Baltimore City

November 2007 BALTIMORE REGIONAL TRANSPORTATION PLAN

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Table of Contents

Executive Summary

What is Transportation Outlook 2035? ...... iii

Introduction, Section 1

Planning Process For Transportation Outlook 2035 ...... iv Introduction, Section 2

Will Transportation Outlook 2035 Be Successful? ...... vii Introduction, Section 3

Addressing the Funding Shortfall ...... ix

Chapter One

Transportation Planning in the Baltimore Region ...... 3

Chapter 1, Section 1

The Baltimore Regional Transportation Board ...... 4 Chapter 1, Section 2

Metropolitan Planning Area ...... 5 Chapter 1, Section 3

SAFETEA-LU ...... 6 Chapter 1, Section 4

Regional Transportation Planning Process ...... 9 Chapter 1, Section 5

Goals, Strategies, and Supporting Actions ...... 14

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Chapter Two

Snapshot of our multi-modal transportation system ...... 29

Chapter 2, Section 1

Highway Transportation System ...... 31 Anne Arundel County ...... 32 Baltimore City ...... 32 Baltimore County ...... 33 Carroll County ...... 33 Harford County ...... 34 Howard County ...... 34 Chapter 2, Section 2

Public Transportation System ...... 36 Chapter 2, Section 3

Other Transportation Services ...... 43 Chapter 2, Section 4

Bicycle and Pedestrian Transportation ...... 45 Freight Movement ...... 46

Chapter Three

Connecting Growth Management and Transportation ...... 59

Chapter 3, Section 1

Smart Growth Priority Funding Areas Act ...... 60 Chapter 3, Section 2

Regional Coordination with Local Land Use ...... 60 Chapter 3, Section 3

Local Land Use Plans...... 62 Chapter 3, Section 3.1

Anne Arundel County ...... 62

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Chapter 3, Section 3.2

Baltimore County ...... 64 Chapter 3, Section 3.3

Carroll County ...... 66 Chapter 3, Section 3.4

Harford County ...... 67 Chapter 3, Section 3.5

Howard County ...... 70 Chapter 3, Section 3.6

City of Annapolis ...... 73 Chapter 3, Section 3.7

Baltimore City ...... 75 Chapter 3, Section 4

Consistency with State and Local Growth Patterns ...... 77

Chapter Four

Regional Trends and Challenges ...... 81

Chapter 4, Section 1

Socio-economic Trends ...... 82 Chapter 4, Section 1.1

The “Baby Boom” Impact ...... 83 Chapter 4, Section 1.2

Racial/Ethnic Trends ...... 84 Chapter 4, Section 1.3

Neighboring Influences ...... 85 Chapter 4, Section 2

Transportation Trends ...... 87

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Chapter 4, Section 2.1

Key Indicators of Travel Demand ...... 87 Chapter 4, Section 2.2

Other Travel Trends ...... 88 Chapter 4, Section 2.3

Freight Trends ...... 89 Chapter 4, Section 2.4

Safety Trends ...... 92 Chapter 4, Section 2.5

Air Quality Trends ...... 93 Chapter 4, Section 3

Regional Challenges ...... 94 Chapter 4, Section 3.1

Transportation Choices ...... 94 Chapter 4, Section 3.2

Aging Infrastructure ...... 95 Chapter 4, Section 3.3

Socio-Economic Growth ...... 96 Chapter 4, Section 3.4

New Military Employment ...... 97 Chapter 4, Section 3.5

Demand For New Capacity ...... 100 Chapter 4, Section 3.6

Goods Movement Explosion ...... 100 Chapter 4, Section 3.7

Environmental Stewardship ...... 101 Chapter 4, Section 3.8

Sustainable Communities ...... 102

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Chapter 4, Section 3.9

Impact of Maryland’s Structural Deficit ...... 106

Chapter Five

Building the Regional Transportation Plan ...... 109

Chapter 5, Section 1

The Socio-economic Forecast ...... 110 Chapter 5, Section 2

Financial Foundation ...... 112 Chapter 5, Section 2.1

Significant demographic characteristics of the Baltimore region ...... 113 Chapter 5, Section 2.2

Financing Maryland’s transportation projects ...... 114 Chapter 5, Section 2.3

Sources of Transportation Trust Fund monies ...... 114 Chapter 5, Section 2.4

How monies in the trust fund are allocated ...... 115 Chapter 5, Section 2.5

Near term revenue assumptions for the state Transportation Trust Fund ....115 Chapter 5, Section 2.6

Long term revenue assumptions for the state Transportation Trust Fund 117 Chapter 5, Section 2.7

System preservation and operating needs ...... 117 Chapter 5, Section 2.8

Financial restraints guiding the 2035 Plan ...... 118 Chapter 5, Section 2.9

The methodology employed to develop the revenue forecast for the Baltimore region ...... 118

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Chapter 5, Section 2.10

Revenues anticipated for the Baltimore region ...... 120 Chapter 5, Section 3

Developing Project Costs ...... 122 Chapter 5, Section 4

Project Prioritization ...... 123 Chapter 5, Section 4.1

Policy Prioritization Methodology ...... 124 Chapter 5, Section 4.2

Technical Prioritization Methodology ...... 125 Chapter 5, Section 4.3

Assessing a Final Score ...... 125 Chapter 5, Section 5

Committed, Regionally Significant, Preferred Alternative and Illustrative Projects ...... 126 Chapter 5, Section 5.1

Committed Projects ...... 126 Chapter 5, Section 5.2

Regionally Significant Projects ...... 129 Chapter 5, Section 5.3

The Preferred Alternative Investments ...... 131 Chapter 5, Section 5.3.1

Preferred Alternative Projects ...... 131 Chapter 5, Section 5.3.2

Demand Management Programs ...... 144 Chapter 5, Section 5.3.3

Management & Operations and Intelligent Transportation Systems ...... 146 Chapter 5, Section 5.3.4

Safety and the Strategic Highway Safety Plan ...... 147

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Chapter 5, Section 5.3.5

Security...... 148 Chapter 5, Section 5.4

Maryland Transportation Authority Projects ...... 149 Chapter 5, Section 5.5

Illustrative Projects ...... 151 Chapter 5, Section 5.6

System Performance of Outlook 2035 ...... 152 Chapter 5, Section 5.6.1

Travel Model Results ...... 152 Chapter 5, Section 5.6.2

Environmental Justice Results ...... 155 Chapter 5, Section 5.6.3

Air Quality Results ...... 157 Chapter 5, Section 6.4

Congestion Management Process ...... 162 Chapter 5, Section 6.4.1

Congestion Management Process from ISTEA to SAFETEA-LU ...... 163 Chapter 5, Section 6.5

Environmental Coordination Process ...... 167

Chapter Six

What Comes Next? ...... 179

Chapter 6, Section 1

Tackling the Budget Deficit to Address Un-met Transportation Needs ... 180 Chapter 6, Section 2

Monitoring System Conditions ...... 182

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3-C Continuing, Cooperative and Comprehensive ADA Americans with Disabilities Act APG Aberdeen Proving Ground APU Auxiliary Power Unit ASCE American Society of Civil Engineers B&O Baltimore and Ohio (Rail Line) BMC Baltimore Metropolitan Council BRAC Base Realignment and Closure BRTB Baltimore Regional Transportation Board BRTP Baltimore Regional Transportation Plan BWI Baltimore Washington Thurgood Marshall International Airport CAAA Clean Air Act Amendments of 1990 CAC Citizens Advisory Committee CEO Cluster Exchange Option CHART Coordinated Highways Action Response Team CLRT Central Light Rail Transit CMAQ Congestion Mitigation/ Air Quality CMP Congestion Management Process CMS Congestion Management System CO Carbon Monoxide COE Unites States Army Corps of Engineers CPA Community Planning Areas CPI-U Consumer Price Index – for all Urban Consumers CTP Consolidated Transportation Program CV Commercial Vehicle DEO Density Exchange Option DNR Maryland Department of Natural Resources DOD United States Department of Defense DOT United States Department of Transportation E&C Existing & Committed

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EPA United States Environmental Protection Agency ERS Emission Reduction Strategy EJ Environmental Justice ETL Electronic Toll Lanes FHWA Federal Highway Administration FMTF Freight Movement Task Force FTA Federal Transit Administration GDP General Development Plan GIS Geographic Information Systems GPS Global Positioning Systems HBW Home-Based Work HBNW Home-Based Non-work HOV High Occupancy Vehicle ICG Interagency Consultation Group ICTF Intermodal Container Transfer Facility ISTEA Intermodal Surface Transportation Efficiency Act of 1991 JARC Job Access and Reverse Commute JFX Jones Falls Expressway LOTS Locally Operated Transit System MAA Maryland Aviation Administration MARC Maryland Commuter Rail system MDE Maryland Department of the Environment MDP Maryland Department of Planning MDOT Maryland Department of Transportation MdTA Maryland Transportation Authority MMID Maryland Midland Railroad MMTIS Multimodal Traveler Information System M&O Management & Operations MPA Maryland Port Administration MPO Metropolitan Planning Organization MTA Maryland Transit Administration MTN Martin State Airport MTP Maryland Transportation Plan MVA Maryland Department of Transportation, Motor Vehicle Administration NAAQS National Ambient Air Quality Standards

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NEPA National Environmental Policy Act NOx Oxides of Nitrogen NS Norfolk Southern Railroad PECAS Production Exchange and Consumption Allocation System PFA Priority Funding Area PM2.5 Fine Particulate Matter PPP Public Participation Plan RAC Regional Activity Centers RC Rural Conservation RESI Regional Economic Studies Institute (Towson University) RFP Request for Proposal Ro-Ro Roll On-Roll Off RPD Regional Planning District RR Rural Residential SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users SHA Maryland State Highway Administration SHSP Strategic Highway Safety Plan SIP State Implementation Plan SOV Single Occupancy Vehicle SRTS Safe Routes to School STIP Maryland Statewide Transportation Improvement Program T&PW Transportation & Public Works TAZ Transportation Analysis Zone TDM Transportation Demand Management TEA-21 Transportation Equity Act for the 21st Century TIP Transportation Improvement Program TMA Transportation Management Association TOD Transit Oriented Development TRCC Traffic Records Coordinating Committee TTF Transportation Trust Fund UAWG Urban Area (Homeland Security) Work Group URDL Urban/ Rural Demarcation Line V/C Volume to Capacity VMT Vehicle Miles of Travel VOC Volatile Organic Compounds WBO Work-Based Other WMATA Washington Metropolitan Area Transit Authority

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FIGURE ES-1 BALTIMORE REGION

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Transportation Outlook 2035: velop. Past long-range trans- Creating a Blueprint for the portation plans included such Baltimore Region’s Future, major capital investments as called Outlook 2035, is the the extension of the Baltimore financially constrained long- Metro to Johns Hopkins Hos- range transportation plan for pital, the Baltimore Central the Baltimore region. The Light Rail, MD 100, MD 43 plan, reviewed every four and numerous transportation years, is an update to the investments that promote cost region’s 2004 transportation effective and efficient alterna- plan, Transportation 2030, tives to single occupant automobile travel. and creates a framework that guides transportation invest- Outlook 2035 envisions a ro- ments for the Baltimore re- bust multi-modal transporta- gion from 2013 through the tion system that provides an year 2035. The vision of Out- array of transportation choic- look 2035 was established es that efficiently and safely over the last 20 years as local moves people and goods while governments of the Baltimore accommodating the region’s region, assisted by state agen- future growth and prosperity. cies, collectively assembled as Outlook 2035, like its prede- the metropolitan planning cessor Transportation 2030, organization (MPO), be- addresses the relationship of gan to plan and implement transportation to land devel- actions for how the future opment, economic opportuni- transportation network of the ty, environmental stewardship Executive Summary Executive What is Transportation Transportation What is 2035? Outlook Baltimore region would de- and Maryland’s fiscal reality.

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A distinct feature of Out- portation investments that at BRTB is to provide regional look 2035 is the principle of this time have been balanced transportation planning and financial constraint. As re- against federal, state and policy-making for the Balti- quired by federal legislation, funds forecasted to be avail- more region and to develop financial constraint means able to underwrite the cost of a multi-modal transportation that transportation invest- implementing these strategic investment plan that satisfies ments outlined in a regional decisions. the federal mandates of Safe, Accountable, Efficient Trans- transportation plan must Outlook 2035 is prepared by portation Equity Act: A Lega- demonstrate that anticipated the Baltimore Regional Trans- cy for Users (SAFETEA-LU) revenues will be available to portation Board (BRTB), the and the 1990 amendments to support the cost of proposed federally designated MPO the Clean Air Act. infrastructure investments. for the Baltimore region. The The fiscal estimates utilized in BRTB is a 10 member policy Introduction, Section 1 the development of Outlook board consisting of the cities PLANNING 2035 are based on the recent of Annapolis and Baltimore, PROCESS FOR history of Maryland transpor- the counties of Anne Arundel, TRANSPORTATION tation spending, specifically Baltimore, Carroll, Harford OUTLOOK 2035 in the Baltimore region. In and Howard and the Mary- other words, Outlook 2035 is land Departments of Trans- SETTING A COURSE not a “wish list” but reflects a portation, Environment and In keeping with recent fed- listing of major capital trans- Planning. The mission of the eral requirements governing transportation policy, MPOs must develop a new long- range transportation plan every four years. Not only must this plan be financially constrained and meet air quality standards, but no transportation project can be eligible for federal aid unless the project is included in a federally endorsed long-range transportation plan. In creating a path for the completion of this effort, the BRTB identified a

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set of goals and strategies to ADDRESSING CHALLENGES guide the direction of Out- look 2035. Current and future Outlook 2035 addresses a number of challenges: trends that affect our region’s • Creating Transportation Choices transportation needs were an- • Socioeconomic Growth alyzed. Demographic changes • New Military Employment Opportunities Aging Infrastructure in the age and location of • • Goods Movement Explosion our regional population and • Financing the Demand for New Capacity households coupled with eco- • Environmental Stewardship nomic growth and workforce • Sustainable Communities and Urban Core demands (i.e., Base Realign- ment and Closure process), requires decision-makers to understand regional travel PRIORITIZING list of potential transportation behavior to implement effi- INVESTMENTS projects that were consistent cient and effective transpor- Pivoting from Transporta- with local jurisdiction priori- tation solutions. A first rate tion 2030, the BRTB col- ties. In all, over 130 highway, transportation system does laboratively developed crite- transit, bicycle, pedestrian, not only strive to address past ria and a subsequent list of and management and opera- mobility and access concerns, transportation improvements tions projects were submitted but must remain relevant and that were deemed “Region- viable to address future chal- for inclusion in the new long- ally Significant” or of critical lenges, such as the following: range plan. importance to all users of our • Creating Transportation A critical part of the plan- Choices transportation system. Six re- ning process, called “prioriti- • Socio-economic Growth gionally significant projects zation,” provided the BRTB • New Military Employ- were elevated to this status ment Opportunities given regional travel needs and with a tool to evaluate a wide • Aging Infrastructure the project’s anticipated com- range of individual transpor- • Goods Movement Ex- tation projects that collec- plosion pletion by 2020. The second • Financing the Demand step in the project submit- tively could be assembled to for New Capacity tal process centered on local achieve the most efficient and • Environmental Steward- government BRTB members cost effective solution to cur- ship working cooperatively with rent and future transportation • Sustainable Communi- ties and Urban Core the Maryland Department of demands. The methodology Transportation to develop a used to prioritize projects al-

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The BRTB analysis estimated that in 2007 dollars, $33.4 billion will be available through the TTF to operate, maintain and expand the region’s transportation system through the year 2035.

lowed for an in-depth look at quests, the Maryland Depart- the year 2035. Over the last both the policy and technical ment of Transportation, the 10 year period 45 percent of attributes of each project com- Maryland State Highway Ad- Maryland’s total transporta- pared against similar mode ministration and the Mary- tion operations budget has types. Policy criteria centered land Transit Administration been spent on transit, cover- on such project components assembled project specific ing such items as fixed-route as consistency with local com- cost estimates. service expansion and the re- prehensive plans and State placement of buses and other FINANCING Smart Growth policy, eco- transit facilities. Conversely, THE PLAN nomic development and inter- only 19 percent of the State’s The next big step in updating jurisdictional cooperation. For operations budget over this the previous plan was a fore- state funded projects located same period has been allo- cast of revenues and expendi- outside of Priority Funding cated to support the highway tures expected in the next 25 Areas, the state must address network. the projects’ eligibility under years. The Maryland Trans- the 1997 Act. Technical crite- portation Trust Fund (TTF) While preserving and operat- ria focused on system mobility, is the source of all state trans- ing a multi-modal transpor- congestion and safety. Transit portation dollars and therefore tation system are prerequi- oriented investments concen- became a controlling factor sites to a successful system, trated on ridership and conges- in developing Outlook 2035 the focus of Outlook 2035 tion relief. Using this process investment strategies. The is the new capital expansion to select projects ensured that BRTB analysis estimated that elements that are expected these projects would advance in 2007 dollars, $33.4 billion to be operational during the regional goals and promote vi- will be available through the plan’s horizon. After careful able transportation solutions. TTF to operate, maintain consideration of the basic While staff evaluated the mix and expand the region’s trans- costs to maintain and operate of candidate transportation re- portation system through our first class transportation

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system, the BRTB allocated tem performance and citizen and vibrant economy and 26 percent or $8.7 billion of input, the BRTB developed a quality of life. The expendi- the projected $33.4 billion multi-modal agenda of future ture of $8.7 billion supports budget to finance new capital transportation investments. highway and rail expansion transportation investments This “Preferred Alternative” and seeks to reduce auto de- between 2013 and 2035. was released for extensive pendency by investing in public review, incorporating alternative transportation CREATING AN best practices regarding pub- services and promoting en- ACTION AGENDA lic outreach and participation. ergy efficient and safe travel Over the 2-year course of de- At least one public outreach options. Coupled with a vast veloping Outlook 2035, the event was held in each of the array of existing regional and BRTB has continued to pro- BRTB member jurisdictions local transportation initia- actively engage various stake- and the BRTB devoted great- tives, Outlook 2035 serves holders, bringing many points er attention to available tech- as a catalyst to the continued of interest into the planning nologies such as the Internet development of a comprehensive regional mobility system. process to frame the direction and electronic visualization of this regional long-range to promote public awareness Introduction, Section 2 plan. A restructured Citizens and engagement. Public com- WILL TRANSPORTA- Advisory Committee has be- ments received throughout TION OUTLOOK 2035 come a more effective con- the 3-month public partici- BE SUCCESSFUL? duit for public involvement pation process convinced de- The true test for Outlook and is now more representa- cision-makers to reconfigure 2035 is whether it will actu- tive of the diverse interests in the initial allocation of avail- ally improve regional mobil- different parts of the region. able funds. The revised plan ity and safety, reduce time committed significant shares Based on project prioritiza- spent in congestion and en- of fiscal resources to projects tion, available revenues, sys- hance our quality of life. By that address more than one constantly monitoring the mode and expand the menu performance of our regional of transportation choices. transportation network; de- The transportation invest- cision-makers can compare ments and policies delineated a select group of criteria that in Outlook 2035 support the indicate the success in meet- development of a balanced ing the plan’s goals. Since it transportation system that is unlikely the BRTB will promotes our region’s diverse achieve all of the goals out-

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lined in this document, the MPO is committed, if necessary, to explore opportunities to introduce new measures that, it is hoped, will move the region in the right direction.

SYSTEM PERFORMANCE

M OBILITY – A multi-modal transportation system’s performance can be measured by its effect on roadway congestion. If transportation choic- FIGURE ES-2 es, trip reduction programs CONGESTION IN 2035 and system management N O BUILD OPTION The map illustrates that 25.3 percent of all projects are effective, vehicle roadways will be congested if no new transportation miles traveled (VMT) and projects are built, beyond those in the 2008-2012 Transportation Improvement Program. Compare congestion will be reduced. this to the map on the next page. However, economic and pop- More travel will occur during construction of new capacity. ulation growth are occurring peak travel times, and conges- faster than capacity improve- A IR QUALITY – At a mini- tion will more than double. ments can be made. mum, the transportation sys- Although Outlook 2035 will tem must not result in emis- In 2005, drivers in the Bal- help mitigate projected con- sions that would worsen air timore region traveled 56.5 gestion, congestion will still quality or delay the region million miles every day. Of all be nearly twice what it is to- from reaching timely attain- roadways, 11.2 percent were day. We simply do not have ment of federal standards. congested for at least one hour the resources to build our Because the Baltimore region of the day. Every day, drivers way out of it. Acknowledging is a nonattainment area for spent a total of 70,500 hours this fact, we have included ground-level ozone and fine sitting in traffic. management and operations particulate matter, as well as By 2035, the daily VMT is (M&O) as a separate catego- a maintenance area for car- projected to increase by 34 ry. The M&O projects help bon monoxide, the plan was percent, to 75.5 million miles. address congestion without tested to ensure consistency

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with stated goals. Improve- ments in air quality may be observed through reductions in mobile source emissions or maintenance of emissions despite increases in vehicle miles of travel.

In light of the importance of air quality, Outlook 2035 includes funding for transportation strategies to improve air quality, while simultaneously improving the efficiency of the system. FIGURE ES-3 CONGESTION IN 2035 Three categories of projects O UTLOOK 2035 PROJECTS to improve air quality are in- This map shows that 21 percent of roadways will be congested if Transportation Outlook 2035 is cluded: technological, behav- fully implemented. Major congestion is less than in the No Build option, but will still increase. ioral, and capital improve-

ments. Bicycle and pedestrian tion needs over the next 25- and steel products. Even with projects continue to be an year period. As detailed in the the General Assembly’s enact- important element in Out- 2003 Maryland Transporta- ment of a 2004 transporta- look 2035. tion Needs and Funding Re- tion revenue increase, dollars Introduction, Section 3 port, fiscal resources to sup- garnished from this package port system operations and ADDRESSING only allow the Maryland De- new capital improvements/ THE FUNDING partment of Transportation expansion have not kept pace SHORTFALL to fund projects currently with increasing materials and in the 2007 Consolidated As the BRTB embarked and labor costs. Overall costs of Transportation Program. continued upon the task of transportation improvements creating a new long-range have gone up 42 percent What appears to be needed transportation plan, it be- since 2004 and are projected is a reliable funding source came clearer and clearer that to continue to increase due to minimize the potential for projected revenues would not to the worldwide demand system deterioration and core cover the region’s transporta- for materials such as concrete service reductions.

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A revenue enhancement pack- This plan update could po- age recently outlined by Gov- tentially rebalance the high- ernor O’Malley is scheduled way and transit investments to provide an additional $400 currently proposed in Out- million to $600 million annu- look 2035. ally to build $40 billion worth of transportation infrastructure Additional revenue could over the next 20 years. support a new segment of the region’s 2002 rail plan, Rather than an increase in the enhance and expand Mary- State gas tax, the enhancement land Rail Commuter Service package includes the strategy (MARC) service and broaden of “indexing” the current gas the menu of transportation tax to a national construction options that shift single oc- costs index. cupant vehicle trips to other This approach would allow the more efficient transportation level of revenues flowing into modes. the Transportation Trust Fund to keep pace with rising con- Over the coming months, the struction costs. BRTB will continue to monitor the actions of the Mary- Without additional financial land General Assembly and capacity, the BRTB has been work together to identify a list forced to exclude the expansion of key regional transportation of the region’s rail network. priorities that create a bal- The region will face the results anced transportation agenda of placing regional mobility for the Baltimore region. demands solely on an already overburdened roadway net- If the BRTB is to sustain the work. region’s transportation system and meet the transportation Should the General Assembly challenges of the future, the approve a revenue enhance- region must come together ment strategy, the BRTB will and “grab the moment”. reexamine the project mix of Outlook 2035.

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Transportation Planning in the Baltimore Region

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Transportation Outlook 2035 ports and airports. Key trans- (Outlook 2035) is a com- portation related activities are prehensive, coordinated and addressed, such as transporta- multi-modal regional plan that tion demand management, addresses the Baltimore re- system management, safety, gion’s transportation needs for security and air quality confor- the years 2013 through 2035. mity analysis. Outlook 2035 is Outlook 2035 covers all major prepared and adopted by the modes of surface transportation Baltimore Regional Transpor- from a regional perspective, in- tation Board (BRTB), which cluding highways, public tran- is the Metropolitan Planning sit, bicycle and pedestrian fa- Organization (MPO) for the cilities. Additionally, Outlook Baltimore region. Outlook 2035 takes into consideration 2035 includes an extensive goods movement, special needs community outreach and pub- transportation and access to lic involvement program.

A BLUEPRINT FOR THE FUTURE Creating a Blueprint for the Baltimore Region’s Future Outlook 2035 is a long-range transportation plan for the Baltimore region. It serves as a multi-modal blueprint by identifying the ways the Baltimore region plans to invest in the transportation system over the next few decades. Chapter One Transportation Planning in Planning Transportation Region the Baltimore

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BRTB COMMITTEES

Current BRTB subcommittees and advisory Chapter 1, Section 1 ment of the Environment and groups include: THE BALTIMORE the Maryland Department of REGIONAL TRANS- Planning both of which serve • BRTB Executive PORTATION BOARD the BRTB in an advisory ca- Committee pacity. Outlook 2035 was de- • Baltimore Regional The BRTB is directly re- veloped under the direction of Operations Coordi- nating Committee sponsible for conducting the the 10-member BRTB with continuing, cooperative and input from its many subcom- • Bicycle & Pedestri- an Advisory Group comprehensive (3-C) trans- mittees. portation planning process • Budget Subcommit- for the Baltimore metropoli- Under the auspices of the tee tan region in accordance with BRTB exist a network of • Citizens Advisory the metropolitan planning re- committees and subcommit- Committee quirements of 23 CFR Parts tees formulated to focus on • Cooperative Fore- casting Group 450 and 500, Federal High- specific technical and policy way Administration (FHWA) areas. Through this diverse • Freight Movement Task Force and 49 CFR Part 613, Fed- group of committees, the • lnteragency Consul- eral Transit Administration BRTB is able to learn more tation Group (FTA). The BRTB is a 10- about specific areas of inter- • Transportation Man- member policy board consist- est, receive feedback and rec- agement & Opera- ing of the cities of Annapolis ommendations, and engage tions Partnership and Baltimore, the counties both professionals in related • Technical Commit- fields and the general public. of Anne Arundel, Baltimore, tee Carroll, Harford and How- The work of the committees • Traffic Signal Sub- also aids the BRTB as it works ard and the Maryland De- committee to ensure that transportation partments of Transportation, • Transportation & planning is integrated into Environment and Planning. Public Works Sub- Voting rights are extended to the region’s efforts to address committee economic development and all members with the excep- • Travel Analysis Ad- tion of the Maryland Depart- quality of life issues. visory Group

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Chapter 1, Section 2 METROPOLITAN renamed Bal- PLANNING AREA timore-Tow- son metro- The Baltimore metropolitan politan area planning area consists of Anne (excluding Arundel, Baltimore, Carroll, Queen Anne’s Harford, and Howard coun- County) is ties, and Baltimore City. The designated as planning area is part of the a “moderate” 2003 U.S. Office of Manage- non-attainment & Budget’s Baltimore- ment area for Towson Metropolitan Statis- the 8-hour tical Area (MSA), containing ozone stan- the Baltimore Urbanized dard and a Area, the Aberdeen-Havre nonattain- De Grace-Bel Air Urbanized ment area ment area is in the northern Area, the Westminster Urban- for fine particulate matter portion of the new 2003 Of- ized area, and Queen Anne’s (PM2.5) by the United States fice of management & Bud- County. Also included within Environmental Protection get designated Washington- the Baltimore region are thir- Agency (U.S. EPA) with 2010 Baltimore-Northern Virginia, teen smaller incorporated as the horizon year for attain- DC-MD-VA-WV Combined municipalities. The newly ment. The entire non-attain- Statistical Area. ABOUT THE BRTB • The BRTB is a 10-member board representing the cities of Annapolis and Baltimore, the counties of Anne Arundel, Baltimore, Carroll, Harford, and Howard, and the Maryland Department of Transportation, the Maryland Department of the Environment, and the Maryland Department of Planning. • As the Metropolitan Planning Organization (MPO) for the Baltimore region, the BRTB is directly responsible for ensuring that any federal money spent on existing and future transportation projects and programs is based on a continuing, cooperative, and comprehensive (3-C) planning process. All surface transportation projects and programs that receive federal funding in our region go through this planning process. • The mission of the BRTB is to provide regional transportation planning and policy making for the Baltimore region. A key component is the development of a federally mandated long-range transportation plan. • The Baltimore Metropolitan Council (BMC) is an organization established to identify regional interests and to develop collaborative strategies, plans, and programs that will improve the quality of life and economic vitality of the Baltimore region. The BMC employs a paid, professional planning staff which serves, in part, as technical staff to the BRTB.

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Chapter 1, Section 3 ative planning requirements, rulemaking, with a final rule SAFETEA-LU giving significant additional for metropolitan planning in responsibilities to metropoli- “23 CFR Part 450” issued on In the early 1970s, the U.S. tan planning organizations. February 14, 2007. Outlook Congress recognized the im- ISTEA was followed by the 2035 fully complies with the portance of regional coor- Transportation Equity Act for requirements of the updated dination and planning with the 21st Century (TEA-21) rule. legislation that required the and most recently in 2005, F EDERAL PLANNING FAC- formation of MPOs for met- the Safe, Accountable, Flex- TORS & KEY REQUIREMENTS ropolitan areas with a popu- ible, Efficient Transportation OF A METROPOLITAN PLAN lation greater than 50,000 Equity Act: A Legacy for Us- people. In 1991 Congress ers (SAFETEA-LU). Along In the Final Rule for Met- passed The Intermodal Sur- with identifying Federal ropolitan Planning, a series face Transportation Efficiency funding for a range of trans- of eight planning factors are Act (ISTEA) that posed a ma- portation programs and other identified that need to be jor change to transportation transportation related regula- considered in the metropoli- planning and policy, as the tions, SAFETEA-LU updated tan transportation planning first U.S. federal legislation in requirements for metropoli- process. These planning fac- the post-Interstate Highway tan transportation planning. tors are incorporated into the System era. The legislation In order to reflect SAFETEA- goals and strategies adopted presented an overall intermo- LU in their administrative by the BRTB and are embed- dal approach to highway and regulations, the FHWA and ded throughout the planning transit funding with collabor- FTA jointly issued proposed process, including the long- range plan, the Transporta- tion Improvement Program and the Unified Planning Work Program.

This continuous, cooperative, and comprehensive (3-C) process provides for consideration and implementation of projects, strategies, and services that address eight planning factors (seen on Page 7, Section 3).

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EIGHT PLANNING FACTORS

The continuous, cooperative, and comprehensive (3-C) process provides for consideration and implementation of projects, strategies, and services that address the following eight planning factors: 1. Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency; 2. Increase the safety of the transportation system for motorized and non-motorized users; In addition to the planning ment areas; 3. Increase the security of the factors that are threaded • The MPO shall coordi- transportation system for nate the development motorized and non-motor- throughout all activities of of the metropolitan ized users; the BRTB, there are specific transportation plan with 4. Increase accessibility and federal requirements and ac- development of transpor- mobility of people and tation control measures freight; tivities that drive the devel- in the State Implementa- 5. Protect and enhance the en- opment and content of the tion Plan; vironment, promote energy • The MPO, the State, conservation, improve the metropolitan transportation and public transit opera- quality of life, and pro- plan. These activities are sum- mote consistency between tors shall validate data transportation improvements marized in the statements be- utilized in preparing and State and local planned low: other modal plans that growth and economic devel- provide input into the opment patterns; • The transportation transportation plan, 6. Enhance the integration and planning process shall and the MPO shall base connectivity of the transpor- address at least a 20-year inputs on the latest avail- tation system, across and planning horizon; able estimates for popu- between modes, for people • The transportation plan lation, land use, travel, and freight; shall include both long- employment, congestion, 7. Promote efficient system range and short-range and economic activity; management and operation; strategies that lead to an • The transportation plan and integrated multi-modal shall include: 8. Emphasize the preservation transportation system; » projected transportation of the existing transportation system. • The MPO shall review demand of persons and and update the transpor- goods in the planning tation plan at least every area over the period of four years in nonattain- the transportation plan;

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» existing and proposed conformity determina- agencies responsible transportation facili- tions; for land use manage- ties that function as an » a discussion of types of ment, natural resources, integrated system; potential environmen- environmental protec- » operational and man- tal mitigation activities tion, conservation, and agement strategies to and potential areas to historic preservation improve the perfor- restore and maintain regarding development mance of existing trans- environmental func- of the transportation portation facilities; tions affected by the plan; » results of the congestion transportation plan; • The transportation management process; » pedestrian walkway and plan should include a » an assessment of capital bicycle transportation safety element relating investment and other facilities; to the Strategic High- strategies to preserve » transportation and way Safety Plan, emer- the existing system and transit enhancement gency relief and disaster provide for multi-modal activities; and preparedness plans and capacity increases; » a financial plan dem- strategies and policies » provide design concept onstrating how the that support homeland and design scope de- adopted plan can be security and personal scriptions of all existing implemented. security; and proposed facilities • The MPO shall consult • The MPO shall provide in sufficient detail for with state and local interested parties with a reasonable opportunity to comment on the transportation plan; • The transportation plan shall be published or otherwise made read- ily available for public review, including in electronically accessible formats; • The MPO shall not be required to select any project from the illustrative list of additional projects included in the financial plan; and • The MPO must make a conformity determination on any updated or amended transportation plan according to transportation conformity regulations.

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more detailed information as ning process undertaken by appropriate. The chapters in- the BRTB to develop Out- clude: (1) an executive sum- look 2035. Later chapters mary; (2) the regional trans- take a more detailed look at portation planning process; some of the key steps. (3) the regional multi-modal 1. GOALS, POLICIES, system; (4) local land use; (5) AND STRATEGIES regional trends and challeng- DEVELOPMENT es; (6) building the regional Chapter 1, Section 4 transportation plan; and (7) The development of goals for REGIONAL TRANS- next steps. Outlook 2035 provided the PORTATION PLAN- BRTB with a foundation for Outlook 2035 was developed NING PROCESS further development of the over a two-year period and plan. BRTB members, the Outlook 2035 covers the time involved several local, state, Technical Committee and the period from 2013 through and federal agency trans- Citizens Advisory Committee 2035 and identifies future portation professionals, area started with a review of the major transportation invest- business leaders, community goals, policies, and strategies ments, including manage- advocates, and many other from the previous regional ment and operations projects interested stakeholders. This transportation plan. Balti- and strategies, and provides a section provides a brief over- more Metropolitan Council financial plan for implemen- view of the key steps in the (BMC) staff compared exist- tation of these key decisions. regional transportation plan- ing goals with other MPO Additionally, Outlook 2035 was coordinated with the de- 8 STEPS TO OUTLOOK 2035 velopment of Maryland’s air Outlook 2035 was developed over a two-year period and involved sev- quality control measures, dis- eral local, state, and federal agency transportation professionals, area cusses potential environmen- business leaders, community advocates, and many other interested stakeholders. Key steps of the planning process are: tal mitigation activities, and 1. Goals, Policies, and Strategies Development has been developed using an 2. Demographic and Socio-economic Projections extensive public participation 3. Project Submittal process. 4. Project Costs and Funding Availability 5. Project Review and Prioritization Outlook 2035 is organized in 6. Project Evaluation seven chapters and is accom- 7. Public Outreach and Engagement 8. BRTB Approval and Documentation panied by appendices with

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to all jurisdictions in the region. Criteria for choosing these projects were developed and a policy was set that all projects included on this list had to meet all the criteria for the appropriate mode.

The second phase of project submittal occurred several months later when local jurisdictions, in conjunction with MDOT, submitted a list of projects to be considered for Outlook 2035. This initial list was not constrained by plans, as well as reviewed the important to look at when costs and included over 130 goals to ensure they met new putting together a long-range highway, transit, bicycle, pe- SAFETEA-LU requirements. transportation plan. As a re- destrian, and management New goals were then crafted, sult, a lengthy analysis of and operations projects. reviewed by several BRTB the population, household, committees, and finally en- and employment forecasts 4. PROJECT COSTS dorsed by the BRTB on Janu- was conducted for the years AND FUNDING ary 23, 2007. 2000-2035 referred to as da- AVAILABILITY taset Round 7. Round 7 also With assistance from MDOT, 2. DEMOGRAPHIC accounts for the new military AND SOCIO-ECONOM- the BRTB completed a full Base Realignment and Clo- IC PROJECTIONS review of all funding available sure (BRAC) impacts on the through the year 2035 for Planning a transportation Baltimore region. system preservation, opera- system for generations to tions, and expansion projects. 3. PROJECT come is a complex task. How This review was key because SUBMITTAL many people will live here? Outlook 2035 is “financially Where will they work? What The BRTB first collaborative- constrained” and cannot ex- kind of transportation ser- ly developed a list of projects ceed the amount of funding vice will they want and need? that were “Regionally Signifi- that is expected to be reason- Considerations like these are cant” or of critical importance ably available.

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5. PROJECT REVIEW the long-range plan went perform a regional emissions AND PRIORITIZATION through the prioritization analysis to determine how the process. Technical informa- mix of projects will impact As part of the planning pro- tion for “regionally signifi- the region’s air quality. This cess, the BRTB evaluated cant” projects was, however, analysis was conducted for and ranked all of the projects collected for modeling and the years 2008, 2009, 2015, submitted for consideration. air quality purposes. Due to 2025, and 2035 for daily This process, called “priori- their importance related to emissions of: volatile organic tization,” assisted the BRTB the BRAC, a few projects compounds (VOCs), nitro- in the evaluation of a wide are also included in Outlook gen oxides (NOx), and car- range of individual trans- 2035 that did not undergo bon monoxide (CO) as well as portation projects to assess the prioritization process. yearly emissions of direct fine which projects are best suited particulate matter (PM2.5) 6. PROJECT for Outlook 2035, given the and NOx. The mix of projects EVALUATION region’s future transportation in Outlook 2035 is within the needs and limited amount of In addition to a financial approved emissions limits and funds available. Before pri- analysis, Outlook 2035 proj- does not worsen the region’s oritization of the projects was ects underwent an air quality air quality or delay the timely undertaken, a full evaluation conformity analysis. Mobile attainment of National Am- of the prioritization method- 6.2, the EPA’s latest mobile bient Air Quality Standards ologies was conducted and re- emissions model, was used to (NAAQS). viewed by the BRTB and its committees. The methodology used to prioritize projects allows for an in-depth look at both the policy and technical aspects of projects. The BRTB endorsed the updated policy and technical prioritization methodology early in 2007.

With the exception of projects deemed “regionally significant,” most projects submitted for consideration in

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7. PUBLIC OUTREACH vised Draft Plan was released AND ENGAGEMENT for public review. View the public comments and BRTB After analysis of all of the responses in Appendix 1. socio-economic forecasts, local and regional needs, and SAFETEA-LU requires that available funding, the BRTB a Public Participation Plan developed a Draft Plan. This (PPP) be developed by all Draft Plan was released July MPOs with the involvement 5, 2007 for an extensive pub- of all interested stakehold- lic review, nearly twice as long ers. In response, the BRTB as was required in the BRTB adopted the new Public Par- Public Participation Plan. ticipation Plan in January This was done to ensure that 2007. SAFETEA-LU also the two-year development of the public had ample time to requires the use of construc- Outlook 2035. review and comment on the tive visualization techniques Public involvement meet- proposed plan. Public meet- and mandates that public in- ings were held in each juris- ings occurred throughout the volvement meetings be held diction as well as a regional planning process. As part of at times convenient to local meeting held at the BMC. In the Baltimore PPP, the BRTB participants. addition, the annual elected appointed a new and larger official BRTB meeting, held at Working with the BRTB, Citizens Advisory Committee the BMC, provided the pub- BMC staff undertook extra (CAC). The main objective of lic an opportunity to speak efforts to enhance the Out- the CAC is to provide advice directly to the public offi- look 2035 public involvement to the BRTB on how to assist cials on Outlook 2035. Based process and adhere to the new with outreach and generate upon the public comments SAFETEA-LU requirements. interest in Outlook 2035. Pre- received, the BRTB worked Coordination meetings and sentations on the process were to revise the Draft Plan and public involvement meet- also made to this group and on October 12, 2007, a Re- ings were held throughout feedback was gathered.

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Several additional activities offices. Each meeting was Administration buses were undertaken to enhance held in an accessible loca- throughout the region. tion and at a convenient • Press releases were sent public involvement and vi- time (most meetings to all major newspapers sualization of the Outlook were held over a 4-6 hour throughout the region, as 2035: timeframe, with multiple presentations on Outlook well as a number of TV • A logo and branding 2035 during this time). and radio stations. Dur- scheme was developed The public was also of- ing the Draft Plan public for Outlook 2035 in an fered the opportunity to comment period, over 30 effort to generate greater speak directly to elected articles were published in public interest and officials at the annual local and regional news- BRTB meeting held on increase understanding papers. of what Outlook 2035 August 28, 2007. Presen- provides. This logo and tations from all meetings • In an effort to meet new branding scheme was were also posted on the federal requirements, staff used in all publications Web Site. generated numerous maps and advertising. Promo- • Advertisements were to visually show projects, tional items also were published in the Bal- green spaces, etc. In ad- distributed at public timore Sun, the Afro- dition, staff developed an meetings and events. online application using • A section on the BMC Google Maps technology Web Site was devoted to Outlook 2035 which that allows users to zoom was updated regularly. in on projects in their All documents avail- jurisdiction or zoom out able for public review as for a regional view. This well as more in-depth service is provided on the information on Outlook BMC Web Site. 2035 were posted. • Periodic updates detail- 8. BRTB APPROVAL ing various steps in the AND DOCUMENTATION process were sent out to hundreds of people over a series of months. Following public review of These e-newsletters also the Draft Plan, the BRTB re- highlighted public meetings and opportunities assessed the project mix and to submit public com- American and a number released a Revised Draft Plan. ment. of local newspapers. An This contains the projects that • A series of public meet- online advertisement was ings were held through- are the “Preferred Alterna- also published for two out the comment period tive” list contained in Outlook for the draft plan. One weeks on the Baltimore- meeting was held in Sun.com Web Site. In 2035. The BRTB voted on the each jurisdiction and a addition, an advertise- final Outlook 2035 on No- regional public meeting ment was placed on over took place at the BMC 100 Maryland Transit vember 27, 2007.

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Chapter 1, Section 5 follows is a sequence of each through linkages to public health and congestion. GOALS, STRATE- goal, policy, and related strate- GIES, AND SUP- gies and a description of some S UPPORTING ACTIONS: PORTING ACTIONS of the BRTB activities in line In 2006, Maryland began with that goal. In partnership the process recommended in For the Baltimore region, with the project investments SAFETEA-LU to develop a the BRTB envisions a trans- outlined in Outlook 2035, five-year statewide coordinat- portation system that: (1) these actions will enhance the ed safety plan with a compre- efficiently moves people and region’s efforts to attain the hensive framework to reduce goods; (2) accommodates goals. highway fatalities and serious future growth; and (3) is en- injuries on all public roads. vironmentally friendly. The GOAL #1: IMPROVE BRTB members are actively BRTB’s purpose in crafting SAFETY involved in SHSP develop- Outlook 2035 is to develop Policy: Improve safety for ment and implementation for a long-range transportation users of each mode of trans- the Baltimore region. plan that addresses the rela- portation. tionships between transpor- One emphasis area in the S TRATEGIES: tation and land use, the en- Strategic Highway Safety 1. Adopt relevant state and lo- vironment, and the citizenry cal plans that seek to reduce Plan is to improve informa- of the Baltimore region. The transportation-related injuries and fatalities. tion availability. Analysis of BRTB’s primary approach 2. Collect and analyze safety improved information will to address this purpose was data for use in transportation allow for better decision- planning applications. to develop goals reflective making that will lead to re- 3. Increase public awareness of of these relationships. On transportation safety issues duced injuries and fatalities. January 23, 2007, the BRTB reached consensus on seven goals for Outlook 2035. GOALS OF OUTLOOK 2035 • Improve Safety These goals reflect the vari- • Maximize Transportation System Management and ous relationships in trans- Operations portation. For each goal, the • Increase Accessibility and Mobility BRTB reached consensus on • Preserve the Environment Improve Transportation System Security a specific policy, and under • • Link Transportation Investment to Land Use and Eco- each policy several strategies nomic Development were developed to meet the • Foster Inter-jurisdictional Participation and Cooperation Outlook 2035 goals. What

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Staff are actively engaged in provide the resources needed increase public awareness of the Maryland Department to support the resulting safe- the transportation safety is- of Transportation (MDOT) ty system. Staff periodically sues in the region. The BRTB Traffic Records Coordinating share jurisdictional crash data also conducts regional safety Committee (TRCC). The at the BRTB and its commit- stakeholder forums to iden- TRCC’s mission is to pro- tee meetings. tify issues/challenges faced by the region and ways to tackle vide a strong and coordinated With the support of the Balti- the safety problem. plan that will maximize the more region’s elected officials, efficiency and effectiveness the BRTB has initiated the de- GOAL #2: MAXIMIZE of traffic safety information velopment of a regional trans- TRANSPORTATION collection and analysis, and portation safety campaign to SYSTEM MANAGE- MENT AND OPERA- TIONS

Policy: Integrate management and operations strategies that improve the performance and reliability of existing transportation infrastructure to relieve congestion and reduce delay.

S TRATEGIES: 1. Utilize traffic and transit management techniques to improve mobility, performance, and safety and to improve day-to-day operations and emergency response/recov- ery. 2. Improve transportation system reliability through broad based information distribution for both interstates and surface streets.

S UPPORTING ACTIONS: Since the late 1990s, the BRTB has been incorporating management and operations

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as a direct subcommittee of The BRTB has commis- the BRTB, provides it with sioned a study to assess how guidance and project recom- travel in the region would be mendations. Project recom- impacted by a long-term out- mendations from the M&O age of critical portions of the committees have been in- transportation network. This cluded in Transportation Im- work could be used to assist provement Programs (TIPs) with planning alternate, or and Outlook 2035. The redundant, routes and modes M&O Partnership has been in the event of a long term- in discussions with MDOT outage. to identify a fund source for Staff works with state and regional M&O projects. national organizations and Over the last several years, the agencies to pursue projects M&O committees have held and share ideas on best prac- several conferences to provide tices. For example, staff has (M&O) strategies in its plans information to operators and worked with MDOT to de- and programs as it works to to provide a forum for op- velop a traveler information improve the linkage between system for the region. erators to share ideas. These transportation planning and events have addressed, for operations. The BRTB has GOAL #3: INCREASE example, signal operations, ACCESSIBILITY AND built a robust structure of incident management, and MOBILITY M&O committees that ad- snow plow operations. dress incident management, Policy: Plan for an integrat- signal operations, and public In 2006, the BRTB oversaw ed transportation system works operations. The M&O the development of the M&O that is accessible, equitable, committees include represen- Strategic Deployment Plan and reliable for all system tatives from local and state which provides a framework users and that provides for transportation (highway and for expanded and enhanced enhanced connectivity be- transit), police, fire, emergen- regional M&O planning and tween modes and destina- cy management, and other project deployment for the tions.

operations and emergency re- next five to ten years. BRTB S TRATEGIES: sponse agencies. These com- committees will refer to this 1. Provide system accessibility mittees are overseen by the Plan when moving forward and increase transportation alternatives for all segments M&O Partnership which, with M&O planning. of the population.

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2. Improve inter-jurisdiction- connections between modes ment transportation infra- al connectivity among all modes. are encouraged. For example, structure. RideShare is a free 3. Provide cost-effective mobil- Action Plan 2001: A Plan for service designed to link com- ity options to and within major Bicycling and Walking in the muters with similar origins activity centers. Baltimore Region, was pre- and destinations in order to S UPPORTING ACTIONS: pared to guide development promote car and van-pooling. SAFETEA-LU created the of infrastructure to provide The program thus promotes New Freedom program in an not just a safe and complete reductions in traffic conges- effort to assist people with network of bicycle and pedes- tion and air pollution, as well disabilities to access transpor- trian transportation facilities, as offers financial and health tation otherwise out of their but also connections with benefits. reach. Under the New Free- other transportation modes. For Outlook 2035, following dom program funding was Connections to the regional the prioritization process, an increased for programs that and local bus routes, through environmental justice (EJ) assist elderly individuals and bike racks at transit hubs and transportation accessibility rural transportation provid- bike carriers on buses, serve analysis was conducted. The ers. Through participation to increase both the amenities EJ review considered whether with regional groups such as and the user-shed of the tran- low-income and minority the Baltimore Transportation sit service. Also, RideShare populations bear dispropor- Workgroup, staff coordinates and telecommuting have tionate impacts resulting from with transportation providers been developed to comple- governmental decisions. The that concentrate on providing affordable transportation to the elderly, disabled, and specialized populations.

In addition to highways and rail transit, the BRTB promotes a complete menu of travel choices to provide an interconnected transportation network. Coordination between regional and local transit services is encouraged through the Local Transit Operators Workgroup and

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from mobile sources, reduce energy consumption, reduce single occupant vehicles and the use of gasoline, and con- serve and protect natural and cultural resources.

S TRATEGIES: 1. Ensure that the region conforms to the applicable state air quality plan by developing programs to reduce congestion, reduce single occupant vehicles, and encourage use of emission reduction technologies. 2. Promote efficient use of energy resources by supporting results of the EJ review are The Baltimore region also has fuel efficient technologies, alternative fuels, and alterna- provided in Section 6.6.2. a robust travel monitoring tive fuel vehicles. program under its Congestion 3. Preserve and protect environ- The BRTB has a number of Management Process (CMP) mentally sensitive areas and committees working to im- cultural resources from harm. that includes travel time runs prove the reliability of the S UPPORTING ACTIONS: using Global Positioning transportation system in The BRTB is promoting System (GPS) transponders, the Baltimore region. These projects that manage travel committees address topics aerial surveys of congestion, demand and reduce emis- including incident manage- traffic counts, activity center sions by setting aside funding ment (crashes, spilled loads, vehicle occupancy and clas- in this plan for such strate- lane closures, etc), signal op- sification counts, and other gies. Included in the plan is a erations, and public works performance monitoring ac- description of possible strate- operations. The BRTB also tivities to continuously moni- gies in three categories: tech- commissioned a demonstra- tor the performance of the nological, behavioral, and tion project called the Multi- transportation system. capital improvements. The modal Traveler Information GOAL #4: PRESERVE BRTB also supports transit System (MMTIS) that uses THE ENVIRONMENT oriented development and vehicular probes to determine smart growth efforts. real-time travel speed on ma- Policy: Promote a sustainable jor freeways and arterials in environment by establishing The BRTB has been provided the region. policies that abate emissions authority to select Conges-

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tion Mitigation Air Qual- air quality or delay timely at- sectors to keep the people of ity (CMAQ) projects in the tainment of the federal air the region informed about air amount of $1,000,000 in quality standards. The BRTB quality. The BRTB promotes state fiscal year 2008 and has conducted a conformity both awareness and use of al- another $1,000,000 in state analysis and has concluded ternative commuting options fiscal year 2009. This money that implementation of the through the Metro Ride- will be used to fund proj- Preferred Alternative proj- share organization, the Clean ects that reduce air pollution ects in Outlook 2035 and Commute Month Initiative, emissions from the transpor- the 2008-2012 TIP does not and the Telework Partnership tation sector. worsen the region’s air qual- with Employers. Staff takes ity or delay the timely attain- part in outreach opportuni- The BRTB is developing re- ment of air quality standards ties throughout the year to lationships with federal, state, talk with people about their known as the National Am- and local agencies responsible transportation choices. bient Air Quality Standards for natural and historical re- (NAAQS). The BRTB coordinates with- sources. Coordination with in the Mid-Atlantic region these new partners is a re- A subcommittee of the BRTB, to support efforts to achieve quirement that has come as a the Interagency Consulta- diesel emission reductions. result of SAFETEA-LU. tion Group, meets monthly Staff participates on the Mid- to discuss and coordinate is- The BRTB carries out a reg- sues related to air quality and ular process to ensure that transportation, particularly transportation plans and pro- focusing on air quality con- grams in the Baltimore region formity and State Implemen- conform to air quality plans tation Plans. and requirements. As the MPO for a region that does The BRTB promotes public not reach the federal standards awareness of the region’s air for ground-level ozone or fine quality issues by supporting particulate matter (and is in a such activities as Clean Air “maintenance phase” for the Partners, the Clean Cars for carbon monoxide standard), Clean Air Campaign, and the BRTB must go through the Clean Commute Month a process to show that trans- Initiative. The BRTB part- portation plans and programs ners with stakeholders from in the region will not worsen both the private and public

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hundred recipients to inform them about current news related to transportation and the environment, particularly air quality.

GOAL #5: IMPROVE TRANSPORTATION SYSTEM SECURITY

Policy: Support transportation improvements and programs that enhance the transportation system’s capability to plan for and re- spond to natural and man- Atlantic Diesel Collaborative. for reducing emissions from made security and emergency The BRTB is exploring op- the transportation sector, in- challenges. tions to work with EPA Re- cluding ranges of emission gion 3 on a collaborative die- reduction benefits and cost S TRATEGIES: sel emission reduction effort 1. Continue to engage stake- effectiveness. holders from non-transpor- in the Baltimore region. tation response agencies in Staff members work with the transportation planning A survey of truck fleet own- the Maryland Clean Cities process to improve coordination of transportation security ers was conducted to deter- Coalition to ensure that the planning activities. mine their interest in strate- latest information on alter- 2. Continue to participate in se- gies that reduce fuel use and curity planning activities of native fuel technologies is non-transportation agencies emissions from heavy duty provided to member juris- to ensure transportation issues are addressed. diesel trucks. This survey de- dictions. 3. Leverage transportation and termined the level of current security funds to implement and planned use of emission Staff reaches out to inform regional priorities for transportation security projects. reduction/fuel saving tech- the public on transportation 4. Work with local and state nologies on heavy duty diesel and air quality issues, using agencies to identify and im- trucks and explored how the information on the Web plement tools and policies to secure critical transportation use of financial incentives Site as well as an e-news- infrastructure, systems, and could change planned use. letter, the Environmental data. Additionally, a report was cre- News Brief. This newsletter 5. Develop plans and capabili- ties to provide real-time infor- ated that reviewed strategies is distributed to nearly three mation to system operators

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and the public in the event of emergency preparedness ex- tified as a high priority in the an emergency. ercises and training. Staff also recently completed M&O S UPPORTING ACTIVITIES: participates on the commit- Strategic Deployment Plan. The transportation network tee that allocates homeland It is expected that, in the plays a significant role in the security funds to the transit short-term, the appropriate security of the region. Re- agencies in the Baltimore and BRTB committee will work sponders rely on it to access Washington regions. with other stakeholders to incidents, citizens rely on it address this need. One of the BRTB subcom- to move away from incidents, mittees, Transportation & The BRTB continues to and, due to its importance, Public Works (T&PW), also support development of the network itself could be serves as a subcommittee to analytical tools to assess the a target of terrorism. Several potential impact of system of the BRTB’s M&O sub- the Urban Area Work Group, performance in response to a committees include mem- on homeland security efforts. major catastrophic event and bers from non-transportation The T&PW subcommittee the ability of the network to agencies because of the im- will be using both homeland function in the weeks after. portance of including their security and transportation Toward this end, a redun- funds to support priority expertise and addressing their dancy study is underway to evacuation-related projects. issues in the transportation assess how travel in the re- planning process. These rep- Securing critical transporta- gion would be impacted by resentatives provide input on tion infrastructure was iden- a long-term outage of critical committees that address topics such as incident management, evacuation, and disaster debris management.

In addition, it is important for transportation representatives to participate in emergency and security planning activities led by non-transportation agencies. To this end, staff participates in local, regional, and state homeland security planning committees, and in local, regional, and state

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S UPPORTING ACTIVITIES: It is important to the BRTB to ensure that state, regional, and local planning efforts address land use concerns and are integrated into the long- range transportation plan; therefore, the BRTB staff monitor local, regional, and state planning efforts, participate in sustainability conferences, etc. As part of the policy prioritization process, the BRTB staff worked with the Maryland Department portions of the transportation international commerce lo- of Planning (MDP) to evalu- network. This work could be cations. ate each project to determine used to assist with planning S TRATEGIES: whether the project fell inside alternate routes and modes in 1. Coordinate transportation in- or outside a state-designat- the event of a long-term out- vestments with state and local plans and policies regard- ed “Priority Funding Area” age. ing growth and development. (PFA). The BRTB wants to 2. Concentrate transportation encourage concentrated de- GOAL #6: LINK infrastructure/service up- TRANSPORTATION IN- grades and expansions in velopment that is mixed-use VESTMENT TO LAND local and state-designated and within locales where ad- growth areas, such as Prior- USE AND ECONOMIC ity Funding Areas, where adequate infrastructure is in DEVELOPMENT equate critical infrastructure place, and to maintain the is in place. nature of the outer and more Policy: Serve the region’s de- 3. Provide transportation infra- rural communities. velopment needs by promot- structure that supports existing communities and mixed- ing a balanced transporta- use development. Since the early 1990s, the tion system that provides 4. Encourage joint use of trans- BRTB has sought to fully in- links between the region’s eco- portation facilities and rights- of-way to enhance the move- tegrate a land use model with nomic core, major regional ment of people to, from, and the Baltimore Regional Travel growth and activity centers, within the region. Demand Model. In order to 5. Provide freight friendly inter- communities and neighbor- modal transportation facili- develop such a model, the hoods, and key national and ties. BRTB has tested numerous

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software packages and de- tion network. It is expected relation to adopted local, re- veloped databases needed to that many military and civil- gional, and state bicycle and implement an econometric ian personnel will choose to pedestrian plans. Improve- land use model. The BRTB live in the Baltimore region ments to existing or planned has chosen to work with the as a result of BRAC actions shared use road segments are Production Exchange and to add jobs at Fort Meade in identified as opportunities to Consumption Allocation Anne Arundel County and improve conditions for bicy- System, or PECAS model, to Aberdeen Proving Ground in cling and walking in the re- investigate the link between Harford County. The BRTB gion. transportation infrastructure will monitor this activity to In order to further encour- development and the price assess the land use and trans- age efficient multi-modal and movement of commodi- portation impacts of this de- facilities, the Freight Move- ties and floor-space in the re- velopment plan. ment Task Force (FMTF) gion. BRTB facilitates informa- meets quarterly to discuss is- The BRTB continues to con- tion sharing through its com- sues of concern to the pub- duct research to link trans- mittee structure as well as lic and private-sector freight portation with the communi- through additional coordina- communities. Each year the ties and economic activities tion between local, regional FMTF undertakes research of the region. For example, and state agencies. Links with to promote efficient freight BMC’s Community Profiles the region’s land use and eco- flow; recent investigations detail population, employ- nomic development experts have addressed inter-modal ment, housing and develop- are fostered through regular ment trends in 94 regional meeting of the region’s Plan- planning districts (RPDs). ning Directors, as well as par- Analysis of commuting pat- ticipating in proceedings of terns between RPDs revealed the Greater Baltimore Eco- Regional Activity Centers nomic Alliance. (RAC). Furthermore, BRTB has been involved in research As part of the TIP process, an to examine the implications evaluation of non-motorized of forecasted increases in use considers current condi- population and employment tions and latent demand for at two RACs, Aberdeen Prov- bicycling and walking on ing Ground and Fort Meade, each project road segment as on the regional transporta- well as the road segment in

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movements through intersec- process. Foster communica- pedestrian issues, air quality, tions with public and private tions analyses. These studies interests, including media freight movement, emergen- evaluate congested intersec- relationships and specialized cy preparedness, congestion interest groups to improve tions from a truckers’ perspec- understanding of the regional management, and socio-eco- tive to ultimately improve the transportation system. nomic forecasts. Members flow of goods through the re- 2. Coordinate transporta- of the committees include tion planning and programs gion. across all modes between ju- representatives from federal, risdictions, state, federal, and state, and local government, GOAL #7: FOSTER IN- private partners. private businesses, non-profit TER-JURISDICTIONAL 3. Develop assessments of demographic, travel, land use, organizations, transporta- PARTICIPATION AND fiscal, and technology trends COOPERATION for use in all plans, programs, tion agencies, other inter- and projects. ested stakeholders, and citi- Policy: Recognize the inter- S UPPORTING ACTIVITIES: zens. Through these regular dependence of the region’s The BRTB has a long history meetings and discussion, the jurisdictions and foster in- of inter-jurisdictional coop- groups are able to provide rec- ter-jurisdictional coopera- eration through its monthly ommendations and to shape tion and cohesion for the BRTB meetings, as well as a regional decision-making and benefit of the region’s resi- thorough structure of sub- policies, as well as to address dents. committees. These subcom- relevant issues at the local and STRATEGIES: mittees meet on a regular ba- state level. 1. Solicit interest and encour- sis to discuss a wide variety of age stakeholder input into One subcommittee of par- the transportation planning topics including bicycle and ticular importance is the Citi- zens Advisory Committee (CAC). The CAC is a group of citizens, representatives of community organizations and business professionals. Members are appointed by the BRTB to make sure that all geographic areas of the region and diverse points of view are equally represent- ed. As an advisory body, the CAC provides independent, region-oriented citizen advice

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on issues related to the devel- gional Traffic Signal Forum, opment of Outlook 2035 and held bi-annually. other planning activities. The Public involvement is pro- group also promotes public moted through a variety of awareness and participation methods, including publi- in the regional transportation cations such as the BRTB planning process. This is key Notes newsletter and a vari- to gathering wide input and ety of e-newsletters. These e- involvement throughout the newsletters cover topics such region. as transportation planning, In addition to the network of community involvement, BRTB committees, staff at- emergency preparedness, tends, on behalf of the BRTB, transit, freight, environmen- a variety of local, state, and tal stewardship, and bicycle regional meetings and events. and pedestrian access. The These include meetings with e-newsletters provide timely other MPO’s (Metropolitan information regarding the Washington Council of Gov- BRTB’s public review and ernments, Delaware Valley Re- comment periods as well. gional Planning Commission, BMC staff also has devel- Wilmington Area Planning oped a notification system to Council, etc.), Association of contact “interested parties,” Metropolitan Planning Orga- as required in SAFETEA- nization’s work groups, local LU, regarding public review forums, and symposiums, etc. and comment opportunities. The BRTB also co-sponsors or Members of this list are con- hosts meetings that foster in- tacted via e-mail or mail for ter-jurisdictional cooperation. each new public review and Examples include the Mid-At- comment opportunity. Press lantic Regional Roundtable in releases on public review and December 2006, the Latinos comment periods are also is- and Planning Regional Dia- sued to area newspaper, TV, logo in October 2006, and the and radio stations, as well as Baltimore-Washington Re- to an e-news mailing list.

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4. Chapter 1 - TO2035 Final Plan26 26 12/12/2007 9:42:49 AM Chapter Two Snapshot of our multi-modal transportation system

5. Chapter 2 - TO2035 Final Plan27 27 12/12/2007 9:44:49 AM TRANSPORTATION OUTLOOK 2035 | Chapter Two

FIGURE 2-1 TRANSPORTATION MODES Various types of transportation in the Baltimore region

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The Baltimore region’s trans- Authority (MdTA) maintain portation system provides a and operate the majority of the wide range of choices for the transportation infrastructure movement of its citizens and within the Baltimore region. goods. The ease of mobility Additional systems are main- for people and goods is essen- tained and operated by the lo- tial to sustaining the region’s cal jurisdictions. This section economic vitality and quality summarizes the basic compo- of life. The Maryland De- nents of the travel modes that partment of Transportation make up the public and pri- (MDOT), its five modal ad- vate transportation system in ministrations (Transit, Port, the Baltimore region. Figure Air, Highway, and Rail), and 2-1 shows the Transportation Chapter Two

Snapshot of our multi-modal Snapshot transportation system the Maryland Transportation Modes.

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FIGURE 2-2 HIGHWAY SYSTEM The state maintained highway network in the Baltimore region consists of approximately 24,832 lane miles, which comprises 37 percent of all lane miles in the state of Maryland.

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Chapter 2, Section 1 HIGHWAY TRANS- PORTATION SYSTEM

Of all the modes, the roadway network is the most developed transportation system in the region and the Mary- land State Highway Adminis- tration (SHA) maintains and operates the most lane miles in the network. There are five different functional types of roadways—interstate/free- in the Baltimore region con- 95 in Baltimore City and I-95 ways, principal arterials, mi- sists of approximately 24,832 from I-895 to the Delaware nor arterials, collectors, and lane miles, which comprises state line, are the MdTA’s re- local streets. The interstate 37 percent of all lane miles in sponsibility. Most remaining network services all jurisdic- the state of Maryland. Figure state highways and interstates tions within the Baltimore 2-2 displays the highway sys- are the responsibility of SHA. region. Currently, 33 percent tem of the Baltimore region. Baltimore City is responsible of the region’s vehicle miles of for the majority of highways travel (VMT) occur on the in- SHA and the MdTA have within its city limits, includ- terstate/freeway system. The jurisdiction over most inter- ing the portion of I-83 called Baltimore region contains state and state routes within the Jones Falls Expressway over 11,100 miles of streets the Baltimore region. Toll (JFX). Several highway fea- and highways and more than crossings at the Susquehanna tures are described for each 2,100 bridges. The state- River, Patapsco River, and jurisdiction in the following maintained highway network Chesapeake Bay, along with I- sections.

Currently, 33 percent of the region’s vehicle miles of travel (VMT) occur on the interstate/freeway system. The Baltimore region contains over 11,100 miles of streets and highways and more than 2,100 bridges.

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ANNE ARUNDEL BALTIMORE CITY COUNTY Baltimore City has over Anne Arundel County has 2,000 miles of roadways, approximately 3,600 lane including seven miles of miles under its Bureau of interstate highways and in- Highways. cludes several major arterials such as Charles Street, This length is approximately equal to the driv- York Road, Loch Raven Boulevard, Harford ing distance between Key West, Florida, and Se- Road, and Belair Road. attle, Washington. Several freeway and primary ar- Including state roads, the to- Anne Arundel County terials, some owned and oper- tal highway lane mileage in has approximately ated by the MdTA, pass through the county is approximately 3,600 lane miles un- the city. These include I-95, I- 4,870 miles. der its Bureau of High- 895, I-83, I-395, US 40, and the Major local street corridors ways. This length is Baltimore-Washington Parkway include Waugh Chapel Road, approximately equal (MD 295). College Parkway, and Benfield to the driving distance In 2006, the highway network in Road. Within the City of An- Baltimore City carried approxi- napolis, West Street, Rowe between Key West, mately 3,630 million vehicle Boulevard, Forest Drive, and Florida and Seattle, miles of travel which is roughly 15 Taylor Avenue are some of the Washington. percent of all travel in the region. major corridors.

A number of state owned and operated freeway and arterial corridors run through the county such as I-97, US 50/US 301 (for both commuter and recreational traffic), MD 2, MD 4, and MD 100.

In 2006, the highway network in Anne Arundel County carried approximately 5,760 million vehicle miles of travel which translates to roughly 23 percent of all travel in the Baltimore region.

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BALTIMORE COUNTY

Baltimore County has more than 2,600 miles of the county road system that provide access to centers of economic activity, including Towson, Hunt Val- ley, Owings Mills, and White Marsh.

A number of gateways to Baltimore City pass through Baltimore County. These include the northwest gateway which traverses the Owings CARROLL COUNTY Mills area and includes I-795 and MD 140, the The Bureau of Road Opera- north gateway which traverses the Hunt Valley, tions maintains approximate- Timonium, and Towson areas and includes I-83 ly 973 miles of roads and 139 and MD 45, and the northeast gateway, which bridges. traverses the White Marsh area, and includes I-95 and US 40. The total highway mileage, including state systems, is approximately 1,360 miles. Some of the In addition to these facilities, a major portion major local highway corridors include Gorsuch of the Baltimore Beltway (I-695) passes through Road, Wentz Road, and Hampstead Road. As Baltimore County. Some of the major county in most of the other jurisdictions, the primary operated corridors include Old Court Road, highways in Carroll County are state numbered Joppa Road, Timonium Road, and Windsor Mill routes, including MD 26, MD 27, MD 30, MD Road. 31, MD 32, MD 97, and MD 140. Of particu- In 2006, Baltimore County roads carried over lar importance are those that provide direct ac- 8,200 million vehicle miles of travel. This is ap- cess to the Interstate System—for example, MD proximately 33 percent of all travel in the Balti- 140 ties directly to I-795 in Reisterstown. more region. Carroll County has experienced significant increases in housing and employment over the In 2006, Baltimore County roads car- past decade and this is reflected in the growing ried over 8,200 million vehicle miles of congestion along several of the major corridors travel. This is approximately 33 percent that pass through the county. of all travel in the Baltimore region.

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Carroll County roads carried approximately 1,300 million annual vehicle miles in 2006. This is roughly five percent of all travel in the Baltimore region.

HARFORD COUNTY

From a transportation perspective, Harford County is similar to Carroll County in a number of ways. Both have seen extensive recent HOWARD COUNTY development, in terms of residential and employment development and, for the most part, The Bureau of Highways, un- county maintained roadway networks are not as der the Department of Public extensive as they are in the more developed juris- Works, is responsible for over dictions. 970 miles of county roads.

Harford County maintains approximately 1,040 Including state owned facilities, the total high- miles of county owned roadways. The total way mileage in Howard County is approximately highway mileage including state owned facilities 1,160 miles. Some of the major county corridors is roughly 1,460 miles. Some of the major local are Broken Land Parkway, Snowden River Park- highway corridors include Tollgate, way, Little Patuxent Parkway, Ring Factory, and Briar Hill roads. and Governor Warfield Parkway. Major corridors are interstate The highway infra- Major freeway and arterial corri- highways (I-95 maintained by the structure in How- dors traversing Howard County MdTA) and state roads such as US ard County carried include US 29, I-70, I-95, and 1, MD 147, and MD 24. roughly 3,800 mil- US 40. lion vehicle miles in In 2006, the Harford County road- The highway infrastructure in way network carried approximately 2006 that translates Howard County carried roughly 2,300 million vehicle miles of trav- to approximately 15 3,800 million vehicle miles in el. This is approximately nine per- percent of all travel 2006 that translates to approxi- cent of total travel in the Baltimore in the region. mately 15 percent of all travel in region. the region.

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FIGURE 2-3 TRANSIT SYSTEMS Rail and bus transit service includes Metro Subway, Light Rail, Maryland Rail Commuter train (MARC), as well as numerous bus services operated by the MD Transit Administration, Locally-Operated Transit Systems, and private companies.

Jurisdictions

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Chapter 2, Section 2 stations. The service oper- County through Baltimore PUBLIC TRANSPOR- ates Monday through Friday City to Anne Arundel Coun- TATION SYSTEM from 5:00 A.M. to midnight ty. The main line runs be- and on Saturdays, Sundays, tween Hunt Valley and Glen The Maryland Transit Ad- and holidays from 6:00 A.M. Burnie, with short branch ministration (MTA) provides to midnight. Headways are lines to Penn Station north the most transit service of eight-minutes during morn- of downtown Baltimore City all the current providers and ing and afternoon peak pe- and to Baltimore/Washing- covers public transportation riods, and ten to twenty ton Thurgood Marshall In- within the Baltimore region. minutes at other times. Free ternational Airport (BWI) in The MTA’s responsibilities parking is available at Metro Anne Arundel County. Light include the Metro Subway, Subway stations between Ow- Light Rail, Maryland Rail Rail serves the area by linking ings Mills and Mondawmin. Commuter train (MARC), communities in the northern and southern suburbs with and MTA bus service (core LIGHT RAIL bus, commuter bus, and Mo- downtown Baltimore City, bility). Other public transit in MTA’s Central Light Rail and provides Baltimore City the Baltimore region include Line provides medium-speed, residents access to suburban Locally-Operated Transit Sys- medium-frequency rail tran- job centers, such as those tems, additional local transit sit service in a 30-mile mostly located at BWI Airport, the services, and motorcoach bus double-tracked north-south BWI Business District, and terminals. Figure 2-3 shows corridor from Baltimore the Hunt Valley office park. existing rail and bus lines.

METRO SUBWAY

MTA’s Metro Subway system provides high-speed, high- frequency rail transit service in a 15.5-mile corridor that extends from Owings Mills in northwestern Baltimore County through downtown Baltimore City to Johns Hop- kins Hospital in the eastern part of the city. The Metro Subway system includes 14

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Free parking is provided at Additionally, service is pro- corridor. MARC service is 13 of the 33 Light Rail sta- vided between Penn Station operated under contract with tions, while an additional two and Camden Station on a 20- Amtrak and CSX Transporta- have pay lots. Parking is not to 30-minute headway. tion. In the Baltimore region, provided at the remaining 18 MARC trains operate in two MARYLAND RAIL stations. The full service op- existing rail corridors totaling COMMUTER (MARC) erations are Monday through 77 miles, with stations in all Friday from 6:00 A.M. to MTA’s Maryland Rail Com- jurisdictions except Carroll 11:00 P.M., Saturday 7:00 muter train (MARC) service County. The Penn Line runs A.M. to 11:00 P.M., and Sun- provides high-speed, me- between Perryville in Cecil days and holidays from 11:00 dium-frequency commuter County and Union Station in A.M. to 7:00 P.M. Light rail service in the Baltimore Washington D.C., and stops Rail service has 10-minute region and beyond. The at eight stations in the region. peak and 15-minute off-peak 187-mile system provides a The Camden Line runs from headways in the core service longer-distance commuting Camden Station in Baltimore area between Linthicum and option for residents of Central City to Union Station, and Timonium stations. The and Northeast Maryland, the stops at six stations in the remaining ends of the lines Baltimore/Washington Cor- region. Between Baltimore have 15-minute peak and 30- ridor, and the Martinsburg, and Washington D.C., two- minute off-peak headways. West Virginia/Washington way commuter rail service is provided Monday through Friday on the Camden Line and Penn Line. Penn Line commuter rail service is provided Monday through Fri- day between Perryville and Penn Station in Baltimore for southbound travel during the morning peak period and northbound travel during the evening peak period. Very limited Penn Line commuter rail service in the opposite direction is provided during peak periods with infrequent

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stops at only the Edgewood and Aberdeen stations. The Camden Line also has infrequent commuter rail service in the opposite direction, and no northbound service mid- day. During commute hours, Camden Line trains are on a 25-minute headway. Parking is available at most MARC stations and some stations offer free parking.

MTA BUS SERVICE

MTA bus service operates approximately 767 buses to pro- den and Mondawmin areas fixed-route bus and rail tran- vide some type of transit ser- of Baltimore City. sit lines in Baltimore City, vice in all jurisdictions of the Anne Arundel County, and The MTA operates peak pe- region except Carroll County. Baltimore County. The Mo- riod commuter bus routes in Currently, there are 46 core bility service, which is man- all jurisdictions except Car- bus lines serving Baltimore dated by the 1990 Americans roll County. These commut- City as well as Anne Arundel with Disabilities Act (ADA), er bus routes serve downtown and Baltimore counties. The is provided to serve the spe- Baltimore City and Washing- majority of these routes serve cial travel needs of the elderly ton, D.C. Private contract areas within the Baltimore and disabled. In addition, service providers participat- Beltway, connecting suburbs MTA provides Taxi Access to ing in MTA’s Maryland Pri- to downtown, and neighbor- eligible Mobility users. Taxi vate Commuter Bus program hoods within the downtown Access is a premium service also provide peak period com- area. Almost all of the routes that provides taxi rides at a re- muter bus services. provide feeder bus service duced fare to anywhere with- to one of the other modes: MTA also provides a para- in Mobility’s service area. Metro Subway, Light Rail, or transit service called Mobil- LOCALLY-OPERATED MARC. In addition, MTA ity to certified clients who TRANSIT SYSTEMS operates two neighborhood live within three-quarters of shuttle routes in the Hamp- a mile of regularly scheduled There are four Locally-Oper-

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with MARC commuter trains and MTA commuter bus service to downtown Baltimore City. Howard Transit provides fixed route bus service for Howard County, as well as the HT Ride demand response paratransit service for elderly and disabled residents. Howard Transit provides nine fixed routes serving Colum- bia and surrounding areas including Clarksville, Ellicott City, Elkridge, Jessup, Laurel, and BWI Airport. ated Transit Systems (LOTS) Carroll County. The Harf- ADDITIONAL LOCAL in the Baltimore region. An- ord County Transportation BUS SERVICES napolis Transit operates bus Service provides fixed-route, service in the Annapolis and deviated fixed-route, and de- Connect-A-Ride is operated Parole areas, and the An- mand response bus service by Corridor Transportation napolis Trolley links satellite to the general public and the Corporation, and provides parking lots with downtown elderly and disabled popu- fixed route bus service con- Annapolis. Carroll Transit lations of Harford County. necting Columbia, Glen Bur- System provides four devi- The nine local bus routes nie, Odenton, and Laurel. ated fixed-route shuttle ser- connect the primary towns of Anne Arundel County con- vices. Three of the routes Joppatowne, Havre de Grace, tracts for some of the Con- are centered in Westminster Bel Air, Edgewood, and Aber- nect-A-Ride and Annapolis and connect to either Elder- deen, and provide local service Transit service provided with- sburg, Taneytown, or remain for the Town of Bel Air and in Anne Arundel County. in Westminster. The fourth the City of Aberdeen. The The Link Shuttle which is route runs between Sykesville deviated fixed-route service managed by the BWI Busi- and Eldersburg. In addi- transports employees between ness Partnership connects the tion, Carroll Transit provides Edgewood and the City of BWI Business District Light demand response paratran- Baltimore. All of the routes Rail station and BWI MARC/ sit service in other parts of connect directly or indirectly Amtrak Rail station with

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Arundel Mills Mall and the programs offer computerized • Vanpools scheduled to National Security Agency. ridematching, as members of transfer to transit service or other vanpools the Commuter Connections • High Occupancy Vehicle RIDESHARE database, along with van- (HOV) Priority and preferred parking spaces Rideshare programs are a pool sponsorship, marketing • Bike/Pedestrian coordi- common component of programs, and incentives to nation Commute Trip Reduction reduce driving. In addition, • Support to local Trans- Rideshare coordinators pro- portation Management programs intended to reduce Associations, transit urban traffic problems. vide commuters with tran- agencies and community sit information, Commuter transportation organiza- In the Baltimore region, the tions that often provide Choice coordination, guaran- ridematching services MTA funds programs in each teed ride home information, Rideshare activities through- of the six member jurisdic- and employer outreach ser- out the region are imple- tions. These programs offer vices. In some jurisdictions, mented either through co- free commuter services to funding allows Rideshare ordination with individual both businesses and residents programs to offer: employers as part of the MTA to provide information on • Local transit coordina- Commute Trip Reduction and coordination of alter- tion and scheduling program, by a Transportation ative commute services. All • Empty seat subsidies (temporarily paying a Management Association, or Baltimore region Rideshare share of costs if a van- a Campus Trip Management pool has less than six program. Rideshare coordi- riders) nators also undertake public • Fare subsidies by employers or transit agen- outreach at festivals and other cies public events. RIDESHARE Want To Help Make The Air Cleaner? Join a carpool.

Single occupant vehicles - where only the driver is in the vehicle - account for much of the emissions that create our region’s air quality problems. Reducing the number of people who drive alone is a great way to clean our air.

The RideShare program of the Baltimore Metropolitan Council, sponsored by the Maryland Department of Trans- portation, can provide you with all of the information and resources needed to form a new carpool or join an existing one. Log onto www.metrorideshare.com for all the details.

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MOTORCOACH BUS accessible. These individuals vices. Statewide efforts under TERMINALS are often unable to use con- the auspices of the Maryland ventional fixed-route transit. Human Service Transporta- The Baltimore region is served Some individuals need as- tion Coordinating Commit- by three inter-city motorcoach sistance boarding and alight- tee are underway to improve terminals. The interim Haines ing transit vehicles. Transit the coordination of paratran- Street Bus Terminal is located vehicles built and purchased sit services provided by hu- off Russell Street in southwest (with federal funds) after man service organizations. Baltimore; a permanent bus August 1990 are required to The BRTB coordinates with station is expected to replace be lift-equipped. As of Janu- MTA to administer the federal the interim Haines Street Ter- ary 1997, all MTA and lo- Elderly and Persons with Dis- minal. The Baltimore Travel cal fixed-route transit service abilities grant program which Plaza Bus Terminal is located providers in the Baltimore re- provides funding to private on O’Donnell Street at I-95 in gion were in compliance with non-profit organizations for southeast Baltimore. The third ADA requirements. vehicles and vehicle-support inter-city motorcoach terminal equipment to serve the travel Many public agencies, non- is located at the Transit Op- needs of elderly and disabled profit organizations, and erations Facility in the City of populations. The BRTB con- private-for-profit companies Annapolis. The Baltimore re- tinues to provide assistance to own and operate an array of gion is served by inter-city car- paratransit users and service paratransit vehicles and ser- riers including Greyhound and providers with the publica- Trailways.

SPECIALIZED TRANS- PORTATION SERVICES

The ADA requires fixed- route transit service providers and transit facilities to be fully accessible to the elderly and persons with disabilities. Paratransit service must be provided within three-quarters of a mile of all regularly scheduled fixed-route transit. Facili- ties such as transit stations and bus stops must also be ADA

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tion of the “Out and About” Demonstration Program leg- Travel Guide. This guide is islation enacted by the 2004 an easy to use directory with Maryland General Assembly over 90 paratransit providers now provides funding to as- that serve the region. sist in the development of additional community-based In response to the need for transportation services for the additional travel options to ambulatory elderly. serve the rapidly growing, dispersed elderly population In addition to supporting ini- in the region, community or- tiatives to provide enhanced ganizations and faith-based travel options for the elderly groups are beginning to de- and disabled, BRTB members velop supplemental, com- are directly involved with fed- munity-based transportation eral and state efforts to pro- services. The importance of vide improved transportation this type of alternative trans- and related support services strategies to address locally portation service is being to assist low-income job seek- developed unmet transporta- increasingly recognized by ers find and retain meaningful tion needs for low-income, local, regional, and state or- employment. The BRTB was disabled, and senior popula- ganizations. This new type a partner with the state in de- tions. The strategies are: (1) of cost-effective travel service, veloping the “Baltimore Area continue to support capital which is intended to serve the Coordinated Public Transit— needs; (2) build coordination growing ambulatory elderly Human Services Transporta- among existing public trans- population, provides flexible tion Plan.” This Plan uses the portation and human service door-to-door transportation “Regional Job Access and Re- transportation providers; (3) to the elderly using volun- verse Commute Transporta- establish a centralized point teer drivers that drive their tion Plan” as a starting point of access for transportation own vehicles. There are cur- to incorporate the federal Job information; (4) expand de- rently two community-based Access and Reverse Com- mand-response and special- transportation services in mute (JARC), New Freedom, ized transportation; (5) pro- the Baltimore region—“Ride and the Elderly and Persons vide flexible transportation Partners” in Annapolis and with Disabilities Programs options; (6) expand accessible Anne Arundel County, and into a locally developed coor- transportation services; and “Neighbor Ride” in Howard dinated transportation plan. (7) expand access to taxi and County. The Senior Ride This Plan promotes seven other private transportation

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dix 2 for a table of Baltimore region Taxicab Licenses by Jurisdiction.

Although the water taxi system is privately-owned, it is a part of the region’s transportation system. Baltimore City contracts with Harbor Boating Incorporated to provide an additional commuter choice. They offer a specific morning commuter service from 7:45 a.m. to 8:35 a.m. that runs prior to their regular business hours and serves providers. Projects for JARC, pick up passengers in more several points between Fells New Freedom, and the Elder- than one jurisdiction. By one Point, Locust Point, and the ly and Persons with Disabili- estimate, there may be twice Inner Harbor. The regular ties Programs will need to be as many vehicles operating water taxi stops at 12 different without a license, a practice based on the adopted plan. landings providing transpor- seen as especially prevalent The BRTB will review and tation options from Canton, in Baltimore City, where they make recommendations for Fells Point, and Locust Point are known as hacks, but there grants to the MTA for these to the Inner Harbor and plac- are no statistics. three federal programs. es in between. The water tax- Chapter 2, Section 3 These numbers do not in- is’ regular business hours ad- OTHER TRANSPOR- clude other transportation for just with the seasons, running TATION SERVICES hire services such as sedans, from 10 a.m. to between 6 vans, limousines and char- p.m. and 11 p.m. with inter- Taxicabs and van services are ter buses. These differ from vals of 15 to 20 minutes. The another form of transporta- taxicabs in that the pick-up fleet is made up of 14 boats tion in the region. There are and destination sites are pre- ranging in capacity from 26 currently approximately 2,300 arranged with the customer. to 84 passengers. Some new licensed taxicabs, though Statewide, there are about piers have been added to the some vehicles may hold more 3,500 vehicles offering these landings to make boarding than one license so they can kinds of services. See Appen- easier.

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FIGURE 2-4 BICYCLE AND PEDESTRIAN FACILITIES Bicycling and walking are permitted along most of the region’s roadways, with interstate highways being the major exception. The map below shows existing area bicycle and pedestrian facilities.

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Chapter 2, Section 4 reational purposes. However, structed by utility poles or BICYCLE AND PE- the proximity of many key or- other structures. igin and destination points to DESTRIAN TRANS- The linkage of the bicycle and these trails indicates that they PORTATION pedestrian modes to transit is offer a significant commut- improving. MTA and SHA Bicycling and walking are ing potential. While many of are currently working to im- permitted along most of the the denser parts of the region prove bicycle and pedestrian region’s roadways, with inter- have comprehensive sidewalk state highways being the major access in the areas surround- networks, the more rural and exception. SHA is increasing- recently developed suburban ing rail stations in the region. ly working to accommodate areas have been designed pri- MTA permits bicycles on bicycle and pedestrian travel marily for the automobile, as Baltimore Metro Subway and in the design of state roadway pedestrian facilities such as Light Rail trains, and has in- projects, although very few sidewalks and crosswalks are stalled bicycle racks on some designated on-road bicycle fa- not consistently included in of its buses. MTA also is re- cilities currently exist. roadway projects and many viewing ways to accommodate There are a number of popu- intersection designs include bicycles on MARC trains. A lar multi-use trails in the re- free-flowing turn lanes. Even number of rail transit stations gion, including the Northern in areas with comprehensive are equipped with bicycle Central Rail Trail, Baltimore- sidewalk networks, there are lockers or racks, and there are Annapolis Trail, BWI Trail, still significant needs. For ex- plans to install additional ones. Gwynns Falls Trail, and Jones ample, there are many gaps in Among local transit providers, Falls Trail. These trails are meeting ADA requirements Annapolis Transit has installed currently used mostly for rec- and many sidewalks are ob- racks on buses.

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Chapter 2, Section 5 by rail, 6 percent by water, provides north/south access FREIGHT and less than one percent by to Philadelphia and Wash- MOVEMENT air. A look at mode shares by ington D.C. markets. I-70 value (millions of dollars) for provides access to western Freight transportation plays 2003 shows similar propor- Maryland and the Midwest- a significant role in the Balti- tions with 81 percent truck, ern states. I-695 provides ac- more region’s economy. The 12 percent rail, 6 percent wa- cess to the many business and delivery of packages and the ter, and less than one percent industrial areas around Balti- availability of the goods we air. more, as well as connecting demand are all dependent on other major highways. I-83 a reliable transportation net- HIGHWAY MOTOR CARRIER MOVEMENT provides access to the north- work. Competitiveness for ern part of the region and many Maryland industries Maryland is an ideal loca- central Pennsylvania. I-97, depends on freight infrastruc- tion to serve the largest con- I-895, and US 50/US 301 are ture and performance. Motor sumer and industrial markets other major Baltimore region carrier and rail movements in North America. By truck, routes. These routes are im- carry the most freight ton- cargo leaving the Port of portant for freight movement nage. The Freight Movement Baltimore is within an over- by truck. See Figure 2-5 for Task Force’s recent study, the night drive to two-thirds of Major Truck Routes in the Baltimore Regional Freight America’s population. I-95, Baltimore region. Profile, showed that in the I-70, I-695, and I-83 are the year 2003, 80 percent of to- principal freight transporta- Several factors can impact tal cargo weight (tons) was tion routes for motor carriers the effectiveness of goods moved by truck, 13 percent or trucks in the region. I-95 movement by truck such as

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FIGURE 2-5 MAJOR TRUCK ROUTES

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problems associated with road maintenance are com- region remain important his- roadway construction, road- monly cited geometric and toric links that originate from way deficiencies, and traffic physical deficiencies on con- the Port of Baltimore. congestion in and around nectors. The connector road The Baltimore region serves metropolitan areas. The segments located in the Bal- Class I, shortline, and switch- most problematic corridors timore region are primarily ing and terminal rail lines. include I-95, I-695, I-70, located near port terminals. Class I railroad companies are and US 50/US 301. Within defined as those with annual FREIGHT RAILROADS these corridors there are revenues in excess of $258.5 particular chokepoints and Railroads are vital links that million. The CSX and Nor- congested sections, including provide long-haul connec- folk Southern Railroads (NS) the I-95 Fort McHenry Tun- tions between shippers and are private companies that nel and Bay Bridge Toll Pla- consignees within and out- operate Class I railroads; zas. Trucks also must abide side the region. The Balti- shortline railroads include by height clearances, bridge more and Ohio (B&O) rail Maryland Midland Railroad; and pavement weight limits, line is one of the oldest in and two switching and ter- hours of service regulations, the United States dating back minal rail companies are the and parking restrictions. to 1827. The B&O rail line Canton Railroad and Pataps- Intermodal connectors are lo- co and Back Rivers Railroad. originated at the Port of Bal- cal, county, or city streets that timore and ended in Ohio CSX owns and operates 450 connect the National High- linking 13 states. Many of route miles in Maryland, way System to major termi- the rail lines in the Baltimore about 50 percent of the to- nals. While intermodal connectors are typically shorter than two miles long, they carry heavy truck volumes, and they have less stringent design standards than the interstates. This added stress causes intermodal connectors to degrade faster than other roads. A Federal Highway Administration report states that problems with shoulders, inadequate turning radii, and

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tal freight rail lines. CSX region. The Canton Railroad, a handful of East Coast ports also owns several facilities in owned by MdTA, operates without high-cube double- the Baltimore region, includ- on six miles of state-owned stack service in place or under ing rail switching yards and track in Baltimore City and consideration; however, low rail-to-truck and auto distri- Baltimore County from the cube double-stack trains can bution centers. In addition, Seagirt Marine Terminal to be accommodated. There are CSX operates the publicly Eastpoint. The railroad in- many other clearance issues owned Intermodal Container terchanges traffic with CSX in and outside the Baltimore Transfer Facility (ICTF) at and NS. The privately owned region. the Seagirt Marine Termi- Patapsco and Back Rivers Rail safety issues are primarily nal at the Port of Baltimore. Railroad primarily transports related to reducing the crashes Most of these facilities are in raw materials to and from that occur at grade crossings. Baltimore City. the Bethlehem Steel plant at There are 400 grade cross- Sparrows Point along its ten NS owns 89 route miles and ings in the region with 200 miles of track. operates another 90 miles of them in Baltimore City. through an agreement with Baltimore’s older rail infra- MTA and SHA work togeth- Amtrak on its Northeast Cor- structure has created some er to promote education and ridor line. NS also owns a height, width, and weight enforcement of grade cross- rail-to-truck facility and the limitations that can impede ing safety. SHA manages the Bayview ICTF and switching the flow of rail traffic. For federal funds used to improve yard in Baltimore City. example, new generation signalization at crossings. auto railcars and the abil- Figure 2-6 shows the Freight Maryland Midland Railroad ity to double-stack high-cube Rail Lines in the Baltimore (MMID) is a shortline rail- containers require higher region. road that operates in Carroll, clearances than are available Frederick, and western Bal- in several locations. In the timore counties on 67 miles Baltimore region, several tun- of track. MMID primarily nel and bridge clearances are transports raw materials such not high enough to accom- as coal, cement, and lumber modate the new 20’6” stan- products. MMID’s yard is in dard size. The CSX Howard Union Bridge and the railroad Street tunnel in Baltimore interchanges with CSX. City cannot handle high cube Two switching and terminal double-stack service. This railroads serve the Baltimore makes Baltimore City one of

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FIGURE 2-6 FREIGHT RAIL LINES

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the North Atlantic coast and the largest general cargo facility in the Port. Seagirt Marine Terminal, which opened in 1990, is the newest and most modern container terminal at the Port of Baltimore. Other public port facilities include North and South Locust Point and Masonville.

The Port of Baltimore com- petes heavily with other East Coast ports. It seeks to increase freight business in such areas as automobile imports, WATER tration (MPA) is responsible roll-on/roll-off (Ro-Ro) TRANSPORTATION for the overall management, equipment, and forest prod- safety, operation, and market- The Helen Delich Bentley uct imports. ing of the Port’s facilities. Port of Baltimore celebrated General cargo movement its 300th anniversary in 2006. With a unique 150-mile in- through MPA terminals out- Beginning in the 1700’s with land location, the Port allows paced record highs, reaching grain and tobacco, and con- cargo travelling by train access 8.24 million tons in Fiscal tinuing today with heavy ma- to two Class I railroads that Year 2006. chinery, autos, farm equip- can reach any distant inland Foreign cargo tonnage (bulk ment, containers, steel, paper location. and general cargo) also ex- products, aluminum, coal, The marine terminals at the ceeded prior year levels, reach- sugar and salt. Port of Baltimore include ing 32.4 million tons in 2005. This Port is the Baltimore re- both 6 publicly and 30 pri- The increase in tonnage of gion’s major maritime facility vately owned and operated both general and foreign car- and is one of only two ports facilities on 45-miles of wa- go represents a two percent on the East Coast that has a terfront. increase from prior years. 50-foot deep channel. Dundalk Marine Terminal is Figure 2-7 depicts the Port of The Maryland Port Adminis- the second largest terminal on Baltimore.

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FIGURE 2-7: PORT OF BALTIMORE MARINE TERMINALS

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primarily serving local businesses.

It also provides a base for the Maryland Air Guard, the aviation components of the Maryland State Police, and the Baltimore County and City Police Departments. MTN also serves as a reliever airport for BWI. Most other public use general aviation facilities are limited in scope, and serve smaller general aviation aircraft.

AIR BWI has maintained a con- BWI also is the region’s major TRANSPORTATION sistent one-third market share air freight facility. Domestic of passenger air travel in the and international companies The passenger and freight air Baltimore-Washington D.C. handle specialized cargo, such transportation needs of the regional air travel market as seafood, flowers, and other Baltimore region are served which also includes Dulles In- time-sensitive, high-value by the Baltimore/Washington ternational Airport and Ron- shipments. Thurgood Marshall Interna- ald Reagan National Airport. tional Airport (BWI), Martin BWI’s new 60,000 square- With over 20.6 million do- State Airport (MTN), and by foot cargo building is located mestic and international pas- separately from passenger a system of private and mu- sengers using BWI in 2006, traffic. Several all-cargo air- nicipal general aviation air- BWI continues to recover lines serve BWI and many ports. from the passenger decrease passenger airlines also provide Both BWI and MTN are experienced throughout the freight movement services owned and operated by the aviation industry following (belly-freight). Maryland Aviation Adminis- September 11, 2001. Air cargo shipments usually tration (MAA). MTN, located in Baltimore do not originate or terminate Figure 2-8 shows Existing County, is the largest general at an airport location. Goods Airport Facilities. aviation airport in the tate, are often trucked long dis-

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FIGURE 2-8: EXISTING AIRPORT FACILITIES

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FREIGHT FACTS

Our economy, jobs, and consumers rely on the efficient movement of freight through the transportation system. Here are a few facts about the region’s freight system.

• Over 20.6 million domestic and international passengers traveled through BWI airport in 2006 • The Port of Baltimore is one of only two ports on the East Coast that has a 50-foot deep channel. tances to connect with direct from one mode to another. The marine terminals • flight services particularly for at the Port of Baltimore For example, at the Port of international markets. include both 6 publicly Baltimore containers and and 30 privately owned and operated facilities Often air cargo arrives at BWI bulk cargo are transferred on 45-miles of water- and is trucked to New York’s from ships to truck or rail front. Kennedy Airport to meet the modes of transportation. • The Baltimore and Ohio next day’s international de- (B&O) rail line is one of Trucks dominate short-haul partures. the oldest in the United movement whereas rail domi- States dating back to These trucks pick up freight nates long-haul with heavy or 1827. • A recent study by the along the way in Philadelphia, bulky cargo such as coal. BRTB’s Freight Move- Newark, etc. and deliver local Air cargo tends to be time ment Task Force destination freight. showed that in 2003, sensitive, high value goods 80 percent of total INTERMODAL such as flowers or pharma- cargo weight (tons) was FACILITIES ceuticals. moved by truck, 13 percent by rail, 6 percent Intermodal facilities are major Figure 2-9 identifies the ma- by water, and less than one percent by air. facilities such as the Port of jor intermodal facilities in the Baltimore or the BWI Airport Baltimore region. where goods are transferred

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FIGURE 2-9 INTERMODAL FREIGHT FACILITIES

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Connecting Growth Management and Transportation

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While land use planning is The Federal-aid transporta- not within the purview of tion planning program sup- regional transportation plan- ports efforts to coordinate ning, approaches to linking land use and transportation land use and transportation decision-making and to foster are underway. “smart growth.”

A variety of effective trans- Economic and community portation options are created development plans rely heav- by: ily on transportation accessibility to realize their goals. • Accommodating pedestrian and bike safety and mobil- Conversely, land use strongly ity; dictates the type of transpor- • Providing and enhancing tation investment that will be public transportation ser- most effective. vice; Thus, it is vitally important • Improving the connectivity of road networks; that transportation and land • Taking a multi-modal ap- use planning are closely coor- proach to transportation dinated. with supportive land use development patterns. Chapter Three Connecting Growth Man- Connecting Growth Transportation agement and

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Chapter 3, Section 1 Smart Growth Priority Fund- reinvesting in the state’s exist- SMART GROWTH ing Areas Act (Smart Growth ing urban areas. PRIORITY FUNDING Act) which follows the Eco- A central feature of the Smart AREAS ACT nomic Growth, Resource Growth Act was the establish- Since 1997, the statutory Protection, and Planning Act ment of Priority Funding Areas guidance for land use planning of 1992. The Smart Growth (PFAs) for each jurisdiction. PFAs delineate areas of urban and growth management in Act was a strong step toward character deemed appropriate the state has been Maryland’s managing urban sprawl while to accept growth and development from the rural, agricultural, and environmentally sensitive areas where growth is restricted. This incentive- based law functions by limit- ing state infrastructure and economic development funding to PFAs. (See Appendix 3 for more PFA information).

Chapter 3, Section 2 REGIONAL COORDI- NATION WITH LOCAL LAND USE

Land use planning and zoning decisions are made at the local jurisdiction level, which are then reflected in the forecasts developed for population, households and employment. This information forms the basis for recommended transportation investments. The individual jurisdictions are correspondingly influenced by their own comprehensive

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plans, which are influenced FIGURE 3-1 by local economic and com- APPLICATIONS OF GROWTH MANAGEMENT TECHNIQUES munity development priorities and by state or federal funding levels and requirements.

Outlook 2035 attempts to en- COUNTY sure that the decisions of the

TECHNIQUE ANNE ARUNDELCOUNTY CITY BALTIMORE COUNTY BALTIMORE COUNTY CARROLL HARFORD COUNTY HOWARD ANNAPOLIS OF CITY individual jurisdictions are Growth Boundary YNYYYYN compatible with the needs of Density Zoning YYYYYYY the region as a whole, and that Overlays and/or Floating Zones YYYYYYY federal and state regulatory re- Transfer of Development Rights YNNYYYN Clustering YNY1 Y2 YYY quirements are met. Agricultural Zoning YNY3 YYYN Since it is often difficult to Adequate Public Facilities Ordinance YNYYYYY ensure that year-to-year plans Planned Unit Development YYYYYYY Sensitive Areas YYYYYYY and programs will lead to a Other Y5 Y5 Y6 Y1 Y7 Y⁸ Y9 satisfactory long-term out- Source: Adapted from BMC Task Report 96-1: Local Land Use Techniques and Th eir Potential Impact on come—even with a formal re- Travel Demand, September 1995, Updated Fall 2007. Y1: RC-2; Resource Conservation/Agricultural Preservation gional plan update every four Y2: RC-4; Resource Conservation/Watershed Protection Y3: AG; Agricultural years—the BRTB conducted Y4; Capital Improvement Program Y5; Targeted Capital Investment, Urban Renewal Zones, Community Benefits Districts a long-term visioning exercise Y6; Quadrennial Zoning, Streamlined Development Review Process, Community Revitalization Y7; Commercial Revitalization Districts and Edgewood Neighborhood Overlay District between 2001 and 2003 to Y8: Mixed-Use Development Overlay, New Town Zoning Y9; Mixed-Use Zoning, Revitalization Areas, Neighborhood Planning, Capital Improvement Program, clarify its regional goals and Density Bonuses aspirations for the next 25 years. Use Revitalization into key planning and project • Access to Jobs activities across the region. The Vision 2030 process was • Accessibility of Transpor- conducted to draw input from tation Opportunities Each jurisdiction in the Balti- • Air/Water Quality the community on the goals more region has created a vi- and priorities that would lead • Transportation Funding sion as well as a land use and Baltimore to be a great region. • Public Participation transportation plan. Table 3-1 The following is a summary of Many of the recommenda- outlines references to the vari- key Vision 2030 transporta- tions from Vision 2030 drew tion related topics: a focus on the transportation ous tools used by jurisdictions in the Baltimore region to cre- • Transit Oriented Devel- and land use connection, and opment (TOD) / Mixed- have since found their way ate their local General Plans.

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opment with additional areas planned for mixed-use.

Another important growth management concept is the “Town Center,” which the county has designated in three locations: Odenton, Parole, and Glen Burnie. Each site projects a vision of a mixed-use center that com- bines higher-density residential, retail, and employment in a setting that is pedestrian and transit friendly.

These sites are intended to Chapter 3, Section 3 One of the key concepts put serve many of the travel de- forth in the 1997 GDP is LOCAL LAND USE mands of its residents inter- “Mixed-Use” development. PLANS nally, while also serving as Mixed-use areas are anticipat- an urban center for the sur- Chapter 3, Section 3.1 ed to include residential, re- rounding community. Mas- ANNE ARUNDEL tail, and employment uses as ter plans have been developed COUNTY well as Light Rail and Com- for both Odenton (Novem- muter Rail Stations, major The most recent update of ber 2003) and Parole (Sep- employment centers, or be Anne Arundel County’s Gen- tember 1994), while the Glen located along major transpor- eral Development Plan oc- Burnie concept is detailed in tation corridors such as the curred in 1997 (1997 GDP). a September 2004 Small Area Baltimore-Washington Park- The 1997 GDP recommends Plan. way. measures to improve the way These are sites of substan- the county manages develop- Since adoption of the 1997 tial scale where the concepts ment and natural resources as GDP, four mixed use zones call for imposition of a new well as enhance the quality of have been incorporated into growth model that would re- life for residents and business- the county’s zoning ordinance, place existing scattered and es. It sets the stage to improve and five properties have been fragmented development existing communities. re-zoned for mixed-use devel- with the densities, intensities

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and building types that mark between 2000 and 2004, in- and Washington D.C. The a cohesive, integrated, and clude recommendations for 1997 GDP suggests the need vibrant town core. Located land use, transportation, the to investigate the feasibility of at the Odenton MARC sta- environment, utilities, com- additional commuter/transit tion, Odenton Town Square, munity design and commu- corridors, particularly along a TOD, will include a diverse nity facilities. Comprehen- the county’s major road cor- mix of retail, restaurants, of- sive zoning changes have been ridors, such as MD 2, MD 3, fice, hotel and housing uses implemented through this MD 214, US 50/301, and I- that will create a vibrant live/ Small Area Planning process. 97. work community. The Small Area Plans demon- Particular attention is given The county embarked on its strate support for such con- to the feasibility of an addi- Small Area Planning process cepts as pedestrian accessibil- tional light rail stop in the in 1998 to refine the rec- ity and comprehensive transit Glen Burnie Town Center, as ommendations of the 1997 service. These proposals are well as extension of light rail General Development Plan. embodied in the county’s en- along the Route 2 corridor to Small Area Plans were used to dorsed Transit Development Annapolis. Furthermore, one provide more detailed guid- Plan (September 17, 2003). of the 1997 GDP stated poli- ance for planning in 16 different areas of the county. These The Brooklyn Park area antic- cies is the encouragement of Plans, which were completed ipates an increase in housing improved access and feeder density with the development bus service between rail sta- of two significant residential tions and employment areas. projects, Patuxent Place and The 1997 GDP is scheduled Cedar Hill. The communi- to be updated in 2008 and ty’s easy accessibility to down- will reflect recent and ongo- town Baltimore and BWI will ing planning to accommo- make Brooklyn Park a highly date the 2005 Department of desirable location and provide new opportunities for Defense plan for federal Base increased transit service. Realignment and Closure actions – which will add more The 1997 GDP makes a con- than 10,000 jobs and 4,000 certed effort to increase acces- households to the county. sibility to employment centers in Anne Arundel County, but also to Baltimore City

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ter Plan was that traditional master plan issues—such as transportation, zoning, and recreation—have changed substantially, and a much more comprehensive approach would be necessary in order to ensure that the County Council has proper guidance when it acts to establish land use policy.

The county recognizes important shifts in the composition of its residents (more seniors and moderate income Chapter 3, Section 3.2 • A policy to direct new households) with impor- residential, service, and BALTIMORE employment develop- tant bearing on housing and COUNTY ment into the Urban transportation requirements. Centers, to encourage Moreover, it recognizes that Baltimore County’s 2000 redevelopment in the Community Conserva- continued growth pressures Master Plan contained a tion Areas and Revital- within the URDL will require number of elements that were ization Districts, and to protect productive significant reinvestment in its already consistent with the agricultural soil types older urban areas. recommendations of Vision from development in the 2030, including: Agricultural Preservation This policy priority is further Areas. reinforced by passage of the • Reinforcement of the • Continued emphasis of Urban-Rural Demar- the Owings Mills and County Executive’s “Renais- cation Line (URDL), Perry Hall/White Marsh sance Redevelopment” legis- signifying the outer growth areas as the key limits of the urbanized locations for new devel- lation in April 2004, which portion of the county opment. makes a priority out of rein- within which the county vesting in older communities. expects to accommodate The current 2010 Master all projected popula- Plan retains and builds upon Its objectives are to revitalize tion and employment many of the key features of its established communities by growth. This is a key growth management predecessor. An important redeveloping underused sites, strategy. premise in updating the Mas- and to utilize a cooperative

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design process to create high uses, including an alternative increase public transit rider- quality, buildable redevelop- to maximize the potential for ship and job access, and by ment projects. transit usage such as access to encouraging more suburb- the proposed White Marsh to-suburb transit options that TOD is a strong theme in rail transit station. will help complement the the Baltimore County Master county’s radial road and tran- Plan. The Plan cites a recent- Pedestrian-friendly design sit network. ly commissioned study led by also surfaces on several fronts, the MDP of the benefits of an most notably in the land use Both the Hunt Valley/Ti- expanded or mixed-use/TOD plan for the Red Run Employ- monium Master Plan and plan for the Owings Mills ment Corridor in the Ow- the Towson Master Plan, for growth district. ings Mills Growth Area and example, recommend the in- through overlay regulations vestigation of public/private The Hunt Valley/Timonium implemented at Honeygo. partnerships to encourage Master Plan encourages land employers to support transit uses that support Light Rail, TOD is also expected to fac- passes for employees. such as the promotion of tor prominently into planning mixed-use and pedestrian- discussions for the proposed The effort to increase accessi- friendly design in the West Red Line, with four stations bility in the Hunt Valley/Ti- Aylesbury Road Area. along the proposed alignment monium Plan is reflected in located in Baltimore County. the suggestion that the Plan- In the Perry Hall/White ning Office, in partnership Marsh growth area, the rec- The latest Master Plan ad- with the Maryland Transit ommended town center com- dresses job accessibility by Administration, assess the ponent of the Honeygo Plan encouraging strategies such feasibility of establishing a calls for an integrated mix of as private partnerships to shuttle system in the York Road corridor.

Also, the Towson Plan speaks at length of the need for a transit center to coordinate services between MTA and other transit providers, as well as to provide a pedestrian-friendly gateway into the town center.

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Over 40,000 acres of farmland have been protected under Carroll County’s agricultural preservation program.

To support the concentration of growth in these designated areas, the County took several important steps.

First, public water and sewage systems were systematically delineated to support focusing growth in CPAs while Chapter 3, Section 3.3 nity Planning Areas (CPAs). discouraging development CARROLL COUNTY Eight of the designated CPAs outside the CPA. encompassed incorporated The 2000 Carroll County Second, the County main- cities or towns: Hampstead, Master Plan—Carroll County tained an agricultural preser- Manchester, Mt. Airy, New Challenges and Choices: A Mas- vation program that has been Windsor, Freedom (includ- ter Plan for the Future, Novem- able to protect over 40,000 ing the Town of Sykesville), ber 2000—had as its primary acres of farmland to date. Taneytown, Union Bridge, goal achieving a well-balanced, and Westminster. Third, the County’s Commis- high-standard growth, consistent with the ability to provide essential community facilities and services and to protect basic natural resources.

To this end, the Carroll Plan pursued policies and programs which encourage the majority of new development to occur in designated Commu-

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sioners enacted an Adequate Public Facilities and Con- currency Management Ordi- nance which aims to ensure that the rate of new residential growth proceeds at a rate that would not unduly strain critical public facilities and services—including schools, roads, water and sewer facilities, and police, fire, and emergency medical services.

The 2000 Master Plan also now encourages creation of mixed-use zoning districts within CPAs to allow for isting and planned residents Chapter 3, Section 3.4 higher-density residential de- and businesses. HARFORD COUNTY velopment, and to provide Five key topics, or “Path- The 2004 Master Plan and housing opportunities for all ways,” were identified in the Land Use Element Plan pro- socio-economic elements of work planning process as par- vides direction to address the population. amount. The Transportation future growth, revitalization, Pathway will consider the The Plan also supports the the provision for adequate needs of planned growth. continuation of Main Street public facilities, economic de- programs as a mechanism for The land use directions cho- velopment and the preserva- stimulating redevelopment sen will drive the transportation and protection of natural and revitalization of the tration planning. As a result, the resources, agriculture lands ditional downtown areas of Transportation Pathway de- and historic resources. CPAs. velopment will be conducted The 2004 Master Plan estab- once the other Pathways have As part of the development lishes the following Guiding moved forward. of a new comprehensive plan, Principles for development Pathways to Carroll’s Future The Carroll County Com- under the Land Use Element Landscape, the County is prehensive Plan is expected to Plan and the individual Com- evaluating options for a trans- be completed and adopted in munity Master Plans: portation network to serve ex- 2008. 1. Quality-of-life;

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2. Stewardship of resources; ridor north to Bel Air. dential capacity countywide 3. Growth management; includes capacity within the The Development Envelope 4. Redevelopment and revital- three municipalities. ization; is a growth management 5. A sound, balanced, and diver- tool designed to ensure that Development activity in the sified local economy; 6. Commitment to communities; planned development is lo- Development Envelope is and cated in suitable areas that constantly monitored and 7. Coordination among agen- can be provided with neces- is reported on annually as a cies. sary public services. measurement of the adequacy The 2004 Master Plan rein- of public facilities (schools, forces the previously adopted Since 1990, between 80 to 85 water and sewer, and high- strategy of a Development percent of new residential de- ways) through an Annual Envelope. velopment in the county has Growth Report. The zoning occurred within the Develop- The 2004 Master Plan also code provides for a range of ment Envelope. As of 2004, establishes a goal of “promot- housing densities, from one ing planned, balanced growth the County had an estimated lot per 10 acres to urban den- within the Development En- residential capacity of 22,272 sities approaching fourteen velope,” which is defined as units to last approximately units per acre, and housing the area within I-95/US 40 17 years within the Develop- types, from single-family de- corridors and the MD 24 cor- ment Envelope. tached to high-rise apartment units. In addition, there are three incorporated municipalities To accommodate develop- in Harford County: Bel Air, ment in more flexible envi- Havre de Grace, and Aber- ronments, the zoning code deen, each exercising plan- contains provisions for spe- ning and zoning authority. cial development districts and However, the estimated resi- flexible standards for development in residential, com- Since 1990, between mercial, and redevelopment 80 to 85 percent of new situations. residential development Two new special zoning ap- in Harford County has proaches for redevelopment occurred within the De- have been incorporated into velopment Envelope. the code—Mixed-Use Cen- ters along the U.S. Route 40

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Commercial Revitalization District and the Edgewood Neighborhood Overlay Dis- trict. In each case, the theme is to provide opportunities and incentives for high quality mixed-use development.

In the area of transportation, the 2004 Land Use Element Plan calls for transportation facilities that serve the existing and future population and enhance employment opportunities within the county.

The transportation goal and objectives noted in the 2004 outlined in the Land Use Ele- mends specific projects and Land Use Element Plan iden- ment Plan. services for highway, transit, tify the need for a transporta- and non-motorized transpor- The Harford County 2000 tion system capable of serving tation opportunities such as Transportation Plan pro- existing and future growth, bicycle and pedestrian facili- motes a close coordination providing for a multi-modal ties. of efforts between providing transportation system, and transportation facilities and ensuring protection of the Future activities related to the environment and community services to making decisions Land Use Element Plan and character while supporting on land use. the Harford County Trans- the efficient and safe move- The Transportation Plan sup- portation Plan will reflect re- ment of people and goods. ports the concept of a mixed- cent and ongoing planning to accommodate the 2005 De- These principles are carried office designation at key in- into a separate Transporta- terchanges along I-95, and partment of Defense plan for tion Plan which provides industrial/employment uses federal Base Realignment and detailed policies and priori- on the Perryman Peninsula. Closure actions – which will ties for identified transpor- To support these uses and add more than 12,000 jobs tation infrastructure needs development activities, the and 6,000 households to the to accomplish the objectives Transportation Plan recom- county.

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means improving opportunities for new and expanding corridor businesses, plus expanding housing opportunities in specific locations in the corridor and allowing housing in mixed-use districts.

To implement this plan, three new zoning districts have been created: Corridor Em- ployment-Continuing Light Industrial; Corridor Activity Center-Continuing Light In-

Photo Source: www.hclibrary.org Source: Photo dustrial; and Transit Oriented Development (TOD).

Chapter 3, Section 3.5 An important example of this Several techniques have been HOWARD COUNTY shift in focus from new de- implemented to control/ velopment to redevelopment manage Howard County’s Howard County’s General is the US Route 1 Corridor pace of growth until build- Plan 2000 (adopted in 2000) Revitalization program. This out is reached. The Adequate focuses on the county’s tran- corridor, which encompasses Public Facilities Act, passed sition from a rapidly grow- all land area in the county in 1992, was designed to en- ing jurisdiction to a “matur- east of Interstate 95, is one of sure that public schools and ing” county. The county no the oldest development areas roads are adequate to accom- longer has the supply of raw in the county. modate new development in land that supported the rapid the county. General Plan 2000 established growth rates of the past three the need for revitalization of The eastern 40 percent of the decades. With the county’s the county’s older communi- county, which includes Co- land use patterns largely set, ties and articulated policies lumbia, is a designated MDP the next twenty years are ex- and actions for community “Priority Funding Area” pected to see the build-out conservation and enhance- (PFA) for state-funded proj- of this pattern and a shift to- ment, and for balanced and ects. The boundary, which ward renovation and redevel- phased growth that affects the also conforms to the public opment of older properties. corridor. The revitalization water and sewer service area,

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encourages more compact de- requirements, and mixed-use parcel in the Rural Residen- velopment patterns in eastern and TOD opportunities to tial (RR) District that is six Howard County, allowing accommodate housing, em- acres or greater. The CEO more efficient provision of ployment, public facilities, is similar to the DEO except public services and facilities. and services. that it is used to transfer density among parcels in the RC The PFA is planned to ac- Preservation of the Rural West zone. Because the transaction commodate 85 percent of the has been an important prin- occurs within the RC zone, county’s future growth, while ciple in the county’s growth no density incentive is pro- allowing it to continue to management effort. Land- vided for the receiving parcel preserve 30,000 acres of agri- owners have been offered two (receiving incentives applies cultural and environmentally options to transfer develop- only to the RR zone). sensitive land in the Rural ment density as a means of In order to ensure sufficient West. focusing and managing rural tax revenue growth in the residential growth: a Den- To encourage and accommo- county, the General Plan sity Exchange Option (DEO) date growth in the PFA, vari- 2000 seeks an appropriate and a Cluster Exchange Op- ous tools are available such balance between housing and tion (CEO). as density zoning to permit job growth. This allows for a variety of development op- In the DEO option, landown- more diversification of tax tions, adequate public facil- ers are allowed to send all or ity requirements to synchro- part of the density (dwelling nize new development with unit rights) from an eligible the availability of services, sending parcel in the Rural planned unit developments Conservation (RC) District to permit a range of housing to an eligible receiving parcel types with flexibility in design in the RC district or to any

The eastern 40 percent of Howard County, which includes Columbia, is a designated MDP “Priority Funding Area” (PFA) for state-funded projects. This PFA is planned to accommodate 85 percent of the County’s future growth, while allowing it to continue to preserve 30,000 acres of agricultural and environmentally sensitive land in the Rural West.

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revenues, dampening nega- tive impacts of a decline in the residential or employment markets.

For housing, build-out is expected to occur in about 2025 in the east and after 2020 in the Rural West. The growth rate will average 1,750 new units per year.

These projections assume no changes to the PFA boundary and no zoning map amend- Photo Source: www.hclibrary.org Source: Photo ments. For the Rural West, a limit of 250 housing allo- of the General Plan 2000’s orities, associated Implemen- cations has been set. In the approach to creating bal- tation Indicators and Trends East, an average of 1,500 al- anced and phased growth. Indicators, and a process for locations per year may be The county seeks to provide monitoring implementation. granted, of which 250 must transportation facilities that A citizens’ Monitoring Com- be for senior housing and 250 sustain and encourage the re- mittee evaluates progress and for mixed-use development as development of existing com- works with the Department of part of the US 1 Corridor Re- munities, and create ways to Planning and Zoning to pre- development Plan. make facilities and opportu- pare periodic reports, the most Average annual employment nities more efficient. recent of which was undertak- growth over 20 years is ex- The Plan addresses needs for en in 2005. pected to reach 3,500 jobs highways, transit, and pedes- Howard County is committed per year, totaling 70,000 new trian/bicycle facilities, from to the evaluation and imple- jobs. Though residential a local and regional perspec- mentation of environmentally development is capped, the tive, through a series of com- responsible highway strategies county does not impose any prehensive policies. such as the potential addi- limitations on job growth. To focus on implementation tion of high occupancy vehicle Transportation facilities and efforts, the General Plan’s (HOV) lanes on major com- services are an important part final chapter establishes pri- muter routes like I-95.

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Chapter 3, Section 3.6 CITY OF ANNAPOLIS

The Annapolis Comprehen- sive Plan of 1998 has established long-range goals and policy directions for the city.

It identified the special characteristics of Annapolis as a waterfront city, a historic colonial port, a center for plea- sure-boating, a major institu- tional center, a focus for new development, and a city of neighborhoods. Funds have been budgeted to and long-term demands, and The Plan established a basic complete the process. further enhancing the transit strategy of conservation com- system now serving the city The transportation element bined with directed growth and areas in Anne Arundel of the 1998 Plan discusses the and redevelopment, and seeks County. importance of an intercon- to establish a framework for nected transportation system cooperation between Annap- Improving the transit system where all modes, vehicle cir- olis and its region in the areas will provide stronger links culation/parking, transit, and of growth, development, and between neighborhoods, em- bicycle/pedestrian activities transportation. ployment locations, shopping work together. destinations, schools, and city It is “a plan for conserva- The 1998 Plan addresses ac- services. tion and enhancement of the cess to jobs and accessibility physical environment and Improving local bus service of transportation opportu- social values of the existing is critical to providing op- nities through policies that city.” portunities for the physically promote the management of disabled, senior citizens, and The current Comprehensive growth in traffic on key road- citizens with special econom- Plan of 1998 is currently be- ways leading into and around ic needs. ing updated and is projected the City, providing parking to be complete in 2008. solutions that deal with peak Bicycle and pedestrian link-

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ages are also given attention The purpose of the plan is port. To support this form of in the plan in the form of to establish a unified vision development, the Plan calls supporting bicycle racks on of mobility in the Annapolis for coordinated regulations, city buses, secured bicycle area and develop a strategy policies, and programs to en- parking in city garages, and for implementing the vision. courage and sustain mixed- the development of an im- use centers. This Plan will provide the An- provement plan for sidewalks napolis region with a guide to Through the promotion of to encourage walking to local address its existing and future strategies that support inte- destinations. transportation needs to im- grating land use with planned As part of improving the long- prove the quality of life for its transportation services and range transportation plan- citizens, business community, facilities, the City of Annap- ning efforts, the city, in con- and visitors. olis is reducing local nega- junction with Anne Arundel tive impacts on air and water Transit oriented and mixed- County, Maryland Depart- quality. use centers, promoted ex- ment of Transportation, and tensively by the city, provide Mixed-use developments and the Naval Academy launched opportunities for a mix of emphasis on transit assist in the Annapolis Regional Trans- portation Vision and Master uses, urban design amenities, reducing vehicular travel and Plan study in 2006. convenient vehicular and pe- increased use of transit. destrian/bicycle access from The city has just completed surrounding neighborhoods, its inner West Street revital- and transit services. ization project. The project The 2006 Master Plan estab- involved the replacement of lishes nine mixed-use cen- sewer and water pipes, reloca- ters including sections along tion of all above-ground utili- West Street, West Annapolis, ties underground, and con- the historic district, Forrest struction of sidewalks with Drive, Bay Ridge, and East- granite curbing and brick

The result of Annapolis’ comprehensive revitalization efforts over the last fifteen years is the redevelopment of the corridor into a downtown, mixed-use area that will ultimately have 300 new residential units in addition to office, retail, and convenience uses.

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roadway from Church Circle to Cathedral Street.

The result of Annapolis’ comprehensive revitalization efforts over the last fifteen years is the redevelopment of the corridor into a downtown, mixed-use area that will ultimately have 300 new residential units in addition to office, retail, and convenience uses.

Inner West Street has become a model for downtown corridor revitalization incorporating mixed-use, quality urban Chapter 3, Section 3.7 cess to/from neighborhoods design, and public infrastruc- BALTIMORE CITY as well as to services and ture investment. jobs. Adopted June 15, 2006, LIVE Additionally, in June 2004, EARN PLAY LEARN, Balti- The LIVE section focuses the City passed an Affordable more City’s Comprehensive on strengthening/building Housing Ordinance. Master Plan is presented in neighborhood centers. The The purpose of the Ordinance a business plan format. The second goal set forth in the is to increase the affordable title describes the four areas section is to promote TOD. A of focus for the plan. Each housing opportunities to rent 2004 joint investigation with focus area contains goals that or buy to Annapolis residents MTA and the Maryland De- link transportation to land of low and moderate income partment of Planning (MDP) use, some of which are high- by creating an inclusionary yielded three TOD priorities lighted below. housing requirement for new – State Center and Reister- developments in the city. Throughout the document, stown Metro as well as West mention is made of imple- Baltimore MARC stations. menting the Bicycle Master Recent and ongoing coop- Plan, creating a Pedestrian erative activities have focused Master Plan, and re-zoning on the State Center, where a when needed to improve ac- detailed planning charrette

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was undertaken, and a Re- between businesses. Objec- be recreational amenities) to quest for Proposals (RFP) to tives illustrate an emphasis on trolley line and “Shuttle Bug” select a developer is expected transportation choice in job implementation. soon. Other existing stations access – like implementing The LEARN section focuses under consideration include of the Red and Green lines on education. In addition to Westport, Shot Tower, and as detailed in the Baltimore school infrastructure and pro- Penn North, and all pro- Regional Rail Plan, the Bal- posed Red Line station areas timore City Bicycle Master grammatic considerations, have/will be investigated for Plan, and Transportation De- the goals set forth in the sec- TOD opportunities. General mand Management (TDM) tion consider transportation objectives include funding practices. In addition, ob- and access to educational fa- and re-zoning strategies to fa- jectives consider enhancing cilitates—from site-specific cilitate TOD. The third goal components of the trans- “safe routes to school” (SRTS) set forth in the section is to portation system to facilitate improvements to city-wide improve transportation access business growth through improvements like transit co- and choice. Objectives in- parking strategies and TOD, ordination to serve students. clude improving non-motor- to freight movement. Baltimore City was awarded ized, motorized, and transit federal SRTS funding in both The PLAY section focuses on infrastructure. grant years (2006 and 2007) cultural, entertainment, and to develop engineering solu- The EARN section focuses natural amenities. All goals tions as well as education and on creating economic oppor- in the section consider access enforcement programs to en- tunities in the city. The third to these amenities, from Bal- courage Baltimore’s kids to goal set forth in the section timore City Bicycle Master walk to school. is to improve access to jobs Plan improvements (which and transportation linkages in some cases will themselves In addition, the Baltimore City Master Plan seeks to improve connections to learning institutions across the City; for example, the “College Town” bike lanes were identified for immediate implementation in order to serve the cluster of higher education facilities proximate to the Johns Hop- kins campus.

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Chapter 3, Section 4 CONSISTENCY WITH STATE AND LOCAL GROWTH PATTERNS

The regional transportation planning process maintains consistency with state and local planned growth patterns by incorporating them into the socio-economic forecasting process, which provides the basis for travel demand modeling. Through the socio-economic forecasts, state and local land use is accounted for directly and indirectly in subregional and corridor transportation studies.

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Regional Trends and Challenges

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Outlook 2035 builds upon ing Outlook 2035. the current assets of the re- In order to assess what is, and gion’s transportation system. what will be needed, for the The Plan recognizes the cur- future of our transportation rent system’s performance and the trends and challenges that system, staff analyzed current will impact our future trans- and expected socio-economic portation network. changes, growth patterns, travel behavior and economic It is essential that decision- conditions. makers understand the patterns of the past as well as Understanding and forecast- anticipated transportation ing the behavior of our trans- demands in order to develop portation system users has a a systematic approach to in- profound effect on the func- frastructure investments. tioning of the transportation network. SOCIO-ECONOMIC, TRANSPORTATION, This trends analysis enhances AND AIR QUALITY transportation professionals’ TRENDS efforts to establish priorities Regional trends were a critical for the transportation system Chapter Four

Regional Trends and Trends Regional Challenges consideration when develop- needed by 2035.

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Chapter 4, Section 1 First, divorce rates increased gle person and non-family for people in the leading edge SOCIO-ECONOMIC households. Increases in the of the “Baby Boom” during TRENDS number of households espe- the 1970s and 1980s which cially in the suburban areas of The Baltimore region expe- contributed to increased our region have generated an rienced robust growth in the household formation based even greater need for private past three decades. During on family dissolution. vehicles for work and other that time period, the region trips. gained more than 400,000 By 2000, although divorce new residents, added over rates had dropped signifi- Another major demographic 300,000 new households, cantly, the duration of first trend that affected transpor- and gained over a half million marriages had shrunk, there- tation significantly was the new jobs. by still contributing to addi- growth in the female labor tional household formation. force participation rate. The respective growth rates for population, household, Along with the high divorce In 1970, the female work and employment for the rates of the 1970s and 1980s, force participation rate in the 1970 to 2000 period were 22 the age of first marriage for Baltimore region was 43.8 percent, 54 percent, and 60 both women and men was percent. By 2000, the per- percent. consistently rising which al- centage of women partici- lowed for smaller household pating in the work force had As demonstrated in the differ- sizes and an increase in sin- grown to 61.2 percent. This ence in growth rates between population and households FIGURE 4-1 (where the household growth BALTIMORE REGION SOCIO-ECONOMIC GROWTH rate is twice that of the popu- 3000000 lation), the region’s house- 1970 hold sizes plummeted during 2,500,000 2000 2,515,389 the last thirty years from 3.22 2,000,000 persons per household to 2,070,916 2.55 persons per household 1,500,000 1,534,400 by 2000. 1,000,000 2,515,389 961,700 This rapid drop in household 500,000 2,070,916 size and significant increase

in household formation were 0 Population Households Employment fueled by a number of factors.

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large increase of women en- FIGURE 4-2 tering the work force placed BALTIMORE REGION AGE DISTRIBUTION, 2000-2030 a huge number of additional drivers in the morning and 3,000,000 evening peak hour work trip 9%

11% pattern. 2,500,000 6% 6%

In addition to increased work- 2,000,000 force participation, women also continued with tradition- 1,500,000 al roles such as grocery shop- 75 and over 1,000,000 88% 65 - 74 81% ping and providing children’s under 64 trips for school and sports. 500,000 This impacted the region’s 0 highways leading to greater 20002005 2010 2015 2020 2025 2030 traffic volumes, more congestion, and higher VMT. On October 16, 2007, the will experience this multi-de- Chapter 4, Section 1.1 first “post World War II cade shift in population and THE “BABY BOOM” Baby Boomer” (a New Jer- age composition. IMPACT sey grandmother) became the One of the least understood A population characteristic first ”baby boomer” to file for aspects of the aging process in that is profoundly altering the Social Security benefits as she the region is the in-place re- demographic composition of approached her 60th birth- tirement phenomenon (“ag- the region is the aging of the day. ing in place”). “Baby Boom” population. In From this point on, about 80 2000, the senior population million people in the “Baby This phenomenon has and (65 years old and older) com- Boom” generation will begin will continue to cause major prised 12 percent of the Balti- to swell the ranks of senior changes in the distribution of more region’s population. citizens. the senior population in the region. In this region, the number of By 2035, the youngest “Baby senior citizens will increase Boomer” will have entered Before 1980, more elderly by more than a quarter of a the ranks of the “elderly” and lived in Baltimore City than million people between 2000 the oldest “Baby Boomer” in the suburbs. In-place re- and 2035. will be age 89. Our region tirement, however, not el-

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workers for the expected in- Chapter 4, Section 1.2 crease in jobs. RACIAL/ETHNIC The Baltimore region labor TRENDS force is projected to grow by Another demographic char- about 198,000 workers. acteristic that will emerge The labor force increase ex- during the forecast period is pected between 2000 and change in the racial/ethnic 2035 is only 45 percent of the makeup of the Baltimore re- expected population growth gion. and represents 44 percent of In 1970, the Baltimore re- the expected job growth. gion’s racial composition was “Baby boomers” will leave the 76 percent white and 24 per- By 2035, the elderly population regional workforce and will cent minority or non-white. will grow in size to 20% of the increasingly be replaced by regional population and will commuters who live outside By 2000, this ratio had make up 25% of the region’s the central Baltimore region moved to 68 percent white driving age population. if our employment forecasts and 32 percent minority or are to be realized. non-white. derly migration from the city to suburbs, will likely result FIGURE 4-3 in 81 percent of the region’s BALTIMORE REGION’S CHANGING elderly population living in ETHNIC COMPOSITION dispersed, low intensity sub- 80 urban areas by 2035 where 1970 70 travel options (other than au- 2000 PERCENT tomobile) are limited or non- 60 RACE

existent. 50

The phenomenal growth in 40 the senior citizen population 30

will have a profound impact 20 on the growth of the regional 10 workforce and our region’s 0 ability to provide needed Hispanic White Black Asian/Other

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The quality of life, the pres- counties. However, this same ence of excellent school sys- census data shows that the tems, renowned higher edu- Baltimore region draws more cation institutions, and the than 20,000 workers each day existence of established racial from Maryland border coun- and ethnic communities have ties in Pennsylvania and adja- made Maryland and the Bal- cent counties in Delaware. timore region a magnet for Any evaluation of growth and foreign immigration with an development in the Baltimore expectation that this trend region must take into account will continue. the actions and expectations Figure 4-3 illustrates the of our regional neighbors. changing ethnic composition Other metropolitan areas in the Baltimore region from along the I-95 corridor and Each day, more than 125,000 1970 to 2000. its vicinity are expanding out- workers leave the Baltimore ward in a manner such that region to work in the Wash- Chapter 4, Section 1.3 ington, D.C. area, while over outer county growth in these NEIGHBORING 20,000 enter from Pennsylva- areas is bumping up against nia and Delaware. INFLUENCES other expanding areas.

An important demographic The BMC model region Delaware, and New Jersey is characteristic is the commute stretches from the Pennsyl- expected to increase between by Baltimore region workers. vania-Maryland state bound- 25 to 30 percent for popu- The Baltimore region has long ary to the Potomac River.The lation, households, and em- been an exporter of work- BMC conducted an analysis ers especially to Washington of the commuting patterns ployment by 2030. D.C. suburbs in Maryland and projected population and Projections of rapid econom- and Northern Virginia. employment growth of the 71 ic and demographic growth counties in six different states According to 2000 census in the “outer areas” of this that surround our modeling figures, the Baltimore re- large commute shed suggest area. gion sent more than 125,000 that the number of commut- workers to Washington D.C. This expanded area that ers from these areas to the suburbs in Maryland, the stretches from Maryland to Baltimore region will increase District of Columbia, and Washington D.C., Virginia, even if the commutation rate the northernmost Virginia West Virginia, Pennsylvania, remains unchanged.

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Figure 4-4 shows in more de- District of Columbia, and A CHANGING tail where commuters in 2000 Northern Virginia) and west were driving from to access (West Virginia) of the Bal- REGION employment in the Baltimore timore region could gener- • By 2035, the region’s popu- region. ate a substantial increase in lation will grow about 18% - reaching a total of nearly 3 “through trips” for both per- Strong employment growth million people. sonal and freight purposes. • The region can expect job in these “outer areas” suggests growth of 29% (an increase that these areas will be locked These prospects taken to- of 451,600 jobs), totaling nearly 2 million jobs in 2035. in a labor force availability gether will increase traffic • By 2035, the region’s labor battle with the Baltimore re- volumes and congestion, ex- force is expected to grow by about 198,000. Yet the gion. Additional employment tend average commute times, number of jobs in the region growth in areas to the north increase the amount of fund- will reach 451,600. The reason for this huge gap? Baby (Delaware, Pennsylvania, and ing needed to maintain these boomers. Starting in 2010, New Jersey), south (Wash- roads, and may contribute to baby boomers will start turning 65. By 2035, over half a ington suburbs in Maryland, air pollution. million people in the region will reach retirement age and many of them will leave FIGURE 4-4 the workforce. COMMUTERS TO THE BALTIMORE REGION, 2000 The expected jobs/labor force imbalance will increase the distance people will travel for work, as well as produce longer commute times and more congested roadways. • Population, household and employment growth have been slowing down in the Baltimore region relative to past trends: 1990-2005 and 2005-2020 growth is higher than projected 2020-2035 growth. • Household growth is almost double that for population growth indicating smaller average household sizes. • The Vehicle Miles of Travel (VMT) growth rate will still outpace population, household, and employment rates

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Chapter 4, Section 2 from 2.35 million to 2.63 modest. Total lane mileage TRANSPORTATION million (a growth of approxi- in the region increased ap- TRENDS mately 12 percent), VMT in- proximately 10 percent from creased by almost 37 percent 22,500 miles to 24,800 miles. Chapter 4, Section 2.1 from 49.9 million miles per This means that regional KEY INDICATORS OF day to 68.6 million miles per VMT has increased at a rate TRAVEL DEMAND day. almost 4 times the growth in Changing socio-economic highway lane mileage. During this period, increases factors have been the force in highway capacity were However, between 2000 and behind the increase in travel- related activity. FIGURE 4-5 Several socio-economic fac- KEY INDICATORS OF TRAVEL DEMAND tors influence person travel in 25 the region: the distribution of 1999-2005 2006-2020 population and households 2021-2035

20 PERCENT and the number and location INDICATOR of jobs. 15 Figure 4-5 displays some of the key indicators of travel 10 demand for the 1990 to 2035 time period. 5

Between 1990 and 2005, 0 as regional population grew VMT Employment Households Population

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the best sources of trend in- FIGURE 4-6 VEHICLE MILES OF TRAVEL VS. LANE MILES formation is the census data, even though only work trips can be evaluated. The total 70 number of workers in the Daily VMT (in millions) 60 Baltimore region in 2000 was 50 1,153,200. 40 Figure 4-7 shows the mode 30 of travel to work for 1980, 20 Lane Miles (in thousands) 1990, and 2000. The single 10 occupant driver proportion 0 increases from a 60 percent 19901995 2000 2005 share in 1980 to a 76 percent share in 2000 while the transit 2005, the daily VMT in the Chapter 4, Section 2.2 share drops from 10 percent Baltimore region increased OTHER TRAVEL in 1980 to 5 percent in 2000. at a much slower pace, about TRENDS Carpooling also decreases two percent per year. its share from 22 percent in The private automobile dom- 1980 to 12 percent in 2000. Figure 4-6 shows the growth inates travel in the Baltimore These downward trends ap- in VMT and lane miles for region, while the transit and pear to be continuing accord- 1990 to 2005 in the Balti- carpooling shares continue ing to survey sampling in the more region. to decrease over time. One of region.

FIGURE 4-7 MODE OF TRAVEL TO WORK IN THE BALTIMORE REGION

Car/ VanPool 22% Car/ VanPool Car/ Transit 10% 14% Drive Alone VanPool Other 8% Other 8% 12% 60% Other 7% Transit 7% Drive Alone 71% Transit 5% Drive Alone 76%

1980

1990 2000

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The BRTB Freight Move- national demand. The Bal- ment Task Force (FMTF) is timore region’s total freight an advisory group of public generating output in 2000 and private sector Baltimore comprised nearly 56 percent region freight stakeholders of Maryland’s total and is that meets quarterly. The projected to increase. FMTF discusses freight issues Through-freight flows (move- and the members jointly se- ments with origins and desti- lect freight topics to study. nations outside the Baltimore A recent FMTF study, the region) make up the largest Baltimore Regional Freight proportion of freight move- Profile, provided multi-mod- ment in the Baltimore region, Chapter 4, Section 2.3 al tonnage, value, directional, accounting for nearly 42 per- FREIGHT TRENDS and economic data on freight cent of total freight tonnage. movements and trends in the Tonnage growth rates are ex- As a region with a major port, region. Numbers for 2003 pected to nearly double for air cargo facility, historic rail reveal that a total of 307 mil- truck and rail movement in network, and extensive road- lion tons valued at $966 bil- the Baltimore region between way network, the Baltimore lion moved through the Bal- 2003 and 2030. region is Maryland’s leading timore region’s highway, rail, goods movement center. As shown in Figure 4-8, truck port, and airport facilities movements are the high- The Baltimore region’s de- serving domestic and interest tonnage mode of freight mographic data forecast that population, households, jobs, and economic growth are FIGURE 4-8 projected to rise. Congestion PERCENT MODE SPLIT BY WEIGHT (TONS) on transportation facilities Air .05% Truck 82.23% Air .06% Truck 81.10% will increasingly be a chal- Water 6.23% Water 6.43% lenge as personal vehicle and Rail 13.49% Rail 12.4% truck traffic grows. All goods movement, such as the stock on store shelves, is impacted by the effectiveness and reliability of all the transporta- 2003 tion modal networks. 2030

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movement in Maryland with tation infrastructure. The shipped to, from, or within roughly 80 percent of total value of outbound freight (29 the Baltimore region project- tonnage in 2003 and forecast- percent of the total) is signifi- ed for 2030 are: (1) primary ed for 2030. cantly higher than the value metal products, (2) clay, con- of inbound freight and in- crete, glass, or stone, and (3) The top three commodities by ternal freight flows make up transportation equipment. tonnage for all modes between only four percent of the total 2003 and 2030 are: (1) sec- The industries that generate freight value flowing within ondary traffic (traffic to and the top real output numbers the Baltimore region. As with from distribution centers); (2) for the state are manufactur- total freight tonnage, truck nonmetallic minerals; and; (3) ing, merchant wholesaling, movement is the highest value clay, concrete, glass, or stone. transportation, mining, and mode of freight movement in The Baltimore region’s top electric power generation Maryland with 81 percent of trading partner by tonnage in with the Baltimore region be- the total value. This is shown 2003 was Pennsylvania and, ing the major manufacturing in Figure 4-9. in 2030, Maryland is project- center for the state of Mary- ed to become the region’s top The Baltimore region’s top land. trading partner. trading partner by value, the While employment in this Great Lakes States (IN, IL, Through-freight flows ac- large group of industries is MI, WI, OH), is projected count for nearly half of the projected to decline by 6.4 to remain the same in 2030 total value of freight moving percent statewide between as it was in 2003. The top across the region’s transpor- 2000 and 2030, their real three commodities, by value, output is projected to grow by 119.7 percent with Mont- FIGURE 4-9 gomery County standing out PERCENT MODE SPLIT BY VALUE (DOLLARS) with the highest real output growth by a wide margin of Air .07% Truck 81.24% Air .12% Truck 81.96% any county in Maryland. Water 6.04% Water 7.15% Rail 12.65% Rail 10.77% Of the six Baltimore region jurisdictions, five are among the top ten in the state for real output in 2003, with Baltimore City at the top. All jurisdictions in the Balti-

2003 2030 more region remain among

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the top ten for the State of sector is expected to grow with high growth in the juris- Maryland in 2030 for total by 84.7 percent between the dictions that already have con- freight generating industry years 2003 and 2030. Figures centrations of transportation real output. Real output in 4-10 and 4-11 show growth firms and slower growth or de- Maryland’s transportation to be uneven across the State clines in other jurisdictions.

FIGURE 4-10 VALUE OF FREIGHT BY JURISDICTION, 2003

FIGURE 4-11 VALUE OF FREIGHT BY JURISDICTION, 2030

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Chapter 4, Section 2.4 FIGURE 4-12 SAFETY TRENDS MOTOR VEHICLE FATALITIES

Motor vehicle crashes are 800 the leading cause of death in the United States for those 700 between six months and 45 State of Maryland 600 years of age.

500 In 2005, the Baltimore re-

gion accounted for approxi- 400 mately 36 percent of all statewide highway fatalities (222 300 Baltimore Region

of 614) and 47 percent of all 200 statewide highway injuries 19961997 1998 1999 2000 2001 2002 2003 2004 2005 (26,072 of 55,303).

These trends have remained FIGURE 4-13 MOTOR VEHICLE INJURIES nearly constant over the ten- year period between 1996 80,000 and 2005, as shown in Figure State of Maryland 4-12 and Figure 4-13. 70,000

In the Baltimore region, Bal- 60,000 timore County has had the 50,000 greatest number of motor vehicle fatalities each year 40,000 Baltimore Region between 1996 and 2005, 30,000 followed by Anne Arundel

County and Baltimore City. 20,000 19961997 1998 1999 2000 2001 2002 2003 2004 2005 Carroll County has seen a significant increase in motor vehicle fatalities since 2000 Figure 4-14 shows motor ve- See Appendix 4 for Motor Ve- (from 8 in 2000 to 21 in hicle fatalities breakdown by hicle Fatality Data. 2005) after a steady decline jurisdiction over the past five in the previous five years. years.

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FIGURE 4-14 MOTOR VEHICLE FATALITIES BY JURISDICTION

100 Anne Arundel County Baltimore City Baltimore County Carroll County Harford County Howard County

80 FATALITIES YEAR

0 20002001 2002 2003 2004 2005

Chapter 4, Section 2.5 despite increases in conges- particulate matter. tion and miles traveled on the AIR QUALITY According to the American region’s roadways. TRENDS Lung Association’s State of Although the Baltimore re- While the air is getting clean- the Air: 2007 report, the gion has shown increased er, and is predicted to get Washington D.C./Baltimore/ miles of travel since 1980, the even cleaner in the future, it Northern Virginia area ranks air is actually getting cleaner is important for the region to as the 11th most polluted area in terms of ground-level ozone continue to make efforts to for ozone pollution, and 11th pollution. Overall, between lessen the impact of demand most polluted metropolitan 1980 and 2005, the num- for travel and mobility on the area for short-term particle ber of days that the region air we breathe. pollution. exceeded the 8-hour ozone When you take a snapshot standard has decreased. The area ties with Charleston, of the region and compare it West Virginia, as the 20th to the rest of the country, it Tightened controls on cars most polluted metropolitan and trucks, reformulated is easy to see that we are not area for year-round particle gasoline, along with the yet where we should be. The pollution. Maryland Vehicle Emissions Baltimore region is currently Inspection Program, all help not meeting federal standards Baltimore City is ranked 14th reduce emissions from travel for ground-level ozone or fine for short-term particle pollu-

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Chapter 4, Section 3.1 FIGURE 4-15 8-HOUR OZONE EXCEEDENCE DAYS FOR THE TRANSPORTATION BALTIMORE NONATTAINMENT AREA CHOICES

70 Challenge: Managing invest- 60 ment tradeoffs among transpor- 50 tation modes to achieve policy 40 objectives, performance goals, 30 and balance between geograph-

Number of Days 20 ic regions and market segments

10 to meet the needs of diverse us-

0 ers. 1980 1985 1990 1995 2000 2005 Year Competition is tight among state modal agencies and local jurisdictions for project tion; and, 24th for year-round Chapter 4, Section 3 funding. particle pollution, tied with REGIONAL two jurisdictions in West Vir- CHALLENGES Through Outlook 2035, the BRTB developed a finan- ginia. And, Harford County Decision makers must under- cially constrained list of fed- ranks in the top 25 in the stand regional travel behavior erally funded transportation country for ozone pollution. to implement efficient and projects and priorities for the effective transportation solu- Figure 4-15 shows the num- Baltimore region that strive tions. ber of days the region has to offer a range of transportation choices, including high- exceeded the 8-hour ozone Several combined demo- ways, transit, and bicycling or standard between 1980 and graphic, economic, and travel walking. 2005. demand analyses support transportation planners’ de- Highways form the back- termination of project priori- Although the Baltimore bone of America’s transporta- region has shown in- ties. Despite these analyses, tion system. They connect all creased miles of travel several challenges remain as parts of the Baltimore region since 1980, the air is the Baltimore region strives to one another and beyond. actually getting cleaner to develop its transportation They are critical to operate in terms of ground-level system. The following are efficient transportation ser- ozone pollution. some of the key challenges. vices, facilitate freight move-

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ment, and provide personal mobility.

Transit provides basic mobility and expanded opportunities to people without the use of a car, provides broader transportation choices to people with cars, and reduces travel times and road congestion in major transportation corridors. Transit also facilitates economic development and supports environmentally sustainable communities. to facilitate the movement costs Maryland motorists $1.4 of cars and trucks across the billion a year in extra vehicle Likewise, bicycling and walk- continent. That system has repairs and operating costs. ing provide opportunities for aged and is in need of reha- This translates to approxi- short trips and for extending bilitation. Other aging infra- mately $402 per motorist. highway and transit trips. structure also needs to be re- The infrastructure report card placed. While adding capacity also estimates that congestion Chapter 4, Section 3.2 in targeted areas is important, in the Baltimore region costs AGING we must also improve the commuters $866 per person INFRASTRUCTURE performance and operation in excess fuel and lost time. In

Challenge: Devoting a suf- of the existing transportation comparison, the Washington, ficient level of funding to system and the way that sys- DC metropolitan area conges- maintain the region’s high- tem is repaired and replaced. tion costs commuters $1,212 per person per year in excess ways, bridges, rail systems and According to a 2005 report fuel and lost time. tunnels, while developing new card on Maryland’s infrastruc- transportation projects that will ture released by the American The 2005 ASCE report card require funds for operations and Society of Civil Engineers estimated that roughly 29 per- maintenance in the future. (ASCE), 45 percent of Mary- cent of Maryland’s bridges are During the 1960s and 1970s, land’s major roads are in poor structurally deficient or func- the emphasis was on building or mediocre condition. Driv- tionally obsolete. The struc- the interstate highway system ing on roads in need of repair turally deficient rating is an

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casts predict that an 18 percent increase in population and a 29 percent increase in employment will be added to the Baltimore region between 2000 and 2035.

By 2035, the Baltimore region will contain nearly three million people and nearly two million jobs. Strong population growth also means that a substantial number of new households will be formed in early warning for engineers Chapter 4, Section 3.3 the Baltimore region, many to prioritize funding and to SOCIO-ECONOMIC of them new senior citizen initiate repairs or to begin the GROWTH households. process to replace the bridge. The percentage of State High- Challenge: Forecasting how These kinds of population way Administration bridges growth will affect small geo- and employment trends will that are 50 years old or older graphic areas twenty years from impact the need for workers has increased to 31 percent of now, and then planning to meet expected to fill the growth in all bridges. Both the US 40 changing travel demands. jobs. Thomas Hatem and the US Transportation planning and This kind of transportation 301 Harry Nice bridges are analysis require a wealth of forecast data and analyses both approaching 70 years of statistics on population, com- help planners to prioritize age. Among the local jurisdic- muting patterns, housing, and projects. Socio-economic tions, Baltimore City has ap- travel behavior. Variables such forecasts are created around proximately 128 structurally as age composition, house- small geographic areas and deficient bridge structures, hold size and family type, la- are used as inputs in travel Baltimore County has 92, and bor force participation, and demand modeling. Carroll County has 14, while income levels impact land use Howard County has none and Accurate estimates and fore- development and transporta- data is not available for Anne casts strengthen the entire tion needs. Arundel and Harford Coun- transportation planning pro- ties. Earlier mentioned trend fore- cess.

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Chapter 4, Section 3.4 Aberdeen Proving Ground NEW MILITARY (APG), Bethesda National EMPLOYMENT Naval Hospital, and Andrews Air Force Base as a result of Challenge: Understanding how BRAC actions. The State of many workers and households Maryland and the Baltimore are likely to move into the region region will see a significant because of the Base Realignment increase in population, em- and Closure (BRAC) process, ployment, and households and how to accommodate that over the next 15 years. growth in ways that will create With this in mind, the Mary- the least amount of sprawl and land Department of Business An example of projected Level of Service (LOS) additional congestion. on the regional reoad network in 2020 and Economic Development A nine-member United States (DBED) utilized a portion of tractor to MDP, to assess the Department of Defense (DoD) a United States Department regional transportation impli- BRAC Commission developed of Labor grant to commis- cations of BRAC. recommendations, which be- sion four separate studies in came law in November 2005, 2006/2007 to address the im- The area of focus for BMC to reshape or transform the plications of BRAC on Mary- work activities included the DoD force structure. land. Baltimore region and the immediate jurisdictions to All told, the 2005 BRAC rec- The Maryland Department the south and north of Fort ommendations represent the of Planning (MDP) was con- Meade and APG. This work most aggressive base realign- tracted to investigate the state- completed under contract for ment plan ever proposed, wide implications of BRAC MDP also helped inform Out- affecting more than 800 in- on education, housing, utili- look 2035 discussions. A de- stallations, according to the ties, and transportation. tailed description of the work American Forces Press Ser- The BRTB was engaged completed under subcontract vice. through the Baltimore Met- to MDP is provided in the Several changes are to take ropolitan Council (BMC), boxed section on the following place at Fort George G. Meade, which served as a sub-con- pages.

According to the BRAC Commission’s Final Report to the President George W. Bush, Maryland will see the largest increase in employment associated with BRAC of all impacted states.

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UNDERSTANDING THE IMPACT OF BRAC ON

The deployment of BRAC jobs, on-base contractor of a varied workforce, as positions and the associ- jobs, off-base contractor well as the capacities of ated household increase jobs, as well as “induced” small areas in the region will occur in phases. DoD jobs to serve the influx of to accept jobs and house- military personnel will be new households. New jobs holds to allocate the juris- deployed first, and will be associated with BRAC will diction-level employment followed and/or in some be spread throughout the projections to small areas cases accompanied by region. and revised small area civilian DoD counterparts household allocations in and some on-base con- The macro-level analysis order to generate the so- tractors. Following these conducted by BMC uti- cio-economic information initial deployments, a larg- lized the Baltimore Region needed to run the regional er “wave” of deployments Travel Demand Model Travel Demand Model. will occur that would pri- Version 3.3. This analy- marily include contractors sis included the region’s For comparison purposes, of all types. transportation network, 2005 base condition net- planned network improve- works were developed to The most significant ments—as programmed in reflect existing conditions movement of personnel the 2006-2011 Maryland and modeled with BRTB- at both of the facilities in Consolidated Transporta- approved Round 6-C so- the Baltimore region (APG tion Program (CTP) and cio-economic forecasts for and Fort Meade) would as scheduled for opera- the year 2005. begin around 2009. tion by 2015 and 2020 in the 2004 Baltimore Re- For the years 2015 and According to the Regional gion Transportation Plan 2020, BMC staff evalu- Economic Studies Institute (BRTP)—and existing ated potential benefits of (RESI) of Towson Univer- regional socio-economic accelerating the year of sity and the MDP, BRAC projections, as a basis for operation from 2004 BRTP actions will add more than investigation. projects to help allevi- 32,000 new jobs to the ate anticipated conges- region—including new In order to assess the tion due to BRAC-related military and civilian DoD impact of BRAC on the growth. These scenarios transportation network, served as the foundation revised regional socio- of BMC’s recommenda- economic projections for tions. jobs and households are needed. A BRTB BRAC The analyses were con- Subcommittee was conducted in May 2006 and vened to develop projec- performed again in De- tions based on the juris- cember 2006 with the diction-level employment most current tools and forecasts developed for information, and culminat- MDP by RESI, and the ed with recommendations small-area household to meet the transportation projections developed by needs associated with MDP. BRAC-related growth. If accelerated implementa- The Subcommittee consid- tion of a 2004 BRTP proj- ered phased deployment ect reduced forecasted

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THE REGION’S TRANSPORTATION SYSTEM

congestion to an accept- as vital to accommodate able level, a capital invest- recent ridership increas- FIGURE 4-16 ment was recommended. If es as well as expected TOTAL BRAC no such project was in- increases due to BRAC- cluded in the 2004 BRTP, a related demand. The final HOUSEHOLDS planning study was recom- scope of work, re- mended. sulting from a col- Howard 6% laboration between Baltimore City 9% Harford In all, the BRTB, MDP, and the agencies and Carroll 1% 22% the research team inves- jurisdictions of the Outside Maryland 4% tigations of BRAC on the Wilmington Area Anne Other highway network yielded Planning Council, Arundel Maryland recommendations for four 15% 31% the Metropolitan Baltimore capital investments and 13 Washington Coun- 12% planning studies. In ad- cil of Governments, dition, seven recommen- and the BRTB dations were set forth to served as the basis by County improve regional and local for a federal Of- transit service—including fice of Economic improved pedestrian and Adjustment grant to fund bicycle access to transit. a detailed MARC corridor Montgomery, and Prince The recommendations master plan to upgrade George’s counties and were developed to both service between Washing- Laurel in order to develop address expected conges- ton, DC and Wilmington, joint recommendations to tion associated with BRAC, Delaware. the Maryland BRAC Sub- and to offer a menu of committee. As a result of transportation options for a BRTB members are work- such cooperation, local new and varied workforce. ing with MDOT to accom- and regional planning doc- modate BRAC through im- uments offer a congruent With respect to regional plementation of the CTP, approach to planning to commuter rail service, the and through short and accommodate the regional BRTB recognized MARC long-range transportation needs of BRAC. service as both a tremen- planning efforts. BRTB dous opportunity and a members continue to co- In addition to the Depart- tremendous challenge; operate across jurisdiction ment of Labor studies, upgrades to both infra- lines to address BRAC Anne Arundel and Harford structure and operational issues of transportation as counties are conduct- characteristics were rec- well as economic developing grant funded studies ommended. Subsequent ment, housing, utilities, through DoD’s Office of BRTB actions yielded a education, etc. For ex- detailed scope of work for ample, the Howard County Economic Adjustment. The MARC upgrades which Transportation Subcom- grants are designed “to was shared with Governor mittee of the BRAC Task assist communities that Martin O’Malley. The scope Force engaged Baltimore are adversely impacted by identified a detailed cor- City, and Anne Arundel, Defense program chang- ridor assessment, includ- Baltimore, and Harford es.” The BRTB, through ing plans for improving counties in the Baltimore BMC participation, has existing stations as well region, and reached fur- been a partner in both of as locating new stations, ther to Cecil, Frederick, these studies.

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Chapter 4, Section 3.5 DEMAND FOR NEW CAPACITY

Challenge: Making the best use of limited financial resources to provide targeted capacity improvements and travel choices to meet current and projected demand.

Due to the rising cost of materials important to construction of transportation infrastructure such as steel 34 percent in 2035 as com- Transportation forecasts of and concrete, and inflation’s increased population for the impact on buying power, all pared to 2005. Baltimore region point to- available revenue is already Total vehicle miles traveled is ward a greater demand for dedicated to projects current- climbing at a faster rate than consumer and manufactured ly in the state Consolidated capacity can match. goods. Transportation Program; the ability for the state to add Similar struggles between de- As the economy grows, more more projects is limited. mand and funding for new truck and rail companies will capacity are experienced by haul demanded products into The Baltimore region con- the transit, port, and airport and through the Baltimore tains over 11,100 miles of agencies. region. In fact, the Federal streets and highways and more Highway Administration than 2,100 bridges. The state- Chapter 4, Section 3.6 forecasts a doubling of freight maintained highway network by 2020. in the Baltimore region con- GOODS MOVEMENT sists of approximately 24,832 EXPLOSION Maintaining the highway and lane miles, which comprise Challenge: Creating addition- rail infrastructure is essential 37 percent of all lane miles in to managing the congestion al transportation choices, such the state of Maryland. on the transportation net- as improving the rail network, works. The rate of lane miles trav- could result in a better balance eled is projected to increase in freight movement. The Baltimore region is a

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major multi-modal freight state and federal regulatory house gases. hub. The Port of Baltimore is agencies, and considered the Examples of specific strate- one of two East Coast ports relationship between the plan gies in the Baltimore region with a 50-foot channel, mak- as a whole and the region’s that reduce greenhouse gas ing it a gateway for general natural and historic resourc- emissions from the transpor- cargo such as containers and es. tation sector include truck vehicles, and bulk cargo such An issue garnering significant stop electrification, park-&- as gypsum and iron ore. Once attention is climate change ride lot improvements, ride- these goods leave the mari- related to greenhouse gases. share coordination, incident time network, they become management programs, tele- While there are no estab- rail and truck cargo. work promotion, alternative lished Federal standards for fuel vehicle purchases such The region’s rail network in- greenhouse gases, and Out- as hybrid transit buses, and cludes tunnels that cannot ac- look 2035 does not directly devices which allow buses to commodate the double-stack- address the issue of climate start remotely, saving idling ing of containers. Therefore, change, Outlook 2035’s over- time. most containers leaving the all goals for reducing vehicle port move by truck. emissions should have a posi- See Appendix 4 for more on tive effect on the Baltimore Green Gas Emissions from According to a consultant’s region’s inventory of green- the Transportation Sector. report, in 2030 trucks are projected to carry more than 81 percent of total freight both by tonnage and by value in the Baltimore region.

Chapter 4, Section 3.7 ENVIRONMENTAL STEWARDSHIP

Challenge: Meeting federal, state, and local environmental goals in the face of projected growth.

This planning process involved new partnerships with

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Chapter 4, Section 3.8 SUSTAINABLE COMMUNITIES

Challenge: Developing a comprehensive planning process which integrates economic, social, and environmental systems.

Sustainable communities meet the needs of the present without compromising the ability of future generations to meet their own needs. Ap- The BRTB recognizes that region. These types of trans- plying this concept to trans- transportation planning in- portation requires a more portation options would give vestments impact commu- comprehensive planning pro- residents more opportunities nity health and lifestyles. The cess than what is currently to pursue an active, healthi- sedentary lifestyle of many in place inside or outside of er lifestyle, because it would Americans—caused in part the MPO process. However, give them more options to by auto-dependency and a doing so is essential to re- walk, bicycle, or use transit to lack of adequate bicycle and duce pollution and protect places of employment, retail, pedestrian facilities—has the environment, encourage recreation, etc. contributed to increased rates economic development, and of obesity, diabetes, and heart Various BRTB committees improve community health. disease. and subcommittees, such as The BRTB is committed to the Bicycle and Pedestrian integrating sustainability into The BRTB helps to address Advisory Group, provide the transportation planning these issues by advancing process over time. This will projects that improve and/ ideal forums for public health require considerable coordi- or increase bicycle or walk- officials to contribute to the nation with local jurisdictions ing options. Ultimately, the transportation planning pro- and state agencies since the BRTB would like to see a net- cess. Input from these profes- responsibility for these related work of interconnected side- sionals will help to integrate aspects lie outside the MPO walks, trails, and bike lanes aspects that would promote purview. throughout the Baltimore active and healthy lifestyles.

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WHAT IS TRANSIT-ORIENTED DEVELOPMENT?

Transit-oriented develop- to create transit-oriented neighborhoods in the ment (TOD) is becoming development. Washington metro area, one means to address a for example, link residents variety of issues ranging TOD sites typically share to Metro stations with from traffic congestion to certain characteristics. Ride-On buses. affordable housing, air • TOD is pedestrian-friend- There is no one-size-fits- pollution, and sprawl by ly. The development often all mold, and TOD will creating compact, walk- sits within a connected look different depending able communities cen- grid of streets that are on where you find it. The tered around high quality easy to navigate. Pedes- mix of development, den- transit services. This con- trians are made to feel sity and design will differ cept also has a direct ben- safe with wide sidewalks, based on location. efit to transit operations well-marked crosswalks, by making it more useful good lighting and narrow FTA defines Joint Devel- to those who live and work streets to slow car traffic. opment as projects that along the system. It also The street scene is made are commercial, residen- offers residents a conve- inviting with landscaping, tial, industrial, or mixed- nient commute to jobs, attractive public spaces use developments that shopping and entertain- and interesting architec- are undertaken in concert ment in the region. ture. with transit facilities. They The tallest buildings are may include private and Maryland has great TOD • clustered immediately non-profit development potential, with more than around the transit station, activities usually associ- 75 rail, light rail and sub- with the density of devel- ated with fixed guideway way stations, and dozens opment tapering off as (Rail or Busway) transit more proposed in the next you get farther out. systems that are new 20 years. The state will or being modernized or • Parking is carefully man- support its investment in extended. Joint develop- aged. The goal is to limit transit by attracting new ment projects may also be the number of parking homes and businesses to associated with bus facili- spaces and encourage the station areas. Taking ties, intermodal transfer shared parking between advantage of opportunities facilities (e.g., bus to rail), to create higher density different land uses that transit malls, and federal, transit destinations along need it at different times state or local investments our transit systems allows of day or at different times in local facilities (such as the state to put the land of the week. Offices, for a bus terminal and tourist around the transit stations example, typically need facility). FTA funds may be to a higher and better parking during weekdays, used to facilitate develop- use, facilitating the return while retail and entertainment that enhances tran- of these lands to local ment venues more likely sit; they may not be used tax roles. Transit station need it evenings or on for purely private develop- areas also make excellent weekends. ment such as construction opportunities for public • Transit-oriented devel- and permanent financing private partnerships and opment has high-qual- costs related to the design enhance state-owned or ity transit service that or construction of purely leased transit stations and includes, wherever retail, residential, or other parking areas, while en- possible, access to buses commercial public and abling a private developer and rail. Many Maryland private revenue-producing

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WHAT IS TRANSIT-ORIENTED DEVELOPMENT?

facilities. 1. SAVAGE (ANNAPOLIS JUNCTION) MARC STA- To be eligible for consid- TION eration as a transit-oriented joint development The Savage MARC Sta- project under the Federal tion is a 12 +/- acre site, Transit Administration located along Dorsey Run policy, the project: Road, near both MD 32 • must include a transit ele- and US 1 in Howard Coun- ment; ty, Maryland. The Savage MARC Station is located • must enhance the urban along the MARC Camden economic development or Penn Line, connecting Line, connecting the Balti- incorporate private invest- the Baltimore Penn Sta- more Camden Station with ment including office, tion with the Washington, the Washington, DC Union commercial, or residential DC Union Station, which Station, which handles development; and handles 19,000 average 4,300 average daily trips. daily trips. There is an • must enhance the effec- There is an average of average of 2,100 trips per tiveness of a mass transit 540 trips per day at the day at the Odenton MARC project, and the non- Savage MARC Station, Station, which currently transit element must be which currently provides provides 2,000 surface physically or functionally 914 surface parking parking spaces. related to the mass transit spaces. project; or it creates new The Odenton MARC Sta- or enhanced coordination The Savage MARC Sta- tion is located within the between public transit and tion is located within the Odenton Town Center other forms of trans- designated TOD zone of Master Plan, designated portation; or it includes the US 1 Corridor Revi- as one of Anne Arundel non-vehicular capital im- talization Plan designed County’s Growth Areas provements that result in by Howard County, and since 1968. In addition, increased transit usage, in is in close proximity to the Odenton MARC Sta- corridors supporting fixed the growth anticipated at tion is located in close guideway systems. both Fort Meade and the proximity to the growth National Security Agency There are currently 4 anticipated at both Fort TOD’s underway in the (NSA). Meade and the National Security Agency (NSA). Baltimore region: 2. ODENTON MARC STA- TION 3. STATE CENTER

The Odenton MARC Sta- “State Center” refers tion is a conglomeration to an area in mid-town of several sites total- Baltimore City generally ing 24 +/- acres, located bordering Preston Street along MD 175 and Morgan that includes four build- Road, situated just west ings which house a large of MD 170 in Anne Arun- number of state agen- del County, Maryland. The cies and employees. The Odenton MARC Station is State Center complex is located along the MARC the largest concentration

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of state government of- between the state and the tire Metro Centre project fices in Maryland, and it is City of Baltimore to assess adjacent to the office, re- comprised of approximately opportunities to revitalize tail, residential and public 25 acres of land around the state’s office complex buildings to provide ease the State Center/Cultural through greater use of of access for employees, Center Metro Station and transit oriented develop- residents and visitors. The across the street from the ment (TOD). These TOD first garage was delivered Cultural Center Light Rail principles include: devel- in Summer 2007. Target Station. The site is sur- opment that is physically delivery date for the first rounded by Martin Luther and functionally integrated commercial tenants is King, Jr. Boulevard, How- with transit; reduction 2009. ard Street, Hoffman Street of auto dependency; an and Madison Avenue. The increase in pedestrian/bi- The first Class A single or complex has 4 mid-to-high cycle trips; safer station multi-tenant office building rise state office buildings areas; enhanced walkable on the south side of the including: 201 West Pres- connections to transit sta- Metro Station is designed ton Street; 300 West Pres- tions; provision of mixed- for a total of 300,000 ton Street; 301 West Pres- use development, including square feet in ten stories ton Street; and, 1100 North housing and convenience with high visibility adjacent Eutaw Street. goods and services; attrac- to I-795 and the Metro. An- tive public spaces; promo- other 280,000 square feet tion and enhancement of of loft style office space ridership; and encourage- will be developed along ment of revitalization and Main Street over first floor sound growth. retail space.

4. METRO CENTRE AT The north side of the OWINGS MILLS Metro Station will be developed with four Class A Metro Centre at Owings office buildings in a cor- Mills is a Class A, mixed- porate campus setting. A 650-space parking struc- use, TOD project under The north campus office ture, a chiller plant, and construction adjacent to park will support a total three surface parking areas the existing Owings Mills of 68,000 square feet of occupy 5 of the 25 acres. In Metro Station. The design office space with adjacent addition, the State is inter- integrates a dynamic mix garage parking and 13,500 ested in the redevelopment of residences, offices, square feet of supporting of the historic 5th Regiment retail establishments, retail space. Armory building at the cor- restaurants, a new public ner of Howard and Preston library, and a community Streets, after it is vacated college building, all within by the National Guard, its a pedestrian-friendly live- current occupant. The 5th work-play environment Regiment Armory is listed that encourages the use of on the National Registry of public transportation and Historic Places. existing infrastructure.

The area has been the sub- Five structured parking ject of a cooperative effort garages will serve the en-

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Chapter 4, Section 3.9 IMPACT OF MARY- LAND’S STRUCTUR- AL DEFICIT

Challenge: The challenge to maintain a high quality transportation system has become more complex as construction costs soar globally and state and local governments struggle to raise sufficient revenues for much needed transportation improvements. Regional leaders must address the possibility of perennial funding shortfalls.

The structural deficit is the gap between the estimate of revenues from current sources and the baseline expenditures projected to be incurred by the state. A structural deficit relates to the state general funds for specific programs. estimated at $1.456 billion, fund that accounts for ap- so will be more difficult to proximately half of the to- The structural deficit project- resolve. tal budget. General funds ed for the next year is real, as are primarily revenues from compared to previous years. Revenues from the Transpor- broad-based taxes not dedi- In recent years, structural def- tation Trust Fund have been cated to a specific purpose. icits have been projected for used to resolve past deficits. The other half of the budget the budget each year. These However, based on transpor- is comprised of three other structural deficits were re- tation capital needs, divert- funds: special funds dedicat- solved by a range of measures. ing declining transportation ed to a specific purpose (such For the upcoming budget, the funds to offset part of the as transportation), higher structural deficit is significant general fund structural deficit education funds, and federal higher than in recent years, seems unlikely.

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Building the Regional Transportation Plan

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Safe, Accountable, Flexible, Ef- gion’s transportation system by ficient Transportation Equity 2035. Despite the large sums Act: A Legacy for Users (SAF- of funds generated by existing ETEA-LU) requires that all funding streams, not enough new regional long range plans, revenue will be available to such as Outlook 2035, include build all the projects identi- a list of transportation invest- fied as desirable and needed ments that are planned over to serve future regional growth the next 20 years. The federal and mobility challenges. The legislation also mandates that following chapter includes a the long range plan be finan- detailed explanation of the cially constrained, requiring revenue stream projected to be the MPO to identify all sourc- available by 2035 and a listing es of revenue that are expected of the projects and programs to be available in support of – the Preferred Alternative – to the implementation of these be funded. Also identified is a investment decisions. Simply list of additional infrastructure put, the amount of funding investments that will be con- projected to be available over sidered for implementation if the horizon of Outlook 2035 additional revenue resources will determine how much and, become available through the thus, which projects will be im- plan period. Chapter Five

Building the Regional the Regional Building Plan Transportation plemented to improve the re-

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Chapter 5, Section 1 employment. By 2035, the jected to add nearly one-third THE SOCIO-ECO- Baltimore region will contain of their 2000 population by NOMIC FORECAST nearly three million people 2035. and nearly two million jobs. Projections show the Balti- Robust population growth more region as a continuing When comparing popula- also means that a substantial magnet for families and jobs. tions between 2000 and number of new households 2035, Carroll County will The forecasts for the Balti- will be formed in the Balti- experience the fastest popula- more region, based upon the more region. Sometime dur- tion growth with a 55 percent latest regionally endorsed Co- ing the first quarter of 2004, increase; however, the largest operative Forecast, termed the one-millionth household absolute growth will occur Round 7 (see Appendix was added to the Baltimore in Baltimore County. Ac- 5), predict that as many as region. cording to the 2000 census, 443,000 people and 451,000 Baltimore County had the The Baltimore region is ex- jobs will be added to the Bal- largest population of all Bal- pected to experience a one- timore region between 2000 timore region jurisdictions quarter increase between and 2035. and is expected to add almost 2000 and 2035 by adding This represents an 18 per- another 100,000 people to its over 241,000 new house- cent increase in population 2000 base by 2035. Harford holds. The addition of these and a 29 percent increase in and Howard counties are pro- new households to our region

FIGURE 5-1 POPULATION, HOUSEHOLD, AND EMPLOYMENT BY JURISDICTION, 2000-2035

1000000 POPULATION HOUSEHOLDS EMPLOYMENT

Anne Arundel County Baltimore City 800,000 Baltimore County Carrol County Harford County Howard County

600,000

400,000

200,000

0 2005 2015 2025 2035 2005 2015 2025 2035 2005 2015 2025 2035

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The Baltimore region can expect job growth of 451,600 jobs by 2035, a 29 percent growth above employment totals in 2000. By 2035, the total employment in the region will be slightly less than two million jobs.

is the equivalent of adding (BRAC) activity which will for 25 percent of the region’s all of the households located occur from 2006 to 2020. driving age population. in Harford County in 2005. Baltimore City is expected to The growth in the senior Anne Arundel County is ex- reverse its decades-long trend population will continue pected to add the most new of household and popula- unabated throughout the households with 55,000. tion losses and add just over forecast period, and residual However, Baltimore, and 27,000 new households to the effects of this population phe- Howard counties will both heart of the region by 2035. nomenon will last until about add in excess of 40,000 new By 2035, seniors will account mid-century when the last of households during the 2000 for one out of every five citi- the “Baby Boom” generation to 2035 period. Carroll zens in the Baltimore region will age out of the life cycle. County, while adding only and more than one-half of a 37,000 new households, will The Baltimore region can ex- million people in our region have added a figure equal pect job growth of 451,600 will have reached retirement jobs by 2035, a 29 percent to 70 percent of their 2000 age. growth above employment household base. Anne Arun- totals in 2000. By 2035, the del, Harford, and Baltimore By 2035, the Baltimore region total employment in the re- counties household growth senior population will have gion will be slightly less than is particularly affected by the nearly doubled in size. By two million jobs. prolonged impact of the Base the end of the forecast period, Realignment and Closure senior citizens will account All jurisdictions in the region

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are expected to experience job region’s employment growth general federal government growth of 20,000 or greater, between 2000 and 2035. job growth, added to the ex- but Anne Arundel County pansion of already thriving Harford County will grow will singularly account for 35 industries such as finance, by 72 percent or 69,000 jobs percent of the region’s em- business, services, education, during the forecast period. ployment during the forecast health care, and research New BRAC-related jobs will period. While BRAC jobs will will fuel the largest share of constitute a larger share of account for an employment employment growth in the Harford County’s employ- surge in Anne Arundel Coun- region between 2000 and ment growth (25 percent) ty during the early part of the 2035. than BRAC jobs in Anne forecast period, it will ac- Arundel County. Our employment forecasts for count for less than 10 percent 2000 to 2035 recognize this of the growth that the county Baltimore County will add continuing trend throughout experiences during the entire 75,000 jobs to its employment the period. 2000 to 2035 period. How- base and Baltimore City, after ard County is expected to add a large decline during the first Based on current popula- nearly 105,000 new jobs for a five years of the forecast pe- tion projections, assump- 65 percent increase. riod, will experience a 22,000 tions about slower labor force job increase by 2035. growth, and projections of Taken together, Anne Arun- overall employment, the Bal- del and Howard counties will Other federal government timore region by 2035 will account for 58 percent of the personnel redeployments and have to import (commutation in from outside of our region) more than 100,000 workers to meet our employment expectations.

Chapter 5, Section 1.1 SIGNIFICANT DEMO- GRAPHIC CHARAC- TERISTICS OF THE BALTIMORE REGION

The Baltimore region includes only six of Maryland’s 24 jurisdictions. However, in

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2005, households in the Bal- timore region had a median income nearly equal to the state $66,000 average.

Additionally, the region is home to 47 percent of the state’s 5.6 million residents, 48 percent of the state’s 3.3 million jobs, 44 percent of the state’s 860 thousand public school students, 36 percent of the state’s new housing and generates 45 percent of the state’s $60 billion in • 9th for population hav- ey will we have to invest? retail sales. (Maryland State ing completed a bachelor’s Data Center, 2006 Maryland degree or more (29.7%), The amount of funding pro- Statistical Handbook) • 9th for air traffic passen- jected to be available deter- gers in 2004 (20.8 mil- mines how much we can in- Outside of Maryland, the lion), vest to maintain, operate and region ranks highly among a • 6th for mass transit use improve the region’s transpor- sample of twenty of the na- with more than 640 mil- tation system over the plan- tion’s metro areas. A 2005 re- lion passenger miles and 113 million passenger ning period. port produced by the Greater trips, and Baltimore Committee and the A broad range of financial • 5th in transit ridership per Economic Alliance of Greater resources are devoted to im- capita. Baltimore noted that the Bal- plementing Outlook 2035. timore region ranked: These resources are consid- Chapter 5, Section 2 ered to be reasonably avail- • 8th for population FINANCIAL with more than 36,000 able throughout the planning residents and households FOUNDATION period, having had a long his- earning $75,000+ annu- For Outlook 2035 to be a tory of providing funding for ally living within a 1-mile radius from the city center, sound, long-term investment regional transportation plans. strategy for the region, the Federal, state, local and pri- • 10th for average annual employment growth from first question that must be vate sector revenue sources 2002 to 2004, answered is, how much mon- are included in the analysis.

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Chapter 5, Section 2.1 ington Metropolitan Area livery of approximately $1.2 FINANCING MARY- Transit Authority, local gov- billion in capital construction LAND’S TRANSPOR- ernments and debt payments projects. TATION PROJECTS obligations. Chapter 5, Section 2.2 To support all activities, The Maryland Transportation SOURCES OF MDOT receives funding Trust Fund (TTF) is the pri- TRANSPORTATION through the integrated TTF, mary state source of transpor- TRUST FUND tation funding. It was created which is a dedicated revenue MONIES in 1971 as a dedicated fund source supported by Federal to support the Maryland De- aid, operating revenues, regis- TTF monies include vehicle partment of Transportation tration fees, taxes, and bond titling taxes, registration and (MDOT). It funds the State sales. Since 1985, MDOT MVA fees, corporate income Highway Administration, has partnered with the Mary- taxes, operating revenue, Motor Vehicle Administra- land Transportation Author- bonds, Federal-aid, motor tion, Maryland Aviation Ad- ity (MdTA) to provide fund- fuel taxes, and other sources. While federal-aid provides ministration, Maryland Tran- ing assistance and/or access to nearly 18 percent of trust sit Administration, Maryland the revenue bond market for fund revenues, the motor Port Administration, Wash- joint development and de- fuel and vehicle titling taxes have historically provided the FIGURE 5-2 largest portion, at 21 percent SOURCE OF TRANSPORTATION each. Registration and MVA TRUST FUND MONIES, 2007-2012 fees contribute 16 percent and operating revenue con- Other 2% tributes 10 percent. Vehicle Titling Federal Aid Taxes 21% Federal funding, primar- 18% ily collected through the fed- Corporate Income Taxes 6% Motor Fuel eral gas tax, is programmed Taxes 21% through the Maryland Con- Operating Revenue 10% solidated Transportation Bond Registration 6% & MVA Fees Program (CTP). It is a fis- 16% cally constrained six-year pri- oritized program of region-

2007-2012 ally significant transportation

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projects in the State of Mary- FIGURE 5-3 Debt Service 4% land. It lists and describes ALLOCATION OF all of the projects addressing TRANSPORTATION Local Maryland’s surface transpor- TRUST FUND Governments 17% Capital 39% tation system that are funded MONIES, 2007-2012 with federal funds. Operating Expenditures 40% Chapter 5, Section 2.3 HOW MONIES IN THE TRUST FUND ARE ALLOCATED 2007-2012

TTF allocations have his- Chapter 5, Section 2.4 increases to the gas tax, vehicle torically maintained the same titling tax and/or registration proportions as reflected in NEAR TERM REV- fees. Using the recent history of the most recent time period ENUE ASSUMPTIONS Trust Fund revenues as a guide, 2007-2012. The largest por- FOR THE STATE there is more confidence about tion of TTF dollars, 40 per- TRANSPORTATION the next five years than the years cent, is held by MDOT for TRUST FUND beyond. Specific revenue projec- its operating expenditures. TTF fund sources are pro- tions and assumptions MDOT While salary and wages are jected to increase moderately developed for 2007-2012 follow substantive operating charg- and are pegged to total $18.3 below. es, the bulk of operating ex- billion for the 2007-2012 penses go to maintenance and • Fund Balance: since the time period. Inflation does inflow of Trust Fund rev- preservation of transportation enues is periodic rather than not push transportation rev- facilities. A nearly equal share annual due to user fees/taxes, of TTF dollars, 39 percent, enues up. On the contrary, it MDOT maintains a $100 million annual fund balance goes to capital expenditures. pushes the buying power of to accommodate its working transportation dollars down. This category is limited to cash flow requirements. projects that are new facilities While the cost of motor fuel • Motor Fuel Taxes: revenue and/or expansion of existing has increased significantly from this source is projected to reach $3.2 billion. At cur- facilities. Local governments since Fiscal Year 1993, the gas rent rates, receipts are expect- receive 17 percent of TTF tax has remained the same at ed to grow between 1 percent dollars for local projects and 23.5 cents per gallon. Signifi- and 2 percent per year. the remaining 4 percent cov- cant growth in TTF revenues • Vehicle Titling Taxes: revenue from this source is projected ers debt service. is dependent upon statutory

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For the period beyond 2012, projections of state funds use an historical annual average growth rate of 3.75 percent.

Federal fund projections for the same period are based on an average growth rate of 4.7 percent for both highway and transit program funds.

ated for operating. The to yield $3.7 billion. This levels. Washington Metropolitan tax is heavily dependent on • Operating Revenues: this Area Transit Authority will the sale of new and used source is projected to receive a direct allocation motor vehicles; revenues are contribute $2.5 billion. of $534.8 million apart not projected to rise above Monies from rail and bus from the Maryland total. their historic annual rate of fees, terminal and other These federal dollars flow 4 percent. port related revenues, flight through SAFETEA-LU, the • Registration and MVA Fees: activities, rent and user revenue from this source is fees, parking, airport con- reauthorization of federal projected to generate $2.7 cessions and other aviation surface transportation fund- billion. Primarily tied to related fees constitute on- ing, which provides overall population growth, reduced going operating revenues. structure for federal high- growth in registered vehicles These revenues will experi- way and transit programs and a heavier vehicle mix ence significant increases through federal Fiscal Years will hold revenue growth above prior years. Growth 2005- 2009. The reau- at an average of 3 percent and expansion of the Helen thorization is about $720 every two-year cycle. Delich Bentley Port of million per year, an increase • Corporate Income Taxes: Baltimore and Baltimore/ of $180 million over the revenue from this source Washington International previous authorization. is estimated to reach $845 Thurgood Marshall Airport However, the majority of million. While the Cor- (BWI) will push them up these funds are not available porate Income Tax is 7 steadily each year. for new projects. MDOT percent, only 24 percent • Federal Aid: revenue from plans to direct increased of collections are tapped this source is marked at funding to unfunded but for transportation fund- $3.7 billion. This is a committed projects listed in ing. Revenues will not rise capital authorization; only the Consolidated Transpor- significantly above current $427 million is appropri- tation Program.

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Chapter 5, Section 2.5 system preservation expendi- commuter rail service. The LONG TERM REVE- tures, an annual growth rate Washington Metropolitan NUE ASSUMPTIONS of 2.5 percent is assumed for Area Transit Authority sup- FOR THE STATE the planning period. ports the Washington Metro TRANSPORTATION as well as transit programs TRUST FUND Chapter 5, Section 2.6 in Montgomery and Prince SYSTEM PRESERVA- George’s counties. The Mary- For the period beyond 2012, TION AND OPERAT- land Aviation Administration projections of state funds use ING NEEDS owns and operates BWI and an historical annual average Martin State Airport. The growth rate of 3.75 percent. The competition among Maryland Port Administra- Federal fund projections for transportation modes for cap- tion owns and operates sev- the same period are based on ital funding to support im- eral major maritime terminals an average growth rate of 4.7 provements and new projects that include acres of land, percent for both highway and is fierce. Transportation needs warehouse and berth space. transit program funds. far outweigh state resources. The State Highway Adminis- Operating costs continue to Regarding future operating tration maintains over 5,000 climb. The FY 2008 operat- expenditures, projections are roadway miles and 2,500 ing program increased by 7.5 derived by inflating the pre- bridges. The Maryland Tran- percent or about $100 million vious year with an estimate sit Administration operates above the FY 2007 budget. for the percentage change in Metro, Light Rail, bus and The largest changes are attrib- Consumer Price Index-for all Urban Consumers (CPI-U) plus 1 percent. The Consum- er Price Index is a generally accepted measure of inflation. The projected annual change in index figures is based on information received from two economic forecasting firms. One percent is added to the forecasted rate to account for the additional operating costs associated with new capital expansions. For

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and operations costs incurred, must equal the level of funding that the MPO reasonably determines to be available.

The requirement that plans be financially constrained forced planners to prioritize and program projects based on verifi- able revenue projections. As a result, many projects were pushed back into later years while others failed to be identified in this planning period. uted to the Maryland Transit Certificates of Participation Administration (MTA) at $46 (COPs) are driving MPA op- Chapter 5, Section 2.8 million, the Washington Met- erating costs up. THE METHODOL- ropolitan Area Transit Author- OGY EMPLOYED TO ity (WMATA) at $16.7 mil- Chapter 5, Section 2.7 DEVELOP THE REV- lion and the Maryland Port FINANCIAL RE- ENUE FORECAST Administration (MPA) at $8.6 STRAINTS GUIDING FOR THE BALTI- million. THE 2035 PLAN MORE REGION

Rising fuel costs and increases A lasting contribution of MDOT forecasted state fund- in transit service contracts ISTEA and subsequent fed- ing for capital and operating such as for the paratransit eral legislation to the trans- expenditures for the 2013 - service Mobility, Maryland portation planning process is 2035 planning period based Rail Commuter (MARC), the mandate that Metropoli- on historical spending pat- and commuter bus services tan Planning Organizations terns. Operating expenditures pushed MTA operating costs (MPOs) base their long-range were projected to grow by up. Likewise, personnel and metropolitan transportation one percent per year to cover fuel cost increases are grow- plans on a standard of “finan- costs required for the mainte- ing faster than revenues at cial reasonableness.” The capi- nance/operation of planned WMATA. Increased stevedor- tal costs for expansion of the expansions to the regional ing costs, additional security, regional transportation system, transportation system. Local and debt service payment for as well as system preservation contributions were estimated

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based on historical trends in ponent has been removed are acceptability. As such, they transportation funds that ju- known as “constant” or “base serve as the best tool available risdictions receive from the year” dollars. The Discount for guiding regional transpor- state. Since private sector con- Rate for 2035, converting cur- tation plans. tributions generally vary by rent dollars to constant dol- Identifying the necessary fund- project, this funding source lars, is 2.4 percent. ing to meet anticipated project was accounted for by using Detailed information on reve- costs is a more difficult task. a conservative assumption of nue and project cost estimates A number of revenue sources projected revenues. (Exam- for both “year of expenditure” were investigated and the co- ples of private sector contri- and constant dollars are found operation of key stakehold- butions include: a private de- in Appendix 5. ers was essential. The MPO veloper paid for the parking collects estimated statewide garage for the Owings Mills Current methods for fore- transportation funding from TOD and another developer casting future transportation MDOT. Maryland jurisdic- paid for infrastructure on the revenues, while technically tions provide their revenue Savage TOD project.) All of proficient, are not completely projections based on revenue these estimates were aggregat- reliable. Over the planning from sources such as excise tax, ed to produce the total for the period, political pressures can excise tax leveraged bonds or Baltimore region. change the tax rates that drive development impact fees. Esti- To account for the effects of revenue calculations. Addi- mates of revenues contributed inflation over the 20-year plan, tionally, historic economic by non-governmental sources MDOT generated revenue es- conditions, the base for pro- are also identified. Historic timates in both current and jections, rarely stay true in fu- funding levels, in the context constant dollars. In this plan, ture years. As a result, revenue of current policy priorities, are dollars that include the ef- projections are not certain but examined to determine future fects of inflation are known as fall within a range of rational revenue trends. “current,” “nominal” or “data year” dollars. New metropoli- FIGURE 5-4 tan planning regulations call COMPONENTS for revenue and cost estimates OF THE CPI-U Housing (41.993%) Food & Beverages that support the metropolitan (15.291%) transportation plan use an in- Other Goods & Services (3.750%)

flation rate to reflect “year of Education & Communication (5.846%) Apparel (3.841%) expenditure” dollars. Dollars Recreation (5.733%) Transportation (17.414%) from which the inflation com- Medical Care (6.123%)

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Chapter 5, Section 2.9 transportation decision mak- FIGURE 5-5 MDOT OPERATING REVENUES AN- ing. The next update will oc- PROGRAM, FY 1997-2006 TICIPATED FOR THE cur in 2009. Operating expenses over the last 10 years have been distributed as follows: 47% Transit (MTA and BALTIMORE REGION The CTP, developed each year WMATA), 19% SHA, 12% MVA, 9% MAA, 8% MPA, and 5% TSO. MDOT reports that for the in concert with the leadership thirty year period from 1981 from state jurisdictions, is the – 2012, surface enhancement spending plan for ongoing projects have been about 87.3 and new capital projects the percent of statewide expan- department will fund during sion funds. The Baltimore the next six years. region’s share of surface en- After broad based review hancement dollars for this and comment, the approved period is about 41.6 percent. CTP is incorporated into the According to the Maryland Department Governor’s annual budget of Transportation (MDOT), between During the FY 2013 to FY submittal to the Maryland fiscal years 1997 and 2006, 47 percent 2035 planning period, ex- of its operating budget was spent on General Assembly. transit, while 55 percent of its capital pansion funds available for budget was devoted to highway projects the Baltimore region are pro- and 28 percent to transit. Overall, This, in turn, provides state highways accounted for 39 percent of the jected to total $8.7 billion direction on spending from combined operating and capital budget, constant 2007 dollars. Ap- and transit accounted for 35 percent. state and federal funds sourc- proximately $2.1 billion is es in developing the long- FIGURE 5-6 programmed for FY 2006 to range plan and subsequent COMBINED OPERATING & FY 2011 in the State Report short-term Transportation CAPITAL EXPENDITURES, FY 1997-2006 on Transportation (SRT). Improvement Program. A breakdown of combined operating and capital expenditures show that over the last 10 years, 39% of This report, a transporta- EXPANSION FUNDING funding went to highways, 35% to transit (MTA and tion vision and implementa- $8.7 BILLION WMATA), 11% to airports, 6% to seaports, 6% to motor vehicles, and 3% to MDOT Headquarters. tion plan, has two sections, Expansion includes fund- the Maryland Transportation ing for all capacity improve- Plan (MTP) and the Con- ments. The MDOT Office solidated Transportation Pro- of Finance provided the fig- gram (CTP). ures for state revenues dedi- The MTP, updated every cated for expansion projects. fifth year, sets the goals and MDOT indicated that they policies that guide the state’s used their records of expen-

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ditsures from two time periods; FY 1981 to FY 2005 and FY 2006 to FY 2011 to determine the historic split between systems preservation and expansion.

MDOT assumed an annual growth rate of 2.5% for sys- FIGURE 5-7 OVERALL tems preservation for the FY The total amount of funding available through the year 2035 was assessed at FIGURE 5-8 EXPANSION 2012-FY 2035 period. approximately $33.4 billion dollars, in $8.7 billion has been set aside for Expansion Projects. constant 2007 dollars. This amount covers These projects fall under three categories: Transit, three areas: Operations, Preservation, and Highway and Transportation Demand Management Expenditures for capital ex- Expansion. (TDM). pansion were derived by sub- tracting both operating and from FY 1981 to present were timates of the percentage of systems preservation expendi- split into surface and nonsur- tures from the total program Maryland expansion associat- face and combined with sys- expenditures for each year. ed with surface transportation tem preservation/expansion for the various time periods. For the Baltimore region al- data. It was then analyzed location, total capital figures and evaluated to produce es- Surface capital for the Balti-

FIGURE 5-9 BREAKDOWN OF ALL COSTS IDENTIFIED IN OUTLOOK 2035

OPERATIONS PRESERVATION EXPANSION $8.7 BILLION $17.9 BILLION $6.8 BILLION This is funding for all capacity improvements. These include projects such as building a new transit line, increasing lanes on a highway, or adding a new Funding covers the System preservation bicycle and pedestrian trail. day-to-day is essential to keeping operations a safe and well-run of the transportation transportation HIGHWAY & TRANSIT OTHER STRATEGIES system. For transit, system. This includes INTERCHANGE $2.2 BILLION $0.5 BILLION this includes the cost activities such as $6 BILLION Transit projects This category includes: of running buses resurfacing roads, Projects funded in this category capital improvements, and trains, and for repairing bridges, include federal aid include a new rail technical enhancements, and highway, it may maintaining buses eligible highways and service and MARC commuter assistance. Capital include maintenance and transit tracks, roadways maintained improvements improvements include the projects that are of etc. by the State Highway operated by the purchase of alternative fuel a smaller scale than Administration, as Maryland Transit buses, bicycle and pedestrian preservation projects well as each local Administration. enhancements, and strategies to (i.e., filling potholes, jurisdiction. optimize system performance. clearing debris, etc.).

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ableness.

See Appendix 5 - Letters of Financial Commitment.

The forecast reflects overall dollars available for the transportation program. The following process is used to calculate the Baltimore region portion of state funds for capital expansion. • Total capital figures from FY 1981 to the present were split into surface more region was derived by operations, system preserva- and non-surface. Surface included highway (SHA) adding the expenditures for tion and expansion within the and transit (MTA, MARC, all MTA, 50% of MARC and overall budget. Using the $8.7 & WMATA) costs. Non- the portion of SHA that per- billion as the basis, the his- surface included port, aviation, and motor vehicle tained to the region. toric percentage shares were administrations, and the applied. The BRTB staff then took Secretary’s Office expenses. • The surface / non-surface the Baltimore region total The projected revenues avail- data and the system pres- from MDOT for years 2013 able to the Baltimore region ervation / expansion data through 2035 ($8.3 billion) from FY 2013 through FY were combined, analyzed, as calculated and added con- 2035 total $8.7 billion, an and evaluated to produce estimates of the percent- tributions pledged by local amount generally equivalent age of Maryland expansion jurisdiction ($400 million) to the estimated cost of the associated with surface for the same period to arrive projects included in Outlook transportation for the various time periods. at $8.7 billion in revenues for 2035. • Surface capital in the Bal- expansion projects. Addition- As a result, implementation timore region was derived al documentation is available by adding the expenditures should be able to be complet- in Appendix 5. for all of MTA, one-half of ed for all projects selected for MARC and that portion Once the expansion portion the Outlook 2035 Preferred of SHA that pertained to was determined, staff used Alternative, therefore meet- the region (Anne Arundel, Baltimore, Carroll, Har- state historical figures to cal- ing SAFETEA-LU’s required ford, and Howard coun- culate the percent share of standard of financial reason- ties).

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• These Baltimore specific &-ride, bicycle and pedestri- up of a unique combination figures were used to derive an projects, alternative fuels of factors which may affect estimates of Baltimore surface expansion. These and growth management ini- overall costs, because prices figures, when used with tiatives). on many items tend to fluc- the above-mentioned tuate over time, and because projections, produce the By far the most important the contractors’ bid prices are estimates shown for Balti- component of the cost meth- more as a percent of Total often based on many variable odology for Outlook 2035 Surface Expansion. external factors, there are no was SHA’s “2006 Highway magic formulas which will Construction Cost Estimat- Chapter 5, Section 3 ensure precise estimates. DEVELOPING ing Manual” that is an inter- PROJECT COSTS nally created program with a As a matter of practice, there supporting database. are at least two rounds of Estimating project costs was cost development. The first The manual is intended to a joint effort that included estimate is less intensive and provide uniform and consis- the aid and assistance of staff developed for use in docu- tent guidelines for the prepa- from state agencies, local ju- ments such as Outlook 2035, ration of engineering cost risdictions, transportation the second, more detailed, estimates on highway con- consultants and BMC. estimate is developed as the struction projects. The State Highway Adminis- project moves to project plan- tration (SHA) provided cost Since every project is made ning and is reviewed at least estimates for state facilities. Cost estimates for local facilities, as well as bicycle and pedestrian projects, were sup- plied by sponsoring jurisdictions.

The Maryland Transit Ad- ministration developed capital cost estimates for transit projects. Staff, with the assistance of appropriate modal administrations, estimated the cost of ancillary projects (commuter assistance, park-

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once a year to reflect updates • Use standard pay items ter a larger candidate list of to fields in the cost estimating from the category code projects underwent an exten- book whenever possible. program. sive evaluation process called The critical need to update project prioritization. When developing a cost es- costs annually is reflected in timate, there are, however, the rising cost of construc- Project prioritization is the some basic principles and fac- tion materials. Between the process for evaluating and tors which can and should be years 2004 to 2007, the cost ranking individual transpor- identified early in the process of steel increased 60 percent, tation projects. to minimize cost increases cement by 40 percent, asphalt throughout the design pro- by 25-30 percent, and aggre- The projects were initially com- cess. Some of these consider- gate rose by 29 percent. piled by the BRTB members ations are: and submitted as candidate • Identify all potential im- Chapter 5, Section 4 projects for Outlook 2035. pacts before a project gets PROJECT Then a prioritization process initial funding and pro- PRIORITIZATION vide reasonable costs with was applied that served as a contingencies to cover The Preferred Alternative tool that helped decision-mak- those impacts. projects were selected by the ers decide which projects to • Make sure that all specifi- cations clearly define the Baltimore Regional Trans- fund with the limited amount scope of work. portation Board (BRTB) af- of money available.

FIGURE 5-10 PRIORITIZATION PROCESS FOR OUTLOOK 2035

Technical Evaluation Priority Levels Assigned of Projects Conducted

UBMITTED Technical and Policy S Evaluation Results Final Priority Combined into Levels Assigned ROJECTS

P Weighted Final Scores ANDIDATE C

Policy Evaluation Priority Levels Assigned of Projects Conducted

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Most projects submitted to local jurisdictions and state 1. Improve safety be included in Outlook 2035 agency members of the 2. Maximize transportation went through this prioritiza- BRTB. It is conducted by the system management & operations tion process. BRTB member that submits the candidate project. 3. Increase accessibility & Projects were evaluated based mobility on their policy and technical Policy prioritization accounts 4. Preserve the environment merit. A project’s final rank was for 60 percent of the overall 5. Improve transportation based on the total policy and prioritization score. The to- system security technical scores combined. tal policy score is based on 6. Link transportation invest- three factors: ments to land use & economic development Chapter 5, Section 4.1 1. Scores for each project based 7. Foster inter-jurisdictional on seven policy evaluation POLICY participation & coopera- criteria; PRIORITIZATION tion METHODOLOGY 2. Rank of each project as High, Medium, or Low; and; Each of these criteria contains Identifying regional policy- 3. Maryland Department of a point range to support the based transportation priori- Planning (MDP) analysis evaluation. of each project in relation ties is a challenge. The intent to a Priority Funding Area Candidate projects also must is to ensure that jurisdictional (PFA). be identified as High, Me- and agency commitments The seven policy evaluation dium, or Low with a limit receive due consideration in criteria are: of five high priority projects, setting regional priorities.

Each time a new long-range transportation plan is developed, the BRTB considers the policy factors of previous plans and commits to new factors, criteria, and point ranges that reflect the goals and direction of the current plan.

Policy prioritization is a qual- itative process and strongly follows the priorities of the

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four medium priority proj- Chapter 5, Section 4.2 • connectivity, and ects, and an unlimited num- TECHNICAL • environment. ber of low priority projects. PRIORITIZATION Each criterion within a cat- METHODOLOGY egory was assigned a maxi- Baltimore City is the excep- mum number of points based tion to this—the City may The technical evaluation was on data inputs such as crash submit 15 high priority proj- a largely quantitative analysis frequency, volume/capacity ects and an unlimited number and accounted for 40 percent ratios, potential users for a of low priority projects. of the overall prioritization score. The technical evalua- trail, etc. Finally, the MDP reviews tion was conducted by BMC A project’s total technical score each project as to whether staff. was the sum of the points it or not it falls within a PFA. The process was designed to received for all criteria. PFA’s are established by local evaluate three categories of Criteria such as cost-effective- jurisdictions and are certi- projects:: ness, the congestion index, fied by MDP based on spe- and peak demand (in the case cific criteria. Projects that fall 1. Highway and interchange projects; of highway expansion proj- outside a PFA lose five points 2. Rail transit projects; and ects) have the greatest influ- from their High, Medium, or 3. Bicycle and pedestrian ence on a project’s total tech- Low point score. projects. nical score. The first two categories of Much of the technical evalu- projects were assessed based ation was based on output on seven criteria. from the regional travel de- The bicycle and pedestrian mand model. projects were assessed based Chapter 5, Section 4.3 on four criteria, three of which overlap with the seven criteria ASSESSING A of the first two categories. FINAL SCORE

The seven criteria are: The final step of the project • safety, prioritization process was to • congestion, combine the policy and tech- • demand, nical evaluation scores for • accessibility, each project to come up with • cost effectiveness, a combined score that deter-

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mined the overall prioritiza- The next stage was to select Chapter 5, Section 5.1 tion ranking. the projects that were evaluat- COMMITTED ed through the prioritization The objective was to under- PROJECTS process. The projects that be- stand which projects clearly came the investment package The BRTB identified a list of stand apart from others as the in Outlook 2035 are termed projects where funds are be- region’s most important trans- the “Preferred Alternative” ing spent or are committed to portation system investment and are based on reasonably the project and the project has priorities. See Appendix 5 to available funds between 2013 a completion date between view the policy and technical and 2035. 2008 and 2012. These proj- prioritization methodologies. In addition to projects, the ects are referred to as Com- Chapter 5, Section 5 BRTB also considers pro- mitted projects, as shown in COMMITTED, RE- grams that support the physi- Figure 5-12. GIONALLY SIGNIFI- cal network and make better These dates were chosen be- CANT, PREFERRED use of existing capacity. ALTERNATIVE AND cause they reflect the time ILLUSTRATIVE The last set of projects are period of the current Trans- PROJECTS termed “Illustrative” and they portation Improvement Pro- represent the next tier of proj- gram. In order to understand what ects that are needed but are projects to consider in a long- unfunded and have not been These projects serve as the range plan, it is essential to included in an air quality de- context upon which Outlook identify all projects that are termination. 2035 is crafted. fully funded and open for service by the beginning of the plan period.

These projects, which will be completed by 2012, are termed “Committed.” Then the members consider a select group of projects that are of great significance to all members of the region. These projects were termed “Regionally Significant.”

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FIGURE 5-11 COMMITTED PROJECTS, 2008-2012

Committed Projects

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FIGURE 5-12 COMMITTED PROJECT LIST, 2008-2012

PROJECT LIMITS DESCRIPTION ANNE ARUNDEL COUNTY - NONE BALTIMORE CITY Dundalk Truck Bypass Keith Ave and Broening Hwy change access to Fort Holabird Industrial Park BALTIMORE COUNTY Forge Rd Cross Rd to Forge View Rd widen from 2 to 4 lanes

Honeygo Blvd Forge Rd to US 1 new 4 lane road MD 122, Security Blvd extension to Fairbrook Road new 4 lane road

MD 140, Reisterstown Rd St. Thomas Ln to Owings Mills Blvd widen from 4 to 6 lanes Campbell Blvd MD 7 to US 40 new 4 lane road Campbell Blvd US 40 to Bird River Rd new 4 lane road

Campbell Blvd Bird River Rd to MD 43 extended new 4 lane road MD 45, York Rd Ridgely Rd to Caven Dr widen from 4 to 5 lanes Old Harford Rd Placid Ave to Cub Hill Rd widen from 2 to 4 lanes Owings Mills Blvd Winands Rd to MD 26 new 2 lane road Cherry Hill Rd extension to Owings Mills Blvd new 2 lane road Rolling Rd Windsor Mill Rd to MD 26 widen from 2 to 4 lanes Owings Mills Blvd Winands Rd to Lyons Mill Rd new 4 lane road Dolfield Blvd I-795 to MD 140 new 4 lane road Gunview Rd Klausmier Rd to US 1 new 4 lane road Perry Hall Blvd Rossville Rd to Honeygo Blvd widen from 2 to 4 lanes Warren Rd MD 45 to Loch Raven Reservoir widen from 2 to 4 lanes Walther Blvd south of Joppa Rd to Joppa Rd widen from 2 to 5 lanes Walther Blvd Joppa Rd to Seven Courts Dr widen from 0/2 to 4 lanes CARROLL COUNTY MD 32, Sykesville Rd MD 851, Main St to Cooper Dr new intersection at Springfield property and realign connecting roads (Obrecht Rd and Springfield Ave) MD 30, Hampstead Wolf Hill Dr to Brodbeck Rd new 2 lane road Bypass MD 32, Sykesville Rd MD 26 to Piney Ridge Pkwy/MacBeth widen from 2/4 to 5 lanes Way Boxwood Drive Dogwood Dr. north to MD 88 extend 2 lane road Extended Georgetown Blvd Londontown Blvd north to Progress extend 4 lane road Way to Bennett Rd

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FIGURE 5-12 (continued) COMMITTED PROJECTS, 2008-2012

PROJECT LIMITS DESCRIPTION HARFORD COUNTY North Ave US 1 to MD 924 new 2 lane road

US 1, Bel Air Rd Connolly Rd to MD 147/Business US widen from 4 to 5 lanes; provide separate left turn 1 lanes at each intersection MD 24 MD 7 to Singer Rd upgrade at MD 24 interchange and construct new interchange at MD 924/MD 24 Perryman East MD 715 to Michaelsville Rd new 2 lane road MD 159 US 40 to existing facility new 2 lane road; intersection improvement MD 715 at US 40 upgrade to full interchange MD 924, Emmorton Rd Woodsdale Rd to Box Hill South Pkwy widen from 3 to 5 lanes Tollgate Rd Plumtree Rd to Bel Air South Pkwy new 2 lane road HOWARD COUNTY Dorsey Run Rd North Montevideo Rd to MD 175 construct 1 lane each direction plus 1 center turn lane at intersections (5 lanes at MD 175 intersection) Guilford Rd Anne Arundel Co line to Dorsey Run widen from 2 to 5 lanes (includes bridge over CSX Rd line) Loop Rd (Stephens & MD 216/Leishear Rd to All Saints Rd new 4 lane road Gorman Rds) Loop Rd (Stephens & at MD 216 East new interchange Gorman Rds) Dorsey Run Rd North MD 103 to Montevideo Rd add 1 center turn lane at intersections and build 2 lanes plus 1 center turn lane at intersections for the new road Dorsey Run Rd CSX RR spur to Guilford Rd (new new 2 lane road plus 1 center turn lane at alignment from existing Dorsey Run intersections Rd to Guilford Rd Dorsey Run Rd MD 175 to CSX RR spur crossing add 1 center turn lane at intersections US 29 South of MD 175 to Middle Patuxent widen northbound US 29 from 2 lanes to 3 lanes River (south of MD 32) Linden Church Rd at MD 32 new interchange MD 108, Clarksville Pk Woodland Rd to W of Centennial Ln widen from 2 to 4 lanes Wellworth Way Access adjacent to MD 32 extend roadway to provide access REGIONAL MD 295, BW Pkwy I-695 to I-195 widen from 4 to 6 lanes MdTA, Section 100 Baltimore City & Baltimore County; I- improve interchanges at I-895, I-695, and MD 95 from south of the I-895(N) split to 43 and construct two express toll lanes in each apx 2.7 miles north of MD 43 direction

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Chapter 5, Section 5.2 criteria are as follows: is a pri- REGIONALLY mary inter-state and regional SIGNIFICANT freight link, is supported by PROJECTS anticipated federal funds, is scheduled to be open and op- Some projects did not go erational by 2020, and con- through the prioritization nects to a major regional eco- process. In advance of pri- nomic “engine;” e.g., Helen oritizing candidate projects, Delich Bentley Port of Bal- the BRTB considered a spe- timore, Baltimore/Washing- cial category of projects that ton International Thurgood was classified as critically im- Marshall Airport, downtown portant to all jurisdictions in Baltimore. For the transit the region. These projects, network, the criteria are as termed “Regionally Signifi- follows: ed federal funds, and cant,” met separate criteria • Is scheduled to be open and • Connects two or more operational by 2020. and were not subject to the activity centers which are Projects must meet all criteria technical or policy prioritiza- existing or planned areas of concentrated growth in for the appropriate mode to tion process. On January 23, population and employ- be included. Regionally Sig- 2007, the BRTB voted to ap- ment, nificant projects do not count prove the criteria for Region- • Provides connectivity to against jurisdictions submit- ally Significant Projects as intraregional transit system, is either rail or form tals of High, Medium, and well as the policy and techni- of transit that operates Low priority projects. Techni- cal prioritization methodol- within its own dedicated cal information was, however, ogy. right-of-way or portion of right-of-way, collected for modeling and air For the highway network, the • Is supported by anticipat- quality purposes.

FIGURE 5-13 REGIONALLY SIGNIFICANT PROJECT LIST # ON MAP PROJECT LIMITS 1 Red Line Social Security area to Bayview Medical Center 2 I-695 I-83 Harrisburg to I-95 North 3 I-695 I-95 South to MD 122 4 I-95 South I-695 (Arbutus) to Baltimore/Howard Co line 5 I-95 South Baltimore/Howard Co line to Howard/PG Co line 6 US 50/301 I-97 to WPL Bay Bridge

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FIGURE 5-14 REGIONALLY SIGNIFICANT PROJECTS

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Chapter 5, Section 5.3 THE PREFERRED ALTERNATIVE INVESTMENTS

In compliance with federal law, the proposed projects and programs, representing a Preferred Alternative, are listed below and have been modeled and meet air quality conformity requirements.

These investments represent the conclusion of a process that crafted goals, developed cooperative socio-economic forecasts, gathered candidate project information, calculated project cost, developed a financial forecast, and conducted a policy and technical prioritization.

The draft Preferred Alterna- tive projects were reviewed by the public for approximately cle and pedestrian projects, Chapter 5, Section 5.3.1 60 days and then modified management and operations PREFERRED due to comments and sent strategies, and travel demand out for another 30-day re- ALTERNATIVE management activities. view period. The results of all PROJECTS of these efforts are captured Additionally, there are other Shown below are the Preferred below. programs that support and Alternative investment maps The investments in the Pre- augment the Preferred Alter- and project lists, followed by ferred Alternative include: native that are also included a detailed description of proj- highway, transit, and bicy- in this section. ects.

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FIGURE 5-15 PREFERRED ALTERNATIVE HIGHWAY PROJECTS

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FIGURE 5-16 PREFERRED ALTERNATIVE HIGHWAY PROJECT LIST # ON MAP PROJECT LIMITS 7 MD 3 AA/PG Co line to MD 32 8 MD 175 MD 295 to MD 170 9 MD 198 MD 295 to MD 32 10 MD 295 I-195 to MD 100 11 MD 100 AA/Howard Co line to I-97 12 MD 713 MD 175 to MD 176 13 MD 170 MD 175 to MD 100 14 MD 2 US 50 to MD 10 15 MD 174 MD 175 to MD 170 16 I-97 MD 32 to US 50/301 17 MD 7 Rossville Blvd. to Cowentown Ave 18 MD 140 Garrison View Rd to Owings Mills Blvd 19 I-795 Pleasant Hill Rd/Dolfield Rd. 20 MD 7 Intersection at MD 43 21 Boston Street Conkling St to Ponca St 22 Russell Street I-95 to City Line 23 MLK Blvd/I-83 Connector at I-83 24 MD 26 MD 32 to Liberty Reservoir 25 MD 140 Market St to Sullivan Rd 26 MD 32 MD 26 to Carroll/Howard Co line 27 MD 30, Manchester Bypass Brodbeck Rd to north of MD 86 28 MD 26 MD 32 to MD 97 29 US 1 Bypass Hickory Bypass to MD 147/Business US 1 30 MD 24 Singer Rd to Business US 1 31 MD 22 MD 543 to I-95 32 MD 715 US 40 to MD 22 33 US 1 MD 147/Business US 1 to MD 152 34 MD 22 I-95 to APG Gate 35 MD 32 MD 108 to I-70 36 I-70 US 40 to US 29 37 Sanner Rd North Johns Hopkins Rd to Pindell School Rd 38 Patuxent Range Rd US 1 to Dorsey Run Rd 39 Marriottsville Rd MD 99 to US 40 40 MD 108 MD 104 to MD 175 41 MD 108 Trotter Rd to MD 32 42 MD 32 Cedar Lane to Howard/AA Co line 43 US 40 St. Johns Lane to Rogers Ave 44 MD 175 US 1 to Howard/AA Co line 45 MD 32 I-70 to the Howard/Carroll Co line 46 US 1 at MD 175

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FIGURE 5-17 PREFERRED ALTERNATIVE BICYCLE AND PEDESTRIAN PROJECTS

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FIGURE 5-18 PREFERRED ALTERNATIVE BICYCLE AND PEDESTRIAN PROJECT LIST

# ON MAP PROJECT LIMITS 1* Bicycle Network Strategy Implementation Baltimore City, city-wide 2 White Marsh Run Trail Avondale Rd to Bird River Rd 3 Red Run Trail Gwynns Falls to Soldier’s Delight 4 Campbell Blvd Trail White Marsh Mall to MD 7 5 #8 Trolley Line Edmondson Ave to Frederick Ave 6 Patapsco Greenway Connector Oella to Ilchester Rd Bridge 7 Gwynns Fall Trail South Owings Mills Town Center to Gwynns Falls 8 Gwynns Fall Trail North Owings Mills Town Center to Gwynns Falls 9 Caton Loudon Trail Loudon Cemetery to Spring Grove 10 Wakefield Valley Community Trail New Windsor MD 31 (Church Street) to Westminster (Furnace Hills Trail) 11 Piney Run to Sykesville Trail Piney Run Park (Martz Rd, east side of reservoir) to Sykesville (Millard Cooper Park) 12 North & West Branch Patapsco Trail Liberty Reservoir to east of Westminster 13 Monocacy River Scenic Greenway Confluence with Double Pipe Creek along Monocacy River 14 Patapsco Regional Trail Mt. Airy (Watkins Park) to Sykesville (Main Street) along South Branch 15 Little Pipe Creek Trail Union Bridge (Union Bridge Community Park) to New Windsor (New Windsor Middle School) 16 Lower Susquehanna Heritage Greenway Trail Conowingo Dam along the Susquehanna River to Havre de Grace along the Susquehanna River 17 Aberdeen Area Bikeway (MD 132) Ripken Stadium to Aberdeen MARC Station 18 Havre de Grace Bikeway Juniata Street to Tydings Park 19 MD 152 Corridor Bikeway Hess Road to Trimble Rd 20 MD 24 Bikeway US 1 to Bel Air South Parkway 21 Trimble Road Bikeway Edgewood Rec Park to Flying Point Park 22 Winters Run Greenway Tollgate Road to Winters Run, Along Winters Run, under I-95 to MD 7 23 Woodsdale Rd/Waldon Rd Bikeway Woodsdale Rd at MD 924 to Edgewood Rd at Waldon Rd 24 Colonial Joppa Greenway Trail Foster Run Stream Valley Corridor - US 40 to Mariner Point Park 25 MD 216 US 29 to MD 108 26 MD 99 Pathway From I-70 Bridge to Marriottsville Rd. 27 MD 32 Bike/ped Facilities From MD 108 to Carroll Co line 28 MD 103 Bike/ped Improvement Anne Arundel Co. line to US 29 29 US 29 Bike/ped Facilities MD 108 to Mont. Co. line

* This project is not site specific and therefore is not on the map.

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FIGURE 5-19 PREFERRED ALTERNATIVE TRANSIT PROJECTS

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FIGURE 5-20 PREFERRED ALTERNATIVE TRANSIT PROJECTS

# ON MAP PROJECT LIMITS 1 Red Line Social Security area to Bayview Medical Center 47 MARC: A. Penn Line Improvements A. Perryville, through Downtown Baltimore, to DC B. Camden Line Improvements B. Downtown Baltimore toward DC C. Growth & Investment Plan C. Throughout system

48 MARC-East Baltimore New station 49 MARC-Middle River Relocate with station improvements 50 MARC-Aberdeen Relocate with station improvements

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FIGURE 5-22 DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN REGIONALLY SIGNIFICANT PROJECTS Red Line-Regional Social Security to Construct an east-west rapid $1,538,750 2015 Bayview transit system I-695-Baltimore Co I-83 Harrisburg to I-95 Widen from 6 to 8 lanes $373,200 2015 North I-695-Baltimore Co I-95 South to MD 122 Widen from 6 to 8 lanes $375,300 2015 I-95 South-Baltimore I-695 (Arbutus) to Widen from 8 to 10 lanes $461,900 2020 Co Baltimore/Howard Co line I-95 South-Howard Co Baltimore/Howard Co Widen from 8 to 10 lanes $629,900 2020 line to Howard/PG Co line US 50/301-Anne I-97 to WPL Bay Bridge Add 2 lanes $215,200 2020 Arundel Co

REGIONALLY SIGNIFICANT TRANSIT PROJECTS $1,538,750 SUBTOTAL REGIONALLY SIGNIFICANT HIGHWAY PROJECTS $2,055,500 HIGHWAY PROJECTS Anne Arundel County MD 175 MD 295 to MD 170 AA County line to MD 295: $213,000 2015 widen from 2 to 3 lanes MD 295 to MD 170: widen from 4 to 6 lanes MD 198 MD 295 to MD 32 Widen from 2 to 4 lanes $50,000 2015 MD 295 I-195 to MD 100 Widen from 4 to 6 lanes, full $144,000 2015 interchange at Hanover Rd MD 170 MD 175 to MD 100 Widen from 2 to 4 lanes $76,000 2020 MD 100 AA/Howard Co line to Widen from 4 to 6 lanes $317,000 2025 I-97 MD 713 MD 175 to MD 176 MD 175 to Arundel Mills $55,300 2025 Blvd.: widen from 2 to 4 lanes Arundel Mills Blvd. to MD 176: widen from 4 to 6 lanes MD 174 MD 175 to MD 170 Capacity improvements $50,000 2025 I-97 MD 32 to US 50/301 Widen from 4 to 6 lanes $229,000 2025 MD 3 AA/PG Co line to MD Widen from 4 to 6 lanes, new $336,700 2030 32 interchange at MD 450 MD 2 US 50 to MD 10 Widen from 4 to 6 lanes $178,900 2030

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FIGURE 5-22 (continued) DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN Baltimore City Boston Street Conkling St. to Ponca Widen from 2 to 4 lanes $80,000 2013 St. Russell Street Project I-95 to City Line 1) Add N/S lanes to ramp $20,000 2013 and intersection upgrades; 2) Add a lane from Russell Street Gateway I-95 to City line MLK Blvd./I-83 At I-83 1/3 mile extension and partial $25,000 2020 Connector interchange at I-83 N/B and S/B ramps Baltimore County MD 140 Garrison View Rd. to Widen from 4 to 6 lanes $28,800 2013 Owings Mills Blvd. MD 7 Rossville Blvd. to Widen from 2 to 4 lanes $83,200 2014 Cowentown Ave. I-795 Pleasant Hill Rd./ New interchange and improve $67,000 2015 Dolfield Rd. ramps MD 7 Intersection at MD 43 Partial to full interchange $15,000 2015 Carroll County MD 26 (E of MD 32) MD 32 to Liberty Widen to provide continuous $33,400 2015 Reservoir right turn lanes (6 lanes, 4 through plus 2 auxiliary) MD 140 Market St. to Sullivan Widen from 4/6 to 8 lanes. $212,000 2020 Rd. Full interchange at MD 97 south, Continuous flow intersections at Center and Englar MD 32 MD 26 to Carroll/ Widen from 2 to 4 lanes $48,000 2020 Howard Co line MD 26 (W of MD 32) MD 32 to MD 97 Widen from 2 to 4 lanes $59,000 2025

MD 30, Manchester Brodbeck Rd. to north New 2 lane road $81,500 2030 Bypass of MD 86 Harford County MD 24 Singer Rd. to Business Widen from 4 to 6 lanes $239,700 2015 US 1 US 1 Bypass Hickory Bypass to MD Widen from 2 to 4 lanes with $93,500 2020 147/Business US 1 interchange improvement MD 22 MD 543 to I-95 Widen from 2 to 4 lanes $95,563 2020

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FIGURE 5-22 (continued) DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN MD 715 US 40 to MD 22 New 4 lane road $55,800 2020 US 1 MD 147/Business US 1 Widen from 4 to 6 lanes $88,800 2020 to MD 152 MD 22 I-95 to APG Gate Widen from 4 to 6 lanes $65,800 2030 Howard County MD 32 MD 108 to I-70 Widen from 2 to 4 lanes, full $219,000 2015 interchanges at Dayton Shop, Rosemary Lane, MD 144 with ramps and upgrade I-70 interchange. Sanner Rd North Johns Hopkins Rd to Widen from 2 to 4 lanes $4,600 2015 Pindell School Rd Patuxent Range Rd US 1 to Dorsey Run Rd Widen from 2 to 4 lanes $828 2015 Marriottsville Rd MD 99 to US 40 Widen from 2 to 6 lanes $3,106 2015 MD 32 Cedar Lane to Howard/ Widen from 6 to 8 lanes, $128,200 2015 AA Co line expand capacity of the interchanges US 1 US 1 at MD 175 New full interchange $30,000 2015 MD 32 I-70 to the Howard/ Widen from 2 to 4 lanes $96,000 2015 Carroll Co line I-70 US 40 to US 29 Widen from 4 to 6 lanes, $205,000 2020 including upgrade to full interchange at Marriottsville Rd MD 108 MD 104 to MD 175 Widen from 2 to 4 lanes $44,800 2020

MD 175 US 1 to Howard/AA Widen from 2 to 5 lanes $62,600 2020 Co line MD 108 Trotter Rd to MD 32 Widen from 2 to 4 lanes $7,660 2025 US 40 St. Johns Lane to Rogers Capacity, operational, and $30,000 2025 Ave safety improvements along US 40 and surrounding local road network; ramp improvements at existing US 40/US 29 full interchange SUBTOTAL HIGHWAY PROJECTS $3,873,757 TRANSIT PROJECTS MARC A. Penn Line Improve- A. Perryville, through Down- $616,114 2013 -2035 ments town Baltimore, to DC B. Camden Line Im- B. Downtown Baltimore provements toward DC C. Growth & Invest- C. Throughout system ment Plan

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FIGURE 5-22 (continued) DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN MARC East Baltimore City New station $70,000 2015 MARC Middle River-Baltimore Relocate with station $15,000 2015 County improvements MARC Aberdeen-Harford Relocate with station $15,000 2015 County improvements SUBTOTAL TRANSIT PROJECTS $716,114 MANAGEMENT AND OPERATIONS PROJECTS (M&O) Regional Expand real-time surveillance $20,000 2013 Regional Expand real-time information $5,000 2013 to travelers Regional Enhance real-time signal $5,000 2013 operation Regional Expand real-time transit $10,000 2013 information SUBTOTAL M&O PROJECTS $40,000 BICYCLE/PEDESTRIAN PROJECTS Baltimore City Bicycle Network Citywide Establish bicycle connections $5,000 2013-2020 Strategy Implementation throughout Baltimore City as part of implementation of the Bicycle Master Plan Baltimore County White Marsh Run Trail Avondale Rd to Bird Shared Use $4,900 2014 River Rd Red Run Trail Gwynns Falls to Shared Use $1,100 2014 Soldier’s Delight Campbell Boulevard White Marsh Mall to Parallels Campbell Blvd $100 2014 Trail MD 7 #8 Trolley Line Edmondson Ave to Pave existing trail $40 2014 Frederick Ave Patapsco Greenway Oella to Ilchester Road Completes the connection from $100 2014 Connector Bridge Ellicott City to BWI Trail Gwynns Fall Trail Owings Mills Town Shared Use $4,500 2020 South Center to Gwynns Falls Gwynns Fall Trail Owings Mills Town Shared Use $2,950 2020 North Center to Gwynns Falls Caton Loudon Trail Loudon Cemetery to Rails to Trails $1,800 2020 Spring Grove

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FIGURE 5-22 (continued) DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN Carroll County Wakefield Valley New Windsor MD Trail along MD 31 linking $1,483 2015 Community Trail 31 (Church Street) to New Windsor and Westminster Westminster (Furnace Hills Trail) Piney Run to Sykesville Piney Run Park (Martz Trail along Piney Run from $2,752 2015 Trail Road, east side of Piney Run Reservoir to Millard reservoir) to Sykesville Cooper Park (Millard Cooper Park) North & West Branch Liberty Reservoir to east Trail along the north and $4,200 2020 Patapsco Trail of Westminster west branch of the Patapsco River between Finksburg and Westminster linking to Bennett Cerf Park Monocacy River Scenic Confluence with Trail in a greenway corridor $3,900 2020 Greenway Double Pipe Creek along the Monocacy River that along Monocacy River runs through Frederick and Carroll Counties Patapsco Regional Trail Mt. Airy (Watkins Park) Trail in a greenway corridor $2,830 2020 to Sykesville (Main St) along the South Branch of the along South Branch Patapsco River, its branches and tributaries Little Pipe Creek Trail Union Bridge (Union Trail linking New Windsor & $2,080 2025 Bridge Community Union Bridge along the Little Park) to New Windsor Pipe Creek corridor (New Windsor Middle School) Harford County Lower Susquehanna Conowingo Dam along Bike / pedestrian path $1,200 2013 Heritage Greenway the Susquehanna River Trail to Havre de Grace along the Susquehanna River Aberdeen Area Bikeway Ripken Stadium to Bike / pedestrian path $200 2015 (MD 132) Aberdeen MARC Station Havre de Grace Bikeway Juniata St to Tydings Bike / pedestrian path $200 2015 Park MD 152 Corridor Hess Road to Trimble Bike / pedestrian path $500 2015 Bikeway Road MD 24 Bikeway US 1 to Bel Air Parkway Bike / pedestrian path $250 2015

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FIGURE 5-22 (continued) DETAILED LIST OF PREFERRED ALTERNATIVE PROJECTS

PROJECT LIMITS DESCRIPTION 2007 COST YEAR ESTIMATE ($000) OPEN Trimble Road Bikeway Edgewood Park to Bike / pedestrian path $250 2015 Flying Point Park Winters Run Greenway Tollgate Rd to Winters Bike / pedestrian path $1,900 2015 Run, Along Winters Run, under I-95 to MD 7 Woodsdale Road/ Woodsdale Rd @ MD Bike / pedestrian path $6,300 2016 Waldon Road Bikeway 924 to Edgewood Rd @ Waldon Rd Colonial Joppa Foster Run Stream Bike / pedestrian path $3,000 2020 Greenway Trail Valley Corridor - US 40 to Mariner Point Park Howard County MD 216 US 29 to MD 108 Bike/ped improvements $1,600 2013 MD 99 Pathway I-70 bridge to 15,000 linear feet of pathway $650 2015 Marriotsville Rd plus cross walk and signal improvements MD 32 Bike/ped MD 108 to Carroll Hybrid Bike/ped facility, Off- $3,500 2015 Facilities County line road in right-of-way MD 103 Bike/ped Anne Arundel County Bike/ped improvement $2,000 2015 Improvement line to US 29 US 29 Bike/ped MD 108 to Hybrid Bike/ped facility, Off- $2,500 2020 Facilities Montgomery County road in right-of-way line SUBTOTAL BICYCLE / PEDESTRIAN PROJECTS $61,785 TRANSPORTATION DEMAND MANAGEMENT (TDM) / EMISSION REDUCTION STRATEGIES (ERS) TDM / ERS Regional TDM / ERS Improvements $398,215 2013-2035 Improvements SUBTOTAL TDM / ERS $398,215 ALL PROJECTS SUBTOTAL HIGHWAY PROJECTS $5,929,257 SUBTOTAL TRANSIT $2,254,864 SUBTOTAL BICYCLE / PEDESTRIAN, M&0, TDM / ERS $500,000 TOTAL ALL $8,684,121

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dioxide.

Behavioral strategies for reducing pollution typically promote the use of alternatives to single occupant commuting as well as the use of clean vehicles, or other be- haviors that lessen the impact on the air we breathe. One of many behavioral strategies is clean commute marketing. This is a type of marketing that encourages people to try alternate commuting options Chapter 5, Section 5.3.2 As strategies for reducing such as bicycling, walking, transit, telecommuting, and DEMAND MANAGE- emissions from the transpor- carpooling. An example of MENT PROGRAMS tation sector become more and more technologically clean commute marketing Considerable funding is des- advanced, the list of possible in the Baltimore region is ignated for travel demand technologies for this region to the annual Clean Commute management (TDM) and adopt becomes longer. From Month, which occurs each May and represents a partner- emission reducing strategies alternative fuels and hybrid ship between the BRTB and (ERS) due to the benefits vehicles to diesel retrofits, Maryland Department of the they provide. The benefits more technologies are becom- Environment (MDE). are expanded transportation ing known every year, and the alternatives and improved air technologies are becoming The third category, capital quality in a nonattainment more widespread. The Mary- improvements, includes strat- area. The funding has been di- land Transit Administration egies in which funding is out- rected to programs/strategies (MTA) has already added laid to projects such as bicycle in three categories, including: ten hybrid buses to its fleet. and pedestrian improvements, technologies, behavioral, and Hybrid buses burn less fuel, park-and-ride lots, and signal capital improvements. The therefore producing lower systemization. Capital im- three categories include the emissions of pollutants like provements typically involve following strategies. nitrogen oxides and carbon the building of structures or

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FIGURE 5-23 AIR POLLUTION REDUCTION STRATEGIES

TECHNOLOGIES BEHAVIORIAL STRATEGIES CAPITAL IMPROVEMENTS Alternative fuel infrastructure Car share programs Bicycle and pedestrian improvements Bus replacement (non-hybrid and hybrid) Clean commute marketing (Clean Air Part- Bike racks on MARC cars and MTA/ ners outreach - Air Quality Action Days; LOTS buses Commuter Challenge Program) Clean fuel shuttles Commuter Choice tax benefit program Electronic toll collection Clean fuel vehicles and hybrids Emergency ride home MARC enhancements: additional or replacement rail cars Electrified parking for tour buses Free parking for hybrid cars Minor transit enhancements; new or expanded bus service Encourage hybrid use in public fleets Live Near Your Work Neighborhood shuttles Energy-efficient highway construction and Parking cash out Park and ride lots/ transit center parking maintenance practices Enhanced enforcement of smoking vehicles Preferential parking for carpools, vanpools Signal systemization Gas cap replacement program Real-time bus schedules Traffic flow enhancements (Coordinated Highway Action Response Team, round- abouts) Low-NOx diesel fuel Reduced idling marketing campaign Truckstop electrification Multi-model Traveler Information System Rideshare Retrofit highway construction and mainte- School course on transportation-related air nance equipment pollution Smart cards for transit modes Sell Clean Air license plates Technologies to improve truck fleet effi- Telecourses at col leges and universities ciency (auxiliary power units (APU’s), auto- matic tire inflation, single-wide tires, trailer fairings, plug-in cabin equipment) Voluntary diesel retrofits Telework Partnership with Employers Transit fare reduction/episodic free transit programs

the funding of equipment. included construction of a more spaces are added to park- Two examples of capital im- 700-space parking lot with and-ride lots, this provides a provements that help to im- pedestrian access under MD greater opportunity for people prove the region’s air quality 175 to the station platform. to try commuting by transit or are the expansion of parking Additionally, project planning carpooling. When less people at the Halethorpe and Oden- for a 2,500-space structured commute alone in their car, ton MARC Station park- parking (garage or parking this reduces the amount of and-ride lots. The Odenton deck) facility on MTA-owned motor vehicle pollution being park-and-ride lot expansion property has begun. When emitted in the region’s air.

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Chapter 5, Section 5.3.3 recurring delay can be ad- Over the last decade, the MANAGEMENT dressed through improved BRTB has built a robust & OPERATIONS management and operation structure of M&O com- AND INTELLIGENT of the transportation system. mittees that address topics including incident manage- TRANSPORTATION The focus on management ment, signal operations, and SYSTEMS and operation of the trans- public works operations. The portation system is a critical Since the late 1990s, the M&O committees include component of the overall ap- BRTB has been incorporating representatives from local and proach to maintaining mobil- management and operations state transportation (high- ity, especially considering: (M&O) strategies in its plans way and transit), police, fire, and programs as it works to • funds and space for expan- emergency management, and improve the linkage between sion are becoming ever more constrained; other operations and emer- transportation planning and • building roads does not gency response agencies. operations to create a bal- address non-recurring anced transportation system. congestion; and These committees are over- • improved day-to-day seen by the Management As shown in the figure below, operation of the transpor- & Operations Partnership 40 percent of delay is caused tation system will improve which, as a direct subcom- operations in the event of by the need for more roads, a major emergency (i.e., mittee of the BRTB, provides which results in bottlenecks, hurricane, terrorist attack, it with guidance and project and five percent is the result etc.). recommendations. of poorly timed traffic sig- In recognition of this, four nals. M&O projects have been in- FIGURE 5-24 cluded in Outlook 2035 as a These two causes are con- NATIONWIDE new category. These projects sidered “recurring,” meaning CAUSES OF DELAY address the need to expand that they happen every day at real-time monitoring of road- the same time and place. The Special Events 5% Work Zones 10% way and transit conditions, Incidents 25% remaining 55 percent of delay Bad Weather 15% provide all travelers and sys- is caused by non-recurring, tem operators with robust unexpected events, such as real-time information, and incidents, bad weather, work Bottlenecks 40% improve signal operations. Poor Signal Timing 5% zones, and special events. These projects address the Recurring Some recurring delay and a non-recurring factors, as well Non-recurring significant portion of non- as poor signal timing.

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Project recommendations from the M&O committees have been included in TIPs and long range plans.

The Management and Op- erations Strategic Deployment Plan, completed in 2007, provides a framework for continued expansion of regionally coordinated operations approaches. In coming years, the BRTB will continue to work with all stakeholders to enhance operations and coor- Chapter 5, Section 5.3.4 to include all roads. In 2006, dination between operating SAFETY AND THE MDOT began the process to develop a five-year statewide agencies. STRATEGIC HIGH- WAY SAFETY PLAN coordinated SHSP with a Successfully reducing the ef- goal of reducing highway fa- fects of congestion and un- Safety conscious planning talities and serious injuries expected delays requires three was a major effort to inte- on all roads. The Maryland coordinated approaches— grate safety into long-range SHSP was approved Septem- preservation, construction, transportation planning un- ber 30, 2006 and is a five-year and operation. We must op- der previous federal legisla- program for the years 2006- erate the system in a way that tion. Under SAFETEA-LU, 2010. Three principles that maximizes the available road- the next building block for guide Maryland’s SHSP de- way capacity and minimizes safety is the Strategic High- velopment efforts are—inclu- way Safety Plan (SHSP). The the impacts of unexpected sion, ownership, and account- focus of this program is to events. ability. The embodiment of reduce highway fatalities. Of these principles was possible An operations approach to the total crashes in the Balti- because MDOT worked to the transportation network more region in 2005, 38 per- obtain buy-in and support is a viable and effective strat- cent occurred on local routes from a wide variety of stake- egy to improve traffic flow and this trend is similar na- holders, including the BRTB, and meet growing travel de- tionwide; therefore, SAF- to ensure the Maryland SHSP mands. ETEA-LU requires a SHSP was data driven, based on

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problem identification and Several of the BRTB’s com- scale emergency events. countermeasure analysis, and mittees address security issues • Initiated a study to assess addressed solutions involv- as part of BRTB activities as the long-term impacts on traffic patterns of the ing engineering, education, well as input to other security closure of a major por- enforcement, and emergency planning efforts. In addition, tion of the transportation medical services components. securing critical transporta- infrastructure (i.e., bridge or tunnel). This effort The emphasis areas included tion infrastructure was iden- is termed “redundancy” in the SHSP are identified in tified as a high priority in the planning and adds to the Appendix 5. recently completed Manage- depth of operations for the network should a signifi- ment & Operations Strategic cant man-made or natural Chapter 5, Section 5.3.5 Deployment Plan. incident occur. • Participated in the plan- SECURITY Over the last several years, ning and execution of The transportation network BRTB staff and subcommit- emergency preparedness plays a significant role in the tees have undertaken various training exercises held in security-related activities, the region and sponsored security of the region. Re- by local and state agencies. such as: sponders rely on it to access • Assisted the efforts of the incidents, citizens rely on it • Developed and adopted Regional Transit Working to move away from incidents, the Regional Protective Group to determine ap- Action Coordination propriate use of Homeland and, due to its importance, Guidelines to coordinate Security funds directed to the network itself could be a various planning and re- the major rail and transit target of terrorism. sponse activities for large- facilities in the Washing- ton, DC and Baltimore regions. • Supported other regional emergency preparedness planning efforts; in many cases, this work was in col- laboration with the Balti- more Urban Area Home- land Security Work Group (UAWG). • Created the Transportation and Public Works Sub- committee which is under the auspices of the BRTB, while also acting in an advisory role to the UAWG. • Worked with the region’s

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information technology lead regional efforts as appro- professionals and emer- priate. gency responders to identify and address regional Chapter 5, Section 5.4 emergency preparedness- related information tech- MARYLAND TRANS- nology issues. This group PORTATION AU- is a subcommittee of the UAWG. THORITY PROJECTS Given the significance of the MdTA is an independent transportation system to the agency responsible for man- important to mention due to security of the region, and the aging, operating and improv- the impact on travel demand potential that the transporta- ing the State’s toll facilities. tion system itself could be a MdTA projects are privately- and air quality. target, the BRTB will contin- funded so are not included See figures 5-25 and 5-26 for ue to support local, regional, in the listing of projects to be and state preparedness efforts supported with federal funds. the MdTA project list and to improve security and to These projects, are however, map. MANAGED LANES All roadways for projects in Outlook 2035 are general purpose lanes at this time. However, an approach to advancing projects when funding is tight is through the use of Express Toll Lanes. Consideration of managed lanes, which includes high occupancy lanes, high occupancy transit or express toll lanes may be applied on a case-by-case basis at the time of project planning.

Managed or Express Toll Lanes - Express toll lanes are being considered as a tool to help address congestion in some of the state’s key transportation corridors. The Maryland De- partment of Transportation, State Highway Administration and Maryland Transportation Au- thority plan to consider this new initiative to provide Maryland’s residents, employers, businesses, and visitors with an alternative to sitting idle in traffic wherever these lanes make sense - that is, for controlled access highways such as Interstates that experience chronic congestion, in particular during peak travel times (e.g., morning and evening rush hours).

Committed to Improvements - The Maryland Department of Transportation (MDOT) has made a promise to Maryland’s residents and businesses to make tangible and near-term improvements to traffic flow throughout the state and to achieve their vision of a More Mobile Maryland. Significant near-term improvements, however, cannot be achieved without looking to new methods and new funding.

Express Toll Lanes (ETLs) - Express Toll Lanes could offer Maryland’s drivers and transit users a choice of relatively congestion-free travel and reliable travel times whenever they need it most. An integrated system of Express Toll Lanes could help ease the impact of traffic congestion on Marylanders’ lives and do so decades sooner than traditional approaches would allow.

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FIGURE 5-25 MDTA PROJECTS

FIGURE 5-26 MDTA PROJECT LIST

PROJECT LIMITS Section 200 North of MD 43 to north of MD 22 Section 200: MD 24 MD 7 to Singer Rd Section 300 North of MD 22 to Susquehanna River

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ILLUSTRATIVE PROJECTS

• MARC • Baltimore Regional Rail Plan • Green Line • Yellow Line • Perryman West: US 40 at Chapter 5, Section 5.5 select any project from an il- Mitchell Lane to Canning ILLUSTRATIVE lustrative list of projects in a House Rd metropolitan plan at some • MD 2: MD 450 to north of PROJECTS South River Bridge future date, when funding • US 29: I-70 to MD 100 Federal regulations for metro- might become available. • I-83: Ramp improvements politan transportation plan- at Northern Parkway BRTB members have identi- ning identify the concept of • MD 26: MD 97 to MD 27 fied additional transportation “illustrative projects” as an ele- • MD 145: MD 45 to Hunters Run Rd ment of the planning process. projects needed to support travel demand in the region; • Green Line: Greenbelt Metro to BWI These are projects discussed in however, funds are not cur- • MD 140: new interchange a metropolitan transportation rently forecast to be available. at MD 91 plan for illustrative purposes, • MD 100: maintain 6 lanes Therefore, Outlook 2035 has which would be included in in vicinity of I-95 created a category of illustra- the adopted transportation • New alignment and tive projects, as described above, double-stack capability for plan, if additional resources freight rail should funds become available. beyond the reasonable finan- • Upgrade Howard Street Tunnel cial resources identified in the These projects represent the • Chesapeake Bay Bridge plan were available. Illustra- BRTB’s next transportation Crossing tive projects can be helpful priorities that would be in- • I-83: new interchange at Thornton Mill Rd in guiding transportation and cluded in the Preferred Alter- • I-83: interchange recon- land use planning efforts at native investment list if funds struction at Timonium Rd both the regional and local were available. • I-83: interchange recon- level, even though funding struction at Padonia Rd If funds become available, the for the projects has not yet • US 1: MD 43 to Harford “Illustrative Projects” list is a re- County Line been identified. source from which the BRTB There is no requirement to can select regional priorities.

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Chapter 5, Section 5.6 (EJ) review of the Preferred Chapter 5, Section 5.6.1 SYSTEM PERFOR- Alternative was performed TRAVEL MODEL MANCE OF OUT- to comply with federal regu- RESULTS LOOK 2035 lations regarding impacts to Performance measures were minority populations and Once the Preferred Alterna- developed to quantify the low-income populations. tive was determined, projects effects of travel on the Balti- were evaluated based on sev- An air quality analysis was ex- more region transportation eral areas of performance. ecuted to assess the predicted network.

An analysis of travel demand effects of the Preferred Al- Numerical data collected to model output included the ternative investments on the quantify Outlook 2035 per- use of quantitative data and quality of the air we breathe. formance measures came from the Baltimore Region statistical measures to deter- The BRTB also began to in- mine progress toward Out- Travel Demand Model. corporate new environmental look 2035’s defined goals, coordination considerations The travel demand model was policies, and strategies. into the project planning pro- validated against present day An Environmental Justice cess. conditions. The year 2005

FIGURE 5-27 SIMULATED PERSON TRIPS PRODUCED IN THE BALTIMORE REGION BY PURPOSE

3,000,000 2005

2,500,000 2035 TRIPS / DAY TRIP PURPOSE 2,000,000

1,500,000

1,000,000

500,000

0 HBWHBS HBO SCH JTW JAW OBO COM JAW HTK

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was chosen as a base year for been developed to analyze analysis. simulation characteristics to show travel demand results. The 2005 model includes nine trip purposes: Home- Performance measures were Based Work, Home-Based calculated for three simula- Shopping, Home-Based tions: 2005, the 2035 Exist- Other, Home-Based School, ing & Committed (E&C), Journey to Work, Journey at and Outlook 2035 Preferred Work, Other-Based Other, Alternative. Commercial Vehicle, Me- nificant observations: dium Trucks, and Heavy The E&C network illustrates what level of service would • The Baltimore region on Trucks. an average weekday is pro- result if only the projects jected to have a 34 percent Data from the Round 7 so- currently built, or the limit- growth in VMT from a cio-economic forecasts was ed group scheduled for con- 2005 total of 56.5 mil- used to generate the trips in lion to a 2035 Preferred struction by calendar year the model. Alternative projection of 2012, were completed. 75.5 million. For the average weekday in E&C, in this case, shows what • Congested VMT (Level of the Baltimore region, output is referred to as a “no-build” Service E & F) is pro- from the model for 2005 and jected to grow about 2.5 scenario, wherein all project 2035 conditions is illustrated times from 6.3 million in planning terminates with the 2005 to 16 million in the in Figure 5-27. A 16 percent projects currently funded and 2035 Preferred Alterna- increase in person trips is pro- tive. scheduled. jected from 2005 to 2035 The congested VMT in to reach a total of 11.1 mil- Table 5-28 displays 2005, 2035 Preferred Alterna- lion person trips produced in 2035 E&C and 2035 Pre- tive accounted for nearly 2035. ferred Alternative perfor- 21 percent of total VMT in the region while the mance measures for the 24- Trips for 2005 and 2035 are 2035 E&C showed a 25 distributed throughout the hour period. percent level compared to region and the output vehicle the 2005 network at 11 The measures include: vehicle percent. trip tables from the mode miles of travel (VMT), tran- choice module are assigned • Transit ridership showed sit ridership, vehicle hours of to the 2005 and 2035 high- an increase of 20 percent delay, and average speed. from 2005 to 2035 but way networks, respectively. the transit mode share for Performance measures have The following are some sig-

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all trips remained approxi- congestion. • Average speed for all roads mately the same. under the Preferred Alter- • However, vehicle hours of native showed a decrease • Vehicle hours of delay delay showed for the 2035 of seven percent between for the 2035 Preferred Preferred Alternative will 2005 and 2035 due to in- Alternative, is more than decrease by 30 percent creased traffic congestion. double that of 2005 be- from 2035 E&C. cause of increased traffic

FIGURE 5-28 PERFORMANCE MEASURES FOR THE BALTIMORE REGION

2005 2035 E&C 2035 E&C INDICATOR OF TRAVEL DEMAND Freeways 28,246,400 37,550,300 39,385,800 Arterials 21,610,000 28,365,000 27,246,900

Miles Collector and Local Roads 6,665,900 9,121,000 8,875,400 (VMT) Vehicle Traveled All Roads 56,522,300 75,036,300 75,508,100 Freeways 4,642,100 13,033,600 11,630,700 Arterials 1,426,300 4,882,800 3,458,600

VMT Collector and Local Roads 282,500 1,087,800 805,100 Congested

(LOS E & F) All Roads 6,350,900 19,003,800 15,894,400 Freeways 16.4% 34.7% 29.5%

(LOS Arterials 6.6% 34.7% 29.5% of E,F) Collector and Local Roads 4.2% 11.9% 9.1% VMT Congested Percentage All Roads 11.2% 25.3% 21.0% Total Transit Ridership (Linked Trips) 195,500 234,300 236,500 TRAVEL CHARACTERISTICS Work Trips 1.1 1.1 1.1 Non-Work Trips 1.6 1.6 1.6

Ratio All Trips 1.4 1.4 1.4 Auto Occ. Transit Mode Share 2.6% 2.7% 2.7% PERFORMANCE Interstates 56.9 48.2 51.6 Freeways 57.4 47.3 51.5 Principal Arterials 35.3 32.8 33.8 Minor Arterials 32.3 30.8 31.2 Collectors 31.4 29.5 29.9 All Roads 42.8 37.8 40.1 AM Peak Period Vehicle Hours of Delay (AM Peak Period) 20,800 117,300 81,800

Congested Speed (mph) for Vehicle Hours of Delay (24 Hour Period) 70,501 388,100 256,000

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Chapter 5, Section 5.6.2 engage minority, low-income, identified by the share of ENVIRONMENTAL and disabled populations in Asian, Black, Hispanic, Other JUSTICE RESULTS public involvement activities. Race, and White population, based on 2000 Census Data. The purpose of an environ- Staff conducted analyses to For each of these racial/eth- mental justice (EJ) review is to estimate accessibility for the nic groups, five categories of ascertain that federally-funded home-based work (HBW) zones were created based on transportation projects do and home-based non-work the zonal share of the respec- not adversely impact minor- (HBNW) trip purposes. tive group. Breakpoints were ity populations and low-in- Transportation analysis zones set so that approximately come populations. Outlook (TAZ’s) were grouped by one-fifth of the 2000 regional 2035’s EJ transportation re- their appropriate population population would be in each view includes consideration of concentration and compared. category. Figure 5-29 shows whether these two populations Comparisons were also made the share breakpoints for the bear disproportionate impacts between the 2035 E&C net- different categories. The resulting from governmental work (no new projects beyond shares for Black and White decisions. what is currently in place or in the TIP) and the Preferred Al- racial groups turned out to Historically, EJ was borne out ternative. The methodology be different from the EJ re- of civil rights movement and was similar to that employed view for the 2004 long-range environmental complaints for the 2004 long-range trans- transportation plan. from low-income and minor- portation plan update with An analysis was then per- ity communities. Concerns some modifications. were raised, claiming that formed, examining trans- these communities suffered Baltimore region zones were portation accessibility using disproportionately from ex- posure to toxic chemicals and the locating of industrial and FIGURE 5-29 RACIAL CATAGORIZATION OF ZONES waste facilities.

MPOs are responsible for as- Catagory sessing the benefits and bur- dens of transportation system ASIAN BLACK HISPANIC OTHER WHITE 1 (lowest) 0-1 0-2 0-1 0-1 0-33 investments for different so- 2 1-2 2-6 1-2 1-2 33-71 cio-economic groups. This in- 3 2-3 6-18 2-3 2-3 71-88 cludes a data collection effort, 4 3-4 18-60 3-4 3-4 88-94 and developing a process to 5 (highest) 4-100 60-100 4-100 4-100 94-100

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a 30-minute highway time home-based school trips were gestion that makes the differ- and a 60-minute transit time. not stratified by income, they ence, which showed up when HBW analysis is based on were excluded from the in- the congested travel times congested travel times used come-based analysis. were used for HBW trips. by the model; the HBNW In addition to producing la- Across all trip types and review assumes uncongested bor force, job, population, modes, it appeared that zones travel times. and attraction statistics, the with high concentrations of The non-income HBW jobs per labor force, attrac- black residents showed a low- analysis considers employ- tions/population, or attrac- er accessibility index, which ment (jobs) and the compet- tion/production ratios were was particularly noticeable for ing labor force for those jobs. calculated. Also determined transit trips. This may be due Within the given time radius was the average (weighted by to a number of factors, such as of each zone, the number of employment or attractions) a low number of jobs within jobs and the labor force are travel time. Generally, the the accessible area or a high summed and the ratio taken. HBW analysis showed im- number of competing work- The time includes highway provement in the jobs to la- ers for those jobs. It was not terminal time (for highway ac- bor force ratio. That is always caused by the Outlook 2035 cess), and walk and wait time true for the highways; in a few projects itself. High income (for transit access). Highway cases, transit shows a slightly trips, particularly HBW tran- and transit accessibility are lower ratio in the Preferred sit trips, also showed a better considered separately. For Alternative, although declines accessibility index but, again, the income stratifications, were negligible. A decline in this is not related to the Out- HBW productions and HBW the accessibility ratio does not look 2035 projects. attractions were compared us- necessarily mean a decrease in Based on this analysis, Out- ing a ratio. mobility. look 2035 meets the require- Non-income HBNW trips Differences between the two ments for transportation eq- were considered by sum- scenarios for HBNW trips uity and EJ with a Preferred ming the population and were virtually non-existent. Alternative that does not number of HBNW attrac- Since HBNW trips utilize adversely impact minority tions within the given radius the uncongested travel times, populations and low-income to get attractions per person; it appears that the network populations. For more de- HBNW productions and at- changes in and of themselves tailed information view EJ tractions were used for the had little effect on accessibil- charts and maps in Appen- income stratifications. Since ity; it is the reduction in con- dix 5.

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coal lighter fluid. They are also formed naturally.

NOx comes from cars, trucks, and buses, as well as power plants, and coal-burning stoves.

Particulate matter is formed both directly and indirectly. It is formed directly by motor vehicle exhaust, fires, power plants, construction dust, and unpaved roads. It is formed indirectly when products of Chapter 5, Section 5.6.3 matter and “moderate nonat- fuel combustion, sunlight, AIR QUALITY tainment” for ozone. In addi- and water vapor react with RESULTS tion, the region is in a “main- each other to create particles. tenance phase” for the carbon On-road transportation (in- Assessing the predicted effects monoxide standard. This cluding automobiles, buses, of the Preferred Alternative means that the federal stan- and trucks) is one of the key transportation system on the dard for carbon monoxide contributors to the region’s quality of the air we breathe is has already been reached and air pollution problems. an important aspect of trans- now must be maintained. portation planning in the The eight-hour ozone State Ground-level ozone is formed Baltimore region. Implementation Plan (SIP) by the combination of volatile for the Baltimore nonattain- The U.S. Environmental Pro- organic compounds (VOCs), ment area shows cars, buses, tection Agency (EPA) has set nitrogen oxides (NOx), and and trucks together con- standards for six criteria pol- sunlight. VOCs and NOx tributing the highest total lutants: particulate matter; are described as precursors to amount of VOC pollution in ground-level ozone; carbon ozone pollution because they 2009, compared with other monoxide; nitrogen dioxide; combine in the atmosphere to sources. sulfur dioxide; and lead. The form ozone, as opposed to be- Baltimore region has been ing directly emitted. VOCs It also shows cars, buses, and classified by EPA as “nonat- originate from gasoline, paint, trucks together contributing tainment” for fine particulate solvents, pesticides, and char- the highest total amount of

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Based on the conformity analysis, the BRTB, in its capacity as the MPO for the Baltimore region, has concluded that implementation of the Preferred Alternative projects in Outlook 2035 and the 2008-2012 TIP does not worsen the region’s air quality or delay the timely attainment of National Ambi- ent Air Quality Standards.

remain within the mobile NOx pollution, with station- Transportation conformity source emissions budgets for ary sources coming in second. is the process that is used to both short and long-range The MDE is currently produc- review current transportation transportation plans to con- ing an inventory of emission plans and programs in a re- form to the SIP. This pro- for fine particulate matter. gion to make sure they con- cess is coordinated through form to the state’s air quality The issue of air pollution in the Interagency Consultation plan referred to as the SIP. the Baltimore region is a criti- Group, a subcommittee of cal one because ozone and fine A SIP determines how a state the BRTB. particulates can cause respira- will meet federal air qual- Outlook 2035 was reviewed tory system and other serious ity standards. It establishes to make sure that it had no health problems in sensitive mobile emissions budgets, adverse impact on the SIP. populations. or limits, that are used in the This was documented in the In addition, fine particulates conformity determination, to Conformity Determination can increase rates of cardiovas- compare with estimated hori- of Transportation Outlook cular illness and may reduce zon year emissions resulting 2035 and the FY 2008-2012 life span. from the projects in Outlook TIP. 2035 and the short-range As the MPO for a nonattain- Upon completion of the travel TIP, as well as the existing ment region, the BRTB is re- demand modeling, MDE uti- transportation network. quired to complete the trans- lized the MOBILE 6.2 emis- portation conformity process. Estimated emissions must sions model to estimate the

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effects of the Preferred Alter- maintenance SIP. cess of developing the PM2.5 native transportation network SIP. The rate of progress budgets on air pollution emissions. for 2008 and the attainment The results of the conformity The Conformity Determi- budgets for 2009 are both analysis indicate that project- nation for Outlook 2035 from the 8-hour ozone SIP ed mobile source emissions includes analysis of five ho- (shown in first row). are below the established rizon year networks: 2008, Horizon years including 2009 budgets for years 2008, 2009, 2009, 2015, 2025, and 2035. and those following 2009 2015, 2025 and 2035. These networks are based on show the attainment budgets. programmed projects in the Based on the conformity 2008-2012 TIP and the Pre- The row labeled “Implemen- analysis, the BRTB, in its ferred Alternative. tation Total” displays the capacity as the MPO for the combination of emissions Baltimore region, has con- Estimated mobile source calculated from the transpor- cluded that implementation emissions for all horizon years tation network-based analy- of the Preferred Alternative of analysis associated with sis with emission reductions projects in Outlook 2035 and Outlook 2035 and TIP im- calculated outside of the net- the 2008-2012 TIP does not plementation can be found in work-based analysis. worsen the region’s air qual- Figure 5-30 and 5-31. Hori- ity or delay the timely attain- zon years of analysis are listed This total is compared with ment of National Ambient across the top of each table. the related budgets for each Air Quality Standards. horizon year analyzed. On Figure 5-30, the first three rows of numbers indi- Figure 5-31 shows a similar cate emissions budgets. The layout, except with interim first row shows the mobile emissions test budgets for source emissions budgets in direct PM2.5 emissions and tons per day from the 8-hour NOx emissions in tons per ozone SIP. The second row year. includes budgets in tons per Interim emissions test bud- day from the one-hour ozone gets are used because there SIP, which are included in the are currently no approved conformity analysis interim or adequate SIP budgets for emissions budgets. The third PM2.5. row includes CO budgets in tons per day from the CO MDE is currently in the pro-

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FIGURE 5-30 FINAL EMISSIONS RESULTS; OZONE AND CO STANDARD CO X MISSIONS 2035 E CO VOC NO X MISSIONS 2025 E CO VOC NO X MISSIONS 2015 E CO VOC NO X MISSIONS 2009 E CO VOC NO X MISSIONS -- -- 1,689.80 -- -- 1,689.80 -- -- 1,689.80 -- -- 1,689.80 -- -- 1,689.80 -- -- -843.38 -- -- -881.06 -- -- -993.68 -- -- -1019.4 -- -- -1014.69 2008 E 0.00 0.000.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.000.00 0.00 0.00 0.00 0.00 0.000.00 0.00 0.00 0.00 0.000.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 41.2 106.855.3 -- 146.9 38.7 -- 97 55.3 146.9 -- -- 38.7 55.3 97 146.9 -- -- 38.7 55.3 146.9 97 -- -- 55.3 38.7 146.9 97 -- -- -1.85 -7.31 -- -1.88 -6.75 -- -13.29 -55.68 -- -20.3 -78.46 -- -20.35 -81.06 -- VOC NO 0.00* 0.00 0.00 0.00 0.00 0.00 0.0039.35 0.00 99.49 846.42 0.00 36.82 0.00 90.25 0.00 808.74 25.41 0.00 41.32 696.12 0.00 18.4 0.00 18.54 0.00 670.4 18.35 15.94 675.11 39.35 99.49 846.42 36.82 90.25 808.74 25.41 41.32 696.12 18.4 18.54 670.4 18.35 15.94 675.11 -15.95 -47.41 -- -18.48 -56.65 -- -29.89 -105.58 -- -36.9 -128.36 -- -36.95 -130.96 -- from the 8-hour ozone from the Revised Phase from the CO

Bus Replacement CHART (Areawide Congestion Management) Pathways/Bicycle trails Sidewalks/Pedestrian Improvements Park & Ride Programmed CTP, & CIP & CTP, PROGRAMMED - TIP, TIP, - PROGRAMMED

IMPLEMENTED OFF NETWORK ANALYSIS TOTAL Emission Reduction Strategies Reduction Emission OZONE & CO STANDARD & CO OZONE Motor Vehicle Emissions Budgets SIP Motor Vehicle Emissions Budgets II Attainment SIP for 1-hour ozone Motor Vehicle Emissions Budget Maintenance Plan NETWORK BASED ANALYSIS TOTAL IMPLEMENTATION Eight-hour Ozone Budgets vs. Implementation One-hour Ozone Budgets vs. Implementation CO Maintenance Budgets vs. Implementation

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FIGURE 5-31 FINAL EMISSIONS RESULTS; PM2.5 STANDARD X NO MISSIONS

IRECT PM2.5 D 2035 E X NO MISSIONS

IRECT PM2.5 D 2025 E X NO MISSIONS

IRECT PM2.5 D 2015 E X NO MISSIONS

IRECT PM2.5 D 2009 E X NO -0.19 -0.19 -0.15 -0.1 -0.01 MISSIONS

IRECT 0.00 -0.19 0.00 -0.19 0.00 -0.15 0.00 -0.10 0.00 -0.01 0.00 0.00 0.000.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 669.04 36,655.00 623.35 33,216.86 454.29 15,453.77 421.12 7,016.38 425.71 6,094.88 669.04 36,654.81 623.35 33,216.67 454.29 15,453.62 421.12 7,016.28 425.71 6,094.87 PM2.5 D -374.47 -27,104.57 -420.16 -30,542.71 -589.22 -48,305.76 -622.39 -56,743.10 -617.8 -57,664.51 2008 E 1,043.51 63,759.38 1,043.51 63,759.38 1,043.51 63,759.38 1,043.51 63,759.38 1,043.51 63,759.38 Emissions for the Interim

Bus Replacement CHART (Areawide Congestion Management) Pathways/Bicycle trailsSidewalks/Pedestrian Improvements Park-and-ride Programmed 0.00* 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00

TIP, CTP, AND CIP AND CTP, TIP, PROGRAMMED - - PROGRAMMED

IMPLEMENTED OFF NETWORK ANALYSIS TOTAL Emission Reduction Strategies Reduction Emission 002 Baseline Year Emissions Test PM2.5 STANDARD 2 NETWORK BASED ANALYSIS IMPLEMENTATION TOTAL 2002 Baseline vs. Implementation

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Past approaches to addressing traffic congestion were simply to add more lanes to roadways to support Single Occupant Vehicles (SOV), but this approach has been shown to only temporarily address congestion, and actually increased traffic congestion in some locations as people changed their departure times, mode, or route to use the new, initially uncongested roadway.

For the reasons listed above, as well as a lack of right-of-way Chapter 5, Section 6.4 od traveler to spend an extra and environmental concerns, CONGESTION 38 hours of travel time and it is difficult to build our way MANAGEMENT consume an additional 26 out of congestion. PROCESS gallons of fuel, amounting to a cost of $710 per trav- However, until we begin to Traffic congestion continues eler. look at the causes and pro- to worsen in American cities posed solutions for regional of all sizes, creating a $78 bil- Traffic congestion used to be congestion on a systemwide lion annual drain on the U.S. thought of as a fact of life in basis, solutions to localized economy in the form of 4.2 major cities such as Los An- spot congestion problems may billion lost hours and 2.9 bil- geles, Houston, New York, only cause the inherent prob- lion gallons of wasted fuel— and Chicago, but traffic lem to shift elsewhere in the that’s 105 million weeks of congestion exists in almost network. vacation and 58 fully-loaded every city in the country. The BRTB Congestion Man- supertankers. From Madison, Wisconsin, agement Process (CMP) takes The 2007 Mobility Report to Nashville, Tennessee, the a systemwide approach to (Texas Transportation Insti- traveling public is spend- identifying, analyzing, and ad- tute) notes that congestion ing an increasing amount of dressing congestion in the Bal- causes the average peak peri- time in traffic congestion. timore region.

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Chapter 5, Section 6.4.1 ment system (CMS),” as pre- uate alternative actions, vious laws have. and evaluate the efficiency CONGESTION and effectiveness of imple- MANAGEMENT In the final regulations gov- mented actions; PROCESS FROM erning transportation man- 2. Definition of parameters for measuring the extent ISTEA TO agement systems, FHWA de- SAFETEA-LU of congestion and for sup- fines an effective CMP as “a porting the evaluation of The Intermodal Surface systematic process for manag- the effectiveness of conges- ing congestion that provides tion reduction and mobil- Transportation Efficiency Act ity enhancing strategies; information on transporta- (ISTEA) of 1991 (and later 3. Establishment of a pro- the Transportation Equity Act tion system performance and gram for data collection for the 21st Century (TEA- on alternative strategies for and system performance monitoring; 21) stated that in a Trans- alleviating congestion and portation Management Area enhancing mobility.” 4. Identification and evaluation of the anticipated ben- (TMA) (urbanized area with These regulations go on to efits of both traditional and a population greater than state the following required non-traditional congestion management strategies; 200,000), a congestion man- elements of a CMP: agement system must be de- 5. Identification of an imple- 1. An ongoing method to mentation schedule, im- veloped and implemented as monitor and evaluate the plementation responsibili- part of the regular Metropoli- transportation system, ties, and possible funding tan Planning Organization identify the causes of con- sources for each strategy; (MPO) planning process. gestion, identify and eval- and

Under the current federal legislation for surface transportation funding, the Safe, Ac- countable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFE- TEA-LU), the provisions on metropolitan transportation planning for Transportation Management Areas (TMAs) refer to a “congestion management process (CMP)” rather than a “congestion manage-

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6. Implementation of a pro- CONGESTION cess for periodic assessment of the efficiency and effec- MANAGEMENT PROCESS tiveness of implemented The congestion Congestion Management Process consists strategies, in terms of the of 4 main steps, outlined below. area’s established performance measures. Performance Measures The CMP begins with an evaluation of the overall system Another important require- performance. The Regional Travel Demand Model is used ment for a CMP developed to initially identify existing and future congested corridors in the region. Projects are evaluated based on their current within a TMA that is in volume to capacity ratios (V/C) – a higher V/C ratio would result in a higher score. (See Appendix 5 for more informa- nonattainment for carbon tion on performance measures) monoxide and/or ozone (the Baltimore region is in nonat- Data Collection and System Monitoring The BRTB has an ongoing program for data collection and tainment for ozone) is that, system monitoring that includes periodic aerial surveys of congestion across the region, travel times and speeds, for all identified areas of con- vehicle classification and occupancy rates, and traffic gestion, all reasonable travel volumes. This information is used to assess current conditions and provide data to the regional travel demand model demand and operational as well as to establish trends in transportation system management strategies must performance.

be evaluated and exhausted Strategy Identification and Evaluation before a recommendation To facilitate evaluation, a “toolbox” of congestion mitigation measures was assembled that includes all strategies that to add road capacity can be could be used to address congestion. This strategy “tool- made. box” was set-up in a hierarchy so that the first strategies take precedence over those below. The general categories for this toolbox are as follows: The BRTB established a com- • Eliminate person trips or reduce VMT during peak hours prehensive Congestion Man- • Shift trips from automobile to other modes agement System (CMS) in • Shift trips from SOV to HOV • Improve roadway operations response to ISTEA (1991). • Add Capacity

Over the course of the next The Regional Travel Demand Model is used to assess future levels of congestion in the transportation system and 15 years, with changes in fed- evaluate the potential future effectiveness of congestion eral requirements and region- management strategies. al and local transportation Project Implementation policies, the CMS has evolved Transportation improvement projects from member jurisdictions, as well as state agencies are considered in the CMP. into an ongoing congestion The projects in the long range plan are identified through management process that a performance based evaluation of the regional system, producing a list of projects that address congestion and complies with the require- mobility issues in the Baltimore region. See Figure 5-32. ments of SAFETEA-LU.

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FIGURE 5-32 CONGESTION MANAGEMENT PROCESS

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FIGURE 5-33 DEPARTMENT OF NATURAL RESOURCES PROTECTED LANDS AND GREENWAYS

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Chapter 5, Section 6.5 ENVIRONMENTAL COORDINATION PROCESS

The process of developing transportation investments to meet the travel demands of a growing region, must address a variety of concerns related to resource conservation and environmental regulation. SAFETEA-LU includes requirements for environmental consultation and a mitigation agement, natural resources, been posted on a web site to discussion. environmental protection, provide for coordination be- The BRTB approached coor- conservation, and historic tween agencies. dination through the Mary- preservation concerning plan • Maryland Department of land State Highway Admin- development. Natural Resources Pro- tected Lands (Maryland istration (SHA) which is During this consultation pro- Agricultural Land Preser- linked to federal, state, and cess, involved agencies were vation Foundation Dis- local resource agencies to in- tricts, Rural Legacy Areas, provided ongoing opportu- tegrate regional effects and Maryland Environmental nity for coordination through Trust Easements, Forest mitigation of proposed future meetings, phone calls, e-mails, Legacy Easements, DNR projects. There have been Lands, County Parks, Fed- the Internet, and through the meetings with these resource eral Lands, Private Con- agencies along with SHA in use of maps comparing the servation Properties) • Greenways addition to creating maps transportation plan with state • Maryland Green Infra- in order to conduct a broad conservation plans and maps structure Network as well as natural and his- analysis comparing proposed • Chesapeake Bay Critical projects with resources in the toric resource inventories and Area region. plans. • Reservoir Watersheds • National Register of His- The following resources were The BRTB has consulted toric Places with state and local agencies mapped with the proposed • Maryland Inventory of responsible for land use man- projects. These maps have Historic Properties

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FIGURE 5-34 MARYLAND GREEN INFRASTRUCTURE

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• Maryland Department of in this coordination process. Greenways consist of eco- Planning Land Use/Land logical as well as recreational Cover Data Figure 5-33 shows Mary- greenways which are protect- • Sensitive Species Project land Department of Natural ed and managed to provide Review Areas Resources (DNR) Protected for certain functions such as • Wetlands of Special State Lands as well as Greenways. Concern natural resource conserva- DNR Protected Lands in- Through these comparisons, tion, recreation, alternative clude Maryland Agricultural and ongoing conversations transportation, and habitat Land Preservation Founda- with resource agencies, this protection. tion Districts, Rural Legacy environmental consultation Areas, Maryland Environ- As part of its greenways sys- process created an opportu- mental Trust Easements, For- tem, Anne Arundel County nity to bring issues to light in est Legacy Easements, DNR manages approximately 42 advance of project planning. Lands, County Parks, Federal miles of bicycle and natural Analysis of natural and his- Lands, and Private Conserva- trails, including the 12.5-mile toric resources becomes very tion Properties. BWI Trail. detailed at the short-range project planning level, so it Greenways are natural cor- Another greenway in the was important to provide an ridors of land that connect county is the planned 10.3- opportunity for broad-based open spaces. Maryland’s mile South Shore Trail recre- discussions of resources during long-range transportation FIGURE 5-35 planning that considers all GREEN INFRASTRUCTURE proposed projects. According to the 2003 Maryland Green Infrastructure Assessment, each jurisdiction in the Baltimore region had the following amount of green Figure 5-33 and 5-34 displays infrastructure. two of the maps that were created for this analysis process. The remaining maps are Jurisdiction included in Appendix 5. GREEN INFRA- STRUCTURE LAND (ACRES) PERCENT OF RE- TOTAL GIONAL The figures, as shown here, Anne Arundel County 68,929 23.5% Baltimore City 1,429 0.5% display a comparison of high- Baltimore County 83,144 28.4% way, and regionally significant Carroll County 25,102 8.6% projects. In addition, maps Harford County 80,864 27.6% showing transit and bicycle/ Howard County 33,491 11.4% pedestrian projects were used Regional Total 292,959 100.0%

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Almost three- fourths of the more than two million acres of green infrastructure in the state is unprotected from development pressures.

ational greenway. Examples and Pa Heritage Trail which is Almost three-fourths of the of major greenways within a recreational greenway. more than two million acres Baltimore City include the of green infrastructure in the The Patapsco Regional Gre- Gwynns Falls and the Jones state is unprotected from de- enways system is an example Falls Trails which are current- velopment pressures. of Carroll County’s green- ly being developed. ways, and is both ecological Green infrastructure consists These greenways extend into and recreational. There are of hubs and corridors. Hubs Baltimore County, where one a number of ecological gre- contain ecologically-valuable of the major greenway sys- enways in Howard County, lands, while corridors con- tems includes the Gunpowder including the Little Patuxent nect the hubs and provide Falls, Little Gunpowder Falls and the Middle Patuxent. important wildlife passages, and Beetree Run greenways. help with seed and pollen Figure 5-35 shows the Green transport, and protect stream The Little Gunpowder Falls Infrastructure data layer valleys and wetlands. Greenway lies between Bal- which was created based on timore County and Harford the GreenPrint program es- According to the 2003 Mary- County. Some other gre- tablished in 2001 by the State land Green Infrastructure As- enways in Harford County of Maryland with the purpose sessment, each jurisdiction in are the Bynum Run/Winters of protecting the remaining the Baltimore region had the Run Loop, which is an eco- ecologically-valuable land in following amount of green logical greenway, and the Ma the state. infrastructure.

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In the Baltimore region, is the ultimate goal. planning stages. As resource around forty percent of the agencies are exposed to the MITIGATION green infrastructure land is location and magnitude of Discussing potential types proposed projects, an appro- protected. Relatively large and locations of mitigation priate strategy can be devel- percentages of green infra- activities for transportation oped that provides benefits structure exist in Anne Arun- projects is another new re- far beyond the impact of an del, Baltimore, and Harford quirement for metropolitan individual activity. Counties. transportation planning. The purpose of considering The project planning process, Building on the ongoing mitigation early in the long which involves National Evi- consultation process, an ap- range planning process is to ronmental Policy Act, is heav- proach to broad or strategic focus attention on regional ily detailed and time consum- environmental mitigation is level conservation and resto- ing. Performing coordination possible. and discussing regional miti- ration needs. The BRTB, along with SHA gation opportunities ahead This focus provides a con- and the resource agencies will of time is meant to improve text into which later deci- have the opportunity to take process efficiency and iden- sions on specific mitigation advantage of the ongoing tify any regional mitigation concepts and strategies can Interagency Review meet- goals. be developed during the later ings held at SHA to discuss project development process. The environmental coordi- projects that are early in the Mitigation strategies include nation process will continue through the partnerships that have been made during this analysis process. This process is just beginning and will be ongoing through monthly Inter- agency Review Meetings and through updates from SHA about the types of mitigation projects that are occurring.

Bringing together environmental concerns and regional mitigation planning into the long-range planning process

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avoidance and minimization protection and possible miti- IMPACTS of impacts, as well as com- gation strategies and measures When SHA is issued autho- pensation measures. that could be applied during rizations from the Maryland later project development. Department of the Environ- Table 5-36 displays resource ment (MDE) and the US types along with correspond- MITIGATION OF NATU- Army Corps of Engineers ing legislation that provides RAL RESOURCE (COE) for activities which

FIGURE 5-36 EXAMPLES OF MITIGATION MEASURES

RESOURCE EXAMPLES OF MITIGATION MEASURES REGULATION Parks and Recreation For publicly-owned parks, replace land with land of equivalent Section 4(f) of the Department of Trans- Areas value and equivalent location; Replace impacted facilities; Re- portation Act store and landscape disturbed area Wildlife and Waterfowl For publicly-owned refuges, replace land with land of equiva- Section 4(f) of the Department of Trans- Refuges lent value and equivalent location; Incorporate habitat fea- portation Act tures Cultural Resources Vegetative buffer screening; Measures to preserve a site’s histor- Section 4(f) of the Department of ic integrity; Project review/Memorandum of Agreement with Transportation Act; Section 106 of the Maryland’s State Historic Preservation Office; Ensure compat- National Historic Preservation Act ibility with Certified Heritage Area management plans Water Resources and Mitigation for wetland and waterway impacts includes cre- Rivers and Harbors Act of 1899; Clean Wetlands ation, restoration, preservation, enhancement, or monetary Water Act; COMAR Title 08.05, Wa- compensation. Site specific stormwater management plans; ter Resources Administration, Nontidal use low impact development stormwater design; Best Man- Wetlands; COMAR Title 9, Wetlands agement Practices tracking; stormwater discharge monitoring; and Riparian Rights (Tidal Wetlands); design of stormwater management capacity for new impervi- 2000 Maryland Stormwater Design ous surfaces, as well as existing; water quality banking program Manual with MDE; sediment control during construction Endangered and Threat- Mitigation may include placing conservation easements on Endangered Species Act ened Species properties occupied by the species, expanding/linking habitat areas through habitat creation areas, or enhancing low quality habitat Forests Forest replacement on a 1:1 basis, for construction activities. Maryland Reforestation Law

Chesapeake and Atlan- Replace forests in the Critical Area on not less than an equal Critical Area Act (1984); COMAR tic Coastal Bays Critical area basis. Mitigation typically includes installation of native 27.01.02.04 Area shrub and tree species prioritizing on-site locations before moving off-site (within the same impacted watershed and county.) Nontidal Wetlands of Mitigation for wetland impacts includes creation, restora- COMAR 26.23.06.01-.02 Special State Concern tion, preservation, enhancement, or monetary compensation. Acreage replacement ratios vary depending on wetland and mitigation type.

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will cause unavoidable losses of nontidal wetlands, those impacts must be compensat- ed for through wetland mitigation.

Nontidal wetland mitigation is the creation, restoration, or enhancement of nontidal wetlands that were lost due to regulated activities from highway construction projects. In order to meet the “no net loss” goals of MDE and the COE, SHA generally mitigates at a Other: state and federal review agen- 2:1 ratio or greater for most 1. Off-Site (Out-of-kind): cies, local planning groups, impacts to wetlands impacted Restoration, enhancement, the business community, en- by highway projects. creation, or preservation of vironmental organizations, existing wetlands The following describes the general public, and other 2. MD Nontidal Wetland SHA’s current compensatory Compensation Fund: The stakeholders, engaging in sev- mitigation strategies: Nontidal Wetland Com- eral other wetland and stream pensation Fund is designed mitigation strategies. The Creation: to accept monies from ap- watershed approach, wetland 1. On-Site (Project Area): In- plicants who may find mit- kind replacement of im- igation technically infea- banking, and advanced miti- sible or who are unable to pacted wetlands/functional gation (mitigation construct- replacement. locate a suitable mitigation site. Monetary compensa- ed in advance of the highway 2. On-Site (Project Area): tion may not substitute for improvements) are just a few Out-of-kind replacement the requirement to avoid or examples of what is anticipat- of impacted wetlands. minimize losses of nontidal 3. Off-Site (in sub-watershed): wetlands. ed to be an ever-expanding list In-kind replacement of im- of mitigation opportunities. pacted wetlands/functional ONGOING AND FU- replacement. TURE SHA MITIGATION The watershed approach is de- 4. Off-Site (in watershed): In- STRATEGIES scribed below. Wetland bank- kind replacement of impacted wetlands/functional Moving forward, SHA is ing and advanced mitigation replacement. working closely with the may be considered.

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Infrastructure Program and FHWA’s Eco-logical Approach to assess the improvement needs of the watersheds po- tentially impacted by highway projects.

Although not in the Baltimore region of Maryland, SHA is currently using the watershed approach on large and complex projects such as the In- tercounty Connector (ICC) in Montgomery and Prince Georges counties (currently The watershed approach to ian buffer, stream restoration, under construction) and the compensatory mitigation is wetland creation and restora- US 301 Transportation Study a flexible approach that en- tion, wildlife habitat creation in Charles County. Similar courages various partnerships and restoration, fish passage, watershed approaches to miti- between all state and federal reforestation, etc. The water- gation are also employed on review agencies, local plan- shed approach balances the smaller projects in SHA’s design ning and regional planning needs of the watershed by of- and construction program. organizations, as well as the ten using out-of-kind mitiga- general public. tion strategies that would be MITIGATION OF most beneficial based upon HISTORIC RESOURCE This approach involves as- IMPACTS those identified needs. sessing the needs of the wa- Cultural resources typically tershed in a comprehensive By identifying the most need- encountered during the high- manner that allows planners ed improvements within a way development process may and review agencies to de- given watershed, SHA and its include buildings, historic dis- termine the improvements partners can create a prioriti- tricts, roadway structures such that are most needed with a zation of mitigation strategies as bridges, and terrestrial or particular watershed and sub- that can serve as a long-term underwater archeological sites watersheds. Areas targeted plan for the overall improve- dating to the prehistoric and for improvement may in- ment to the watershed. SHA historic time periods. Mitiga- clude water quality and quan- is currently using assessment tion measures may take many tity, stormwater runoff, ripar- tools, like the DNR’s Green forms depending on the re-

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source itself, and the project’s impact. Commonly used strategies include the recov- ery of significant information through the excavation of archeological sites, Historic American Buildings Survey and Historical American Engineering Record recorda- tion, photo-documentation of buildings and building relocations, scholarly jour- nal articles and “popular” historical reports for public enjoyment, as well as other outreach efforts designed to benefit school children and communities.

There are specific procedural requirements necessary for compliance with the National Historic Preservation Act and its implementing regulations found at 36CFR800, and the Maryland Historical Trust Act, that situate consideration of mitigation treatments to avoidance and minimization does engage the agencies and resolve adverse effects on strategies are implemented, stakeholders in discussions National Register eligible or and developed in consultation that explore opportunities listed historic resources in the with the Maryland Historical for more programmatically- later stages of project planning. In general, mitigation Trust, the Federal Highway oriented treatments that are strategies are context specific, Administration, and the Ad- sensitive to local and regional are tailored to the specific visory Council on Historic priorities as strategies for en- resources and impacts after Preservation. However, SHA vironmental stewardship.

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What Comes Next?

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The process of completing a sion of the 2007 Maryland long-range transportation plan General Assembly to consider such as Outlook 2035 is com- a budget deficit which will di- plex and requires considerable rectly impact needed revenue to coordination among the Balti- address un-met transportation more Regional Transportation needs. The second action is the Board (BRTB) members and timely, yet ongoing, monitor- stakeholders. BRTB activities ing of conditions on the trans- that are underway and continu- portation network for daily in- ing through the Unified Plan- cident management and future ning Work Program represent congestion management strate- the day-to-day work at reach- gies. Monitoring the regional, ing the goals set forth in Out- state, and federal budgets is a look 2035. These activities and current issue across the coun- the investments proposed for try as funding needs grow. The implementation will put the BRTB is very concerned about region on target to reach access transportation funding needs and mobility goals. and is working with partners Looking forward, BRTB mem- in the Baltimore region to get bers have identified two critical more out of their transporta- activities needed to meet these tion investments through new goals. The first is monitoring transportation management Chapter Six

What Comes Next? the outcome of a Special Ses- and technology strategies.

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Chapter 6, Section 1 prior commitments. Assum- FY 2008 revenue to keep the TACKLING THE BUD- ing the rates for taxes or fees transportation spending pro- GET DEFICIT TO remain unchanged, the gen- gram on track. The current ADDRESS UN-MET eral fund “structural deficit” spending program, the Con- TRANSPORTATION for Fiscal Year (FY) 2009 is solidated Transportation Pro- NEEDS estimated at about $1.45 bil- gram (CTP), while sizable, is lion. To eliminate the deficit, constrained. The 2007 legis- The state is currently facing a Governor O’Malley has de- lative session of the Maryland serious fiscal challenge. State veloped a package of revenue General Assembly authorized officials and outside experts enhancements and expendi- $1.8 billion in capital spend- agree that a major “gap” exists ture reductions, and called a ing for FY 2008 and $1.6 bil- between the estimate of rev- 30-day Special Session of the lion in FY 2009. enues from current sources General Assembly that began and the baseline expenditures on October 29, 2007 to adopt In addition, the later years of projected for future years. the package. the CTP are even less robust. Baseline expenditures include Funding programmed in the Where does transportation funding mandated by statute, CTP declines to $1.1 billion fit in the State deficit? realistic estimates of caseloads by FY 2012. This drop is due The Maryland Department in state programs, reasonable to inflationary pressures and of Transportation (MDOT) assumptions with respect to the increasing demands of op- has indicated the need for inflation or other cost adjust- erating programs. Additional ments, and continuation of $400 to $600 million in new transportation debt capacity is unavailable due to the revenue to debt-service coverage ratio required by state law.

What are the Economic Im- pacts of Increasing Spending on Transportation Projects? Transportation spending that annually exceeds $100 million is a powerful jolt to any state economy. Recently, the Greater Baltimore Commit- tee, the Greater Washing- ton Board of Trade, and the

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Maryland Chamber of Com- merce jointly sponsored a Texas Transportation Institute study, Investing in Maryland’s Transportation Infrastruc- ture: The Costs and Benefits to Workforce and Family, on the costs and benefits accruing to Maryland through its transportation investments.

The impacts of transportation investments are economy- wide. Primarily, they follow three paths. Direct impacts result from expenditures on frastructure brings better mo- would be available to sys- labor, equipment, and materi- bility, and results in more effi- tem preservation, operations als. Secondary impacts result cient consumer and business and expansion. If expansion from consumer expenditures operations transportation funds become available in the by transportation workers. At through reduced operating timeframe prior to the next the tail end, there is the im- cost and travel times. update of the regional long- pact of expenditures by the range transportation plan, Should additional funding consumer work force whose the BRTB will consider the become available to support pay flows from construction Illustrative projects listed in transportation needs, the workers. The report further Chapter 5 and engage the BRTB will reconvene to as- states that new and improved public in the process it plans transportation facilities re- sess the situation. In consul- to undertake as well as oppor- duce congestion travel time tation with MDOT, it will tunities for public input. and total fuel consumed. An be important to determine improved transportation in- the amount of funding that

An improved transportation infrastructure brings better mobility, and results in more efficient consumer and business operations transportation through reduced operating cost and travel times.

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Transportation mobility directly affects our quality of life, impacts our ability to travel around the region, and transport goods and therefore impacts the economic productivity of our region.

Chapter 6, Section 2 nationwide, approximately dressing congestion and de- MONITORING SYS- 40 percent of delay happens lays. Applications such as TEM CONDITIONS virtually in the same location freeway management, arterial and at the same time every management, incident and Transportation mobility di- day—it is “recurring.” Traffic special event management, rectly affects our quality of demand exceeds the available work zone mobility and safe- life, impacts our ability to capacity of the transportation ty management, and road travel around the region, and infrastructure. Delay also re- weather management marry transport goods and, there- sults from unexpected events, technology innovations with a fore, impacts the economic such as crashes, weather events desire to better serve custom- productivity of our region. In (e.g., fog or snow), and work ers through improved mobil- today’s environment, mobility zones. ity. The Baltimore region has several well established and is also important to safety and The technologies themselves on-going operational pro- security. Increasingly, mobil- are not the answer, but the grams such as the Coordinat- ity is jeopardized by conges- improved ability to operate ed Highways Action Response tion and unexpected delays. the system, enabled by the Team (CHART) for highway It has been estimated that, technologies, is key to ad-

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incident management, traf- alleviating congestion and en- evaluation and analysis. The fic signal timing, and traveler hancing mobility. Under the overall goal of the program is information programs such as CMP, a program for data col- to communicate measures re- the Multi-modal Traveler In- lection and system monitor- lated to mobility and accessi- formation System, that sup- ing must be established. Data bility in the Baltimore region, port mobility in the region. collection is an important and to provide the public with task to assess system perfor- a better idea of how transpor- The Congestion Manage- mance and serves as a reposi- tation systems perform. ment Process (CMP) is an tory of historical, simulated, important component under Besides relying on traditional and observed data for the the Safe, Accountable, Flexi- forms of data collection such transportation system in the ble, and Efficient Transporta- as traffic counts, aerial sur- Baltimore region. tion Equity Act: A Legacy for veys of congestion and travel Users (SAFETEA-LU). The As part of this effort, the Bal- time runs, the Baltimore re- FHWA defines a CMP as a timore region CMP consoli- gion will look for new tech- systematic process for manag- dates data collection efforts nologies, such as probe data, ing congestion that provides related to system performance to provide more data and in information on transporta- in an archive of historic and real-time to assess the perfor- tion system performance and current performance datasets mance of the transportation on alternative strategies for that can be used for future system.

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