For 30 years, from 1981 to 2011, the Chesapeake Bay Bridge governed my life as I commuted from Easton, first to Baltimore and then Annapolis. I developed a love-hate relationship with this two-span colossus, concerned not only about frequent traffic delays but also its structural integrity and its effectiveness as a vital link between the Eastern and Western shores.
Now, I am even more driven by doubt.
A recent life-cycle cost analysis by the Maryland Transport Authority (MdTA) stated that by 2040, without additional lanes, the aggravating back-ups that occur mostly on summer weekends will happen daily. Eastbound back-ups during the reach the beach months could extend 13 miles to Route 97 by 2040. For westbound travelers, daily back-ups could be three miles long, while Sunday jam-ups could be 14 miles, to Wye Mills, by 2040, according to the study.
As for the structural capability—keeping in mind that the two-lane east span was built in 1952, and the three-lane west span was completed in 1973—the analysis is rather stark …” that with programmed and anticipated rehabilitation and maintenance the existing structures can be maintained in fair or better condition through 2065…”
The solution to this grim news is obvious but so very difficult and disruptive. Options offered are 1) build a new three-lane bridge, or 2) demolish the eastbound span and build a new five-lane structure, or 3) demolish the two existing spans and build a new eight-lane Bay Bridge, or 4) maintain existing the three-lane westbound span and widen and refurbish the existing two-lane eastbound span to three lanes.
These options cost between nearly $4 billion and $6.9 billion in 2014 dollars, according to MdTA. These costs seem unrealistically low to me. They include widening the lanes leading to and from the Bay Bridge.
So, where do we go from here?
My 30 years of commuting taught me one thing, beyond anything else. The Bay Bridge is already obsolete in handling today’s traffic. Even during the middle of winter, I saw increasing traffic on Thursday evenings. Those with second homes have grown in number and frequency of visits. Commuters not only from Kent Island but also Easton, Denton, Cambridge and Salisbury have increased. My observations are anecdotal, gained from anguishing trips home to Easton in every type of weather.
I am not entirely surprised that MdTA seems to be avoiding a siren of urgency. Construction of a new bridge or expansion of the existing is a politically explosive subject. Were I living on Kent Island, I would be dumbstruck by the possibility that an even larger, more obtrusive highway would slice through my community. I would think we already have sacrificed quality of life derided by many as another incarnation of the congested, charmless Glen Burnie in Anne Arundel County.
Some would argue that another Bay Bridge or an expanded one would impose even greater pressure on the Eastern Shore than already exists for residential and commercial development. That might be a valid objection—ignoring that Queen Anne’s, Talbot, Caroline and Dorchester counties can control runaway development through zoning and thoughtfully designed comprehensive plans.
I’ve often wondered why the powers-to-be in Ocean City, the mecca of Maryland tourism, haven’t screamed for another Bay Bridge. Perhaps its thousands of visitors have calmed down from the wretched back-ups by the time they reach sand and sunshine. I’ve also wondered why the commercial trucking industry has not complained loudly and often about time lost on Route 50/301.
From a practical standpoint, the huge amount of dollars for a major public works project such as a new or expanded Bay Bridge, is not readily available, if at all today in Maryland. Maybe federal dollars are available. I suspect that transportation leaders in our state have considered a public-private partnership to build and finance the Bay crossing. That option too comes with controversy; the public has to decide if it wants to share the proceeds from a profitable Bay Bridge.
I’m pleased that the state has issued yet another Bay Bridge study. If it is not to gather dust (is that still a relevant concern in the IT age?), Annapolis politicians will have to gather the stamina and will have to persuade citizens on the Eastern and Western Shores, possibly through a referendum, to approve a badly needed renovation and expansion of the Chesapeake Bay Bridge. The public voice must be heard.
I suggest we all think about the future and the increasing traffic misery created by an inadequate Bay Bridge. I suspect that pondering this future may be unpleasant and distasteful for many. And I understand that.
Columnist Howard Freedlander retired in 2011 as Deputy State Treasurer of the State of Maryland. Previously, he was the executive officer of the Maryland National Guard. He also served as community editor for Chesapeake Publishing, lastly at the Queen Anne’s Record-Observer. In retirement, Howard serves on the boards of several non-profits on the Eastern Shore, Annapolis and Philadelphia.
Joe Lill says
I wonder if there has been any discussion of using a tunnel instead of a bridge?
joe diamond says
If you want to get the room very quiet just mention the other dinosaur in the living room.
Gee, hon, wouldn’t it be great if we could go from Essex right over to Rock Hall? Or, from somewhere on the east edge of the Baltimore Beltway a bridge or tunnel could be built that would connect to a land route to the Delaware Memorial Bridge.
Then there is the other one. Somewhere near Solomon’s Island connect to a new road near Crisfield. This would divert truck traffic coming from the south away from the current Bay Bridge complex, Washington D.C. & Baltimore.
See how quiet it gets?
Joe
joe diamond says
Joe,
I know tunnels were considered. As I understand it the shipping channel controls where the bridge has to be high or the tunnel low. North of Rock Hall the bay depth drops off to around forty feet. Below the current bridge the depth goes below one hundred feet in the channel. Deep tunnels get expensive. Bridge locations have been proposed that take advantage of land elevation to cross the channel and low bridges or tunnels to span shallow areas.
Always a good show when the boys get to discussing another bridge!
Joe