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Interstate 68
Interstate 68
Interstate 68
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Interstate 68 marker
Interstate 68
Map
I-68 highlighted in red
Route information
Maintained by WVDOH and MDSHA
Length113.15 mi[1] (182.10 km)
Existed1991–present
Tourist
routes		 Historic National Road
Mountain Maryland Scenic Byway
NHSEntire route
Major junctions
West end I-79 in Morgantown, West Virginia
Major intersections
East end I-70 / US 40 / US 522 in Hancock, Maryland
Location
CountryUnited States
StatesWest Virginia, Maryland
CountiesWest Virginia: Monongalia, Preston
Maryland: Garrett, Allegany, Washington
Highway system
← WV 67West Virginia→ WV 68
← MD 67Maryland→ MD 68

Interstate 68 (I-68) is a 113.15-mile (182.10 km) Interstate Highway in the U.S. states of West Virginia and Maryland, connecting I-79 in Morgantown, West Virginia, east to I-70 in Hancock, Maryland. I-68 is also Corridor E of the Appalachian Development Highway System (ADHS). From 1965 until the freeway's construction was completed in 1991, it was designated as U.S. Route 48 (US 48). In Maryland, the highway is known as the National Freeway, an homage to the historic National Road, which I-68 parallels between Keysers Ridge and Hancock. The freeway mainly spans rural areas and crosses numerous mountain ridges along its route. A road cut at Sideling Hill exposed geological features of the mountain and has become a tourist attraction.

US 219 and US 220 overlap I-68 in Garrett County and Cumberland, respectively, and US 40 overlaps with the freeway from Keysers Ridge to the eastern end of the freeway at Hancock.

The construction of I-68 began in 1965 and continued for over 25 years, with completion on August 2, 1991. While the road was under construction, it was predicted that economic conditions would improve along the corridor for the five counties connected by I-68: Allegany, Garrett, and Washington in Maryland and Preston and Monongalia in West Virginia. The two largest cities connected by the highway are Morgantown, West Virginia, and Cumberland, Maryland. Although the freeway serves no major metropolitan areas, it provides a major transportation route in western Maryland and northern West Virginia and also provides an alternative to the Pennsylvania Turnpike for westbound traffic from Washington DC and Baltimore.

Various West Virginia officials have proposed extending the highway westward to the Ohio River valley, ending in either Moundsville, or Wheeling, West Virginia. An extension to Moundsville was approved by federal officials at one point but shelved due to funding problems.

History

[edit]
Time-lapse video of an eastbound trip on I-68 in 2017

Predecessors

[edit]

Prior to the construction of the freeway from Morgantown to Hancock, several different routes carried traffic across the region. West Virginia Route 73 (WV 73) extended from Bridgeport to Bruceton Mills, serving regions now served by I-79 (Bridgeport to Morgantown) and I-68 (Morgantown to Bruceton Mills). After the I-68 freeway, then known as US 48, was completed in West Virginia, the WV 73 designation was removed. Portions of the road still exist as County Route 73 (CR 73), CR 73/73, and CR 857. Between I-68's exit 10 at Cheat Lake and exit 15 at Coopers Rock, I-68 was largely built directly over old WV 73's roadbed.

At Bruceton Mills, WV 73 ended at WV 26, which, from there, runs northeast into Pennsylvania, becoming Pennsylvania Route 281 at the state line and meeting US 40 north of the border. From there, eastbound traffic would follow US 40 into Maryland. I-68 now parallels US 40 through western Maryland.[2]

US 40 followed the route of the National Road through Pennsylvania and Maryland. The National Road was the first federally funded road built in the U.S., authorized by Congress in 1806. Construction lasted from 1811 to 1837, establishing a road that extended from Cumberland to Vandalia, Illinois. Upon the establishment of the U.S. Numbered Highway System in 1926, the route of the National Road became part of US 40.[3]

Cumberland Thruway

[edit]
A highway bridge passes above a creek, with a railroad bridge visible in the background.
The Cumberland Thruway bridge, as seen from the Baltimore Street bridge over Wills Creek in Cumberland, Maryland

In the early 1960s, as the Interstate Highway System was being built throughout the U.S., east–west travel through western Maryland was difficult, as US 40, the predecessor to I-68, was a two-lane country road with steep grades and hairpin turns.[4] In Cumberland, the traffic situation was particularly problematic, as the usage of US 40 exceeded the capacity of the city's narrow streets.[4] Traffic following US 40 through Cumberland entered through the Cumberland Narrows and followed Henderson Avenue to Baltimore Avenue. After the construction of I-68, this route through Cumberland became US 40 Alternate (US 40 Alt.).[5]

Construction began on one of the first sections of what would become I-68, the Cumberland Thruway, on June 10, 1965.[6] This portion of the highway, which consists of a mile-long (1.6 km) elevated bridge, was completed and opened to the public on December 5, 1966.[7] The elevated highway connected Lee Street in west Cumberland to Maryland Avenue in east Cumberland, providing a quicker path for motorists traveling through the town on US 40 and US 220. The Cumberland Thruway was extended to US 220 and then to Vocke Road (Maryland Route 658, or MD 658) by 1970.[8][9] Problems quickly emerged with the highway, especially near an area called "Moose Curve". At Moose Curve, the road curves sharply at the bottom of Haystack Mountain, and traffic accidents are common.[10]

Corridor E

[edit]
For the current US 48, see U.S. Route 48.
U.S. Route 48 marker
U.S. Route 48
LocationMorgantown, West Virginia–Hancock, Maryland
Existed1965–1991
View east along I-68 east of WV 26 in Preston County, West Virginia

In 1965, the Appalachian Development Act was passed, authorizing the establishment of the ADHS, which was meant to provide access to areas throughout the Appalachian Mountains that were not previously served by the Interstate Highway System. A set of corridors was defined, comprising 3,090 miles (4,970 km) of highways from New York to Mississippi. Corridor E in this system was defined to have endpoints at I-79 in Morgantown, West Virginia, and I-70 in Hancock, Maryland. At the time, there were no freeways along the corridor, though construction on the Cumberland Thruway began that year.[6][11] It was this corridor that would eventually become I-68.[12]

The construction of Corridor E, which was also designated as US 48, took over 20 years and hundreds of millions of dollars to complete.[4] The cost of completing the freeway in West Virginia has been estimated at $113 million (equivalent to $483 million in 2024[13]).[14] The cost of building I-68 from Cumberland to the West Virginia state line came to $126 million (equivalent to $539 million in 2024[13]); the portion between Cumberland and Sideling Hill cost $182 million (equivalent to $373 million in 2024[13]); and the section at Sideling Hill cost $44 million (equivalent to $90.1 million in 2024[13]).[4]

Much of the work in building the freeway was completed during the 1970s, with US 48 opened from Vocke Road in LaVale to MD 36 in Frostburg on October 12, 1973, and to MD 546 on November 1, 1974.[4][15] On November 15, 1975, the West Virginia portion and a 14-mile (23 km) portion from the West Virginia state line to Keysers Ridge in Maryland opened, followed by the remainder of the freeway in Garrett County on August 13, 1976.[4]

In the 1980s, the focus of construction shifted to the east of Cumberland, where a 19-mile (31 km) section of the road still had not been completed. The first corridor for the construction to be approved by the Maryland State Highway Administration (MDSHA) ran south of US 40. This corridor would have bypassed towns in eastern Allegany County, such as Flintstone, leaving them without access to the freeway, and would have passed directly through Green Ridge State Forest, the largest state forest in Maryland. This proposed corridor provoked strong opposition, largely due to the environmental damage that would be caused by the road construction in Green Ridge State Forest. Environmental groups sued MDSHA in order to halt the planned construction, but the court ruled in favor of the state highway administration. In 1984, however, MDSHA reversed its earlier decision and chose an alignment that closely paralleled US 40, passing through Flintstone and to the north of Green Ridge State Forest. Construction on the final section of I-68 began May 25, 1987, and was completed on August 2, 1991.[4][16]

Designation as I-68

[edit]
I-68/US 40 eastbound and US 219 northbound at MD 495 near Grantsville, Maryland

Though the National Freeway was designated as US 48, as the completion of the freeway neared, the possibility of the freeway being designated as an Interstate Highway came up. In the 1980s, the project to improve US 50 between Washington DC and Annapolis to Interstate Highway standards had been assigned the designation of I-68. MDSHA, however, later concluded that adding additional route shields to the US 50 freeway would not be helpful to drivers since about half the freeway already had two route designations (US 50 and US 301) and drivers on the freeway were already familiar with the US 50 designation.[17] This made the designation to be applied to that freeway more flexible, and so, in 1989, the American Association of State Highway and Transportation Officials (AASHTO), the organization composed of the various state departments of transportation that decides route numbering in the U.S., approved MDSHA's request to renumber the US 50 freeway from I-68 to I-595.[18] That same year, AASHTO approved changing US 48's designation to I-68.[18] This change took effect upon the completion of the last section of the National Freeway on August 2, 1991.[4]

With the completion of I-68 and the change in its route number, the US 48 designation was removed. In 2002, AASHTO approved the establishment of a new US 48, this time for the Corridor H highway from Weston, West Virginia, to Strasburg, Virginia.[19] This marks the third time that the US 48 number has been assigned to a highway, the first use being for a highway in California that existed in the 1920s.[20]

Incidents

[edit]

Numerous crashes and incidents have occurred on I-68. On June 1, 1991, a gasoline tanker descending into downtown Cumberland from the east attempted to exit the freeway at exit 43D, Maryland Avenue. The tanker went out of control and overturned as the driver tried to go around the sharp turn at the exit. Gasoline began to leak from the damaged tanker, forcing the evacuation of a three-block area of Cumberland. Approximately 30 minutes later, the tanker exploded, setting eight houses on fire. The fire caused an estimated $250,000 in damages (equivalent to $510,000 in 2024[13]) and prompted MDSHA to place signs prohibiting hazardous materials trucks from exiting at the Maryland Avenue exit.[21][22][23]

On May 23, 2003, poor visibility due to fog was a major contributing factor to an 85-vehicle pileup on I-68 on Savage Mountain west of Frostburg. Two people were killed and nearly 100 people were injured. Because of the extent of the wreckage on the road, I-68 remained blocked for 24 hours while the wreckage was cleared.[24] In the aftermath of the pileup, the question of how to deal with fog in the future was discussed. Though the cost of a fog warning system can be considerable, MDSHA installed such a system in 2005 at a cost of $230,000 (equivalent to $350,000 in 2024[13]).[25][26] The system alerts drivers when visibility drops below 1,000 feet (300 m).[26]

Effect on surrounding region

[edit]
I-68 eastbound in Garrett County, Maryland, past the West Virginia state line

One of the arguments in favor of the construction of I-68 was that the freeway would improve the poor economic conditions in western Maryland. The economy of the surrounding area has improved since the construction of the freeway, especially in Garrett County, where the freeway opened up the county to tourism from Washington DC and Baltimore. Correspondingly, Garrett County saw a sharp increase in population and employment during and after the construction of the road, with full- and part-time employment increasing from 8,868 in 1976 to 15,334 in 1991.[27] Economic difficulties, however, remain in Allegany and Garrett counties.[28] There were concerns over loss of customers to businesses that have been cut off from the main highway due to the construction of the new alignment in the 1980s, leading to protests when then-Governor Harry Hughes visited the Sideling Hill road cut when it was opened.[29]

Proposed extension

[edit]

In the 1990s, there was discussion about a future westward extension to I-68. Such an extension would connect the western terminus of I-68 in Morgantown to WV 2 in Moundsville. A 1989 proposal had suggested a toll road be built along this corridor.[30] In 2003, the Federal Highway Administration (FHWA) approved the extension, paving the way for federal funding and for the road to become part of the National Highway System on completion.[31] The project, however, ran into problems due to lack of funds, and, in 2008, West Virginia Governor Joe Manchin suggested dropping the project altogether, making construction of a westward extension of I-68 unlikely in the near future.[32]

In 2014, Marshall County officials brought the extension of I-68 up again as a way for oil companies to have easier access to drill into the area, likely by fracking. Much like the second leg of PA 576 (Southern Beltway) in the Pittsburgh area, an extension of I-68 is being spurred in response to the Marcellus natural gas trend. If the extension were to be built, it would also include a widening of WV 2 to four lanes and would cost an estimated $5 million per mile ($3.1 million/km). It is expected that the project would be divided into two legs, first from Morgantown to Cameron and then Cameron to Moundsville.[33]

Others have proposed extending I-68 to Wheeling, West Virginia, and connecting it with I-470.[34]

Route description

[edit]
Lengths
  mi[1] km
WV 32.06 51.60
MD 81.09 130.50
Total 113.15 182.10

I-68 spans 113.15 miles (182.10 km), connecting I-79 in Morgantown, West Virginia, to I-70 in Hancock, Maryland, across the Appalachian Mountains. The control cities—the cities officially chosen to be the destinations shown on guide signs—for I-68 are Morgantown, Cumberland, and Hancock.[35] I-68 is the main route connecting Western Maryland to the rest of Maryland.[36] I-68 is also advertised to drivers on I-70 and I-270 as an "alternate route to Ohio and points west" by MDSHA.[37]

West Virginia

[edit]
A sign above the highway reads "Welcome to West Virginia—Wild and Wonderful." An adjacent sign reads "Preston County. Certified Business Location."
I-68 at the West Virginia–Maryland state line

I-68 begins at exit 148 on I-79 near Morgantown and runs eastward, meeting with US 119 one mile (1.6 km) east of its terminus at I-79. I-68 turns northeastward, curving around Morgantown, with four interchanges in the Morgantown area—I-79, US 119, WV 7, and CR 857 (Cheat Road). Leaving the Morgantown area, I-68 again runs eastward, intersecting WV 43, which provides access to Cheat Lake and Uniontown, Pennsylvania. Near this interchange, I-68 passes over Cheat Lake and climbs a steep ascent out of Cheat Canyon.[38]

Entering Preston County, the route intersect CR 73/12, which provides access to Coopers Rock State Forest. In contrast to the Morgantown area, the portion of Preston County that I-68 crosses is more rural, with the only town along the route being Bruceton Mills. In Bruceton Mills, I-68 meets WV 26. I-68 meets CR 5 (Hazelton Road) at its last exit before entering Garrett County, Maryland.[38]

The region of West Virginia through which the freeway passes is rural and mountainous. There are several sections that have steep grades, especially near the Cheat River Canyon, where there is a truck escape ramp.[39]

The peak traffic density in terms of annual average daily traffic (AADT) on I-68 in West Virginia is 32,900 vehicles per day at the interchange with I-79 in Morgantown. The traffic gradually decreases further eastward, reaching a low point at 14,600 vehicles per day at the Hazelton exit.[40]

Maryland

[edit]
A sign adjacent to a four-lane highway reads "Maryland welcomes you. We’re Open For Business. Larry Hogan, Governor"
Entering Maryland from West Virginia on I-68 eastbound in Garrett County

After entering Garrett County, I-68 continues its run through rural areas, crossing the northern part of the county. The terrain through this area consists of ridges that extend from southwest to northeast, with I-68 crossing the ridges through its east–west run. The first exit in Maryland is at MD 42 in Friendsville. I-68 ascends Keysers Ridge, where it meets US 40 and US 219, both of which join the highway at Keysers Ridge.[5] The roadway that used to be the surface alignment of US 40 parallels I-68 to Cumberland and is now designated as US 40 Alt. I-68 crosses Negro Mountain, which was the highest point along the historic National Road that the freeway parallels east of Keysers Ridge. This is the source of the name of the freeway in Maryland: the National Freeway.[4] Three miles (4.8 km) east of Grantsville, US 219 leaves the National Freeway to run northward toward Meyersdale, Pennsylvania, while I-68 continues eastward, crossing the Eastern Continental Divide and Savage Mountain before entering Allegany County.[5]

The section of I-68 west of Dans Mountain in Allegany County is located in the Allegheny Mountains, characterized in Garrett County by a series of uphill and downhill stretches along the freeway, each corresponding to a ridge that the freeway crosses. In Allegany County, the freeway crosses the Allegheny Front, where, from Savage Mountain to LaVale, the highway drops in elevation by 1,800 feet (550 m) in a distance of nine miles (14 km).[41][42]

A four-lane freeway in a forested area with a sign saying East I-68. Snow Emergency Route.
I-68 eastbound in Friendsville, Maryland

The traffic density on I-68 in Garrett County is rather sparse compared to that of Allegany County. At the Maryland–West Virginia state line, there is an AADT of 11,581 vehicles per day. This density increases to its highest point in Garrett County at exit 22, where US 219 leaves I-68, at 19,551. At the Allegany County line, the traffic density decreases slightly to 18,408. In Allegany County, the vehicle count increases to 28,861 in LaVale and to the freeway's peak of 46,191 at the first US 220 interchange (exit 42) in Cumberland. East of Cumberland, the vehicle count decreases to 16,551 at Martins Mountain and stays nearly constant to the eastern terminus of I-68 in Hancock.[5]

After entering Allegany County, I-68 bypasses Frostburg to the south, with two exits, one to Midlothian Road (unsigned MD 736) and one to MD 36. Near the MD 36 exit is God's Ark of Safety church, which is known for its attempt to build a replica of Noah's Ark. This replica, which currently consists of a steel frame, can be seen from I-68.[43]

East of Frostburg, I-68 crosses a bridge above Spruce Hollow near Clarysville, passing over MD 55, which runs along the bottom of the valley. The freeway runs along the hillside above US 40 Alt. in the valley formed by Braddock Run. Entering LaVale, I-68 has exits to US 40 Alt. and MD 658 (signed southbound as US 220 Truck). I-68 ascends Haystack Mountain, entering the city of Cumberland. This is the most congested section of the highway in Maryland. The speed limit on the highway drops from 70 mph (110 km/h) in LaVale to 55 mph (89 km/h) until the US 220 exit and to 40 mph (64 km/h) in downtown Cumberland.[5] This drop in the speed limit is due to several factors, including heavy congestion, closely spaced interchanges, and a sharp curve in the road, known locally as "Moose Curve", located at the bottom of Haystack Mountain. This section of the highway was originally built in the 1960s as the Cumberland Thruway, a bypass to the original path of US 40 through Cumberland.[4]

I-68/US 40/US 220 concurrency in Cumberland, Maryland

Until 2008, signs at exit 43A in downtown Cumberland labeled the exit as providing access to WV 28 Alt. Because of this, many truckers used this exit to get to WV 28. This created problems on WV 28 Alt. in Ridgeley, West Virginia, as trucks became stuck under a low railroad overpass, blocking traffic through Ridgeley. To reduce this problem, MDSHA removed references to WV 28 Alt. from guide signs for exit 43A and placed warning signs in Cumberland and on I-68 approaching Cumberland advising truckers to instead use exit 43B to MD 51, which allows them to connect to WV 28 via Virginia Avenue, bypassing the low overpass in Ridgeley.[44]

View west along I-68 and US 40 (National Freeway) in Piney Grove
A highway passes through a cut through a mountain. The rock walls of the cut are visible above the highway.
I-68 passes through the Sideling Hill road cut.

At exit 44 in east Cumberland, US 40 Alt. meets the freeway and ends, and, at exit 46, US 220 leaves I-68 and runs northward toward Bedford, Pennsylvania. I-68 continues across northeastern Allegany County, passing Rocky Gap State Park near exit 50. In northeastern Allegany County, the former US 40 bypassed by I-68 is designated as MD 144, with several exits from I-68 along the route. I-68 crosses several mountain ridges along this section of the highway, including Martins Mountain, Town Hill, and Green Ridge, and the highway passes through Green Ridge State Forest. East of Green Ridge State Forest, MD 144 ends at US 40 Scenic, another former section of US 40.[5]

I-68 crosses into Washington County at Sideling Hill Creek and ascends Sideling Hill. The road cut that was built into Sideling Hill for I-68 can be seen for several miles in each direction and has become a tourist attraction as a result of the geologic structure exposed by the road cut.[45]

On the east side of Sideling Hill, I-68 again interchanges with US 40 Scenic, at its eastern terminus at Woodmont Road. Here, US 40 Scenic ends at a section of MD 144 separate from the section further west. Four miles (6.4 km) east of this interchange, I-68 ends at I-70 and US 522 in the town of Hancock.[5]

Exit list

[edit]
StateCountyLocationmi[a]kmExitDestinationsNotes
West VirginiaMonongaliaMorgantown0.00.0— I-79 – Fairmont, WashingtonWestern terminus; exit 148 on I-79
1.11.81 US 119 (University Avenue) – Downtown
4.06.44 WV 7 – Sabraton
6.911.17
 CR 857 to WV 705 / Pierpont Road – Morgantown Municipal Airport
Cheat Lake10.016.110
 WV 43 north – Cheat Lake, Uniontown PA
PrestonPisgah14.523.315 CR 7312 (Coopers Rock Road) – Coopers Rock State Forest
Bruceton Mills22.636.423 WV 26 – Bruceton Mills
Hazelton28.545.929 CR 5 (Hazelton Road)
 31.5
0.00		50.7
0.00		West Virginia–Maryland state line
MarylandGarrettFriendsville3.836.164 MD 42 – Friendsville
Keysers Ridge13.8222.2414

 US 40 west / US 219 south – Uniontown, Oakland		Cloverleaf interchange; western terminus of US 40/US 219 concurrency; signed as exits 14A (US 219) and 14B (US 40)
Grantsville19.2030.9019 MD 495 – Grantsville, Swanton
22.2635.8222

 US 219 north / US 219 Bus. north – Meyersdale		Eastern terminus of US 219 concurrency; southern terminus of US 219 Bus.
​23.9838.5924Lower New Germany Road (MD 948D)
Finzel29.7847.9329 MD 546 – Finzel
AlleganyFrostburg33.3253.6233Midlothian Road (MD 736) – Frostburg
35.0156.3434 MD 36 – Westernport, Frostburg
LaVale39.2063.0939
 US 40 Alt. – La Vale		No eastbound exit
39.9364.2640

 US 220 Truck south (Vocke Road)		No westbound entrance; Vocke Road is unsigned MD 658
​41.5466.8541
 Seton Drive to MD 49		Westbound exit only
Cumberland42.3268.1142
 US 220 south / Greene Street – McCoole, Keyser		Western terminus of US 220 concurrency; includes unsigned westbound exit and eastbound entrance to Fletcher Drive
43.5970.1543ABeall Street / Johnson Street – Ridgeley, WVRight-in/right-outs with Beall Street (westbound) and Johnson Street (eastbound)
43.8870.6243B MD 51 (Industrial Boulevard) – Cumberland Regional Airport
43.9070.6543CDowntown CumberlandEastbound entrance via exit 43B
44.2271.1743DMaryland AvenueRight-in/right-out; no hazardous materials on westbound exit
44.8572.1844

 US 40 Alt. west (Baltimore Avenue) / Historic National Road / Willow Brook Road (MD 639)		Eastern terminus of US 40 Alternate
45.7773.6645Hillcrest Drive (MD 952)Right-in/right-out
46.4774.7946Naves Cross Road (MD 144)Westbound exit and entrance; eastbound access is at exit 47
47.1775.9147
 US 220 north (MD 144) / Historic National Road – Bedford		Eastern terminus of US 220 concurrency; signed as exit 46 eastbound
Rocky Gap State Park51.2682.4950Pleasant Valley Road (MD 948AD) – Rocky Gap State Park
​52.5084.4952
 MD 144 east (National Pike)		Eastbound exit and westbound entrance
Flintstone55.9590.0456 MD 144 (National Pike) – Flintstone
Green Ridge State Forest62.92101.2662

 US 40 Scenic east / Fifteen Mile Creek Road
64.19103.3064M.V. Smith Road (MD 948AL)
​68.72110.5968Orleans Road (MD 948Z)
​71.64115.2972
 US 40 Scenic / High Germany Road / Swain Road
Washington​73.59118.4374

 US 40 Scenic east / Mountain Road		Eastbound exit and westbound entrance
​Sideling Hill Cut (rest area and welcome center)
​77.15124.1677

 US 40 Scenic west / MD 144 / Woodmont Road
Hancock81.09130.5082
 I-70 / US 40 east / US 522 – Hancock, Winchester, Hagerstown, Breezewood		Eastern terminus; eastern terminus of US 40 concurrency; signed as exits 82A (south), 82B (east) and 82C (west/north); exit 1A on I-70
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Interstate 68

View on Grokipedia
from Grokipedia
Interstate 68 (I-68) is a 112.9-mile east–west Interstate Highway spanning the U.S. states of West Virginia and Maryland, with its western terminus at an interchange with Interstate 79 near Morgantown, West Virginia, and its eastern terminus at an interchange with Interstate 70 near Hancock, Maryland. The route primarily follows the alignment of the historic National Road through the Appalachian Mountains, serving as a key east-west corridor linking the Mid-Atlantic region while traversing rural terrain, mountain ridges, and the city of Cumberland, Maryland. In Maryland, where the majority of the highway lies, it is designated as the National Freeway and overlaps U.S. Route 40 for much of its length, reflecting its role in modernizing the path of the early 19th-century federal roadway. Designated as part of the Appalachian Development Highway System's Corridor E, I-68 originated from planning in the mid-1960s under initial numbering as , with construction spanning over 25 years amid funding fluctuations and engineering challenges in rugged terrain. The highway received its Interstate designation in 1989 and was fully opened to traffic by August 1991, replacing the earlier U.S. 48 signage and facilitating improved connectivity for freight, tourism, and regional economic development in and northern . Notable engineering feats include the expansive road cut through in , which exposes layered geological strata and exemplifies the infrastructure demands of routing a modern freeway through folded Appalachian geology. Beyond transportation utility, I-68 supports scenic travel with overlooks of forested mountains and proximity to historic sites along the old National Road, though its primary function remains efficient interstate commerce and access between major routes like I-79 to the west and I-70 to the east. The approximately 33-mile segment in West Virginia connects to local routes serving Preston and Monongalia counties, while the 80-mile Maryland portion aids development in Garrett, Allegany, and Washington counties. Funded in part by the Appalachian Regional Commission, the highway's completion marked a significant upgrade from two-lane roads, reducing travel times and enhancing safety across the region.

Route Description

West Virginia Segment

Interstate 68's West Virginia segment commences at its western terminus with (Exit 0) near Cheat Lake, approximately six miles east of downtown Morgantown in Monongalia County. This interchange facilitates connectivity to northern and via I-79, while serving as the primary east-west corridor through the region, supplanting the older alignment of U.S. Route 48. The freeway initially traverses suburban areas of the Morgantown metropolitan region, providing access to key local routes such as (Exit 1, leading south into the city center) and West Virginia Route 7 (Exit 4, Greenbag Road, connecting to commercial districts and ). East of Morgantown, I-68 crosses the Cheat Lake Bridge, spanning the reservoir formed by the , which offers views of the surrounding Appalachian foothills amid generally fair structural conditions as per recent inspections. The route then shifts to more rural character, intersecting West Virginia Route 43 (Exit 10), which provides secondary access to Cheat Lake recreational areas and northward links to . Traffic volumes are highest near Morgantown due to urban commuting and university-related travel, tapering to lower levels in outlying sections where the highway functions mainly for through-traffic and regional freight. Entering Preston County after approximately 14 miles, I-68 winds through densely forested, mountainous terrain characteristic of the Allegheny Plateau, with grades and curves adapted for interstate standards but demanding caution in winter conditions. Notable interchanges include West Virginia Route 26 (Exit 23) at Bruceton Mills, serving local communities and agricultural areas. The segment concludes after 32.06 miles at the Maryland state line near Keysers Ridge, transitioning seamlessly into Garrett County without interruption. Throughout its length in Monongalia and Preston counties, the freeway emphasizes efficient traversal of the rugged landscape, minimizing reliance on parallel two-lane roads like U.S. Route 40 for long-haul travel.

Maryland Segment

Interstate 68 enters Maryland from West Virginia within Garrett County near the community of Keysers Ridge, initiating an 81.09-mile traverse eastward across the Appalachian Mountains through primarily rural terrain. The freeway overlaps U.S. Route 40 from this point onward, shadowing alignments of the historic National Road while ascending and descending multiple ridges. In Garrett and western Allegany counties, the route features forested hillsides and limited development, providing a scenic corridor distinct from more urbanized interstate paths. Upon reaching Allegany County, I-68 incorporates the Cumberland Thruway, a curvaceous elevated that bypasses congestion in downtown by spanning the city on a narrow alignment with frequent interchanges. Here, joins the concurrency briefly, facilitating access to local commercial districts and historic districts tied to early 19th-century transportation routes. East of , the highway shifts back to surface-level construction through rolling Appalachian terrain, integrating with older U.S. 40 segments upgraded for modern traffic. Further east in Washington County, I-68 encounters the road cut, a 340-foot-deep excavation exposing layered formations in a synclinal structure, serving as a prominent geological landmark visible to motorists. This feature highlights the route's engineering demands in navigating folded mountain ridges. The freeway culminates at a trumpet interchange with west of Hancock, marking the end of its Maryland extent after crossing Tonoloway Ridge. Throughout its path in Garrett, Allegany, and Washington counties, the segment remains toll-free, emphasizing accessibility for regional travel.

Major Junctions and Features

Interstate 68 originates at a full cloverleaf interchange with Interstate 79 near Morgantown, West Virginia, enabling seamless connections northward to Pittsburgh and southward to Charleston. In Maryland, the route shares a long concurrency with U.S. Route 40 from Keysers Ridge eastward through Grantsville and past Frostburg to Cumberland, where U.S. Route 220 briefly joins before U.S. 40 exits; this overlap integrates historic National Road traffic with modern freeway standards. The eastern terminus occurs at a diamond interchange with Interstate 70 in Hancock, Maryland, providing direct access to Hagerstown and the Washington, D.C. metropolitan area. These junctions anchor the 113-mile corridor, prioritizing high-volume interregional mobility across Appalachian terrain. Prominent engineering elements include the cut in , a 4.5-mile excavation completed in the late that sliced through a 350-million-year-old ridge, exposing nearly 810 feet of tightly folded synclinal strata from the Mississippian Period. This 380-foot-deep cut, involving the removal of 4.5 million cubic yards of material, reveals layered sedimentary rocks tilted by ancient tectonic forces and serves as an unintended geological exhibit visible from the roadway. Additional feats encompass multiple elevated bridges traversing valleys and waterways, such as the Cumberland Thruway span over Wills Creek, which supports four lanes amid narrow Appalachian passes while minimizing environmental disruption. Operational features emphasize reliability and safety, with full diamond or partial cloverleaf interchanges at principal junctions to accommodate heavy and tourist volumes; the route includes no tolls, maintaining free access as an component. Speed limits are posted at 65 mph on most rural stretches in both states, dropping to 40-55 mph through curvier segments near and LaVale due to grades and alignments. pull-offs and service plazas provide roadside support, though dedicated weigh stations operate intermittently for commercial enforcement.

History

Pre-Interstate Predecessors

The alignment of Interstate 68 primarily superseded segments of , which originated as the , the first federally funded highway in the United States, authorized by an on March 29, 1806, to connect , with the . Construction began at in 1811, progressing westward through challenging Appalachian terrain with hand-laid stone and gravel surfaces that supported wagon traffic but imposed steep grades exceeding 5 percent and tight curves, limiting speeds and increasing maintenance costs. By the establishment of the U.S. Highway System in 1926, this path was designated US 40, a two-lane that, despite gradual paving in the and , remained inadequate for post-World War II automobile and truck volumes, as evidenced by frequent bottlenecks and seasonal closures due to snow and landslides in the mountainous regions of and northern . These deficiencies—narrow shoulders, lack of passing opportunities, and vulnerability to weather—contributed to elevated accident rates and delayed freight movement, exacerbating economic stagnation in , where coal-dependent communities suffered from isolation and declining industry after the . Initial mitigations included partial bypasses along US 40, such as Maryland's Thruway, an elevated urban freeway segment opened in stages starting in the late to relieve congestion, though it featured substandard interchanges and undivided sections that failed to resolve broader regional access issues. Federal recognition of these systemic shortcomings prompted early 1960s planning under the President's , which identified the corridor for upgrade to foster connectivity between isolated eastern panhandles and major markets, prioritizing relief from US 40's topographic constraints over incremental widening. In 1965, the proposed freeway alignment received the temporary designation of , extending from near , westward, to preemptively mark sections paralleling US 40 for reconstruction with modern standards, though full funding and execution awaited interstate integration. This precursor reflected causal imperatives for safer, faster transit amid Appalachia's per capita income lagging national averages by over 20 percent, driven by infrastructure deficits that hindered , , and resource extraction logistics.

Development as Corridor E

The Appalachian Regional Development Act of 1965 authorized the creation of the (ADHS), a network of 23 corridors designed to enhance connectivity in economically distressed Appalachian regions by linking remote areas to major interstates and improving access to markets. Corridor E was designated as a key segment spanning from near , to , to bridge with while traversing the . This corridor selection prioritized routes that would integrate with the Interstate System, fostering through upgraded transportation infrastructure. Planning for Corridor E emphasized engineering solutions to overcome the deficiencies of predecessor roads, such as , which contended with steep gradients exceeding 6% in areas like the Cumberland Narrows and recurrent flooding in valleys including Wills Creek and the basin. Federal guidelines under the ADHS required corridors to achieve modern standards, including four-lane divided highways with grades limited to 6% or less and full control of access, to ensure reliable year-round travel and reduce isolation in mountainous terrain. Initial for planning and early segments derived from federal appropriations, with the Act providing for up to 50% federal matching grants that later evolved to 80% for qualifying ADHS projects to accelerate development in underserved areas. Coordination among stakeholders commenced shortly after designation, involving the West Virginia State Road Commission (predecessor to the ), Maryland State Roads Commission, the (), and the Bureau of Public Roads (later ). State agencies conducted preliminary surveys in the late to align the corridor with topographic features, minimizing cuts through sensitive ridges while maximizing use of existing rights-of-way where feasible. By the early 1970s, interagency agreements formalized route alignments, with ARC oversight ensuring compliance with economic viability criteria, including traffic projections that justified federal investment based on projected freight and passenger volumes. These efforts incorporated data-driven assessments of regional isolation, such as limited east-west linkages that hindered and timber transport, to underpin land acquisition strategies under where private parcels impeded optimal alignments.

Construction and Designation

Construction of what would become Interstate 68 commenced in 1965 as Appalachian Corridor E under the Appalachian Regional Development Act, initially focusing on segments in to connect the region to broader interstate networks. Early work in progressed through the 1970s, with the 32-mile portion from Morgantown to the Maryland state line substantially completed by the early 1980s despite the challenges of navigating Appalachian . In , development of the National Freeway advanced concurrently but faced significant hurdles from the rugged mountainous terrain, which drove up costs to approximately $481 million across the corridor and extended timelines due to extensive earthwork, bridges, and grading requirements. The American Association of State Highway and Transportation Officials (AASHTO) approved the Interstate 68 designation on June 7, 1989, replacing the temporary numbering used during construction to meet full , including controlled access and geometric criteria adapted for the hilly landscape. This shift formalized the route's integration into the national system, though physical completion lagged due to phased building in Maryland's segments through the . Key advancements included the Morgantown-to-Bruceton Mills stretch opening in the mid-, enabling partial traffic relief in northern . The entire 113-mile route achieved full operational status on August 2, 1991, with the final segment from Keysers Ridge to opened amid dedication ceremonies marking both completion and the official Interstate redesignation. Despite meeting Interstate standards, the prolonged 26-year build reflected persistent engineering demands, such as cuts through ridges like , which required innovative rock excavation to avoid excessive tunneling costs.

Completion and Early Operations

The final segment of Interstate 68, spanning the Cumberland-Green Ridge section in , opened to traffic on August 2, 1991, completing the 113-mile route from its western terminus at in , to near . This marked the end of construction that had begun in 1965 as part of Appalachian Corridor E, with the highway initially signed as before its formal Interstate designation in October 1989. Full operation immediately improved connectivity, reducing travel times substantially compared to pre-Interstate routes such as and ; for example, the drive from the area to shortened by approximately one hour due to higher design speeds and fewer intersections. (AADT) volumes surged in the early 1990s following completion, with segments recording increases from 5,000–10,000 vehicles per day in the late to 15,000–20,000 by the mid-1990s, reflecting heightened regional commerce and through-traffic integration into the national Interstate system. Signage updates to reflect the I-68 designation, along with initial enhancements, supported this transition by accommodating growing freight volumes from Appalachian corridors. In the early years of operation during the , maintenance efforts addressed pavement wear from elevated truck traffic, including resurfacing projects to handle the corridor's role in and goods transport; these adaptations ensured reliability amid traffic growth exceeding pre-completion projections by 20–30% on key stretches. By the early 2000s, operational data indicated stabilized flows with AADT stabilizing around 18,000–25,000 on eastern segments, prompting minor geometric tweaks for better truck maneuverability without major expansions.

Incidents and Safety

Notable Accidents

On May 23, 2003, a series of chain-reaction pileups involving more than 70 vehicles occurred on Interstate 68 in near Big Savage Mountain, resulting in two fatalities and over 50 injuries. The accidents were triggered by sudden dense reducing visibility in the highway's mountainous terrain, leading to multiple collisions that jammed the roadway for nearly 24 hours. Cleanup efforts were hampered by persistent and rain, underscoring the risks of weather combined with the route's elevation changes and cuts through rugged Appalachians. A similar multi-vehicle incident unfolded on December 1, 2019, in , where dense fog contributed to a 58-vehicle pileup across 29 separate collisions, hospitalizing 10 people with non-life-threatening injuries. attributed the crashes to low visibility exacerbated by and holiday traffic volume in the fog-prone hilly sections of the highway. No fatalities were reported, but the event closed portions of I-68 for hours, highlighting ongoing vulnerabilities in areas with steep grades up to 6% and limited sight lines. Tractor-trailer crashes have also been prominent due to the terrain's demands, such as the June 27, 2024, incident near , where a was killed when their collided in a section prone to speeding and descent challenges. Investigations pointed to speed as a factor amid the highway's curves and inclines, which strain heavy vehicles. Rockslides from roadside cuts have periodically created hazards, as in the November 23, 2011, event that closed a westbound between and LaVale, though direct crash causation was not documented; such geological instability ties to the route's construction through unstable Appalachian slopes.

Safety Improvements and Statistics

The Department of Transportation State Highway Administration (MDOT SHA) has implemented post-construction safety enhancements on I-68, including resurfacing, milling, patching, and the addition of underdrains to improve drainage and reduce icing risks in mountainous sections prone to hydroplaning. These measures, such as the project initiated in Frostburg in areas overlapping I-68 corridors, enhance pavement friction and structural integrity to mitigate weather-related hazards. Similarly, interchange improvements at I-68 and US 220 incorporated new pavement markings and centerline rumble strips to provide tactile warnings against departures, a common issue in curvy terrain. In October 2025, MDOT SHA installed (ITS) signs along eastbound I-68 near , enabling real-time alerts for , incidents, and weather, which facilitate proactive driver responses and reduce secondary crash risks. Rumble strips and related countermeasures align with (FHWA) guidance, where shoulder and centerline variants have demonstrated reductions in run-off-road crashes by alerting drivers to edge encroachments before impacts with guardrails or embankments. Crash statistics for I-68 underscore the influence of Appalachian topography, with West Virginia's 32-mile segment recording a historical fatal rate of 0.50 per mile, driven largely by steep grades and dynamics rather than inherent design flaws when benchmarked against flatter rural interstates. In —which encompasses much of I-68's path—792 total crashes occurred from 2018 to 2022, yielding 34 fatalities, with wildlife-vehicle collisions densest along the highway due to forested adjacency, though engineering mitigations like fencing have targeted these. Recent highlight elevated persistence on I-68, attributable to changes exceeding those on comparable routes, prompting ongoing FHWA-aligned countermeasures over regulatory emphases. DUI enforcement along I-68 benefits from saturation patrols, correlating with broader reductions in impaired incidents per NHTSA trends, though isolated metrics remain terrain-modulated. Winter efficacy is evident in the route's snow emergency designation, where plowing and de-icing operations minimize closures, as sustained by SHA protocols despite variable storm severity.

Economic and Regional Impacts

Positive Development Outcomes

The completion of Interstate 68 has attracted an estimated 800 to 1,000 jobs in and along its route through and northern . In , annual employment growth accelerated from 0.5% (1976–1991) to 0.7% (1991–2000) after the highway's full opening on August 2, 1991. employment in the Maryland corridor segment shifted from a 1.7% annual decline pre-completion to 0.1% annual growth post-1991. Specific facilities illustrate this influx: the Closet Maid plant in Garrett County's Northern Garrett Industrial Park expanded to employ 700–800 workers by 2005, while American Woodmark Corp. established operations in Barton Business Park targeting 300 jobs by 2007. As Corridor E of the , I-68 yields a benefit-cost ratio of 1.32 and an of 8.29% from an viewpoint, supporting 52,355 jobs and $2.67 billion in by 2024. The highway enhances regional accessibility by linking rural to near , and near , thereby facilitating commerce and reducing economic isolation. This connectivity has boosted tourism in Garrett County through improved access to recreational areas, correlating with rises in vacation home purchases and tourism-related retail. Travel efficiency gains from I-68 generated $158.51 million in annual benefits by , contributing to broader gross regional product growth in the Appalachian corridor.

Criticisms and Unintended Consequences

The construction of Interstate 68 incurred substantial expenses due to the challenging Appalachian terrain, including steep grades and rock cuts that required advanced . The segment, spanning approximately 81 miles, cost $937 million in 1991 dollars to complete. These expenditures drew scrutiny for straining federal and budgets during the project's phased rollout from the through the , with geological obstacles contributing to delays and escalated outlays beyond initial planning in segments like the area. Eminent domain proceedings displaced residents and landowners along the corridor in the 1970s and 1980s, particularly affecting rural properties and small communities in and . While the scale was smaller than in urban interstate projects—owing to the route's passage through less densely populated areas—the acquisitions nonetheless prompted local opposition over loss of farmland and homesteads. Environmental critiques have highlighted from the highway's incision through forested Appalachian ecosystems, which can impede wildlife migration and diminish in adjacent patches. Studies on road effects indicate such infrastructure reduces ecosystem functions by altering nutrient cycles and increasing , with potential applicability to I-68's alignment. However, the route's valley-following path limited wholesale compared to alternatives, and no large-scale failures have been documented. Some observers note induced sprawl as an unintended outcome, with enhanced access spurring peripheral development that pressures and alters patterns in previously isolated counties. Counterarguments emphasize the highway's role in sustaining rural viability amid , with lower per-mile operational costs than rail equivalents in comparable terrains. Ongoing has faced constraints, as state budgets prioritize extensions and repairs elsewhere, leading to critiques of deferred upkeep on aging viaducts and pavements. Regional analyses suggest these shortfalls long-term deterioration, though interstate standards have kept per-mile maintenance expenditures below those of underdeveloped alternatives.

Proposed Extensions

Westward Extension Proposals

Proposals for extending Interstate 68 westward from its current terminus near , focus on a connection to West Virginia Route 2 near in Marshall County, facilitating access to the . The Route 2/I-68 Development Authority, created in 2003 by legislation signed by Governor Cecil Underwood and supported by U.S. Senator Robert C. Byrd, leads advocacy for this project, termed the I-68 Energy Corridor. The extension would span approximately 73 miles, linking the interstate's junction with I-79 to Route 2 and potentially crossing into toward , with ultimate aims to reach Interstate 75 between Dayton and Middletown. Several route alignments have been evaluated, emphasizing terrain-following paths through the Valley to minimize construction challenges and costs. Estimated at nearly $3 billion in current dollars, the project would integrate into the National Highway System for federal funding eligibility, including potential support from the . Rationales center on establishing an "Energy Manufacturing Corridor" to enhance freight movement, leverage natural gas and petrochemical resources in the Shale Crescent USA region spanning Ohio, West Virginia, and Pennsylvania, and stimulate industrial development in northern West Virginia counties. In August and September 2025, county commissions in Marshall (August 19), Marion (August 20), and Monongalia (September 3) adopted resolutions endorsing the extension for infrastructure improvements and economic opportunities.

Current Status and Debates

As of October 2025, no construction has commenced on the proposed westward extension of Interstate 68 from its terminus at Interstate 79 near Morgantown, West Virginia, to West Virginia Route 2 near the Ohio River at Kent, a distance of approximately 73 miles. The Federal Highway Administration approved West Virginia's request for this designation in 2003, designating it as a future interstate corridor, but subsequent planning was suspended amid funding shortages and shifting priorities. Recent efforts by the West Virginia Route 2/I-68 Authority and county commissions in Monongalia, Marion, and Marshall counties have revived advocacy, with formal endorsements in August and September 2025 urging state-level support from Charleston and federal inclusion in the national highway network to facilitate funding through programs like the Infrastructure Investment and Jobs Act. Federal delays persist due to required environmental impact studies and competition for limited highway trust fund allocations, with no new route feasibility assessments completed since the early 2000s. Proponents, including local economic development officials, argue the extension—branded as the I-68 Energy Manufacturing Corridor—would drive causal by connecting the Shale Crescent USA region's , , and assets to national freight networks, potentially generating thousands of jobs in and industrial sectors. This view draws on historical interstate impacts, where similar corridors have sustained 800–1,000 jobs per major segment through improved and site accessibility, contrasting with regional stagnation in areas lacking such infrastructure. Bipartisan support exists at the state level in , with commissions emphasizing revenue acceleration from private investment over maintaining four-lane state routes prone to congestion and maintenance costs. Opponents highlight fiscal and ecological hurdles, estimating construction costs in the billions—potentially $5–10 billion based on comparable Appalachian projects—amid federal budget constraints and mandatory reviews. Environmental concerns include impacts on trout streams, national forests, wetlands, and abandoned mine lands along potential alignments, as raised by advocacy groups since the 1980s, which could extend timelines by years and invite litigation. While empirical models for analogous extensions, such as I-73 in , project sustained job gains post-construction, critics contend these overlook net fiscal burdens from debt financing and understate ecological trade-offs without rigorous cost-benefit analyses tailored to current terrain challenges.

Exit List

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