By Barry Rascovar
It was ironic that news of Jerry Wolff’s death this past week coincided with the splashy announcement from Gov. Larry Hogan, Jr. of a $5 million study to examine the site and funding options for a third Chesapeake Bay Bridge crossing.
Wolff was the last all-powerful head of the State Roads Commission during the late 1960s under Gov. Spiro T. Agnew. He was the mastermind behind legislative approval and construction of the parallel bay bridge span.
That 1973 structure cost $148 million. The original Chesapeake Bay Bridge, which was built after a 15-year battle for a mere $45 million, opened in 1952.
The next bay crossing could cost a staggering $7 billion – and probably double that by the time it opens 10 or 15 years from now. [Editor’s Note: Last year’s Bay Bridge study with cost estimates.]
Or rather, if a third span is ever built.
Even with federal assistance, Maryland would be hard pressed to find that staggering amount of money for a project that mainly alleviates monster traffic backups on summer weekends. The rest of the year the existing parallel structures easily handle two-way traffic between the eastern and western shores.
Moreover, a critical part of any funding solution – bridge and tunnel tolls – was cut by Hogan to fulfill a campaign promise to lower taxes.
That means a revenue loss to the Maryland Transportation Authority that could approach $1 billion over the next 15 years – just when a third bay span would need to be financed.
Having foreclosed that pivotal revenue source, how in the world does Hogan intend to pay for this massive undertaking?
Answer: He doesn’t.
Hogan is passing the buck, this time to a study group that conveniently won’t report back to him until 2020. Then Hogan can flip the hot potato of how to pay for such a stunningly expensive construction project to the Democratic legislature and blame them for inaction.
Ironically, it was Hogan who killed the Baltimore-area’s major transportation initiative, the $3 billion Red Line project – which had $900 million in federal funding lined up. He claimed it was way too expensive. Hogan sneeringly called the Red Line’s downtown tunnel “a boondoggle.”
Yet now he is promoting a third bay crossing at double or triple that amount at a time when the state is short on transportation funds, in part due to Hogan’s populist toll reductions.
Maryland has other enormously expensive toll-road needs that Hogan doesn’t want to confront – or pay for.
The dangerously steep and narrow two-lane Harry W. Nice Bridge spanning the Potomac River between Charles County and the northern neck of Virginia is 76 years old. It’s not in great shape.
Hogan blocked $50 million allocated by his predecessor for planning and design of a new four-lane span, claiming a new $1 billion crossing would be too expensive.
He favors a far cheaper Band-Aid approach to the existing, aging structure, which is a bottleneck and lacks shoulders. Powerful lawmakers, though, are trying to force him to bite the bullet and replace the Potomac crossing.
Then there’s the Thomas J. Hatem Bridge connecting U.S. 40 between Harford and Cecil counties. It, too, is 76 years old. It cost just $5 million when built. But giving it a foundational overhaul will be extremely expensive. Hogan hasn’t allocated a penny for that undertaking.
Instead, the governor wants to win political points with beachside merchants and summer vacationers headed “downy ocean” by holding out the promise of easy travel across the Chesapeake but leaving the tough funding decisions to someone else.
Already critics are calling Hogan’s plan a new boondoggle.
Even if the state turned to a public-private partnership – which would hand all the revenue and control of the span (and possibly the parallel crossings, too) to a for-profit company – paying the state’s share for a third bay bridge would crowd out virtually every major toll and bridge improvement for years to come.
There’s also the complicated matter of expanding roads leading to the third span on both sides of the bridge. It can’t be done inexpensively or without an environmental cost. Local opposition could be intense.
Hogan, of course, might try to get the job done with a patch-up by adding a single lane to the original bay bridge. But even that falls into the mega-billion-dollar range.
Why a third span?
All this begs the question as to whether a third span is essential.
Given the reality of climate change and rising sea levels, by the time a third crossing opens for vehicles much of Ocean City’s beach could be under water. The rush to O.C. might slow dramatically in a quarter-century.
Sen. John Astle, whose Annapolis district includes the western bay bridge approaches, calls this an “impossible problem.” Maryland can’t afford the incredibly high price of a third bay bridge and Hogan has shown zero inclination to raise revenue to pay for it.
Thus, the Hogan study group is likely to produce another report that will gather dust on a shelf. That was true of a study under Gov. Bob Ehrlich and a report under Gov. Martin O’Malley.
Hogan just wants to curry favor with beach-going voters and Ocean City businesses without having to take the unpopular step of raising tolls and other taxes to build a third crossing of the nation’s largest estuary.