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Allegany County Comprehensive Plan The Transportation Element is part of the Allegany County Comprehensive Plan. It is intended to serve as a guide for transportation services to local and state elected officials, local transportation agencies and the Maryland Department of Transportation.
Additionally, the Plan attempts to meet the overall goals
of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) by integrating
land use planning and transportation planning and by viewing the various transportation
modes as a network, rather than as separate entities. As noted under Goal 3, in the Visions, Goals & Objectives Element, one of the County's stated objectives is to "provide a transportation network composed of an adequate road system, bus, railroad and air service to move people and goods with maximum efficiency between residential areas, employment centers, and other facilities." In essence this statement focuses the County's transportation goals in the same manner as the stated purpose of the ISTEA program. All modes of transportation are to be viewed as a network connecting with one another and with various destination points.
The Highway Plan Section contains a number of goals which
chart a course for highway and local street development between now and the year 2020. The
plan also notes a number of needed improvements both to County and State highways. In
addition, the Highway Plan sets forth basic design standards for new highways or streets
that are to become a part of the County Roads System. A separate document, the Highway
Classification System, provides an index to Major Highways and Streets within the County.
Copies of that document are available for review in the County Planning Department. The Rail System Section illustrates the existing rail lines
that serve Allegany County and briefly describes the flow of freight and passenger traffic
through the County. Industrial rail spurs and tourist based service such as the Western
Maryland Scenic Railroad are also described. Abandoned rail lines are also shown in their
historic perspective. The Air Travel Section briefly describes the current Airport Master Plan for the Greater Cumberland Regional Airport and looks at passenger travel between Cumberland and nearby airports where connections can be made to larger cities and suggests future service potential. The Mass Transit Section reviews the current Mass Transit
Plan and describes both the fixed route system served by a full-size bus fleet, as well as
the para transit demand/response system served by van size equipment. This section also
briefly describes opportunities for local rail service in the future. A separate document
under preparation by the Planning Department provides a detailed description and plan for
Mass Transit Service in the County. The Trails Section describes the Trail Plan which appears in the County Open Space Plan. This plan suggests creation of a network of trails connecting existing open space in State & Federal parks and forests with abandoned rail lines, powerlines, greenways and other rights-of-way.
TRANSPORTATION POLICIES AND PROCEDURES Policies 1 . Develop and maintain an integrated transportation
system utilizing rail, air, and highway systems using both mass transit and personal
transportation modes to meet the overall goal of the ISTEA Program. 2. Encourage the use and development of transportation
facilities which will minimize growth in automobile use. 3. Encourage implementation and use of transportation
alternatives to decrease the growth of automobile use. 4. Promote the design and development of energy efficient
communities and travel patterns. 5. Plan for, develop, and encourage the use of alternatives
to single-occupant automobiles. 6. Promote the use of Mass Transit, including bus, van, car
pooling, rail, air, and related modes of transportation through a public awareness
campaign. 7. Promote walking, hiking, biking and other human powered
transport by supporting walkways, paths and trails to tie existing urban areas together
through a system of Greenways and Trails. Standards And Procedures 1 . The County will require setbacks for building from
Arterial and other streets and highways as set forth in the Land Development Regulations. 2. The County will require spacing of 750 feet for
entrances for urban uses on Arterial Highways in the State maintained system. 3. The County will require a minimum right-of-way width of
50 feet for newly dedicated County roads and streets and may require additional
right-of-way for bridges or other structures. 4. Roads and bridges which are constructed to be taken into
the County System will at a minimum, meet the standards set forth in the Land Development
Regulations. 5. The County will require billboards and signs to meet
State Highway Administration Standards on Arterial Highways. 6. The County will regulate the use and height of
structures in Airport Runway Approach zones in the Land Development Regulations and will
coordinate land use policy with Mineral County to assure protection of the runway approach
zones in West Virginia. 7. The County will require setbacks from railroads in the Land Development Regulations.
A modern transportation network is a key item in developing
and promoting the concept of the Allegany County Service Area. At the present time, the
Allegany County Area is served by the CSX Railway System, AMTRAK, the U.S. Air commuter
service, and a number of highways, including the recently completed Route I-68 which
connects Cumberland to both Morgantown and Hagerstown via I-79 and 1-70 respectively. Plate 13 shows the rail lines currently in use in the
Allegany County Area. While most of these lines are designed for freight service between
the mid-west and the eastern seaboard, they do have the local effect of centering
rail-yard activity in Cumberland. In addition, as noted above, AMTRAK schedules one
passenger train per day in each direction between Washington and Chicago, via the CSX
System with stops in Cumberland. At the present time, the only regularly scheduled air
service at Cumberland is currently provided by U.S. Air to Pittsburgh, with connections to
other cities from that point. Regional airports in or near the Service Area are shown on
Plate 14. Several of these airports have regularly scheduled service with connections to
larger cities. As noted in the Plan Concept Element, Plate 4 shows the major highways in the Allegany County Area. In this case, major north-south and east-west highways which pass through or near Cumberland, intersect at or near Hagerstown, Morgantown, Winchester, Altoona, Johnstown, and also at smaller towns such as Romney, Somerset, and Bedford.
The first transportation policy states that the County should "develop and maintain an integrated transportation system utilizing rail, air, and highway systems, using both mass transit and personal transportation modes." Another policy in the Land Use Element states that the
County should "encourage new urban development to locate adjacent to existing
built-up areas and serve this new development with new streets and extensions of public
water and sewerage systems as capacity allows." These policies sum up the County's needs in terms of
highway development. Namely, that highways are an integral part of the overall
transportation system; that the County must be tied to other urban centers by improved
all-weather highways; that the County itself must have adequate streets and highways
serving and connecting local residential, commercial, and industrial areas; that future
highway and street development must be accomplished within the established framework of
urban development in the County; and that the highways and streets taken into the County
system be adequately constructed and maintained.
The
Highway Classification System Because of the varied nature of the highway system in
Allegany County, and the increasingly different functions which certain highways perform,
it is necessary that a system be utilized for classifying the County's highways and
streets. Under this system, which is based on the Federal Functional Highway Classification System, existing highways and streets are grouped according to the function which they perform, not the system they are in, not their present width, surface type, or condition. Future highways and streets are to be built and maintained according to their function regardless of system, present construction or condition. The Classification System includes the following categories:
Note that all County and State highways and streets are not
included in the classification system. All highways, roads, and streets which perform a
purely local function for access to individual properties are classified as local streets
and are not listed individually. The classification system is outlined in a separate document entitled "The Highway Classification System" which is adopted as part of the Comprehensive Plan and is available in the County Planning Department.
The highway system of Allegany County contains a small
number of Arterial Highways and a large number of connecting and collecting roads and
streets. Most of the Arterial Highways are in the State Highway Administration System,
while the connector and collector roads and streets are primarily in the County System. As
shown on Plate 15, the Arterial system includes two Principal Arterial Highways; I-68
connecting the County with urban centers to the east and west; and Rt. 220 connecting the
County with points to the north and south. The highway system also contains a number of Major Arterial
Highways which connect the County with adjacent counties and form the basic inter-County
network. These highways include: Rt. 36 between Westernport, Frostburg and LaVale; Route
51, which leads to Winchester, Va.; Route 135 between McCoole, Westernport and Southern
Garrett County; Route 47, which leads to Somerset, Pennsylvania; Route 35, which leads to
Hyndman, Pa.; and Route 53 between I-68 in LaVale and Rt. 220 at Cresaptown. Recent
traffic count trends for these Arterial Highways are shown on Plate 16. Other State highways and major County roads are Minor
Arterial Highways which basically serve intra-county travel. These Minor Arterial Roads
include Alt. Route 40 between Frostburg and Cumberland, Midlothian Road at Frostburg,
Willowbrook-Williams Road-Messick Road at Cumberland and Bear Hill-Town Creek Road between
Oldtown and Flintstone. Other roads and streets which connect more remote areas of
the county with urban centers (Connectors) or which are generally designed to serve
residential suburban travel (Collectors) are for the most part in the County Road System. In 1993, the county maintained system included over 800
road segments totaling more than 550 miles and 100 bridges. Approximately 200 miles of
County System roadways are unpaved. The county system includes roads which perform several
different functions. Several of the roads serve as Arterial Highways connecting
communities or Arterial state highways. Examples include: Midlothian Road between the
National Freeway and Frostburg; Williams Road, Valley Road and Cash Valley Road. Other
roads connect non-urban areas with Arterial Highways or with urban centers. Nearly all the
County roads east of Cumberland are in this category. Finally, many of the smaller county road segments serve as collecting roads in residential areas in the suburbs of LaVale, Cresaptown, Bowling Green Potomac Park, and in the older residential communities such as Mt. Savage, Eckhart, and the incorporated areas of Georges Creek.
PROPOSED
MAJOR HIGHWAY IMPROVEMENTS Rt. 220 North
The major State Highway System need in the County is the
completion of new Rt. 220 (see Plate 17) from Pennsylvania to West Virginia (with
connections to Cresaptown and Rt. 956). This project is seriously needed to tie Cumberland
and Allegany County with Bedford County and Altoona, Pennsylvania, and with the West
Virginia counties in the southern part of the county's service area (see Plate 18). This
road also traverses the major growth area of the County in the Potomac Valley. Planned
extensions of water and sewer service in this growth area should coincide with the
construction of the highway. Existing Route 220 north from Cumberland serves a growing residential area, provides access to a shopping area at the city boundary and to many small commercial uses up to the Pennsylvania border. As noted on Plate 16, traffic counts in the area north of Cumberland have increased steadily since 1983 from 6,650 vehicles per day to more than 10,400 vehicles per day in 1994. Because of urban development adjacent to the existing highway, its major function as an arterial route from Bedford, Pennsylvania to Cumberland is diminished. Construction of Rt. 220 north is in the current Maryland Consolidated Transportation Program. Rt. 220 South The Route 220 Corridor south of Cumberland includes both
existing Route 220 and Rt. 53 (Winchester Road). The Traffic Volume Map on Plate 16
illustrates the current traffic on Rt. 220 between Cumberland and Keyser and further south
to Rt. 50. Traffic counts on Rt. 220 South ranged up to 12,900 vehicles per day in 1992
and 15,600 vehicles per day on Rt. 53 in 1993. These highways pass through the residential
areas of Winchester Road, Bowling Green, Potomac Park, Cresaptown, Bel Air and Rawlings.
These highways currently serve the Country Club Mall and other shopping areas in LaVale as
well as the Upper Potomac Industrial Park at Bowling Green, the County Fairgrounds, the
County VoTech Center, and the Allegany Ballistics Laboratory on Rt. 956 near Pinto. They
will also serve the proposed Western Correctional Institute and County Detention Center
being planned at the former Celanese Plant site at Amcelle near Cresaptown. As shown on
Plate 16, traffic counts on both Rt. 220S and Rt. 53 have increased steadily since 1983 to
more than 15,000 vehicles per day. This corridor is also a growing residential area with some strip commercial development. Many vacant buildable lots exist in the corridor that could also be developed for residential use. Finally, the long-range development of currently vacant land west of existing Route 220 between Bel Air and Rawlings is dependent on the relocation of Rt. 220 to separate local traffic from through traffic. Proposed industrial development near Rt. 956 is also dependent on this new highway. The traffic volume on Route 220 at Bel Air (over 14,000 vehicles per day in 1989) certainly justifies a new limited access highway to Rawlings at the very least. To ease the current conflict between local and through traffic, and permit further efficient development, the State must be encouraged to construct a new Route 220 that eventually will connect Cumberland with Corridor H south of Keyser. Construction of Rt. 220 South is currently listed in the State Highway Administration list of Highway needs. Rt. 36 The next major State Highway system need is the completion of Route 36 from Piedmont, West Virginia to Barrellville. A high priority should be given to dualizing Route 36 between I-68 and Alt. Route 40 as this is the major growth corridor for commercial and industrial development in the Frostburg Area. Completion of the section of Rt. 36 between Midland and the section of new highway south of Lonaconing is in the Consolidated Transportation Program. Daily traffic counts along Rt. 36 vary from 7,600 vehicles per day near Lonaconing to 2,900 near Mt. Savage. However, needed improvements to this road are more related to geometrics and sight distance than to traffic volume. Canal Parkway A new road connecting Rt. 51 with Wiley Ford is currently
being planned as the Canal Parkway and would provide improved access to the Cumberland
Airport and West Virginia Route 28. This project is being planned in conjunction with the
Canal Place project at the former C & O Canal Basin in downtown Cumberland. This
highway is also included in the Consolidated Transportation Program. Long Term Freeway Improvements Although these projects are not currently on the State's Capital Improvement Program or Needs listing, long-term planning needs to address improvements to I-68 through Cumberland. In the event such improvements are not feasible, the State needs to consider bypass of Cumberland, either to the North or South of Cumberland. In fact, by the year 2020, both a North and South Bypass may be necessary to accommodate traffic through the area and to serve expected growth in the Potomac Valley and in nearby West Virginia. Other State Highway Needs Another State highway need is a new Route 51 between Spring
Gap and Oldtown. This road should ultimately be relocated throughout its length to tie in
with Rt. 522 north of Winchester, Virginia. Another State Highway need is a reconstructed
Route 35 from Corriganville into Pennsylvania with an Ellerslie bypass. This bypass is
necessary to handle expected residential growth in that area. Recent water and sewer
extensions along existing Rt. 35 are going to focus new development between LaVale and
Ellerslie along this highway. Finally, Rt. 47 between Rt. 36 at Barrellville and
Wellersburg, Pennsylvania needs to be upgraded to improve this connection to the
Pennsylvania Turnpike at Somerset, Pennsylvania. Other State highways which need to be upgraded include Alt. Rt. 40 between Campground Road and Rt. 36 in LaVale and Rt. 936 between Alt. Rt. 40 in Frostburg and Rt. 36 at Midland and existing Rt. 220 in McCoole to provide an improved tie-in with the State of West Virginia in Keyser.
County and Municipal Highway Needs Major improvements also need to be made to certain County
and municipal roads, namely widening, straightening and resurfacing (Plate 19). These
include Christie-Neal Roads, Cash Valley Road and Pleasant Valley Road near Rocky Gap
State Park, as well as connections between local streets in a number of suburban areas.
These connections include: Gramlich Road-Wieres Avenue - Alt. Rt. 40 in LaVale; Barton
Boulevard - No. Bel Air Drive in Bel Air; and Sixth Avenue - Darrows Lane in Cresaptown;
and another connecting link between Sunset View and the Bishop Walsh Area in Cumberland.
Finally, the extension of Midlothian Road within the City of Frostburg should be
reconstructed to Alt. Route 40, as it serves as one of the main connecting routes between
Frostburg State University and downtown Frostburg. In addition, many County and municipal bridges will need to
be updated or replaced in the near future. These bridge projects are normally very
expensive and require federal and state funding assistance. A complete list of proposed
bridge projects and bridge status reports are available in the County Public Works
Department. Further, nearly all County roads in the Georges Creek Coal
Basin region need extra maintenance and heavily traveled coal haul roads should be
reconstructed to handle heavy coal truck traffic. So far as other County roads are concerned, an inordinately large percentage of connecting routes in the County Road System is in the eastern area of the county. On a per capita and per mile basis, much more money is spent on county roads in this area than in the central and western areas where population is concentrated. Major county roads in this area are Williams Road, Murley Branch Road, Town Creek-Bear Hill Road and Orleans-Oldtown Road. The latter road needs re-alignment and hard surfacing to improve connections between I-68 and with the C & O Canal National Park at Paw Paw. This road could be constructed by the State as a Scenic Parkway with access to nearby scenic overlooks, while limiting access to adjacent property.
County Road Standards The set of standards referred to in this document are
contained in the County Land Use Regulations and are designed to pertain only to roads
which are to be built for inclusion in the County Maintained System, or to existing County
roads which are to be improved. The standards do not apply to the State Highway system,
nor to local roads outside the County system. However, all newly dedicated rights-of-way
are to be at least 50 feet in width even when the road is not to be included in the County
system. This set of standards is to be utilized with the County Subdivision Regulations
with respect to new land development in the County. When OP (other public) roads are added to the County maintained system, such roads are to be build to County Road Standards and may be constructed through the Revolving Road Fund Account procedure.
County Road, Street and Bridge Maintenance and Paving
Program While the road standards mentioned above are primarily
related to new roads and streets being constructed for the County Maintained System, it is
imperative that existing County maintained roads, streets and bridges be maintained and
upgraded to satisfy their function. As part of the ISTEA Program, the County Roads Division of
the Public Works Department is developing management systems to address highway paving,
bridges, highway safety and traffic congestion. These programs are in addition to the
other ISTEA Program Elements addressed earlier in the Transportation Element. The following items address these needs through the County
Public Works Department, Roads Division, and are updated annually. These items are funded
jointly through the use of Federal, State and local programs including coal haul road
taxes. The current County share is approximately 20% of total funding for the annual Roads
Division budget. With proposed funding changes at the federal level, it is anticipated
that a higher percentage of local funding will be required in the future to maintain the
existing system. The County Roads Division Program is as follows: 1 . An ongoing paving and overlay program which lists every
County maintained road or street and its maintenance-paving needs. Those roads and streets
in commercial and residential areas are prioritized higher than those in rural areas
serving fewer people. 2. New road construction projects for existing County roads, streets, and bridges are being prioritized in a 5 year capital program similar to the State Highway Administration construction program. 3. Safety projects, drainage improvements, and bridge
repairs are also prioritized in a 5 year capital program. Bridges are inspected on a
regular basis and are programmed for repairs and reconstruction based on these
inspections. In addition, the total County road, street and bridge
maintenance program is updated annually by the Public Works Department with input from
various County agencies and citizens, and approved by the County Commissioners.
Park and Ride Facilities Although traffic congestion in Allegany County has not
reached the levels documented in larger urbanized areas, efforts have been made to
accommodate ride-sharing through the construction of Park and Ride facilities near major
routes. To date, most of these facilities have been built on excess SHA land near I-68
interchanges. Currently, Park and Ride lots include the following locations:
Planned Park and Ride facilities near I-68 include:
Prior to 1940, the rail system in Allegany County and the
surrounding area was much more extensive than it is today. The older systems, including
the B & O, Western Maryland, C & P and other less well known rail lines competed
to serve the coal industry in the western part of Allegany County and as a by product of
that service, also provided an excellent passenger system between Cumberland, Frostburg
and Westernport. In addition the B & O and Western Maryland served as
freight and passenger carriers between Cumberland, Pittsburgh, Baltimore and Washington.
At its greatest extent rail service was available to Bedford and Altoona via the
Pennsylvania Railroad, to Johnstown via Somerset; to Grafton, Elkins and many other West
Virginia towns via the Western Maryland and B & O and to Petersburg and Moorefield via
the B & O's South Branch line. Passenger service was available on most of these lines
as well. Within Allegany County the C & P Railroad and the Georges Creek and
Cumberland Railroad connected nearly every community in the Georges Creek and Jennings Run
Valleys with Cumberland and Frostburg. These lines also had connections with the B & O
and Western Maryland lines and for many years with the C & O Canal in Cumberland. Following World War II as coal mining declined, many of the shorter lines in the Georges Creek area were abandoned or consolidated into the B & O or Western Maryland systems which eventually became part of the CSX System. By the early 1970's most of the Western Maryland main line was abandoned through the County when the CSX Corporation was formed, and the link to the Pennsylvania Railroad at Bedford was also abandoned.
The Current Rail System Rail service as it exists today in the area, is shown on
Plate 13. In addition to the main CSX lines to Pittsburgh and Washington, the CSX
Corporation retains the other main western line to the West Virginia coal fields, and
several pieces of the old system in the Georges Creek Valley west of Cumberland. These
include a part of the old C & P System from Westernport to Shaft along Rt. 36, a line
along the North Branch of the Potomac west of McCoole, Md., and several related coal spur
lines in West Virginia. The old South Branch line of the B & O is now operated by the
State of West Virginia between Greenspring and Petersburg W.Va. In addition, the Western Maryland Scenic Railroad operates a Tourist related passenger train on a seasonal basis on a section of the old Western Maryland and C & P roadbed between Cumberland and Frostburg. CSX Freight Movement Rail activity is centered at the CSX yards in South Cumberland where trains are made up for travel both east and west of Cumberland. Composition of freight trains include general freight, trailer trains, and special coal trains. While a small percentage of this coal is mined and loaded in Allegany County, the majority is loaded in Garrett County and West Virginia. Industrial Park/ Rail Siding Use While the County has very little impact on CSX rail traffic through the area, one facet of rail service that impacts land use planning is the location of rail sidings. Currently most County Industrial parks and Industrially-zoned areas are adjacent to CSX System rail lines. Sidings are currently in place at the Mexico Farms site, former Kelly Springfield Plant site, and the Westvaco site in Luke. CSX System tracks pass by the Upper Potomac Industrial Park, the Pinto site, the Black Oak site and the Westernport site. These industrial parks and Industrially-zoned areas are situated adjacent to tracks where sidings could be constructed to serve industrial customers. Sidings are also in place at several coal loading and
washing facilities in the Georges Creek Basin. According to the County's Economic
Development Department, the availability of sidings is an important factor of industrial
location, particularly for uses where larger amounts of raw materials are being moved.
Thus, the development of new Industrial Parks needs to include plans for rail sidings at
those sites adjacent or near the CSX system.
Amtrak Passenger Service Currently one train per day passes through Cumberland in each direction between Washington D.C., Pittsburgh, and Chicago. Connections can be made in those cities to other Amtrak lines serving the East Coast and the Western States. Western Maryland Scenic Railroad In the late 1980's, the Western Maryland Scenic Railroad
began operations as the Allegany Central Railroad between the former Western Maryland
Station in Cumberland and the former C & P Railroad Depot at Frostburg. Following a
number of changes in management, the Western Maryland Scenic Railroad added a steam
powered locomotive in the summer of 1993. Ridership on the line appears to have stabilized
after this addition. Current plans call for development of the Western Maryland
Station and the C & O Canal Terminus into a tourist destination center in Cumberland
under the auspices of the Canal Place Development Commission. A transportation museum and
renovated Depot Restaurant will provide amenities to tourists at the Frostburg terminus of
the line. Both the City of Cumberland and the City of Frostburg are encouraged to provide
zoning regulations to ensure the desired land uses at each terminal. Much of the Scenic
Railroad line itself lies within the unincorporated area of the County and is planned
primarily for agriculture, forestry and conservation zoning to protect the scenic route of
the line. Other scenic rail tours in the area are offered annually on the CSX system during the Autumn of the year and on the South Branch Valley Railroad on weekends and during the Fall season. Plans for the development of several other scenic railroads in the area have been discussed but not formalized. A network of scenic railroads, wherein the traveler could spend a number of days in the area riding over several different routes would be an attractive way to serve the touring public. Rail Service Summation Unlike publicly operated modes of transportation, County government has little if any influence on the level of rail service or traffic. However, the County can address several factors related to rail service in a positive manner. These include:
As noted earlier, an updated Master Plan for the Greater
Cumberland Regional Airport details a program for making a number of improvements to the
airport facility. As further noted in that plan the airport property is owned by the City
of Cumberland and operated by the Potomac Highlands Airport Authority through a lease
agreement. The current version of the Airport Plan is adopted as part of the Comprehensive
Plan. As defined by the Maryland Department of Transportation,
the Greater Cumberland Regional Airport is one of four primary airports which serve
Western Maryland, with the others being Garrett Co. Airport, Washington Co. Airport and
Frederick Airport. The Greater Cumberland Regional Airport is further defined as a short
haul commercial airport (less than 1,500 mile radius for commercial service). From an historic perspective, the Cumberland Airport
was conceived as a public works project in the late 1930's and was constructed during the
early 1940's to replace the Mexico Farms Airfield. The Mexico Farms facility dates to the
World War I era and was an early stop for air mail service. The Mexico Farms Airfield
continues in use today as a privately owned, public use airfield. The original Cumberland Airport layout included a 4,300
foot x 150 foot paved runway (known as runway 6-24) and several landing areas. The
original paved runway was extended to 5,790 feet and two other runways (11-29 and 1-19)
were paved during the 1950's. In 1977 a new 5,050 foot x 150 foot runway (known as runway
5-23) was constructed on a new alignment and the former main runway (6-24) and one
secondary runway (1-19) were converted to taxiways. This configuration (see Plate 20)
continues in service today. Runway 11-29 is a visual approach runway, while runway 5-23 is a nonprecision instrument runway. Future plans call for runway 5-23 to be a precision instrument runway. Commercial Air Travel During the late 1940's and early 1950's, Cumberland was
served by Allegheny Airlines with connecting flights to Pittsburgh and other neighboring
cities. During the 1960's, 1970's, and 1980's commuter flights to Baltimore, Washington,
Pittsburgh, Latrobe, Pa., and Ocean City, Md., were provided by Nicholson Air Service and
Cumberland Airlines. Nicholson also handled air mail service, air cargo, charter flights,
flight instruction and related activities at the Airport. Following the establishment of the Potomac Highlands Airport Authority, U. S. Air began regularly scheduled flights between Cumberland and Pittsburgh with connections to other cities from the Greater Pittsburgh Airport. Ridership on U. S. Air flights has since increased to more than 20,000 annually. In addition to the Pittsburgh route, potential routes that would connect Cumberland to the BWI and Dulles Airport near Baltimore and Washington are worthy of consideration. Other Airport Uses In addition to commercial air service, a number of locally owned and operated aircraft use the Greater Cumberland Regional Airport as the base of operations. According to the Airport Master Plan, the number of aircraft based at the airport has fluctuated between 65-93 over the past 20 years. Most of these craft are single engine airplanes (70-80%) used for private purposes. In addition, a number of local firms, including the Kelly-Springfield Corporation, have planes based at the airport and make regular business flights from the Airport. In recent years, a state police Medivac Helicopter has also been stationed at the airport. Runway Approaches, Runway Protection Zones and Imaginary
Surfaces The Airport Master Plan also addresses protection zones and
imaginary surfaces related to each runway. These features have an impact on Land Use in
Allegany County and need to be addressed in the upcoming revision to the County's Land Use
Regulations. Allegany County plans to limit the height of structures within the Horizontal
Surface area and runway approach surfaces and require Board of Appeals review of proposed
structures which penetrate those surfaces. As shown on Plate 21, the runway protection zones which
have been established for the Greater Cumberland Regional Airport in the Master Plan
primarily impact land use in Mineral County, WV. In fact, the airport runways are elevated
more than 100 feet above the Potomac River where the runway protection zones extend into
Maryland. A small portion of the CSX Rail yard in South Cumberland lies within the
protection zone of runway 5-23, but this area is approximately 50' below the runway
elevation. Both Mineral County and the City of Cumberland are encouraged to develop runway
protection zones within their respective jurisdictions. Imaginary surfaces associated with the airport would extend
well into Allegany County. There surfaces, which have not been formally established for
the airport, include a horizontal surface which has a radius of 10,000 feet around the
primary runway at an elevation 150 feet above the airport runway and a conical surface
which extends outward 4,000 feet from the horizontal surface at a slope of 20:1. Several
of the higher hills in Cumberland as well as a portion of Irons Mountain extend into these
imaginary surfaces. Runway approach surfaces also extend into Maryland, primarily in association with runway 5-23, over the Evitts Creek Valley. At present, this runway has a non-precision instrument approach which extends outward 10,000 feet from the runway itself at a slope of 34: 1. Conversion of this runway to a precision instrument approach could lengthen the approach to 50,000 feet at a slope of 50:1 for the first 10,000 feet and 40:1 for an additional 40,000 feet. Formal adoption of these imaginary surfaces into the
Airport Master Plan would require more intensive monitoring of land use changes,
particularly in the Evitts Creek Valley approach. Although the Mexico Farms landing field
is not addressed in the Airport Master Plan, the same type of runway protection zones and
imaginary surfaces need to be addressed for that facility. While this airfield does not
have the level of activity as the Greater Cumberland Regional Airport, land use within
these surface areas needs to be monitored to assure minimum impact on the landing field
approaches.
Air Travel Summation: As noted at the beginning of the Air Travel Section, a
separate Airport Master Plan which is periodically updated, details a number of proposed
improvements to the facility. These improvements are currently detailed in a Capital
Improvement Program that is updated on an annual basis. Primary funding for these
improvements is provided by the Federal government through the FAA. The States of Maryland
and West Virginia also share in the cost of these improvements. Major improvements
scheduled for the next several years include:
In addition, Runway Protection Zones and Imaginary Surfaces need to be formalized so that land use within these areas can be regulated through setback and height restrictions. Both the Greater Cumberland Regional Airport and the Mexico Farms Landing Field need to be protected from encroachments within these zones and imaginary surfaces. The County Zoning and Subdivision Regulations need to be modified to address these features. Allegany County at one time had a very extensive "Rail
Transit" System which was developed in conjunction with the railroad network that
served the coal mining industry. In addition to the C & P Railroad which connected
Cumberland with Westernport via the Jennings Run and Georges Creek Valleys, an electric
trolley line connected Cumberland with Frostburg and Westernport via LaVale and Eckhart
along Old Rt. 40 and Old Rt. 36. Other local service was provided by both the Western
Maryland Railway and the B & O Railroad by providing stops at numerous communities
along their main lines. Most of these rail and trolley lines were out of operation, in
terms of local passenger service by the end of World War II. The decline of local rail transit was accompanied by the
development of passenger bus systems which grew during the 1920's and 1930's and connected
many of the same communities that for years had relied on trains for passenger service.
The opening of the Kelly Tire Plant in Cumberland and the Celanese Fibers Plant at Amcelle
created a tremendous demand for bus service. Bus systems developed not only in Cumberland,
but in Frostburg, Mt. Savage, Keyser, W.Va., Hyndman, Pa. and other communities where
workers lived and commuted to these large manufacturing concerns. However, as the use of the automobile increased and suburban growth spread after World War II with more people living farther from transit lines, many of these bus systems fell by the wayside. By the late 1960's, the Queen City Bus Lines in Cumberland was the only surviving local transit company. As this line's equipment fell into disrepair in the early 1970's, the County purchased the remaining buses and other equipment with state and federal funding assistance to keep the operation alive. Since that time, the Transit System has been subsidized by
local, state, and federal funding in order to maintain service. While many metropolitan
areas in Maryland have turned to Transit as an option to reduce single occupant travel,
Allegany County has not as yet defined single occupant travel as a major transportation
problem. However, the core of the transit systems routes do cover the highest traffic
areas and do offer an option for drivers to use.
Fixed Route System In 1975, when Allegany County began running the bus system
under the guidance of an appointed Transit Authority, the operation consisted of an aging
bus fleet, a dilapidated garage and a small staff of employees, some of whom had been part
owners of the old system. Over the next several years, the County purchased a new
fleet of buses, replaced the garage with a new facility, adjusted the routes and
schedules, and brought the employees into the overall County System. Since 1980, the fixed route system has seen a number of
improvements with replacement buses that are handicapped accessible, air conditioned and
exhibit the modern RTS design. Routes have been modified to provide additional service to
high use areas outside Cumberland, such as the Country Club Mall in LaVale and the Upper
Potomac Industrial Park in Bowling Green. At the same time, some holdover routes from the
Queen City System which experienced declining ridership have been eliminated. In addition to the City of Cumberland, LaVale and Frostburg, the system serves other suburban residential communities including Cresaptown, Bowling Green, Bel Air, Bedford Road and Mt. Savage. Future plans for the fixed route system (as detailed in the Updated Transit Development Program and Technical Study) call for replacement of the large size RTS bus fleet with mid-size buses over the next decade. The route system is also to be modified into a series of loops which will intersect at the Country Club Mall. One set of loops will essentially serve Cumberland, Cresaptown and LaVale, while another will serve Frostburg, Eckhart and LaVale. Additional service to the Georges Creek area and other communities will continue to be served as extensions of the two primary routes. (See Plate 22 for a map of this proposed Loop System). The current version of the Transit Development Plan is adopted as part of the Comprehensive Plan. Demand/Response System (Paratransit) During the mid-1980's, the County initiated a modified
Demand/Response System through the Human Resources Development Commission as a program for
the elderly and handicapped called ALL-TRANS. This system was Federally funded and
provided for a van system with handicapped accessible vehicles. A medical transport system
called MED-TRANS was also initiated under HRDC using State funding during the same time
period. Both programs specify eligibility requirements for users of the system. Additionally, a number of local groups and agencies provide
transportation services for eligible citizens. These groups are also eligible for federal
funding for vehicle purchases. Inter-City Service As mentioned in the Rail Plan Section, AMTRAK currently
serves Allegany County with one eastbound and one westbound train per day connecting
Cumberland with Washington and Chicago. In addition, Greyhound Bus Lines also provide
service to the County with stops in Cumberland and Frostburg. These buses pass through the
County in an east-west direction between Washington/Baltimore and Pittsburgh.
The recently completed (1992) Maryland Greenway Atlas prepared by the Maryland Greenway Commission outlined a number of existing and potential hiking/biking trails and other greenways in Allegany County. The Allegany County Open Space Plan includes these and other trails as shown on Plate 23. These trails include the existing C & O Canal towpath and a number of abandoned rail lines. Abandoned raillines include the following:
Allegheny Highlands Trail The proposed Allegheny Highlands Trail which would connect the C & O Canal with the Youghiogheny River Trail in Ohiopyle, Pennsylvania is designed to use the abandoned Western Maryland Railway right-of-way between Cumberland and Connellsville, Pa. Part of the proposed route parallels the Western Maryland Scenic Railroad east of Frostburg. An off-shoot from this trail would use the C & P line between Frostburg and Mt. Savage. A separate plan for the Maryland Section of this trail was prepared by the Maryland Department of Natural Resources in 1993. Other Potential Trails Other potential trails in Allegany County are essentially
connecting trails that would tie the C & O Canal and Allegheny Highland Trails to
public lands in other counties and states. These connecting links include a trail
following the Western Maryland line along the North Branch of the Potomac through Garrett
Co. to the Monongahela National Forest in West Virginia; a connecting link through Dan's
Mountain Wildlife Management Area to the Big Savage hiking trail in Garrett County; a
connecting link on the abandoned Pennsylvania Railroad right-of-way to Hyndman and a trail
on Wills Mtn. to connect with Pennsylvania State Game Lands (these trails can connect in
Pennsylvania); a connecting trail between Rocky Gap State Park and the Buchanan State
Forest in Pennsylvania; and a connecting link between the Green Ridge Trail and the
Buchanan State Forest in Pennsylvania. This trail could connect with the Mid-State Trail
in Pennsylvania and eventually extend to State College, Pennsylvania. Other, shorter, local trails are possible on utility
rights-of-way and along stream reenways. These include a connecting link between Green
Ridge and Warrior Mountain along a Potomac Edison right-of-way and various gasline
rights-of-way. Other short trails are feasible on existing state and local parks. This
includes the County Fairgrounds property, the Narrows property, the LaVale District Park
and the South End Rec. area in Cumberland. Ultimately, the creation of trails will allow Allegany County to meet one of its Open Space goals by creating a network of trails connecting urban areas with open space lands. This trail network connecting urban areas to open space would increase recreational opportunities for residents and also be an additional inducement for increasing tourism in the County. Additional Sections of the Allegany County Comprehensive Plan: Flexibity & Streamlining Element Revised July 31, 1997
Last Updated: Thursday, December 18, 2003 11:20:34 AM |
