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East-West Expressway (comprising I-95 through Baltimore City to the east and north, and what was to have been I-70N from Baltimore City west)
Southwest Expressway (comprising I-95 from Baltimore City south)
Jones Falls Expressway (comprising I-83)

The Smith Report gained acceptance within the planning community, but local leaders never really warmed to the plan, citing concern that the East-West Expressway in particular would be routed either through downtown Baltimore (via the Inner Harbor alignment) or north of the central business district (via the Biddle Street alignment, which was one mile north of the Inner Harbor alignment). Even without definitive alignments for two of the three routes, the BPR still approved all three routes submitted by the state and city--the East-West, Southwest, and Jones Falls Expressways--as part of the Interstate highway system in 1956.

I-70N: Beginning at the I-95 (Southwest Expressway) interchange, I-70N was to head northwest toward the Franklin-Mulberry alignment, then head west toward Leakin Park and the current alignment for I-70.

I-95: The route was to enter the city as the Southwest Expressway, but was to continue on a straight line northeast toward Carroll Park then veer east in the area of Carey Street en route to the Inner Harbor. There was to have been an interchange with the East-West Expressway (I-70N) in the area of Scott Street. I-95 was to cross the Inner Harbor between Federal Hill and Fells Point on a 50-foot-high bridge, then intersect with the Jones Falls Expressway (I-83) at President Street in the Fells Point neighborhood. I-95 was then to continue east roughly along Eastern Avenue, Boston Street, and O'Donnell Street to the Harbor Tunnel Thruway, where it was to continue north along the Harbor Tunnel Thruway alignment to the Northeast Expressway.

I-83: Beginning at I-95 in the Fells Point neighborhood, I-83 was to have been built along the eastern edge of the Inner Harbor, then north along President Street toward the current I-83 alignment.

Reduction in size and type of facility in the Inner City. Rather than I-95 and I-70N passing through the Inner City, a non-Interstate "City Boulevard" (now Martin L. King, Jr. Boulevard) was proposed which would ring the CBD and utilize existing at-grade city streets.

Elimination of the I-95 bridge across the Inner Harbor.

Provision of three freeway "spurs" to carry local traffic to and from the CBD: I-395, I-170, and I-83. I-395 will be a spur from I-95 serving traffic to and from the south of the city. I-170 is to be a spur from I-70N serving traffic to and from the west, while I-83, when complete, will be a route between I-695 and I-95 serving traffic to and from the north and east, but also functioning as two spurs.

Extension of I-70N southerly to connect to I-95 and provide a through route from the west which bypasses the CBD.

US 40, I-170, I-70N, and I-83 shields by Scott Colbert.
I-95 and I-595 shields by Ralph Herman.
Lightposts by Millerbernd Manufacturing Company.

Franklin-Mulberry Expressway (US 40 / former I-170) (Alex Nitzman)
US 40 (Maryland) (David Golub)
US 40 (Maryland) (Mike Pruett)
Former I-170 (Maryland) (Mike Pruett)
Baltimore City Interstates (Scott Kozel)
I-170 Draft Environmental Impact Statement (1971) (Federal Highway Administration)
Proposed I-595 Draft Environmental Impact Statement (1983) (Federal Highway Administration)

Franklin-Mulberry Expressway (US 40) (Dan Murphy)