167 However in 2004 the SHA announced that it was dropping the ICC bike trail from its own plans due to cost and environmental footprint 168 This move was unpopular with comments sent to the state s ICC web page overwhelmingly in favor of a bike trail the Montgomery County Council voted 8 0 in favor of the trail and the state said it would consider five unconnected segments that would run along 40 percent of the ICC 169 When the State Highway Administration published its final plan for the ICC in May 2006 it recommended seven miles of the 18 mile trail be built as part of the highway and the remaining 11 miles be constructed separate from the highway project 170 The state later agreed to build 11 4 miles of a trail in separate segments in Prince George s and Montgomery counties 171 In response Montgomery County began the process of amending the ICC limited functional Master Plan to include the new design for the bike path in October of 2007 One proposal was to keep a mostly parallel route by utilizing county park lands for the trail but the County Council voted against that because it would be too harmful to some county parkland 172 The amendment was approved in April 2009 and it proposed a bikeway near the Intercounty Connector as well as a plan that would divert bike traffic along New Hampshire Avenue Route 29 East Randolph and Fairland roads The council approved the options with the idea that one or both would be exercised 173 nbsp View of the ICC Trail at Muncaster Mill RoadConstruction of the ICC trail began with construction of the road The westernmost segment from Needwood Road to MD 28 Norbeck Road primarily following the MD 200 right of way except for a section which follows Emory Lane to Georgia Avenue opened first on July 30 2011 shortly after the first section of the ICC opened 174 this section was later extended to MD 182 Layhill Road The second segment which runs from Notley Road to MD 650 New Hampshire Avenue behind the southern sound wall of the highway and the third segment which runs alongside US 29 and Briggs Chaney Road both opened in late 2011 A fourth section was completed in 2015 running along the easternmost section of MD 200 from Konterra Drive to US 1 Baltimore Avenue In 2009 work began on the ICC Connector a shared use path along Needwood Road connecting the ICC Trail to the Shady Grove Metro Future segments of the trail have been left to county governments to plan and build Exit list editExit numbers and mile markers are a continuation of those along I 370 CountyLocationmi 1 kmExitDestinationsNotes MontgomeryGaithersburg2 5404 088 nbsp nbsp nbsp nbsp I 370 west to I 270Western terminus of MD 200 eastern terminus of I 370 2 5404 0883 nbsp Shady Grove Road Metro StationMetro Access Road is officially MD 200A but is signed as I 370 split into exits 3A Shady Grove Road and 3B Metro Station on eastbound I 370 last eastbound exit before toll Derwood4 1146 621Toll gantry eastbound 6 33010 187Toll gantry westbound Norbeck8 20413 2038 nbsp MD 97 Georgia Avenue Olney WheatonOriginally signed as exits 9A south and 9B north but was renumbered as exits 8A south and 8B north when the second segment opened on November 22 2011 Aspen Hill9 46015 224Toll gantry eastbound 9 77015 723Toll gantry westbound 10 44516 81010 nbsp MD 182 Layhill Road Norwood Glenmont Colesville11 54118 573Toll gantry eastbound 12 13219 525Toll gantry westbound 13 24521 31613 nbsp MD 650 New Hampshire Avenue Ashton White Oak Fairland14 46723 282Toll gantry eastbound 15 16524 406Toll gantry westbound 15 97825 71416 nbsp US 29 Silver Spring ColumbiaAlso includes access for Briggs Chaney Road eastbound signed as exits 16A south and 16B north 16 74726 95217Briggs Chaney RoadWestbound exit and eastbound entrance Prince George sCalverton17 51628 189Toll gantry eastbound 17 57628 286Toll gantry westbound Laurel18 60729 94519 nbsp I 95 Baltimore WashingtonSigned as exits 19A south and 19B north exit 31 on I 95 18 63929 99719C nbsp nbsp To MD 198 Laurel BurtonsvilleDirect access from eastbound MD 200 to the Konterra Drive interchange and the I 95 collector distributor lanes between MD 200 and MD 198 19 12130 772Toll gantry westbound 19 22830 944Toll gantry eastbound 19 69331 69320Konterra Drive MD 206 Eastbound exit and westbound entrance 19 78831 846Toll gantry eastbound 19 79131 851Toll gantry westbound 20 00832 200 nbsp US 1 Laurel BeltsvilleEastern terminus continuous flow intersection 175 access to Muirkirk station 1 000 mi 1 609 km 1 000 km 0 621 mi Electronic toll collection Incomplete accessAuxiliary route editMD 200A is the unsigned designation for Metro Access Road a four lane freeway that runs from the entrance to the Shady Grove station of Washington Metro s Red Line and an interchange with Shady Grove Road north to an interchange with the western terminus of MD 200 and the eastern terminus of I 370 The route is 0 51 mi 0 82 km long 1 MD 200A was designated in 2010 replacing the previous I 370 designation that was realigned to connect with MD 200 176 See also edit nbsp Maryland Roads portal Forbifart Stockholm a western bypass motorway under construction around Stockholm Sweden Highway 407 a similar toll road through the suburbs of Toronto Interstate 355 a toll road similar to the ICC in some respects in the suburbs of Chicago M 6 a similar freeway that was built as a toll free bypass south of Grand Rapids Michigan Maryland Route 100 a similar outer beltway segment around Baltimore Triangle Expressway N C 147 and N C 540 a similar toll road in Durham and Wake Counties North CarolinaReferences edit a b c d Highway Information Services Division December 31 2015 Highway Location Reference Maryland State Highway Administration Retrieved August 10 2016 Montgomery County PDF Prince George s County PDF Final FY 2017 2022 Consolidated Transportation Program PDF Maryland Department of Transportation September 20 2016 Retrieved June 4 2017 Meyer Eugene September October 2013 The Road Less Traveled Bethesda Magazine Retrieved July 30 2015 a b Proposed Highway Would Hurt Air Congestion Environmental Defense Fund March 16 2005 Archived from the original on August 13 2007 Retrieved September 27 2007 a b c d e f Blocker Alexander November 23 2011 Maryland residents resist highway construction Intercounty Connector MD 200 1980 2011 nvdatabase Sedam Sean R Ford C Benjamin October 18 2006 Ehrlich declares ICC under way again The Gazette Gaithersburg MD Retrieved May 16 2007 Brandus Paul November 3 2006 ICC The Selling of a Road Washington DC WTOP FM Retrieved May 16 2007 Shaver Katherine November 29 2007 With Obstacles Overcome Highway Work Begins The Washington Post Retrieved December 6 2007 a b c Liu Mimi February 23 2011 More than 10 000 vehicles travel on first stretch of the ICC Wednesday morning The Gazette Gaithersburg MD Archived from the original on February 27 2011 Retrieved February 23 2011 Parcher Amber June 26 2008 Neighborhood may not get ICC sound barrier Gaithersburg MD The Gazette Retrieved July 27 2008 Contract D E Modified Intercounty Connector Maryland State Highway Administration Retrieved November 3 2011 National Highway System Washington DC VA MD PDF Map Federal Highway Administration October 1 2012 Retrieved June 16 2013 Dresser Michael February 7 2011 First phase of ICC to open Feb 22 The Baltimore Sun Retrieved February 7 2011 2 Axle Toll Rate Card PDF Maryland Transportation Authority November 14 2011 Retrieved January 27 2013 a b c d e f g h i j k Spiers John Summer 2011 The Long and Winding Road A History of the Intercounty Connector 1950 2006 The Montgomery County Story 54 1 Roberts Chalmers June 14 1951 Need of Belt Highway Shown With D C Hub The Washington Post p B4 New Routes Proposed for Beltway in County The Washington Post August 7 1965 p B3 Watkins Span Backed for Outer Belt The Washington Post May 17 1969 p C3 Eisen Jack February 24 1975 Segment of Outer Beltway is Endorsed by COG Board The Washington Post p C6 Transportation Aspen Hill Master Plan PDF Maryland National Capital Park and Planning Commission April 1994 p 84 Archived from the original PDF on July 10 2007 Retrieved June 15 2007 Melton R H October 7 1983 U S Urges Shortening of Connector Road The Washington Post p B6 Melton R H July 28 1984 Intercounty Highway Designated The Washington Post p B1 Melton R H December 13 1983 Gilchrist Levels Acerbic Attack on Proposed Connector Highway The Washington Post p C9 a b Intercounty Connector Rockville Facility From Interstate 270 to Baltimore Washington Parkway Montgomery and Prince George s Counties Maryland Draft Environmental Impact Statement Report Number FHWA MD EIS 83 04 D Federal Highway Administration and Maryland State Highway Administration October 8 1983 Conway Sharon December 22 1977 Citizens Builders Unhappy with P G Growth Plan The Washington Post p MD5 Vick Karl February 3 1997 Md Tollway Remains a Road Not Taken The Washington Post p A1 Retrieved April 18 2009 ICC backers opponents clash The Gazette Gaithersburg MD October 29 1997 Retrieved December 9 2008 Reid Alice August 29 1998 Unbuilt Road Becomes Political Path The Washington Post Retrieved November 8 2008 Transportation Solutions Group May 29 1999 Giving Suburban Marylanders More Travel Choices Steps to Improve Mobility and Quality of Life in a Growing Region Report p i Transportation Solutions Group 1999 p 48 figure A2 Samuel Peter February 4 1999 Maryland ICC First Dynamically Priced Pike Pushed TollRoadsNews Archived from the original on May 17 2008 Retrieved July 18 2008 Transportation Solutions Group 1999 p 37 Scott Andrew J December 16 1998 Task force rejects ICC master plan The Gazette Gaithersburg MD Retrieved November 18 2008 Beatty Jen February 24 1999 ICC vote revives Master Plan alignment The Gazette Gaithersburg MD Retrieved November 18 2008 Scott Andrew J June 4 1999 Intercounty Connector makes a comeback The Gazette Gaithersburg MD Retrieved November 18 2008 Goldreich Samuel January 10 1999 Maryland Task Force Considers New Kind of Toll Road The Washington Times Glendening kills plan for ICC The Gazette Gaithersburg MD September 24 1999 Retrieved November 18 2008 Sipress Alan September 23 1999 Glendening Kills Intercounty Connector The Washington Post Retrieved September 19 2008 ICC Final Environmental Impact Statement Maryland Department of Transportation January 3 2006 p S 5 Eichler Michael D Miller Gerald K Park Jinchul February 2008 Evaluating Alternative Scenarios for a Network of Variably Priced Highway Lanes in the Metropolitan Washington Region PDF National Capital Region Transportation Planning Board Archived from the original PDF on December 29 2010 Retrieved February 9 2009 Kurtz Josh October 8 1999 Glendening may back away from plan to sell ICC land The Gazette Gaithersburg MD Retrieved November 18 2008 James Candace July 16 1999 Planners say ICC can be removed from master plan The Gazette Gaithersburg MD Retrieved November 18 2008 Dennis Steven T November 3 1999 Council votes to take ICC out of Master Plan The Gazette Gaithersburg MD Retrieved November 18 2008 Kurtz Josh November 10 1999 Council s ICC plan irks Miller The Gazette Gaithersburg MD Retrieved November 18 2008 Kurtz Josh November 17 1999 Miller Assembly may block county s plans for ICC route The Gazette Gaithersburg MD Retrieved November 18 2008 Kurtz Josh February 4 2000 General Assembly council members call truce on ICC The Gazette Gaithersburg MD Retrieved November 18 2008 Transportation Policy Report Introduction PDF Report Maryland National Capital Park and Planning Commission January 15 2002 p 1 Retrieved November 19 2008 permanent dead link Dennis Steven T December 7 2001 Fragmented TPR s reports emerge The Gazette Gaithersburg MD Retrieved November 18 2008 Transportation Policy Report Priorities PDF Report Maryland National Capital Park and Planning Commission January 17 2002 p 55 Retrieved November 19 2008 permanent dead link Abrams David January 23 2002 Council picks fight over ICC The Gazette Gaithersburg MD Retrieved November 18 2008 ICC Final Environmental Impact Statement Maryland Department of Transportation January 3 2006 p S 7 Samuel Peter October 19 2003 Intercounty Connector to toll TollRoadsNews Archived from the original on March 17 2009 Retrieved July 18 2008 Kiehl Stephen January 28 2003 Disputed connector road finds momentum The Baltimore Sun Archived from the original on June 4 2011 Retrieved April 19 2009 Swanson John May 18 2004 TPB Votes to Include ICC and Other Projects in Region s Transportation Air Quality Analysis PDF Metropolitan Washington Council of Governments p 1 Archived from the original PDF on December 14 2007 Retrieved April 9 2009 Kania Steven November 17 2004 Transportation Planning Board Gives Green Light To Intercounty Connector ICC Press release Metropolitan Washington Council of Governments Retrieved April 9 2009 Dresser Michael Kobell Rona Nitkin David Pelton Tom March 2 2005 EPA has objection to ICC route plan The Baltimore Sun Retrieved May 11 2009 Paley Amit R February 25 2005 One Connector Route Is Opposed by WSSC The Washington Post Retrieved December 16 2008 Roads and Drinking Water The Washington Post February 25 2005 Retrieved December 16 2008 Protecting Your Drinking Water Supply PDF Washington Suburban Sanitary Commission April June 2005 p 1 Archived from the original PDF on May 9 2006 Retrieved December 16 2008 Board of Public Words After Meeting Agenda Summary PDF Report Maryland Board of Public Works p 8 Archived from the original PDF on March 18 2011 Retrieved December 19 2008 Maryland Code Michie s Legal Resources Retrieved December 16 2008 Dresser Michael December 28 2005 Planned ICC tolls too high foes say The Baltimore Sun Archived from the original on September 30 2007 Retrieved June 15 2007 Ginsberg Steven Mosk Matthew December 28 2005 Intercounty Connector Gets Final Approval The Washington Post Retrieved June 15 2007 Harlan Heather May 30 2006 Intercounty Connector gets federal green light Baltimore Business Journal Retrieved June 15 2007 Gay Robert P May 8 2006 ICC procurement process update letter PDF Maryland State Highway Administration Retrieved June 15 2007 Maryland selects contractor to design and build first segment of the Intercounty Connector PDF Press release Maryland State Highway Administration March 27 2007 Retrieved March 5 2011 Project Schedule Maryland State Highway Administration Retrieved March 5 2011 Contract AT376A21 information Maryland State Highway Administration Retrieved June 15 2007 Pedersen Neil J August 8 2006 Contract AT3765C60 Notice to Contractors Maryland State Highway Administration Retrieved June 15 2007 Pedersen Neil J August 13 2007 Contract AT3765B60 Notice to Contractors Maryland State Highway Administration Retrieved August 28 2007 Maryland selects contractor to design and build second segment of the Intercounty Connector PDF Press release Maryland State Highway Administration November 20 2007 Retrieved November 24 2007 Shaver Katherine September 4 2008 Connector Segment Will Cost 22 More The Washington Post Retrieved September 4 2008 Shaver Katherine October 15 2008 Protest From Companies That Lost Bid Denied The Washington Post Retrieved October 15 2008 Shaver Katherine September 12 2008 Md Delays Portion of Connector Project The Washington Post Retrieved September 12 2008 Shaver Katherine October 26 2009 Connector Road Inches Along The Washington Post Retrieved December 6 2010 Discover what the ICC MD 200 means to you Press release Maryland Transportation Authority February 7 2011 Retrieved February 7 2011 Montgomery County 2014 Highway Location Reference PDF Maryland State Highway Administration December 31 2014 p 147 Retrieved November 22 2015 Weir Kytja May 10 2011 ICC traffic increasing silightly ad campaign aims to lure more Washington Examiner p 10 Schwind Dan November 22 2011 ICC opens second segment connecting Laurel to Gaithersburg The Baltimore Sun Retrieved November 24 2011 Final section of ICC to Laurel new I 95 interchange to open this weekend The Baltimore Sun November 5 2014 Retrieved November 9 2014 Wall Street Gives ICC a AAA Vote of Confidence PDF Maryland State Highway Administration Maryland Transportation Authority Federal Highway Administration Summer 2007 p 1 Retrieved September 8 2007 Fact Sheet Intercounty Connector United States Department of Transportation The Transportation Infrastructure Finance and Innovation Act September 2 2008 Archived from the original on March 15 2009 Retrieved December 10 2008 Shaver Katherine March 18 2008 Opponents Want Legislature to Halt Construction The Washington Post Retrieved October 15 2008 County s legislative delegation takes public s pulse at hearings The Gazette Gaithersburg MD October 29 1997 Retrieved December 5 2008 Tolbert Kathryn October 23 1980 Delegates to Join Highway Protest The Washington Post p MD3 Bill to Halt Study of Highway Rejected The Washington Post October 30 1980 p MD4 House Bill 817 Maryland House of Delegates 1998 Retrieved March 7 2011 House Bill 905 Maryland House of Delegates 1998 Retrieved March 7 2011 House Bill 732 Maryland House of Delegates 2004 Retrieved March 7 2011 House Bill 37 Maryland House of Delegates 2007 Retrieved March 7 2011 House Bill 1416 Maryland House of Delegates 2008 Retrieved March 7 2011 House Bill 1471 Maryland House of Delegates 2008 Retrieved March 7 2011 Rubenstein Michael C March 17 2008 Fiscal and Policy Note House Bill 1471 PDF Report Maryland Department of Legislative Services p 7 Retrieved December 5 2008 House Bill 27 Maryland House of Delegates 2009 Retrieved March 7 2011 Shay Kevin James January 21 2009 Delegate Maryland shouldn t fund ICC The Gazette Gaithersburg MD Retrieved January 25 2009 Mock Amanda March 17 2009 Fiscal and Policy Note Senate Bill 753 Senator Pipkin et al Transportation Intercounty Connector Elimination of Funding PDF Report Retrieved March 28 2009 Pagnucco Adam March 12 2009 Pipkin s ICC Gambit Maryland Politics Watch Retrieved March 28 2009 Not directly available on the Web but the resolution in Microsoft Word format can be found through a search of the Prince George s County Government Legislative Information System permanent dead link for Resolution CR 32 2003 Also not directly available on the Web but the resolution in Microsoft Word format can be found through a search of the Prince George s County Government Legislative Information System permanent dead link for Resolution CR 59 2007 Weiss Eric M November 2 2006 Clean Air Act Cited In Expected Lawsuit The Washington Post Retrieved July 23 2009 Two lawsuits filed against ICC The Baltimore Sun Archived from the original on September 27 2007 Shaver Katherine December 21 2006 Federal Agency Sued Over Environmental Study The Washington Post Retrieved May 20 2010 Sedam Sean R November 8 2006 Intercounty Connector foes file intent to sue The Gazette Gaithersburg MD Retrieved April 16 2009 State amp Federal Agencies Violated Law on Protecting Public Health Environment and Communities Charge Residents and Environmental Groups in Legal Challenge PR Newswire December 20 2006 Retrieved April 22 2009 dead link Sierra Club s ICC Lawsuit Moved To U S District Court for Maryland PDF The Montgomery County Sierran 4 June July 2007 Archived from the original PDF on October 30 2008 Retrieved July 1 2008 The City of Alexandria Virginia had been the lead plaintiff in this case but settled out of court on March 1 1999 leaving the Sierra Club and several allied groups as the plaintiffs appellees see the settlement agreement here Archived copy PDF Archived from the original PDF on March 17 2006 Retrieved March 14 2011 a href Template Cite web html title Template Cite web cite web a CS1 maint archived copy as title link City of Alexandria Virginia et al Appellees v Rodney E Slater Secretary U S Department of Transportation et al Appellants 198 F 3d 862 United States Court of Appeals for the D C Circuit 1999 Shaver Katherine October 2 2007 Agencies Accused of Wrongly Approving Md Highway Study The Washington Post Retrieved July 8 2008 Audubon Naturalist Society of The Central Atlantic States Inc et al v United States Department of Transportation et al AW 06 3386 and AW 07 1480 Consolidated U S District Court for the District of Maryland November 8 2007 ICC Construction Can Move Forward WTOP FM Associated Press November 8 2007 Retrieved November 9 2007 Judge Rules ICC Construction Can Go Ahead Washington DC WRC TV November 8 2007 Retrieved November 8 2007 Shaver Katherine November 9 2007 Judge Paves the Way For Long Delayed ICC The Washington Post Retrieved November 9 2007 Court throws out enviros suit to block start on Maryland Inter County Connector tollroad TOLLROADSnews November 8 2007 Archived from the original on July 3 2008 Retrieved November 9 2007 Court Rules Against Obstructionists Gives ICC Green Light Northern Virginia Transportation Alliance November 8 2007 Archived from the original on January 22 2008 Retrieved November 20 2007 ICC is a go judge says The Gazette Gaithersburg MD November 9 2007 Retrieved November 9 2007 Killian Erin November 8 2007 Judge rules against environmentalists for Intercounty Connector Washington Business Journal Retrieved November 11 2007 Md gets OK for intercounty highway The Baltimore Sun November 8 2007 Archived from the original on August 13 2007 Retrieved November 9 2007 Environmental Groups Local Residents Express Disappointment in Court Ruling on Intercounty Connector Vow to Consider Legal Options Press release Environmental Defense Fund November 8 2007 Retrieved November 9 2007 ICC neighbors decry ruling that allows road to proceed The Gazette Gaithersburg MD November 14 2007 Retrieved November 15 2007 Spivack Miranda S January 8 2008 Environmentalists Plan an Appeal The Washington Post Retrieved September 18 2008 Dresser Michael January 9 2008 Foes of ICC file appeal in U S court The Baltimore Sun Archived from the original on May 12 2008 Retrieved June 1 2008 Environmental Groups Appeal Ruling on ICC Washington DC WTOP FM Associated Press January 7 2008 Retrieved January 7 2008 Environmental Defense Appeals Intercounty Connector Ruling Reuters January 7 2008 Archived from the original on March 18 2009 Retrieved January 7 2008 Environmental groups appeal ICC ruling The Gazette Gaithersburg MD January 9 2008 Retrieved January 11 2008 Neighborhood wake in Derwood will highlight impact of ICC The Gazette Gaithersburg MD April 23 2008 Retrieved May 5 2008 St George Donna April 27 2008 Derwood Residents Rally Against Highway The Washington Post Retrieved May 5 2008 Dernoga Matt April 3 2008 Mass Trans The Diamondback University of Maryland College Park Retrieved April 20 2009 permanent dead link Shaver Katherine June 25 2008 Students Parents of School Next to Proposed Road Ask Governor to Halt Construction The Washington Post Retrieved June 30 2008 Schwartz Stewart August 7 2008 Md can t afford to build the ICC The Baltimore Sun Editorial Retrieved August 7 2008 dead link Rodricks Dan September 21 2008 ICC It s time to see to more urgent needs instead The Baltimore Sun Retrieved October 10 2008 dead link Floreen Nancy September 29 2008 Better mobility boosts economy The Baltimore Sun Letter to the Editor Retrieved October 10 2008 dead link Pederson Neil J October 10 2008 A worthwhile investment The Baltimore Sun Editorial Retrieved October 10 2008 permanent dead link Mizeur Heather R September 25 2007 Scrap the ICC The Gazette Gaithersburg MD Retrieved October 16 2007 Pedersen Neil J October 16 2007 SHA administrator responds to ICC criticisms The Gazette Gaithersburg MD Retrieved October 16 2007 Tuss Adam November 17 2008 Controversial ICC clears major legal hurdle Washington DC WTOP FM Retrieved November 17 2008 Weiss Eric M November 18 2008 Maryland Environmental Groups Settle Last Lawsuit The Washington Post Retrieved November 18 2008 Maryland State Highway Administration and the Environmental Defense Fund settles Intercounty Connector Appeal Press release Maryland State Highway Administration November 17 2008 Archived from the original on March 15 2009 Retrieved November 20 2008 Group Wins Public Health Benefits in ICC Suit Settlement Press release Environmental Defense Fund November 17 2008 Retrieved November 20 2008 A Highway That Could Help a River The Washington Post Letter to the Editor February 25 2007 Retrieved November 24 2007 Shaver Katherine February 23 2011 ICC aesthetics Earth tones arches and more that motorists might not notice The Washington Post Retrieved May 10 2015 Information on ICC Off Site Environmental and Community Improvement Contracts PDF Intercounty Connector Maryland State Highway Administration October 22 2008 Retrieved January 30 2009 Environmental Stewardship and Mitigation Sites PDF Intercounty Connector Maryland State Highway Administration September 5 2008 Retrieved January 30 2009 ICC approval shows Ehrlich s foresight The Baltimore Sun Letter to the Editor November 15 2007 Retrieved November 15 2007 dead link Environmental Programs Intercounty Connector Maryland State Highway Administration Archived from the original on October 8 2007 Retrieved November 24 2007 Shaver Katherine November 23 2007 Casey Foundation Fights Md Over Land Seized for Highway The Washington Post Retrieved November 23 2007 Shaver Katherine June 8 2008 State Will Pay Extra 3 Million For 405 Acres The Washington Post Retrieved June 8 2008 Tierney Meghan July 9 2008 State cannot use property in ICC plan judge says The Gazette Gaithersburg MD Retrieved July 10 2008 Johnson Daniel W Osterhues Marlys February 2008 Maryland s Intercounty Connector Using Environmental Stewardship to Redefine Project Management PDF Successes in Stewardship Federal Highway Administration Retrieved March 5 2008 Shaver Katherine May 24 2008 In Md a Neighborhood Vanishes The Washington Post Retrieved May 24 2008 State Highway Administration Collects Nearly 100 Box Turtles to Tag for Relocation This Fall PDF Press release Maryland State Highway Administration October 2 2007 Retrieved May 18 2009 Tierney Meghan June 11 2008 Turtles in path of ICC getting a second chance The Gazette Gaithersburg MD Retrieved June 13 2008 Pedersen Neil J June 18 2008 ICC will benefit more than motorists The Gazette Gaithersburg MD Retrieved June 28 2008 Schuman Jonah June 19 2008 ICC may pave over golf area The Gazette Gaithersburg MD Retrieved June 30 2008 Do you want an outer beltway Rally To Stop The ICC Press release Eyes of Paint Branch June 19 2004 Retrieved January 16 2009 Dongu Robert January 14 2009 A long and muddy road to completion The Gazette Gaithersburg MD Retrieved January 16 2009 Paulson Wesley September 17 2006 On a Collision Course With the ICC The Washington Post Retrieved March 6 2009 The Trolley Museum is relocating Press release National Capital Trolley Museum September 27 2008 Archived from the original on July 30 2012 Retrieved November 4 2011 Shaver Katherine August 30 2009 As Md Praises the Green Amid the Blacktop Skeptics Continue to See Red The Washington Post Retrieved September 4 2009 Parcher Amber September 2 2009 ICC officials work to calm fears about toll road s impact on environment The Gazette Gaithersburg MD Retrieved September 4 2009 ICC Open House Washington DC WTTG TV August 30 2009 Retrieved September 2 2009 Stormwater Treatment on the Maryland Intercounty Connection Project Land and Water 53 1 8 January February 2009 ISSN 0192 9453 Thomson Candus April 12 2009 Engineers keep wildlife in mind in Intercounty Connector Steps being taken to ensure protection but challenge remains The Baltimore Sun Archived from the original on April 12 2011 Retrieved April 17 2009 Hendrix Steve November 1 2008 History Unearthed in Road s Path The Washington Post Retrieved May 5 2008 Otto Mary April 24 2008 Make Way for Tomorrow The Washington Post Retrieved May 5 2008 Intercounty Connector Bicycle Route Retrieved May 24 2017 Bicycle and Pedestrian Plan for the National Capital Region PDF Metropolitan Washington Council of Governments July 11 2007 Appendix A p 8 Retrieved August 21 2008 Subregion I Preliminary Master Plan and Proposed Sectional Map Amendment Infrastructure Element PDF Maryland National Capital Park and Planning Commission August 2007 p 55 Retrieved August 21 2008 permanent dead link Ginsberg Steven December 16 2004 Md Drops Bike Path From Intercounty Connector The Washington Post Retrieved April 5 2009 Titus James March 19 2005 Speaking Up for Spokes Along the ICC Retrieved May 24 2017 Brachfeld Melissa J May 28 2008 Planners suggest route for ICC hiking biking trail The Gazette Gaithersburg MD Retrieved August 21 2008 Shaver Katherine August 21 2008 Planners May Alter Highway Bike Path The Washington Post Retrieved August 21 2008 Shaver Katherine September 19 2008 Board Rejects Bike Path Site Near Connector The Washington Post Retrieved September 19 2008 ICC Project History Retrieved May 24 2017 State Highway Administration Opening ICC Bike Path in Montgomery County Press release Maryland State Highway Administration July 28 2011 Retrieved December 7 2011 Office of the Intercounty Connector Rubrecht Genevieve Summer 2014 What is a Continuous Flow Intersection PDF ICC Construction Update 6 2 Retrieved July 28 2014 Highway Information Services Division December 31 2010 Highway Location Reference Maryland State Highway Administration Retrieved August 10 2016 Montgomery County PDF External links edit nbsp Wikimedia Commons has media related to Maryland Route 200 KML file edit help Template Attached KML Maryland Route 200KML is from Wikidata Official website at the Maryland Department of Transportation nbsp Geographic data related to Intercounty Connector at OpenStreetMap MD 200 at MDRoads com MD 200 Intercounty Connector at AARoads com Maryland Roads MD 200 Intercounty Connector ICC Intercounty Connector MD 200 on DCroads net Unbuilt Rockville Facility Freeway on Steve Anderson s DCroads net Retrieved from https en wikipedia org w index php title Maryland Route 200 amp oldid 1205338208, wikipedia, wiki, book, books, library,

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