across the Chesapeake Bay. The frst three...Chesapeake Bay, three types of crossings are possible;...

�. Summary of Ta

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� �Task Force Report� �Task Force Report

Five Task Force meetings were held to present issues affecting traffc capacity across the Chesapeake Bay. The frst three meetings were held in the Maryland Senate Building in Annapolis, and the two remaining meetings were held at the Tidewater Inn in Easton. The frst four Task Force meetings were designed to focus on one or two distinct and related topics. Experts in transportation, planning, and economic development made presentations. Task Force members were given an opportunity to ask questions during and after the presentations. A summary of each meeting was prepared and distributed at the following meeting.

In addition, each member received a Briefng Book prior to the frst meeting, which served as the record of the Task Force process. All handouts were stored in the book. Task Force members kept their Briefng Books between meetings.

A brief summary of the information presented at each meeting is presented on the following pages. Task Force Meeting #5, which is described later in this report, did not include any formal presentations; instead, the purpose of the fnal meeting was to promote discussion of the topics presented previously.


ThepurposeofMeeting#1wastokick-offtheTaskForceprocess,allowmemberstomeeteachotherandAuthoritystaff,andtosharedetailedinformationaboutthehistoryoftheBayBridgeanditslocalandregionalsignificance.

MDOTSecretaryRobertFlanaganbeganMeeting#1bywelcomingtheTaskForcemembersanddescribingthetrafficcongestionassociatedwiththeBayBridgeandwhyitiscriticaltotakeactionnow.SecretaryFlanaganexplainedthatconditionsareexpectedtoworsenoverthenexttwentyyearsandthebestavailabledataoffuturetrafficprojectionsmaybeunderestimated.Theprojectdevelopmentprocessiscomplexandcontroversialsoitcouldtakemanyyearsuntilcapacityissuesattheexistingbridgeareresolved.

MarylandTransportationAuthorityExecutiveSecretaryTrentKittlemanthenpresentedacomprehensivehistoryofthefirstandsecondspansoftheBayBridgeandtheregionalsignificanceoftheBridge.Ms.KittlemancontinuedwithadiscussionofexistingconditionsandhowtheAuthorityisrespondingtoincreasedtrafficanddelays.

Toillustratethesignificantgrowthintraffic,Ms.Kittelmanpresentedexistingandfutureprojectionsoftrafficdata.Forexample,theannualtrafficontheBayBridgein1952(whenthefirstbridgewasoriginallyopenedtotraffic)was1.1millionvehicles.In2004,25millionvehiclescrossedtheBayBridge.Ms.Kittlemanalsoexplainedsomeofthereasonsfortrafficdelaysatthebridge.Forexample,theUS50eastboundandwestboundapproachestotheBridge,eachthreelaneswide,haveacapacityof6,000vehiclesperhour.However,thebridgespanscancarryonly4,500vehiclesperhour.

DemandforcapacityacrosstheBayisattributedtothelocationandtypesofemploymentcentersontheWesternShoreascomparedtoemploymentavailableon

theEasternShore.Morethan11,000peoplecommutefromEasternShoretoWesternShorecounties,BaltimoreCityandWashington,D.Ceachday.Morethan2,000peoplecommutefromWesternShoretoEasternShorecountiesdaily.Trucktrafficconstitutes14percentofthevehiclestravelingonweekdays.Thestatewideaveragefortrucktrafficonthistypeofroadway(anurbanarterialroad)isfourpercent.TheBayBridgecarries53percentmoretrafficonsummerweekenddays(95,000vehicles)thanonweekdays(61,000vehicles).

Anorigin-destination(O-D)surveywasconductedin2001todeterminetravelpatternsassociatedwiththeBayBridge.Surveyswereconductedfortheeastbounddirectiononasummerweekendday(SaturdayinAugust)andforan“average”weekday(WednesdayinOctober)tocaptureseasonalvariationsintrafficcrossingtheBridge.TheO-Dstudyshowedmostofthesummerweekendtraffic

Summary of Task Force Meetings

Meeting # 1 – The Bay Bridge: Yesterday, Today, and Tomorrow


SummerWeekendDay

Non-SummerWeekday

Origin:Baltimore 50% 70%

Origin:Washington,DC 50% 30%

Destination:LowerEasternShore 70% 40%

Destination:UpperEasternShore 30% 60%

MostCommonTripType Tourist/Recreation Commuter

Table 1: Origin-Destination Study Results

travelingfromtheBaltimore-WashingtonmetropolitanareatothelowerEasternShore.Forweekdaytravel,thestudyshowedthemajorityofeastboundtrafficfromtheBaltimoreregiontravelingtothelowerEasternShoreandQueenAnne’sCounty.Thecompleteresultsofthisstudyarepublishedinthe“Origin-DestinationSurveyReport,Bay&NiceBridgeStudy,”June5,2002.TheOrigin-DestinationSurveyReportincludesadetailedbreakdownofspecificoriginsanddestinations.

Asummary,showingBaltimoreandWashingtonOrigin-DestinationStudyResultsisshownbelowinTable1.

TheAuthorityhasdevelopedseveralinterimstrategiestomaximizebridgecapacityandreducecongestionduringthebusiesttimesduringthesummermonthscalled“TakingtheHeatOutofSummerTravel.”Theprogramreducedpeak-periodtrafficontheBridgebysevenpercentin2005.Theprogramincludedwideningtoll-plazadepartures,usingthewestboundcontra-flowlaneforE-ZPassSMcustomers,aggressivemarketingofE-ZPassSM,extendingtheE-ZPassSMonlylanefromonehalftoonemile,addingmorevehicle-recoverytechnicians,newoverheaddynamicmessagesigns,

Summary of Task Force MeetingsusingshouldersonMD8forlocalresidents,“GoEarly...StayLate”programwiththeDepartmentofBusinessandEconomicDevelopment(DBED),“State-of-the-Bridge”telephonemessagesystem,andenhancedpublicandmediaoutreach.

Inadditiontotheseeffortstoreducetravelduringpeakperiods,theAuthorityusescontra-flowoperationsonthewestboundspanduringpeakperiods.Acontra-flowlaneoperatesinadirectionoppositetothenormalflowoftraffic.ThewestboundspangenerallycarriesthreelanesoftrafficfromKentIslandtotheWesternShore.Whennecessary,onewestboundspanlaneisconvertedtoaneastboundlanetoincreaseeastboundcapacitytothreelanes.TheAuthoritycontinuestodevelopinnovativesolutionstoimprovetrafficflowandalsoworkswithlocalmunicipalities,communities,andotherStateagenciestoeasetrafficconditionsandcreateoptimalflowduringpeakperiods.However,evenwiththesemeasures,thecapacityofthebridgewillnotmeetthefuturedemand.

Meeting#1concludedwithapresentationofa“zone”approachthatwasusedthroughouttheremainingTaskForcemeetings.FourzoneswereoutlinedonamapofMarylandasequallysizedgeographicareassothatinformationcouldbe


Table 1: Origin-Destination Study Results

presentedinanorganizedway(Figure3).Thezonesinnowayrepresentedpreferredlocationsforacrossing;theyweremerelyconvenientwaysofpresentinginformation.

TwoareasoftheBaywerenotincludedinanyofthezones.Basedontheinitialsketchleveltravelforecastingmodel,acrossingbetweenHarfordandCecilCountieswoulddivertaverysmallamountoftheexistingBayBridgetrafficandwouldbetooclosetoexistingregionalroutes(I-95,US40).Likewise,acrossingbetweenSt.Mary’sandSomersetCountiesalsowoulddivertonlyasmallamountofthetrafficthatwouldnormallyusetheexistingBayBridge.Thiscrossingwouldrequireconstructioninthedeepestpartofthebaywithextremelylongspansbetweensupportpilesandwouldexceed25milesinlength.TheseareasareshowninFigures1and2.

ThepurposeofMeeting#2wastoeducatetheTaskForcemembersabouttheplanning,design,andconstructionofbridgesandapproachroadways.TheTaskForcewasintroducedtotheconceptofmegaprojects,suchastheIntercountyConnectorandtheWoodrowWilsonBridge,tounderstandtheprocessandscheduleforimplementingcomplex,highprofile,costly,andoftencontroversialprojects.DennisSimpson,theAuthority’sDeputyDirectorofCapitalPlanning,presentedthisportionofthepresentationandgaveabriefoverviewofthesuccessfulprojectdevelopmentprocessusedinMaryland.

GeoffreyKolberg,theAuthority’sExecutiveDirectorofEngineeringandConstructionManagement,presentedinformationonmajorwatercrossings.HefirstdescribedthecharacteristicsoftheBaytoillustratethewiderangeofconstraintsassociatedwitheachzone.Forexample,thewidthoftheChesapeakeBayrangesfromfourmilesattheexistingcrossingto25milesatitsmouthinVirginia.Itswaterdepthrangesfrom10feetinthenorthtoover100feetinthesouth.PoorsoilconditionsmayexistinthesubmergedSusquehannaRiverChannel,theancientriverbedofthiswaterway,possiblyrequiringsubstantialdeepfoundationstosupportanewcrossing.

Meeting #� - Traffic and Infrastructure

Figure 2: Southern Chesapeake BayA crossing between St. Mary’s and Somerset Counties would require construction in the deepest part of the bay with long spans between support piles.

Figure 1: Northern Chesapeake BayA crossing between Harford and Cecil Counties would divert a very small amount of the existing Bay Bridge traffic and would be too close to I-95 and US 40.

GiventhephysicalcharacteristicsoftheChesapeakeBay,threetypesofcrossingsarepossible;bridge,tunnelandferryservice.IntermsofaddingcapacitytotheexitingBridge,theAuthorityhasevaluatedthepossibilityofwideningtheexistingBayBridge.However,theexistingparallelbridgestructureswerenotdesignedtocarrytheadditionalweightofnewsubstructureandsuperstructurenortheadditionaltraffic.Ineffect,wideningtheexistingbridgewouldrequireconstructionofnewsubstructureandsuperstructurethatwouldbeequivalenttoconstructinganewbridgeofsimilarwidth.Usingcurrentengineeringtechnology,anewcrossingcouldbeconstructedinanyofthefourzones.However,assumingabridgecrossingfor


Zone 1:BaltimoreCountytoKentCounty(historicnortherncrossing)

Zone 2:AnneArundelCountytoQueenAnne’sCounty(existingBayBridge)

Figure 3: Zone Map


Zone 3:AnneArundel/CalvertCountiestoTalbotCounty(nearSt.Michaels)

Zone 4:CalvertCountytoDorchesterCounty(historicsoutherncrossing)

ThefourzonespresentedtotheTaskForcearelistedbelowandareshowninFigure3.


Summary of Task Force Meetingsthepurposesofanalysis,thecostsforabridgeinZone1wouldlikelybelessthanoneinZones2,3,or4,ascrossingsinthesezoneswouldhavelongermainspanlengthstoaccommodatepoorsoilsandnavigationactivities,deeperfoundationsnecessaryforconstructionwithinthenavigationalchannel,andtotalbridgelengths.Along-spanbridgeprojectcouldcostbetween$600and$900millionpermile(2005dollars).

Thefollowingfeatureswerepresentedforeachzone:

•Crossinglength •Mainspanlengthornavigational

channelwidth •Waterdepthandfoundationrequirements •Structuretypeandpierheight •Verticalclearanceforvesselpassage •Otherissuessuchassecurity,maintenance

costs,economicinterests

Otherfactorswerediscussedforcrossingsingeneralandincludedhomelandsecurity,maintenance,andeconomicconsiderationsforthePortofBaltimore.NavigationissueswouldrequirecoordinationwiththeUnitedStatesCoastGuard.BridgeheightwouldrequirecoordinationwiththeFederalAviationAdministrationandtheDepartmentofDefense.Abridgewouldneedapierprotection

systemtoprotectthebridgesubstructurefromcollisions,althoughlesssubstantialvesselcollision/pierprotectionsystemswouldberequirednorthofthePortofBaltimore(largervesselscannotpassundertheexistingBayBridgeorKeyBridge).MoreprotectionwouldbenecessarywithintheunconstrainednavigationalchannelsouthoftheexistingbridgeforlargemarinevesselsservingthePortofBaltimore,sailingatocean-goingspeeds.Table2summarizestheChesapeakeBaycharacteristicsandpotentialstructuretypes.

Atunnelistypicallyusedinareaswherenavigationrestrictstheplacementofbridgesupports.InthecaseoftheChesapeakeBay,wheresuchconstraintsdonotexist,atunnelcouldbeconstructedincombinationwithbridgestructures,likeVirginia’sChesapeakeBayBridgeTunnelandtheHamptonRoadsBridgeTunnel.Atunnelwouldrequireconstructionofaccessandventilationislandsabovethetunnelandaremoresusceptibletohazardousmaterialspillsandthreatstohomelandsecurity.Atunnelcancostuptothreetimesthecostofabridgeatthesamelocation.

BasedonearlierstudiesconductedbyMDOT,ferryservicewouldprovidesomecapacity,especiallyforrecreationaltravel,butwould

ExistingBridges

Zone1 Zone2 Zone3 Zone4

CrossingLength 4miles 7-9miles 4miles 10-12miles 6-7miles

ChannelWidth 1,500ft 600ft 1,500ft >10,000ft >10,000ft

MainSpanLength 1,600ft 1,200ft 2,000ft 3,000-4,000ft 3,000-4,000ft

WaterDepth 60ft 35ft 60ft 110ft 110ft

Table �: Summary of Long Span Bridge Considerations

10 11Task Force Report10 11Task Force Report

havesignificantlylongercrossingtimes,from55minutesto145minutes.Usercostscouldrangefrom$25to$40forcarsand$75to$110fortrucks.Capacitywoulddependonthenumberofferriesused.Basedonthesestudies,ferryservicewouldprovidecapacityfor25,000to335,000vehiclesperyear(comparedto25millionontheexistingbridge).Regardlessoflocationwithinthestudyarea,aferryservicewouldnotrelievecongestionontheexistingbridge.

NeilPedersen,AdministratorfortheMarylandStateHighwayAdministration,followedwithapresentationontheissuesassociatedwithplanninganddesigningtheapproachroadwaysystemineachzone.Ifacrossingwereselectedinanyofthezones,theadjacentroadwaysmustbesufficienttocarrythetraffictoandfromthecrossing.AsignificantnumberofmilesofroadwayscouldbeaffectedbynewcapacityacrosstheBay,manyofwhicharecurrentlyorareexpectedtobeovercapacityinthefuture.CommunitiesandenvironmentalresourcesexistingalongroadwaysadjacenttotheBaycouldbeaffected.Asketch-leveltraveldemandmodelwasdevelopedaspartoftheTransportationNeedsReport.Thismodelcomputedorderofmagnitudecomparisonsbetweenthezones(thistypeofmodelisnotdetailedenoughfortheanalysisanddesignofanactualcrossing).Basedontheresultsofthemodel,trafficacrossthebridgewillcontinuetoincreasetoalevelwhereweekdaycongestionwillresemblethecongestionthatexistsnowonsummerweekends.Thecapacityoftheexistingbridgeis82,500vehiclesperday.The volumes forecasted for 2025 are 135,000 vehicles per day, which is 60 percent higher than the capacity of the existing bridge and approach roadways.Whenevaluatingeachzone,certainfactorscausetheneedforadditionalinfrastructure.Thetypesofroadwaysatacrossinglocationandtheexistingtraveldemandonthoseroadwaysmaynecessitateinfrastructureimprovements.Existingcontrolsofaccessandtrafficoperations,upgradesornewroadways,interchangeandaccesslocationsandtie-inswithexistingmajorcorridorsalsoaffecttheneedforadditionalinfrastructure.


10 11Task Force Report10 11Task Force Report

Foreachroadwaysegment,thesketch-levelmodelmeasuredAverageDailyTraffic(ADT),orthetotalnumberofvehiclesusingtheroadwayina24-hourperiod.ThemodelassignsaLevelofService(LOS),oraquantitativemeasureoftrafficoperationalconditionswhichisusedtocomparetheeffectsofano-buildandbuildalternativeonroadwaysadjacenttoeachpossiblecrossing.Rangesofoperationaredefinedforeachtypeofroadwaysection(signalizedintersections,freeways,rampjunctionsandweavingsections)andarerelatedtotheamountoftrafficdemandatagiventimeascomparedtothecapacityofthattypeofroadwaysection.

SixLOSaredefinedforeachtypeofroadwaysectionandaregivenletterdesignationsfrom“A”to“F,”with“A”representinggoodoperatingconditionsand“F”representing


Zone1 Zone2 Zone3 Zone4

AverageSummerWeekend:

2025ADTDivertedtothisZone 40,000 N/A 50,000 25,000

2025ADTRemainingonExistingBridge 95,000 135,000 85,000 110,000

AverageWeekday:

2025ADTDivertedtothisZone 25,000 N/A 25,000 15,000

2025ADTRemainingonExistingBridge 61,000 85,000 60,000 70,000

Table �: Summary of Projected Traffic Diversions by Zone

unsatisfactoryoperatingconditions.Foreachzone,Mr.PedersenpresentedtheLOSofmajorfeederroadsunderexistingconditions(2003)andfuture(2025)conditionswithandwithoutanewcrossingandagainremindedtheTaskForcemembersofthepreliminarynatureoftheforecasts.AsketchlevelmodelisnotdetailedenoughtobeusedinaformalNEPAstudy,butitcanbeusedtogiveageneralorderofmagnitudeestimateoftrafficprojections.Thesetypesofprojectionsareusefulinunderstandingtrendsofpotentialdiversionoftraffic,butareverypreliminaryinnature.Therefore,thetrafficnumberspresentedtotheTaskForcerepresentapreliminaryestimateofprojectedtrends.AsummaryoftheestimatedtrafficvolumesthatwoulduseanewcrossinginZones1,3or4arepresentedinTable3below.

1� 1�Task Force Report1� 1�Task Force Report

Zone 1 — Forsummertraffic,acrossinginZone1coulddivertapproximately40,000(ADT)fromtheexistingcrossing,buttheexistingcrossingmaystillcarryapproximately95,000(ADT),whichexceedsitscapacity.Forweekdaytraffic,acrossinginZone1woulddivert25,000fromtheexistingcrossing,leavingroughly61,000ADTontheexistingcrossing.TheUS50areaoutsideAnnapolis,ontheWesternShore,wouldremainseverelycongested.ThegreatesteffectontrafficvolumeswouldlikelybefromlandusechangesinKentCounty.Basedonthesesketchleveltrafficprojections,acrossinginZone1couldrequiremajorupgradestoMD702,MD43,NorthPointRoad,theapproachesalongI-695(BaltimoreBeltway),andanewroadorupgradestoexistingroadsfromTolchestertoUS301(approximately18-20miles).

Zone � — ForZone2,thelocationoftheexistingBayBridge,morelaneswouldbeneededadjacenttothebridgetomeetthecapacityoftheapproachroads.IncreasedcapacitywouldalsobenecessaryonUS50approachingAnnapolis.WideningtheUS50approachthroughAnnapoliswouldlikelyexacerbatecapacityissuesonI-97.OntheEasternShore,anupgradeofUS50fromtheUS301splittoMD404wouldbenecessary.TheroadwaysegmentofUS50betweentheBridgetoUS301wouldreachcapacityaround2030.

Zone � — Forsummertraffic,acrossinginZone3potentiallycoulddivertapproximately50,000(ADT)fromtheexistingcrossingandtheexistingcrossingcouldstillcarryapproximately85,000(ADT),whichslightlyexceedsitscapacity.Forweekdaytraffic,acrossinginZone3coulddivertapproximately25,000fromtheexistingcrossingwithroughly61,000ADTstillusingtheexistingcrossing.TheUS50areaoutsideAnnapolis,ontheWesternShore,wouldremainseverelycongested.AcrossinginZone3couldnecessitatewideningofMD4toeightlanesfromI-495toMD260(14miles).AmajorupgradetoMD260oranewroadway(8.5miles)alsocouldbeneeded.InTalbotCounty,anewlimitedaccessfreewaycouldbeneededfromKnappsNarrows,oversensitiveareas,totieintoUS50nearEaston(18miles).Thisnew

roadwaywouldrequireasignificantnumberofbridgesacrossriversandwetlandsystems.

Zone � — Forsummertraffic,acrossinginZone4coulddivertapproximately25,000(ADT)fromtheexistingcrossing,leavingtheexistingcrossingtostillcarryabout110,000(ADT),whichexceedsitscapacity.Onanon-summerweekday,acrossinginZone4coulddivertapproximately15,000(ADT)fromtheexistingcrossing,leavingroughly71,000ADTontheexistingcrossing.Forbothtypesoftraffic,majorcapacityissueswouldremainontheexistingbridge.US50outsideAnnapoliswouldremainseverelycongested.Inaddition,inCalvertCounty,MD4wouldneedtobeupgradedwithonetotwoadditionallanesineachdirectionwithgreatercontrolsofaccessfromI-495toPrinceFrederick(32miles).AnaccesscontrolledfreewaycouldbeneededaroundPrinceFrederick.InDorchesterCounty,anupgradetoMD16orconstructionofanewroadwaymaybenecessary.Thisupgradeornewconstructionwouldimpactsmallcommunitiesandroughly20milesofsensitiveenvironmentalareas(alongandnearMD16).Because85percentofDorchesterCountyiscoveredbywetlands,thelengthofroadwaybridgescouldbegreaterthantheBaycrossingitself.

Roadwaycosts,dependinguponthelocationoftheproject,couldapproach$100millionpermileinurbanareasand$30-50millioninruralareas(2005dollars).Crossingwetlandswouldincurgreatercosts.ThemajorityofthecommentsofferedbytheTaskForceattheendofMeeting#2wererelatedtothecostsandimpactsofconstructinganewcrossinganditsapproachroadways.

ThepurposeofthismeetingwastointroducetheNationalEnvironmentalPolicyActof1969(NEPA)andassociatedlawsandprocesses,whichgovern


Meeting # � – The Environmental Review and Regulatory Process


theenvironmentalreviewofallfederallyfundedtransportationprojects.Inaddition,stafffromMarylandenvironmentalagenciespresentedanoverviewoftheregulatoryprocessandtheenvironmentalresourceswithineachzonewhichmaybeprotectedbystateandfederalregulations.

AlanStraus,theprojectmanagerfortheconsultantteam,reviewedthefundamentaltenetsofNEPA,whichcomprisetheenviron-mentalreviewprocess.Theenvironmentalreviewprocessisguidedbybothproceduralandsubstantivestatutes,regulations,andguidance.Thisprocessincludesmorethantwodozenfederalandstatelaws,eachfocusedonprotectionofhuman,culturalandnaturalenvironmentalresources.

NEPAisaconsensusbuildingprocess(asshowninfigure4)whereinputfromallstakeholdersisusedtodevelopaprojectthatrespondstotransportationneedsandincludesathoroughevaluationofallenvironmentalimpactsandreasonablealternatives.Atspecificpointsintheprocess,regulatoryagenciesmustconcurthatNEPArequirementshavebeenmet.Inaddition,publicinvolvementisanimportantrequirementofNEPAstudies.EachmajorstepofNEPAhasanopportunityforpublicinteractionandcomment.TheTaskForceprocessisnotpartofNEPA,butresultsfromtheTaskForcewouldbeconsideredinanyfutureNEPAprocess.

TheNEPAprocessincludesthreestages:projectscoping,detailedstudies,anddecision-making.Duringprojectscoping,thePurposeandNeedstatement,whichjustifiesanddefinesthereasonfortheproject,isdeveloped.Theprojectstudyareaisalsodefinedandinventoriesofthenatural,human,andculturalenvironmentsarecollected.Duringthistime,traveldemandstudiesareconductedfortheexistingandfutureno-buildconditions.Also,theleadfederalandstateagencieswillsolicitinputfromthepubliconthePurposeandNeedstatementandonpotentialsolutions.Throughouttheprocess,no-buildisalwaysanoptionandisalsousedtocomparethebenefitsandimpactsofalternativesolutions.


Decision Point

Decision Point

Project Implementation

•Design

•Right-of-Way

•Construction

APPr

ox

imA

tely 7–10 y

eAr

s

NEPA

•PurposeandNeed

•AlternativesScopingandScreening

•DetailedEnvironmentalInventories

•NaturalResources

•Socio-economicFeatures

•CulturalResources

•PublicInvolvement

•DraftEnvironmentalImpactStudies

•EnvironmentalDocumentation

•Local,State,andFederalInteragencyCoordination

•RegulatoryPermitsandApprovals

APPr

ox

imA

tely 4–7 y

eAr

s

Task Force Process

•Sketch-levelTravelDemandModeling

•EnviromentalInventories

•CrossingTypes

•UnderstandingGrowthandEconomicDevelopment

•PublicInvolvement

•ReportofTaskForceFindings

1 yeA

r

Figure 4: NEPA Consensus Building Process


OncealternativesaredefinedthatcouldmeetthePurposeandNeed,detailedstudiesofengineering,traffic,andtheenvironment(naturalandhuman)areconductedtoevaluatethebenefits,impacts,andcostsofthealternatives.Environmentalstudiesincludewetlands,waterwaysandfloodplains,sensitivespeciesandhabitats,forestsandparklands,historicandarchaeologicalresources,neighborhoods,andcommunityfeatures.Thedetailedstudiesalsoevaluatelanduse,growthanddevelopment,traveldemandandcapacity,andairandnoiseimpacts.Theresultsofthesestudiesarepresentedtothepublicandagenciesinadraftenvironmentaldocument.Forlargecomplexprojects,thisdocumentiscalledaDraftEnvironmentalImpactStatement(DEIS).Duringthisstage,thepublichasanopportunitytoreviewandcommentonthedocument,bothataLocation/DesignPublicHearingandinwritingduringthecommentperiod.

Duringthedecision-makingstage,theleadagenciesreviewallcommentsontheDEIS,performadditionalstudiesandrefinealternatives,andrecommendaPreferredAlternative.TheFinalEnvironmentalImpactStatement(FEIS)documentsthesupportforthePreferredAlternativeandhowpubliccommentswereconsidered.ThepublicthenhasanopportunitytocommentontheFEIS.OnceFEIScommentsarereviewedandconsideredbytheleadagencies,aRecordofDecision(ROD)isissuedbytheleadfederalagency.Ifabuildalternativeisselected,thepreliminarydesigncomponentsofthepreferredaction,asdocumentedintheFEIS,areusedtoobtainthepermitsandregulatoryapprovalsnecessarytoconstructaproject.

ItiscriticalthatpublicstakeholdersareinvolvedduringeverystageofNEPA.Throughitshistoryofplanningandimplementingprojects,Marylandhasdevelopedagoodrecordofprotectingtheenvironmentandaddressingcommunities’concerns.

ThelawsthatguidetheNEPAprocessareadministeredby17federaland12stateagencies.Asanationalleader,Marylandusesaprocessthatcombinestheenvironmental

reviewprocesswiththeregulatoryprocessinanefforttostreamlinethetwoprocessesandmakethemmoreefficient.Theselawsinclude:

Federal Laws: •NationalEnvironmentalPolicyAct •Section401,402and404oftheClean

WaterAct •Section9ofRiversandHarborsAct •Section10ofRiversandHarborsAct •Section4(f)oftheU.S.Departmentof

TransportationAct •Section106oftheHistoricPreservationAct •Section6(f)oftheLandandWater

ConservationAct •Section307oftheCoastalZone

ManagementAct •Section7oftheEndangeredSpeciesAct •FishandWildlifeCoordinationAct •MigratoryBirdTreatyAct •NationalWildlifeRefugeSystem

ImprovementAct •WildandScenicRiversAct •MarineProtection,Researchand

SanctuariesAct •CleanAirAct •ResourceConservationandRecoveryAct •GeneralBridgeAct

State Laws •EnvironmentArticle •WaterwayConstructionandDam

SafetyAct •NontidalWetlandsProtectionAct •TidalWetlandsAct •SedimentControlAct •StormwaterManagementAct •AmbientAirQualityControlAct •NaturalResourcesArticle •MarylandEnvironmentalPolicyAct •ChesapeakeandAtlanticCoastalBays •CriticalAreaProtectionAct •Non-gameandEndangeredSpeciesAct •ForestConservationAct •ScenicandWildRiversAct •HousingandCommunityDevelopment

Article •MarylandHistoricalPreservationAct



Summary of Task Force MeetingsGarySetzer,DirectorofWetlandsandWaterwaysfortheMarylandDepartmentoftheEnvironment,presentedadditionaldetailaboutMaryland’sregulatoryprocessandhighlightedsomeofthefederalapprovalstypicallyneededfortransportationprojects.Inaddition,RenSerey,ExecutiveDirector,CriticalAreaCommission,ChesapeakeandAtlanticCoastalBaysCriticalAreaCommission,highlightedregulationsthatprotectforestbuffersandlandsadjacenttotheBay,suchastheForestConservationActandtheChesapeakeandAtlanticCoastalBaysCriticalAreaAct.

KennethMiller,DirectorofWatershedInformationServicesfortheMarylandDepartmentofNaturalResources,presentedresourcesandpotentialenvironmentalissuesforthoseresourcesineachzone.Allfourzonescontainsignificantnatural,human,andculturalresourcesthatwouldbeconsideredinanyfuturestudies.However,whileeachzonehasauniquesetoffeatures,therearesimilarconditionsbetweenzones.Eachprojectwouldhaveimpactsthatextendbeyondzoneboundariesknownassecondaryandcumulativeimpacts.Secondaryandcumulativeimpactscanresultfromthegrowthpressuresthatoccurwhennewcapacityismadeavailableandmaybegreaterthanthedirect,orlocal,impacts.

A summary of the major features in each zone:

Zone 1 — Zone1containsanabundanceofagriculturaleasementsandrurallegacyareas,somesensitiveresourceareas(habitatswherethreatenedandendangeredspeciesexist),wetland,floodplainsandseagrasses(submergedaquaticvegetation)aswellasparklands,communitiesandneighborhoods.Theproximityofafederalfacility,AberdeenProvingGrounds,tothiszonewouldalsobeaconsideration.OtherfeaturesofinterestinZone1includeCarrollIsland;GunpowderFalls;NorthPoint;Hart-Miller/PleasureIsland;RockyPointStatePark;MartinStateAirport;numerouscommunities,includingEssex,Dundalk,MiddleRiver,Chase,Chestertown,RockHall,andChurchHill;Patapsco,Back,andMiddleRivers;ChesterRiveranditscreeksand

tributaries;andChestertownandQuakerNeckLandinghistoricdistricts.

Zone � — WithinZone2,communitiesandneighborhoods,wetlands,seagrassesandfloodplains,parklands,sensitiveresourceareas,historicresourcesandprotectedlands(agriculturaleasements)exist.MuchoftheuniqueresourcefeaturesarefoundontheEasternShore.SomeofthespecificresourcesincludeSandyPointStatePark;theU.S.NavalAcademy,theSevern,Magothy,andSouthRiversandtheircreeksandtributaries;historicareas,includingAnnapolis,Stevensville,andCentreville;Stevensville,KentIsland,Centrevilleandothercommunities;EasternNeckIslandNationalWildlifeRefuge;WildfowlTrustofNorthAmerica–ChesapeakeBayEnvironmentalCenter;andtheChesterandWyeRiversandtheircreeksandtributaries.

Zone � — Zone3containshistoricresources;SensitiveResourceAreas;protectedlands,especiallyinsouthAnneArundelCounty;wetlands;floodplainsandseagrasses,especiallyontheEasternShorepeninsulassouthofSt.Michaels;andcommunities,neighborhoods,andtouristlocations,suchasDeale,NorthBeachandChesapeakeBeach.Inaddition,thecommunitiesofSt.Michaels(historicdistrict),TilghmanIsland,andEaston(historicdistrict),aswellasthehistoricareasnorthofChesapeakeBeacharelocatedinZone3.OtherfeaturesincludetheMiles,AvonandChoptankRiversandtheircreeksandtributaries;andtheHarrisandBroadCreeksandinlets.

Zone � — Zone4containsextensivewetlandsystems,includingthosedesignatedasWetlandsofSpecialStateConcern.MuchofthesensitiveenvironmentispartoftheBlackwaterNationalWildlifeRefuge,whichmakesupalargeportionofDorchesterCounty.Zone4alsocontainsfloodplainsandseagrasses,sensitiveresourceareas,parklands,communitiesandneighborhoodsandagriculturaleasements.MajorfeaturesofZone4includeCalvertCliffsNuclearPowerPlantandDominionCovePointLiquidNaturalGasterminal;CalvertCliffsandGreenwellStateParks;thecommunitiesinandaroundCambridge(includinghistoricalongMD16),PrinceFrederick,andChesapeakeBeach;


theSmartGrowthgoalsandthemostrecentPriorityPlacesinitiative.WhiletheStateprovidesoverallguidanceforgrowthpolicies,itisthelocalgovernmentsthatdetermineappropriatelanduseandzoning.EverycomprehensiveplanpreparedbymunicipalandcountyjurisdictionsinMarylandmustincludetheseeightvisions:

1.Developmentisconcentratedinsuitableareas

2.Sensitiveareasareprotected

3.Inruralareas,growthisdirectedtoexistingpopulationcentersandresourceareasareprotected

4.StewardshipoftheChesapeakeBayandlandisauniversalethic

5.Conservationofresourcesispracticed

6.Economicgrowthisencouragedandregulatorymechanismsareaddressedtoachievethesevisions

7.Adequatepublicfacilitiesandinfrastructureareavailableorplannedinareaswheregrowthistooccur(2000Session)

8.Fundingmechanismsareaddressedtoachievethesevisions

Buildinguponitseightvisions,Marylandimplementedtwoadditionalpiecesoflegis-lationtopromotegrowthanddevelopmentinthemostsuitableareas.SmartGrowthlegislationfrom1997identifiesPriorityFundingAreas(PFA)andchannelspublicinvestmenttotheseareas.Thisconcentratesgrowthwhereinfrastructure,suchaswaterandsewerlines,schoolsandadequateroadways,alreadyexistsandprotectsnaturalenvironmentalresourceareasatthesametime.

Countiesandmunicipalitiesplanfuturelandusesbydesignatingspecificzoningtoregulatethedensityandtypeofdevelopmentinspecificareas.Theinterdependentrelationshipbetweenlanduseandtransportation

thePatuxentRiveranditscreeksandtributaries;TaylorsIslandWildlifeManagementArea;historicareasaroundPrinceFrederickandwestofCalvertCliffs;andtheLittleChoptankandHongaRiversandtheircreeksandtributaries.

ThesepresentationsgeneratedalivelydiscussionofhowalternativeswouldbedevelopedandhowzonesmaybeselectedforfurtherstudyaspartoftheNEPAprocess.Manycommentsfocusedontheconsiderationofothermodesoftravel,suchastransit,insteadofanewhighwaybridge.Inaddition,theTaskForceinquiredaboutArticle25oftheMarylandCode,CountyCommissioners/MiscellaneousProvisions/§236,ConstructionofTollFacilities.ThisMarylandlawstatesthat(a)AStateagency,includingtheMarylandTransportationAuthority,maynotconstructanytollroad,tollhighway,ortollbridgeinthecountiesenumeratedinthissectionwithouttheexpressconsentofamajorityofthegovernmentsoftheaffectedcounties.(b)ThissectionappliestoCarolineCounty,CecilCounty,DorchesterCounty,KentCounty,QueenAnne’sCounty,SomersetCounty,TalbotCounty,WicomicoCounty,andWorcesterCounty.Acopyofthislaw,whichwouldalsobeconsideredattheappropriatetimeinthefuture,wasprovidedtotheTaskForce.

ThepurposeofthismeetingwastoprovideinformationaboutgrowthandeconomicdevelopmentintheWesternandEasternShorecountiesandhowtheseactivitiesrelatetoeachotherandtotheneedforcapacityacrosstheBay.JimNoonan,DirectorofInfrastructurePlanningfortheMarylandDepartmentofPlanning(MDP),firstexplainedtherelationshipbetweenMDP’schargeandthelocalandcountycomprehensiveplanningprocesses.MDPisthestateagencyresponsibleforcoordinatingstatewideplanninginitiatives,includingthevisionsandgoalsofthe1992PlanningAct,


Meeting # � - Growth and Economic Development


infrastructuremakesthetimingofinfrastructureimprovementscritical–ideally,countyrequirements,suchasAdequatePublicFacilityOrdinances,wheredeveloperspayforlocaltransportationimprovementsnecessarytoaccommodatenewdevelopment,controlthepaceofdevelopmentsothatthedemandforinfrastructuredoesnotoutpacetheavailabilityoflocalandStatefunding.TheStateConsolidatedTransportationProgramandlocalCapitalImprovementProgramsdictatethepaceofinfrastructureinvestmentsthatsupportdevelopment.Whilelocalgovernmentsareresponsibleforprovidingtheinfrastructuretosupportwhatisinthecomprehensiveplan,

Summary of Task Force MeetingstheStatespendsitsinfrastructureinvestmentsonwhatlocalgovernmentsdesignateastheirhighestpriorities.

WhileMaryland’sbirthanddeathratesbalanceout(nonetpopulationgain),immigrationandmigrationfromotherstatesandnationsisstrong.Maryland’seconomyremainsvibrant,withamplejobopportunities,evenwhenthenationaleconomygrowsataslowerpace.Housingaffordability,goodschools,qualityoflifeamenities,andproximitytoculturalcentersmakeMarylandattractivetonewbusinessesandnewresidents.Thedemandforsecondhomesandretirementhomesdrivesthehousingmarket

Transportation Influences Land Use

Land Use Influences Transportation


IntheBaltimoreandWashingtonregions,therateofgrowth,whichhastraditionallyincreased,willdeclineoverthenext30years.Inthepast30years,thefastestgrowthhasoccurredinSouthernMarylandandthisrapidgrowthwillcontinueoverthenextthirtyyears.Figure6showsthechangeingrowthbetween1970and2000andprojectedgrowthfor2030intheEasternShoreCounties.Overthenext30years,agrowthspikeisexpectedtooccurontheEasternShoreduetotheavailabilityofaffordablerealestate.Forexample,18,500housingunitswereaddedtoEasternShorecountiesbetween1970and2000.Overthenext30years,however,27,000unitswillbeadded,anincreaseof150percentovertheprecedingtimeperiod.

UnlikeotherEasternShorecounties,KentCountyanticipatesevengrowthoverthenext30years.TheCountyexpectsthat2,900unitswillbeaddedwithinthistimeframe,anincreaseof31percent(theCountyhasinfrastructuretosupportcreationof5,000units).Muchoftheresidentialgrowthwillbesecondhomesandretirementhousing,andwillbeconcentratednearexistingpopulationcentersandalongtheshorelines.SomeofthedemandforhousingcomesfromDelawareemploymentcenters.HousingontheEasternShoreisaffordablewhencomparedtootherpartsoftheregion.AvailabilityofhousinginKentCountydoescontributetocommutingpatternsacrosstheBayBridge.

Summary of Task Force MeetingsontheEasternShore.Thestrongdemandforhousingistemperedbyconstraintssuchastheavailabilityofwaterandsewerservice,limitsonnutrientinputstostreamsandwatersheds(federalregulation,NPDES),surfacewaterandgroundwatersupplies,adequateschoolfacilities,

andnecessarycommunityservices.Ingeneral,residentialgrowthintheWesternShorecountieshasnotinfluencedthetrafficontheBayBridgeasmuchasgrowthinEasternShorecounties.ThehouseholdgrowthtrendsforMarylandcountiesareshowninFigure5.

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Figure 5: Household Growth Trends–1970-2030



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Figure 6: Residential Growth Trends–Eastern Shore

QueenAnne’sCountyanticipatessignificantgrowthduringthenextthirtyyears.NewdevelopmentintheCountyislargelydrivenbytheeasycommutetotheWesternShore.AdditionaldemandcomesfromDoverareacommutersandfromsecondandretirementhomeowners.TheCountyexpectsthat9,500unitswillbeaddedby2030,anincreaseof56percent.BecausethecurrentComprehensivePlanforQueenAnne’sCountyonlyplansforthecreationof6,700units(basedoninfrastructurecapacityandavailablelandindesignatedgrowthareas),theshortfallwillcreatepressuretoannexlandsadjacenttoexistingpopulationcenters.QueenstownandCentrevillehaveproposalsforannexations.

CarolineCountyanticipatessignificantgrowthduringthenextthirtyyears.ThoughCarolineCountyisfartherfromtheBayBridge,itshowsgrowthtrendssimilartoQueenAnne’sandTalbotCounties.Affordablehousing,as

comparedtotheWesternShore,drivesexistingandfuturedemandforhousinginCarolineCounty.Somedemandstemsfromretirementandsecondhomepurchases.TheCountyexpectsthat8,500unitswillbeneededby2030,anincreaseof71percent.Becausethecurrentcomprehensiveplansshowacapacityforonly3,600units(basedoninfrastructurecapacityandavailablelandindesignatedgrowthareas),theshortfallwillcreatepressuretoannexlandsadjacenttoexistingpopulationcenters.ThecityofDentonisconsideringannexations.AnewsewersystemisbeingplannedinGoldsborotosupportanticipatedgrowth.

TalbotCountyanticipatesevengrowthduringthenextthirtyyears.PlannedgrowthareasinEastonandTrappeprovideaffordablehousingforthegrowingworkforce.MuchofthisworkforcecommutestotheWesternShore.TheCountyexpectsthat5,000unitswillbeneededby2030,anincreaseof30percent.

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ThisgrowthwillputadditionalpressureonexistinghighwayinfrastructureincludingtheBayBridge.Locallanduseplansanddecisionsinfluencetheneedfortransportationfacilitiesthatservetheregion,suchastheBayBridge.CurrentcomprehensiveplansweredesignedinthecontextoftheexistingroadwayinfrastructureanddonotconsiderthepossibilityofadditionalcapacityacrosstheChesapeakeBay.Atthistime,noneofthelocalplanningdocumentsidentifyaneedordesireforadditionalcapacity.

AttheconclusionofMr.Noonan’spresentationongrowth,TaskForcememberscommentedontheneedtoreassessgrowthprojectionsifmunicipalannexationsbecomeacommonorfrequentresponsetogrowthpressures.Annexationwouldallowmuchhigherdensitiesandcouldinvalidatethecurrenthousingprojectionssignificantly.

Next,JimRzepkowski,AssistantSecretaryfortheMarylandDepartmentofBusinessandEconomicDevelopment,presentedinformationoneconomicdevelopmentinMarylandandspecificallyontheEasternShore.Hediscussedcurrenteconomictrends(i.e.,medianincome,unemploymentrates,etc.),therelationshipbetweeneconomicdevelopmentandtransportationinfrastructure,andtheconstraintsandpossibilitiesforeconomicdevelopmentontheEasternShore.Maryland’seconomyisoneofthestrongestinthecountry.Marylandhasthesecondhighestmedianhouseholdincomeinthenationat$57,588.In2004,Maryland’sunemploymentratewas4.2percent(10thlowestinthecountry).Maryland’seconomicstrengthstemsinpartfromitslocationalongtheI-95Corridor.Manyfederalfacilitiesandmilitaryinstallations,privateandpublicresearchcenters,suchastheNationalInstitutesofHealth,JohnsHopkinsandtheUniversityofMaryland,areincloseproximitytoBWIAirportandthePortofBaltimore.Marylandalsohasathrivingbiotechcorridor(I-270)inMontgomeryCounty.

WesternShoreeconomieshaveshiftedtoknowledge-basedandservice-orientedeconomiesthatofferhigherwagejobsthan

Municipalgrowthmanagementtoolscreatedacapacityfor12,600additionalhousingunits.However,thisgrowthmayputstressonotherinfrastructure,particularlytransportation.Growthoutsidemunicipalitiesisdrivenbythemarketsforretirementandsecondhomes.

DorchesterCountyanticipatesevengrowthduringthenextthirtyyears.DorchesterCountyisperceivedasanideallocationbecauseitisonlyanhour’sdrivefromtheBaltimore-WashingtonAirport,employmentcentersandtheculturalamenitiesoftheBaltimore-Washingtonarea.Muchofthehousingdemandstemsfromitsproximitytotheseareas.Therelativeaffordabilityofhousing,ascomparedtotheWesternShore,makesDorchesterCountyattractivetocommuters.TheCountyexpectsthat6,000unitswillbeneededby2030,anincreaseof30percent.ThecurrentComprehensivePlanshowsacapacityfor26,100units.Waterandsewerinfrastructureisnotyetinplacetoaccommodateplannedgrowth.ThedemandforhousingintheremainderoftheCountyisprimarilydrivenbytheretirementandthesecondhomemarketandrealestateinvestment.

Insummary,thedemographicspresentedtotheTaskForcewerebasedonwhatiscontainedinlocallanduseplansdraftedbytheEasternShorecounties.Thetimingandneedfortransportationinfrastructureisdependentuponlocallandusepolicies.TheabundanceofaffordablehousingopportunitiesontheEasternShoreisasignificantcontributortocommutertrafficontheBayBridge.ThenumberofhouseholdsinmanyEasternShorecountiesisprojectedtoincreasefasterthanhistoricalgrowthrates.Stateofficialsresponsibleforthehighwaysystemthatservestheseareas,areconcernedabouttheamountofinfrastructurenecessarytosupportprojectedgrowthduringthenextthirtyyears,evenwithoutadditionalcapacityacrosstheBay.ThedemandforjobsandscarcityofhousinginDelawarealsowillhaveanimpactonnearbyMarylandcounties.NewjobgrowthontheEasternShorecouldprovideabalancingeffectbut,ifthenext10yearsmirrorthelast,themajorityofgrowthwillbecommuterrelated.


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thoseinotherareasofMaryland,suchasWesternMaryland,BaltimoreCityandtheEasternShore,whichhavenotexperiencedthesamerateofgrowth.TraditionalindustriesliketheMarylandwaterman,theseafoodindustryandmanufacturingaredecliningontheEasternShore.Agriculturallandisbeingsoldfornewhousingdevelopments.

EasternShorecountieswiththeeasiestaccesstoemploymentcentersontheWesternShore(QueenAnne’sandCecilCounties)havethehighestmedianincome.ResidentsandbusinessesinthesecountiesdependonaccesstotheWesternShore.Nearly42percentofcommuterstotheWesternShorecomefromQueenAnne’sCountyandroughly15percentcomefromCecilCounty(thoughCecilCountyresidentsmostlikelyuseI-95andUS40.)EmploymentcentersontheWesternShoreincludetheAberdeenProvingGrounds/EdgewoodArsenal,JohnsHopkins,ISGSteel,theSocialSecurityAdministration,ConstellationEnergy,UniversityofMarylandMedicalCenter,thePortofBaltimore,BWIAirport,FortMeadeandtheNationalSecurityAdministration,federalfacilitiesintheDistrictofColumbiaandtheI-270BiotechCorridor.RecentBaseRealignmentandClosure(BRAC)planswillresultinadditionalemploymentontheWesternShore,whichwilldrawfromtheworkforcelivingontheEasternShore.FortMeadeanticipates10,000to15,000newjobsandAberdeenanticipates5,000newjobsoverthenextseveralyears.AsmallpercentageofWesternShoreresidentscommutetojobsontheEasternShore.Someofthisdemandisdrivenbythehousingconstructionandservice-basedindustriesontheEasternShore.

Economicdevelopmentopportunitiesarefosteredbyaffordablebroadbandaccess,availablelandforindustrialsitesandcommercialbuildings,waterandsewerserviceavailabilityandsufficienttransportationinfrastructure.EconomicdevelopmentontheEasternShoreislimitedbythelackofaffordablebroadbandaccess,althoughfundingisnowinplacetohelpprovidebroadbandaccess.Newindustrialandtechnologyparks

arebeingplannedinallofthecountiesontheEasternShore.

LargescalebusinessesmayconsidertheavailableworkforceontheEasternShoretobetoosmallfortheirneeds.Regardlessofrecenthighwayimprovements,companiesareconcernedaboutalackofhighwayaccessibilitytodelivertheirproductstomarketsontheWesternShore.Forexample,duringthere-deckingoftheeastboundspanoftheBayBridge,theAuthoritylimitedtrucktraffictoeasecongestionforcommuters.MembersofthebusinessandtransportindustrieswereveryvocalabouttheirdependenceonareliableBayCrossing.

TheLowerEasternShore(Somerset,WicomicoandWorcesterCounties)hasplanstodiversifyitseconomicbaseandexpandknowledge-basedbusinesses.ThisregionalsoplanstomaintainandlengthenthetourismseasonandexpanditsTourismandHospitalityindustry.Theregionisplanningforanincubatorfacility(relatingtoagricultureoraerospace)linkedtotheUniversityofMarylandEasternShore(UMES).Theregionanticipateseconomicgrowthinaerospace,distribution,marineindustry,agricultureandmanufacturing.

TheMid-Shore(Caroline,DorchesterandTalbotCounties)hasplanstoretain,createandrecruitinnovativecompaniesthatpayhigherthanaveragewages.Thisregionwillemphasizesupportingsmalllocalstartupcompaniesandentrepreneurs.TheMid-ShoreisdevelopingabrandingstrategytoattractregionalmarketsandexpandHeritageTourism.

TheUpperShore(Cecil,Kent,andQueenAnne’sCounties)emphasizesinfrastructure,affordablehousing,tourism,sustainableagricultureandcreatingemploymentopportunitiesforlocalresidentswhocommutetotheWesternShore.TheBaltimoreMetropolitanRegion(AnneArundel,Baltimore,Carroll,HarfordandHowardCountiesandthecitiesofBaltimoreandAnnapolis)willcontinuedevelopmentoftechnologyindustry,specificallytheareasofhomelanddefense,andresearchand


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developmentandwillcreatehigh-endjobsandhigh-valuemanufacturingjobs.Theregionexpectstoretainandexpandexistingbusinessesandattractnewbusinesses.Theregionwillexpanditstaxbasethroughnewrealestatedevelopmentopportunities.TheBayBridgeisnotcentraltoeconomicprioritiesbecauseI-95isthisregion’stransportationcorridor.

SouthernMaryland(Calvert,CharlesandSt.Mary’sCounties)hasoneofthelowestunemploymentratesintheState(lessthan3percent).Theregionwillretainandexpandagricultureandrelatedbusinesses.Theregioncontinuestomarketitselfasgoodplacetolive,workanddobusiness.SouthernMarylandisdevelopingaregionalplanformanagingitswaterresourcesandplanningforexistingandprojectedcongestiononmajortransportationcorridorswithinandleadingintoSouthernMaryland.Withintheseplanningefforts,theregionisdeterminingthesustainablegroundwateryieldforsustainablepopulation

forSouthernMaryland.Thisregion’slowunemploymentratemeansanewcrossingwouldlikelydrawfromtheworkforceontheEasternShore.Countieswithhigherunemploymentrates,likeDorchesterCounty,haveanavailablelaborforce.

TourismbringssignificantearningstomanycommunitiesandmunicipalitiesinMaryland.Inthepastfiftyyears,OceanCityhasbenefitedthemostfromtheconstructionoftheBayBridge.In2003,Maryland’sAtlanticbeachresortswelcomed3.5millionvisitors.Eachyearbeachvisitorsspendabout$1billion.TheperceptionisthatOceanCity,Marylandisbuiltout;however,thisisnottrue.OceanCitywillhavesignificanthousingcapacityasformerindustrialsitesandbeachfronthomesaredevelopedintocondominiums.Inadditiontoreducingtraffic,Maryland’s“GoEarly-StayLate”and“TakingtheHeatOutofSummerTravel”programshaveyieldedadditionaltourismdollars.

Insummary,somekeyeconomicindicatorsshowtheEasternShorecountieslaggingbehindBaltimore-Washingtonregion.TheWesternShorecountiesbenefitfromtheirproximitytotheI-95corridorandbroadbandaccess.ThishasenabledtheWesternShorecountiestotransitionfromagriculturaleconomiestoknowledge-basedindustries.EconomicdevelopmentintheWesternShorecountieswouldnotbeaffectedverymuchbyanewBaycrossingbecausetheeconomicenginedependsontheI-95corridor.TheBayBridgeiscriticaltotheeconomicvitalityoftheLowerEasternShorebecauseitsupportsatourismindustry(OceanCity)secondonlyBaltimoreCityintourismdollarstotheState.


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