Sample Transportation Improvement Plan

Sample Transportation Improvement Plan Baltimore Region 2024-2027.pdf

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Sample Transportation Improvement Plan

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Baltimore Region
Transportation Improvement Program
2024-2027

D e v e lo p e d b y t h e B a lt im o r e M e t r o p o lit a n P la n n in g O r g a n iz a t io n
C it y o f A n n a p o lis • A n n e A r u n d e l C o u n t y • B a lt im o r e C it y • B a lt im o r e C o u n t y • C a r r o ll C o u n t y • H a r f o r d C o u n t y •
H o w a r d C o u n t y • Q u e e n A n n e ’s C o u n t y • A n n a p o lis T r a n s it • M D D e p a r t m e n t o f T r a n s p o r t a t io n • M D D e p a r t m e n t o f
t h e E n v ir o n m e n t • M D D e p a r t m e n t o f P la n n in g • M D T r a n s it A d m in is t r a t io n .

The Baltimore Regional Transportation Board (BRTB) operates its programs and services without regard to race, color, or national
origin in accordance with Title VI of the Civil Rights Act of 1964, and other applicable laws.
BMC offers interpretation services, including language translation services and signage for the hearing impaired, at public meetings
upon request with seven days advance notice. BMC will not exclude persons based on age, religion, or disability. For assistance,
contact the Public Involvement Coordinator, [email protected], or call 410-732-0500.
Dial 7-1-1 or 800-735-2258 to initiate a TTY call through Maryland Relay. Usuarios de Relay MD marquen 7-1-1.
Si se necesita información de Título VI en español, llame al 410-732-0500.
The U.S. Department of Transportation, (the Federal Highway Administration, and the Federal Transit Administration) and the
Maryland Department of Transportation contributed funding towards the preparation of the FY 2024-2027 Transportation
Improvement Program.

Electronic copies are available from the:
Baltimore Metropolitan Council’s website
https://www.baltometro.org/sites/default/files/bmc_documents/general/transportation/tip/24-27/24-27TIP.pdf
Print copies are available from the:
Baltimore Metropolitan Council
1500 Whetstone Way, Suite 300
Baltimore, Maryland 21230
Phone: 410-732-0500
Fax: 410-732-8248

2023-2026 Transportation Improvement Program
DRAFT

June 2022

Transportation Improvement Program - FY 2024-2027
Table of Contents

Baltimore Region 2024-2027 Transportation Improvement Program
1.A Introduction - Summary
1.B Introduction - Metropolitan Planning Organization Self-Certification
1.C Introduction - Consistency with Resilience 2050
II.A Federal Requirements - Requirements of the Infrastructure Investment and Jobs Act
II.B Federal Requirements - Environmental Justice
II.C Federal Requirements - Coordinating Human Service Transportation
II.D Federal Requirements - Additional Programs for Seniors and Persons with Disabilities
II.E Federal Requirements - Status of Projects from the 2023-2026 TIP and New Projects in the 2024-2027 TIP
II.F Federal Requirements - Conformity with Air Quality Planning
II.G Federal Requirements - Performance Based Planning and Programming
III.A Program Development - Integration with Federal, State and Local Programs
III.B Program Development - Federal Fund Sources for Surface Transportation Projects
IV. Explanation of Terms and Symbols
V. The Financial Plan
V.A The Financial Plan - Revenue Projections
V.B The Financial Plan - Federal Aid Assumptions
V.C The Financial Plan - Where the Money Comes From
V.D The Financial Plan - Where the Money Goes
V.E The Financial Plan - Documentation of Financial Capacity for Transit Activities
V.F The Financial Plan - FY 2024 Federal Aid Annual Element Listing and TIP Funding Summary
VI.A TIP Project Information - Project and Environmental Justice Maps and Jurisdictions
VI.B TIP Project Information - Detailed Project Listing
Anne Arundel County Projects
Baltimore City Projects

1
6
7
9
13
22
24
26
39
41
58
59
60
65
67
69
71
72
73
74
99
107
108
136
2024-2027

Baltimore County Projects
Carroll County Projects
Harford County Projects
Howard County Projects
Maryland Transportation Authority Projects
Maryland Port Administration Projects
Maryland Transit Administration - Transit Projects
Maryland Transit Administration - Commuter Rail Projects
Office of the Secretary Projects
State Highway Administration (SHA) Projects
SHA - Regional Projects
SHA - Anne Arundel County Projects
SHA - Baltimore County Projects
SHA - Carroll County Projects
SHA - Harford County Projects
SHA - Howard County Projects
SHA - Queen Anne's County
Appendices
Appendix A. Committee and Staff Roster
Appendix B. Documentation of Project Prioritization, Financial Reasonableness and Flexible Funding
Appendix C. Self Certification
Appendix D. Areawide Projects
Appendix E. Projects Between Funding Stages (On Hold) and Informational Projects
Appendix F. FY 2023-2026 TIP Amendment and Administrative Modification Log

211
218
236
269
281
289
297
330
339
341
341
364
378
393
400
406
410
412
417
418
469
492
496
500

Appendix G. Public Participation Component
Appendix H. Associated BRTB Resolutions
Appendix I. Glossary of Terms
Appendix J. Proposed Congressionally Designated Projects
Project Index

508
604
608
610
613

Transportation Improvement Program - FY 2024-2027
List of Tables and Exhibits
TABLE OF EXHIBITS
Exhibit I-1 The Baltimore Region ........................................................................................................................................... 3
Exhibit I-2 The Baltimore Region Federal Highway Functional Classification ....................................................................... 4
Exhibit I-3 The Baltimore Region - Transit ............................................................................................................................. 5
Exhibit II-1 BRTB Region Minority Populations by Race and Hispanic or Latino Origin ...................................................... 18
Exhibit II-2 Low Income Population by TAZ ......................................................................................................................... 19
Exhibit II-3 Minority Population by TAZ ................................................................................................................................ 20
Exhibit II-4 Environmental Justice TAZs by Type ................................................................................................................. 21
Exhibit V-1 Comparison of the Total Amount Programmed in the 2021,,2022,,2023,and 2024 TIPs ................................... 92
Exhibit V-2 FY 2024-2027 TIP Funding by Fiscal Year ........................................................................................................ 93
Exhibit V-3 FY 2024-2027 TIP Funding by Sponsoring Agency ........................................................................................... 94
Exhibit V-4 FY 2024-2027 TIP Projects by Project Category ............................................................................................... 95
Exhibit V-5 Share of FY 2024-2027 TIP Funding by Project Category ................................................................................. 96
Exhibit V-6 Share of FY 2024 TIP Funding by Project Phase ............................................................................................... 97
Exhibit V-7 FY 2024 Federal Fund Requests by Fund Source ............................................................................................. 98
Exhibit VI-1 Projects in Relation to Low Income & Minority Concentrations - Anne Arundel County ...................................100
Exhibit VI-2 Projects in Relation to Low Income & Minority Concentrations - Baltimore City .............................................. 101
Exhibit VI-3 Projects in Relation to Low Income & Minority Concentrations - Baltimore County.......................................... 102
Exhibit VI-4 Projects in Relation to Low Income & Minority Concentrations - Carroll County............................................... 103
Exhibit VI-5 Projects in Relation to Low Income & Minority Concentrations - Harford County.............................................. 104
Exhibit VI-6 Projects in Relation to Low Income & Minority Concentrations - Howard County............................................. 105
Exhibit VI-7 Projects in Relation to Low Income & Minority Concentrations - Queen Anne's County ...................................106
LIST OF TABLES
Table II-1 Low-Income Population by Jurisdiction .................................................................................................................. 15
Table II-2 Minority Population by Jurisdiction ......................................................................................................................... 16
Table II-3 Status of Projects from the 2023-2026 TIP ............................................................................................................ 27

Table II-4 New Projects in the 2024-2027 TIP ........................................................................................................................ 38
Table II-5 MDOT MTA Revenue Vehicle Performance & Targets .......................................................................................... 42
Table II-6 Baltimore Region Tier II Revenue Vehicle Performance & Targets ....................................................................... 43
Table II-7 Tier I MDOT MTA Non-Revenue Vehicle Performance & Targets ......................................................................... 43
Table II-8 Baltimore Region Tier II Non-Revenue Vehicle Performance & Targets ................................................................ 43
Table II-9 Tier I MDOT MTA Infrastructure Performance & Targets ....................................................................................... 43
Table II-10 Tier I MDOT MTA Facilities Performance & Targets ............................................................................................ 43
Table II-11 Baltimore Region Tier II Facilities Performance & Targets ................................................................................... 44
Table II-12 2024-2027 TIP Projects Related to Transit Asset Management .......................................................................... 44
Table II-13 Transit Safety Performance Measures & Targets - MDOT MTA .......................................................................... 45
Table II-14 Transit Safety Performance Measures & Targets - Baltimore Region Lots .......................................................... 46
Table II-15 2024-2027 TIP Projects Related to Transit Safety ................................................................................................ 47
Table II-16 Highway Safety Performance Measures & Targets .............................................................................................. 48
Table II-17 2024-2027 TIP Projects Programming HISP Funds ............................................................................................. 48
Table II-18 Traffic Congestion and Emissions Performance Targets ..................................................................................... 50
Table II-19 2024-2027 TIP Projects Programming CMAQ Funds .......................................................................................... 51
Table II-20 Pavement and Bridge Condition Performance Measures & Targets ................................................................... 52
Table II-21 2024-2027 TIP Bridge Projects Related to Pavement Condition (Interstate on NHS) ......................................... 53
Table II-22 2024-2027 TIP Projects Related to Pavement Condition (Non-Interstate NHS) .................................................. 53
Table II-23 2024-2027 TIP Bridge Projects on NHS ............................................................................................................... 54
Table II-24 Travel Time Reliability Performance Measures & Targets ................................................................................... 55
Table V-1 Annual Element ..................................................................................................................................................... 75
Table V-2 FY 2024 Annual Element ....................................................................................................................................... 80
Table V-3 Summary of FY 2024-2027 TIP Funding by Sponsoring Agency and Fiscal Year ................................................. 91

I. INTRODUCTION

The TIP also serves as a multi-modal listing of transportation

A. Summary

projects in the region for which federal funding requests are
anticipated between fiscal years 2024-2027.2

The Baltimore Region Transportation Improvement Program
(TIP) documents the anticipated timing, cost, and rationale for
federally-funded transportation improvements to be made in
the Baltimore region1 over the next four years. It is a program
of specific projects, not a plan. In accordance with federal
guidelines, the TIP is a translation of recommendations from
the long-range transportation plan (LRTP), Resilience 2050, for
the

Baltimore

region

into

short-term

program

improvements. This includes specific capacity improvements
that have been identified in the LRTP, as well as system
preservation projects and operational initiatives that are
supported in the LRTP but have not been previously detailed.

Chapter II provides a summary of the key federal requirements
for the TIP, followed by several sections detailing the
requirements in key areas. Chapter III describes the
relationship between the TIP and other transportation plans
and programs in the region, its fulfillment of federal
requirements, and its regional review function. Chapter IV
explains the terms and symbols used in the project listings.
Chapter V presents the financial plan supporting the projects in
the four year program. It also details the amount and source of
federal funds to be requested for the coming fiscal year, FY
2024.

As such, the TIP ensures consistency between LRTP

Chapter VI includes environmental justice maps and detailed

recommendations and project implementation in the region.

project listings. The detailed project listings include all federally
funded and regionally significant projects. The projects are

As shown in Exhibit I-1, the Baltimore region is composed of Baltimore
City and the City of Annapolis and Anne Arundel, Baltimore, Carroll,
Harford, Howard and Queen Anne’s counties. As a result of Census 2010,
there are three federally recognized urbanized areas in the region. One
includes the City of Baltimore and portions of Anne Arundel, Baltimore,
Carroll, Howard and Queen Anne’s County. The second includes
Westminster in Carroll County. The third is Aberdeen – Havre de Grace –
Bel Air in Harford County and portions of Cecil County.

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grouped first according to the local jurisdiction or state agency
responsible for their implementation. Within those sections

The Baltimore Region TIP follows the Maryland state fiscal year: July 1 to
June 30

they are then grouped by category in the following order:

The 2024-2027 TIP programs a total of $4.24 billion. Federal

commuter

funds account for $2.89 billion of this total, with matching funds

rail

enhancement

capacity,

rail

preservation,
emission

accounting for the remaining $1.35 billion. In almost all cases,

reduction strategy, highway capacity, highway preservation,

matching funds are provided by the local or state agency

transit capacity, transit preservation, ports, and miscellaneous.

sponsoring the project. Rare circumstances where matching

A timetable for anticipated federal funding requests is

funds are provided by a private source or another local or state

presented for each project.

agency are noted in the project description in Chapter VI.

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program,

commuter

environmental/safety,

Exhibit I-1: The Baltimore Region

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Exhibit I-2: The Baltimore Region Federal Highway Functional Classification

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Exhibit I-3: The Baltimore Region – Transit

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B. Metropolitan Planning Organization Self-Certification
At the time the metropolitan TIP, and the projects requesting
funds in the coming fiscal year, are endorsed for funding out of
the U. S. Department of Transportation (DOT), a Metropolitan
Planning Organization (MPO) is required to certify that projects
selected through the transportation planning process conform
with all applicable federal laws and regulations. The Baltimore
Regional Transportation Board (BRTB), in its capacity as the
MPO for the Baltimore region, certifies under Resolution #24-01
that the transportation planning process is conducted in a
manner that complies with the requirements of 23 USC 134, 49
USC 5303, 23 CFR Part 450 and 49 CFR Part 613, and
Sections 174 and 176(c) and (d) of the Clean Air Act. The
certification requirement directs members of the BRTB to review
the planning process that has been under way and ascertain
that the requirements are being met. The review serves to
maintain focus on essential activities. Members of the BRTB
are listed in Appendix A of this document.
The BRTB's commitment to comply with applicable federal
transportation planning requirements is evidenced by the
following:  the BRTB has a continuing, cooperative and
comprehensive (3-C) transportation planning process that

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results in plans and programs consistent with the general land
use and master plans of the local jurisdictions in the urbanized
area;  the BRTB has adopted a public participation process
that fulfills the requirements and intent of public participation and
outreach as defined in the Metropolitan Planning Regulations;
 the BRTB adopted a financially constrained long-range
transportation plan, Resilience 2050, for the Baltimore region
consistent with the metropolitan planning factors in the Fixing
America’s Surface Transportation (FAST) Act and subsequent
Infrastructure Investment and Jobs Act (IIJA);  the BRTB
maintains a Congestion Management Process (CMP);  the
BRTB has determined that conformity (8-hour ozone) of
Resilience 2050 and the 2024-2027 TIP for the Baltimore region
has been conducted under the U.S. Environmental Protection
Agency's (EPA's) final rule as amended; and  the BRTB
adheres to the federal Disadvantaged Business Enterprises
(DBE) requirements set forth in 49 CFR Part 26.

C. Consistency with Resilience 2050
In an effort to plan for future regional transportation needs and
to comply with the intention of the FAST Act and the Clean Air
Act Amendments of 1990 (CAAA), the BRTB endorsed
Resilience 2050: Adapting to the Challenges of Tomorrow, the
long-range transportation plan, in July 2023. The factors that

transportation providers to ensure consistency. All required
measures and targets were adopted in compliance with federal
due dates. The measures and targets will guide the Maryland
Department of Transportation and metropolitan planning
organizations in carrying out the requirements of the applicable
FHWA and FTA laws and regulations.

guided development of Resilience 2050 are listed in the

Section II.G summarizes the performance measures and

Metropolitan Planning Regulations effective May 27, 2016.

targets as well as the anticipated impact of investments in the

These regulations continue and strengthen the emphasis on

TIP on these performance measures and targets. Appendix B

performance-based planning and programming.

includes a table connecting TIP projects to Resilience 2050

Resilience 2050 includes a set of overarching regional goals,

goals and performance measures.

specific implementation strategies that support these goals, and

In addition to performance measures and targets, Resilience

a series of performance measures and targets. These measures

2050 reports on forecasted regional growth in population,

and targets are consistent with the performance-based

households and employment to the year 2050 and the projected

approach to planning and programming set forth in MAP-21, the

travel demand resulting from this forecasted growth. It

FAST Act, and corresponding regulations. These measures and

demonstrates how the existing and committed transportation

targets help the BRTB and operating agencies gauge progress

network may struggle to accommodate future travel demand

relative to regional goals and strategies.

based on projected increases in congested VMT and vehicle

The BRTB has developed and adopted performance measures
for transit asset management, transit safety, roadway safety,
roadway and bridge conditions, and system performance.
Target selection was coordinated with the State and public

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hours of delay. The region may need to apply additional
transportation demand management strategies to meet future
performance targets related to regional mobility.

To address the projected demands on the transportation

The capacity projects in the 2024-2027 TIP "flow" from

system, Resilience 2050 includes a range of projects through

Resilience 2050, resulting in a prioritized subset of projects for

the year 2050. It outlines a multimodal array of transportation

implementation.

improvements along with the requisite funding scenario needed

recommendations are translated into short-range transportation

improvements.

support

the

program.

Non-motorized

transportation

alternatives are included, as well as intermodal and
transportation

demand

management

strategies.

The

transportation demand management strategies are particularly
important to complement the infrastructure improvements and
ensure the region meets the conformity requirements for
transportation plans and programs by way of national air quality
goals and objectives.
Resilience 2050 also discusses the impacts of workers that work
from home. From 2010 to 2019 the share of the population
working from home showed modest increases (3.9% in 2010
and 5.6% in 2019). However, in 2020 the pandemic resulted in
a large increase of the population working from home at nearly
20%.

There

are

variances

based

demographic

characteristics of workers and the industries in which they work.
While the long-term impacts of remote workers is uncertain,
consideration for future land use and transportation planning
efforts are warranted.

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this

way,

long-range

policy

II. FEDERAL REQUIREMENTS AND REGIONAL REVIEW
FUNCTION

the TIP. Financial reasonableness is evaluated on three fronts:

A. Requirements of the Infrastructure Investment and
Jobs Act (IIJA)

planning process are reasonable for our region;  MDOT

The Infrastructure Investment and Jobs Act (IIJA) was signed

match requirements associated with state-sponsored projects in

into law on November 15, 2021. The requirements of the IIJA

the TIP; and  Local governments also provide documentation

are consistent with the requirements of the FAST Act. Below is

of the same financial reasonableness requirements to match the

a discussion of key federal requirements that are in place

federal funds requested for locally sponsored projects.

regarding development of the TIP. Requirements of the IIJA

• Flexing Funds: The TIP is required to take full advantage of

include:

 MDOT ensures that federal funding requests during the TIP
provides documentation of the state's capacity to meet the

the increased flexibility of Federal Highway Administration

• Prioritized list of financially constrained improvements: The

(FHWA) and Federal Transit Administration (FTA) capital funds.

BRTB, in cooperation with state and local agencies and transit

MDOT provides a "statement of concurrence" that consideration

operators, have developed a prioritized and fiscally constrained

of this provision (flexing funds) has been utilized in the

TIP. Fiscal constraint means that the funds programmed in the

development of all state initiatives. Documentation of project

2024-2027 TIP are reasonably expected to be available over the

prioritization, financial reasonableness and flexible funding is

timeframe covered by the TIP. Projects included in the FY 2024-

included in Appendix B.

2027 TIP have been cooperatively determined by members of

• Financial Plan: IIJA requires that the TIP include a financial

the BRTB. The project selection process considered air quality

plan that demonstrates that the fiscal resources required to

implications and regional mobility enhancement prior to

construct projects proposed in the TIP are reasonably expected

inclusion in the final TIP document.

to be available within the timeframe specified. The financial plan

Priority is reflected by the year in which a project is shown.

in Chapter V demonstrates that the region, through public and

Priorities and financial analysis are provided for all four years of

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private funding, is reasonably able to generate the projected

a significant increase in the carrying capacity for single-

resources needed to carry out the projects in the TIP.

occupant vehicles unless the project is addressed through a

• Illustrative Projects: Federal regulations for metropolitan

congestion management process (CMP)”. CMP guidelines were

transportation planning identify the concept of “illustrative

adopted by the BRTB in October, 1997. As potential capacity

projects” as an element of the planning process. These are

projects enter the state planning process, the BRTB is invited to

projects included in a metropolitan transportation plan for

participate in interagency discussions. This process allows the

illustrative purposes only. These projects could be included in

BRTB to offer recommendations during the process to address

the adopted transportation plan if additional funds beyond the

congestion prior to building additional lane capacity. At three

reasonably anticipated financial resources identified in the plan

stages in this interagency process the BRTB adopts a resolution

become available. There is no requirement to select any project

approving the analysis to date. The BRTB also conducts

from an illustrative list of projects shown in a metropolitan plan

ongoing data collection and monitoring to assess conditions and

at a future date when funding might become available. However,

ascertain the effectiveness of a range of strategies to relieve

illustrative projects can be helpful in guiding transportation and

congestion. To support regional CMP work, the BRTB CMP

land use planning efforts at both the regional and local levels.

Committee meets three times per year to identify and track

These illustrative projects can provide a resource from which the

regional congestion locations and causes and discuss potential

BRTB can select regional priorities should additional funding

approaches to address congestion.

become available. A list of illustrative projects is included in

• Public Involvement: The public must have an opportunity to

Appendix J.

review and comment on the TIP in the early stages of

• Congestion Management Process: IIJA states that for

preparation with at least one public meeting. The BRTB updated

“transportation management areas classified as nonattainment

formal public participation procedures governing metropolitan

for ozone or carbon monoxide. . . , Federal funds may not be

transportation planning activities in December 2022. These

advanced in such area for any highway project that will result in

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guidelines reaffirmed a framework for public participation and

BRTB responses, and the public participation notices are

information dissemination.

included in Appendix G of the final TIP document.

The BRTB offered members of the public, affected public

The public participation process for the TIP also meets the

agencies, private providers of transportation and other

FTA public participation requirements for the MDOT Maryland

interested parties reasonable opportunities to comment on a

Transit Administration’s (MDOT MTA) program of projects.

draft list of projects.

MDOT MTA, in lieu of a separate mandated public comment

The draft TIP was made available on the Baltimore
Metropolitan Council (BMC) website. Public meetings were
held in-person at each of the seven local jurisdictions for the
public to provide comments on the draft TIP. A virtual public
meeting was held on May 24, 2023 and a recorded version of
the public meeting was posted on the BMC website.

period for federal funding assistance under 49 USC Sections
5307, 5310, and 5311 has exercised its option to use the
procedures of the BRTB’s public involvement process for the
2024-2027 TIP to satisfy the public participation requirements
associated with development of the MDOT MTA Program of
Projects (POP).

Opportunities to comment on the draft TIP were advertised on

• Listing of Obligated Projects: MPO’s must publish an annual

the BMC website and on BMC social media accounts, with

listing of projects for which federal funds have been obligated

outreach work undertaken by public involvement staff. In

in the preceding year. The list must be consistent with projects

addition, the public will be able to address the BRTB at its June

identified in the TIP, with the intent of improving the

and July 2023 meetings. Written comments by mail, email, or

transparency of transportation spending decisions.

social media will be accepted during the public review period.
In addition, members of the public will be able to submit
comments directly via an interactive TIP project map. A
summary of all comments received, both verbal and written,

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The FY 2022 obligated listing will include all federal funds

changes. TIP amendments involve major changes to a project

obligated in the Baltimore region from July 1, 2021 – June 30,

such as the addition or deletion of a project or a major change

2022. 3

in project cost, timeline, or scope. Administrative modifications

• Performance-Based Planning and Programming (PBPP): The

involve minor revisions to project costs, fund sources or

U.S. DOT published updated Metropolitan Planning Regulations

project timelines.

on May 27, 2016 following the enactment of the FAST Act.

The BRTB Public Participation Plan 4 details procedures for

These updated regulations continue and strengthen the
emphasis on PBPP. The intent of PBPP is to aid MPOs in
gauging progress relative to regionally established goals,
strategies, and performance measures and targets. Federal
rulemaking required MPOs to adopt a series of 25 performance
measures and targets and to link investment priorities in the TIP
and LRTP to the achievement of these performance measures
and targets. Section II.G provides further details on PBPP.
• TIP

Changes:

The

project

schedules

and

funding

breakdowns for projects in the TIP represent the best
estimates by project sponsors at the time the TIP is developed.

TIP amendments and administrative modifications. All
amendments are presented to the BRTB Technical Committee
and the BRTB for consideration and approval. In addition, any
project that requires a new regional emissions analysis, such
as roadway or transit capacity expansions, automatically
triggers a 30-day public review and public meeting.
Administrative modifications are reviewed and approved by
the BRTB Executive Committee.
Appendix

lists

all

amendments

and

administrative

modifications to the 2023-2026 TIP.

However, project schedules and funding can change. As a
result, the TIP is frequently updated throughout the year
through the TIP change process. There are two types of TIP
3

The full obligated listing is available here:
https://www.baltometro.org/sites/default/files/bmc_documents/general/tra
nsportation/tip/22-25/2022_FederalAidObligations.pdf

Page 12 of 619

The BRTB Public Participation Plan is available here:
https://baltometro.org/sites/default/files/bmc_documents/general/transport
ation/advisory/PPP2022.pdf

B. Environmental Justice

FHWA and FTA allow recipients to establish their own

Environmental Justice (EJ) seeks to ensure that the benefits

definitions of low-income that are appropriate for the region,

and burdens of transportation investments are shared as
equitably as possible among all affected communities.
Specifically, EJ considers whether low-income and minority
populations bear disproportionate impacts resulting from
governmental decisions. Historically, EJ was borne out of civil
rights and environmental complaints from low-income and
minority communities. Concerns were raised, showing that
these

communities

may

suffer

disproportionately

from

as long as they are at least as inclusive as the poverty
guidelines set by the U.S. Department of Health and Human
Services (HHS). The BRTB previously used the poverty level
as its definition of low-income. However, the Public Advisory
Committee

criticized

this

definition

too

low

and

recommended increasing it due to the region’s cost of living.
For example, the 2022 threshold for a four-person family with
two children is just $27,750.

exposure to toxic chemicals and the siting of industrial plants

In response to this critique, BMC staff reviewed alternative

and waste facilities.

definitions of low-income for use in Environmental Justice

In February 1994, President Clinton signed Executive Order

mapping and analysis, the Vulnerable Populations Index, and

12898 entitled Federal Action to Address Environmental
Justice in Minority and Low-Income Populations. In 1997, the
U.S. Department of Transportation (DOT) issued an “Order to
Address Environmental Justice in Minority Populations and
Low-income Populations.”
The DOT Order directs consideration of two groups: lowincome persons and minorities.

project scoring for the upcoming LRTP. Staff conducted a
review of low-income definitions used by other Metropolitan
Planning Organizations (MPO) as well as an analysis of ACS
data. In addition to the population living below the national
poverty level, the ACS also identifies the population that lives
at or below higher percentages of the poverty level to account
for the higher costs of living in some areas of the country.
Many of the MPOs reviewed used a higher percentage of the
poverty level as their definition of low-income.

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After reviewing alternatives and practices used by other

•

Person of origin in any of the black racial groups of Africa;

MPOs, BMC staff recommended 200% of the poverty level as

•

Person of Mexican, Puerto Rican, Cuban, Central or South

the new definition for low-income populations. This increases
the definition of low-income to approximately $27,750 for a

American, or other Spanish culture or origin;
•

one-adult family and to about $56,000 for a four-person family.
This definition has several advantages. It captures a larger

Person having origins in any of the original peoples of the
Far East, Southeast Asia, or the Indian subcontinent;

•

Person having origins in any of the original people of North

portion of economically insecure persons in the Baltimore

America (American Indian, Alaskan Native) and who

region, as the poverty level is not a living wage for the

maintains cultural identification through tribal affiliation or

Baltimore region. It is also a close approximation to 50% of

community recognition; or

Baltimore area AMI, an income level that is utilized for some

•

HUD programs. Another advantage is that it is readily

Person having origins in any of the original peoples of
Hawaii, Guam, Samoa, or other Pacific Islands

available from the ACS for incorporation into BMC products.
Finally, it is also a good approximation of a family-supporting

The DOT Order applies to all policies, programs and other

wage. This wage is derived from the Massachusetts Institute

activities undertaken, funded or approved by the DOT,

of Technology (MIT) living wage calculator and has been

including metropolitan planning. There are three fundamental

utilized in a number of BMC workforce development reports

DOT environmental justice principles:

and analyses.

•

To avoid, minimize, or mitigate disproportionately high and

In December 2021, the Technical Committee agreed to move

adverse human health and environmental effects, including

forward with 200% of the poverty level as the definition of low-

social and economic effects, on minority populations and

income populations for use in future analyses.

low-income populations.

Minorities are defined as a person belonging to any of the
following groups:

Page 14 of 619

•

To ensure the full and fair participation by all potentially

family and every individual in it is considered to have an

affected communities in the transportation decision-making

income less than 200% of the poverty level. For example, the

process.

2022 poverty threshold for a four-person family with two

To prevent the denial of, reduction in, or significant delay in

children is $27,750. This means that the 200% poverty

the receipt of benefits by minority and low-income

threshold for a four-person family with two children is $55,500.

populations.

Table II-1 summarizes low-income population by jurisdiction.

MPOs are responsible for assessing the benefits and burdens

Population at or below 200% of the poverty line are not evenly

of transportation system investments for different socio-

distributed throughout the region, ranging from 12.7% of the

economic groups. This includes both a data collection effort

population in Carroll and Howard Counties to 38.6% of the

and engagement of minority and low-income populations in

population in Baltimore City. In total, 21.4% of the population

public involvement activities.

in the Baltimore region have incomes at or below 200% of the

EJ Populations in the Baltimore Region

poverty line.

Low-income Populations
As

stated

previously,

the

BRTB

defines

low-income

populations as the population below 200% of the poverty level.
The primary source of data on low-income persons is the
Census Bureau’s American Community Survey (ACS). The
Census Bureau uses a set of income thresholds that vary by
size of family and number of children to determine poverty
(and 200% of the poverty level). If a family’s total income is
less than the threshold for 200% of the poverty level, then that

Page 15 of 619

Table II-1. Low-Income Population by Jurisdiction
At or Below 200% of Poverty Line
*Total
Jurisdiction
Population
Low Income Population
Share
Anne Arundel
Baltimore City
Baltimore Co
Carroll
Harford
Howard
Queen Anne's
BRTB Region
Total

584,064
592,211
850,702
172,148
259,162
329,248
49,702

79,309
220,112
181,141
21,461
41,009
41,356
7,224

14.0%
38.6%
21.8%

2,837,237

591,612

21.4%

12.7%
15.9%
12.7%
14.7%

Source: U.S. Census Bureau, 2017-2021 American Community Survey 5-Year Estimates
(Tables B03002 and C17002)
*Total Population for which poverty level is counted

Minority Populations
The ACS also serves as the primary data source for
identifying minority populations. Minorities include individuals
who are members of several population groups including
Hispanic persons and non-Hispanic persons who are Black,
American Indian or Alaskan Native, and Asian or Pacific
Islander. Non-minorities are defined as those that are both
white and non-Hispanic.
Table II-2 summarizes minority population by jurisdiction. As
with low-income populations, minorities are not evenly
distributed throughout the region. According to the latest 5year estimates from the ACS, the share of minorities in BRTB
jurisdictions ranges from 12.3% in Carroll County to 72.7% in
Baltimore City. In total, minorities make up 44.7% of the
Baltimore region population while white, non-Hispanics make
up the remaining 55.3%. Exhibit II-1 at the end of this section
summarizes minority individuals by Hispanic or Latino origin
and race.

Table II-2. Minority Population by Jurisdiction
Jurisdiction
Minority
White, nonPopulation
Hispanic
Population
Anne Arundel
198,281
385,783
Baltimore City
430,251
161,960
Baltimore Co
379,804
470,898
Carroll
21,206
150,942
Harford
65,686
193,476
Howard
165,769
163,479
Queen Anne's
7,551
42,151
BRTB Region
1,268,548
1,568,689
Total

Minority
Share

33.9
72.7
44.6
12.3
25.3
50.3
15.2
44.7

White, nonHispanic
Share

66.1
27.3
55.4
87.7
74.7
49.7
84.8

55.3

Source: U.S. Census Bureau, 2016-2020 American Community Survey 5-Year Estimates
(Table B03002)

Mapping EJ Populations in the Baltimore Region
The BRTB uses Transportation Analysis Zones (TAZ) as a
basis for identifying EJ areas. TAZs are a basic unit of
geography used to predict travel behavior in the BRTB’s travel
demand model. They are constructed using census block
information and are smaller than census tracts. Having
established that TAZs will be the geographic unit of analysis,
we need a way to identify EJ and non-EJ TAZs. This is done
through the use of a regional threshold. A TAZ is identified as
an EJ area if it has a concentration of low-income population
(below 200% of poverty level) or minorities greater than their
respective regional averages.

Page 16 of 619

The percentage of low-income population (income below

The

200% of the poverty level) in the Baltimore region is 21.4%.

environmental justice analysis. BMC staff utilized several

Thus, TAZs with a concentration of low-income population

measures to compare the effects on EJ and non-EJ TAZs of

greater than 21.4% are considered low-income TAZs for EJ

projects in the preferred alternative of Resilience 2050,

purposes. Similarly, TAZs with a concentration of minorities

including all nonexempt projects in the TIP. These measures

greater than the regional average of 44.7% are considered

include accessibility to jobs and shopping, travel times for

minority TAZs for EJ purposes. Exhibits II-2 and II-3 show the

commuting and for other purposes, and proximity to key

low-income population and minority population, respectively,

destinations such as supermarkets and hospitals. The BRTB

by TAZ. Exhibit II-4 shows all EJ TAZs, breaking EJ TAZs into

continues to evaluate methods used by other MPOs as well

those exceeding the regional average for low-income

as guidance issued by FHWA for additional environmental

population, those exceeding the regional average for minority

justice analysis of the TIP.

concentration, and those exceeding both regional averages.
Additional EJ maps are available in Section VI.A: Project and
Environmental Justice Maps by Jurisdiction. These maps
show the locations (by jurisdiction) of specific TIP projects in
relation to EJ TAZs. When these and other transportation
projects enter project planning, consideration of EJ is
undertaken. These studies are conducted by the appropriate
state agency (e.g. MDOT SHA, etc.) or a local jurisdiction
during the project planning phase. Opportunities for public
participation are central to these efforts.

Page 17 of 619

LRTP,

Resilience

2050,

includes

extensive

Exhibit II-1: BRTB Region Minority Populations by Race and Hispanic or Latino Origin
Some other Race, Two or more Races,
non-Hispanic
non-Hispanic
Native Hawaiian
0.4%
3.5%
and Other Pacific
Islanders, nonHispanic
0.04%

Hispanic - all races,
6.2%

Asian, non-Hispanic
5.7%
American Indinan
and Alaska Native,
non-Hispanic
0.2%

Page 18 of 619

Black, non-Hispanic
28.6%

White, non-Hispanic
55.3%

Exhibit II-2: Low Income Population by TAZ

Page 19 of 619

Exhibit II-3: Minority Population by TAZ

Page 20 of 619

Exhibit II-4: Environmental Justice TAZs by Type

Page 21 of 619

C. Coordinating Human Service Transportation
The FAST Act supported transportation initiatives for elderly
and disabled populations through the FTA Section 5310
Capital Grant Program, or Enhanced Mobility of Seniors and
People with Disabilities. Low-income populations are served
through job access and reverse commute projects under FTA’s
Urbanized Area Formula Grants (Section 5307) and Formula
Grants for Rural Areas (Section 5311) programs. While the
FAST Act expired and was replaced by the Infrastructure
Investment and Jobs Act in November 2021, some of the FAST
Act funding is still in use within the current program cycles. The
MDOT Maryland Transit Administration (MDOT MTA) is the

MDOT MTA to facilitate the Coordinated Public TransitHuman Services Transportation Plan for the Baltimore
Region. This regional plan includes the Cities of Baltimore and
Annapolis, and Anne Arundel, Baltimore, Carroll, Harford, and
Howard Counties. The BRTB works with MTA to review
applications and make recommendations for the Section 5310
program. The Coordinated Public Transit-Human Services
Transportation Plan was last updated in December 2019. An
update is expected to be prepared in 2024. Queen Anne’s
County is included in Coordinated Public Transit-Human
Services Transportation Plan for the Upper Shore Region,
which is on the same schedule.

administrator for all three programs, and consults with the

The Maryland Job Access Reverse Commute Program (MD-

BRTB on program implementation.

JARC) was passed by the General Assembly in 2018.

Grant recipients must certify that projects funded through
these programs “are included in a locally developed,
coordinated public transit-human services transportation
plan”. The coordinated plan identifies the transportation needs
of individuals with disabilities, older adults, and people with low
incomes; provides strategies for meeting those local needs;
and prioritizes transportation services for funding and
implementation. The BRTB is responsible for working with

Page 22 of 619

Modeled after the former FTA grant program of the same
name, MD-JARC is designed to connect target populations
with employment areas that have experienced significant
growth in employment opportunities, by funding transportation
services. Target populations reside in low-income areas, have
limited or no access to a personal vehicle, and have limited
access to fixed route transit service. Up to $400,000 each
year will be available for grants, with 70 percent of the funds

for use in urbanized areas and 30 percent for rural areas. The
minimum request is $10,000 and must be matched by a 25%
local contribution.
Sample projects include 1) Extension of service hours on local
fixed route systems, 2) Vanpool services, 3) Employerprovided transportation services, and 4) Demand Response /
Deviated Fixed Route service. Baltimore Region projects must
be endorsed by the BRTB to be considered. The BRTB last
endorsed applications in January 2021. Applications are
considered every two years.

Page 23 of 619

D. Additional Programs for Seniors and Persons with

accordance with requirements for recipients of federal operating

Disabilities

assistance from FTA (49 CFR 609.23).

In addition to administering the FTA Section 5310 and MD-

In addition to these programs, MDOT MTA initiated two

JARC Programs, MDOT MTA provides paratransit service for

programs: MDOT MTA Call-a-Ride Service and the Senior

the elderly and persons with disabilities. MDOT MTA also

Rides Program.

operates a fleet of buses that is fully accessible to the elderly

MDOT MTA Call-a-Ride

and persons with disabilities. All new bus purchases are liftequipped.
As part of their training program, bus drivers receive disability
awareness/passenger

assistance

technique

training

for

passengers with special needs. The needs of the elderly and
disabled customers, those with hidden disabilities and blind,
deaf and mentally disabled travelers are discussed. The training
emphasizes Americans with Disabilities Act (ADA) service
requirements and techniques for communicating with the elderly
and people who are disabled. Drivers also learn how to operate
lift equipment and assist riders who are disabled.

The MDOT MTA Call-a-Ride Service is open to eligible MDOT
MTA Mobility customers. This program offers program
participants same day transportation options through a
network of taxi and sedan providers. Participants in the
program can use the service for any purpose and take it to
anywhere within the service area of Mobility. There is a fee of
$3.00 for each one way ride with a meter reading of $40 or
less. MDOT MTA will pay the fare up to $40, and the
participant is responsible for paying the balance of the fare that
exceeds the $40 limit in cash. Participants may be
accompanied by up to 3 people per trip if all passengers start

MDOT MTA operates Mobility and a Reduced Fare Program for

and end the ride at the same location. A limited number of

the elderly and persons with disabilities. Mobility provides

wheelchair accessible taxis and sedans are available to

comparable ADA service for those who cannot use fixed-route

individuals with mobility impairments who use motorized or non-

bus service. The Reduced Fare Program provides a 50%

folding wheelchairs. A list of participating companies is

discount for the elderly and persons with disabilities in

available to users.

Page 24 of 619

Senior Rides Program
Since FY 2006, MDOT MTA has awarded grants to qualified
applicants

statewide

encourage

and

facilitate

the

development of volunteer transportation services for low-income
and

moderate-income

seniors.

MDOT

MTA

offered

approximately $187,000 in State funds in FY23, which must be
matched by 25% local contributions. The projects must provide
door-to-door transportation service, use primarily volunteer
drivers, and have a dispatching system.
FY 2022 awards went to the following organizations in the
Baltimore Region:
•

Action in Maturity (AIM)

•

Baltimore County Department of Aging

•

Commissioners of St. Mary’s Co., Department of Aging

•

Comprehensive Housing Assistance, Inc.

•

Getting There Ride Share (Grace Memorial Church in
Deer Creek Parish-Wilson Ministries)

•

Lifestyles of Maryland Foundation, Inc.

•

Neighbor Ride

•

Onley Homes for Life

•

Partners in Care

•

Worcester COA

Page 25 of 619

E. Status of Projects from the 2023-2026 TIP and New
Projects in the 2024-2027 TIP

Table II-4 lists projects that are new to the 2024-2027 TIP.

As mandated by the federal regulations for metropolitan

VI.

planning, major projects from the previous TIP, the 2023-2026
TIP, must be tracked and any significant delays in the planned
implementation of these major projects must be explained. In
order to meet this guideline, Table II-3 lists all projects from
the 2023-2026 TIP by jurisdiction including the TIP ID, year of
operation in the 2023-2026 TIP, year of operation in the 20242027 TIP (if any), and status of the project.
Table II-3 sometimes lists the year of operation in the 20242027 TIP as XX. This means the project is not in the new TIP
either because funds have been received, the project is
complete, the project is between funding stages, the project is
on hold, or the project is not being pursued. The reason is
noted in the project status. Ongoing means that this project
continues year after year. NA means not applicable, usually
used for a study where the year of operation has yet to be
determined.

Page 26 of 619

Additional details on these projects are available in Chapter

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

Hanover Road Corridor Improvement

11-1801-42

TBD

2030

Furnace Avenue Bridge over Deep Run

11-1103-13

2026

2027

Harwood Road Bridge over Stocketts Run

11-1208-13

2023

ROW Offers underway with anticipated completion in
2024. Design remains at 90%.
In Schematic Design. Anticipated ad in Fall 2025, NTP
early 2026 and completion in early 2027.
Under Construction. Estimated completion in Fall 2023.

Magothy Bridge Road Bridge over Magothy
River
O'Connor Road Bridge over Deep Run

11-1402-13

2024

2026

In Bid & Award process. NTP anticipated in 2023.

11-1403-13

2026

McKendree Road Culvert over Lyons Creek

11-1601-19

2024

2025

Polling House Road Bridge over Rock Branch

11-1602-13

2026

2028

Hanover Road Bridge over Deep Run

11-2105-13

2026

2027

Conway Road Bridge over Little Patuxent
River
Jacobs Road Bridge over Severn Run

11-2106-13

2027

2028

11-2107-13

2027

Parole Transportation Center

11-2101-66

2025

2026

In Design Development. NEPA approved in 2022, ad
scheduled in 2024, NTP in 2025 and completion in 2026.
In Contract Document phase. Current schedule shows AD
in 2023, NTP in 2024 and Acceptance in 2024/25.
In Schematic Design. Current Schedule NEPA 2024, AD
2026, NTP 2026, Complete 2028
In Schematic Design. NEPA approval received. Scheduled
for Ad & NTP in2025, Completion 2026
In Schematic Design. NEPA anticipated approval in 2023,
ad in 2025, NTP in 2026 and completion in FY 2027.
In Schematic Design. NEPA received in 2022. Ad and NTP
anticipated in 2025. Completion in 2026.

Citywide Traffic Signals, Intelligent
Transportation System and Safety
Improvements

12-1218-07

Ongoing

Northern Parkway at Falls Road Traffic
Safety and Bike Facility Improvements
Russell Street Pavement Rehabilitation from
Russell Street Viaduct to City Line

12-2301-39

2027

12-2302-11

2027

Frederick Avenue ADA Upgrades (Brunswick
to S. Pulaski)

12-2303-25

2028

Anne Arundel County

Baltimore City

Page 27 of 619

In Schematic Design. Current Schedule NEPA 2023, Ad
2024, NTP 2024, Complete 2025.

Shifted $9 million from FY 2023 to FY 2024 for a Traffic
Signal Reconstruction project. CCTV and Signal Rewiring
Citywide and Fiber Optic and Copper Communications
Citywide currently under design. Geometric
Improvements at Multiple Intersections Project was
advertised FY 2022. The first Traffic Signal
Reconstruction project will advertise FY 2023. Traffic
Signal Timing Optimization will receive NTP FY 2023.
Planning Complete. Project anticipated for engineering in
FY 2023.
Project is currently at 95% design stage. Anticipated
Construction start Winter 2025. YOP is 2027. NEPA has
been approved.
Design has not Started. Funding Type changed to "NHPP"
from "STBG" because Frederick Avenue is on the NHS.

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

Communication Upgrades - Wireless

12-2304-07

2028

Transportation Management Center Upgrade

12-1701-04

2027

Greenway Middle Branch Phase 2

12-2102-03

2025

Perring Parkway Ramp over Herring Run

12-1215-13

2025

Sisson Street Bridge over CSX Railroad

12-1216-13

2024

2026

Belair Road Complete Streets

12-1404-11

2026

2027

Orleans Street Bridge over I-83 and City
Streets
Remington Avenue Bridge over Stony Run

12-1601-13

2028

12-1602-13

2024

Radecke Avenue and Sinclair Lane over
Moores Run

12-1603-13

2026

I-83 Concrete Deck Mill and Resurface

12-1604-13

2026

Moravia Road Ramp Bridge over Pulaski
Highway

12-1605-13

2029

Monroe Street Ramp over CSX and Russell
Street over CSX

12-1801-13

2031

25th Street Rehabilitation from Greenmount
Avenue to Kirk Avenue

12-2001-11

2027

Procurement will begin for work on FY 2024.
Engineering anticipated to be completed in CY 2025.
Signal construction at 28 locations, CCTV and rewiring,
ITS deployment, and signal timing optimization work
planned for FY 24-27.
Engineering was not completed in 2022 per previous
updates. Baltimore City is working through two tier
evaluation before submitting for Request For Proposals.
Will be completed with federally approved on-call
consultant with an expecting 6-month delay.
95% design stage, advertisement for construction in Fall
2023.
Design complete. Anticipate advertisement for
construction in Winter 2024. Working on final
construction/funding agreement with CSX before
submitting to SHA.
Phase I is complete. Phase II is at 65% Design Stage,
Anticipated Construction start Phase II, Spring 2025, FY
2024 Engineering funds are for Preliminary Design for
Phase III work.
Design has not started. Need the Federal Aid design
contracts in order to have consultant selection process.
Due to a design change the project the advertisement
was pushed to Fall/Winter of 2023.
Design is expected to start in 2023. Need the Federal Aid
design contracts in order to have consultant selection
process.
Engineering funds were authorized in FY 2020 but design
has not yet begun. Construction advertisement
anticipated in FY 2024.
Design is expected to start in 2023. Need the Federal Aid
design contracts in order to have consultant selection
process.
Design is nearly complete with the final submittal to SHA
scheduled for the Summer of 2023. The project will be
advertised upon proper funding. NEPA was approved, but
will have to be re-evaluated prior to advertisement.
The project is currently at 95% Design Stage. Anticipated
Construction start Winter 2024.

Page 28 of 619

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

41 Street over I-83, MTA Light Rail Tracks,
and Jones Falls
Citywide Asset Management

12-2002-13

2030

12-2003-19

Ongoing

Brehms Lane over Herring Run

12-2005-13

2028

Fremont Avenue Rehabilitation from
Lafayette Avenue to Presstman Street
Hanover Street over CSX

12-2007-11

2025

2027

12-2008-13

2027

Howard Street over I-83, CSX, Amtrak, and
Jones Falls
Madison Street Rehabilitation from North
Milton Avenue to Edison Highway
Park Heights Avenue from West Rogers
Avenue to Strathmore Avenue
West Patapsco Avenue from Magnolia
Avenue to Potee Street

12-2009-13

2030

12-2010-11

2025

2027

12-2011-11

2027

12-2012-11

2026

2028

Pennington Avenue Rehabilitation from Birch
Street to East Ordnance Road

12-2013-11

2026

2027

Waterview Avenue over Ramp to 295

12-2015-13

2027

Design has not started. Need the Federal Aid design
contracts in order to have consultant selection process.
A citywide ADA ramp analysis and an ADA selfcompliance report were completed in FY 2021. BCDOT is
finalizing its citywide GIS asset inventory. Programmed
funds will be used for a pavement management system
including the collection of pavement condition data and
the creation of an optimized six-year maintenance and
Capital Improvement Plan. BCDOT will utilize federal aid
funding for eligible roads and local funding for the
remaining roads of the network.
Design is expected to start in 2023. Need the Federal Aid
design contracts in order to have consultant selection
process.
The project is currently at 65% Design Stage. Anticipated
Construction start Spring 2025.
DOT has had an on-call contractor perform some needed
rehabilitation to the bridge in an effort to extend its useful
life. As such the project to replace this structure has been
pushed off a few years.
Design has not started. Need the Federal Aid design
contracts in order to have consultant selection process.
The project is currently at 65% Design Stage. Anticipated
Construction start Spring 2025.
The project is currently at 30% Design Stage. Anticipated
Construction start Fall 2025.
The project is currently at 30% design stage. Anticipated
design completion in fall of 2024. Anticipated
Construction Start Fall 2025. Limits changed to Magnolia
Avenue to Potee Street.
Project currently at 95% Design Stage. Anticipated
Construction start Fall 2024. Cost expected to be $0.85M
lower as a result of updated construction costs.
Design is expected to start in 2023. Need the Federal Aid
design contracts in order to have consultant selection
process.

Page 29 of 619

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

RAISE Transit Priority Project

12-2201-64

2025

Harford Road Bridge over CSX

12-2106-13

2024

Capital Project Delivery Services

12-1901-99

Ongoing

Funding agreement between BCDOT and MDOT MTA was
signed and engineering began in FY 2022. The project is
currently between the 30-60% design stage. Baltimore
City is developing specific site elements.
CSX will be providing all of the funding for this project.
Design will be finished and advertised by CSX in 2023.
BCDOT continues its design efforts for the project
management tool, Oracle's Unifier. Following
implementation, Unifier will be used to enhance project
management capacity in BCDOT's workforce.

Dogwood Road Bridge No. B-0072 Over
Dogwood Run

13-0001-13

2024

Mohrs Lane Bridge No. B-0143 over CSX
Railroad

13-0803-13

2026

Hammonds Ferry Road Bridge No. B-0100
over CSX Railroad

13-1012-13

2024

Lansdowne Boulevard Bridge No. B-0113
over CSX Railroad
Piney Grove Road Bridge No. B-0140 over
CSX railroad

13-1105-13

2028

13-1107-13

2029

Peninsula Expressway Bridge No. B-0119
over CSX Railroad
Golden Ring Road Bridge No. B-0110 over
Stemmers Run
Rossville Boulevard Bridge No. B-0132 over
Amtrak & Orems Road

13-1108-13

2026

13-1208-13

2027

13-1701-13

2027

Baltimore County

Page 30 of 619

Project redesign efforts are underway. Advertisement is
not expected until Spring 2024 given DNR land
acquisition requirements and finalization of design. MOU
has been developed to allow right of entry to allow
advancement of NEPA process and design.
Bridge design is approximately 95% complete. The
County is working to acquire remaining requisite right of
way for the project. CSX has preliminarily agreed to
acquisitions needed.
Project is back in engineering production with an
anticipated construction advertisement date of 4-2023.
This advertisement date is contingent on clearing all
utility and CSX coordination issues in a timely manner.
Engineering is planned to begin in FY2023 with
construction beginning in FY2026.
Engineering is planned to begin in FY2023 with
construction beginning in FY2027. First order of work will
be to transfer bridge ownership from CSX to Baltimore
County.
Typical section has been established and preliminary
engineering for project is underway.
Preliminary engineering is underway, consultant TS&L
submission anticipated in Summer 2023.
Engineering is planned to begin in FY2023 with the
NEPA/Section 106 review taking place during preliminary
design. Construction is planned for FY2025. Due to size
of structure, AMTRAK involvement and the need to

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

13-8901-14

Ongoing

construct the new bridge in stages a three year
construction duration is anticipated.
Ongoing program

Shepherds Mill Road Bridge over Little Pipe
Creek
Stone Chapel Road Bridge over Little Pipe
Creek

14-1102-13

2022

Under construction.

14-1103-13

2025

Babylon Road Bridge over Silver Run

14-1601-13

2026

Gaither Road Bridge over South Branch
Patapsco River

14-1602-13

2029

McKinstrys Mill Road Bridge over Sam’s
Creek
Hughes Shop Road Bridge over Bear Branch

14-1603-13

2025

14-1802-13

2025

Old Kays Mill Culvert over Beaver Run

14-2101-13

2028

Brown Road Culvert over Roaring Run

14-2102-13

2026

McKinstrys Mill Road over Little Pipe Creek

14-2103-13

2027

Design is continuing. PI Submission due March 2023,
TS&L Submission anticipated June 2023. Design is
expected to be complete by the end of FY 2024 in order
to construct in FY 2025.
Revised TS&L Submitted in December 2022. New
consultant proposal needed before continuing design.
Administrative preliminary paperwork to be completed at
a later date due to reorganization of priorities, with
engineering planned to begin in FY 2025. Anticipated year
of operation extended to 2029.
Design is continuing. PI Submission due March 2023,
TS&L Submission anticipated June 2023.
Design is continuing. PI Submission due March 2023,
TS&L Submission anticipated June 2023.
Preliminary engineering moved out to FY 2027 due to a
reorganization of project priorities. Construction remains
at FY 2029.
Planning for preliminary engineering will begin in FY
2024.
Preliminary engineering will begin in FY 2026.

Patapsco Road Bridge over East Branch
Patapsco River

14-2201-13

2024

Upper Beckleysville Road Bridge over Murphy
Run

14-2202-13

2024

Bridge Inspection Program

14-9401-14

Ongoing

15-1001-13

2025

2026

Bridge Inspection Program
Carroll County

Project was programmed with FHWA. Preliminary
Engineering started. PI Submission due March 2023.
TS&L Submission anticipated June 2023.
Project was programmed with FHWA. Preliminary
Engineering started. PI Submission due March 2023.
TS&L Submission anticipated June 2023.
Ongoing program.

Harford County
Abingdon Road Bridge #169 over CSX
Railroad

Page 31 of 619

Expected to be in operation in 2026. TSL/Foundation +
NEPA Approved, currently working with consultant to

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status
finalize scope for final design. Construction anticipated in
FY 2025.
Project is in the preliminary stage with anticipated
construction advertisement in spring/summer of 2026
and completion in fall/winter of 2026
In the TIP and funded for construction in FY 2025 and FY
2026. Project nearing TS&L and NEPA Approval.
In the TIP and funded for construction in FY 2027. Year of
operation delayed due to obtaining approvals. Ad
anticipated summer 2027.
Construction funding is delayed and moved to the out
years

Glenville Road Bridge #30 over Mill Brook

15-1601-13

2026

Grier Nursery Road Bridge #43 over Deer
Creek
Hookers Mill Road Bridge #13 over Bynum
Run

15-2001-13

2026

2027

15-2002-13

2026

2028

Madonna Road Bridge #113 over Deer Creek

15-2101-13

2026

St. Clair Bridge Road Bridge #100 over Deer
Creek
Stafford Road Bridge #162 over Buck Branch

15-2102-13

2028

2030

15-2103-13

2027

2030

Trappe Church Road Bridge #161 over
Hollands Branch
Moores Road Bridge #78 over a tributary of
Gunpowder Falls
Hess Road Bridge #81 over Yellow Branch

15-2104-13

2027

2028

15-2201-13

2027

2030

15-2202-13

2029

In the TIP with engineering funds in FY 24 and right of
way funds in FY 25
In the TIP and funded for construction in FY 2027. Right
of way funds in FY 2024
In the TIP with engineering funds in FY 2024 and FY
2025. Construction scheduled for FY 2029
Design to begin in FY 2026

Bridge Inspection Program

15-9411-14

Ongoing

Snowden River Parkway: Broken Land
Parkway to Oakland Mills Road
US 29/Broken Land Parkway Interchange and
North South Connector Road
Bridge Repairs and Deck Replacement

16-1410-41

2025

2030

16-1901-42

2024

16-0436-13

Ongoing

Replacement of Bridge No. HO-040 on Union
Chapel Road over Cattail Creek

16-2201-13

2025

2026

All break out projects are complete. Ho. Co. wants to
construct the remainder as a single project..
This is a developer project. Design continues and is
beyond 60% and is expected to be complete in 2024.
River Road over Rockburn Branch is complete. All other
projects are in various stages of design.
Design is currently at 15% completion. Advertisement
anticipated in fall 2025 with spring 2026 construction
start.

30-2101-82

2026

30-2301-83

2026

Engineering scheduled in FY 2025 and FY 2026.
Preliminary design/NEPA to begin in 2025.

Howard County

Maryland Port Administration
Dundalk Marine Terminal Resiliency and
Flood Mitigation Improvements
Port of Baltimore Rail Capacity
Modernization Project

Page 32 of 619

The NEPA process is ongoing. Construction is
anticipated to begin in FY 2023 and be complete in 2026.
The CRISI grant was announced in June 2022 and the
project is currently in the engineering and environmental
approval phase.

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

Howard Street Tunnel

32-2101-83

2025

Masonville Cove Connector: Shared Use Path
Design and Construction
Maryland Transportation Authority

32-2301-03

2025

This project is currently under construction with a target
completion date of December 2025. General Funds
unspent in FY2023 will be encumbered and utilized in
FY2024 to meet Maryland's funding commitment to the
project.
Design, R/W and Construction funded through a
combination of FLAP and FLTP grants.

I-95 Fort McHenry Tunnel: Port Covington
Access

22-1901-45

2029

I-895/Baltimore Harbor Tunnel Toll Plaza and
Interchange Improvements

22-2201-19

2027

2028

I-95 Express Toll Lane Northbound Extension

25-1801-41

2027

I-95 Southbound Part-Time Shoulder Use

25-2101-41

2026

2027

Urban Transit Systems – Capital Assistance

40-1602-05

Ongoing

Projects are ongoing and on schedule

Bus and Paratransit Vehicle Overhaul and
Replacement

40-1802-05

Ongoing

Rural Transit Systems - Capital Assistance

40-9501-05

Ongoing

Project is ongoing. 25 Large Mobility Cutaway Vehicles
delivered 12/30/2022. 64 of 67 2022 series Nova Buses
accepted for revenue service, remaining 3 buses
delivering by 4/30/2023. 2023 Nova Bus delivery
beginning 9/15/2023.
No funding identified for this TIP cycle

MTA - Transit

Page 33 of 619

Planning is underway. Construction schedule to be
determined. Planning funding shown is for MDTA's
oversight of the planning phase which is being funded by
a private developer. Construction funding shown is
MDTA's match for future INFRA Grant.
Engineering should be completed in the FY 2023 to FY
2024 timeframe. Construction is anticipated to begin in
the FY 2025 timeframe, with project completion in 2027.
Construction is ongoing and will be completed through
more than two dozen individual construction contracts.
To date, several construction contracts have been
completed, several are underway, and more construction
contracts are scheduled to begin this year. The entire
Program is anticipated to be completed by the end of
2027.
Construction is ongoing and will be completed through
more than two dozen individual construction contracts.
To date, several construction contracts have been
completed, several are underway, and more construction
contracts are scheduled to begin this year. The entire
Program is anticipated to be completed by the end of
2027.

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

Small Urban Transit Systems – Capital
Assistance
Ridesharing - Baltimore Region

40-9502-05

Ongoing

Projects are ongoing and on schedule

40-9901-01

Ongoing

Projects are ongoing and on schedule

Small Urban Transit Systems – Operating
Assistance
Kirk Bus Facility Replacement - Phase 1 & 2

40-0104-61

Ongoing

Projects are ongoing and on schedule

40-1203-65

2021

Bus and Rail Preventive Maintenance

40-1204-64

Ongoing

Project closeout activities are taking place and project
completion/closeout will be in June 2023. This project no
longer requires funding and will not be included in the 2427 TIP
Preservation projects ongoing

Seniors and Individuals with Disabilities

40-1502-69

Ongoing

Projects are ongoing and on schedule

Urban Transit Systems – Operating
Assistance
Agencywide System Preservation and
Improvement

40-1603-61

Ongoing

Projects are ongoing and on schedule

40-1801-64

Ongoing

Bus System Preservation and Improvement

40-1803-64

Ongoing

Metro and Light Rail Rolling Stock Overhauls
and Replacement

40-1804-63

Ongoing

Metro and Light Rail System Preservation
and Improvement
Rural Transit Systems - Operating Assistance

40-1805-64

Ongoing

Various projects ongoing. Particularly large project will
consist of the replacement and modernization of 40
elevators.
Project is ongoing. Boiler and other miscellaneous facility
preservation improvement projects in the future. No
funding programmed until FY 2023.
Projects are ongoing. 39 of 53 Light Rail Vehicles
accepted for revenue service. Projected delivery of final
car is 5/17/2024. Metro Fleet & Train Control
Replacement Program 6 of 78 railcars will go into
revenue service 12/26/2024 with completion of project
projected 12/20/2026.
Various projects are ongoing

40-9204-61

Ongoing

Project is ongoing and on schedule

Eastern Bus Facility

40-2301-65

2026

Zero Emission Infrastructure and Rolling
Stock

40-2302-63

2026

Project Design development is ongoing with completion
in June, 2023. Construction will begin July, 2023, after
Design development. Expected duration of Construction
will continue till project completion in 2028.
Battery electric bus procurement continues to advance
and is on track for June/July 2023, procurement of 350
battery electric buses at the rate of 70 buses per year
starting in 2025.

MTA - Commuter Rail

Page 34 of 619

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

MARC Rolling Stock Overhauls and
Replacement

70-1501-53

Ongoing

MARC Improvements

70-1502-54

Ongoing

MARC Facilities

70-1503-55

Ongoing

Projects are ongoing. 32 out of 63 multi-level vehicles
have completed overhaul and are operating in revenue
service and 3 out of 6 GP39 diesel locomotive overhauls
are complete.
MARC system capacity improvement projects are
ongoing. Funds are split 50/50 between the Baltimore
and Washington region TIPs as commuter rail funds can
be used anywhere MARC runs. Brunswick and Camden
line construction completed 2021. All MARC trains
operating with Positive Train Control.
Various projects ongoing. MARC Martin State Airport
Improvements Construction completion scheduled
10/27/2024. Riverside Heavy Maintenance Facility
commissioning near completion and Foreman’s office
awaiting final material delivery, scheduled to be
operational 6/1/2023. MARC Odenton, Elkton, and
Bayview stations are in Design. BWI Garage Facility End
Work Order notice to proceed issued 11/9/22 with
completion in 2023.

State Safety Oversight

90-1401-39

Ongoing

Ongoing project

Baltimore-Washington Superconducting
Maglev (SCMAGLEV) Project

90-1901-99

On August 25, 2021, FRA advised that the Maglev NEPA
process was paused to review project elements and
determine next steps. FRA will share the revised project
schedule when it is determined.

Areawide Transportation Alternatives
Projects
Areawide Environmental Projects

60-9903-29

Ongoing

60-9506-38

Ongoing

Areawide Congestion Management

60-9504-04

Ongoing

Areawide Bridge Replacement And
Rehabilitation
Areawide Resurfacing And Rehabilitation

60-9310-13

Ongoing

60-9501-11

Ongoing

Areawide Safety And Spot Improvements

60-9508-19

Ongoing

Areawide Urban Reconstruction

60-9511-19

Ongoing

Morgan State University Transportation
Research Program

60-0702-99

Ongoing

MDOT – Office of the Secretary

State Highway Administration

Page 35 of 619

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

TSMO System 1

60-2301-41

2029

MD 175: Sellner Road/Race Road to
McCarron Court
MD 2: US 50 to Arnold Road

61-1701-41

2025

61-2301-41

2026

Engineering ongoing. Ad anticipated Winter 2025/2026.
US 40 Smart signal work will be the first project to be
completed.
Construction ongoing with anticipated completion in
Summer 2025.
Engineering ongoing

MD 3: Waugh Chapel Road/Riedel Road to
MD 32/I-97

61-2302-41

2026

MD 170: Norcross Lane to Wieker Road

61-2303-41

2025

2026

MD 214: MD 468 to Camp Letts Road

61-2304-41

2026

Engineering ongoing. 30% design completion expected in
fall of 2023 with project advertising for construction in
fall 2025.
Engineering and right-of-way acquisition ongoing; utility
work underway
Engineering ongoing; right-of-way acquisition underway

I-97: US 50 to MD 32 TSMO

61-2305-41

2027

Engineering ongoing. Construction anticipated in FY 2026

MD 173: Bridge Replacement over Rock
Creek

61-2101-13

TBD

I-795: Dolfield Boulevard Interchange

63-0803-46

2031

I-695: US 40 to MD 144

63-1601-41

2021

I-695: I-70 to MD 43

63-1802-41

2024

I-83: Bridge Replacement over Padonia Road

63-1701-13

2022

Engineering ongoing and working towards 60%
Foundation Review milestone. Delays in construction
funding due to extensive utility relocation.
Engineering ongoing and is approximately 10% complete.
R/W acquisition scheduled to begin in fall 2024.
Roadway improvements complete; noise barrier
construction ongoing with anticipated completion in fall
2024.
Construction ongoing with completion expected in fall
2024.
Construction is complete

US 1: Bridge Replacement over CSX

63-1704-13

2022

Construction is complete

US 40: Bridge Replacements over Little & Big
Gunpowder Falls
MD 151/MD 151B: Bridge Replacements

63-1706-13

2023

Construction is complete

63-2001-13

2024

I-695: Bridge Replacement on Putty Hill
Avenue
I-695: Reconstruction of Interchange at I-70

63-2002-13

2025

2024

63-2201-12

2027

I-95/I-695 Interchange Bridge Deck
Replacement
MD 32: 2nd Street to Main Street

63-2202-13

2024

2025

64-2301-12

2026

Construction ongoing with anticipated completion in
2024. Utility work will continue into FY 2025
Utility relocation ongoing; bridge construction delayed
due to complicated utility relocations
This is a Design Build project with anticipated Request for
Qualifications anticipated for summer 2023.
Construction ongoing with completion anticipated in fall
2024.
Engineering ongoing and is approximately 5% complete.
Project tentatively scheduled to advertise in fall 2024.

Page 36 of 619

Table II-3: Status of Projects from the 2023-2026 TIP
Year of Operation
Project

TIP ID

23-26 TIP

24-27 TIP

Project Status

MD 97: MD 140 to MD 496 Corridor Study

64-2302-41

TBD

MD 91: Bridge Replacements over North
Branch of Patapsco River and MD Midland
Railroad
MD 22: MD 462 to Mount Royal Avenue
Noise Abatement
MD 24: South of Stirrup Run Culvert to Deer
Creek Bridge, Section G
US 1: Bridge Replacements at Tollgate Road
and Winters Run
MD 32: Linden Church Road to I-70, Capacity
& Safety Improvements
US 29: Johns Hopkins Road to MD 32
Bicycle-Pedestrian Route
MD 18B: Castle Marina Road to the Kent
Narrows Corridor Study

64-2201-13

2024

Planning ongoing with anticipated completion in fall
2024.
Construction underway with anticipated completion in fall
2024.

65-2301-31

2026

65-1601-12

TBD

2026

65-2101-13

2026

66-1703-41

2022

2025

66-2301-25

TBD

67-2301-41

TBD

Page 37 of 619

Engineering ongoing. 30% plans expected to be complete
in 2023.
Construction underway with anticipated completion in
winter 2026
Engineering ongoing and is approximately 5% complete.
Roadway open to traffic; remaining funding needed for
Type 1 noise abatement
Funding for this project is now included in TIP project 661406-41
Planning ongoing with anticipated completion in fall
2024.

Table II-4: New Projects in the 2024-2027 TIP
Agency

Project

TIP ID

Project Category

Anne Arundel
Anne Arundel
Anne Arundel
Baltimore City

Culvert Invert Paving
Town Center Boulevard Bridge over Tributary of Severn Run
Patuxent Road Bridge over Little Patuxent River
W. North Avenue Pedestrian Safety Improvements from Mt.
Royal Avenue to Hilton Street
Pennsylvania Avenue Rehabilitation from North Avenue to
MLK Boulevard
25th Street/Huntingdon Avenue Rehabilitation from
Greenmount Avenue to 29th Street
Johnston Square Improvements
Orleans Street Rehabilitation from Washington Street to
Ellwood Avenue
Cullum Road Bridge #12
Chestnut Hill Road Bridge #41
Woodley Road Extension to MD 715
Bridge Painting
Marriottsville Road and I-70 Bridge Improvements
Patapsco Regional Greenway: Elkridge to Guinness Open
Gate Brewery
US 29: Middle Patuxent River to Seneca Drive – Phase 2

11-2401-13
11-2402-13
11-2403-13
12-2401-03

Highway Preservation
Highway Preservation
Highway Preservation
Highway Preservation

Year of
Operation
2025
2030
2030
2030

12-2402-11

Highway Preservation

2030

12-2403-11

Highway Preservation

2030

12-2404-11
12-2405-11

Highway Preservation
Highway Preservation

2030
2030

15-2401-13
15-2402-13
15-2403-14
15-2404-14
16-2101-41
16-2301-03

Highway Preservation
Highway Preservation
Highway Capacity
Highway Preservation
Highway Capacity
Emission Reduction
Strategy
Roadway Widening

2031
2031
2026
Ongoing
2025
2026

Baltimore City
Baltimore City
Baltimore City
Baltimore City
Harford County
Harford County
Harford County
Harford County
*Howard County
Howard County
*MDOT SHA

66-1406-41

2030

*Projects appeared in previous TIPs but were not included in the 2023-2026 TIP due to lack of funding and are now requesting funds in the 20242027 TIP.

Page 38 of 619

F. Conformity with Air Quality Planning

concluded that the region's transportation plan and program are

The Clean Air Act Amendments require careful evaluation of the
conformity between transportation plans and programs against
the applicable State Implementation Plan (SIP) for attaining air
quality standards. The procedures for performing this evaluation
have been documented and issued by the U.S. Environmental
Protection Agency (EPA) in the final rule, "Criteria and
Procedures for Determining Conformity to State or Federal
Implementation Plans of Transportation Plans, Programs and
Projects Funded or Approved under Title 23 USC or the Federal
Transit Act", hereafter termed Final Rule.
The

Baltimore

region

designated

moderate

nonattainment area with regard to the 8-hour ozone National
Ambient Air Quality Standard (NAAQS). The BRTB has
conducted a comprehensive analysis of conformity for the 20242027 TIP with air quality goals as a pre-condition of its
acceptance by federal funding agencies. The results of this
work, as summarized below and in an accompanying report
entitled

Conformity

Determination

the

2024-2027

Transportation Improvement Program and Resilience 2050,

in conformity with air quality goals.
The conformity determination referred to above is founded upon
technical analyses of the impact on areawide emissions of air
pollutants associated with building, or not building, projects
contained in the TIP. These air quality analyses will be based
upon Round 10 cooperative socio-economic forecasts, which
was approved by the BRTB by Resolution #23-1 on July 15,
2022. All projects that serve as emission reduction strategies
(ERS) in the TIP are identified as such by the ERS heading on
the top right corner of the page. ERS-related projects are
documented in the conformity determination report.
Many of the projects contained in the TIP involve non-capacity
improvements
rehabilitation,

such

streetscaping,

bridge
road

replacement,
reconstruction,

bridge
road

resurfacing, road rehabilitation, traffic engineering, safety
projects,

and

bicycle

and

pedestrian

facilities.

These

improvements do not alter the functional traffic capacity of the
facilities being improved and are “exempt” from the requirement
to determine conformity according to the Final Rule. Therefore
they were not included in the travel demand model-based
technical analysis.

Page 39 of 619

Projects in the TIP that are not identified as exempt in the Final

determination of conformity by testing projects in the model or

Rule are identified in the conformity document as “non-exempt.”

performing quantitative analyses.

They are not exempt from the requirement to determine
conformity. These projects in the TIP typically involve capacity
changes such as building a new roadway or adding lanes to an
existing roadway. Non-exempt projects which are regionally
significant were included in the travel demand model. Nonexempt, non-regionally significant projects were evaluated to
determine whether they were suitable to be included in the travel
demand model. Non-exempt, non-regionally significant projects
which were not able to be evaluated in the travel demand model
were reviewed through a manual quantitative analysis.
Upon completion of the travel demand forecasting task, the
results were analyzed by the Maryland Department of
Environment (MDE) to estimate the emission effects of the
highway based transportation system. The results are portrayed
in tons per day of NOx and VOC for future horizon years.
Conformity determinations by the BRTB were made with input
from the local jurisdictions and modal administrations. All
projects were assessed by the Interagency Consultation Group
(ICG) to determine conformity status for testing. Through
coordination with the submitting agencies, the BRTB made a

Page 40 of 619

G. Performance Based Planning and Programming

Federal rulemaking requires MPOs to adopt a series of 25

The U.S. DOT published updated Metropolitan Planning
Regulations on May 27, 2016 following the enactment of the
FAST Act. These updated regulations continue and strengthen
the

emphasis

performance-based

planning

and

programming. The intent of performance-based planning and
programming is to aid MPOs in gauging progress relative to
regionally established goals, strategies, performance measures,
and performance targets.
• Goals are broad aspirations or guiding principles for the
region (e.g. “Improve system safety”)
• Strategies are specific approaches or policies aiding the
implementation of goals (e.g. “Eliminate hazardous or

performance measures and targets and to link investment
priorities in the TIP and LRTP to the achievement of these
performance measures and targets. The BRTB coordinated
target selection with the State and public transportation
providers in the region to ensure consistency. All 25 of the
federally mandated performance targets have been adopted by
the BRTB.
Performance measures and targets cover several broad
categories including transit asset management, transit safety,
highway safety, traffic congestion, on-road mobile source
emissions, pavement and bridge condition, and travel time
reliability.

substandard conditions in high-crash locations and corridors”)

The

• Performance Measures are specific metrics the region can

performance measures and targets as well as the anticipated

use to assess progress towards achieving a goal (e.g.

impact of investments in the TIP towards their achievement. The

“Decrease number of highway fatalities”)

BRTB will continue to work to improve the methods utilized to

• Performance Targets are specific levels to be reached within

analyze the linkage between TIP investments and regional

a certain time frame (e.g. “Decrease the number of highway
fatalities to 121 by 2030”)

Page 41 of 619

following

paragraphs

summarize

each

progress towards performance measures and targets.

these

Transit Asset Management: Performance Measures and

As the regional MPO, BRTB must adopt new baselines and

Targets

targets on a four-year cycle when updating the Long Range

The Federal Transit Administration (FTA) defines two categories
of public transit providers. Tier 1 providers include providers with
101 or more vehicles in revenue service during peak regular
service or operators of rail fixed-guideway public transportation
systems. Tier II providers include providers that do not operate

Transportation Plan, the new cycle occurs in 2023. While the
group Tier II TAM plan in Maryland is statewide, BRTB elects to
adopt

regional

targets

rather

than

statewide.

Asset

management FY 2022 baselines and FY 2023 targets adopted
by BRTB are as follows.

rail fixed-guideway public transportation systems and have 100

1) Percentage of revenue vehicles within an asset class that

or fewer vehicles in service during peak regular service.

have either met or exceeded their Useful Life Benchmarks

MDOT MTA is a Tier 1 agency and Maryland’s direct recipient
of federal funds, while all Locally Operated Transit Systems
(LOTS) in the Baltimore region are Tier II agencies. As subrecipients of federal funds, MDOT MTA oversees the LOTS
annual asset management requirements.
Tier I providers must develop and carry out an annual Transit
Asset Management (TAM) plan, while Tier II providers may
participate in a group TAM plan. The plan includes an asset
management performance review and sets new targets to
monitor and manage public transportation assets to improve
safety and increase reliability and performance.

Page 42 of 619

(ULBs). Tables II-5 and II-6 summarize these targets.
Table II-5. MDOT MTA Revenue Vehicle Performance & Targets
% of vehicles at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

AB - Articulated Bus
AO – Automobile
BU – Bus
CU – Cutaway
FB – Ferryboat
MV – Minivan
SUV - Sports Utility Vehicle
TB - Trolleybus
VN – Van

0%
100%
22.2%
11.5%
45.9%
100%
0%
0%
0%

18.5%
100%
22.2%
3.1%
39.2%
100%
0%
0%
0%

Table II-6. Baltimore Region Tier II Revenue Vehicle Performance & Targets
% of vehicles at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

AB - Articulated Bus
AO – Automobile
BU – Bus
CU – Cutaway
FB – Ferryboat
MV – Minivan
SUV - Sports Utility Vehicle
TB - Trolleybus
VN – Van

0.0%
57.1%
12.3%
36.5%
75.0%
28.6%
0.0%
0.0%
11.1%

0.0%
57.1%
23.0%
40.8%
100%
25.0%
0%
100.0%
11.1%

3) Infrastructure (rail fixed-guideway, track, signals, systems):
percentage of track segments with performance restrictions.
Table II-9 summarizes these targets; note that infrastructure
does not apply to the Tier II LOTS.
Table II-9. Tier I MDOT MTA Infrastructure Performance & Targets
% of vehicles at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

CR - Commuter Rail
HR - Heavy Rail
LR - Light Rail

0.0%
1.4%
8.3%

0.0%
3.5%
6.5%

2) Percentage of non-revenue vehicles that have either met or

4) Facilities: Percentage within an asset class rated below

exceeded their ULBs. Tables II-7 and II-8 summarize these

condition 3 on a scale of 1-5 on the FTA Transit Economic

targets.

Requirements Model (TERM) scale. Tables II-10 and II-11

Table II-7. Tier I MDOT MTA Non-Revenue Vehicle Performance & Targets
% of vehicles at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

Automobiles
Trucks and other Rubber Tire
Vehicles
Steel Wheel Vehicles

26.9%
14.6%

24%
16.1%

75%

Table II-8. Baltimore Region Tier II Non-Revenue Vehicle Performance &
Targets
% of vehicles at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets
23.1%
23.1%
Automobiles

Trucks and other Rubber
Tire Vehicles

Page 43 of 619

23.1%

30.8%

summarize the facilities targets.
Table II-10. Tier I MDOT MTA Facilities Performance & Targets
% of facilities at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

Passenger / Parking
Facilities
Administrative /
Maintenance Facilities

1.7%

5.3%

Table II-11. Baltimore Region Tier II Facilities Performance & Targets
% of facilities at or past their ULB
Equipment Asset Class
2022 Performance
2023 Targets

Passenger / Parking
Facilities
Administrative /
Maintenance Facilities

0.0%

The 2024-2027 TIP includes thirteen projects related to the
purchase, maintenance and rehabilitation of transit assets.
MDOT MTA is the project sponsor for all TAM related projects
except for the Anne Arundel County sponsored Parole
Transportation Center. Table II-12 summarizes these projects.
The 2023-2026 TIP includes a total of over $972 million in

Bus and Rail Preventive
Maintenance
MARC Improvements

Vehicles and
Infrastructure
Infrastructure

MARC Facilities
Agencywide System
Preservation and Improvement
Metro and Light Rail System
Preservation and Improvement
Parole Transportation Center
(Anne Arundel County)
Small Urban Transit Systems Capital Assistance
Urban Transit Systems Capital Assistance

Facilities
Facilities and
Infrastructure
Facilities and
Infrastructure
Tier II Facilities

Eastern Bus Facility
Zero Emission Infrastructure
and Rolling Stock

Tier II Facilities
and Vehicles
Tier II Facilities
and Vehicles
Tier II Facilities
and Vehicles
Tier II Facilities
and Vehicles

Funding Total (in $1,000s)

$156,412

$39,100

$195,512

$44,623

$11,158

$55,781

$15,183

$3,796

$18,979

$27,129

$6,781

$33,910

$71,095

$17,773

$88,868

$3,000

$10,139

$13,139

$1,120

$480

$1,600

$2,132

$532

$2,664

$69,016

$17,254

$86,270

$137,703

$34,426

$172,129

$766,201

$205,914

$972,115

Transit Safety: Performance Measures and Targets

TAM related investments. Federal sources such as CMAQ and

FTA requires every transit operator that is a direct recipient or

FTA sections 5307, 5337, and 5339 account for $766.2 million

sub-recipient of FTA grant funds to implement a Public

of this total. Matching funds account for the remaining $205.9

Transportation Agency Safety Plan (PTASP). Issued in 2019,

million. This investment represents 22.9% of the $4.24 billion

FTA’ s final rule to establish and implement Safety Management

programmed in the 2024-2027 TIP.

Systems includes four performance measures for state

Table II-12. 2024-2027 TIP Projects Related to Transit Asset Management
Project
MARC Rolling Stock
Overhauls and Replacement
Bus and Paratransit Vehicle
Overhaul and Replacement
Metro and Light Rail Rolling
Stock Overhauls and
Replacement

Page 44 of 619

departments

transportation,

metropolitan

planning

organizations, and locally operated transit systems to use under

TAM Target

Federal

Matching

Total TIP
Funds

Vehicles

$42,302

$10,574

$52,876

the PTASP and National Public Transportation Safety Plan,

Vehicles

$78,026

$19,505

$97,531

including: 1) fatalities, 2) injuries, 3) safety events, and 4) system

Vehicles

$118,460

$34,396

$152,856

reliability.

The thresholds for reportable fatalities, injuries, and safety

February 2023. Tables II-13 and II-14 summarize the FY 2023

events are defined in the National Transit Database (NTD)

updated targets.

Safety and Security Reporting Manual. Reportable major
mechanical failures are defined in the NTD Glossary as “a failure
of some mechanical element of the revenue vehicle that
prevents the vehicle from completing a scheduled revenue trip
or from starting the next scheduled revenue trip because actual
movement is limited or because of safety concerns.”
Each operator is required to review their plans annually, and
update as needed. An agency is required to submit updates to
their MPO; the MPO then has 180 days to adopt the new targets.
All statewide LOTS updated their plans and communicated
those measures to BRTB in January 2023. MDOT MTA updated
its plan and communicated those measures to BRTB in
Table II-13. Transit Safety Performance Measures & Targets – MDOT MTA

Mode of Transit Service
Local Bus
Light Rail
Metro Subway
Mobility
Commuter Bus

Page 45 of 619

Number of
Fatalities

Rate of
Fatalities per
1M VRM

Number of
Injuries

Rate of Injury
per 1M VRM

Number of
Safety
Events

Rate of Safety
Events per
1M VRM

2
1
1
0
0

0.1
0.3
0.2
0.0
0.0

141
16
42
77
0

7.1
5.5
9.3
4.3
0.0

57
19
8
33
0

2.9
6.6
1.9
1.9
0.0

Miles between
Major
Mechanical
Failures
6,000
900
6,000
15,000
25,000

Table II-14. Transit Safety Performance Measures & Targets – Baltimore Region LOTS
Rate of
Number of
Number of
Operator
Fatalities per
Fatalities
Injuries
100K VRM
Annapolis Transit
Fixed Route
0
0
0
Demand Response
0
0
0
Anne Arundel OOT
Fixed Route
0
0
1
Demand Response
0
0
1
Baltimore County
Fixed Route
0
0
0
Demand Response
0
0
0
Carroll Transit
Fixed Route
0
0
1
Demand Response
0
0
1
Charm City Circulator
Fixed Route
0
0
<3
Harford Link
Fixed Route
0
0
<5
Demand Response
0
0
<3
Queen Anne’s County
Fixed Route
0
0
0
Demand Response
0
0
0
RTA
Fixed Route
0
0
20
Demand Response
0
0
3

Rate of Injury
per 100K VRM

Number of
Safety Events

Rate of Safety
Events per 100K
VRM

Miles between
Major Mechanical
Failures

0
0

3
0

0.17
0

Not Available
Not Available

0
0

2
1

0
0

25,000
75,000

0
0

1st year of service
39,614

0.10
0.20

3
5

1.34
1.30

>170,000
>330,000

<0.5

<0.22

>5,000

<0.55
<0.85

<15
<10

<1.67
<3.33

>43,142
>26,404

0
0

1.5
0.25

1.5
0.40

6,000
6,000

The 2024-2027 TIP includes nine projects related to the transit

summarizes these projects. The 2024-2027 TIP includes a

safety performance measures and targets. MDOT MTA is the

total of $576.6 million in transit safety related investments.

project sponsor for all of these projects aside from the RAISE

Federal sources account for $452.8 million of this total.

Transit Priority Project (Baltimore City) and State Safety

Matching funds account for the remaining $123.8 million. This

Oversight (MDOT Office of the Secretary). Table II-15

Page 46 of 619

investment represents 13.6% of the $4.24 billion programmed

(FARS) data. Serious injury data were obtained through the

in the 2024-2027 TIP.

state’s crash data system. Compliant with the final rule, the

Table II-15. 2024-2027 TIP Projects Related to Transit Safety

methodology uses 5-year rolling averages for each of the

Project

Federal

Matching

RAISE Transit Priority Project

$6,000

$7,620

Total TIP
Funds
$13,620

MARC Improvements

$44,623

$11,158

$55,781

Table II-16 summarizes the five required highway safety

$42,302

$10,574

$52,876

performance measures and targets. The table reflects targets

$78,026

$19,505

$97,531

adopted by the BRTB in January 2022. The rightmost column in

$156,412

$39,100

$195,512

Table II-16 shows 2040 VZ/ZD goals. This refers to the state’s

$118,460

$34,396

$152,856

$2,132

$532

$2,664

short-term yearly highway safety targets in accordance with

$3,196

$132

$3,328

regulatory guidance and advice from the FHWA, both

$1,600

$800

$2,400

organizations nonetheless maintain their long-term commitment

$452,751

$123,817

$576,568

to achieving zero deaths on the state’s and the region’s

MARC Rolling Stock
Overhauls and Replacement
Bus and Paratransit Vehicle
Overhaul and Replacement
Bus and Rail Preventive
Maintenance
Metro and Light Rail Rolling
Stock Overhauls and
Replacement
Small Urban Transit Systems Capital Assistance
Urban Transit Systems Capital Assistance
State Safety Oversight
(MDOT TSO)
Funding Total (in $1,000s)

Highway Safety: Performance Measures and Targets
The FHWA’s final rule established five performance measures
for state DOTs and MPOs to use to carry out the Highway Safety
Improvement Program

(HSIP).

MDOT and the BRTB

coordinated on a methodology using crash data to develop
regional targets. The source for all fatality data is the most
recently available NHTSA Fatality Analysis Reporting System

Page 47 of 619

measures.

and the region’s continued commitment to the concept of “Vision
Zero/Zero Deaths.” While MDOT and the BRTB have adopted

highways. Consistent with the state’s Highway Safety
Improvement Plan, the 2030 TZD targets are half the 2008
baseline targets.

pursue as a part of these areawide projects in FY 2024. The
Table II-16. Highway Safety Performance Measures & Targets
Measures related to funding under the Highway Safety
Improvement Program (HSIP)
200520192030
2020
2021
Measure
2009
2023
VZ/ZD
Actual Actual
Baseline
Target
Goal
Number of fatalities
244
248
227
212
202
Number of serious
2,094
1,409
1,638
1,269
1,060
injuries
Fatality rate per
0.94
1.06
0.87
0.79
0.73
100 million VMT
Serious injury rate
per 100 million
8.06
6.04
6.30
4.66
3.75
VMT
Number of nonmotorized
290
331
365
338
281
(ped/bike) fatalities
and serious injuries

Table II-17 summarizes the three MDOT State Highway
Administration (MDOT SHA) projects programming HSIP funds.
HSIP funds are programmed in three MDOT SHA areawide
projects focusing on environmental improvements, resurfacing
and rehabilitation, and safety and spot improvements. Areawide
projects group together many smaller projects throughout the
region that do not affect air quality, otherwise known as exempt
projects. The complete project list is not available from MDOT
SHA, but Appendix D lists known projects that MDOT SHA will

Page 48 of 619

2024-2027 TIP includes $98.7 million in federal HSIP funds
along with $25.7 million in matching funds for a total of $124.4
million. This investment represents 2.9% of the $4.24 billion
programmed in the 2024-2027 TIP.
Table II-17. 2024-2027 TIP Projects Programming HSIP Funds
HSIP
HSIP
Total TIP
Agency
Project
Federal Matching
Funds
MDOT
Areawide
$2,240
$560
$2,800
SHA
Environmental Projects
MDOT
Areawide Resurfacing
$27,920
$6,480
$34,400
SHA
And Rehabilitation
MDOT
Areawide Safety And
$68,520
$18,680
$87,200
SHA
Spot Improvements
Funding Total (in $1,000s) $98,680
$25,720
$124,400

While the FHWA-required highway safety performance
measures

and

targets

are

focused

specifically

implementation of the HSIP, the 2024-2027 TIP includes many
other projects identified by project sponsors as supporting the
BRTB’s highway safety goals. Examples include the provision
of bicycle and pedestrian facilities along roadways as well as
other cost effective safety countermeasures (e.g. rumble strips,
signal phasing, etc.). These projects program a variety of funds
including other federal sources, state funds, and local funds.
Appendix B includes a complete table relating 2024-2027 TIP
projects to LRTP goals and performance measures.

In addition to TIP investments, the BRTB has lead or

Traffic Congestion and Emissions: Performance Measures

participated in the development and completion of several major

and Targets

projects related to safety throughout the Baltimore region in

The Baltimore region is classified as a nonattainment area for

recent years. Most notably among these are the development
and implementation of local Strategic Highway Safety Plans
(SHSP), the adoption of Complete Streets policies, and the
staffing of pedestrian/bicycle coordinators in local Departments
of Transportation or Public Works.

the 8-hour ozone standard. As such, the region must work to
ensure it maintains conformity with the state’s air quality plan.
The Congestion Mitigation and Air Quality Improvement
(CMAQ) program provides funding for transportation programs
and projects that reduce air pollution and mitigate congestion in

In addition, the BRTB is updating a Congestion Management

the transportation system in nonattainment areas.

Process, encouraging traffic incident management training for

The FHWA’s final rule established three performance measures

all first responders through the Traffic Incident Management for
the Baltimore Region (TIMBR) committee, and promoting use of
the MDOT SHA Transportation Systems Management and
Operations (TSMO) Strategic Deployment Plan to ensure that
safety is considered for all roadway projects. BMC is also
supporting non-motorist safety projects including the Look Alive
regional pedestrian and bicycle safety campaign and the
promotion of Bike to Work Week which helps to raise awareness
of the rules of the road for drivers, pedestrians, and cyclists, and
also highlights the need for continued expansion of safe
sidewalks, bike lanes and safe crossings.

for state DOTs and MPOs to use to report on traffic congestion
to carry out the CMAQ program. This final rule requires state
DOTs and MPOs to coordinate and report on a single unified set
of performance targets for each of the measures for the
urbanized area. These measures are:
1) Annual hours of peak-hour excessive delay (PHED): This
measure presents the annual hours of PHED that occur within
an urbanized area on the National Highway System (NHS). The
threshold for excessive delay is either 20 miles per hour or 60%
of the posted speed limit travel time, whichever is greater, and
is measured in 15-minute intervals. Peak travel hours are
defined as 6-10 a.m. local time on weekday mornings and either

Page 49 of 619

3-7 p.m. or 4-8 p.m. local time on weekday afternoons. For

performance period. The BRTB adopted initial traffic congestion

PHED, the targets were developed by using the existing PHED,

targets in May 2018 and the emissions target in June 2018, with

calculated through the RITIS tool, and then projecting future

an update approved in August 2022. BRTB is in coordination

delay. The year 2020 was omitted from these calculations to

with MDOT to develop targets for the second performance

account for the atypical transportation patterns due to the

period which are expected in 2024.

COVID-19 pandemic.
2) calculations to account for the atypical transportation patterns
due to the COVID-19 travel, calculated utilizing ACS 5-year
data, and forecasting trend lines for the second performance
period. Performance data for 2020 was omitted to account for
the atypical transportation patterns due to the COVID-19
pandemic.
3) On-road mobile source emission reductions: This measure

Table II-18. Traffic Congestion and Emissions Performance Targets
Measures related to funding under the Congestion Mitigation and
Air Quality Improvement (CMAQ) Program
Baseline
2-year
4-Year
Measure
(Year)
Targets
Targets
Annual per capita hours
20.2 hours
of peak-hour excessive
<25.3 hours <25.5 hours
(2017)
delay (PHED)
Percentage of non-SOV
25.1%
16.8%
16.8%
travel
(2016)
Reduction of VOC
12.825
0.87
6.64
(kg/day)
(2014-2017)
Reduction of NOx
139.478
13.63
43.27
(kg/day)
(2014-2017)

tracks the total emission reductions attributed to projects funded
through the CMAQ program. Total emissions reductions are

Table II-19 summarizes the TIP projects programming CMAQ

calculated by summing 2- and 4-year totals of emissions

funds. The 2024-2027 TIP includes $191.8 million in federal

reductions of an applicable criteria pollutant and precursor, in

CMAQ funds along with $47.3 million in matching funds for a

kilograms per day, for all projects funded with CMAQ funds. The

total of $239.1 million. This investment represents 5.6% of the

applicable pollutants for 8-hour ozone are Volatile Organic

$4.24 billion programmed in the 2024-2027 TIP.

Compounds (VOCs) and nitrogen oxides (NOx).
Table II-18 summarizes the current traffic congestion and
emissions performance measures and targets for the first

Page 50 of 619

MDOT MTA accounts for nearly 91.6% of CMAQ funds
programmed in the TIP, with MDOT SHA accounting for the

remainder. MDOT MTA sponsored projects include two projects

Pavement and Bridge Condition: Performance Measures

focused on the overhaul and replacement of bus, metro, and

and Targets

light rail vehicles as well as funding for ridesharing in the

The FHWA’s final rule established six performance measures

Baltimore region. MDOT SHA sponsored projects include two
areawide projects focused on congestion management and
safety and spot improvements. As mentioned previously,
Appendix D lists known projects that MDOT SHA will pursue as
a part of these areawide projects in FY 2024.
Table II-19. 2024-2027 TIP Projects Programming CMAQ Funds
CMAQ
CMAQ
Agency Project
Federal
Matching
Bus and Paratransit
MDOT
Vehicle Overhaul and
$38,347
$9,586
MTA
Replacement
Metro and Light Rail
MDOT
Rolling Stock
$29,071
$7,267
MTA
Overhauls and
Replacement
MDOT
Ridesharing - Baltimore
$2,672
$0
MTA
Region
Zero Emission
MDOT
Infrastructure and
$105,581
$26,395
MTA
Rolling Stock
MDOT
Areawide Congestion
$5,760
$1,440
SHA
Management
MDOT
Areawide Safety And
$10,320
$2,580
SHA
Spot Improvements
Funding Total (in $1,000s) $191,751
$47,268

for state DOTs and MPOs to use to assess the performance of
the NHS under the National Highway Performance Program
(NHPP). These include four measures of pavement condition
and two measures of bridge condition.
Pavement condition is based on a calculation using measures

Total TIP
Funds
$47,933

of international roughness index (IRI), cracking, and rutting or
faulting. Bridge condition is based on National Bridge Inventory
(NBI) condition ratings for the bridge deck, superstructure,
substructure, and culvert. Pavement sections and bridges are

$36,338
$2,672
$131,976

assigned a rating of good, fair, or poor based on the worst score
among the rated elements. For example, if the bridge deck is
rated poor while the other elements are rated fair, the bridge
condition will be rated poor.

$7,200

The pavement and bridge condition targets adopted by the

$12,900

BRTB are based on projecting current conditions out to the

$239,019

target

years,

considering

planned

and

programmed

maintenance. However, the targets do not necessarily represent
what the BRTB would like to accomplish with respect to
pavement and bridge conditions. The results of this target

Page 51 of 619

setting may be considered as a factor in redirecting funds if

not affect pavement condition. As a result, only a small portion

deemed appropriate.

of the funds listed may be utilized to improve pavement

Table II-20 summarizes the six required performance measures
and targets for pavement and bridge condition. The BRTB
adopted these measures and targets in October 2018.

condition. The year of operation for each project is listed in
parenthesis after the project name.
In addition to the projects listed in Tables II-21 and II-22, MDOT
SHA’s areawide projects for resurfacing and rehabilitation,

Table II-20. Pavement and Bridge Condition Performance Measures &
Targets
Measure
2-Year Targets
4-Year Targets
% of NHS interstate pavement
45.3%
42.5%
in good condition (2024,2026)
% of NHS interstate pavement
4.6%
4.1%
in poor condition (2024,2026)
% of NHS non-interstate
pavement in good condition
22.5%
21.7%
(2024,2026)
% of NHS non-interstate
pavement in poor condition
13.7%
15.4%
(2024,2026)
% of NHS bridges in good
18.3%
18.6%
condition (2024,2026)
% of NHS bridges in poor
3.0%
5.0%
condition (2024,2026)

Tables 17a and 17b summarizes funds programmed in the
2024-2027 TIP for projects related to pavement condition.
Projects are categorized as interstate or non-interstate NHS for
consistency with the required performance measures and
targets. Project scopes vary and include many elements that do

Page 52 of 619

safety and spot improvements, and urban reconstruction include
funds applicable to pavement condition, though not all of the
funds will contribute to improved pavement condition and those
that do may not be used on the NHS. Known projects that will
be pursued under these areawide projects in FY 2024 are listed
in Appendix D. These areawide TIP projects program $425.1
million in federal funds along with $163.9 million in matching
funds for a total of $589.0 million. $327.0 million of the funds in
these projects are programmed under the National Highway
Performance Program, which is used on NHS facilities.

Table II-21. 2024-2027 TIP Projects Related to Pavement Condition
Agency

Project Name (Year of Operation)

Federal

Matching

Total
TIP
Funds

NHS Interstate Projects
Baltimore
City
MDOT
SHA
MDOT
SHA

Orleans Street Rehabilitation from
Washington Street to Ellwood
Avenue (2030)
I-695: I-70 to MD 43 (2024)
I-695: US 40 to MD 144 (2021)
NHS Interstate Subtotal (In $1,000s)

Table II-22. 2024-2027 TIP Projects Related to Pavement Condition
Federal

Matching

Total
TIP
Funds

$1,600

$400

$2,000

$8,160

$140

$8,300

$8,800

$2,200

$11,000

$5,600

$1,400

$7,000

$6,800

$1,700

$8,500

$10,920

$2,730

$13,650

$12,600

$3,150

$15,750

$5,720

$1,430

$7,150

$4,000

$1,000

$5,000

$4,962

$300

$5,262

$3,365

$177

$3,542

Non-Interstate NHS Subtotal (In $1,000s)

$72,527

14,627

$87,154

Interstate and Non-Interstate NHS Funding
Total (In $1,000s)

$183,748

$19,813

$203,561

Agency

Non-Interstate NHS Projects
$1,760

$440

$2,200

$111,221

$69

$111,290

$5,117

$112,981

$5,626

$118,607

Table II-23 summarizes the funds programmed in the 2024-

Baltimore
City
Baltimore
City
Baltimore
City
Baltimore
City
Baltimore
City

2027 TIP for bridge projects on the NHS. The programmed

Baltimore
City

funds listed are for various project phases including engineering,

Baltimore
City

right-of-way, and construction. The year of operation for each
project is listed in parenthesis after the project name. The 20242027 TIP includes a total of $345.9 million in federal funds for
these projects along with $27.4 million in matching funds for a
total of $373.3 million. The reconstruction of the interchange at
I-695 and I-70 accounts for 67.9% of this total.

Page 53 of 619

Project Name (Year of Operation)

Baltimore
City
Baltimore
City
MDOT
SHA
MDOT
SHA

Johnston Square Improvements
Belair Road Complete Streets
(2027)
25th Street Rehabilitation from
Greenmount Avenue to Kirk Avenue
(2027)
Freemont Avenue Rehabilitation
from Lafayette Avenue to Presstman
Street (2027)
Madison Street Rehabilitation from
North Milton Avenue to Edison
Highway (2027)
Park Heights Avenue from West
Rogers Avenue to Strathmore
Avenue (2027)
Patapsco Ave. from Magnolia
Avenue to Potee Street (2028)
Pennington Ave. Rehabilitation from
Birch St. to East Ordnance Rd
(2027)
Russell Street Pavement
Rehabilitation from Russell Street
Viaduct to City Line (2027)
MD 24: South of Stirrup Run Culvert
to Deer Creek Bridge, Section G
(2026)
MD 32: Linden Church Road to I-70,
Capacity & Safety Improvements
(2022)

Table II-23. 2024-2027 TIP Bridge Projects on the NHS
Agency

Project Name (Year of Operation)

Baltimore
City
Baltimore
City
Baltimore
City
Baltimore
City
Baltimore
City
MDOT
SHA
MDOT
SHA
MDOT
SHA

Radecke Avenue and Sinclair Lane
over Moores Run (2030)
I-83 Concrete Deck Mill and
Resurface (2026)
Monroe Street Ramp over CSX and
Russell Street over CSX (2031)
Moravia Road Ramp Bridge over
Pulaski Highway (2029)
Perring Parkway Ramp over Herring
Run (2025)
MD 173: Bridge Replacement over
Rock Creek (TBD)
I-695: Reconstruction of
Interchange at I-70 (2027)
I-695: Bridge Replacement on Putty
Hill Avenue (2024)
US 1: Bridge Replacements at
Tollgate Road and Winters Run
(2026)
I-95/I-695 Interchange Bridge Deck
Replacement (2025)

MDOT
SHA
MDOT
SHA

Funding Totals (in $1,000s)

• Areawide Bridge Replacement and Rehabilitation: This MDOT

Federal

Matching

Total TIP
Funds

$10,800

$2,700

$13,500

$12,220

$3,055

$15,275

$23,520

$5,880

$29,400

$600

$150

$750

in matching funds for a total of $269.5 million. These funds

$4,080

$1,020

$5,100

include both NHS and non-NHS structures. $154.2 million of the

$97

$24

$121

funds in this project are programmed under the National

$240,873

$12,700

$253,573

Highway Performance Program, which is used on NHS facilities.

$8,664

$997

$10,241

• Local and state bridge projects not on the NHS: The TIP also

$15,247

$903

$16,150

includes 46 additional local and state sponsored non-NHS

$29,800

bridge rehabilitation and replacement projects. The 2024-2027

$345,901

$27,429

$373,330

TIP includes $119.0 million in federal funds for these projects

In addition to the projects listed in Tables II-21 and II-22, the TIP

SHA TIP project programs funds for major upgrades and
maintenance of structures on state highways. The project
programs $213.8 million in federal funds along with $55.7 million

along with $57.2 million in matching funds for a total of $176.2

also includes a number of additional investments in bridges

million.

including:

Travel Time Reliability: Performance Measures and Targets

• I-95 Express Toll Lanes Northbound Extension: This Maryland

The FHWA’s final rule established three performance measures

Transportation Authority project will add two express toll lanes

for state DOTs and MPOs to use to assess the performance of

on I-95 northbound from north of MD 43 to north of MD 24. The

the NHS under the National Highway Performance Program

project includes the reconstruction of five overpasses over I-95

(NHPP). These include two measures related to Level of Travel

and the widening of several bridges along I-95 northbound. The

Time Reliability (LOTTR) as well as a Truck Travel Time

project is anticipated to be complete in 2027.

Reliability (TTTR) Index. The specific performance measures
are:

Page 54 of 619

1) Percentage of person-miles traveled on the Interstate System

percentile time). For example, say the 95th percentile truck travel

that are reliable

time is 56 minutes for a segment of the NHS that normally takes

2) Percentage of person-miles traveled on the non-interstate

30 minutes. This translates into a ratio of 56 minutes / 30

NHS that are reliable
3) Ratio of Interstate System mileage indicating reliable truck
travel times
Level of Travel Time Reliability (LOTTR) is defined as the ratio
of travel times in the 80th percentile to a “normal” travel time (50th
percentile), using data from FHWA’s National Performance
Management Research Data Set (NPMRDS) or equivalent.
Data are collected in 15-minute segments during all time periods
between 6 a.m. and 8 p.m. local time. The measures are the
percent of person-miles traveled on the relevant portion of the
NHS that are reliable. Segments are considered reliable if the
80th percentile travel time divided by the 50th percentile travel
time is less than 1.5. Person-miles take into account the users
of the NHS, including bus, auto, and truck occupancy levels.
The TTTR index is a measure comparing the time it takes trucks
to travel segments of the NHS in congested conditions (as
shown by the 95th percentile time) relative to the time it takes to
make a trip in “normal” conditions (as shown by the 50th

Page 55 of 619

minutes, or 1.87.
Table II-24. Travel Time Reliability Performance Measures & Targets
Measures related to travel time reliability
2-year
Performance
2017
Targets*
Measure
Baseline
(2019)
LOTTR
71.5%
72.1%
(Interstate)
measure: % of
person-miles
traveled on the
Interstate
System that are
reliable.
Observed Region
74.1%
71.6%
LOTTR (nonInterstate)
measure: % of
person-miles
traveled on the
non-Interstate
NHS that are
reliable.
Observed Region
TTTR Index:
Ratio of
Interstate
System mileage
indicating
reliable truck
travel times.
Observed Region

4-Year
Targets*
(2021)
72.1%

2-year
Targets**
(2023)
72.9%

4-Year
Targets**
(2025)
72.9%

88.4%

82.0%

N/A

81.7%

7.94%

79.4%

79.8%
1.87

78.9%
1.87

91.3%
1.88

2.06

2.08

2.03

1.64

* Set in 2018 using 2017 as baseline year – Region adopted statewide targets
** Regional targets are average of 2017 and 2019 observed values

Table II-24, shown above, summarizes the travel time reliability

• MDTA’s I-95 Express Toll Lanes Northbound Extension (TIP

performance measures and targets. The BRTB adopted these

ID 25-1801-41)

targets in October 2018.

In addition to investments in the TIP, BMC staff are working on

There are no federal funding sources tied directly to travel time

the development of an analysis tool for congestion in the

reliability on Interstate and non-Interstate NHS facilities.

Baltimore region. This tool overlays project data from the TIP

However, a number of projects in the TIP have the potential to

and Resilience 2050, the Baltimore region’s top 25 bottlenecks,

improve travel time reliability. Example projects include:

traffic speed data, and a travel time index. This tool will be useful

• Baltimore City’s RAISE Transit Priority Project (TIP ID 122201-64), Traffic Signals and Intelligent Transportation System

in analyzing the effectiveness of transportation investments in
mitigating congestion in the Baltimore region.5

project (TIP ID 12-1218-07) and Communications Upgrades –
Wireless (TIP ID 12-2304-07)
• MDOT SHA’s implementation of hard shoulder running on I695 during peak travel periods between I-70 and MD 43 (TIP ID
63-1802-41)
• MDOT SHA’s Areawide Congestion Management project (TIP
ID 60-9504-04)
• MDTA’s I-95 Southbound Part-Time Shoulder Usage project
(TIP ID 25-2101-41)

More information on the BRTB Congestion Management Process,
including the Congestion Management Process Analysis Tool, is

Page 56 of 619

available here: https://www.baltometro.org/transportation/planningareas/congestion-management-process

Future Performance Monitoring
In cooperation with MDOT and its modal agencies, as well as its
other state agency partners, the BRTB will continue to monitor
how investments in the TIP are influencing the performance of
the region’s transportation systems. This includes improving the
methods utilized to analyze the anticipated effect of TIP
investments towards achieving the performance targets
discussed in this section. In addition, the BRTB will use the
established targets to help in identifying strategies and in
making investment decisions about programs and projects.
For more information on performance measures and targets,
please see the System Performance Report in Chapter 5 of
Resilience 2050. 6

More information on Resilience 2050, including the system performance
report, is available here:

Page 57 of 619

https://www.baltometro.org/transportation/plans/long-rangetransportation-plan/Resilience_2050

III. PROGRAM DEVELOPMENT

process, full discussion among local and state agencies and

A. Integration with Federal, State and Local Programs

avoidance of unrealistic over-programming.

The projects contained in the 2024-2027 TIP flow from
Resilience 2050 with detailed information extracted from the
capital programs of state and local agencies responsible for
implementing transportation projects in the region. Project
information was provided by these agencies from the 20242027 portions of their respective multi-year improvement
programs.7 For a surface transportation project to be eligible
for inclusion in the State TIP (STIP), and thus to receive
federal aid, it must first be listed in the TIP.
Because the TIP must reflect regional priorities and be
consistent with recommendations contained in the LRTP, it is
important that a "regional voice" be expressed in the
preparation of individual agencies' capital programs. Meetings
that take place as part of the effort to produce a short-range
element begin to accomplish this. The meetings foster a more
fully coordinated project selection process for the TIP,
providing for sound technical analysis early in the programming

list of contributing agencies can be found in Appendix A.

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B. Federal Fund Sources for Surface Transportation
Projects
Federal regulations require that certain highway and transit
projects inside or serving the urbanized area be included in the
TIP to gain federal approval. Projects proposed to be funded
through the following programs in the current or following fiscal

The BRTB endorsement of the TIP is a DOT requirement and
is an opportunity for the BRTB to support or oppose proposed
projects in the above program categories.8 Inclusion of these
projects in the TIP indicates endorsement by the BRTB for
federal funding of the proposed project phase(s).

years must be included in the TIP:
•

Better Utilizing Investments to Leverage Development
(BUILD) grants

•

Congestion Mitigation and Air Quality Improvement Program
(CMAQ)

•

Consolidated Rail Infrastructure and Safety Improvement
Program

•

Federal Lands Access Program

•

Federal Lands Transportation Program

•

FTA Capital and Operating – Sections 5307C, 5307 flexed
from STBG, 5310, 5311, 5329, 5337, and 5339, 5339C

•

Highway Safety Improvement Program

•

Infrastructure for Rebuilding America (INFRA) grants

•

National Highway Freight Program

•

National Highway Performance Program

•

Rebuilding American Infrastructure with Sustainability and
Equity (RAISE)

•

Surface Transportation Block Grant Program

•

Transportation Alternatives Program

Page 59 of 619

Endorsement of projects for planning or engineering does not imply any
commitment of funds for later phases (right-of-way acquisition,
construction).

IV. EXPLANATION OF TERMS AND SYMBOLS

preservation, transit capacity, transit preservation, ports and

The TIP covers a four year period. It includes projects for

miscellaneous.

which federal funds are expected to be requested in Fiscal

The project numbers (TIP ID) printed below each project name

Years 2024, 2025, 2026 and 2027. The full project listing is

show the project's location and type according to the following

contained in Chapter VI. A project index is included at the end

codes: AB-CCCC-DD, where:

of the document.
Projects in Chapter VI are listed first by sponsoring agency –

Implementing Agency
0 - Other State Agencies
1 - Local Project
2 - Maryland Transportation Authority
3 - Maryland Port Administration
4 - Maryland Transit Administration (Transit)
5 - Maryland Aviation Administration
6 - State Highway Administration
7 - Maryland Transit Administration (Commuter Rail)
8 - Baltimore Metropolitan Council
9 - Office of the Secretary

Location / Jurisdiction selected
0 - Regional
1 - Anne Arundel County
2 - Baltimore City
3 - Baltimore County
4 - Carroll County
5 - Harford County
6 - Howard County
7 - Queen Anne’s County
8 - City of Annapolis

The City of Annapolis, Baltimore City and the six counties in
alphabetical order, the MDOT Office of the Secretary, and the
MDOT modal administrations, included as the Maryland
Transportation

Authority

(MDTA),

the

Maryland

Port

Administration (MPA), Maryland Transit Administration (MTA)
MTA – Transit, MTA – Commuter Rail, and the State Highway
Administration (MDOT SHA). Projects implemented by MDOT
SHA are broken down further by county in alphabetical order.
While a portion of Queen Anne’s County is part of the
Baltimore urbanized area, there are no local projects for
Queen Anne’s County in the 2024-2027 TIP.
Within these groups, projects are listed by category in the
following order: commuter rail capacity, commuter rail
preservation, enhancement program, environmental/safety,
emission reduction strategy, highway capacity, highway

Page 60 of 619

CCCC The first two digits display the fiscal year the project
first appeared in the TIP; the last two digits are a
unique count of the number of projects for that agency,
jurisdiction, and fiscal year.
DD

Project Type by Category:

EMISSION REDUCTION STRATEGY (ERS)
01 - Ridesharing
02 - Park-and-ride lots
03 - Bicycle/pedestrian facilities
04 - Traffic engineering
05 - Fleet improvement
06 - System expansion
07 - ITS
09 - Other (ERS)
HIGHWAY PRESERVATION
11 - Road resurfacing/rehabilitation
12 - Road reconstruction
13 - Bridge repair/deck replacement
14 - Bridge inspections
19 - Other
ENHANCEMENT PROGRAM
21 - Archaeology
22 - Acquisition/preservation of easements or sites
23 - Rehabilitation/operation of historic transportation
structures/facilities
24 - Landscaping
25 - Bicycle/pedestrian facility
29 - Other

Page 61 of 619

ENVIRONMENTAL/SAFETY
31 - Noise barriers
32 - Lighting, signs
33 - Wetland mitigation
34 - Scenic beautification, reforestation
38 - Environmental other
39 - Safety other
HIGHWAY CAPACITY
41 - Roadway widening
42 - New or extended roadways
43 - Bridge widening
44 - New bridge/elimination of at-grade crossing
45 - Interchange ramp added or widened
46 - New interchange
COMMUTER RAIL CAPACITY
57 - Commuter rail capacity expansion
COMMUTER RAIL PRESERVATION
51 - Operating assistance
52 - Operations support equipment
53 - Fleet improvement
54 - Preservation and improvements
55 - Rehabilitation of facilities
56 - New rail facilities
59 - Other
TRANSIT CAPACITY
67 - Transit capacity expansion

TRANSIT PRESERVATION
61 - Operating assistance
62 - Operations support equipment
63 - Fleet improvement
64 - Preservation and improvements
65 - Rehabilitation
66 - New bus facilities
69 - Other

Program (CIP) or state Consolidated Transportation Program

AIRPORTS
71 - Facility maintenance
72 - Facility rehabilitation
73 - Facility expansion
79 - Other

bridge projects, the Functional Class of the existing facility as

PORTS
81 - Facility maintenance
82 - Facility rehabilitation
83 - Facility expansion
89 - Other
MISCELLANEOUS
99 - Miscellaneous
Conformity Status reflects one of two classifications: Exempt
(for projects which are exempt from the requirement to
determine conformity) or Not Exempt (for capacity type
projects evaluated using the travel demand model or evaluated
off-model) in accordance with meeting the Clean Air Act
Amendments. Wherever possible, local Capital Improvement

Page 62 of 619

(CTP) page numbers are provided to assist in finding projects
in their respective capital improvement or development
programs.
Year of Operation indicates the calendar year the facility or
service will be open to traffic or for public use. For road and
specified by the FHWA functional classification system is
given. Functional classes are:
•
•
•
•
•
•

Interstate
Freeway
Principal arterial
Minor arterial
Collectors, major or minor
Local

The Physical Data line, which pertains to road and bridge
projects, indicates the project length in Miles and the
present/future number of Lanes. The Estimated Total Cost
lists the entire cost of the project. This is useful as projects in
the TIP are often long-term phased projects that began before
or extend beyond the four fiscal years covered by the TIP.

Long-Range

part of the National Highway System. The National Highway

Transportation Planning Goals connects TIP projects to the

System Designation (NHS) was signed into law on November

long-range plans regional goals and strategies.

28, 1995. The NHS designates key road segments that provide

Funding Source indicates the source of federal aid. Project

rail stations; to our national parks; and to bordering countries.
Principal contributions of the NHS are to facilitate sustainable
economic growth by enhancing intermodal and highway
system connections, improving productivity and efficiency of
commercial vehicle operations, facilitating the movement of
agricultural produce, advancing safety, alleviating congestion,
supporting

national

defense,

and

improving

system

performance. Nationally, the total mileage is about 164,000
miles and includes the Interstate Highway System, as well as
other roads important to the nation’s economy, defense and
mobility.
The Moving Ahead for Progress in the 21st Century Act (MAP-

funding source(s) are designated in the funding table on the
second page of the project summary. Federal funding sources
are abbreviated as follows:
Federal Highway Administration Funds:
•

BUILD

•
•

CMAQ
CRISI

•
•
•
•
•
•
•

FLAP
FLTP
FRA
HSIP
INFRA
NHFP
NHPP

21), Section 1104 expanded the NHS to include urban and
rural principal arterials that were not included in the NHS
before October 1, 2012.
The project Description and Justification provide a detailed
project scope and reason(s) that the project should be funded

Page 63 of 619

The

over

improved access to work and markets; to ports, airports, and

others.

Connection

Also included for road projects is an indication if the project is

• RAISE
•
•

STBG
TAC

Better Utilizing Investment to Leverage
Development Grants
Congestion Mitigation and Air Quality
Consolidated Rail Infrastructure and Safety
Improvement
Federal Lands Access Program
Federal Lands Transportation Program
Federal Railroad Administration
Highway Safety Improvement Program
Infrastructure for Rebuilding America Grants
National Highway Freight Program
National Highway Performance Program
(National Highway System, Interstate
Maintenance, Bridge (on-system))
Rebuilding American Infrastructure with
Sustainability and Equity
Surface Transportation Block Grant Program
Transportation Alternatives (including Safe
Routes to School)

Federal Transit Administration Funds:
•

5307C

•

5307O

•

5310

•

5311O

•
•

5329
5337

•

5339F

•

CMAQ

Section 5307 Urbanized Area Formula Program
(Funding for capital projects)
Section 5307 Urbanized Area Formula Program
(Funding for operating projects)
Section 5310 Enhanced Mobility of Seniors and
Individuals with Disabilities Program
Section 5311 Non-urbanized Area Formula
Program (funding for operating assistance in
non-urbanized areas)
Section 5329 (State Safety Oversight)
Section 5337 (State of Good Repair Formula
Program)
Section 5339 (Bus and Bus Facilities Formula
Program)
Congestion Mitigation and Air Quality (flexed to
transit becomes 5307)

•

•
•

NEPA are under preliminary design. Design activities
following preliminary design involve the preparation of final
construction plans and are under final design.
ROW – Right-of-Way: Funding to provide the necessary
land for the project, or to protect corridors for future
projects.
CON – Construction: Funding to build the designed facility.
OTH – Other9: This funding may include permits,
inspections, utility costs, and other non-infrastructure costs
or in the case of transit, the purchase of capital equipment.

The Matching Funds column indicates the state and/or local
funds programmed to match the federal funding requested for
that fiscal year. In all but a few cases, matching funds are
provided by the agency or jurisdiction under which the project
is listed.

Project costs in the funding tables represent anticipated
funding requests during a particular year by project phase. All
figures are in thousands of dollars. The abbreviations in the
Phase column stand for the following:
•

•

PL – Planning: Initial phase of project development where
the need and feasibility of a project is documented and
scoping is broad and involves the public.
ENG – Engineering: Engineering projects include
preliminary and final design. Engineering funds involving
detailed environmental studies and engineering to obtain

Page 64 of 619

The 2024-2027 TIP includes $200 million for the Other phase including:
• MDOT MTA projects including bus and rail preventive maintenance,
section 5310 grants, ridesharing, funding for LOTS agencies, and state
safety oversight of light rail and metro ($129 million or 64.5% of total)
• MDOT SHA Areawide Congestion Management funds not involving
construction such as CHART vehicle purchases ($46.6 million or 23.3% of
total)
• Permits, inspection fees, and local bridge inspection programs ($12.6
million or 6.3% of total)
• Non-infrastructure funds for project delivery services and research ($.9
million or 0.45% of total)

V. THE FINANCIAL PLAN
The Metropolitan Planning Regulation (23 CFR 450) requires
that the Transportation Improvement Program (TIP) be
financially constrained, meaning that the amount of funding
programmed must not exceed the amount of funding
estimated to be reasonably available. In developing the TIP,
the BRTB has taken into consideration the transportation
funding revenues expected to be available during the four
years of the TIP (FY 2024 through FY 2027).
Further, the 2024-2027 TIP is financially constrained by
program and by year. The framework of both Resilience
2050, the regional long-range transportation plan (LRTP),
and the 2024-2027 TIP meet this requirement. This section
of the TIP includes the documentation of reasonably
available finances that demonstrates how this TIP, once
approved, can be implemented. In developing the TIP, the
MPO members, MDOT, and state (MDOT MTA) and local
transit operator(s) have cooperatively developed estimates of
funds that are reasonably expected to be available to support
TIP implementation. The revenue and cost estimates for the

TIP reflect year of expenditure dollars, based on reasonable
financial principles and information as described here.
The Maryland Department of Transportation (MDOT)’s 2023 2028 Consolidated Transportation Program (CTP) provides
investment in the transportation system for all modes of
transportation across the State. The CTP development
process is instrumental to the development of the TIP. The
transportation priorities guiding the CTP originate from the
local jurisdictions that share their transportation priorities with
the Transportation Secretary and at the Secretary’s Annual
Capital Program Tour each fall. The Tour process is
stipulated by State law and requires the Transportation
Secretary to visit with and present the draft CTP to elected
officials from each county and the City of Baltimore. Meetings
are held with local jurisdiction staff before the Tour meeting.
These meetings give local staff an opportunity to coordinate
priorities and to hear firsthand from MDOT staff the current
status of the CTP and the revenue and investments that
have changed since the previous year.
The draft CTP becomes the basis for development of the
metropolitan TIP. The state and federal financial forecast that
supports the TIP is based on a six-year Financial Plan

Page 65 of 619

developed by MDOT that is updated semi-annually. The

•

forecasted revenues and expenditures use the latest
available economic estimates.
The TIP is based on conservative assumptions formulated
from historical trends for projected funding. The TIP serves

A project-by-project listing of FY 2024 federal funding
requests and the source of matching funds.

•

An overall summary of funding in the 2024-2027 TIP
by fiscal year, sponsoring agency, project category,
phase, and fund source.

several purposes. It is the documentation of the intent to

Further funding information can be found in Chapter VI

implement specific facilities and projects from the LRTP. It

and Appendix B. Chapter VI includes information on each

provides a medium for local elected officials, agency staffs,

project, including tables detailing programmed funds by

and interested members of the public to review and comment

source, year, and project phase. Appendix B includes

on the priorities assigned to the selected projects. The TIP

letters that document availability of matching funds from

also establishes eligibility for federal funding for those

project sponsors.

projects selected for implementation during the first program
year, known as the Annual Element of the program.
Sections V.A through V.D discuss state and federal revenue
sources and projections as well as general uses for those
funds. Section V.E fulfills the FTA requirement to assess the
financial capacity of applicants for certain FTA fund sources.
Section V.F summarizes TIP funding in FY 2024 and for FY
2024-2027. It includes:
•

A summary of FY 2024 federal fund requests by
sponsoring agency and federal funds available by
fund source.

Page 66 of 619

A. Revenue Projections
Total projected revenues amount to $36.0 billion for the sixyear period. This estimate is based on the revenue sources
used by MDOT and includes bond proceeds and federal
funds that will be used for operating, capital, and debt
payment expenses.
Pertinent details are as follows:

fuel efficiency of all vehicles, and slower growth in vehicle
miles traveled.
• Motor Vehicle Titling Tax: This source is projected to yield
$6.5 billion over the six-year period. The tax rate is set at 6%
of fair market value of the vehicle, less an allowance for
trade-in that is paid on the sale of all new and used vehicles
as well as on new residents’ vehicles. This revenue source
follows the normal business cycles of auto sales with periods

• Opening Balance: MDOT maintains a minimum fund of

of growth and decline, and an underlying upward trend.

$200 million to accommodate working cash ﬂow needs

• Motor Vehicle Registration/Miscellaneous, and Other Fees:

throughout the year.

These fees are projected to generate $3.8 billion. This

• Motor Fuel Tax: This revenue is projected to be $8.5 billion

forecast assumes revenues will increase an average of 1.6

over the six-year period. The motor fuel tax rate includes a

percent per year over the program period.

base rate on gasoline (23.5 cents per gallon) and diesel fuel

• Corporate Income Tax: Corporate Income Tax revenues

(24.25 cents per gallon); a Consumer Price Index (CPI)

are estimated to be $2.3 billion over the six-year period.

component (estimated to average 8.3 cents per gallon over

Corporate Income Tax revenues are shared between the

the program period) and a sales and use tax equivalent

state’s General Fund and the Transportation Trust Fund. The

component (estimated to average 14.3 cents per gallon).

transportation share of corporate income tax revenues

Growth in motor fuel usage is expected to recover from the

increases to 20 percent from 17.2 percent in fiscal year 2024.

impact of the pandemic, although future growth rates are

Chapter 240 of 2022 provides for a graduated increase over

minimal, averaging 0.3%, and reflecting the growing role of

the six-year period in the share of the state’s Corporate

electric and hybrid vehicles in Maryland’s fleet, the increasing

Income Tax dedicated to transportation. This additional

Page 67 of 619

revenue offsets the impact of an increased investment in

billion over the six-year period); transit fares ($672 million);

capital transportation grants provided to local jurisdictions.

and fees for port terminal operations and rent ($318 million).

• Federal Aid: This source is projected to contribute $9.4

• Bond Proceeds: Bond issuances are estimated at $1.8

billion for operating and capital programs, including $0.5

billion during the six-year period. State law limits MDOT’s

billion of federal COVID-19 relief funds. MDOT received

bonds outstanding to $4.5 billion and establishes an annual

funding directly from various federal relief legislation and

debt outstanding cap in the annual budget bill. Debt

received funds allocated to transportation from the state’s

outstanding is projected to rise to $3.6 billion over the six-

Coronavirus Relief Fund. All federal relief funds are expected

year period, which remains below the statutory cap. MDOT

to be fully spent by the end of fiscal year 2024. The amount

maintains credit ratings of AAA from Standard and Poor’s,

of Federal Aid for operating and capital programs increases

Aa1 from Moody’s, and AA+ from Fitch Ratings.

to $9.4 billion from $8.0 billion in the FY 2022 – 2027 CTP as

• Other Sources: The remaining sources are projected to

the result of additional federal funds available for the capital

total $660 million during the six year period. These sources

program from the Infrastructure Investment and Jobs Act of

include General Fund revenues, reimbursements, earned

2021. Since federal aid supports a significant portion of the

interest, use of fund balance, and miscellaneous revenues.

capital program, a more detailed discussion of federal aid
assumptions is presented in the next section of this
summary.
• Operating Revenues: These revenues are projected to
provide a six-year total of $2.80 billion. Operating revenues
include charges for airport operations, including flight
activities, rent and user fees, parking, and concessions ($1.8

Page 68 of 619

B. Federal Aid Assumptions

following priority areas: repairing/rebuilding infrastructure,

The current federal authorization is the Infrastructure
Investment and Jobs Act (IIJA) also known as the Bipartisan
Infrastructure Law (BIL), which provides vital federal funding
for highway, transit, and other multimodal projects. The IIJA
was signed by President Biden on November 15, 2021 and
provides authorization for federal fiscal years 2022 through
2027 (FFY 2022- FFY 2027). This Act is more expansive in
scope than a traditional transportation authorization and
much of the discretionary funding was both authorized and
appropriated in the legislation. The traditional transportation
funds

are

being

distributed

based

FFY

2022

appropriations.
Grants

climate change mitigation, resilience, equity and safety.
MDOT has pursued many grants already, including the
following IIJA grant programs: the Airport Improvement
Program (AIP) grant; the Port Infrastructure Development
Program (PIDP) grant; the Bridge Investment Program (BIP)
grant; the Consolidated Rail Infrastructure and Safety
Improvements (CRISI) grant; the Rebuilding American
Infrastructure with Sustainability and Equity (RAISE) grant;
the Bus and Bus Facilities grant, the Infrastructure for
Rebuilding America (INFRA) grant; the National
Infrastructure Project Assistance (MEGA) Program grant; and
the Rural Surface Transportation Grant. We also continue
working with our local and regional partners to support grant
applications across the state. To date (December 2022),

In order to best leverage our state transportation dollars,

MDOT has been awarded a Penn Station RAISE grant, a

MDOT continues to pursue all relevant federal discretionary

Martin State Airport Station All Stations Access Program

grants to maximize transportation funding opportunities. In

(ASAP) grant and awaits the awards from other competitive

addition to formula funds, the IIJA provides a significant

grant applications.

increase in federal funding for discretionary grants for transit,
highways, airport, port, rail, freight and active transportation,
in rural and urban areas. Many of these grant programs are
annual over the five years covered by IIJA and focus on the

Page 69 of 619

Federal Highway and Transit

imposed by Congress annually in response to prevailing

Along with the relief and stimulus federal funds received by
MDOT traditional federal funding comes from the Federal
Highway Trust Fund (FHTF), which provides transportation
investment for projects in the following areas: highways and
transit; multimodal freight; safety and security; system
preservation; bike and pedestrian; congestion mitigation;
climate change and electric vehicle infrastructure. The CTP
allocates these federal funds to projects in the program
based on reasonable assumptions of authorization given the
passage of the IIJA. MDOT expects to have $720.0 million in
highway formula funding and $291.6 million in transit formula
funding in FFY 2022 for MDOT projects. The Purple Line
previously received a commitment from the Federal Transit
Administration for New Starts funding totaling $900 million.
The Purple Line also received an additional allocation of
$106.2 million in New Starts funding from the American
Rescue Plan Act (ARPA). Federal highway program funds
authorized and apportioned to the states are subject to
annual

ceilings,

which

determine

how much

the

appropriated money can be obligated in any given year. This
ceiling is referred to as Obligational Authority (OA) and is

Page 70 of 619

economic policy. This CTP assumes an OA level of 91.3
percent for FFY22 and 90.0 percent FFY 23 through FFY27.

C. Where the Money Comes From
Maryland’s transportation system is funded through several
dedicated taxes and fees, federal aid, operating revenues,
and bond sales, which are assigned to the Transportation
Trust Fund. This fund is separate from the state’s General
Fund, which pays for most other state government
operations and programs. MDOT’s customers pay user fees
for transportation infrastructure and services through motor
fuel taxes, vehicle titling taxes, registration fees, rental
vehicle sales tax, and operating revenues. The motor fuel tax
and vehicle titling tax are two of the largest sources of MDOT
revenue. Operating revenues include transit fares and usage
fees generated at the Port of Baltimore and BWI Marshall
and Martin State Airports. In addition to collecting revenue
within the state, Maryland also receives federal aid for its
transportation program. These federal funds must be
authorized by a congressional act. The United States
Congress enacted federal surface transportation authorizing
legislation as part of the Infrastructure Investment and Jobs
Act (IIJA), also known as the Bipartisan Infrastructure Act
(BIL), in November 2021, which provides investment in
transportation infrastructure through FFY 2027. In addition to

Page 71 of 619

these state-sourced revenues and federal aid, MDOT utilizes
other capital funding sources to funds its capital program.
These other capital funding sources include funding from the
state’s General Fund to support dedicated capital funds for
WMATA and other projects, direct federal aid received by
WMATA, local contributions, airport revenue bonds, airport
passenger facility charge revenues, and airport rental car
customer facility charge revenues. The Final FY 2023 – FY
2028 CTP totals $20.5 billion, including $17.5 billion from the
Transportation Trust Fund and $3.0 billion from other capital
funding sources. In total, MDOT’s operating and capital
spending from all fund sources is $39.4 billion over the sixyear period. In addition, MDOT continually looks for
opportunities to maximize
alternative

financing

its

sources

finances by leveraging
such

applying

for

competitive discretionary federal grants and entering into
public-private partnerships.

D. Where the Money Goes
The MDOT program is fiscally constrained, meaning that the
list of projects is tied to estimates of future revenue. The
Transportation

Trust

Fund

supports

operation

and

maintenance of state transportation systems, administration,
debt service, grants, and capital projects, as well as
Maryland’s portion of operating and capital subsidies for
WMATA. A portion of these funds is directed for General
Fund purposes, including environmental, fuel tax collection,
and state police programs. After operating costs, debt
service, and local transportation grants, the remaining money
goes toward funding capital projects, including capital grants
to Maryland’s counties and Baltimore City for local
transportation needs. This document, MDOT’s Final FY 2023
– FY 2028 CTP, is the six-year capital budget for all state
transportation projects.

Page 72 of 619

E. Documentation of Financial Capacity for Transit

Department, federal grants and the proceeds of sales of

Activities

Consolidated Transportation Bonds.

On January 30, 2002, the FTA issued circular C7008.1A. This

City of Annapolis

circular states that FTA will assess the financial capacity of

Matching funds for the City's transit projects are provided by

applicants for Sections 5307 and 5309 funding on the basis of
overall current financial condition and future financial capability.
In response to FTA's requirement, the TIP provides evidence
of satisfactory financial capacity from agencies and local
jurisdictions seeking Sections 5307 and 5309 funding. All
transit projects are reflected under the MDOT MTA headings in
Chapter VI. Documentation of local match for transit projects is
provided in Appendix B.
The MDOT Maryland Transit Administration
The MDOT MTA derives financial capacity through Maryland's
Transportation Trust Fund. The fund is credited with
transportation-related receipts, including proceeds of motor
vehicle titling and fuel taxes, a portion of the State's corporate
income tax, use taxes on short-term vehicle rentals,

the City of Annapolis and the State of Maryland. The City's
portion of the local match is provided through the Off-Street
Parking Fund. Documentation and approval of the local funds
are contained in the City of Annapolis operating Budget and
Capital Improvement Program (CIP). The State portion of the
match is provided through the Transportation Trust Fund.
Harford County
State and local matching funds have been committed for
Harford County transit services. State funds are provided
through the Transportation Trust Fund. Local funds are
dedicated in the County Office of Economic Development
budget.
Howard County

registration, license and other fees for motor vehicles, bus and

State and local matching funds have also been committed for

rail fares, port fees and airport revenues, together with bond

Howard County transit services. Adequate matching funds in

and note proceeds, federal funds and other receipts. Capital

the form of bonds and local revenues are available to match

expenditures are financed from net revenues of the

TIP projects.

Page 73 of 619

F. FY 2024 Federal-Aid Annual Element Listing and TIP

Table V-2 shows the projects in the FY 2024 Annual Element,

Funding Summary

the source of funds, the federal funds requested and the

In accordance with federal regulations, a separate listing of all

matching funds to be provided. Table V-3 shows total funds,

projects in the TIP for which federal funds will be sought in FY

both federal and matching, programmed for FY 2024 through

2024 is provided in Table V-1. This list brings together

FY 2027 by sponsoring agency.

information found in Chapter VI, the chapter containing

Exhibits V-1 through V-7 graphically summarize the 2024-2027

individual project listings for each sponsoring agency. Projects

TIP. Exhibit V-1 compares the total amount programmed in the

in the Annual Element can also be identified in the individual

2021-2024, 2022-2025, 2023-2026, and 2024-2027 TIP

project listings as those with dollar amounts in the FY 2024

documents. Exhibit V-2 displays 2024-2027 TIP funding by

columns.

fiscal year. Exhibit V-3 summarizes federal and matching funds

Table V-1 summarizes, by sponsoring agency, the level of

in the 2024-2027 TIP by sponsoring agency. Exhibits V-4 and

federal funds requested in the FY 2024 Annual Element and

V-5 summarize the number of projects and share of funding in

federal funds available by fund source. It shows that FY 2024

the 2024-2027 TIP by project category. Exhibit V-6 displays the

federal fund requests do not exceed federal funds anticipated to

share of FY 2024 funds by project phase while Exhibit V-7

be available in FY 2024. MDOT provided FY 2024 federal fund

shows FY 2024 federal fund requests by funding source.

apportionment figures for the Baltimore region. In doing so,
MDOT assumed that federal funding levels would increase by
the same amount as in previous years. These figures also
assume that Baltimore City receives 5.5% of the State’s share
of federal funds, with the Baltimore region receiving 43.58% of
the remaining 94.5% of federal funds for the State.

Page 734of 619

Table V-1: Annual Element (Funding in Thousands)
Summary of the FY 2024 Federal-Aid Annual Element (continued on next page)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Queen Anne’s County
SHA - Regional
Total Programmed

5307C

$99,276

$2,440

$3,370

$238

$400

$55,288

$642

$3,612

FY 2024 Appropriation*
Previous Funds Still Available*
MDOTs Total Federal
Apportionment for the Baltimore
Region*

$99,276
$26,040

$9,638

$3,370

$238

$1,321

$96,777

$4,920

$3,612

$50,963
$49,881

$11,850

$125,316

$9,638

$3,370

$238

$1,321

$96,777

$4,920

$3,612

$100,844

$11,850

5307C
5307F
5307O
5310
5311O
5329
5337
5339F
BUILD

$3,643
$95,633

5307O

$2,440

5310

$3,370

5311O

5329

5337

$20,223
$35,065

$238

Page 75 of 619

BUILD

$642

CMAQ

CRISI

$43,918
$3,612

$11,850

$400

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Section 5307 Flex (STBG funds flexed to Section 5307)
Section 5307 Urbanized Area Formula Program (funding for operating projects)
Section 5310 Enhanced Mobility of Seniors and Individuals with Disabilities Program
Section 5311 Non-urbanized Area Formula Program (funding for operating assistance in non-urbanized areas)
Section 5329 State Safety Oversight
Section 5337 State of Good Repair Formula Program
Section 5339 Bus and Bus Facilities Formula Program
Better Utilizing Investments to Leverage Development Discretionary Grant Program

*Figures provided by MDOT

5339F

$4,280
$48,198

$11,850

Summary of the FY 2024 Federal-Aid Annual Element (continued)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Queen Anne’s
SHA - Regional
Total Programmed
FY 2024 Appropriation*
Previous Funds Still
Available*
MDOTs Total Federal
Apportionment for the
Baltimore Region*
CMAQ
FRA
HSIP
NHFP
INFRA
NHPPC
Other
STBG
TAC

FLAP

FLTP

HSIP

INFRA

NHPPC

OTHER

$6,000

$23,960

$393

$98

$3,545
$135,164
$270
$2,941
$967

$393

$98

$32,940
$32,940

$393

$98

$16,653

$98

Page 76 of 619

TAC

$45,885

$15,763
$4,010
$7,169
$1,931
$214

$56,879

$142,398
$309,245

$45
$45

$6,000

$150,500
$296,521

$7,320
$7,320

$56,879

$160,878

$45

$6,000

$166,695

$23,143
$35,656

$29,232
$393

STBG
$11,923
$59,417
$35,660
$1,883
$2,880
$5,171

$56,879

$174,943
$56,879

$335,821

$182,247
$45

Congestion Mitigation and Air Quality (flexed to transit becomes 5307)
Federal Railroad Administration
Highway Safety Improvement Program
National Highway Freight Program
Infrastructure for Rebuilding America Discretionary Grant Program
National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Other (includes National Summer Transportation Institute Program)
Surface Transportation Block Grant Program
Transportation Alternatives (including Safe Routes to School) – subset of STBG

*Figures provided by MDOT

RAISE

$6,000

$348,942

Total
$11,923
$89,377
$35,660
$1,883
$2,880
$5,171
$23,866
$181,306
$72,832
$400
$19,308
$139,174
$7,439
$4,872
$1,181
$0
$337,483
$934,755
$712,649
$497,999

$58,799 $1,210,648

Summary of the FY 2025 Federal-Aid Annual Element (Funding in Thousands - continued below)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed

5307C

Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed

FLAP

$2,459
$79,986

5307O

5310

5311O

$2,440

5329

5337

$21,562
$26,065

$238

5339F

BUILD

CMAQ

$43,918

$5,087

$3,830

$1,696
$400

$82,445

$2,440

$238

$400

$47,627

$5,087

$1,696

$4,280
$48,198

Summary of the FY 2025 Federal-Aid Annual Element (continued)

Page 77 of 619

CRISI

FTLP

HSIP

INFRA

NHPPC

Other
$3,000

$15,960

$600

$549

$137

STBG
$8,135
$58,940
$2,800
$4,102
$17,710
$2,680

TAC

$50,747

$32,940
$32,940

$50,747

$9,137
$27,973
$4,452
$7,969
$1,802
$142,102
$209,395

$17,173
$50
$1,938
$45
$3,645

$141,300
$254,828

$7,320
$7,320

Total
$11,135
$74,900
$2,800
$4,102
$17,710
$3,280
$24,021
$157,734
$56,959
$400
$26,310
$28,023
$4,452
$9,907
$1,802
$327,987
$751,522

$3,830

Summary of the FY 2026 Federal-Aid Annual Element (Funding in Thousands - continued below)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed

5307C

$2,620
$98,957

5307O

$2,440

5310

5311O

$3,370

5329

5337

$238

$24,061
$36,851

5339F

BUILD

CMAQ

$43,918

$5,301
$752

$400

$101,577

$2,440

$3,370

$238

$400

$60,912

$5,301

$752

$3,760
$47,678

Summary of the FY 2026 Federal-Aid Annual Element (continued)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed
Page 78 of 619

HSIP

INFRA

NHFP

NHPPC

OTHER

$600

$77,158

$28,500

$16,400
$16,400

$77,158

$28,500

$13,720
$133,757
$1,500
$5,060
$796
$73,555
$228,388

$600

STBG
$390
$23,420
$7,040
$1,158
$2,720
$1,840

TAC

Total
$390
$23,420
$7,040
$1,158
$2,720
$2,440
$26,681
$191,075
$77,910
$400
$19,576
$162,257
$1,500
$6,153
$796
$190,155
$713,281

Summary of the FY 2027 Federal-Aid Annual Element (Funding in Thousands - continued below)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed

5307C

$4,324
$66,412

5307O

5311O

$2,440

5329

5337

$238

5339F

$23,216
$38,341

$293

$43,918

$61,557

$293

$3,760
$47,678

$400

$70,736

$2,440

$238

$400

Summary of the FY 2027 Federal-Aid Annual Element (continued)
Sponsoring Agency
Anne Arundel County
Baltimore City
Baltimore County
Carroll County
Harford County
Howard County
MTA - Commuter Rail
MTA - Transit
Maryland Port Administration
Office of the Secretary
SHA - Anne Arundel County
SHA - Baltimore County
SHA - Carroll County
SHA - Harford County
SHA - Howard County
SHA - Regional
Total Programmed
Page 79 of 619

CMAQ

HSIP

NHPPC

STBG

TAC

$1,857
$6,360

$18,137
$87,000

$16,400
$16,400

$87,196
$192,333

$85,280
$93,497

$5,720
$5,720

Total
$0
$0
$0
$1,857
$6,360
$0
$27,540
$151,642
$0
$400
$18,137
$87,000
$0
$0
$0
$198,356
$491,292

Transportation Improvement Program - FY 2024-2027
Table 6: FY 2024 Annual Element (Funds in $1000s)
Funding
Source

Federal
Funds

Matching
Funds

Bridge repair/deck replacement

STBG

505

126

11-1208-13

Bridge repair/deck replacement

STBG

1,200

450

Magothy Bridge Road Bridge over Magothy River

11-1402-13

Bridge repair/deck replacement

STBG

2,050

513

O'Connor Road Bridge over Deep Run

11-1403-13

Bridge repair/deck replacement

STBG

800

520

McKendree Road Culvert over Lyons Creek

11-1601-19

Other

STBG

1,200

Polling House Road Bridge over Rock Branch

11-1602-13

Bridge repair/deck replacement

STBG

760

190

Hanover Road Corridor Improvement

11-1801-42

New or extended roadways

Other

11,600

Parole Transportation Center

11-2101-66

New bus facilities

STBG

1,200

Hanover Road Bridge over Deep Run

11-2105-13

Bridge repair/deck replacement

STBG

565

142

Conway Road Bridge over Little Patuxent River

11-2106-13

Bridge repair/deck replacement

STBG

1,500

375

Jacobs Road Bridge over Severn Run

11-2107-13

Bridge repair/deck replacement

STBG

1,095

267

Culvert Invert Paving

11-2401-13

Bridge repair/deck replacement

STBG

540

135

Town Center Boulevard Bridge over tributary of Severn Run

11-2402-13

Bridge repair/deck replacement

STBG

824

206

Patuxent Road Bridge over Little Patuxent River

11-2403-13

Bridge repair/deck replacement

STBG

884

221

11,923

15,995

Project Name

Project ID

Project Type

Furnace Avenue Bridge over Deep Run

11-1103-13

Harwood Road Bridge over Stocketts Run

Anne Arundel County - Anne Arundel County

Subtotal

Anne Arundel County - Regional
Subtotal

Baltimore City Subtotal

Page 80 of 619

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)
Funding
Source

Federal
Funds

Matching
Funds

Bridge repair/deck replacement

STBG

4,080

1,020

12-1218-07

ITS

STBG

7,200

1,800

12-1404-11

Road resurfacing/rehabilitation

NHPPC

8,160

140

Orleans Street Bridge over I-83 and City Streets

12-1601-13

Bridge repair/deck replacement

STBG

960

240

Remington Avenue Bridge over Stony Run

12-1602-13

Bridge repair/deck replacement

STBG

6,172

1,543

Radecke Avenue and Sinclair Lane over Moores Run

12-1603-13

Bridge repair/deck replacement

STBG

3,600

900

I-83 Concrete Deck Mill and Resurface

12-1604-13

Bridge repair/deck replacement

STBG

12,220

3,055

Moravia Road Ramp Bridge over Pulaski Highway

12-1605-13

Bridge repair/deck replacement

STBG

600

150

Transportation Management Center Upgrade

12-1701-04

Traffic engineering

STBG

4,000

1,500

25th Street Rehabilitation from Greenmount Avenue to Kirk
Avenue
41st Street over I-83, MTA Light Rail Tracks, and Jones Falls

12-2001-11

Road resurfacing/rehabilitation

STBG

8,800

2,200

12-2002-13

Bridge repair/deck replacement

STBG

400

100

Brehms Lane over Herring Run

12-2005-13

Bridge repair/deck replacement

STBG

180

Fremont Avenue Rehabilitation from Lafayette Avenue to
Presstman Street
Howard Street over I-83, CSX, Amtrak, and Jones Falls

12-2007-11

Road resurfacing/rehabilitation

STBG

5,600

1,400

12-2009-13

Bridge repair/deck replacement

STBG

520

130

Madison Street Rehabilitation from North Milton Avenue to Edison 12-2010-11
Highway
West Patapsco Avenue from Magnolia Avenue to Potee Street
12-2012-11

Road resurfacing/rehabilitation

NHPPC

6,800

1,700

Road resurfacing/rehabilitation

NHPPC

640

160

Pennington Avenue Rehabilitation from Birch Street to East
Ordnance Road
Waterview Avenue over Ramp to 295

12-2013-11

Road resurfacing/rehabilitation

NHPPC

5,720

1,430

12-2015-13

Bridge repair/deck replacement

STBG

160

Project Name

Project ID

Project Type

Perring Parkway Ramp over Herring Run

12-1215-13

Citywide Traffic Signals, Intelligent Transportation System and
Safety Improvements
Belair Road Complete Streets

Baltimore City - Baltimore City

Page 81 of 619

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)
Funding
Source

Federal
Funds

Matching
Funds

Bicycle/pedestrian facility

STBG

1,525

382

12-2201-64

Preservation and improvements

RAISE

6,000

7,620

Frederick Avenue ADA Upgrades (Brunswick to S. Pulaski)

12-2303-25

Bicycle/pedestrian facilities

NHPPC

1,040

260

Communication Upgrades - Wireless

12-2304-07

ITS

STBG

1,000

250

W North Avenue Pedestrian Safety Improvements from Mt Royal
Avenue to Hilton Street
Pennsylvania Avenue Rehabilitation from North Avenue to MLK
Boulevard
25th Street/Huntingdon Avenue Rehabilitation from Greenmount
Avenue to 29th Street
Johnston Square Improvements

12-2401-03

Road resurfacing/rehabilitation

NHPPC

800

200

12-2402-11

Road resurfacing/rehabilitation

STBG

800

200

12-2403-11

Road resurfacing/rehabilitation

STBG

800

200

12-2404-11

Road resurfacing/rehabilitation

STBG

800

200

Orleans Street Rehabilitation from Washington Street to Ellwood
Avenue
Subtotal

12-2405-11

Road resurfacing/rehabilitation

NHPPC

800

200

89,377

27,065

Project Name

Project ID

Project Type

Greenway Middle Branch Phase 2

12-2102-03

RAISE Transit Priority Project

Baltimore County - Baltimore County
Dogwood Road Bridge No. B-0072 Over Dogwood Run

13-0001-13

Bridge repair/deck replacement

STBG

2,320

580

Mohrs Lane Bridge No. B-0143 over CSX Railroad

13-0803-13

Bridge repair/deck replacement

STBG

11,200

2,800

Hammonds Ferry Road Bridge No. B-0100 over CSX Railroad

13-1012-13

Bridge repair/deck replacement

STBG

4,640

1,160

Peninsula Expressway Bridge No. B-0119 over CSX Railroad

13-1108-13

Bridge repair/deck replacement

STBG

14,400

3,600

Bridge Inspection Program

13-8901-14

Bridge inspections

STBG

3,100

35,660

8,140

424

106

Subtotal

Carroll County - Carroll County
Brown Road Culvert over Roaring Run

Page 82 of 619

14-2102-13

Bridge repair/deck replacement

STBG

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)
Funding
Source

Federal
Funds

Matching
Funds

Bridge repair/deck replacement

STBG

724

181

Bridge inspections

STBG

735

1,883

287

Project Name

Project ID

Project Type

Upper Beckleysville Road Bridge over Murphy Run

14-2202-13

Bridge Inspection Program

14-9401-14

Subtotal

Harford County - Harford County
Abingdon Road Bridge #169 over CSX Railroad

15-1001-13

Bridge repair/deck replacement

STBG

400

100

Glenville Road Bridge #30 over Mill Brook

15-1601-13

Bridge repair/deck replacement

STBG

320

Hookers Mill Road Bridge #13 over Bynum Run

15-2002-13

Bridge repair/deck replacement

STBG

280

Madonna Road Bridge #113 over Deer Creek

15-2101-13

Bridge repair/deck replacement

STBG

240

Stafford Road Bridge #162 over Buck Branch

15-2103-13

Bridge repair/deck replacement

STBG

320

Trappe Church Road Bridge #161 over Hollands Branch

15-2104-13

Bridge repair/deck replacement

STBG

200

100

Moores Road Bridge #78 over a tributary to Gunpowder Falls

15-2201-13

Bridge repair/deck replacement

STBG

320

Bridge Painting

15-2404-14

Other

STBG

1,000

500

3,080

1,070

Other

931

STBG

3,209

Subtotal

Howard County - Howard County
Bridge Repair and Deck Replacement

Snowden River Parkway: Broken Land Parkway to Oakland Mills
Road
US 29/Broken Land Parkway Interchange and North South
Connector Road
Marriottsville Road and I-70 Bridge Improvements

Page 83 of 619

16-0436-13

Bridge repair/deck replacement

16-1410-41

Roadway widening

Other

16-1901-42

New or extended roadways

Other

19,000

16-2101-41

Roadway widening

Other

20,375

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Project ID

Project Type

Replacement of Bridge No. HO-040 on Union Chapel Road over
Cattail Creek
Subtotal

16-2201-13

Bridge repair/deck replacement

Funding
Source

Federal
Funds

Matching
Funds

STBG

1,962

490

5,171

40,796

200

Howard County - Regional
Patapsco Regional Greenway: Elkridge to Guinness Open Gate
Brewery
Subtotal

16-2301-03

Bicycle/pedestrian facilities

Other

Maryland Port Administration - Baltimore City
Port of Baltimore Rail Capacity Modernization Project

30-2301-83

Facility expansion

CRISI

11,850

5,050

Howard Street Tunnel

32-2101-83

Facility expansion

INFRA

56,879

Masonville Cove Connector: Shared Use Path Design and
Construction

32-2301-03

Bicycle/pedestrian facility

FLAP

392

FLTP

69,121

5,147

3,612

11,125

3,612

11,125

2,220

209,598

Subtotal

Maryland Port Administration - Regional
Dundalk Marine Terminal Resiliency and Flood Mitigation
Improvements
Subtotal

30-2101-82

Facility rehabilitation

BUILD

Maryland Transportation Authority - Baltimore City
I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange
Improvements
Subtotal

22-2201-19

Other

Maryland Transportation Authority - Harford County
I-95 Express Toll Lanes Northbound Extension

Page 84 of 619

25-1801-41

Roadway widening

Other

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Project ID

Project Type

Funding
Source

Federal
Funds

Matching
Funds

I-95 Southbound Part-Time Shoulder Usage

25-2101-41

Roadway widening

Other

420

210,018

5307C

1,090

272

5337

10,267

2,566

5307C

1,718

430

5337

7,439

1,860

5307C

835

209

5337

2,517

629

23,866

5,966

Subtotal

MTA - Commuter Rail - Regional
MARC Rolling Stock Overhauls and Replacement

MARC Improvements

MARC Facilities

70-1501-53

70-1502-54

70-1503-55

Fleet improvement

Preservation and improvements

Rehabilitation of facilities

Subtotal

MTA - Transit - Regional
Small Urban Transit Systems - Operating Assistance

40-0104-61

Operating assistance

5307O

326

Bus and Rail Preventive Maintenance

40-1204-64

Preservation and improvements

5307C

15,374

3,843

5337

23,729

5,932

5310

3,370

1,310

5307C

533

133

5339F

133

Seniors and Individuals with Disabilities

40-1502-69

Other

Urban Transit Systems - Capital Assistance

40-1602-05

Fleet improvement

Urban Transit Systems - Operating Assistance

40-1603-61

Operating assistance

5307O

2,114

Agencywide System Preservation and Improvement

40-1801-64

Preservation and improvements

5307C

8,094

2,023

Page 85 of 619

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Project ID

Project Type

Funding
Source

Federal
Funds

Matching
Funds

Bus and Paratransit Vehicle Overhaul and Replacement

40-1802-05

Fleet improvement

5307C

11,136

2,784

5339F

349

CMAQ

14,178

3,544

5307C

32,196

8,049

CMAQ

29,071

7,267

5307C

8,735

2,183

5337

11,336

2,834

5307C

19,403

5307O

4,851

Metro and Light Rail Rolling Stock Overhauls and Replacement

Metro and Light Rail System Preservation and Improvement

Zero Emission Infrastructure and Rolling Stock

40-1804-63

40-1805-64

40-2302-63

Fleet improvement

Preservation and improvements

Rehabilitation of facilities

Rural Transit Systems - Operating Assistance

40-9204-61

Operating assistance

5311O

238

Small Urban Transit Systems - Capital Assistance

40-9502-05

Fleet improvement

5307C

160

5339F

160

CMAQ

668

181,303

47,631

400

200

400

200

623

Ridesharing - Baltimore Region

40-9901-01

Ridesharing

Subtotal

Office of the Secretary - Regional
State Safety Oversight

90-1401-39

Other

5329

Subtotal

SHA - Anne Arundel County
MD 175: Sellner Road/Race Road to McCarron Court

Page 86 of 619

61-1701-41

Roadway widening

Other

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Project ID

Project Type

Funding
Source

Federal
Funds

Matching
Funds

MD 175: Sellner Road/Race Road to McCarron Court

61-1701-41

Roadway widening

STBG

15,763

MD 173: Bridge Replacement over Rock Creek

61-2101-13

Bridge repair/deck replacement

NHPPC

MD 2: US 50 to Arnold Road

61-2301-41

Roadway widening

NHPPC

260

Other

NHPPC

148

Other

MD 3: Waugh Chapel Road/Riedel Road to MD32/I-97

61-2302-41

Roadway widening

MD 170: Norcross Lane to Wieker Road

61-2303-41

Roadway widening

NHPPC

760

190

MD 214: MD 468 to Camp Letts Road

61-2304-41

Roadway widening

NHPPC

480

120

I-97: US 50 to MD 32 TSMO

61-2305-41

Roadway widening

NHPPC

1,800

200

19,308

1,312

NHPPC

2,700

300

Subtotal

SHA - Baltimore County
I-795: Dolfield Boulevard Interchange

63-0803-46

New interchange

I-695: US 40 to MD 144

63-1601-41

Roadway widening

Other

4,840

I-695: I-70 to MD 43

63-1802-41

Roadway widening

NHPPC

111,221

MD 151/MD 151B: Bridge Replacements

63-2001-13

Bridge repair/deck replacement

STBG

4,010

I-695: Bridge Replacement on Putty Hill Avenue

63-2002-13

Bridge repair/deck replacement

NHPPC

9,128

1,113

I-695: Reconstruction of Interchange at I-70

63-2201-12

Road reconstruction

NHPPC

475

I-95/I-695 Interchange Bridge Deck Replacement

63-2202-13

Bridge repair/deck replacement

NHPPC

11,640

139,174

6,348

Subtotal

Page 87 of 619

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Project ID

Project Type

64-2201-13

Bridge repair/deck replacement

Funding
Source

Federal
Funds

Matching
Funds

Other

STBG

6,955

366

SHA - Carroll County
MD 91: Bridge Replacements over North Branch of Patapsco
River and MD Midland Railroad

MD 32: 2nd Street to Main Street

64-2301-12

Road reconstruction

NHPPC

270

MD 97: MD 140 to MD 496 Corridor Study

64-2302-41

Roadway widening

STBG

214

7,439

461

STBG

1,931

140

Subtotal

SHA - Harford County
MD 24: South of Stirrup Run Culvert to Deer Creek Bridge,
Section G
US 1: Bridge Replacements at Tollgate Road and Winters Run

65-1601-12

Road reconstruction

65-2101-13

Bridge repair/deck replacement

NHPPC

2,346

224

MD 22: MD 462 to Mount Royal Avenue Noise Abatement

65-2301-31

Noise barriers

NHPPC

595

168

4,872

532

Subtotal

SHA - Howard County
US 29: Middle Patuxent River to Seneca Drive - Phase 2

66-1406-41

Roadway widening

NHPPC

200

MD 32: Linden Church Road to I-70, Capacity & Safety
Improvements

66-1703-41

Roadway widening

NHPPC

767

Other

365

967

456

214

Subtotal

SHA - Queen Anne's County
MD 18B: Castle Marina Road to the Kent Narrows Corridor Study
Subtotal

Page 88 of 619

67-2301-41

Roadway widening

STBG

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)

Project Name

Funding
Source

Federal
Funds

Matching
Funds

Other

Roadway widening

NHPPC

1,210

Bridge repair/deck replacement

NHPPC

36,040

10,360

STBG

32,960

8,240

HSIP

9,480

2,120

NHPPC

72,720

18,680

STBG

53,860

15,040

CMAQ

1,440

360

NHPPC

5,880

1,470

STBG

19,340

4,910

HSIP

560

140

NHPPC

4,080

1,220

STBG

20,560

5,140

CMAQ

2,840

710

HSIP

22,900

6,000

NHPPC

21,440

6,360

STBG

22,000

7,000

NHPPC

1,028

307

Project ID

Project Type

Morgan State University Transportation Research Program

60-0702-99

Miscellaneous

TSMO System 1

60-2301-41

Areawide Bridge Replacement And Rehabilitation

60-9310-13

SHA - Regional

Areawide Resurfacing And Rehabilitation

Areawide Congestion Management

Areawide Environmental Projects

Areawide Safety And Spot Improvements

Areawide Urban Reconstruction

Page 89 of 619

60-9501-11

60-9504-04

60-9506-38

60-9508-19

60-9511-19

Road resurfacing/rehabilitation

Traffic engineering

Environmental other

Other

2024-2027

Transportation Improvement Program - FY 2024-2027
Table V-2: FY 2024 Annual Element (Funds in $1000s)
Funding
Source

Federal
Funds

Matching
Funds

Other

STBG

1,780

430

Other

TAC

7,320

1,830

337,483

90,407

Project Name

Project ID

Project Type

Areawide Urban Reconstruction

60-9511-19

Areawide Transportation Alternatives Projects

60-9903-29

Subtotal

Page 90 of 619

2024-2027

Table V-3. Summary of FY 2024-2027 TIP Funding by Sponsoring Agency and Fiscal Year (Funding in Thousands)

Sponsoring
Agency
Anne Arundel
County
Baltimore City
Baltimore
County

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027
Matching
Funds

FY 20242027
Federal
Funds Total

FY 20242027
Matching
Funds Total

Total

$11,923

$16,495

$11,135

$11,863

$390

$78

$23,448

$28,436

$51,884

$89,377

$27,065

$76,660

$24,415

$23,420

$5,330

$189,457

$56,810

$246,267

$35,660

$8,140

$2,800

$700

$7,040

$960

$45,500

$9,800

$55,300

Carroll County

$1,883

$287

$4,102

$1,025

$1,158

$96

$1,858

$464

$9,000

$1,872

$10,873

Harford County

$2,880

$1,020

$17,710

$8,765

$2,720

$730

$6,360

$1,115

$29,670

$11,630

$41,300

Howard County
Maryland Port
Administration

$5,171

$40,996

$2,680

$4,295

$1,840

$1,085

$9,691

$46,376

$56,067

$72,832

$16,175

$56,959

$17,329

$77,910

$3,520

$207,701

$37,024

$244,725

$212,238

$163,813

$169,642

$90,505

$636,198

$23,866

$5,967

$24,021

$6,006

$26,681

$6,671

$27,540

$6,885

$102,109

$25,530

$127,639

MTA - Transit
Office of the
Secretary
SHA - Anne
Arundel County
SHA - Baltimore
County
SHA - Carroll
County
SHA - Harford
County
SHA - Howard
County
SHA - Queen
Anne's County
SHA - Regional

$181,306

$47,635

$157,734

$43,772

$191,075

$52,561

$151,643

$39,752

$681,757

$183,720

$865,477

$400

$200

$400

$200

$400

$200

$400

$200

$1,600

$800

$2,400

$19,308

$1,312

$26,310

$1,195

$19,576

$2,007

$18,137

$2,015

$83,331

$6,529

$89,860

$139,174

$6,348

$28,023

$1,699

$162,257

$8,688

$87,000

$4,640

$416,454

$21,375

$437,829

$7,439

$461

$4,452

$240

$1,500

$79

$13,391

$780

$14,171

$4,872

$532

$9,907

$551

$6,153

$324

$20,932

$1,407

$22,339

$967

$456

$1,802

$95

$796

$41

$3,565

$592

$4,157

$214

$54

$214

$54

$268

$337,483

$90,407

$327,987

$87,134

$190,155

$46,278

$198,356

$60,283

$1,053,981

$284,102

$1,338,083

Total

$934,756

$475,788

$752,682

$373,098

$713,072

$298,290

$491,293

$205,859

$2,891,803

$1,353,034

$4,244,837

Maryland
Transportation
Authority
MTA Commuter Rail

Page 91 of 619

Exhibit V-1. Comparison of the Total Amount Programmed in the 2021, 2022, 2023 and 2024 TIPs

$5,000,000,000
$4,500,000,000
$4,000,000,000
$3,500,000,000

$1,838,958,813

$1,596,435,374

$1,634,869,194

$1,353,035,021

$3,000,000,000
$2,500,000,000
$2,000,000,000
$1,500,000,000
$2,529,785,000

$2,504,631,600

$2,602,417,936

2021-2024 TIP

2022-2025 TIP

2023-2026 TIP

$2,891,802,060

$1,000,000,000
$500,000,000
$0
Federal
Page 92 of 619

State/Local Matching

2024-2027 TIP

Exhibit V-2. FY 2024-2027 TIP Funding by Fiscal Year

$1,600,000,000

$1,400,000,000

$1,200,000,000

$475,787,888

$1,000,000,000
$373,097,901
$298,289,919
$800,000,000

$600,000,000

$205,859,313
$934,755,529

$400,000,000

$752,681,599

$713,071,676
$491,293,256

$200,000,000

$0
FY 2024

FY 2025
Federal

Page 93 of 619

FY 2026
Matching

FY 2027

Exhibit V-3. FY 2024-2027 TIP Funding by Sponsoring Agency

$2,250,000,000
$2,000,000,000
$1,750,000,000
$1,500,000,000
$1,250,000,000
$1,000,000,000
$750,000,000
$500,000,000
$250,000,000
$0
MDOT SHA

MDOT
MTA ‐
Transit

MDTA

Baltimore
City

MDOT
MPA

FY 24‐27 Federal Funds

Page 94 of 619

MDOT
Howard
MTA ‐
County
Commuter
Rail

Baltimore
County

Anne
Arundel
County

FY 24‐27 State/Local Matching Funds

Harford
County

Carroll
County

Office of
the
Secretary

Exhibit V-4. FY 2024-2027 TIP Projects by Project Category

Project Category

Number of Projects

Highway Preservation

Highway Capacity

Transit Preservation

Emission Reduction Strategy

Environmental/Safety

Ports

Commuter Rail Preservation

Miscellaneous

Enhancement Program

Transit Capacity

Commuter Rail Capacity

Total

Page 95 of 619

143

Exhibit V-5. Share of FY 2024-2027 TIP Funding by Project Category

Environmental/Safety
$106,627,000
2.5%
Commuter Rail Preservation
$127,638,780
3.0%

Enhancement Program
$32,600,000
0.8%

Ports
$243,548,000
5.7%

Transit Capacity
$0
0%

Commuter Rail Capacity
$0
0%

Emission Reduction Strategy
$260,015,005
6.1%

Transit Preservation
$787,105,296
18.5%

Highway Preservation
$1,768,876,000
41.7%

Highway Capacity
$918,162,000
21.6%

Page 96 of 619

Miscellaneous
$265,000
0.1%

Exhibit V-6. Share of FY 2024 TIP Funding by Project Phase

Planning
$11,799,000
0.2%

Right of Way
$20,461,000
1.6%

Engineering
$110,017,000
7.9%

Construction
$1,189,842,539
84.6%

Page 97 of 619

Other
$78,423,878
5.7%

Exhibit V-7. FY 2024 Federal Fund Requests by Fund Source

NHPPCF

$309,245,000

STBGF

$296,521,000

5307CF

$99,276,403

INFRAF

$56,879,000

5337F

$55,288,295

CMAQF

$48,197,831

HSIPF

$32,940,000

CRISIF

$11,850,000

TACF

$7,320,000

RAISEF

$6,000,000

BUILDF

$3,612,000

5310F

$3,370,000

5307OF

$2,440,000

5339FF

$642,000

5329F

$400,000

FLAPF

$392,800

5311OF

$238,000

FLTPF

$98,200

OtherF

$45,000

NHFPF

$0
$0

Page 98 of 619

$50,000,000

$100,000,000

$150,000,000

$200,000,000

$250,000,000

$300,000,000

$350,000,000

proximity to key destinations such as supermarkets and

VI. TIP PROJECT INFORMATION

hospitals.10

A. Project and Environmental Justice Maps by
Jurisdiction

The project listings accompanying each map represent the

The following maps show the locations of specific TIP

TIP projects that can be shown through mapping techniques.

projects in relation to Environmental Justice (EJ) TAZs. Each

There are numerous projects that cannot be mapped such as

map shows where the population that is non-white or

bus purchases and operating assistance. For more detailed

Hispanic is higher than the regional average of 44.7% and

project information, please refer to the annual element in

where the low income population (below 200% of the poverty

section V.F or the full project listing following these maps in

level) is higher than the regional average of 21.4% from the

section VI.B. A project index is included at the end of the

2017-2021 American Community Survey 5-Year Estimates.

document.

Section II.B includes further discussion on EJ and the
identification of EJ TAZs.
The

long-range

transportation

plan,

Resilience

2050,

includes an extensive environmental justice analysis. BMC
staff utilized several measures to compare the effects on EJ
and non-EJ TAZs of projects in the preferred alternative of
Resilience 2050, including nonexempt projects in the TIP.
These measures include accessibility to jobs and shopping,
travel times for commuting and for other purposes, and

Further details on this EJ analysis can be found in Appendix C in
Resilience 2050: https://baltometro.org/transportation/plans/long-rangetransportation-plan/resilience2050

Page 99 of 619

Exhibit VI-1: Projects in Relation to Low Income & Minority Concentrations

Page 100 of 619

Exhibit VI-2: Projects in Relation to Low Income & Minority Concentrations

Page 101 of 619

Exhibit VI-3: Projects in Relation to Low Income & Minority Concentrations

Page 102 of 619

Exhibit VI-4: Projects in Relation to Low Income & Minority Concentrations

Page 103 of 619

Exhibit VI-5: Projects in Relation to Low Income & Minority Concentrations

Page 104 of 619

Exhibit VI-6: Projects in Relation to Low Income & Minority Concentrations

Page 105 of 619

Exhibit VI-7: Projects in Relation to Low Income & Minority Concentrations

Page 106 of 619

B. Detailed Project Listing
Anne Arundel County………………………………………………………………………………………………………………..109
Baltimore City……...………………………………………………………………………………………………………………....137
Baltimore County……………………………………………………………………………………………………………………..205
Carroll County………………………………………………………………………………………………………………………...219
Harford County……………………………………………………………………………………………………………………….239
Howard County……………………………………………………………………………………………………………………….270
Maryland Transportation Authority……………………………...………………………………………………………………….282
Maryland Port Administration….……………………………………………………………………………………………...…….290
Maryland Transit Administration – Transit…………..…………………………………………………………………………….298
Maryland Transit Administration – Commuter Rail…..…………………………………………………………………………...331
Office of the Secretary……………………………………………………………………………………………………………….340
State Highway Administration………………………………………………………………………………………………………342

Page 107 of 619

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity

Hanover Road Corridor Improvement
TIP ID

11-1801-42

Year of Operation

2030

Agency

Anne Arundel County

Project Type

New or extended roadways

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

0.7 miles

CIP or CTP ID(s)

H566700 (CIP) & AA372-11 (CTP)

Est. Total Cost

$25,700,000

Description:
This project is to provide design and right-of-way acquisition of a section of Hanover Road on a new
alignment between Ridge Road and New Ridge Road in Hanover.
Engineering funds were programmed in FY 2017. The estimated total cost includes estimated funding to
complete design and right-of-way acquisition of this project. No schedule or funding for construction has
been determined.

Justification:
This project is a breakout project from the MD 295 Project Planning Study that has a signed Finding of No
Significant Impacts (FONSI).

Connection to Long-Range Transportation Planning Goals:
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.

Page 108 of 619

2024-2027

Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

Hanover Road Corridor Improvement
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

ROW

$11,600

Subtotal

$11,600

Total

$11,600

Phase

Page 109 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Furnace Avenue Bridge over Deep Run
TIP ID

11-1103-13

Year of Operation

2027

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H535200 (CIP)

Est. Total Cost

$5,280,000

Description:
This project will reconstruct the existing bridge to correct existing deficiencies, a substandard approach
road and bridge deck geometry. Five foot shoulders are planned on both sides of the road. No sidewalks
will be included as part of this project.
FY 2024 engineering funds will complete preliminary design through NEPA and FY 2025 engineering
funds will complete final design.

Justification:
The bridge is functionally obsolete and load restricted. The bridge is rated in fair condition.

Page 110 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Furnace Avenue Bridge over Deep Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$505

$126

$480

$120

$1,231

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$211

Subtotal

$505

$126

$480

$331

$1,442

Total

$505

$126

$480

$331

$1,442

Page 111 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Harwood Road Bridge over Stocketts Run
TIP ID

11-1208-13

Year of Operation

2023

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H535100

Est. Total Cost

$3,430,000

Description:
This project will replace the existing bridge over Stocketts Run. Three foot shoulders are planned on both
sides of the road.
Engineering funds were included in the FY 2014-2017 TIP. FY 2024 funds are to complete construction.

Justification:
This project will correct existing bridge deficiencies, geometry, and substandard approach. The bridge is
functionally obsolete, load restricted, and is rated in poor condition.

Page 112 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Harwood Road Bridge over Stocketts Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,000

$400

$1,400

OTH

ENG

$200

$50

$250

PL
ROW

Subtotal

$1,200

$450

$1,650

Total

$1,200

$450

$1,650

Page 113 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Magothy Bridge Road Bridge over Magothy River
TIP ID

11-1402-13

Year of Operation

2026

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H534900 (CIP)

Est. Total Cost

$6,251,000

Description:
This project will replace the bridge deck and add shoulders to the bridge over the Magothy River. Five foot
sidewalks and seven foot shoulders are planned on both sides of the road.
Engineering funds were first included in a previous TIP. FY 2024 funds are to complete the construction
phase.

Justification:
This bridge is functionally obsolete and load restricted. It is currently rated in fair condition.

Page 114 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Magothy Bridge Road Bridge over Magothy River
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,000

$500

$2,900

$725

$6,125

OTH

ENG

$50

$13

$50

$13

$126

PL
ROW

Subtotal

$2,050

$513

$2,950

$738

$6,251

Total

$2,050

$513

$2,950

$738

$6,251

Page 115 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

O'Connor Road Bridge over Deep Run
TIP ID

11-1403-13

Year of Operation

2026

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H561000 (CIP)

Est. Total Cost

$8,143,000

Description:
This project will replace the bridge over Deep Run at O'Connor Road. Three foot shoulders are planned
on both sides of the road.
Engineering funds were first included in the FY 2014-2017 TIP. FY 2024 engineering funds are to
complete the final design after NEPA approval.

Justification:
The existing bridge is structurally deficient and is rated in poor condition.

Page 116 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

O'Connor Road Bridge over Deep Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$5,087

$1,589

$6,676

OTH

ENG

$800

$200

$1,000

$320

Subtotal

ROW

$800

$520

$5,087

$1,589

$7,996

Total

$800

$520

$5,087

$1,589

$7,996

Page 117 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

McKendree Road Culvert over Lyons Creek
TIP ID

11-1601-19

Year of Operation

2025

Agency

Anne Arundel County

Project Type

Other

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H566800

Est. Total Cost

$2,722,000

Description:
This project is to remove and replace the culvert on McKendree Road over Lyons Creek to correct the
structurally deficient condition of the existing multicell culvert. Three foot shoulders are planned on both
sides of the road.
Engineering funds were first included in FY 2017. FY 2024 funds are to complete final design and start
construction. This project was approved for 100% Federal Aid Bridge Program Funding for FY 2024 &
2025.
Justification:
The existing culvert is structurally deficient and is rated in poor condition.

Page 118 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

McKendree Road Culvert over Lyons Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,000

$692

$1,692

OTH

ENG

$200

$50

$300

PL
ROW

Subtotal

$1,200

$50

$742

$1,992

Total

$1,200

$50

$742

$1,992

Page 119 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Polling House Road Bridge over Rock Branch
TIP ID

11-1602-13

Year of Operation

2028

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H561100 (CIP)

Est. Total Cost

$6,171,000

Description:
This project will replace the existing bridge along Polling House Road over Rock Branch to correct the
deteriorated structure and obsolete deck geometry. Three foot shoulders are planned on both sides of the
road. The estimated total cost has increased from $2.875 million to $6.171 million as a result of
preliminary engineering and construction increases.
Engineering funds through NEPA approval were included in FY 2023.

Justification:
This project will correct the deteriorated structure and obsolete deck geometry of the existing bridge. The
bridge is rated in fair condition.

Page 120 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Polling House Road Bridge over Rock Branch
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$760

$190

$300

$75

$1,325

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$50

Subtotal

$760

$190

$300

$125

$1,375

Total

$760

$190

$300

$125

$1,375

Page 121 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Hanover Road Bridge over Deep Run
TIP ID

11-2105-13

Year of Operation

2027

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H580800 (CIP)

Est. Total Cost

$7,743,000

Description:
This project will replace the existing bridge along Hanover Road over Deep Run due to its deteriorating
condition. Shoulders and sidewalks will be provided on both sides. Cost is projected to increase from
$6.945 M to $7.743 M due to refined construction estimate.

Justification:
This project will correct the deteriorated structure of the existing bridge. The bridge is rated in fair
condition.

Page 122 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Hanover Road Bridge over Deep Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$565

$142

$496

$124

$1,327

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$48

Subtotal

$565

$142

$496

$172

$1,375

Total

$565

$142

$496

$172

$1,375

Page 123 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Conway Road Bridge over Little Patuxent River
TIP ID

11-2106-13

Year of Operation

2028

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H580900 (CIP)

Est. Total Cost

$23,005,000

Description:
This project will replace the existing bridge along Conway Road over the Little Patuxent River due to its
deteriorating condition. The width and inclusion of shoulders and sidewalks will be evaluated during
engineering.

Justification:
This project will correct the deteriorated structure of the existing bridge. The existing bridge is rated in fair
condition.

Page 124 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Conway Road Bridge over Little Patuxent River
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$1,500

$375

$1,875

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$1,500

$375

$1,875

Total

$1,500

$375

$1,875

Page 125 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Jacobs Road Bridge over Severn Run
TIP ID

11-2107-13

Year of Operation

2027

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H581000 (CIP)

Est. Total Cost

$3,815,000

Description:
This project will replace the existing bridge along Jacobs Road over Severn Run due to its deteriorating
condition. The width and inclusion of shoulders and sidewalks will be evaluated during engineering. Cost
is projected to decrease from $10.624 M to $3.815 M due to refined construction costs.

Justification:
This project will correct the deteriorated structure of the existing bridge. The existing bridge is rated in fair
condition.

Page 126 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Jacobs Road Bridge over Severn Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$1,095

$219

$1,314

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$48

Subtotal

$1,095

$267

$1,362

Total

$1,095

$267

$1,362

Page 127 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Culvert Invert Paving
TIP ID

11-2401-13

Year of Operation

2025

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Varies

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

H001724

Est. Total Cost

$675,000

Description:
This project will provide culvert invert paving for five county-owned metal pipe culverts identified through
scheduled inspections. (AA2013, AA3009, AA4031,AA5017 & AA5018)

Justification:
This project is needed to address the deteriorating conditions of the culvert inverts and increase their
service life.
The project is eligible for 80% federal funding for both design and construction through the Federal
Highway Bridge Program.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 128 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Culvert Invert Paving
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$540

$135

$675

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$540

$135

$675

Total

$540

$135

$675

Page 129 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Town Center Boulevard Bridge over tributary of Severn Run
TIP ID

11-2402-13

Year of Operation

2030

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

H001824

Est. Total Cost

$1,030,000

Description:
This project will replace/rehabilitate the existing two-cell culvert located on Town Center Blvd over
Tributary to Severn Run to address the deteriorating condition of the structure. The project is eligible for
80% federal funding for both design and construction through the Federal Highway Bridge Program.
Construction funding will be applied to this project when the Design and ROW phases are complete, from
project H581100, Bridge Construction Placeholder.

Justification:
Replacement of County infrastructure to extend service life. Bridge currently has a sufficiency rating of
56.0

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 130 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Town Center Boulevard Bridge over tributary of Severn Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$824

$206

$1,030

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$824

$206

$1,030

Total

$824

$206

$1,030

Page 131 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Patuxent Road Bridge over Little Patuxent River
TIP ID

11-2403-13

Year of Operation

2030

Agency

Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H001924

Est. Total Cost

$1,105,000

Description:
This project will rehabilitate the existing bridge located on Patuxent Rd over Little Patuxent River to
replace the deteriorating bridge deck and perform repairs on the bridge superstructure and substructure.

Justification:
Rehabilitation of County infrastructure to extend service life. Bridge currently has a sufficiency rating of
75.0

Connection to Long-Range Transportation Planning Goals:

Page 132 of 619

2024-2027

Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Patuxent Road Bridge over Little Patuxent River
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$884

$221

$1,105

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$884

$221

$1,105

Total

$884

$221

$1,105

Page 133 of 619

2024-2027

Anne Arundel County

2024 - 2027 Transportation Improvement Program

Transit Preservation

Parole Transportation Center
TIP ID

11-2101-66

Year of Operation

2026

Agency

Anne Arundel County

Project Type

New bus facilities

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

H581200 (CIP)

Est. Total Cost

$17,170,000

Description:
This project will provide a multi-modal transportation center in Parole at the Westfield Annapolis Mall. The
facility will serve existing local and regional bus service, but will also be designed as an intermodal hub
with possible future connectivity to modes such as bikeshare, carshare, and ridehailing services.
Cost increase from $15.574 million to $17.170 million is a result of increased preliminary engineering and
construction costs.

Justification:
This facility is necessary to handle transfers between local and regional bus service and to allow more
docking area to serve both. It will also provide additional amenities for waiting passengers. The project is
recommended in the Anne Arundel County General Development Plan with specific recommendations
from the recently completed UPWP feasibility study.

Connection to Long-Range Transportation Planning Goals:
2.E Improve and Maintain the Existing Infrastructure -- Improve the condition of transit infrastructure and
stations/stops.
3.G Improve Accessibility -- Improve system connectivity and continuity among modes and across
boundaries.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
Page 134 of 619

2024-2027

Anne Arundel County

Transit Preservation

2024 - 2027 Transportation Improvement Program

Parole Transportation Center
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$3,000

OTH

ENG

ROW

Subtotal

$3,000

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,000

$8,889

$9,889

OTH

$100

ENG

$100

$50

$150

ROW

Subtotal

$1,200

$8,939

$10,139

Total

$1,200

$3,000

$8,939

$13,139

Phase

Page 135 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore City

Environmental/Safety

2024 - 2027 Transportation Improvement Program

National Highway System

Northern Parkway at Falls Road Traffic Safety and Bike Facility Improvements
TIP ID

12-2301-39

Year of Operation

2027

Agency

Baltimore City

Project Type

Bicycle/pedestrian facility

Project Category

Environmental/Safety

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 lanes to 3; 1.3 miles

CIP or CTP ID(s)

508-156

Est. Total Cost

$5,000,000

Description:
This project seeks to construct the following:
1. A protected bicycle facility on Falls Road between Northern Parkway and Coldspring Lane
2. Provide geometric safety improvements at the intersection of Northern Parkway at Falls Road

Justification:
Falls Road is identified as a Main Bike Route in Baltimore City's 2015 Bike Master Plan. This project
would provide a protected facility to improve the safety and accessibility for people biking on Falls Road
while encouraging slower traffic.
Northern Parkway at Falls road experiences a high number of crashes and is a high volume roadway.
Geometric traffic safety improvements at this intersection are projected to decrease the incidence of traffic
crashes.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
3.E Improve Accessibility -- Provide or improve pedestrian and bicycle facilities that link to activity centers
Page 136 of 619

2024-2027

Baltimore City

Environmental/Safety

2024 - 2027 Transportation Improvement Program

National Highway System

Northern Parkway at Falls Road Traffic Safety and Bike Facility Improvements
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$2,720

$680

$3,400

OTH

ENG

ROW

Subtotal

$2,720

$680

$3,400

Total

$2,720

$680

$3,400

Phase

Page 137 of 619

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Environmental/Safety

Frederick Avenue ADA Upgrades (Brunswick to S. Pulaski)
TIP ID

12-2303-25

Year of Operation

2028

Agency

Baltimore City

Project Type

Bicycle/pedestrian facilities

Project Category

Environmental/Safety

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 lanes to 4 lanes; 0.66 miles

CIP or CTP ID(s)

508-157

Est. Total Cost

$13,000,000

Description:
Upgrade ADA pedestrian facilities including curb ramps, sidewalks, removal of obstructions to provide
compliant ADA access from Brunswick Street to S. Pulaski Street to the transit transfer stops along
Frederick Ave.

Justification:
Repairs are necessary to comply with the provisions of the Americans With Disabilities Act, specifically as
it relates to access for disabled road users.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.

Page 138 of 619

2024-2027

Baltimore City

Environmental/Safety

2024 - 2027 Transportation Improvement Program

Frederick Avenue ADA Upgrades (Brunswick to S. Pulaski)
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$1,040

$260

$1,300

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$1,040

$260

$1,300

Total

$1,040

$260

$1,300

Page 139 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Citywide Traffic Signals, Intelligent Transportation System and Safety Improvements
TIP ID

12-1218-07

Year of Operation

Ongoing

Agency

Baltimore City

Project Type

ITS

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

512-077, 512-078, 512-080, 512-009

Est. Total Cost

$15,500,000

Description:
This project includes signal and traffic improvements citywide which may include but are not limited to:
traffic signal system upgrades, ITS and system integration, traffic signal timing optimization, traffic
surveillance camera expansion, traffic signal replacements and upgrades, communications equipment
including fiber optic, copper and wireless, variable message signs, vehicular and pedestrian detector
upgrades, intersection improvements, signs and marking. Projects included in this TIP ID are: 1) CCTV
and signal rewiring citywide, 2) installation of fiber optic and copper communications citywide, 3) ITS
deployment and upgrades citywide, 4) geometric improvements at multiple intersections, 5) traffic signal
reconstruction, and 6) traffic signal timing optimization. Engineering and planning funds for the traffic
signal timing optimization project were included in FY 2022.
Justification:
It is necessary to upgrade the aging infrastructure of traffic signals and ITS devices to reduce congestion
and delays, distribute traffic volumes through the roadway network, and improve the safety of motorists
and pedestrians.

Connection to Long-Range Transportation Planning Goals:
2.B Improve and Maintain the Existing Infrastructure -- Replace traffic signals and ITS elements.
4.D Increase Mobility -- Apply mobility-related management and operations techniques.
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.

Page 140 of 619

2024-2027

Baltimore City

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Citywide Traffic Signals, Intelligent Transportation System and Safety Improvements
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$7,200

$1,800

$4,800

$1,200

$15,000

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$7,200

$1,800

$4,800

$1,200

$15,000

Total

$7,200

$1,800

$4,800

$1,200

$15,000

Page 141 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Transportation Management Center Upgrade
TIP ID

12-1701-04

Year of Operation

2027

Agency

Baltimore City

Project Type

Traffic engineering

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

512-005

Est. Total Cost

$12,500,000

Description:
This project will upgrade the central computer system or Advance Traffic Management System (ATMS)
along with field controllers and integrate the system with controllers and ITS devices to effectively and
safely manage traffic. The system may include but is not limited to software, computer hardware, servers,
switches and communications equipment. The current ATMS, known as an “i2 System” is more than 15
years old and has been discontinued by the vendor. Replacement with a new system requires a complete
upgrade of hardware and software, replacement of field controllers, and installation of communications
equipment for field devices.
Justification:
The existing system requires upgrades and expansion for better functioning of the Traffic Management
Center.

Connection to Long-Range Transportation Planning Goals:
4.D Increase Mobility -- Apply mobility-related management and operations techniques.
6.C Improve System Security -- Apply security-related management and operations techniques.

Page 142 of 619

2024-2027

Baltimore City

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Transportation Management Center Upgrade
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$4,000

$1,000

$5,600

$1,400

$12,000

OTH

ENG

$500

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$4,000

$1,500

$5,600

$1,400

$12,500

Total

$4,000

$1,500

$5,600

$1,400

$12,500

Page 143 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Greenway Middle Branch Phase 2
TIP ID

12-2102-03

Year of Operation

2025

Agency

Baltimore City

Project Type

Bicycle/pedestrian facility

Project Category

Emission Reduction Strategy

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

0.8 miles

CIP or CTP ID(s)

508-126

Est. Total Cost

$2,219,000

Description:
The Middle Branch Phase 2 project involves the construction of a 0.8 mile trail as part of the Baltimore
Greenway Loop that connects Baltimore City's major parks. The trail will serve both pedestrians and
cyclists. The type of facility varies between an off-street shared-use trail and an on-street cycle track. The
facility will be two-way through the project limits.
Engineering was funded with a FY 2019 discretionary grant through the Surface Transportation Block
Grant program set-aside for Transportation Alternatives.
Justification:
This trail will provide a key connection on the Baltimore Greenway Loop between the Inner Harbor
trail/cycle track and the Middle Branch Trail.

Connection to Long-Range Transportation Planning Goals:
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
3.E Improve Accessibility -- Provide or improve pedestrian and bicycle facilities that link to activity centers
and public transit.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
vehicles / apply emission reduction technologies.
Page 144 of 619

2024-2027

Baltimore City

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Greenway Middle Branch Phase 2
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,525

$382

$1,907

OTH

ENG

ROW

Subtotal

$1,525

$382

$1,907

Total

$1,525

$382

$1,907

Page 145 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Communication Upgrades - Wireless
TIP ID

12-2304-07

Year of Operation

2028

Agency

Baltimore City

Project Type

ITS

Project Category

Emission Reduction Strategy

Functional Class

Varies

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

512-017

Est. Total Cost

$12,500,000

Description:
Rehabilitate and upgrade aging and deteriorated signal & ITS (Intelligent Transportation System)
communication network.

Justification:
The majority of the traffic signals in the city are not connected to the central server. This project seeks to
provide wireless communications to the traffic signal network so that we can communicate with the
individual signals, keep coordination, and make changes to signal operations remotely.

Connection to Long-Range Transportation Planning Goals:
2.B Improve and Maintain the Existing Infrastructure -- Replace traffic signals and ITS elements.

Page 146 of 619

2024-2027

Baltimore City

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Communication Upgrades - Wireless
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$1,000

$250

$1,250

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$1,000

$250

$1,250

Total

$1,000

$250

$1,250

Page 147 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Perring Parkway Ramp over Herring Run
TIP ID

12-1215-13

Year of Operation

2025

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

506-760

Est. Total Cost

$11,070,000

Description:
This project includes replacement of the Perring Parkway ramp over Herring Run.
Engineering for this project was originally authorized in FY 2016.

Justification:
This deteriorated bridge requires replacement to maintain the safety and function of the roadway network.
The existing bridge is in poor condition with a sufficiency rating of 35.0.
The bridge is still in Poor Condition according to the 2022 Bridge Inspection Report. No new restrictions
have been added.

Page 148 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Perring Parkway Ramp over Herring Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$4,080

$1,020

$5,100

OTH

ENG

ROW

Subtotal

$4,080

$1,020

$5,100

Total

$4,080

$1,020

$5,100

Page 149 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Sisson Street Bridge over CSX Railroad
TIP ID

12-1216-13

Year of Operation

2026

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 Lanes

CIP or CTP ID(s)

506-766

Est. Total Cost

$8,250,000

Description:
The 133-foot long bridge was originally built in 1914 and was rehabilitated in 1950, but severe
deterioration is now evident throughout and the structure must be replaced. The existing sidewalks will be
replaced with standard SHA and ADA compliant sidewalks.
Engineering funds for this project were authorized in FY 2019.

Justification:
This deteriorated bridge requires replacement to maintain the safety and function of the roadway network.
The existing bridge is in poor condition with a sufficiency rating of 41.4. As a result, the bridge was closed
to traffic in February 2022.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
Page 150 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Sisson Street Bridge over CSX Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,500

$6,000

$7,500

OTH

ENG

ROW

Subtotal

$1,500

$6,000

$7,500

Total

$1,500

$6,000

$7,500

Page 151 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Belair Road Complete Streets
TIP ID

12-1404-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

527-008

Est. Total Cost

$12,100,000

Description:
Design and construction for street, sidewalk, bike improvements and greening at key nodes on Belair
Road, including Frankford Avenue, Erdman Avenue, and Fleetwood Avenue. This project is a major
implementation item from the Urban Land Institute Belair Road report and BCDOT traffic study. FY 2022
engineering and FY 2024 construction funds are for Phase II, which includes the intersection of Belair
Road and Erdman Avenue. Phase I, which includes the intersection of Belair Road and Frankford Avenue,
was completed in February 2021. The year of operation of 2027 reflects the completion of Phase II. Phase
III includes the intersection of Belair Road and Fleetwood Avenue. FY24 engineering funds are for
preliminary design for Phase III work.
Justification:
Belair Road is a high-speed corridor with numerous pedestrian and vehicle collisions. Improvements will
improve multi-modal access and safety on the corridor near major retail nodes.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
Page 152 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Belair Road Complete Streets
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$7,600

OTH

ENG

$560

$140

$700

PL
ROW

Subtotal

$8,160

$140

$8,300

Total

$8,160

$140

$8,300

Page 153 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Orleans Street Bridge over I-83 and City Streets
TIP ID

12-1601-13

Year of Operation

2028

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

6 to 6 lanes, 1728 feet

CIP or CTP ID(s)

506-006

Est. Total Cost

$8,000,000

Description:
This work will include but will not be limited to rehabilitating the deteriorated bridge with structural
improvements, cleaning and painting of the steel elements, replacing and reconfiguring the storm drain
system and other repairs in order to correct the deteriorated components of the bridge. The sidewalk
along the south side of the bridge will remain in place.

Justification:
The project will correct the bridges deteriorated condition and will provide increased structural and traffic
safety. The bridge is exhibiting continued deterioration and spalling (when concrete separates from steel
reinforcement bars) as well as settlement of the riding surface. The existing bridge is in fair condition with
a sufficiency rating of 63.5
Per the Bridge Inspection on 11/21/22, the bridge is now in Poor Condition and the sufficiency rating is
63.3.

Page 154 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Orleans Street Bridge over I-83 and City Streets
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$5,000

$500

$5,500

OTH

ENG

$960

$240

$1,200

Phase

PL
ROW

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$960

$240

$5,000

$500

$6,700

Total

$960

$240

$5,000

$500

$6,700

Page 155 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Remington Avenue Bridge over Stony Run
TIP ID

12-1602-13

Year of Operation

2024

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

506-761

Est. Total Cost

$9,900,000

Description:
This work will include but will not be limited to rehabilitating the deteriorating bridge so that it meets
current standards. The existing sidewalks will be replaced with standard SHA and ADA compliant
sidewalks.
Engineering for this project was authorized in FY 2016.

Justification:
The project will correct the bridges' deteriorated condition and will provide increased structural and traffic
safety. The bridge is exhibiting continued deterioration and spalling (when concrete separates from steel
reinforcement bars) as well as undermining of the substructure. The existing bridge is in poor condition
with a sufficiency rating of 15.3.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Remington Avenue Bridge over Stony Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$6,172

$1,543

$7,715

OTH

ENG

ROW

Subtotal

$6,172

$1,543

$7,715

Total

$6,172

$1,543

$7,715

Page 157 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Radecke Avenue and Sinclair Lane over Moores Run
TIP ID

12-1603-13

Year of Operation

2030

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

506-762

Est. Total Cost

$14,500,000

Description:
This project includes replacement of the deteriorated bridge on Radecke Avenue with a new structure that
will meet current standards. The existing sidewalks will be replaced with standard SHA and ADA
compliant sidewalks. Engineering for this bridge was authorized in FY 2019. The project scope has
expanded to include rehabilitation of the Sinclair Lane bridge over Moores Run. The existing beams and
deck will be removed and replaced. Engineering funds for this bridge were authorized in FY 2021.
The two bridges are in close proximity to each other and will advertise for construction as one project in
FY 2024. This will result in less disruption to the community and a greater cost savings to Baltimore City.
Justification:
This project will correct the deteriorated condition of the bridges and will provide increased structural and
traffic safety. The bridges are exhibiting continued deterioration and spalling (when concrete separates
from steel reinforcement bars) as well as severe corrosion of the steel beams. The Radecke Avenue
bridge is in poor condition with a sufficiency rating of 68.5. The Sinclair Lane Bridge is in poor condition
with a sufficiency rating of 82.0.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Radecke Avenue and Sinclair Lane over Moores Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$3,600

$900

$7,200

$1,800

$13,500

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$3,600

$900

$7,200

$1,800

$13,500

Total

$3,600

$900

$7,200

$1,800

$13,500

Page 159 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-83 Concrete Deck Mill and Resurface
TIP ID

12-1604-13

Year of Operation

2026

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Interstate

Conformity Status

Exempt

Physical Data

6 to 6 lanes

CIP or CTP ID(s)

509-005

Est. Total Cost

$16,250,000

Description:
This work will include but will not be limited to rehabilitating the deteriorating concrete decks of the bridges
with new wearing surfaces that meet current standards. The limits of this project are between Exit 1 and
Exit 10.
Engineering funds for this project were authorized in FY 2020.

Justification:
The project will correct the bridges' deteriorated condition and will provide increased structural and traffic
safety. The bridges are exhibiting continued deterioration and spalling (when concrete separates from
steel reinforcement bars) of the concrete decks, causing numerous potholes.

Page 160 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-83 Concrete Deck Mill and Resurface
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$12,220

$3,055

$15,275

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$12,220

$3,055

$15,275

Total

$12,220

$3,055

$15,275

Page 161 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Moravia Road Ramp Bridge over Pulaski Highway
TIP ID

12-1605-13

Year of Operation

2029

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

508-184

Est. Total Cost

$11,200,000

Description:
This work will include but will not be limited to rehabilitating the existing deteriorated bridge with new
bridge components that meet current standards.

Justification:
The project will correct the bridges deteriorated condition and will provide increased structural and traffic
safety. The bridge exhibits continued deterioration
and spalling (when concrete separates from steel reinforcement bars) as well as settlement of the riding
surface. The existing bridge is in poor condition with a sufficiency rating of 65.8.

Page 162 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Moravia Road Ramp Bridge over Pulaski Highway
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$600

$150

$750

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$600

$150

$750

Total

$600

$150

$750

Page 163 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Monroe Street Ramp over CSX and Russell Street over CSX
TIP ID

12-1801-13

Year of Operation

2031

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes, .53 miles

CIP or CTP ID(s)

507-003

Est. Total Cost

$31,400,000

Description:
This project will replace the bridges carrying the Monroe Street ramp and Russell Street over CSX
(sufficiency ratings of 47.8 and 41.2). This replacement includes full depth concrete pavement
replacement as well as water, conduit, and BGE. The Monroe Street ramp bridge carries traffic from the
southbound I-95 off ramp onto southbound MD 295. The Russell Street bridge carries traffic northbound
and southbound into and out of Baltimore City to MD 295.
Engineering funds for this project were authorized in FY 2012 under TIP ID #12-1030-13 (citywide bridge).
Justification:
The existing bridges are rated in poor condition and warrant replacement. The Monroe Street ramp bridge
is geometrically inefficient and has resulted in numerous vehicle accidents. The Russell Street bridge
carries over 46,000 vehicles per day and the structure is showing signs of deterioration. Both bridges
carry vehicle traffic over CSX freight lines that connect the southeast United States with the northeast U.S.
and the Maryland Ports of Baltimore.
As of 2023, both bridges are still in poor condition, with the foundations of the Russel Street bridge
requiring corrective action in order to remain open to traffic.

Page 164 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Monroe Street Ramp over CSX and Russell Street over CSX
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$23,520

$5,880

$29,400

OTH

ENG

ROW

Subtotal

$23,520

$5,880

$29,400

Total

$23,520

$5,880

$29,400

Phase

Page 165 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

25th Street Rehabilitation from Greenmount Avenue to Kirk Avenue
TIP ID

12-2001-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 2,050 ft

CIP or CTP ID(s)

508-044

Est. Total Cost

$12,900,000

Description:
Roadway rehabilitation work includes concrete roadway slab replacement, concrete type I and type II
repair, full depth base repair, milling, paving, ADA compliant sidewalks, pedestrian ramps, crosswalks,
drainage improvements, traffic signal replacement, signage, pavement markings, curb and gutter
replacement, landscaping, trees, new street lights, and street light fixture upgrades. In addition to roadway
rehabilitation, a mixed use trail to accommodate bicycles and pedestrians will be included in the project.
Estimated total cost revised from $11.9M to $12.9M based on updated construction cost estimates.
Engineering funds for preliminary design were appropriated in FY 2021.
Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes the safety of all users and increases maintenance activities. The work will improve road
conditions along 25th Street and provide improved accommodations for pedestrians and cyclists.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.

Page 166 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

25th Street Rehabilitation from Greenmount Avenue to Kirk Avenue
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$8,800

$2,200

$11,000

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$8,800

$2,200

$11,000

Total

$8,800

$2,200

$11,000

Page 167 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

41st Street over I-83, MTA Light Rail Tracks, and Jones Falls
TIP ID

12-2002-13

Year of Operation

2030

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 1,238 ft

CIP or CTP ID(s)

506-010

Est. Total Cost

$19,550,000

Description:
The 1,238-foot long bridge was originally built in 1930 and was rehabilitated in 1986, but severe
deterioration is now evident throughout and the structure must be evaluated to determine whether the
bridge should be rehabilitated or replaced. The estimated total cost of $19.55 million assumes a bridge
rehabilitation, which is substantially less expensive than a replacement. The existing sidewalks will be
replaced with standard SHA and ADA compliant sidewalks. The existing lighting system will also be
upgraded.

Justification:
The deteriorated bridge requires a rehabilitation or replacement to maintain the safety and function of the
roadway network. The existing bridge is in fair condition with a sufficiency rating of 48.7.
Per the Bridge Inspection on 8/5/22, the bridge is now in Poor Condition and the sufficiency rating is 65.7.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

41st Street over I-83, MTA Light Rail Tracks, and Jones Falls
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$14,840

$3,710

$18,550

OTH

ENG

$400

$100

$800

$200

$1,500

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$400

$100

$15,640

$3,910

$20,050

Total

$400

$100

$15,640

$3,910

$20,050

Page 169 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Citywide Asset Management
TIP ID

12-2003-19

Year of Operation

Ongoing

Agency

Baltimore City

Project Type

Other

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

527-056

Est. Total Cost

$2,200,000

Description:
This project is for activities related to the development and implementation of a performance based
management program for Baltimore City federal-aid roadways. Local funds will be used for roads that are
not federal-aid eligible. These activities will include, but are not limited to data collection, condition
assessment, condition index rating for prioritization rankings, road treatments, licensing software and
equipment required for risk-based asset management.

Justification:
The key drivers for the implementation of an asset management system are: (1) an aging infrastructure,
(2) the need for service improvement at a reduced cost due to declining budgets and (3) an increased
demand from the travelling public and communities.

Connection to Long-Range Transportation Planning Goals:
9. Promote Informed Decision Making

Page 170 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Citywide Asset Management
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$320

$680

$1,000

ROW

Subtotal

$320

$680

$1,000

Total

$320

$680

$1,000

Phase

Page 171 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Brehms Lane over Herring Run
TIP ID

12-2005-13

Year of Operation

2028

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes, 92 ft

CIP or CTP ID(s)

506-011

Est. Total Cost

$6,500,000

Description:
The 92-foot long bridge was originally built in 1963, but severe deterioration is now evident throughout and
the structure must be replaced. The existing sidewalks will be replaced with standard SHA and ADA
compliant sidewalks.
Project was last shown in the 2020-2023 TIP. Total cost has increased as a result of additional work
required due to continued deterioration and increased material costs.

Justification:
The deteriorated bridge requires replacement to maintain the safety and function of the roadway network.
The existing bridge is in poor condition with a sufficiency rating of 46.3.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Brehms Lane over Herring Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$180

$45

$225

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$180

$45

$225

Total

$180

$45

$225

Page 173 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Fremont Avenue Rehabilitation from Lafayette Avenue to Presstman Street
TIP ID

12-2007-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes, 2500 ft

CIP or CTP ID(s)

508-051

Est. Total Cost

$8,023,000

Description:
Roadway rehabilitation work includes concrete roadway slab replacement, concrete type I and type II
repair, full depth base repair, milling, paving, ADA compliant sidewalks, pedestrian ramps, crosswalks,
drainage improvements, traffic signal replacement, signage, pavement markings, curb and gutter
replacement, landscaping, trees, new street lights, and street light fixture upgrades. The project will also
include pedestrian safety improvements. Engineering funds for preliminary design were appropriated in
FY 2021. The estimated total cost has been revised from $9 million to $8.023 million to reflect the actual
costs of preliminary design and proposed final design costs, and estimated construction costs.
Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes motorist safety and increases maintenance activities. The work will improve road conditions
along major routes leading to and from Baltimore and its neighborhoods without increasing roadway
capacity and will provide an opportunity to improve walkways and crossings where needed along these
routes.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 174 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Fremont Avenue Rehabilitation from Lafayette Avenue to Presstman Street
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$5,600

$1,400

$7,000

OTH

ENG

ROW

Subtotal

$5,600

$1,400

$7,000

Total

$5,600

$1,400

$7,000

Page 175 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Howard Street over I-83, CSX, Amtrak, and Jones Falls
TIP ID

12-2009-13

Year of Operation

2030

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

5 to 5 lanes, 979 ft

CIP or CTP ID(s)

506-009

Est. Total Cost

$49,450,000

Description:
The 979-foot long bridge was originally built in 1938 and was rehabilitated in 1981, but severe
deterioration is now evident throughout and the structure must be studied for either rehabilitation or
replacement. The estimated total cost of $49.45 million assumes a bridge replacement, which is
substantially more expensive than a rehabilitation. The existing sidewalks will be replaced with standard
SHA and ADA compliant sidewalks. The existing lighting system will also be upgraded.

Justification:
The deteriorated bridge requires rehabilitation or replacement to maintain the safety and function of the
roadway network. The existing bridge is in poor condition with a sufficiency rating of 44.6.
Per the Bridge Inspection on 3/19/22, the bridge has been classified in Fair Condition and has a
sufficiency rating of 44.8.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Howard Street over I-83, CSX, Amtrak, and Jones Falls
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$520

$130

$650

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$520

$130

$650

Total

$520

$130

$650

Page 177 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Madison Street Rehabilitation from North Milton Avenue to Edison Highway
TIP ID

12-2010-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes, 2700 ft

CIP or CTP ID(s)

508-053

Est. Total Cost

$9,904,000

Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes the safety of all users and increases maintenance activities. The work will improve road
conditions along Madison Street and provide improved pedestrian accommodations through shorter
crossings.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 178 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Madison Street Rehabilitation from North Milton Avenue to Edison Highway
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$6,800

$1,700

$8,500

OTH

ENG

ROW

Subtotal

$6,800

$1,700

$8,500

Total

$6,800

$1,700

$8,500

Page 179 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Park Heights Avenue from West Rogers Avenue to Strathmore Avenue
TIP ID

12-2011-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 4100 ft

CIP or CTP ID(s)

508-046

Est. Total Cost

$15,050,000

Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes motorist safety and increases maintenance activities. The work will improve road conditions
along major routes leading to and from Baltimore and its neighborhoods without increasing roadway
capacity. Pedestrian safety improvements will be included in the project.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 180 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Park Heights Avenue from West Rogers Avenue to Strathmore Avenue
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$10,920

$2,730

$13,650

OTH

ENG

ROW

Subtotal

$10,920

$2,730

$13,650

Total

$10,920

$2,730

$13,650

Phase

Page 181 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

West Patapsco Avenue from Magnolia Avenue to Potee Street
TIP ID

12-2012-11

Year of Operation

2028

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

6 to 4 lanes, 7,400 ft

CIP or CTP ID(s)

508-072

Est. Total Cost

$16,100,000

Description:
Roadway rehabilitation work includes concrete roadway slab replacement, concrete type I and type II
repair, full depth base repair, milling, paving, ADA compliant sidewalks, pedestrian ramps, crosswalks,
drainage improvements, traffic signal replacement, signage, pavement markings, curb and gutter
replacement, landscaping, trees, new street lights, and street light fixture upgrades. Existing travel lanes
on the south side of the road will be converted to a shared use trail.
Engineering funds for preliminary design were appropriated in FY 2021. FY 2024 engineering funds are to
complete final design (rolled over from FY23).
Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes motorist safety and increases maintenance activities. The work will improve road conditions
along major routes leading to and from Baltimore and its neighborhoods without increasing roadway
capacity and will provide an opportunity to improve walkways and bicycle access where needed along
these routes.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
3.E Improve Accessibility -- Provide or improve pedestrian and bicycle facilities that link to activity centers
and public transit.
Page 182 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

West Patapsco Avenue from Magnolia Avenue to Potee Street
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$11,320

$2,830

$14,150

OTH

ENG

$640

$160

$640

$160

$1,600

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$640

$160

$11,960

$2,990

$15,750

Total

$640

$160

$11,960

$2,990

$15,750

Page 183 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Pennington Avenue Rehabilitation from Birch Street to East Ordnance Road
TIP ID

12-2013-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 3500 ft

CIP or CTP ID(s)

508-056

Est. Total Cost

$7,650,000

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.

Page 184 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Pennington Avenue Rehabilitation from Birch Street to East Ordnance Road
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$5,720

$1,430

$7,150

OTH

ENG

ROW

Subtotal

$5,720

$1,430

$7,150

Total

$5,720

$1,430

$7,150

Page 185 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Waterview Avenue over Ramp to 295
TIP ID

12-2015-13

Year of Operation

2027

Agency

Baltimore City

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 75 ft

CIP or CTP ID(s)

506-007

Est. Total Cost

$6,000,000

Description:
The 75-foot long bridge was originally built in 1950, but severe deterioration is now evident throughout and
the structure must be evaluated to determine whether the bridge should be rehabilitated or replaced. The
estimated total cost of $6 million assumes a bridge replacement, which is substantially more expensive
than a rehabilitation. The existing sidewalks will be replaced with standard SHA and ADA compliant
sidewalks.

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Waterview Avenue over Ramp to 295
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$2,500

$250

$2,500

$250

$5,500

OTH

ENG

$160

$40

$200

Phase

PL
ROW

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$160

$40

$2,500

$250

$2,500

$250

$5,700

Total

$160

$40

$2,500

$250

$2,500

$250

$5,700

Page 187 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Russell Street Pavement Rehabilitation from Russell Street Viaduct to City Line
TIP ID

12-2302-11

Year of Operation

2027

Agency

Baltimore City

Project Type

Facility rehabilitation

Project Category

Highway Preservation

Functional Class

Other Freeway & Expressways

Conformity Status

Exempt

Physical Data

6 lanes to 6 lanes, 2.1 miles

CIP or CTP ID(s)

508-164

Est. Total Cost

$5,400,000

Description:
Roadway rehabilitation work includes concrete roadway slab replacement, concrete type I and type II
repair, full depth base repair, milling, paving, curb and gutter replacement, sidewalk repair, streetlight
fixture upgrade, new signage, and pavement marking.

Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes motorist safety and increases maintenance activities. This work will improve road conditions
along major routes leading to and from Baltimore, improving access and safety.

Page 188 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Russell Street Pavement Rehabilitation from Russell Street Viaduct to City Line
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$4,000

$1,000

$5,000

OTH

ENG

ROW

Subtotal

$4,000

$1,000

$5,000

Total

$4,000

$1,000

$5,000

Page 189 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

W North Avenue Pedestrian Safety Improvements from Mt Royal Avenue to Hilton Street
TIP ID

12-2401-03

Year of Operation

2030

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2.6 miles

CIP or CTP ID(s)

508-162

Est. Total Cost

$11,000,000

Description:
Pedestrian safety improvement work includes reconstruction of sidewalks, driveways, curb, gutter,
pedestrian ramps, pedestrian signal APS/CPS, crosswalks (continental), pedestrian lighting in areas
needed, and expanded tree pits with added tree to make this corridor ADA compliant and to create ADA
compliant drainage systems at crosswalks. No capacity changes.

Justification:
Pedestrian safety improvements are necessary to comply with the provisions of the ADA, specifically as it
relates to disabled road users.

Page 190 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

W North Avenue Pedestrian Safety Improvements from Mt Royal Avenue to Hilton Street
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$800

$200

$1,000

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$800

$200

$1,000

Total

$800

$200

$1,000

Page 191 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Pennsylvania Avenue Rehabilitation from North Avenue to MLK Boulevard
TIP ID

12-2402-11

Year of Operation

2030

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

508-143

Est. Total Cost

$16,500,000

Description:
Roadway rehabilitation work includes milling and paving, base repairs, curb and gutter replacement, ADA
compliant pedestrian ramps, sidewalks, driveways, crosswalks, pedestrian lighting, pedestrian and bike
facility improvements, traffic signal upgrades with APS/CPS, new streetlights and street light fixture
upgrades, pavement marking and signing, new trees and landscaping, and storm drainage improvements.

Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes the safety of all road users and increases maintenance activities. This work will improve
roadway conditions along major routes leading to and from Baltimore and its neighborhoods without
increasing roadway capacity and will provide an opportunity to improve walkways and crossings where
needed along these routes.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 192 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Pennsylvania Avenue Rehabilitation from North Avenue to MLK Boulevard
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$800

$200

$1,000

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$800

$200

$1,000

Total

$800

$200

$1,000

Page 193 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

25th Street/Huntingdon Avenue Rehabilitation from Greenmount Avenue to 29th Street
TIP ID

12-2403-11

Year of Operation

2030

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

508-141

Est. Total Cost

$18,900,000

Justification:
Roadways need to be repaired and maintained at this time to halt the type of physical deterioration that
jeopardizes the safety of all road users and increases maintenance activities. The work will improve
conditions along 25th Street and provide improved accommodations to pedestrians and cyclists.

Page 194 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

25th Street/Huntingdon Avenue Rehabilitation from Greenmount Avenue to 29th Street
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$800

$200

$1,000

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$800

$200

$1,000

Total

$800

$200

$1,000

Page 195 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Highway Preservation

Johnston Square Improvements
TIP ID

12-2404-11

Year of Operation

2030

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 10,400 feet

CIP or CTP ID(s)

508-145

Est. Total Cost

$11,200,000

Description:
This project includes design and construction of roadway rehabilitation work of E. Preston Street and E.
Biddle Street from Fallsway to N. Eden Street, Harford Avenue from E. Biddle Street to North Avenue and
Valley Street from E. Chase Street to E. Biddle Street. Roadway rehabilitation, sidewalk improvements,
street cycle track, removal/replacing sidewalks, curb and gutter, ADA ramps, driveways as necessary to
make ADA compliant, pedestrian lighting/signal reconstruction as required, trees, tree pits, landscaping,
flex posts, signing and pavement marking, enhanced crosswalks, pedestrian safety elements, street
amenities, drainage improvements and stormwater management.
Justification:
In order to promote a true Main Street Corridor, walkability is essential for pedestrian safety. Traffic safety
improvements, sidewalk improvements, and street cycle tracks in this corridor will increase public safety
and perception of the area as a safe and desirable place to shop, live and play.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 196 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

Johnston Square Improvements
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$800

$200

$800

$200

$2,000

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$800

$200

$800

$200

$2,000

Total

$800

$200

$800

$200

$2,000

Page 197 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Orleans Street Rehabilitation from Washington Street to Ellwood Avenue
TIP ID

12-2405-11

Year of Operation

2030

Agency

Baltimore City

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes, 4,500 feet

CIP or CTP ID(s)

508-144

Est. Total Cost

$11,500,000

Description:
Roadway rehabilitation work includes full depth base repair, milling, paving, ADA compliant sidewalks,
pedestrian ramps, crosswalks, drainage improvements, traffic signal replacement, signage, pavement
markings, curb and gutter replacement, landscaping, trees, new street lights, and street light fixture
upgrades.

Justification:
Roadways need to be repaired and maintained to halt the physical deterioration that jeopardizes motorist
safety and increases maintenance activities. The work will improve road conditions along major routes
leading to and from Baltimore and its neighborhoods without increasing roadway capacity. Pedestrian
safety improvements are also included.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 198 of 619

2024-2027

Baltimore City

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Orleans Street Rehabilitation from Washington Street to Ellwood Avenue
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$800

$200

$960

$240

$2,200

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$800

$200

$960

$240

$2,200

Total

$800

$200

$960

$240

$2,200

Page 199 of 619

2024-2027

Baltimore City

Transit Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

RAISE Transit Priority Project
TIP ID

12-2201-64

Year of Operation

2025

Agency

Baltimore City

Project Type

Preservation and improvements

Project Category

Transit Preservation

Functional Class

Varies

Conformity Status

Exempt

Physical Data

10.5 miles of roadways, existing number of lanes maintained

CIP or CTP ID(s)

508-137

Est. Total Cost

$51,250,000

Description:
The RAISE Transit Priority Project (Formerly: East-West Priority Corridor) proposes a comprehensive
suite of investments that will facilitate more efficient transit trips, improve multi-modal connections, and
address existing safety issues. This project applies strategies from the Transit Priority Toolkit to directly
address existing challenges in the corridor, offering near-term investments to better connect people to
jobs, education, amenities, and leisure activities while the region considers long-term options via the
Regional Transit Plan. Planned strategies include dedicated bus lanes, peak only bus lanes, intersection
queue jump for buses, transit signal priority, bus stop optimization, accessibility improvements, and bus
bulbs. The corridor is currently served by multiple bus routes, including both the CityLink Blue and
Orange. The state of Maryland is providing matching funds for this project.
Justification:
Improved bus service between East and West Baltimore will decrease emissions, encourage mode shift,
and provide faster more reliable transit options.

Connection to Long-Range Transportation Planning Goals:
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.

Page 200 of 619

2024-2027

Baltimore City

Transit Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

RAISE Transit Priority Project
(Funding in Thousands)

Rebuilding American Infrastructure with Sustainability and Equity
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$6,000

$7,620

$13,620

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$6,000

$7,620

$13,620

Total

$6,000

$7,620

$13,620

Page 201 of 619

2024-2027

Baltimore City

2024 - 2027 Transportation Improvement Program

Miscellaneous

Capital Project Delivery Services
TIP ID

12-1901-99

Year of Operation

Ongoing

Agency

Baltimore City

Project Type

Miscellaneous

Project Category

Miscellaneous

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

508-378

Est. Total Cost

$175,000

Description:
The purpose of this project is to provide the technological and project management improvements needed
to support the design and construction phases of CIP projects. The TIP funding will be used for project
delivery services of capital federal-aid roadway projects. This program was initiated in FY 2019.

Justification:
The project will provide continued support for the Agency Project Controls and Construction Management
Tool (Unifier) and will establish a project management office within the office of the director.

Connection to Long-Range Transportation Planning Goals:
9. Promote Informed Decision Making

Page 202 of 619

2024-2027

Baltimore City

Miscellaneous

2024 - 2027 Transportation Improvement Program

Capital Project Delivery Services
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

CON

OTH

$60

$15

ENG

ROW

Subtotal

$60

$15

Total

$60

$15

$80

Phase

Page 203 of 619

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$80

$20

$175

$80

$20

$175

$20

$175

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Dogwood Road Bridge No. B-0072 Over Dogwood Run
TIP ID

13-0001-13

Year of Operation

2024

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 Lanes

CIP or CTP ID(s)

207P230

Est. Total Cost

$3,225,000

Description:
This project is for the total replacement of the existing bridge. The new structure will carry two traffic lanes
and one 3 foot shoulder and one 6 foot shoulder. The year of operation has been delayed from 2023 to
2024 due to delays in right of way acquisition.
Engineering funding was included in the FY 2013 TIP.

Justification:
Bridge No. B-0072 on Dogwood Road is a single span concrete arch structure in overall poor condition
per National Bridge Inspection Standards (NBIS) criteria. The deck, superstructure, and substructure are
all rated poor according to the NBIS Condition Ratings. The bridge is posted for a 15 ton weight limit and
is currently on a yearly inspection cycle. The structure had deteriorated beyond reasonable rehabilitation
and is at the end of its service life and in need of total replacement.

Page 204 of 619

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Dogwood Road Bridge No. B-0072 Over Dogwood Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,320

$580

$2,900

OTH

ENG

ROW

Subtotal

$2,320

$580

$2,900

Total

$2,320

$580

$2,900

Page 205 of 619

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Mohrs Lane Bridge No. B-0143 over CSX Railroad
TIP ID

13-0803-13

Year of Operation

2026

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Not Exempt

Physical Data

1 to 3 Lanes

CIP or CTP ID(s)

205P376

Est. Total Cost

$14,600,000

Description:
This project will construct a new bridge carrying Mohrs Lane over the CSX rail line. The proposed bridge
will accommodate 3 lanes of traffic and two 8 foot shoulders. In addition, Mohrs Lane will be widened for
approximately 900' on the west approach and 400' on the east approach. The previous bridge was a
single lane timber structure owned and maintained by CSX. Due to its deteriorated condition, the previous
bridge was closed to traffic in 2007 and removed in 2011.
Engineering funds were included in FY 2013. This project has been delayed due to coordination issues
with CSX and right of way acquisition. The total project cost has increased by $1.7 million as a result of
updated engineers estimate and increased bid item costs.
Justification:
This replacement project will re-establish a vital link between MD 7 and US 40 and eventually become
part of the overall Campbell Boulevard corridor. This corridor is needed for existing and planned
development in this area of eastern Baltimore County.

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Mohrs Lane Bridge No. B-0143 over CSX Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$11,200

$2,800

$14,000

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$11,200

$2,800

$14,000

Total

$11,200

$2,800

$14,000

Page 207 of 619

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Hammonds Ferry Road Bridge No. B-0100 over CSX Railroad
TIP ID

13-1012-13

Year of Operation

2024

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 Lanes

CIP or CTP ID(s)

207P280

Est. Total Cost

$6,300,000

Description:
This project includes replacing the deck and superstructure, and rehabilitation of the overall structure. The
existing bridge has two 5-foot wide sidewalks and two 6-foot shoulders. The new structure will continue to
have 5-foot sidewalks and 6-foot shoulders.
Engineering funds were included in FY 2013. Project cost increase of $800,000 is a result of updated
engineers estimates and increased bid item costs.

Justification:
Bridge No. B-0100 on Hammonds Ferry Road is a two span, steel girder bridge in poor condition per
National Bridge Inspection Standard (NBIS) criteria. Remedial repairs have been undertaken to the
superstructure as temporary actions. Replacing the superstructure and deck and rehabilitating the
substructure will remove the poor rating from the bridge and provide an estimated 50+ years of service
life.

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Hammonds Ferry Road Bridge No. B-0100 over CSX Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$4,640

$1,160

$5,800

OTH

ENG

ROW

Subtotal

$4,640

$1,160

$5,800

Total

$4,640

$1,160

$5,800

Page 209 of 619

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Peninsula Expressway Bridge No. B-0119 over CSX Railroad
TIP ID

13-1108-13

Year of Operation

2026

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

207P278

Est. Total Cost

$19,000,000

Description:
This project includes rehabilitation or replacement of the dual bridge carrying Peninsula Expressway over
CSX railroad tracks. Both structures currently have 3 foot wide shoulders on both sides. The new
structures will contain 4 foot inside shoulders and 10 foot outside shoulders. No sidewalks will be
included.

Justification:
Bridge No. B-0119 on Peninsula Expressway is a dual (one eastbound, one westbound), three span steel
beam bridge in poor condition per National Bridge Inspection Standards (NBIS) criteria. The deck,
superstructure, and substructure are all rated poor according to the NBIS Condition Ratings. A pre-design
study will be required to determine if the structures should be rehabilitated or totally replaced.

Page 210 of 619

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Peninsula Expressway Bridge No. B-0119 over CSX Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$14,400

$3,600

$18,000

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$14,400

$3,600

$18,000

Total

$14,400

$3,600

$18,000

Page 211 of 619

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Golden Ring Road Bridge No. B-0110 over Stemmers Run
TIP ID

13-1208-13

Year of Operation

2027

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 Lanes

CIP or CTP ID(s)

207P002

Est. Total Cost

$4,200,000

Description:
This project includes replacement of the bridge carrying Golden Ring Road over Stemmers Run. The
proposed bridge will have minimum 2 foot shoulders. Shoulder widths and sidewalks will be evaluated
during preliminary design. The anticipated cost of the project has been revised (3-2022) to reflect the
currently anticipated scope of work (full replacement addressing local flooding issue).

Justification:
Bridge No. B-0110 on Golden Ring Road is a single span, concrete arch bridge in poor condition per
National Bridge Inspection Standards (NBIS) criteria. The superstructure is rated poor per the NBIS
condition ratings. The bridge has been closed to traffic due to the deteriorated condition.

Page 212 of 619

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Golden Ring Road Bridge No. B-0110 over Stemmers Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,800

$700

$3,500

OTH

ENG

ROW

Subtotal

$2,800

$700

$3,500

Total

$2,800

$700

$3,500

Page 213 of 619

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Rossville Boulevard Bridge No. B-0132 over Amtrak & Orems Road
TIP ID

13-1701-13

Year of Operation

2027

Agency

Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

4 to 4 lanes

CIP or CTP ID(s)

207P281

Est. Total Cost

$5,600,000

Description:
This project includes rehabilitation of the bridge carrying Rossville Boulevard over Amtrak Railroad &
Orems Road. The proposed bridge will have 5 foot wide sidewalks along both sides of the deck. Shoulder
widths will be evaluated during preliminary design.

Justification:
Bridge No. B-0132 on Rossville Boulevard is a four-span steel beam bridge in poor condition per National
Bridge Inspection Standards (NBIS) criteria. The substructure is rated poor per NBIS condition ratings. A
preliminary study will be necessary to determine if the existing bridge can be rehabilitated or if a total
replacement is necessary.

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Rossville Boulevard Bridge No. B-0132 over Amtrak & Orems Road
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$3,840

$960

$4,800

OTH

ENG

ROW

Subtotal

$3,840

$960

$4,800

Total

$3,840

$960

$4,800

Phase

Page 215 of 619

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Bridge Inspection Program
TIP ID

13-8901-14

Year of Operation

Ongoing

Agency

Baltimore County

Project Type

Bridge inspections

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

Est. Total Cost

$6,300,000

CIP or CTP ID(s)

Description:
This project includes countywide inspection of all bridges as federally mandated as well as review of
countywide bridge inspection reports.

Justification:
This is a federally mandated federal-aid program requiring routine inspection of all bridges over 20 feet
every two years. Interim, post-flood and special inspections, scour evaluations, and load rating
investigations are also part of this project.

Page 216 of 619

2024-2027

Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Bridge Inspection Program
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

CON

OTH

$3,100

ENG

Phase

ROW

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$3,200

$6,300

Subtotal

$3,100

$3,200

$6,300

Total

$3,100

$3,200

$6,300

Page 217 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Stone Chapel Road Bridge over Little Pipe Creek
TIP ID

14-1103-13

Year of Operation

2025

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$1,440,000

CIP or CTP ID(s)

Description:
This project includes replacement of the existing bridge to provide efficient access for local truck traffic to
MD 31. The new bridge will be a single span, 27'-0" long, adjacent prestressed concrete slab bridge with
two 11' lanes and two 4'-4" shoulders.
Engineering funds through the NEPA process were previously authorized. FY 2022 engineering funds are
to complete final design.

Justification:
This project will enhance the safety of the county's infrastructure by addressing any functionally obsolete
or structurally deficient items. The replacement of this structure will allow for the roadway to carry the
current legal loads and the weight limit postings will be eliminated. The existing bridge is rated in poor
condition.

Page 218 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Stone Chapel Road Bridge over Little Pipe Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$712

$178

$890

OTH

ENG

ROW

Subtotal

$712

$178

$890

Total

$712

$178

$890

Page 219 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Gaither Road Bridge over South Branch Patapsco River
TIP ID

14-1602-13

Year of Operation

2029

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$2,464,000

CIP or CTP ID(s)

Description:
This project includes rehabilitation of the existing bridge with a new superstructure (type TBD) to provide
efficient access for local traffic and emergency service vehicles. The bridge geometry and lane
configuration will be determined during initial design.

Justification:
The replacement of the superstructure will provide a long-term solution to the issues associated with an
Acrow panel structure type. The new structure will address any functionally obsolete or structurally
deficient items. The existing bridge is rated in satisfactory condition.

Page 220 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Gaither Road Bridge over South Branch Patapsco River
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$371

$92

$463

ROW

Subtotal

$371

$92

$463

Total

$371

$92

$463

Phase

Page 221 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

McKinstrys Mill Road Bridge over Sam's Creek
TIP ID

14-1603-13

Year of Operation

2025

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$1,465,000

CIP or CTP ID(s)

Description:
This project includes replacement of the existing bridge to provide efficient access for local traffic and
emergency service vehicles. The new bridge will be a single span, 36'-0" long, adjacent prestressed
concrete slab bridge with two 10' lanes and shoulders that vary in width from 1’-6” to 3’-2”.
Engineering funds through the NEPA process were previously authorized. FY 2022 engineering funds will
complete final design.

Justification:
This project will enhance the safety of the county's infrastructure by addressing any functionally obsolete
or structurally deficient items. The replacement of this structure will allow current legal vehicles to cross
the structure and weight limit postings will be eliminated. The existing bridge is rated in poor condition.

Page 222 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

McKinstrys Mill Road Bridge over Sam's Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$732

$183

$915

OTH

ENG

ROW

Subtotal

$732

$183

$915

Total

$732

$183

$915

Page 223 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Hughes Shop Road Bridge over Bear Branch
TIP ID

14-1802-13

Year of Operation

2025

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

1 to 2 lanes

Est. Total Cost

$2,079,000

CIP or CTP ID(s)

Description:
This project includes replacement of the existing bridge with a new structure. The new bridge will be a
single span, 50'-0" long, adjacent prestressed concrete slab bridge with two 9'-0" lanes and two 2'-4"
shoulders.
Engineering funds through the NEPA process were previously authorized. FY 2022 engineering funds will
complete final design.

Justification:
The replacement of this structure will provide a new structure that eliminates the issues associated with
the current structure type. The new structure will address any functionally obsolete or structurally deficient
items. The existing bridge is rated in poor condition.

Page 224 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Hughes Shop Road Bridge over Bear Branch
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,223

$305

$1,528

OTH

ENG

ROW

Subtotal

$1,223

$305

$1,528

Total

$1,223

$305

$1,528

Page 225 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Old Kays Mill Road Culvert over Beaver Run
TIP ID

14-2101-13

Year of Operation

2029

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$2,411,000

CIP or CTP ID(s)

Description:
This project includes replacement of a 3-cell riveted steel structure plate pipe arch. The replacement
structure type, geometry, and lane use configuration will be determined during initial design.

Justification:
The existing bridge is rated in poor condition. However, progression of defects continues. The original
structure was constructed in 1974 and is nearing its life end. A replacement will address the condition
issues and any functionally obsolete or structurally deficient items.

Page 226 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Old Kays Mill Road Culvert over Beaver Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ENG

$456

$114

$570

ROW

Subtotal

$456

$114

$570

Total

$456

$114

$570

Page 227 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Brown Road Culvert over Roaring Run
TIP ID

14-2102-13

Year of Operation

2026

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$2,282,000

CIP or CTP ID(s)

Description:
This project includes replacement of a 3-cell corrugated steel pipe arch. The replacement structure type,
geometry, and lane use configuration will be determined during initial design.

Justification:
The overall condition of the existing structure is poor. The inspection report recommends replacement. A
replacement will address the condition issues and any functional obsolete or structurally deficient items.

Page 228 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Brown Road Culvert over Roaring Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,401

$350

$1,751

OTH

ENG

$424

$106

$530

PL
ROW

Subtotal

$424

$106

$1,401

$350

$2,281

Total

$424

$106

$1,401

$350

$2,281

Page 229 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

McKinstrys Mill Road over Little Pipe Creek
TIP ID

14-2103-13

Year of Operation

2027

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$2,207,000

CIP or CTP ID(s)

Description:
This project includes replacement of a single span steel beam bridge. The replacement structure type,
geometry, and lane use configuration will be determined during initial design.

Justification:
The overall condition of the existing structure is poor. A replacement will address the condition issues and
any functional obsolete or structurally deficient items.

Page 230 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

McKinstrys Mill Road over Little Pipe Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$383

$95

$478

ROW

Subtotal

$383

$95

$478

Total

$383

$95

$478

Phase

Page 231 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Patapsco Road Bridge over East Branch Patapsco River
TIP ID

14-2201-13

Year of Operation

2025

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$1,932,000

CIP or CTP ID(s)

Description:
This project includes replacement of the existing 1-span bridge with a new structure, including abutments.
The new structure will consist of two 10' travel lanes and two 4'-4" shoulders, which is slightly wider than
the existing structure. The replacement structure type and geometry will be developed as the design
progresses.
Engineering for this project was funded in FY 23. The total cost of this project increased from $1,869,000
to $1,932,000 in 2023 to account for funds approved by FHWA and for escalating the construction cost to
the anticipated year of construction.
Justification:
The existing bridge is rated in poor condition. This work will address structural safety issues and
deterioration of the existing structure. The new structure will address any functionally obsolete or
structurally deficient items.

Page 232 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Patapsco Road Bridge over East Branch Patapsco River
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,063

$265

$1,328

OTH

ENG

ROW

Subtotal

$1,063

$265

$1,328

Total

$1,063

$265

$1,328

Page 233 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Upper Beckleysville Road Bridge over Murphy Run
TIP ID

14-2202-13

Year of Operation

2024

Agency

Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$1,485,000

CIP or CTP ID(s)

Description:
This project includes replacement of the existing 1-span bridge. The new bridge will be a single span
bridge (type TBD) with two 12'+/- travel lanes. The replacement structure type, geometry, and lane use
configuration will be determined during initial design.
Engineering for this project was funded in FY23.

Justification:
The existing bridge is rated in poor condition. This work will address structural safety issues and
deterioration of the existing structure. The new structure will address any functionally obsolete or
structurally deficient items.

Page 234 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Upper Beckleysville Road Bridge over Murphy Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$724

$181

$905

OTH

ENG

ROW

Subtotal

$724

$181

$905

Total

$724

$181

$905

Page 235 of 619

2024-2027

Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Bridge Inspection Program
TIP ID

14-9401-14

Year of Operation

Ongoing

Agency

Carroll County

Project Type

Bridge inspections

Project Category

Highway Preservation

Functional Class

Varies

Conformity Status

Exempt

Physical Data

Est. Total Cost

$1,510,000

CIP or CTP ID(s)

Description:
This project includes a field inspection of 135 county owned and maintained structures and completion
and submittal of inspection reports to county and state agencies for each structure.
The escalated total cost has been updated from $1,390,000 to $1,510,000 in 2023 to account for
escalation and inflation.

Justification:
This project ensures compliance with the National Bridge Inspection Program, preserves highway
infrastructure, and maintains safety.

Page 236 of 619

2024-2027

Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Bridge Inspection Program
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

CON

OTH

$735

ENG

Phase

ROW

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$775

$1,510

Subtotal

$735

$775

$1,510

Total

$735

$775

$1,510

Page 237 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Capacity

Woodley Road Extension to MD 715
TIP ID

15-2403-14

Year of Operation

2026

Agency

Harford County

Project Type

New or extended roadways

Project Category

Highway Capacity

Functional Class

Minor Collector

Conformity Status

Not Exempt

Physical Data

0 to 2 lanes, 1000 feet

CIP or CTP ID(s)

H204523

Est. Total Cost

$12,250,000

Description:
This project will provide a connection from MD 715 to the existing terminus of Woodley Road. The
proposed connection to MD 715 will provide a critical second access to the area. The majority of this road
(approximately 11,100 feet) has already been constructed by the Eastgate development, leaving
approximately 1,000 feet of road to complete the connection.

Justification:
Currently, the only connection into the Perryman peninsula, south of the Amtrak railroad is by way of the
Chelsea Road bridge and MD 159. In the event of any emergencies along MD 159 or the Amtrak bridge,
there will be no way of accessing the Sod Run Sewage Treatment Plant or the eight large warehouses in
the area. Additionally, traffic volumes along MD 159 will continue to increase with ongoing development,
further exasperating delays along the connections to US 40.

Connection to Long-Range Transportation Planning Goals:
4. Increase Mobility

Page 238 of 619

2024-2027

Harford County

Highway Capacity

2024 - 2027 Transportation Improvement Program

Woodley Road Extension to MD 715
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$6,000

OTH

ENG

ROW

Subtotal

$6,000

Page 239 of 619

2024-2027

Harford County

Highway Capacity

2024 - 2027 Transportation Improvement Program

Woodley Road Extension to MD 715
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$5,000

OTH

ENG

ROW

Subtotal

$5,000

Total

$5,000

$6,000

$11,000

Page 240 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Abingdon Road Bridge #169 over CSX Railroad
TIP ID

15-1001-13

Year of Operation

2026

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H104501

Est. Total Cost

$8,750,000

Description:
This project includes replacement of the bridge that carries Abingdon Road over the CSX Railroad tracks.
A five foot sidewalk is planned on one side of the road. Five foot shoulders are planned on both sides of
the bridge.
Engineering funds through NEPA approval and structural approval were authorized in FY 2021. FY 2024
engineering funds are to complete final design.

Justification:
Replacement is necessary due to the bridge's multiple deficiencies that include substandard railings and
curbs, a deteriorating deck and deteriorating beams. Per 2021 HOI, the bridge is considered to be in
overall serious (3)/poor (4) condition, no additional restrictions have been added to the structure.

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Abingdon Road Bridge #169 over CSX Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$6,400

$1,600

$8,000

OTH

$120

$30

$150

ENG

$400

$100

$80

$20

$600

PL
ROW

Subtotal

$400

$100

$6,600

$1,650

$8,750

Total

$400

$100

$6,600

$1,650

$8,750

Page 242 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Glenville Road Bridge #30 over Mill Brook
TIP ID

15-1601-13

Year of Operation

2026

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Not Exempt

Physical Data

1 to 2 lanes

CIP or CTP ID(s)

H164501

Est. Total Cost

$2,860,000

Description:
This project includes replacement of the bridge that carries Glenville Road over Mill Brook. Three foot
shoulders are planned on both sides of the road.
Engineering funds through NEPA were authorized in FY 2021.

Justification:
The existing bridge is a single lane, steel beam, concrete deck structure. The existing concrete deck,
exterior beams, and wingwalls are severely deteriorated and there is evidence of scour under the western
abutment. The overall bridge rating is poor.

Page 243 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Glenville Road Bridge #30 over Mill Brook
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,480

$370

$1,850

OTH

$120

$30

$150

ENG

$320

$80

$400

PL
ROW

Subtotal

$320

$80

$1,600

$400

$2,400

Total

$320

$80

$1,600

$400

$2,400

Page 244 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Grier Nursery Road Bridge #43 over Deer Creek
TIP ID

15-2001-13

Year of Operation

2027

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H204520

Est. Total Cost

$5,500,000

Description:
This project includes replacement of the entire superstructure for the Grier Nursery Road bridge over Deer
Creek. The bridge will not include sidewalks but will include shoulders (width TBD during engineering).
Engineering funds through NEPA were authorized in fall 2020. FY 2023 engineering funds are for
completion of final design.

Justification:
The deck is in poor condition. The project is consistent with the master planning goal of maintaining a safe
and adequate transportation system to serve existing and future populations.

Page 245 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Grier Nursery Road Bridge #43 over Deer Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,680

$420

$1,680

$420

$4,200

OTH

$120

$30

$120

$30

$300

ENG

ROW

Subtotal

$1,800

$450

$1,800

$450

$4,500

Total

$1,800

$450

$1,800

$450

$4,500

Phase

Page 246 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Hookers Mill Road Bridge #13 over Bynum Run
TIP ID

15-2002-13

Year of Operation

2028

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H204521

Est. Total Cost

$3,250,000

Description:
This project includes replacement of the entire bridge that carries Hookers Mill Road over Bynum Run.
The design is anticipated to include a 30-foot clear roadway consisting of two 11-foot travel lanes and two
4-foot shoulders. 5-foot sidewalks will be placed directly behind the curb on both sides of Hookers Mill
Road. The bridge section will be evaluated during preliminary design to determine if a sidewalk will be
placed on one or both sides of the bridge.
Engineering funds were authorized in FY 2021. FY 2023 engineering funds are for the completion of final
design.
Justification:
The beams, deck and abutments are deteriorated and need to be replaced. This project is consistent with
the master planning goal of maintaining a safe and adequate transportation system to serve existing and
future populations. The Current bridge is rated poor.

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Hookers Mill Road Bridge #13 over Bynum Run
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,000

$500

$2,500

OTH

$120

$30

$150

ENG

$280

$70

$350

PL
ROW

Subtotal

$280

$70

$2,120

$530

$3,000

Total

$280

$70

$2,120

$530

$3,000

Page 248 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Madonna Road Bridge #113 over Deer Creek
TIP ID

15-2101-13

Year of Operation

2029

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Not Exempt

Physical Data

1 to 2 lanes

CIP or CTP ID(s)

H214505

Est. Total Cost

$300,000

Description:
This project includes replacement of the entire bridge that carries Madonna Road over Deer Creek. The
bridge will not include sidewalks but will include shoulders on each side of the roadway (width TBD during
engineering).
Engineering funds in FY 2022 are for preliminary engineering through the NEPA phase. FY 2023
engineering funds are for final design. Design has not started yet. Still waiting on the NTP.

Justification:
The beams, deck and abutments are deteriorated and need to be replaced. This project is consistent with
the master planning goal of maintaining a safe and adequate transportation system to serve existing and
future populations. The bridge is currently rated in fair condition.

Page 249 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Madonna Road Bridge #113 over Deer Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$240

$60

$300

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$240

$60

$300

Total

$240

$60

$300

Page 250 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

St. Clair Bridge Road Bridge #100 over Deer Creek
TIP ID

15-2102-13

Year of Operation

2030

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

HNE4509

Est. Total Cost

$2,725,000

Description:
This project includes replacement of the deck of the bridge carrying St. Clair Bridge Road over Deer
Creek. The bridge will not include sidewalks but will include shoulders on each side of the roadway (width
TBD during engineering). Previous cost only included preliminary design. This cost includes design and
construction costs. The estimated total cost has been updated to reflect the full scope of work.

Justification:
The bridge deck is rated in fair condition and posted 63k SUV/80k CUV. It is being replaced now to extend
the useful life of the bridge and to avoid a full replacement. This project is consistent with the master
planning goal of maintaining a safe and adequate transportation system to serve existing and future
populations.

Page 251 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

St. Clair Bridge Road Bridge #100 over Deer Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$320

$80

$320

$80

$800

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ROW

$25

Subtotal

$320

$80

$320

$80

$25

$825

Total

$320

$80

$320

$80

$25

$825

Page 252 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Stafford Road Bridge #162 over Buck Branch
TIP ID

15-2103-13

Year of Operation

2030

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H234504

Est. Total Cost

$1,825,000

Description:
This project includes replacement of the deck of the bridge carrying Stafford Road over Buck Branch. The
scope of work includes replacement of the superstructure as the superstructure is rated in fair condition.
The bridge will not include sidewalks but will include shoulders on each side of the roadway (width TBD
during engineering). The previous cost only included preliminary design. This cost includes design and
construction costs. The estimated total cost has been updated to reflect the full scope of work.

Justification:
The deck is in poor condition and the superstructure is in fair condition. The bridge is posted 63k
SUV/80k CUV. This project is consistent with the master planning goal of maintaining a safe and
adequate transportation system to serve existing and future populations

Page 253 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Stafford Road Bridge #162 over Buck Branch
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$320

$80

$400

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$25

Subtotal

$320

$80

$25

$425

Total

$320

$80

$25

$425

Page 254 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Trappe Church Road Bridge #161 over Hollands Branch
TIP ID

15-2104-13

Year of Operation

2028

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

H224503

Est. Total Cost

$2,450,000

Description:
This project includes full replacement of the bridge carrying Trappe Church Road over Hollands Branch.
The bridge will not include sidewalks but will include shoulders on each side of the roadway (width TBD
during engineering). The Estimated Total Cost has increased $700,000 as a result of the addition final
design costs and to accurately reflect the County's Capital Improvement Program.

Justification:
The deck, superstructure, and substructure are all in poor condition. This project is consistent with the
master planning goal of maintaining a safe and adequate transportation system to serve existing and
future populations

Page 255 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Trappe Church Road Bridge #161 over Hollands Branch
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,280

$320

$1,600

OTH

$120

$30

$150

ENG

$200

$50

$320

$80

$650

$50

Subtotal

ROW

$200

$100

$320

$80

$1,400

$350

$2,450

Total

$200

$100

$320

$80

$1,400

$350

$2,450

Page 256 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Moores Road Bridge #78 over a tributary to Gunpowder Falls
TIP ID

15-2201-13

Year of Operation

2028

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

HNE4507

Est. Total Cost

$2,500,000

Description:
This project includes replacement of the entire structure carrying Moores Road over a tributary to
Gunpowder Falls. The inclusion of sidewalks and shoulders will be determined during engineering. The
project also includes realignment of the approach roadways for improved safety.

Justification:
The existing bridge is situated on a sharp curve and is very narrow. The wingwalls, deck and beams are
deteriorating. This project is consistent with the master planning goal of maintaining a safe and adequate
transportation system to serve existing and future populations. The bridge is currently rated in fair
condition and is posted 22k SUV/35k CUV

Page 257 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Moores Road Bridge #78 over a tributary to Gunpowder Falls
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$320

$80

$320

$80

$800

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$50

Subtotal

$320

$80

$320

$80

$50

$850

Total

$320

$80

$320

$80

$50

$850

Page 258 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Hess Road Bridge #81 over Yellow Branch
TIP ID

15-2202-13

Year of Operation

2029

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$800,000

CIP or CTP ID(s)

Description:
This project includes replacement of bridge #81 carrying Hess Road over Yellow Branch. Shoulders will
be included as part of the bridge replacement (width to be determined during preliminary engineering).
Sidewalks will not be included on the bridge.
The estimated total cost includes only the cost of engineering and will be updated when the scope of work
is fully defined.

Justification:
The existing bridge is narrow and has a deteriorated deck and beams. The current bridge is rated in fair
condition and bridge is posted 51k SUV/80k CUV.

Page 259 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Hess Road Bridge #81 over Yellow Branch
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$320

$80

$320

$80

$800

ROW

Subtotal

$320

$80

$320

$80

$800

Total

$320

$80

$320

$80

$800

Phase

Page 260 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Cullum Road Bridge #12 over Tributary of James Run
TIP ID

15-2401-13

Year of Operation

2031

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Exempt

Physical Data

2 to 2 lanes

Est. Total Cost

$700,000

CIP or CTP ID(s)

Description:
This project will be for the rehabilitation of the Cullum Road Bridge #12 over tributary to James Run. The
project is to replace the bridge superstructure which currently consists of bituminous concrete filled
corrugated metal deck supported with steel beams.

Justification:
The project is necessary due to the deterioration of the bridge deck and steel beams, and is eligible for
federal funding. This project is consistent with the master planning goal of maintaining a safe and
adequate transportation system to serve existing and future populations.

Page 261 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Cullum Road Bridge #12 over Tributary of James Run
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$280

$70

$280

$70

$700

ROW

Subtotal

$280

$70

$280

$70

$700

Total

$280

$70

$280

$70

$700

Phase

Page 262 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Chesnut Hill Road Bridge #41
TIP ID

15-2402-13

Year of Operation

2031

Agency

Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Local

Conformity Status

Not Exempt

Physical Data

1 to 2 lanes

Est. Total Cost

$300,000

CIP or CTP ID(s)

Description:
This project will replace the existing bridge on Chesnut Hill Road over Cabbage Branch. The current
structure is a single lane bridge is posted at 25,000 lbs for a single unit vehicle and 46,000 lbs for
combination vehicles. The new bridge would eliminate posting and provide a new two lane bridge.

Justification:
This project is necessary due to the deterioration of the bridge deck and steel beams, and is eligible for
federal funding. The project is consistent with the master planning goal of maintaining a safe and
adequate transportation system to serve existing and future populations.

Page 263 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Chesnut Hill Road Bridge #41
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ENG

$240

$60

$300

ROW

Subtotal

$240

$60

$300

Total

$240

$60

$300

Page 264 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Bridge Painting
TIP ID

15-2404-14

Year of Operation

Ongoing

Agency

Harford County

Project Type

Other

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

H144501

Est. Total Cost

$1,500,000

Description:
This federal program provides funding to paint bridges in Harford County

Justification:
This preventative maintenance project will help to conserve future County resources by extending the life
of the existing bridges and forestalling expensive replacement costs. This project is consistent with the
Master Planing goal of maintaining a safe and adequate transportation system to serve existing and future
populations.

Page 265 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Bridge Painting
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,000

$500

$1,500

OTH

ENG

ROW

Subtotal

$1,000

$500

$1,500

Total

$1,000

$500

$1,500

Page 266 of 619

2024-2027

Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Bridge Inspection Program
TIP ID

15-9411-14

Year of Operation

Ongoing

Agency

Harford County

Project Type

Bridge inspections

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

H054501

Est. Total Cost

$3,750,000

Description:
This federal program provides funding for the inspection of bridges in Harford County.

Justification:
Federal law mandates the inspection of all bridges over 20 feet clear span on a two-year cycle. The bridge
inspection data is analyzed to develop priorities for bridge repairs & replacements. As of 2020, Harford
County inspects a total of 245 bridges. 158 bridges are longer than 20 feet and are inspected with federal
funding.

Page 267 of 619

2024-2027

Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Bridge Inspection Program
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

OTH

$1,750

$2,000

$3,750

ENG
PL

ROW

Subtotal

$1,750

$2,000

$3,750

Total

$1,750

$2,000

$3,750

Phase

Page 268 of 619

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Patapsco Regional Greenway: Elkridge to Guinness Open Gate Brewery
TIP ID

16-2301-03

Year of Operation

2026

Agency

Howard County

Project Type

Bicycle/pedestrian facilities

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

1.5 mile trail

Est. Total Cost

$1,900,000

CIP or CTP ID(s)

Description:
The Patapsco Regional Greenway: Elkridge to Guinness Open Gate Brewery project involves construction
of a 1.5 mile segment of the overall Patapsco Regional Greenway trail. This 10-12 foot wide trail will be a
combination of on-street facilities, hard surface trail, bridges and boardwalks.
Final Engineering was funded using local Baltimore County funds as identified in an MOU between
Howard and Baltimore Counties.

Justification:
This trail will provide a key connection as part of the Patapsco Regional Greenway system which is
envisioned as a 40-mile shared-use path and trail running through the Patapsco Valley from Baltimore’s
Inner Harbor to Sykesville in Carroll County.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
4.F Increase Mobility -- Support a regional, long-distance bikeway network.

Page 269 of 619

2024-2027

Howard County

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Patapsco Regional Greenway: Elkridge to Guinness Open Gate Brewery
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$625

$1,250

OTH

Phase

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ENG

$200

ROW

Subtotal

$200

$625

$1,450

Total

$200

$625

$1,450

Page 270 of 619

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Highway Capacity

Snowden River Parkway: Broken Land Parkway to Oakland Mills Road
TIP ID

16-1410-41

Year of Operation

2030

Agency

Howard County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Minor Arterial

Conformity Status

Not Exempt

Physical Data

4 to 6 lanes, 6300 feet

CIP or CTP ID(s)

J-4222

Est. Total Cost

$25,000,000

Description:
This project will design and widen Snowden River Parkway by adding a third lane in each direction and
shared-use paths from Broken Land Parkway to Oakland Mills Road. The project will incorporate
ten-foot-wide shared-use pathways to increase transportation alternatives to activity centers and public
transit. This project is funded through local funds (bonds, developer contributions, and excise tax-backed
bonds). Estimated Total Cost increased as a result of refining cost estimates as design progresses.

Justification:
This project will relieve congestion along the corridor, provide protected bicycle and pedestrian facilities to
meet county standards as defined in the Howard County design manual.

Page 271 of 619

2024-2027

Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

Snowden River Parkway: Broken Land Parkway to Oakland Mills Road
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,750

OTH

ENG

$200

ROW

$50

Subtotal

$3,000

Total

$3,000

Page 272 of 619

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

US 29/Broken Land Parkway Interchange and North South Connector Road
TIP ID

16-1901-42

Year of Operation

2025

Agency

Howard County

Project Type

New or extended roadways

Project Category

Highway Capacity

Functional Class

Major Collector

Conformity Status

Not Exempt

Physical Data

3.1 miles of new lanes on ramps and new roadways

CIP or CTP ID(s)

CO-319

Est. Total Cost

$19,000,000

Description:
The project will provide new direct connections from the westbound US 29/Broken Land Parkway
interchange ramp to a new road (Merriweather Drive) and to Little Patuxent Parkway. The project will also
provide a direct connection from Merriweather Drive to Broken Land Parkway, including configuring the
north and southbound US 29 ramps at Broken Land Parkway into a signalized intersection. The project
will also remove an existing ramp from Broken Land Parkway to US 29 southbound.
The project will be funded locally through the recently approved tax increment financing (TIF) district.
Justification:
The new US 29/Broken Land Parkway north/south collector road connection to Little Patuxent Parkway is
needed to increase vehicular and pedestrian mobility, address safety concerns, and provide adequate
capacity to meet the future growth and development as outlined in Downtown Columbia. The project will
address the future traffic demand along the Broken Land Parkway link from US 29 to downtown Columbia
by providing an additional access and new central link to downtown Columbia for traffic from points
southeast of Columbia and primarily for US 29 traffic to and from the south.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
6.F Improve System Security -- Increase system redundancy.
7.D Promote Prosperity and Economic Opportunity -- Invest within local- and state-designated growth
areas.
Page 273 of 619

2024-2027

Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

US 29/Broken Land Parkway Interchange and North South Connector Road
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$19,000

OTH

ENG

ROW

Subtotal

$19,000

Total

$19,000

Phase

Page 274 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Highway Capacity

Marriottsville Road and I-70 Bridge Improvements
TIP ID

16-2101-41

Year of Operation

2025

Agency

Howard County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Major Collector

Conformity Status

Not Exempt

Physical Data

1.5 miles, 2 to 4 lanes

CIP or CTP ID(s)

J-4205

Est. Total Cost

$23,375,000

Description:
This project is to design and widen Marriottsville Road from just south of US 40 to MD 99 from two to four
lanes, including replacing the existing two lane bridge on Marriottsville Road over I-70 with a four lane
section. The proposed bridge will also include six feet wide bicycle lanes and ADA compliant sidewalks on
both sides of the proposed bridge. The project is divided into four phases:
*Phase I includes the widening of Marriottsville Road from I-70 to MD 99 (complete)
*Phase II includes improvements to the ramp for I-70 eastbound (complete)
*Phase III includes the widening of Marriottsville Road from US 40 to the I-70 bridge
*Phase IV includes the construction of the I-70 bridge
Justification:
Increasing traffic and new residential and commercial development necessitate the improvement of the
roadway as well as the bridge.
Howard County and MDOT SHA executed an MOU for TMDL work in 2019. MDOT SHA is funding TMDL
design and construction in the form of intermittent reimbursement to the county in the amounts of $200k
and $630k, respectively. The remainder of the project is funded by Howard County.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
4. Increase Mobility
Page 275 of 619

2024-2027

Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

Marriottsville Road and I-70 Bridge Improvements
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$18,000

OTH

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ENG

$2,375

ROW

Subtotal

$20,375

Total

$20,375

Page 276 of 619

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Bridge Repair and Deck Replacement
TIP ID

16-0436-13

Year of Operation

Ongoing

Agency

Howard County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Varies

Conformity Status

Exempt

Physical Data

Varies

CIP or CTP ID(s)

Various projects

Est. Total Cost

$25,361,000

Description:
This is an ongoing program to provide upgrades and maintenance of structures on Howard County
Roadways. These are non-capacity improvements which may include but are not limited to bridge
rehabilitation and replacement, painting, structural repairs, and general maintenance on various Howard
County bridges.

Justification:
This project will alleviate bridge deterioration and improve the safety and longevity of all bridges included
in the bridge repair and rehabilitation program.

Page 277 of 619

2024-2027

Howard County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Bridge Repair and Deck Replacement
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$563

$510

$440

$1,513

OTH

ENG

$368

$160

$20

$548

ROW

Subtotal

$931

$670

$460

$2,061

Phase

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

$2,249

$2,040

$1,760

OTH

ENG

$960

$640

$80

$1,680

ROW

Subtotal

$3,209

$2,680

$1,840

$7,729

Total

$3,209

$931

$2,680

$670

$1,840

$460

$9,790

Phase
CON

Page 278 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$6,049

2024-2027

Howard County

2024 - 2027 Transportation Improvement Program

Highway Preservation

Replacement of Bridge No. HO-040 on Union Chapel Road over Cattail Creek
TIP ID

16-2201-13

Year of Operation

2026

Agency

Howard County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

B3857

Est. Total Cost

$2,852,528

Description:
This project includes the replacement of bridge number HO-040 on Union Chapel Road over Cattail
Creek. Bridge width, sidewalks and shoulders will be evaluated during engineering.

Justification:
Replacement is necessary due to the bridge's multiple deficiencies that include substandard deck and
superstructure. The bridge is currently rated in poor condition.

Page 279 of 619

2024-2027

Howard County

Highway Preservation

2024 - 2027 Transportation Improvement Program

Replacement of Bridge No. HO-040 on Union Chapel Road over Cattail Creek
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,562

$390

$1,952

OTH

ENG

$400

$100

$500

PL
ROW

Subtotal

$1,962

$490

$2,452

Total

$1,962

$490

$2,452

Page 280 of 619

2024-2027

Maryland Transportation Authority

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-95 Fort McHenry Tunnel: Port Covington I-95 Access Study
TIP ID

22-1901-45

Year of Operation

2029

Agency

Maryland Transportation Authority

Project Type

Interchange ramp added or widened

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

7 miles, 8 lanes

CIP or CTP ID(s)

MDTA-9

Est. Total Cost

$495,000,000

Description:
MDTA and Baltimore City have developed a suite of improvements to I-95 ramps and other nearby
transportation facilities to support ongoing and planned redevelopment of the Port Covington peninsula in
South Baltimore and to address traffic needs in the Port Covington area. The study limits for these
improvements are Caton Avenue to the Fort McHenry Tunnel, involving approximately seven miles of I-95
and sections of Hanover Street, McComas Street and Key Highway. The total project cost is estimated to
be $495 million, with completion anticipated in 2029. The first phase of this project was MDTA's funding
and oversight of the project’s planning, with a NEPA study that is anticipated to be complete in 2023.
Future planning efforts will be funded by a private developer. MDTA construction funding is anticipated in
FY 2025 and would be MDTA's match for a potential future INFRA Grant.
Justification:
The improvements will support local and regional economic development in Baltimore and the region.
They will improve connectivity to existing land uses along the I-95 corridor and major local roads, including
Hanover Street, McComas Street, and Key Highway. The improvements will also increase access to
planned development that is envisioned for the Port Covington peninsula, and as described in the Port
Covington Master Plan, thereby increasing connectivity to planned residential development, businesses,
waterways, parks, and new transit facilities on improved street grids.

Connection to Long-Range Transportation Planning Goals:
3.G Improve Accessibility -- Improve system connectivity and continuity among modes and across
boundaries.
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.
Page 281 of 619

2024-2027

Maryland Transportation Authority

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-95 Fort McHenry Tunnel: Port Covington I-95 Access Study
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$5,500

OTH

ENG

ROW

Subtotal

$5,500

Total

$5,500

Page 282 of 619

2024-2027

Maryland Transportation Authority

2024 - 2027 Transportation Improvement Program

Highway Preservation
National Highway System

I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange Improvements
TIP ID

22-2201-19

Year of Operation

2028

Agency

Maryland Transportation Authority

Project Type

Other

Project Category

Highway Preservation

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

4 mainline lanes maintained, 4 new 0.7 mile CD lanes

CIP or CTP ID(s)

MDTA-31

Est. Total Cost

$102,000,000

Description:
The I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange Improvements Project includes the
removal of the toll booths and installation of an overhead gantry at the I-895/Baltimore Harbor Tunnel Toll
Plaza. The project will provide two lanes of barrier-separated mainline through-traffic in each direction
along I-895 between the K-Truss bridge and the Baltimore Harbor Tunnel. In addition, a two lane
barrier-separated collector distributor road will be installed in each direction adjacent to the mainline traffic
lane between the I-895 interchanges with Frankfurst Avenue and Childs Street. The proposed mainline
I-895 modifications include replacing and raising the I-895 bridge over Frankfurst Avenue, replacing the
I-895 bridge over Childs Street, and removing the I-895 bridge over the toll facility campus storage area.
The project is funded with MDTA toll revenues.
Justification:
This project will improve travel speeds by eliminating vehicle queues and maintaining a consistent number
of travel lanes on I-895 between the K-Truss bridge and the tunnel. It will also improve safety by reducing
crash risk and MDTA employee exposure to traffic flows. The risk of bridge strikes and associated repairs
will be reduced as well. Finally, fuel consumption and vehicle emissions will be reduced by providing more
constant travel speeds.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.
Page 283 of 619

2024-2027

Maryland Transportation Authority

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange Improvements
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$22,665

$31,664

$54,329

OTH

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ENG

$2,220

ROW

Subtotal

$2,220

$22,665

$31,664

$56,549

Total

$2,220

$22,665

$31,664

$56,549

Page 284 of 619

2024-2027

Maryland Transportation Authority

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

I-95 Express Toll Lanes Northbound Extension
TIP ID

25-1801-41

Year of Operation

2027

Agency

Maryland Transportation Authority

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

11.25 miles, 6 to 8 lanes

CIP or CTP ID(s)

MDTA-1

Est. Total Cost

$1,100,000,000

Description:
The I-95 Express Toll Lanes (ETL) Northbound Extension project is the first phase of implementation of
I-95 Section 200. The project is funded by MDTA toll revenues and includes the provision of 2 additional
ETLs on I-95 from N. of MD 43 to N. of MD 24, a distance of 11+ miles. Tolls are expected to be collected
automatically at highway speeds using E-ZPass or Video Tolling. The project also includes: reconstruction
of the I-95 interchanges at MD 152 and MD 24 along with a 1.7 mile auxiliary lane between the
interchanges; widening MD 24 from two to three lanes from MD 924 to north of Singer Road; ramps from
I-695 (WB & EB) to NB ETL; reconstruction of the overpasses at Raphel, Bradshaw, Old Joppa, Clayton,
and Abingdon roads; construction of 5 noise walls; widening the I-95 northbound bridges over the Big and
Little Gunpowder Falls and Winters Run; environmental mitigation; and additional safety improvements.
Justification:
The ETLs project will bring much needed traffic relief to one of the most congested portions of I-95 in
Baltimore and Harford counties. Traffic operations on northbound I-95 beyond the current MD 43 Express
Toll Lanes terminus experience routine congestion during peak hours. The improvements will address
capacity concerns, improve safety, and allow for better incident management and maintenance activities.
An Intelligent Transportation System (ITS) will allow MDTA to better operate the ETLs and general
purpose lanes while addressing transportation safety along I-95. The construction of additional noise walls
will address community needs.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
2.B Improve and Maintain the Existing Infrastructure -- Replace traffic signals and ITS elements.
4. Increase Mobility
4.D Increase Mobility -- Apply mobility-related management and operations techniques.

Page 285 of 619

2024-2027

Maryland Transportation Authority

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-95 Express Toll Lanes Northbound Extension
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$202,597

$136,497

$108,796

$83,668

$531,558

OTH

ENG

$6,251

$2,403

$1,204

$9,858

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ROW

$750

Subtotal

$209,598

$138,900

$110,000

$83,668

$542,166

Total

$209,598

$138,900

$110,000

$83,668

$542,166

Page 286 of 619

2024-2027

Maryland Transportation Authority

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-95 Southbound Part-Time Shoulder Usage
TIP ID

25-2101-41

Year of Operation

2027

Agency

Maryland Transportation Authority

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

3.9 miles, 3 lanes + Left Shoulder

CIP or CTP ID(s)

MDTA-5

Est. Total Cost

$32,300,000

Description:
This project will provide for the part-time use of the 12' left shoulder along I-95 southbound between the
Maryland House Travel Plaza to north of the MD 24 overpass. It requires restriping I-95 southbound lanes
and pavement improvements to the left shoulder lane for approximately 3.9 miles in Harford County. The
project will also include the installation of intelligent transportation systems (ITS) devices to deploy a new
ITS system, including lane-use control gantries, closed-circuit television cameras, traffic detectors, and
dynamic message signs. It will allow for the left shoulder to be dynamically opened and closed based on
traffic conditions. The project is funded by MDTA toll revenues. Project was delayed by one year due to
decreased revenues resulting from the pandemic. Cost has increased as design has progressed.
Justification:
This project will address existing and recurring congestion and safety issues during summer weekends by
providing additional capacity on a part-time, as needed basis along I-95 southbound between the
Maryland House Travel Plaza and MD 24. It will improve safety by providing additional capacity to reduce
congestion-related crashes, as well as reducing potential conflicts at the entrance ramp from Maryland
House. This project is an interim phase of implementation of I-95 Section 200 and is the first phase of the
I-95 Express Toll Lanes (ETL) Southbound Extension project. The phasing of the project will allow for
maximum benefits to be provided in the interim, while minimizing impacts from future construction of the
I-95 Express Toll Lanes (ETL) Southbound Extension project.

Page 287 of 619

2024-2027

Maryland Transportation Authority

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-95 Southbound Part-Time Shoulder Usage
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$2,248

$22,478

$6,837

$31,563

OTH

ENG

$420

ROW

Subtotal

$420

$2,248

$22,478

$6,837

$31,983

Total

$420

$2,248

$22,478

$6,837

$31,983

Page 288 of 619

2024-2027

Maryland Port Administration

2024 - 2027 Transportation Improvement Program

Ports

Dundalk Marine Terminal Resiliency and Flood Mitigation Improvements
TIP ID

30-2101-82

Year of Operation

2026

Agency

Maryland Port Administration

Project Type

Facility rehabilitation

Project Category

Ports

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

MPA-10

Est. Total Cost

$42,200,000

Description:
The project will provide critical flood protection improvements at Dundalk Marine Terminal. The project will
install tide gates to prevent storm surges from flowing back through the drains onto the terminal; installing
a perimeter barrier to prevent storm surges from overtopping the berths; and constructing a new box
culvert with lateral drains to deal with extreme rain events.

Justification:
The project is part of a larger, long-term resiliency and flood mitigation program at MPA's terminals and is
essential in maintaining the POB's competitiveness in the Automobile and Roll-On/Roll-Off heavy
equipment marketplace. By making improvements to Dundalk Marine Terminal, the project will reduce the
risk of cargo losses due to storm surge and rainfall flooding at the POB's largest and most versatile
general cargo facility.

Connection to Long-Range Transportation Planning Goals:
5.B Conserve and Enhance the Environment -- Reduce surface runoff.
6.G Improve System Security -- Plan for transportation-related effects of climate change.

Page 289 of 619

2024-2027

Maryland Port Administration

Ports

2024 - 2027 Transportation Improvement Program

Dundalk Marine Terminal Resiliency and Flood Mitigation Improvements
(Funding in Thousands)

Better Utilizing Investments to Leverage Development (BUILD) Discretionary Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$3,612

$11,125

$1,696

$6,945

$752

$3,520

$27,650

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$3,612

$11,125

$1,696

$6,945

$752

$3,520

$27,650

Total

$3,612

$11,125

$1,696

$6,945

$752

$3,520

$27,650

Page 290 of 619

2024-2027

Maryland Port Administration

2024 - 2027 Transportation Improvement Program

Ports

Port of Baltimore Rail Capacity Modernization Project
TIP ID

30-2301-83

Year of Operation

2026

Agency

Maryland Port Administration

Project Type

Facility expansion

Project Category

Ports

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

MPA-TBA

Est. Total Cost

$22,400,000

Description:
The Intermodal Container Transfer Facility (ICTF) sits adjacent to Seagirt Marine
Terminal. The project will remove some existing track and install two crane beam rails to support an
electric rail mounted gantry crane and install four new working tracks. The project is being supported by a
Consolidated Rail Infrastructure and Safety Improvement (CRISI) grant from the Federal Railroad
Administration along with private funding from Ports America Chesapeake.

Justification:
The project is needed to modernize the ICTF's rail yard infrastructure to support increased demand for
double stacked trains of containerized cargo once the Howard Street Tunnel Project is complete.

Connection to Long-Range Transportation Planning Goals:
7.F Promote Prosperity and Economic Opportunity -- Provide context-sensitive infrastructure and facilities.

Page 291 of 619

2024-2027

Maryland Port Administration

Ports

2024 - 2027 Transportation Improvement Program

Port of Baltimore Rail Capacity Modernization Project
(Funding in Thousands)

Consolidated Rail Infrastructure and Safety Improvement Discretionary Grant
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$11,850

$5,050

$3,830

$1,640

$22,370

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$11,850

$5,050

$3,830

$1,640

$22,370

Total

$11,850

$5,050

$3,830

$1,640

$22,370

Page 292 of 619

2024-2027

Maryland Port Administration

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Masonville Cove Connector: Shared Use Path Design and Construction
TIP ID

32-2301-03

Year of Operation

2025

Agency

Maryland Port Administration

Project Type

Bicycle/pedestrian facility

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

2-mile trail

Est. Total Cost

$1,681,900

CIP or CTP ID(s)

Description:
This project includes design and construction of a shared use path along Frankfurst Avenue in Baltimore
City. The trail is expected to span between Masonville Cove, which is the Nation’s first Urban Wildlife
Refuge Partnership, and Hanover Street. At Hanover Street, the trail will link to the existing Gwynns Falls
Trail and proposed Bay Brook Connector for over 20 miles of trail access. This project was identified as a
part of the alternative multimodal transportation feasibility study which concluded in 2018 and was
included in the 2017-2020 TIP utilizing FHWA Federal Lands Access Program Funds. As a part of the
design process, stakeholder coordination, environmental coordination including National Environmental
Policy Act, surveys, utility coordination, roadway design, traffic maintenance, and landscape design will be
conducted. Right of way coordination will also be conducted along the planned trail.
Justification:
Masonville Cove, which was designated as the Nation’s first Urban Wildlife Refuge Partnership,
reconnects communities to the water by providing public access to the shoreline, piers, and trails.
However, the local community faces hurdles in safely accessing the site, which were explored through a
2019 outreach and education campaign. The addition of this trail will provide safe, convenient, and
equitable access to Masonville Cove and the surrounding area. The establishment of this trail will connect
to over 20 miles of existing and planned trails to provide access to local amenities including a regional
hospital, neighborhoods, and light rail stations.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
3.E Improve Accessibility -- Provide or improve pedestrian and bicycle facilities that link to activity centers
and public transit.
Page 293 of 619

2024-2027

Maryland Port Administration

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Masonville Cove Connector: Shared Use Path Design and Construction
(Funding in Thousands)

Federal Lands Access Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$542

OTH

$22

ENG

$252

$12

ROW

$112

Subtotal

$392

$548

$940

Federal Lands Transportation Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$135

OTH

ENG

$63

ROW

$28

Subtotal

$97

$136

$233

$392

$97

$548

$136

$1,173

Phase

Total

Page 294 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$135

2024-2027

Maryland Port Administration

2024 - 2027 Transportation Improvement Program

Ports
National Highway System

Howard Street Tunnel
TIP ID

32-2101-83

Year of Operation

2025

Agency

Maryland Port Administration

Project Type

Facility expansion

Project Category

Ports

Functional Class

Conformity Status

Exempt

Physical Data

1.7 miles

CIP or CTP ID(s)

MPA-13

Est. Total Cost

$466,000,000

Description:
The project consists of reconstructing the 126-year-old Howard Street Tunnel in Baltimore and improving
the vertical clearance at 21 bridges between Baltimore and Philadelphia to create a double-stack rail
corridor to and from the Port of Baltimore and along the entire East Coast.

Justification:
The project is needed to provide a more efficient way to move containerized cargo to and from the Port of
Baltimore. The improved tunnel will allow the Port to attract more containers, resulting in additional jobs
and economic growth for the region.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.
7.F Promote Prosperity and Economic Opportunity -- Provide context-sensitive infrastructure and facilities.
Page 295 of 619

2024-2027

Maryland Port Administration

Ports

2024 - 2027 Transportation Improvement Program

National Highway System

Howard Street Tunnel
(Funding in Thousands)

Infrastructure for Rebuilding America (INFRA) Discretionary Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$56,879

$50,747

$8,744

$77,158

$193,528

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$56,879

$50,747

$8,744

$77,158

$193,528

Total

$56,879

$50,747

$8,744

$77,158

$193,528

Page 296 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Urban Transit Systems - Capital Assistance
TIP ID

40-1602-05

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Fleet improvement

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

N/A

Est. Total Cost

$3,328,000

Description:
Capital assistance for the purchase of vehicles, equipment, and facilities, for Harford County (Harford
County Transportation Services). Planned purchases include vehicle replacement along with continued
preventive maintenance.

Justification:
Urban transit capital assistance will enable Harford County locally operated transportation systems to
operate such that local needs for service can be met.

Connection to Long-Range Transportation Planning Goals:
2.C Improve and Maintain the Existing Infrastructure -- Maintain/replace transit vehicles.
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
vehicles / apply emission reduction technologies.

Page 297 of 619

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Urban Transit Systems - Capital Assistance
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

OTH

$533

$133

$533

$133

$533

$133

$533

$133

$2,664

ENG

ROW
Subtotal

$533

$133

$533

$133

$533

$133

$533

$133

$2,664

Section 5339 (Bus and Bus Facilities Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

$133

$33

$133

$33

$133

$33

$133

$33

$664

ENG

ROW

Subtotal

$133

$33

$133

$33

$133

$33

$133

$33

$664

Total

$666

$166

$666

$166

$666

$166

$666

$166

$3,328

Phase

Page 298 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Bus and Paratransit Vehicle Overhaul and Replacement
TIP ID

40-1802-05

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Fleet improvement

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$97,531,000

Description:
This project provides for routine replacement of buses past their useful service life. Planned purchases
include 310 forty-foot clean diesel buses and 40 sixty-foot clean diesel articulated buses. MDOT MTA
continuously receives deliveries of buses for MTA service. MDOT MTA also proactively repairs and
replaces bus components at key points in the vehicle’s life, including the engine, battery, brakes,
suspension, body, paint, and wheelchair/ADA, electrical, pneumatic systems, and other components as
needed. Batteries in hybrid electric buses batteries near the end of their useful life will be replaced. This
project also covers the purchase of paratransit vehicles under MTA's Mobility program which is a
specialized door-to-door service for people with disabilities who are not able to ride fixed route public
transportation, including lift equipped buses. In addition to the matching funds listed, MTA has committed
Justification:
In order to reduce operating and maintenance costs, the MTA is committed to procuring new buses to
support fleet capacity requirements and to replace aging equipment. This systematic replacement reduces
high out of commission rates and the excessive major repair problems that arise from retaining buses
beyond their economic life. Replacement with clean diesel buses helps meet higher federal emissions
standards. To improve bus reliability, the mini overhaul program for bus vehicles will simultaneously
increase vehicle lifespan, improve maintenance efficiency, reduce mechanical breakdowns, mitigate
safety risks, develop the workforce through training, and create cost savings. Funds are also needed to
provide paratransit vehicles within the Baltimore region. MTA's Mobility program satisfies the American
with Disabilities Act (ADA) provisions adopted by the Federal Transit Administration.

Connection to Long-Range Transportation Planning Goals:
2.C Improve and Maintain the Existing Infrastructure -- Maintain/replace transit vehicles.
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
vehicles / apply emission reduction technologies.
Page 299 of 619

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Bus and Paratransit Vehicle Overhaul and Replacement
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$11,136

$2,784

$14,643

$3,660

$4,957

$1,239

$3,800

$950

$43,169

OTH

ENG

ROW
Subtotal

Page 300 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$11,136

$2,784

$14,643

$3,660

$4,957

$1,239

$3,800

$950

$43,169

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Bus and Paratransit Vehicle Overhaul and Replacement
(Funding in Thousands)

Section 5339 (Bus and Bus Facilities Formula Program)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$349

$87

$4,794

$1,199

$6,429

OTH

ENG

ROW
Subtotal

$349

$87

$4,794

$1,199

$6,429

Congestion Mitigation and Air Quality
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$14,178

$3,544

$2,079

$520

$15,889

$3,972

$6,201

$1,550

$47,933

OTH

ENG

ROW

Subtotal

$14,178

$3,544

$2,079

$520

$15,889

$3,972

$6,201

$1,550

$47,933

Total

$25,663

$6,415

$21,516

$5,379

$20,846

$5,211

$10,001

$2,500

$97,531

Page 301 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Small Urban Transit Systems - Capital Assistance
TIP ID

40-9502-05

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Fleet improvement

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Est. Total Cost

$1,600,000

Description:
Capital assistance to small urban transit systems throughout the region to purchase vehicles, equipment,
and facilities. The Baltimore region's small urban transit system includes Carroll Transit System, Anne
Arundel County, The City of Annapolis, and Howard County. Planned purchases include 2 small bus
replacements, a mini van replacement, 2 heavy duty bus replacements, and continued preventative
maintenance.

Justification:
Small urban transit capital assistance will enable locally operated transportation systems to operate such
that local needs for services can be met. The small urban systems are important components of the
regional transportation network.

Page 302 of 619

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Small Urban Transit Systems - Capital Assistance
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$160

$40

$200

OTH

$160

$40

$160

$40

$200

$600

ENG

ROW
Subtotal

Page 303 of 619

$160

$40

$160

$40

$200

$160

$40

$800

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Small Urban Transit Systems - Capital Assistance
(Funding in Thousands)

Section 5339 (Bus and Bus Facilities Formula Program)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

OTH

$160

$40

$160

$40

$160

$40

$160

$40

$800

ENG

ROW

Subtotal

$160

$40

$160

$40

$160

$40

$160

$40

$800

Total

$320

$80

$320

$80

$160

$240

$320

$80

$1,600

Page 304 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Ridesharing - Baltimore Region
TIP ID

40-9901-01

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Ridesharing

Project Category

Emission Reduction Strategy

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$2,672,000

Description:
The ridesharing project covers the activities of the ridesharing program in all jurisdictions in the Baltimore
region, including the Guaranteed Ride Home (GRH) Program. Entities eligible to receive funding include
Baltimore City, the Baltimore Metropolitan Council, and Anne Arundel, Howard, and Harford
counties.

Justification:
The Maryland Ridesharing Program promotes the use of alternatives to the single occupant vehicle
through mass transit, carpools, and vanpools with financial assistance under the Rideshare/Commuter
Assistance Program. Funding is provided to eligible entities to assist with the promotion and management
of their Rideshare Program.

Connection to Long-Range Transportation Planning Goals:
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
5.A Conserve and Enhance the Environment -- Provide alternatives to single-occupant passenger
vehicles / apply emission reduction technologies.
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.
Page 305 of 619

2024-2027

MTA - Transit

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Ridesharing - Baltimore Region
(Funding in Thousands)

Congestion Mitigation and Air Quality
FY 2024
Federal
Funds

FY 2024
Matching
Funds

CON

OTH

$668

ENG
PL

Phase

ROW

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

$668

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$668

$1,336

Subtotal

$668

$2,672

Total

$668

$2,672

Page 306 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Small Urban Transit Systems - Operating Assistance
TIP ID

40-0104-61

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Operating assistance

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Est. Total Cost

$2,608,000

Description:
Operating assistance to urban transit systems throughout the Aberdeen/Bel Air North/Bel Air South
urbanized area. Transit agencies eligible for funding include Harford County.
Costs generally associated with operating assistance can include utilities, miscellaneous equipment,
fuel/oil, and driver, maintenance staff, and administrative salaries.

Justification:
Small urban transit operating assistance will enable transportation systems to finance the operation of
their services.

Page 307 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Small Urban Transit Systems - Operating Assistance
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for operating projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

OTH

$326

$2,608

ENG

ROW

Subtotal

$326

$2,608

Total

$326

$2,608

Page 308 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Bus and Rail Preventive Maintenance
TIP ID

40-1204-64

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Preservation and improvements

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

MTA-25

Est. Total Cost

$195,512,000

Description:
This project provides preventative maintenance on the Bus, Light Rail and Metro systems to improve
safety, reliability and passenger comfort.

Justification:
Regular preventive maintenance on the transit system will allow MTA to provide safe and reliable service.
Proper maintenance extends the useful life of transit vehicles.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.C Improve and Maintain the Existing Infrastructure -- Maintain/replace transit vehicles.
6.A Improve System Security -- Provide security-related features at transit facilities or on transit vehicles.

Page 309 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Bus and Rail Preventive Maintenance
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$14,416

$3,604

$13,922

$3,480

$35,422

OTH

$15,374

$3,843

$14,900

$3,725

$37,842

ENG

ROW
Subtotal

$15,374

$3,843

$14,900

$3,725

$14,416

$3,604

$13,922

$3,480

$73,264

Section 5337 (State of Good Repair Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$24,687

$6,171

$25,181

$6,295

$62,334

OTH

$23,729

$5,932

$24,203

$6,050

$59,914

ENG

ROW

Subtotal

$23,729

$5,932

$24,203

$6,050

$24,687

$6,171

$25,181

$6,295

$122,248

Total

$39,103

$9,775

$39,103

$9,775

$39,103

$9,775

$39,103

$9,775

$195,512

Phase

Page 310 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Seniors and Individuals with Disabilities
TIP ID

40-1502-69

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Other

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

N/A

Est. Total Cost

$9,360,000

Description:
This project provides capital and operating assistance to non-profit agencies who provide transportation
services for the elderly and individuals with disabilities. Non-profit recipients are determined through a
competitive selection process and based upon the Baltimore Area Coordinated Public Transit - Human
Services Transportation Plan.

Justification:
This program is intended to enhance mobility for seniors and individuals with disabilities by providing
capital and operating funds for programs to serve the special needs of transit-dependent populations
beyond traditional public transportation services and ADA complementary paratransit services.

Connection to Long-Range Transportation Planning Goals:
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.
3.F Improve Accessibility -- Apply strategies from the Coordinated Public Transit – Human Services
Transportation Plan.

Page 311 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Seniors and Individuals with Disabilities
(Funding in Thousands)

Section 5310 Enhanced Mobility of Seniors and Individuals with Disabilities Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$3,370

$1,310

$4,680

OTH

$3,370

$1,310

$4,680

ENG

ROW

Subtotal

$3,370

$1,310

$3,370

$1,310

$9,360

Total

$3,370

$1,310

$3,370

$1,310

$9,360

Page 312 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Urban Transit Systems - Operating Assistance
TIP ID

40-1603-61

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Operating assistance

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

N/A

Est. Total Cost

$16,912,000

Description:
This project provides operating assistance to urban transit systems throughout the Aberdeen/Bel Air
North/Bel Air South urbanized area. Transit agencies eligible for funding include Harford County.
Costs generally associated with operating assistance can include utilities, miscellaneous equipment,
fuel/oil, and driver, maintenance staff, and administrative salaries.

Justification:
Urban transit operating assistance will enable transportation systems to finance the operation of their
services.

Page 313 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Urban Transit Systems - Operating Assistance
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for operating projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

OTH

$2,114

$16,912

ENG

ROW

Subtotal

$2,114

$16,912

Total

$2,114

$16,912

Page 314 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Agencywide System Preservation and Improvement
TIP ID

40-1801-64

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Preservation and improvements

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$33,910,000

Description:
This is an ongoing project to rehabilitate agency-wide facilities, systems, and infrastructure. Rehabilitation
projects include roofing and pavement for facilities, a system network migration and upgrade, system-wide
escalators, and modernization of 40 elevators system-wide. In addition to the matching funds listed,
MDOT MTA has committed $139 million in state dollars.

Justification:
The associated projects support regional management and operation initiatives to improve service, safety,
and assure the preservation of infrastructure agency-wide.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
2.E Improve and Maintain the Existing Infrastructure -- Improve the condition of transit infrastructure and
stations/stops.

Page 315 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Agencywide System Preservation and Improvement
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$8,094

$2,023

$12,120

$3,030

$6,915

$1,728

$33,910

OTH

ENG

ROW

Subtotal

$8,094

$2,023

$12,120

$3,030

$6,915

$1,728

$33,910

Total

$8,094

$2,023

$12,120

$3,030

$6,915

$1,728

$33,910

Page 316 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Metro and Light Rail Rolling Stock Overhauls and Replacement
TIP ID

40-1804-63

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Fleet improvement

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$152,856,000

Description:
Mid-life Overhaul of 53 Light Rail Vehicles and upgrades to various systems/sub-systems to address
obsolete parts, improve safety and vehicle performance, and enhance passenger comfort. The overhaul
has been engineered to provide an additional 15 years of service of the light rail vehicle fleet. Metro cars
were designed with a 30 year life and are due for replacement. The Automatic Train Protection system is
experiencing reliability issues due to its age and obsolete parts thus increasing maintainability issues
across its various systems/sub-systems. The replacement of Metro Cars and Train Control System with
modern, reliable equipment will enhance passenger comfort, ensure better reliability and improve safety.
Delays were a result of Covid such as material delivery, sub-suppliers, internal Alstom impacts and plant
shutdown. In addition to the matching funds listed, MTA has committed $106 million in state dollars.
Justification:
The replacement of Metro vehicles and the Signaling System with modern and reliable equipment will
enhance passenger comfort, ensure better reliability and offer improved safety. The MTA’s Metro
Signaling System consists of a double tracked train controlled signaling system that is 15 miles long. The
Metro train control system was installed in three phases and the oldest section is currently 30 yrs old. The
Automatic Train Protection system is currently experiencing reliability issues due to its age and parts
obsolescence thus increasing maintainability issues across its various systems and sub-systems. Light rail
fleet overhaul is designed to reduce system failures and improve reliability and service.

Page 317 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Metro and Light Rail Rolling Stock Overhauls and Replacement
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$32,196

$8,049

$24,178

$6,044

$15,043

$6,045

$3,331

$833

$95,719

OTH

ENG

ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$32,196

$8,049

$24,178

$6,044

$15,043

$6,045

$3,331

$833

$95,719

Section 5337 (State of Good Repair Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$10

$2,500

$12,163

$3,041

$2,468

$617

$20,799

OTH

ENG

ROW

Subtotal

$10

$2,500

$12,163

$3,041

$2,468

$617

$20,799

Phase

Page 318 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Metro and Light Rail Rolling Stock Overhauls and Replacement
(Funding in Thousands)

Congestion Mitigation and Air Quality
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$29,071

$7,267

$36,338

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$29,071

$7,267

$36,338

Total

$61,267

$15,316

$24,188

$8,544

$27,206

$9,086

$5,799

$1,450

$152,856

Page 319 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Metro and Light Rail System Preservation and Improvement
TIP ID

40-1805-64

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Preservation and improvements

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$88,868,000

Description:
This is an ongoing project to rehabilitate Light Rail and Metro facilities, infrastructure, track, and
equipment, including replacing interlockings, repairing tunnel liners and doors, and the design and
installation of new fiber optic cables. In addition to the matching funds listed, MTA has committed $220
million in state dollars.

Justification:
The associated projects support regional management and operation initiatives to improve service and
safety and assure the preservation of the Light Rail and Metro systems.

Page 320 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Metro and Light Rail System Preservation and Improvement
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$8,735

$2,183

$13,450

$3,362

$25,031

$6,258

$59,019

OTH

ENG

ROW
Subtotal

Page 321 of 619

$8,735

$2,183

$13,450

$3,362

$25,031

$6,258

$59,019

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Metro and Light Rail System Preservation and Improvement
(Funding in Thousands)

Section 5337 (State of Good Repair Formula Program)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$11,336

$2,834

$1,851

$463

$10,692

$2,673

$29,849

OTH

ENG

ROW

Subtotal

$11,336

$2,834

$1,851

$463

$10,692

$2,673

$29,849

Total

$20,071

$5,017

$15,301

$3,825

$35,723

$8,931

$88,868

Page 322 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Eastern Bus Facility
TIP ID

40-2301-65

Year of Operation

2026

Agency

MTA - Transit

Project Type

Rehabilitation of facilities

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

1547

Est. Total Cost

$162,270,184

Description:
The purpose of this project is to re-develop Eastern Bus Division as an electric bus division. Assuming a
190 bus fleet, construction would take >4 years. This facility would provide a single building with 110,000
square feet of combined maintenance, washing, fueling, and bus operations space. Major facility
components include bus parking (190 buses), employee parking (216 spaces), battery electric bus
charging infrastructure, solar energy collection system, administrative offices, conference rooms, training
rooms, dispatch facilities, fuel lanes (2), wash lanes (2), vaulting, repair bays (16-18), general machine
shop, parts storage, break room, restrooms/showers, fuel storage and storm water management. Note: In
addition to the matching funds listed, MDOT MTA has committed $106 million in state dollars.
Justification:
The current bus facility is very old and needs facility updates and increased capacity. The current asset
rating is only a 3.
In addition, the Zero-Emissions Fleet Transition Study: Phase II recommends the Eastern Bus Division be
expanded and redeveloped as 100% battery electric bus division to comply with the Greenhouse Gas
Reduction Act. The GGRA requires half of MTA's vehicles to be zero emissions by 2030. To meet this
goal, construction additional, substantial funding needs to be available starting 2023.

Connection to Long-Range Transportation Planning Goals:
2.E Improve and Maintain the Existing Infrastructure -- Improve the condition of transit infrastructure and
stations/stops.
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.

Page 323 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Eastern Bus Facility
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$64,008

$16,002

$80,010

OTH

ENG

ROW

Subtotal

$64,008

$16,002

$80,010

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Section 5339 (Bus and Bus Facilities Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$5,008

$1,252

$6,260

OTH

ENG

ROW

Subtotal

$5,008

$1,252

$6,260

Total

$69,016

$17,254

$86,270

Phase

Page 324 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Zero Emission Infrastructure and Rolling Stock
TIP ID

40-2302-63

Year of Operation

2026

Agency

MTA - Transit

Project Type

Rehabilitation of facilities

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

Est. Total Cost

$142,069,510

CIP or CTP ID(s)

Description:
MTA will use an alternative procurement process for a Contractor to procure, install, operate & maintain
new electric charging infrastructure for both Kirk & Northwest bus depots. Contractor will provide turn-key
design, installation, implementation, commissioning and O&M for the service equipment infrastructure
needed so that BEBs can be placed into service upon delivery; Provide O&M services so that the BEBs at
both Depots are fully charged at scheduled pull-out times; Provide charge mgt. services to support BEB
and EVSE data collection, monitoring the performance of the EVSE, and managing energy use such that
MTA can manage the BEBs in an efficient and cost-effective manner; Provide real-time and historical data
regarding in-service BEB operations & daily bus charging events and minimizing monthly charging costs.
In addition to the matching funds listed, MDOT MTA has committed $72.5 million in state dollars.
Justification:
The Maryland Transit Administration – Conversion to Zero–Emission Buses (Zero–Emission Bus
Transition Act), Senate Bill SB0137, of the Maryland General Assembly, prohibits the Maryland Transit
Administration (MTA), beginning in fiscal 2023, from entering into a contract to purchase buses that are
not zero-emission buses (ZEBs) (as defined by the bill). The bill also requires MTA to submit a report each
January 1st regarding the conversion of its bus fleet to zero-emission buses. The annual report submitted
by MTA include: a schedule for converting MTA’s transit bus fleet to zero-emission buses; an evaluation of
the charging infrastructure needed for MTA to create and maintain a State transit bus fleet of
zero-emission buses.

Connection to Long-Range Transportation Planning Goals:
5.C Conserve and Enhance the Environment -- Provide incentives for zero-emission vehicles.
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.

Page 325 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Zero Emission Infrastructure and Rolling Stock
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$19,403

$12,719

$3,180

$35,302

OTH

ENG

$19,403

$12,719

$3,180

$35,302

ROW
Subtotal

Section 5307 Urbanized Area Formula Program (funding for operating projects)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$4,851

OTH

ENG

ROW

Subtotal

$4,851

Phase

Page 326 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Zero Emission Infrastructure and Rolling Stock
(Funding in Thousands)

Congestion Mitigation and Air Quality
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$41,171

$10,293

$27,361

$6,840

$37,049

$9,262

$131,976

OTH

ENG

ROW

Subtotal

$41,171

$10,293

$27,361

$6,840

$37,049

$9,262

$131,976

$19,403

$4,851

$41,171

$10,293

$27,361

$6,840

$49,768

$12,442

$172,129

Total

Page 327 of 619

2024-2027

MTA - Transit

2024 - 2027 Transportation Improvement Program

Transit Preservation

Rural Transit Systems - Operating Assistance
TIP ID

40-9204-61

Year of Operation

Ongoing

Agency

MTA - Transit

Project Type

Operating assistance

Project Category

Transit Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

None

Est. Total Cost

$1,904,000

Description:
This project provides operating assistance to transit systems located in the Baltimore region. Transit
agencies eligible for funding include Baltimore County (Baltimore County Office of Aging) and Carroll
Transit System.
Costs generally associated with operating assistance can include utilities, miscellaneous equipment,
fuel/oil, and driver, maintenance staff, and administrative salaries.

Justification:
Rural transit operating assistance will enable transportation systems to finance the operation of their
services.

Page 328 of 619

2024-2027

MTA - Transit

Transit Preservation

2024 - 2027 Transportation Improvement Program

Rural Transit Systems - Operating Assistance
(Funding in Thousands)

Section 5311 Nonurbanized Area Formula Program (funding for operating assistance in non-urbanized areas)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$238

$952

OTH

$238

$952

ENG

ROW

Subtotal

$238

$1,904

Total

$238

$1,904

Page 329 of 619

2024-2027

MTA - Commuter Rail

2024 - 2027 Transportation Improvement Program

Commuter Rail Preservation

MARC Rolling Stock Overhauls and Replacement
TIP ID

70-1501-53

Year of Operation

Ongoing

Agency

MTA - Commuter Rail

Project Type

Fleet improvement

Project Category

Commuter Rail Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$52,876,000

Description:
This is an ongoing project for the overhaul and replacement of MARC rolling stock. The overhaul of MARC
coaches and locomotives is performed in accordance with "10-year minor" and "20-year midlife"
schedules and/or the manufacturer's schedule. MARC vehicles will be upgraded with federally-mandated
Positive Train Control safety features. In addition to the matching funds listed, MTA has committed $19.9
million in state dollars.

Justification:
Overhauls will extend the life of mechanical systems and car bodies. This will have the effect of providing
safe and reliable vehicles for MARC service while also complying with federally mandated maintenance
regulations.

Page 330 of 619

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Rolling Stock Overhauls and Replacement
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,090

$272

$1,256

$314

$1,820

$455

$4,324

$1,081

$10,612

OTH

ENG

Phase

ROW
Subtotal

Page 331 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$1,090

$272

$1,256

$314

$1,820

$455

$4,324

$1,081

$10,612

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Rolling Stock Overhauls and Replacement
(Funding in Thousands)

Section 5337 (State of Good Repair Formula Program)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$10,267

$2,566

$4,920

$1,230

$9,736

$2,434

$8,889

$2,222

$42,264

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$10,267

$2,566

$4,920

$1,230

$9,736

$2,434

$8,889

$2,222

$42,264

Total

$11,357

$2,838

$6,176

$1,544

$11,556

$2,889

$13,213

$3,303

$52,876

Page 332 of 619

2024-2027

MTA - Commuter Rail

2024 - 2027 Transportation Improvement Program

Commuter Rail Preservation

MARC Improvements
TIP ID

70-1502-54

Year of Operation

Ongoing

Agency

MTA - Commuter Rail

Project Type

Preservation and improvements

Project Category

Commuter Rail Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$55,781,000

Description:
This project provides funding to implement ongoing improvements derived from the MARC Master Plan
and Amtrak/CSX Operating Agreements. In addition to the matching funds listed, MTA has committed $24
million in state dollars.

Justification:
Investments in passenger rail corridor infrastructure improvements are necessary to maintain/improve the
safety and quality of MARC infrastructure.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.E Improve and Maintain the Existing Infrastructure -- Improve the condition of transit infrastructure and
stations/stops.
3.G Improve Accessibility -- Improve system connectivity and continuity among modes and across
boundaries.
Page 333 of 619

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Improvements
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$1,718

$430

$743

$186

$3,077

OTH

ENG

ROW
Subtotal

Page 334 of 619

$1,718

$430

$743

$186

$3,077

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Improvements
(Funding in Thousands)

Section 5337 (State of Good Repair Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$7,439

$1,860

$15,842

$3,961

$10,394

$2,599

$8,487

$2,122

$52,704

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$7,439

$1,860

$15,842

$3,961

$10,394

$2,599

$8,487

$2,122

$52,704

Total

$9,157

$2,290

$16,585

$4,147

$10,394

$2,599

$8,487

$2,122

$55,781

Page 335 of 619

2024-2027

MTA - Commuter Rail

2024 - 2027 Transportation Improvement Program

Commuter Rail Preservation

MARC Facilities
TIP ID

70-1503-55

Year of Operation

Ongoing

Agency

MTA - Commuter Rail

Project Type

Rehabilitation of facilities

Project Category

Commuter Rail Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Multiple

Est. Total Cost

$18,979,000

Description:
1) MARC Martin State Airport – Purchase private property & construct 2 additional storage tracks.
2) MARC BWI Garage Facility- Identify and prioritize needed repairs which are then designed and
constructed
3) Construction of Riverside Heavy Maintenance Facility.
4) Renovation of MARC's Odenton, Elkton, and Bayview Stations.
Note: In addition to the matching funds listed, MTA has committed $25.5 million in state dollars.

Justification:
1)MARC Martin State Airport Improvements: The Project will provide related utility infrastructure such as
new storm water management facilities, new compressed air distribution system for entire facility, new
domestic water distribution system to yard and shop, and additional ground power boxes to power trains
during layover and reduce diesel engine idling.
2)MARC BWI Garage Facility: Repairs will extend the useful life of the garages and support continued
ridership on the MARC system from this location. Typical repairs include concrete crack and spall repairs,
cleaning and coating structural steel, repairing welded connections
3)Riverside Heavy Maintenance Facility: The building will provide four maintenance slots for locomotives
undergoing heavy maintenance and repair which will free up maintenance slots in the existing shop for

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.E Improve and Maintain the Existing Infrastructure -- Improve the condition of transit infrastructure and
stations/stops.
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.

Page 336 of 619

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Facilities
(Funding in Thousands)

Section 5307 Urbanized Area Formula Program (funding for capital projects)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$835

$209

$460

$115

$800

$200

$2,619

OTH

ENG

Phase

ROW
Subtotal

Page 337 of 619

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$835

$209

$460

$115

$800

$200

$2,619

2024-2027

MTA - Commuter Rail

Commuter Rail Preservation

2024 - 2027 Transportation Improvement Program

MARC Facilities
(Funding in Thousands)

Section 5337 (State of Good Repair Formula Program)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$2,517

$629

$800

$200

$3,931

$983

$5,840

$1,460

$16,360

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$2,517

$629

$800

$200

$3,931

$983

$5,840

$1,460

$16,360

Total

$3,352

$838

$1,260

$315

$4,731

$1,183

$5,840

$1,460

$18,979

Page 338 of 619

2024-2027

Office of the Secretary

2024 - 2027 Transportation Improvement Program

Environmental/Safety

State Safety Oversight
TIP ID

90-1401-39

Year of Operation

Ongoing

Agency

Office of the Secretary

Project Type

Other

Project Category

Environmental/Safety

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-9

Est. Total Cost

$2,400,000

Description:
The Maryland Department of Transportation (MDOT) intends to use these Section 5329 Funds to provide
administrative expenses for training, consultant services and miscellaneous equipment to oversee MTA’s
Light Rail and Metro systems and its operations in the Baltimore, Maryland metropolitan area.

Justification:
To make transit safer through policy development, hazard investigation, data collection, risk analysis,
effective oversight programs and information sharing.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
1.D Improve System Safety -- Improve emergency response time.
9. Promote Informed Decision Making

Page 339 of 619

2024-2027

Office of the Secretary

Environmental/Safety

2024 - 2027 Transportation Improvement Program

State Safety Oversight
(Funding in Thousands)

Section 5329 (State Safety Oversight)
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

OTH

$400

$200

$400

$200

$400

$200

$400

$200

$2,400

ENG

ROW

Subtotal

$400

$200

$400

$200

$400

$200

$400

$200

$2,400

Total

$400

$200

$400

$200

$400

$200

$400

$200

$2,400

Page 340 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Enhancement Program

Areawide Transportation Alternatives Projects
TIP ID

60-9903-29

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Other

Project Category

Enhancement Program

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

N/A

Est. Total Cost

$32,600,000

Description:
This is an ongoing program to expand travel choices and enhance the transportation experience by
improving the cultural, historic, and environmental aspects of the Baltimore region's transportation
infrastructure. These improvements may include but are not limited to bicycle and pedestrian facilities;
rehabilitation of historic transportation facilities such as railroads and canals; conversion and use of
abandoned railroad corridors; archaeological activities related to transportation impacts; and mitigation of
water pollution caused by highway runoff. This program also includes Safe Routes to School program
projects and Recreational Trails program projects.
Justification:
Transportation enhancements are projects which add community and environmental value to the
transportation system.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
3.A Improve Accessibility -- Increase transportation alternatives for all segments of the population.
5.E Conserve and Enhance the Environment -- Preserve and protect natural and cultural resources.
Page 341 of 619

2024-2027

SHA - Regional

Enhancement Program

2024 - 2027 Transportation Improvement Program

Areawide Transportation Alternatives Projects
(Funding in Thousands)

Transportation Alternatives (Transportation Enhancement, Safe Routes to School)
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$6,400

$1,600

$6,400

$1,600

$4,800

$1,200

$4,800

$1,200

$28,000

OTH

ENG

$640

$160

$640

$160

$640

$160

$640

$160

$3,200

$240

$60

$240

$60

$240

$60

$240

$60

$1,200

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

Subtotal

$7,320

$1,830

$7,320

$1,830

$5,720

$1,430

$5,720

$1,430

$32,600

Total

$7,320

$1,830

$7,320

$1,830

$5,720

$1,430

$5,720

$1,430

$32,600

Page 342 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Environmental/Safety

Areawide Environmental Projects
TIP ID

60-9506-38

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Environmental other

Project Category

Environmental/Safety

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-20

Est. Total Cost

$98,600,000

Description:
This is an ongoing program to provide environmental and aesthetic improvements on MDOT SHA's
highway network. These non-capacity improvements may include but are not limited to noise abatement,
wetland management and rehabilitation, reforestation, landscaping, scenic beautification, and bicycle and
pedestrian facilities.

Justification:
Will restore important wetlands, enhance the surrounding environment and community, and reduce noise
impacts.

Connection to Long-Range Transportation Planning Goals:
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
5.B Conserve and Enhance the Environment -- Reduce surface runoff.
5.E Conserve and Enhance the Environment -- Preserve and protect natural and cultural resources.

Page 343 of 619

2024-2027

SHA - Regional

Environmental/Safety

2024 - 2027 Transportation Improvement Program

Areawide Environmental Projects
(Funding in Thousands)

Highway Safety Improvement Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$400

$100

$400

$100

$400

$100

$400

$100

$2,000

OTH

ENG

$80

$20

$80

$20

$80

$20

$80

$20

$400

$40

$10

$40

$10

$40

$10

$40

$10

$200

Phase

ROW
Subtotal

Page 344 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

$560

$140

$560

$140

$560

$140

$560

$140

$2,800

2024-2027

SHA - Regional

Environmental/Safety

2024 - 2027 Transportation Improvement Program

Areawide Environmental Projects
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,600

$400

$1,600

$400

$800

$200

$800

$200

$6,000

OTH

ENG

$2,400

$800

$2,400

$800

$320

$80

$320

$80

$7,200

$40

$10

$40

$10

$40

$10

$40

$10

$200

Phase

PL
ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

$4,080

$1,220

$4,080

$1,220

$1,200

$300

$1,200

$300

$13,600

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$19,200

$4,800

$19,200

$4,800

$12,000

$3,000

$12,000

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$3,000

$78,000

OTH

ENG

$1,200

$300

$1,200

$300

$160

$40

$160

$40

$3,400

$80

$20

$80

$20

$80

$20

$80

$20

$400

ROW

$80

$20

$80

$20

$80

$20

$80

$20

$400

Subtotal

$20,560

$5,140

$20,560

$5,140

$12,320

$3,080

$12,320

$3,080

$82,200

Total

$25,200

$6,500

$25,200

$6,500

$14,080

$3,520

$14,080

$3,520

$98,600

Page 345 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Emission Reduction Strategy

Areawide Congestion Management
TIP ID

60-9504-04

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Traffic engineering

Project Category

Emission Reduction Strategy

Functional Class

Varies

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-21

Est. Total Cost

$113,000,000

Description:
This is an ongoing program to provide traffic control, management, and monitoring on State highways.
These improvements may include but are not limited to the employment of variable message signs, video
for traffic management (CCTV), traffic management detectors, signal systemization and remote timing,
permanent congestion monitoring systems employed by the CHART program, deployment of local
jurisdiction intelligent transportation system (ITS) projects, and the development of park-and-ride facilities.

Justification:
These projects together provide an important air quality component of reducing emissions from motor
vehicles in the Baltimore region. Most of these projects will improve safety and traffic flow operations on
the existing highway system without major new construction. They will save motorists time by allowing
them to avoid traffic congestion. Some of the projects will reduce congestion through the use of ITS
technology innovations in communication, advanced traffic management, traveler information, etc.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
4.D Increase Mobility -- Apply mobility-related management and operations techniques.
5.D Conserve and Enhance the Environment -- Reduce greenhouse gas emissions in accordance with
state and local sustainability and climate change plans.

Page 346 of 619

2024-2027

SHA - Regional

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Areawide Congestion Management
(Funding in Thousands)

Congestion Mitigation and Air Quality
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,200

$300

$1,200

$300

$1,200

$300

$1,200

$300

$6,000

OTH

ENG

$160

$40

$160

$40

$160

$40

$160

$40

$800

$40

$10

$40

$10

$40

$10

$40

$10

$200

Phase

PL
ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

$1,440

$360

$1,440

$360

$1,440

$360

$1,440

$360

$7,200

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$2,400

$600

$2,400

$600

$1,600

$400

$1,600

$400

$10,000

OTH

$2,400

$600

$2,400

$600

$800

$200

$800

$200

$8,000

ENG

$240

$60

$240

$60

$240

$60

$240

$60

$1,200

$800

$200

$800

$200

$320

$80

$320

$80

$2,800

$40

$10

$40

$10

$40

$10

$40

$10

$200

$5,880

$1,470

$5,880

$1,470

$3,000

$750

$3,000

$750

$22,200

Phase

ROW
Subtotal

Page 347 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

SHA - Regional

Emission Reduction Strategy

2024 - 2027 Transportation Improvement Program

Areawide Congestion Management
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$4,000

$1,000

$4,000

$1,000

$4,000

$1,000

$4,000

$1,000

$20,000

OTH

$8,000

$2,000

$8,000

$2,000

$5,600

$1,400

$5,600

$14,000

$46,600

ENG

$6,400

$1,600

$6,400

$1,600

$4,000

$1,000

$22,000

$900

$300

$900

$300

$400

$100

$400

$100

$3,400

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

Subtotal

$19,340

$4,910

$19,340

$4,910

$14,040

$3,510

$10,040

$16,110

$92,200

Total

$26,660

$6,740

$26,660

$6,740

$18,480

$4,620

$14,480

$17,220

$121,600

Page 348 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

TSMO System 1
TIP ID

60-2301-41

Year of Operation

2029

Agency

SHA - Regional

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Varies

Conformity Status

Exempt

Physical Data

I-70: 11.7 miles, US 40: 10.5 miles, US 29: 3.5 miles

CIP or CTP ID(s)

AZ2321

Est. Total Cost

$76,687,000

Description:
This project is a combination of information technology and geometric improvements within TSMO System
1 including I-70 from I-695 to MD 32, US 29 from I-695 to I-70, and US 40 from MD 99 to MD 100.

Justification:
This project will improve safety and operations along I-70, US 29, and US 40.

Connection to Long-Range Transportation Planning Goals:
1.B Improve System Safety -- Apply safety-related management and operations techniques.
4. Increase Mobility
4.D Increase Mobility -- Apply mobility-related management and operations techniques.

Page 349 of 619

2024-2027

SHA - Regional

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

TSMO System 1
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$2,784

$147

$8,550

$450

$22,174

$1,853

$35,958

OTH

ENG

$1,210

$90

$450

$50

$450

$50

$450

$50

$2,800

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$79

$95

$11

$194

Subtotal

$1,210

$90

$3,234

$197

$9,079

$509

$22,719

$1,914

$38,952

Total

$1,210

$90

$3,234

$197

$9,079

$509

$22,719

$1,914

$38,952

Page 350 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Bridge Replacement And Rehabilitation
TIP ID

60-9310-13

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-20

Est. Total Cost

$269,500,000

Description:
This is an ongoing program to provide major upgrades and maintenance of structures on State highways.
These are non-capacity improvements which may include but are not limited to structural replacements,
deck rehabilitation, superstructure replacements, parapet reconstruction, cleaning and painting, and
general maintenance on various state-owned bridges.

Justification:
Will preserve existing structures, increase safety, and improve highway beautification.

Page 351 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Bridge Replacement And Rehabilitation
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$32,000

$8,000

$30,000

$7,000

$24,000

$6,000

$24,000

$6,000

$137,000

OTH

ENG

$3,400

$2,200

$3,400

$2,200

$1,600

$400

$1,600

$400

$15,200

$320

$80

$160

$40

$160

$40

$160

$40

$1,000

PL
ROW
Subtotal

Page 352 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$320

$80

$160

$40

$160

$40

$160

$40

$1,000

$36,040

$10,360

$33,720

$9,280

$25,920

$6,480

$25,920

$6,480

$154,200

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Bridge Replacement And Rehabilitation
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$24,000

$6,000

$16,000

$4,000

$12,000

$3,000

$12,000

$3,000

$80,000

OTH

ENG

$8,000

$2,000

$8,000

$2,000

$4,800

$1,200

$4,800

$1,200

$32,000

$480

$120

$240

$60

$240

$60

$240

$60

$1,500

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$480

$120

$320

$80

$320

$80

$320

$80

$1,800

Subtotal

$32,960

$8,240

$24,560

$6,140

$17,360

$4,340

$17,360

$4,340

$115,300

Total

$69,000

$18,600

$58,280

$15,420

$43,280

$10,820

$43,280

$10,820

$269,500

Page 353 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Resurfacing And Rehabilitation
TIP ID

60-9501-11

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Road resurfacing/rehabilitation

Project Category

Highway Preservation

Functional Class

Varies

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-20

Est. Total Cost

$490,700,000

Description:
This is an ongoing program to provide periodic resurfacing and upgrading of auxiliary features on State
highways. These are non-capacity improvements which may include but are not limited to milling,
patching, sealing, and resurfacing of existing deteriorated state roadways. Other improvements such as
ADA or guardrail may be included incidental to other resurfacing and rehabilitation improvements.

Justification:
Will improve safety and the flow of traffic. This project listing represents a large funding request for many
small resurfacing projects throughout the Baltimore region. Project selection is based upon need and is
subject to change.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
3.B Improve Accessibility -- Improve ADA-related conditions for pedestrians / transit riders.

Page 354 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Resurfacing And Rehabilitation
(Funding in Thousands)

Highway Safety Improvement Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$9,000

$2,000

$9,000

$2,000

$4,000

$1,000

$4,000

$1,000

$32,000

OTH

ENG

$400

$100

$400

$100

$400

$100

$400

$100

$2,000

$40

$10

$40

$10

$40

$10

$40

$10

$200

Phase

PL
ROW
Subtotal

Page 355 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

$9,480

$2,120

$9,480

$2,120

$4,480

$1,120

$4,480

$1,120

$34,400

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Resurfacing And Rehabilitation
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$70,000

$18,000

$70,000

$18,000

$24,000

$6,000

$24,000

$6,000

$236,000

OTH

ENG

$2,400

$600

$2,400

$600

$400

$100

$400

$100

$7,000

$160

$40

$160

$40

$160

$40

$160

$40

$800

PL
ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$160

$40

$160

$40

$160

$40

$160

$40

$800

$72,720

$18,680

$72,720

$18,680

$24,720

$6,180

$24,720

$6,180

$244,600

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$50,000

$14,000

$50,000

$14,000

$28,000

$7,000

$28,000

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$7,000

$198,000

OTH

ENG

$2,400

$600

$2,400

$600

$800

$200

$800

$200

$8,000

$1,300

$400

$1,300

$400

$600

$150

$600

$150

$4,900

$160

$40

$160

$40

$160

$40

$160

$40

$800

$53,860

$15,040

$53,860

$15,040

$29,560

$7,390

$29,560

$7,390

$211,700

$136,060

$35,840

$136,060

$35,840

$58,760

$14,690

$58,760

$14,690

$490,700

ROW
Subtotal
Total

Page 356 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Highway Preservation
National Highway System

Areawide Safety And Spot Improvements
TIP ID

60-9508-19

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Other

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-20

Est. Total Cost

$275,260,000

Description:
This is an ongoing program to provide localized improvements to address safety and/or operational issues
on State highways. These are highway improvements which may include but are not limited to projects
dealing with bypass lanes, acceleration and deceleration lanes, turn lanes, rail crossings, intersection
realignment, geometric improvements, safety improvements including bridge, bicycle, and pedestrian
safety improvements, pavement markers, ADA improvements, guardrails, and roundabouts. Other
improvements such as slope repairs, drainage improvements, and joint sealing may be included incidental
to other safety improvements.
Justification:
Will improve safety and the flow of traffic, thereby reducing fatalities, injuries, congestion, and queuing.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 357 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Safety And Spot Improvements
(Funding in Thousands)

Congestion Mitigation and Air Quality
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$2,000

$500

$2,000

$500

$2,000

$500

$2,000

$500

$10,000

OTH

ENG

$400

$100

$400

$100

$80

$20

$80

$20

$1,200

$400

$100

$400

$100

$200

$50

$200

$50

$1,500

Phase

ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$40

$10

$40

$10

$40

$10

$40

$10

$200

$2,840

$710

$2,840

$710

$2,320

$580

$2,320

$580

$12,900

Highway Safety Improvement Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$17,000

$3,400

$17,000

$3,400

$8,000

$2,000

$8,000

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$2,000

$60,800

OTH

ENG

$4,000

$2,000

$4,000

$2,000

$1,000

$2,000

$1,000

$18,000

$1,600

$400

$1,600

$400

$1,200

$300

$1,200

$300

$7,000

$300

$200

$300

$200

$160

$40

$160

$40

$1,400

$22,900

$6,000

$22,900

$6,000

$11,360

$3,340

$11,360

$3,340

$87,200

ROW
Subtotal

Page 358 of 619

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Safety And Spot Improvements
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$16,000

$4,000

$16,000

$4,000

$8,000

$2,000

$8,000

$2,000

$60,000

OTH

ENG

$4,000

$2,000

$4,000

$2,000

$800

$200

$800

$200

$14,000

$800

$200

$800

$200

$160

$40

$160

$40

$2,400

PL
ROW
Subtotal

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$640

$160

$640

$160

$640

$160

$640

$160

$3,200

$21,440

$6,360

$21,440

$6,360

$9,600

$2,400

$9,600

$2,400

$79,600

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$12,000

$3,000

$12,000

$3,000

$12,000

$3,000

$12,000

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$3,000

$60,000

OTH

ENG

$6,000

$3,000

$6,000

$3,000

$1,600

$400

$1,600

$400

$22,000

$1,600

$400

$1,600

$400

$800

$200

$800

$200

$6,000

ROW

$2,400

$600

$1,600

$400

$1,600

$400

$160

$400

$7,560

Subtotal

$22,000

$7,000

$21,200

$6,800

$16,000

$4,000

$14,560

$4,000

$95,560

Total

$69,180

$20,070

$68,380

$19,870

$39,280

$10,320

$37,840

$10,320

$275,260

Page 359 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Highway Preservation
National Highway System

Areawide Urban Reconstruction
TIP ID

60-9511-19

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Other

Project Category

Highway Preservation

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

A-20

Est. Total Cost

$10,780

Description:
This is an ongoing program to provide roadway rehabilitation and streetscape improvements on State
highways in towns and urban areas. These are non-capacity highway improvements which may include
but are not limited to projects dealing with drainage, curb and gutter, pavement milling and resurfacing,
sidewalks, streetscapes, signs, and markings and lighting improvements.

Justification:
Will improve safety and the flow of traffic, thereby reducing delay, queuing and congestion. This will also
enhance the surrounding environment and community.

2024-2027

SHA - Regional

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

Areawide Urban Reconstruction
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

CON

$20

OTH

ENG

$1,000
$4

Phase

PL
ROW
Subtotal

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

$20

$300

$1,000

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$20

$100

$300

$2,620

$21

$20

$1,028

$307

$1,028

$307

$36

$37

$2,761

Surface Transportation Block Grant Program
Phase
CON

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

$1,200

$300

$1,200

$300

$1,200

$300

$1,200

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$300

$6,000

OTH

ENG

$240

$60

$240

$60

$80

$20

$80

$20

$800

$40

$10

$40

$10

$40

$10

$40

$10

$200

$300

$60

$300

$60

$120

$30

$120

$30

$1,020

Subtotal

$1,780

$430

$1,780

$430

$1,440

$360

$1,440

$360

$8,020

Total

$2,808

$737

$2,808

$737

$1,476

$369

$1,477

$369

$10,781

ROW

Page 361 of 619

2024-2027

SHA - Regional

2024 - 2027 Transportation Improvement Program

Miscellaneous

Morgan State University Transportation Research Program
TIP ID

60-0702-99

Year of Operation

Ongoing

Agency

SHA - Regional

Project Type

Miscellaneous

Project Category

Miscellaneous

Functional Class

Conformity Status

Exempt

Physical Data

CIP or CTP ID(s)

Est. Total Cost

$90,000

Description:
Transportation research, education and technology transfer activities involving university faculty, staff and
students.

Justification:
The project will support research and solutions to real world transportation issues and meet state and
federal transportation objectives.

Connection to Long-Range Transportation Planning Goals:
9. Promote Informed Decision Making

Page 362 of 619

2024-2027

SHA - Regional

Miscellaneous

2024 - 2027 Transportation Improvement Program

Morgan State University Transportation Research Program
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

CON

OTH

$45

ENG
PL

Phase

ROW

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$45

$90

Subtotal

$45

$90

Total

$45

$90

Page 363 of 619

2024-2027

SHA - Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity

MD 175: Sellner Road/Race Road to McCarron Court
TIP ID

61-1701-41

Year of Operation

2025

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Minor Arterial

Conformity Status

Not Exempt

Physical Data

2 to 6 lanes, 0.7 miles

CIP or CTP ID(s)

AA4363

Est. Total Cost

$77,296,000

Description:
This project widens MD 175 from Sellner Road/Race Road to McCarron Court from two to six lanes, and
reconfigures ramps in the NE and SW quadrants of the MD 295 interchange to create signalized left turns
at MD 175. A shared use path on the south side of the road and bicycle compatible shoulders will extend
from Race Road/Sellner Road to McCarron Court. The original project limits included the MD 175
segment from National Business Parkway to Sellner Road/Race Road. This segment was eliminated from
the project to accommodate ongoing development in this area.

Justification:
This project will improve safety and operation along MD 175 and ease growing congestion related to the
BRAC expansion at Fort Meade.

Connection to Long-Range Transportation Planning Goals:
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.
Page 364 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

MD 175: Sellner Road/Race Road to McCarron Court
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$15,763

$53

$17,173

$58

$5,856

$19

$38,922

OTH

ENG

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$15,763

$53

$17,173

$58

$5,856

$19

$38,922

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

ROW

$623

$122

$464

$1,209

Subtotal

$623

$122

$464

$1,209

$15,763

$676

$17,173

$180

$5,856

$483

$40,131

Subtotal

Other
Phase

Total

Page 365 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

SHA - Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

MD 2: US 50 to Arnold Road
TIP ID

61-2301-41

Year of Operation

2026

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Not Exempt

Physical Data

2 to 3 lanes, 1.25 miles

CIP or CTP ID(s)

AA9081

Est. Total Cost

$3,900,000

Description:
This project will provide a continuous third lane on northbound MD 2 from US 50 to Arnold Road and
sidewalk along northbound MD 2 from Chautaugua Road to Arnold Road and along Arnold Road from the
B&A Trail to MD 2. This project was previously included in the FY 2022-2025 TIP as an Anne Arundel
County project with TIP ID #11-2102-41. The estimated total cost has been reduced to reflect the current
project scope. Construction is not currently funded. Anne Arundel County contributed $200,000 for
project design.

Justification:
This project will improve safety for vulnerable users and reduce congestion on MD 2.

Page 366 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

MD 2: US 50 to Arnold Road
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$260

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$260

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$65

ROW

Subtotal

$65

$260

$65

$325

Subtotal

Other
Phase

Total

Page 367 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$0

2024-2027

SHA - Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

MD 3: Waugh Chapel Road/Riedel Road to MD32/I-97
TIP ID

61-2302-41

Year of Operation

2026

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Not Exempt

Physical Data

4 to 6 lanes, 1.60 miles

CIP or CTP ID(s)

AA0371

Est. Total Cost

$23,500,000

Description:
This project will provide a continuous third lane on northbound MD 3 from St. Stephens Church Road to
MD 175, a continuous third lane on southbound MD 3 from the MD 32 Ramp to Waugh Chapel
Road/Riedel Road, a shared use path along MD 3 from MD 175 to Waugh Chapel/Riedel Road, and
sidewalk and crosswalk improvements at the MD 3 and MD 175 intersection. This project was previously
included in the FY 2022-2025 TIP as an Anne Arundel County project with TIP ID #11-2103-41.
Construction is not currently funded. Anne Arundel County contributed $160,000 for project design.

Justification:
This project will improve safety for vulnerable users and improve operations along MD 3.

Connection to Long-Range Transportation Planning Goals:
1.E Improve System Safety -- Improve safety conditions for pedestrians and bicyclists.
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
Page 368 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

MD 3: Waugh Chapel Road/Riedel Road to MD32/I-97
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$148

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$148

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$37

ROW

Subtotal

$37

$148

$37

$185

Subtotal

Other
Phase

Total

Page 369 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$0

2024-2027

SHA - Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

MD 170: Norcross Lane to Wieker Road
TIP ID

61-2303-41

Year of Operation

2026

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Not Exempt

Physical Data

2 to 4 lanes, 0.83 miles

CIP or CTP ID(s)

AA1951

Est. Total Cost

$17,900,000

Description:
This project will include widening of MD 170 from Norcross Lane to Wieker Road to provide an additional
through lane in each direction and increased capacity at the MD 170/MD 174 intersection. The project will
also include new sidewalk and bicycle compatible shoulders. Shoulder width will be determined during
design. Construction funding in FY 2024 is for utility work. The remaining construction funding will be
programmed at a later date.

Justification:
This project will improve safety and operations along MD 170 from Norcross Lane to Wieker Road,
including the MD 170/MD 174 intersection.

Connection to Long-Range Transportation Planning Goals:
2.F Improve and Maintain the Existing Infrastructure -- Improve the condition of pedestrian and bicycle
facilities.
4. Increase Mobility
7.E Promote Prosperity and Economic Opportunity -- Improve access to existing communities and
regional generators of economic activity.
Page 370 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

MD 170: Norcross Lane to Wieker Road
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$400

$100

$500

OTH

ENG

$160

$40

$200

PL
ROW

$200

$50

$250

Subtotal

$760

$190

$950

Total

$760

$190

$950

Page 371 of 619

2024-2027

SHA - Anne Arundel County

2024 - 2027 Transportation Improvement Program

Highway Capacity

MD 214: MD 468 to Camp Letts Road
TIP ID

61-2304-41

Year of Operation

2026

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Not Exempt

Physical Data

2 to 4 lanes, 0.92 miles

CIP or CTP ID(s)

AA0391

Est. Total Cost

$19,300,000

Description:
This project will add an additional lane in each lane direction and improve intersections from MD 468 to
Camp Letts Road. The project also includes bicycle and pedestrian improvements. Project will include a
shared use path along MD 214. Sidewalk will be determined during design. This project was previously
included in the FY 2022-2025 TIP as an Anne Arundel County project with TIP ID #11-2104-41. Anne
Arundel County contributed $1.6 million for engineering. Construction funding will be programmed at a
later date.

Justification:
The project will improve safety for vulnerable users, reliability, and operations.

Page 372 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

MD 214: MD 468 to Camp Letts Road
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$400

$100

$500

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$80

$20

$100

Subtotal

$480

$120

$600

Total

$480

$120

$600

Page 373 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-97: US 50 to MD 32 TSMO
TIP ID

61-2305-41

Year of Operation

2027

Agency

SHA - Anne Arundel County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

7 miles, TSMO improvements TBD

CIP or CTP ID(s)

AA9451

Est. Total Cost

$49,448,000

Description:
This project is a combination of information technology and geometric improvements along the corridor.
The project also includes extending the left entrance ramp from eastbound US 50 to northbound I-97 by
2,600 feet to address heavy merge movements.

Justification:
This project will improve safety and operations and relieve congestion in this heavily traveled corridor.

Connection to Long-Range Transportation Planning Goals:
4. Increase Mobility

Page 374 of 619

2024-2027

SHA - Anne Arundel County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-97: US 50 to MD 32 TSMO
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$8,687

$965

$13,720

$1,524

$18,137

$2,015

$45,048

OTH

ENG

$1,800

$200

$450

$50

$2,500

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$1,800

$200

$9,137

$1,015

$13,720

$1,524

$18,137

$2,015

$47,548

Total

$1,800

$200

$9,137

$1,015

$13,720

$1,524

$18,137

$2,015

$47,548

Page 375 of 619

2024-2027

SHA - Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

MD 173: Bridge Replacement over Rock Creek
TIP ID

61-2101-13

Year of Operation

TBD

Agency

SHA - Anne Arundel County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

AA323A

Est. Total Cost

$5,328,000

Description:
The project will replace bridge no. 0204600 over Rock Creek. The new bridge will maintain two 11' lanes
along with 5' 5" bicycle compatible shoulders. Engineering began in 2015 using state only funds.
Construction is not currently funded.

Justification:
The deteriorating bridge requires replacement to maintain the safety and function of the roadway network.
The existing bridge is rated in poor condition.

Page 376 of 619

2024-2027

SHA - Anne Arundel County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

MD 173: Bridge Replacement over Rock Creek
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$97

$24

$121

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$97

$24

$121

Total

$97

$24

$121

Page 377 of 619

2024-2027

SHA - Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

I-795: Dolfield Boulevard Interchange
TIP ID

63-0803-46

Year of Operation

2031

Agency

SHA - Baltimore County

Project Type

New interchange

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

Full Interchange

CIP or CTP ID(s)

BA4511

Est. Total Cost

$148,917,000

Description:
Construct an interchange at Dolfield Boulevard including widening and operational improvements along
I-795 from Owings Mills Boulevard (MD 940) to Franklin Boulevard. TSMO strategies, including part-time
shoulder use, will be utilized.

Justification:
This project will provide improved access to the planned growth corridor along Red Run Boulevard in
Owings Mills.

Connection to Long-Range Transportation Planning Goals:
4. Increase Mobility

Page 378 of 619

2024-2027

SHA - Baltimore County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-795: Dolfield Boulevard Interchange
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$410

$45

$455

OTH

ENG

$2,700

$300

$2,700

$300

$900

$100

$270

$30

$7,300

PL
ROW

$7,196

$800

$7,196

$800

$15,992

Subtotal

$2,700

$300

$9,896

$1,100

$8,096

$900

$680

$75

$23,747

Total

$2,700

$300

$9,896

$1,100

$8,096

$900

$680

$75

$23,747

Page 379 of 619

2024-2027

SHA - Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

I-695: US 40 to MD 144
TIP ID

63-1601-41

Year of Operation

2021

Agency

SHA - Baltimore County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

3 to 4 lanes, 1.2 miles

CIP or CTP ID(s)

BA7271

Est. Total Cost

$127,567,000

Description:
This project will widen the I-695 outer loop from US 40 to MD 144 from three to four through lanes. This
project will also accommodate the final configuration of this section of the beltway. The noise barrier on
the inner loop will be replaced and extended from south of Shady Nook Avenue to US 40 as part of this
project. The roadway opened to traffic in summer 2021. Construction of the noise barrier is underway
and expected to be complete in 2024. Estimated Total Cost decreased as a result of lower costs for noise
wall contract.

Justification:
This project will provide additional capacity and improve safety and operations on this segment of I-695.

Page 380 of 619

2024-2027

SHA - Baltimore County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: US 40 to MD 144
(Funding in Thousands)

Other
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$4,840

$277

$5,117

OTH

ENG

ROW

Subtotal

$4,840

$277

$5,117

Total

$4,840

$277

$5,117

Page 381 of 619

2024-2027

SHA - Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

I-695: I-70 to MD 43
TIP ID

63-1802-41

Year of Operation

2024

Agency

SHA - Baltimore County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

6 to 8 lanes, 19 miles

CIP or CTP ID(s)

BA0061

Est. Total Cost

$178,618,000

Description:
The purpose of this project is to utilize the inside shoulder to create a new travel lane on the inner and
outer loops of I-695 during daily peak travel periods from I-70 to MD 43. This project primarily uses
federal funding due to toll credits.

Justification:
This project will address capacity, safety, and operations concerns along I-695.

Page 382 of 619

2024-2027

SHA - Baltimore County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: I-70 to MD 43
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$111,221

$69

$111,290

OTH

ENG

Phase

ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$111,221

$69

$111,290

Total

$111,221

$69

$111,290

Page 383 of 619

2024-2027

SHA - Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation

MD 151/MD 151B: Bridge Replacements
TIP ID

63-2001-13

Year of Operation

2024

Agency

SHA - Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Minor Arterial

Conformity Status

Exempt

Physical Data

#0309900: 4 to 4; #0335100: 2 to 2; #0335000: 1 to 1

CIP or CTP ID(s)

BA8602

Est. Total Cost

$34,206,000

Description:
This project replaces bridge no. 0309900 on MD 151 and bridge nos. 0335100 and 0335000 on MD 151B.
Bridge no. 0309900 will include an 8' outside shoulder and a 3' inside shoulder with a 5' sidewalk along
the southbound roadway. Bridge no. 0335100 will include an 8' shoulder on both sides of the bridge with a
5' sidewalk along the northbound roadway. Bridge no. 0335000 will include a 5' outside shoulder and an 8'
inside shoulder. No sidewalk is proposed for this bridge. Bridge work is anticipated to be completed in FY
2024. Utility work will continue into FY 2025.

Justification:
This project will replace two bridges built in 1954 and 1957 rated in poor condition and one bridge built in
1957 rated in fair condition. Baltimore County has identified the replacement of these bridges as important
for the redevelopment of this area.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).
7.D Promote Prosperity and Economic Opportunity -- Invest within local- and state-designated growth
areas.
Page 384 of 619

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

MD 151/MD 151B: Bridge Replacements
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

CON

$4,010

$50

$4,061

OTH

ENG

Phase

ROW

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$4,010

$50

$4,061

Total

$4,010

$50

$4,061

Page 385 of 619

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: Bridge Replacement on Putty Hill Avenue
TIP ID

63-2002-13

Year of Operation

2024

Agency

SHA - Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Interstate

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

BA1451

Est. Total Cost

$20,529,000

Description:
This project replaces bridge no. 0317400 on Putty Hill Avenue over I-695. The new bridge will maintain
two 12' lanes and include 6' bicycle-compatible shoulders with 5'8" sidewalks on both sides of the bridge.
The engineering and right-of-way phases for this project were originally funded as part of the Areawide
Bridge Replacement and Rehabilitation project (60-9310-13).
The estimated total cost of this project has increased due to additional utility relocation costs.

Justification:
The existing bridge, built in 1961, is rated in poor condition.

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: Bridge Replacement on Putty Hill Avenue
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$8,664

$997

$9,661

OTH

ENG

$464

$116

$580

PL
ROW

Subtotal

$9,128

$1,113

$10,241

Total

$9,128

$1,113

$10,241

Page 387 of 619

2024-2027

SHA - Baltimore County

2024 - 2027 Transportation Improvement Program

Highway Preservation
National Highway System

I-695: Reconstruction of Interchange at I-70
TIP ID

63-2201-12

Year of Operation

2027

Agency

SHA - Baltimore County

Project Type

Road reconstruction

Project Category

Highway Preservation

Functional Class

Interstate

Conformity Status

Not Exempt

Physical Data

TBD

CIP or CTP ID(s)

BA0062

Est. Total Cost

$274,896,000

Description:
This project will reconstruct the interchange at I-695 and I-70 and replace the existing bridges within the
interchange. The ultimate configuration will be determined through the design build process. The cost
increase of approximately $72 million is due to the latest engineer's estimate. This project primarily uses
federal funding due to toll credits.

Justification:
This project will address capacity, safety and operation of the I-695/I-70 interchange.

Page 388 of 619

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: Reconstruction of Interchange at I-70
(Funding in Thousands)

National Highway Freight Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$28,500

$1,500

$30,000

OTH

ENG

ROW

Subtotal

$28,500

$1,500

$30,000

Phase

Page 389 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-695: Reconstruction of Interchange at I-70
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$4,913

$259

$119,477

$6,288

$86,320

$4,565

$221,822

OTH

ENG

$475

$25

$1,188

$63

$1,751

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$475

$25

$6,101

$322

$119,477

$6,288

$86,320

$4,565

$223,573

Total

$475

$25

$6,101

$322

$147,977

$7,788

$86,320

$4,565

$253,573

Page 390 of 619

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-95/I-695 Interchange Bridge Deck Replacement
TIP ID

63-2202-13

Year of Operation

2025

Agency

SHA - Baltimore County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Interstate

Conformity Status

Exempt

Physical Data

Varies

CIP or CTP ID(s)

BA3532

Est. Total Cost

$40,064,000

Description:
This project includes replacing bridge decks with latex modified concrete deck overlays on 10 bridges
within the I-95/I-695 Interchange. The following structures are included: SB I-95 over I-95 Ramp I, SB I-95
over I-695, I-95 Ramp G over I-695, NB I-95 over I-695, I-95 Ramp C over I-695, SB I-95 over I-695
Ramp C, NB I-95 over I-695 Ramps C & G, I-695 Ramp C over I-95 Ramp G, SB I-95 & Ramp D over
Sulphur Spring Road and NB I-95 & Ramp H over Sulphur Spring Road. No widening is associated with
any of the deck replacements. The use of 100% federal funding in FY 2024-2026 is enabled by toll
credits.
Justification:
This project will address concrete bridge decks before they reach a deteriorated state and upgrade
existing parapets to meet current safety criteria.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 391 of 619

2024-2027

SHA - Baltimore County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

I-95/I-695 Interchange Bridge Deck Replacement
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$11,449

$11,817

$6,184

$29,450

OTH

ENG

$191

$159

$350

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$11,640

$11,976

$6,184

$29,800

Total

$11,640

$11,976

$6,184

$29,800

Page 392 of 619

2024-2027

SHA - Carroll County

2024 - 2027 Transportation Improvement Program

Highway Capacity

MD 97: MD 140 to MD 496 Corridor Study
TIP ID

64-2302-41

Year of Operation

TBD

Agency

SHA - Carroll County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2.4 miles

CIP or CTP ID(s)

CL3771

Est. Total Cost

$500,000

Description:
Planning study to identify multi-modal transportation needs and develop conceptual safety and capacity
improvements on MD 97 from MD 140 to MD 496.

Justification:
This roadway provides direct access to the Carroll County Regional Airport, industrial parks, and growing
economic development opportunities within the corridor.

Page 393 of 619

2024-2027

SHA - Carroll County

Highway Capacity

2024 - 2027 Transportation Improvement Program

MD 97: MD 140 to MD 496 Corridor Study
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

$214

$54

$268

Phase

ENG
PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$214

$54

$268

Total

$214

$54

$268

Page 394 of 619

2024-2027

SHA - Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation

MD 91: Bridge Replacements over North Branch of Patapsco River and MD Midland Railroad
TIP ID

64-2201-13

Year of Operation

2024

Agency

SHA - Carroll County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

2 to 2 lanes

CIP or CTP ID(s)

CL1721

Est. Total Cost

$12,279,000

Description:
This project replaces bridge no. 06020 over the North Branch Patapsco River and bridge no. 06047 over
the Maryland Midland Railroad. The bridges will carry two 12' lanes with 8' bicycle compatible shoulders.

Justification:
The existing bridges, constructed in 1965, are currently in fair condition but are at risk of becoming
poor-rated in the near future.

Page 395 of 619

2024-2027

SHA - Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

MD 91: Bridge Replacements over North Branch of Patapsco River and MD Midland Railroad
(Funding in Thousands)

Surface Transportation Block Grant Program
Phase

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

CON

$6,955

$366

$7,321

OTH

ENG

$6,955

$366

$7,321

ROW
Subtotal

Page 396 of 619

2024-2027

SHA - Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

MD 91: Bridge Replacements over North Branch of Patapsco River and MD Midland Railroad
(Funding in Thousands)

Other
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

Phase

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

ROW

$11

Subtotal

$11

$6,955

$377

$7,332

Total

Page 397 of 619

2024-2027

SHA - Carroll County

2024 - 2027 Transportation Improvement Program

Highway Preservation
National Highway System

MD 32: 2nd Street to Main Street
TIP ID

64-2301-12

Year of Operation

2026

Agency

SHA - Carroll County

Project Type

Road reconstruction

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

Lanes vary, 0.5 miles

CIP or CTP ID(s)

CL5031

Est. Total Cost

$7,774,000

Description:
This project will improve intersection geometry, extend turn lanes, and modify access along MD 32 from
2nd Street to Main Street.

Justification:
This project will improve operations and safety along MD 32 from 2nd Street to Main Street.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
4. Increase Mobility

Page 398 of 619

2024-2027

SHA - Carroll County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

MD 32: 2nd Street to Main Street
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$4,362

$230

$1,500

$79

$6,171

OTH

ENG

$270

$30

$90

$10

$400

Phase

PL
ROW

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$270

$30

$4,452

$240

$1,500

$79

$6,571

Total

$270

$30

$4,452

$240

$1,500

$79

$6,571

Page 399 of 619

2024-2027

SHA - Harford County

Environmental/Safety

2024 - 2027 Transportation Improvement Program

National Highway System

MD 22: MD 462 to Mount Royal Avenue Noise Abatement
TIP ID

65-2301-31

Year of Operation

2026

Agency

SHA - Harford County

Project Type

Noise barriers

Project Category

Environmental/Safety

Functional Class

Other Freeway & Expressways

Conformity Status

Exempt

Physical Data

0.4 Miles

CIP or CTP ID(s)

HA3488

Est. Total Cost

$5,686,000

Description:
This project will extend the existing noise barriers along both sides of MD 22 from MD 462 to Mount Royal
Avenue. Construction funding will be programmed at a later date.

Justification:
This Type 1A noise abatement project is needed to mitigate the impacts associated with the BRAC
improvement projects.

Connection to Long-Range Transportation Planning Goals:
2.A Improve and Maintain the Existing Infrastructure -- Improve the condition of roadway systems
(pavement, bridges, tunnels).

Page 400 of 619

2024-2027

SHA - Harford County

Environmental/Safety

2024 - 2027 Transportation Improvement Program

National Highway System

MD 22: MD 462 to Mount Royal Avenue Noise Abatement
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$595

$168

$128

$36

$927

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$595

$168

$128

$36

$927

Total

$595

$168

$128

$36

$927

Page 401 of 619

2024-2027

SHA - Harford County

2024 - 2027 Transportation Improvement Program

Highway Preservation

MD 24: South of Stirrup Run Culvert to Deer Creek Bridge, Section G
TIP ID

65-1601-12

Year of Operation

2026

Agency

SHA - Harford County

Project Type

Road reconstruction

Project Category

Highway Preservation

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

1.8 Miles

CIP or CTP ID(s)

HA3342

Est. Total Cost

$8,999,000

Description:
MD 24 will be resurfaced and reconstructed including slope repair and guardrail replacement. This is the
southern section (Section G) of MD 24, Rocks Road, from 900' south of Sharon Road to 1,700' north of
Ferncliff Lane.

Justification:
The purpose of this project is to improve road safety by remediating the slope supporting MD 24, repairing
the pavement, improving roadway drainage and addressing roadside safety concerns.

Page 402 of 619

2024-2027

SHA - Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

MD 24: South of Stirrup Run Culvert to Deer Creek Bridge, Section G
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$1,928

$139

$1,938

$102

$1,093

$58

$5,258

OTH

ENG

Phase

ROW

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$1,931

$140

$1,938

$102

$1,093

$58

$5,262

Total

$1,931

$140

$1,938

$102

$1,093

$58

$5,262

Page 403 of 619

2024-2027

SHA - Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

US 1: Bridge Replacements at Tollgate Road and Winters Run
TIP ID

65-2101-13

Year of Operation

2026

Agency

SHA - Harford County

Project Type

Bridge repair/deck replacement

Project Category

Highway Preservation

Functional Class

Other Principal Arterial

Conformity Status

Exempt

Physical Data

Tollgate Road: 3 to 3 lanes; Winters Run: 2 to 2 lanes

CIP or CTP ID(s)

HA1051

Est. Total Cost

$18,094,000

Description:
The project will replace bridge no. 12066 over Tollgate Road and bridge no. 12065 over Winters Run
along US 1 in Bel Air. The bridge over Tollgate Road will maintain three 12' lanes with a 10' 6" shoulder on
each side of the roadway. The bridge over Winters Run will maintain two 12' lanes with a 10' shoulder on
one side of the roadway and a 19' 6" shoulder on the other side.

Justification:
The existing bridges, built in 1963, are rated in poor condition.

Page 404 of 619

2024-2027

SHA - Harford County

Highway Preservation

2024 - 2027 Transportation Improvement Program

National Highway System

US 1: Bridge Replacements at Tollgate Road and Winters Run
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

$1,837

$97

$7,841

$413

$5,060

$266

$15,514

OTH

ENG

$509

$127

$636

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$2,346

$224

$7,841

$413

$5,060

$266

$16,150

Total

$2,346

$224

$7,841

$413

$5,060

$266

$16,150

Page 405 of 619

2024-2027

SHA - Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

US 29: Middle Patuxent River to Seneca Drive - Phase 2
TIP ID

66-1406-41

Year of Operation

2030

Agency

SHA - Howard County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Freeway & Expressways

Conformity Status

Not Exempt

Physical Data

5 to 6 lanes; 1.7 miles

CIP or CTP ID(s)

HO3173

Est. Total Cost

$78,700,000

Description:
Widen the northbound section of US 29 from the Middle Patuxent River to Seneca Drive (Phase 2) from 2
to 3 lanes (1.7 miles), including intersection improvements at Rivers Edge Road. This project includes an
east/west trail to connect the Rivers Edge Community to points west (TIP #66-2301-25 in the FY
2023-2026 TIP).
The estimated total cost includes projected funding that will be required to construct this project. No
schedule or funding for construction have been identified.
Justification:
This project will improve safety and reduce congestion by upgrading northbound US 29 to match the
southbound section, which is currently 3 lanes in each direction.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
4. Increase Mobility

Page 406 of 619

2024-2027

SHA - Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

US 29: Middle Patuxent River to Seneca Drive - Phase 2
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$200

$50

$250

Phase

PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$200

$50

$250

Total

$200

$50

$250

Page 407 of 619

2024-2027

SHA - Howard County

2024 - 2027 Transportation Improvement Program

Highway Capacity
National Highway System

MD 32: Linden Church Road to I-70, Capacity & Safety Improvements
TIP ID

66-1703-41

Year of Operation

2022

Agency

SHA - Howard County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Other Principal Arterial

Conformity Status

Not Exempt

Physical Data

2 to 4 Lanes, 6.6 Miles

CIP or CTP ID(s)

HO7563

Est. Total Cost

$133,580,000

Description:
This project will widen MD 32 in both directions from a two-lane to a four-lane divided roadway, from just
north of the Linden Church Road interchange to just south of the I-70 interchange. The project also
includes replacement of the Triadelphia Road bridge over MD 32. This is Phase 2 of a design build project
on MD 32 from MD 108 to I-70. Phase 1, MD 108 to Linden Church Road (TIP ID #66-1602-41) opened
to traffic in 2019. Phase 2 opened to traffic in summer 2022. The remaining funding is needed for the
construction of Type 1 noise abatement improvements for Phase 2.
The total cost of the project increased by approximately $7 million due to the addition of noise abatement
improvements, maintenance of traffic, and other capital program costs.
Justification:
The project will address congestion and safety problems experienced as a result of increasing traffic
volumes on the existing two lane roadway.

Connection to Long-Range Transportation Planning Goals:
1.C Improve System Safety -- Eliminate hazardous or substandard conditions.
4. Increase Mobility
7.D Promote Prosperity and Economic Opportunity -- Invest within local- and state-designated growth
areas.

Page 408 of 619

2024-2027

SHA - Howard County

Highway Capacity

2024 - 2027 Transportation Improvement Program

National Highway System

MD 32: Linden Church Road to I-70, Capacity & Safety Improvements
(Funding in Thousands)

National Highway Performance Program (National Highway System, Interstate Maintenance, Bridge (on-System))
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

CON

$767

$41

$1,802

$95

$796

$41

$3,542

OTH

ENG

Phase

ROW

FY 2027
Federal
Funds

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

$767

$41

$1,802

$95

$796

$41

$3,542

FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

ENG

$365

ROW

Subtotal

$365

$767

$406

$1,802

$95

$796

$41

$3,907

Subtotal

Other
Phase

Total

Page 409 of 619

FY 2027 Total Four-Year
Matching
Funding
Funds
Request
$0

2024-2027

SHA - Queen Anne's County

2024 - 2027 Transportation Improvement Program

Highway Capacity

MD 18B: Castle Marina Road to the Kent Narrows Corridor Study
TIP ID

67-2301-41

Year of Operation

TBD

Agency

SHA - Queen Anne's County

Project Type

Roadway widening

Project Category

Highway Capacity

Functional Class

Major Collector

Conformity Status

Exempt

Physical Data

2.5 Miles

CIP or CTP ID(s)

QA3061

Est. Total Cost

$500,000

Description:
Planning study to identify multi-modal transportation needs and develop conceptual capacity and
multi-modal improvements on MD 18B (Main Street) from Castle Marina Road to the Kent Narrows.

Justification:
The roadway serves as an ad hoc route for regional traffic bypassing queues on US 50, resulting in
increased demand on the local road network.

Connection to Long-Range Transportation Planning Goals:
4. Increase Mobility

Page 410 of 619

2024-2027

SHA - Queen Anne's County

Highway Capacity

2024 - 2027 Transportation Improvement Program

MD 18B: Castle Marina Road to the Kent Narrows Corridor Study
(Funding in Thousands)

Surface Transportation Block Grant Program
FY 2024
Federal
Funds

FY 2024
Matching
Funds

FY 2025
Federal
Funds

FY 2025
Matching
Funds

FY 2026
Federal
Funds

FY 2026
Matching
Funds

FY 2027
Federal
Funds

CON

OTH

$214

$54

$268

Phase

ENG
PL
ROW

FY 2027 Total Four-Year
Matching
Funding
Funds
Request

Subtotal

$214

$54

$268

Total

$214

$54

$268

Page 411 of 619

2024-2027

APPENDIX A
COMMITTEE AND STAFF ROSTER

Page 412 of 619

METROPOLITAN PLANNING ORGANIZATION STAFF
BALTIMORE METROPOLITAN COUNCIL
Mike Kelly
Executive Director
Todd Lang
Director, Transportation Planning
Regina Aris
Assistant Director & Manager of Policy Development
Keith Kucharek
TIP Project Manager

Page 413 of 619

CONTRIBUTORS OF INFORMATION
AGENCY

CONTACT PERSON

ANNAPOLIS

Kwaku Duah, Deputy Director, Department of Transportation

ANNE ARUNDEL COUNTY

Sam Snead, Director of Transportation

BALTIMORE CITY

Luciano Diaz, Policy Analyst

BALTIMORE COUNTY

Angelica Daniel, Chief, Bureau of Transportation

CARROLL COUNTY

Chris Letnaunchyn, Chief, Bureau of Engineering

HARFORD COUNTY

Alex Rawls, Senior Transportation Planner

HOWARD COUNTY

David Cookson, Planning Manager

QUEEN ANNE’S COUNTY

Steve Cohoon, Public Facilities Planner

MARYLAND DEPARTMENT OF TRANSPORTATION

Page 414 of 619

Office of Planning and Capital Programming

Dan Janousek, Regional Planner

Maryland Transit Administration
(Commuter Rail and Transit)

Erika Falk, Capital Program Analyst, Capital Programming
Kisha Joiner, Acting Manager of Capital Programming

State Highway Administration

Tara Penders, Assistant Division Chief, Regional and Intermodal
Planning Division (RIPD)
Tavon Hawkins, Regional Planner, RIPD

Maryland Transportation Authority

Carl Chamberlin, Planning & Community Relations Manager

BALTIMORE REGIONAL TRANSPORTATION BOARD
AGENCY

MEMBER

EMPOWERED REPRESENTATIVE

CITY OF ANNAPOLIS

Hon. Gavin Buckley
Mayor

Eric Leshinsky, Chief
Comprehensive Planning

ANNE ARUNDEL COUNTY

Hon. Steuart Pittman (Chair)
County Executive

Sam Snead, Transportation Officer
Office of Transportation Planning

CITY OF BALTIMORE

Hon. Brandon Scott
Mayor

Theo Ngongang, Deputy Director, Chief of Policy
Department of Transportation

BALTIMORE COUNTY

Hon. John Olszewski, Jr. (Vice Chair)
County Executive

D’Andrea Walker, Acting Deputy Director
Department of Public Works and Transportation

CARROLL COUNTY

Hon. Ed Rothstein
County Commissioner

Mary Lane, Transportation Planner
Department of Planning

HARFORD COUNTY

Hon. Bob Cassilly

Alex Rawls, Senior Transportation Planner

County Executive

Department of Planning & Zoning

HOWARD COUNTY

Hon. Calvin Ball
County Executive

Bruce Gartner, Administrator
Office of Transportation

QUEEN ANNE’S COUNTY

Hon. James Moran
County Commissioner

Steve Cohoon, Public Facilities Planner
Department of Public Works

MARYLAND DEPARTMENT OF
TRANSPORTATION

Hon. Paul J. Wiedefeld
Secretary

Heather Murphy, Director
Office of Planning and Capital Programming

REPRESENTATIVE FOR ELIGIBLE
PUBLIC TRANSIT OPERATORS

Jason Quan, General Manager
Regional Transportation Agency of Central
Maryland

MARYLAND DEPARTMENT OF
THE ENVIRONMENT (non-voting)

Hon. Serena Mcllwain
Secretary

Chris Hoagland, Director
Air & Radiation Management Administration

MARYLAND DEPARTMENT OF
PLANNING (non-voting)

Hon. Rebecca Flora
Secretary

Bihui Xu, Manager
Transportation Planning

MARYLAND TRANSIT
ADMINISTRATION (non-voting)

Ms. Holly Arnold
Administrator

Elizabeth Gordon, Director
Planning, Programming and Programming

Page 415 of 619

TECHNICAL COMMITTEE
AGENCY

CONTACT PERSON

ANNE ARUNDEL COUNTY

Brian Ulrich, Transportation Planner

BALTIMORE CITY

Luciano Diaz, Policy Analyst

BALTIMORE COUNTY

Angelica Daniel, Bureau Chief of Transportation

CARROLL COUNTY

Clare Stewart, Transportation Planner

HARFORD COUNTY

Joel Gallihue, Chief of Long-Range Planning

HOWARD COUNTY

David Cookson, Planning Manager

QUEEN ANNE’S COUNTY

Steve Cohoon, Public Facilities Planner

CITY OF ANNAPOLIS

Kwaku Duah, Deputy Director, Department of Transportation

MARYLAND DEPARTMENT OF TRANSPORTATION
Office of Planning and Capital Programming

Dan Janousek, Regional Planner

Maryland Transit Administration

Jade Clayton, Manager of Project Development

State Highway Administration

Tara Penders, Assistant Division Chief, Regional and Intermodal Planning
Division (RIPD)
Tavon Hawkins, Regional Planner, RIPD

Maryland Transportation Authority

Carl Chamberlin, Planning & Community Relations Manager

MARYLAND DEPARTMENT OF THE ENVIRONMENT

Catherine Salarano, Natural Resources Planner

MARYLAND DEPARTMENT OF PLANNING

Ken Choi, Manager of Geospatial & Data Analysis

Page 416 of 619

APPENDIX B
DOCUMENTATION OF PROJECT PRIORITIZATION, FINANCIAL REASONABLENESS AND FLEXIBLE FUNDING

Page 417 of 619

Criteria for prioritizing projects in the TIP
Project sponsors must consider a range of criteria when submitting projects for consideration in the TIP. Sponsors ascertain the
ability of projects to meet the following criteria which supports long-range plan goals. Additionally, capacity projects must come
from the region’s approved long-range transportation plan.
1. Preserves the regional transportation system.
2. Implements emission reduction measures.
3. Reduces congestion and prevents congestion where it does not yet occur.
4. Is consistent with all applicable short-range and long-term comprehensive land use plans.
5. Implements FAST Act Transportation Alternatives activities, including historic resource preservation where related to
transportation facilities.
6. Provides or enhances accessibility and/or intermodal connectivity among major destinations important to the regional economy.
7. Provides for connectivity of transportation facilities within the metropolitan area with transportation facilities outside the
metropolitan area.
8. Enhances social, energy and environmental efforts.
9. Facilitates the use of transit and/or alternatives to the single occupant vehicle.
10. Implements transportation system management strategies so as to meet transportation needs by using existing facilities more
efficiently.
11. Improves pedestrian safety and access for transportation.
12. Improves bicycle safety and access for transportation.
13. Permits timely advancement and continuity of transportation projects.
14. Enhances transportation safety.

Page 418 of 619

FY 2024 – 2027 Transportation Improvement Program Prioritization
TIP project name

Criteria for prioritizing projects in the TIP

Anne Arundel County Projects
Hanover Road Corridor Improvement
Furnace Avenue Bridge over Deep Run

Harwood Road Bridge over Stocketts Run

Magothy Bridge Road Bridge over Magothy River

O’Connor Road Bridge over Deep Run

McKendree Road Culvert over Lyons Creek

Polling House Road Bridge over Rock Branch

Hanover Road Bridge over Deep Run

Conway Road Bridge over Little Patuxent River

Jacobs Road Bridge over Severn Run

Culvert Invert Paving

Town Center Boulevard over Tributary of Severn Run

Patuxent Road Bridge over Little Patuxent River

Parole Transportation Center

Baltimore City Projects
Northern Parkway at Falls Road Traffic Safety and Bike Facility
Improvements

1. Preserves the regional transportation system
2. Implements emission reduction measures
3. Reduces congestion and prevents congestion in new areas
4. Consistent with applicable short- and long-term comprehensive plans
5. Implements Transportation Alternatives activities
6. Provides accessibility and/or intermodal connectivity among major
destinations
7. Provides for connectivity of facilities within the region to facilities outside
the region

Page 419 of 619

8. Enhances social, energy and environmental efforts
9. Facilitates transit and/or alternatives to the single occupant vehicle
10. Implements transportation system management strategies
11. Improves pedestrian safety and access
12. Improves bicycle safety and access
13. Permits timely advancement and continuity of projects
14. Enhances transportation safety

TIP project name

Criteria for prioritizing projects in the TIP

11
X

Citywide Traffic Signals, Intelligent Transportation System and
Safety Improvements

Transportation Management Center Upgrade

Communications Upgrade - Wireless

Greenway Middle Branch Phase 2

Perring Parkway Ramp over Herring Run

Sisson Street Bridge over CSX Railroad

Belair Road Complete Streets

Orleans Street Bridge over I-83 and City Streets

Remington Avenue Bridge over Stony Run

Radecke Avenue and Sinclair Lane over Moore’s Run

I-83 Concrete Deck Mill and Resurface

Moravia Road Ramp Bridge over Pulaski Highway

Monroe Street Ramp over CSX and Russell Street over CSX

25th Street Rehabilitation from Greenmount Ave to Kirk Ave

41st Street over I-83, MTA Light Rail Tracks, and Jones Falls

Citywide Asset Management

Brehms Lane over Herring Run

Fremont Ave Rehabilitation from Lafayette Ave to Presstman St

Page 420 of 619

X
X

Frederick Avenue ADA Upgrades (Brunswick to S. Pulaski)

X
X

TIP project name

Criteria for prioritizing projects in the TIP

Howard Street over I-83, CSX, Amtrak, and Jones Falls

Madison St. Rehabilitation from N Milton Ave to Edison Highway

Park Heights Ave from West Rogers Ave to Strathmore Ave

West Patapsco Avenue from Magnolia Ave to Potee Street

Pennington Ave Rehabilitation from Birch St to E Ordnance Rd
Waterview Avenue over Ramp to 295

Johnston Square Improvements
Orleans Street Rehabilitation from Washington Street to Ellwood
Avenue
RAISE Transit Priority Project

Russell Street Pavement Rehabilitation from Russell Street
Viaduct to City Line
West North Avenue Pedestrian Safety Improvements from Mt.
Royal Avenue to Hilton Street
Pennsylvania Avenue Rehabilitation from North Avenue to MLK
Boulevard
25th Street/Huntingdon Avenue Rehabilitation from Greenmount
Avenue to 29th Street

Capital Project Delivery Services

Baltimore County Projects
Dogwood Road Bridge No. B-0072 over Dogwood Run

Mohrs Lane Bridge No. B-0143 over CSX Railroad

Hammonds Ferry Road Bridge No. B-0100 over CSX Railroad

Page 421 of 619

TIP project name

Criteria for prioritizing projects in the TIP

Peninsula Expressway Bridge No. B-0119 over CSX Railroad

Golden Ring Road Bridge No. B-0110 over Stemmers Run

Rossville Blvd. Bridge No. B-0132 over Amtrak & Orems Rd.

Baltimore County Bridge Inspection Program

Stone Chapel Road over Little Pipe Creek

Gaither Road Bridge over South Branch of the Patapsco River

McKinstrys Mill Road Bridge over Sam’s Creek

Hughes Shop Road Bridge over Bear Branch

Old Kays Mill Road Culvert over Beaver Run

Brown Road Culvert over Roaring Run

McKinstrys Mill Road over Little Pipe Creek

Patapsco Road Bridge over East Branch Patapsco River

Upper Beckleysville Road Bridge over Murphy Run

Carroll County Bridge Inspection Program

Carroll County Projects

Harford County Projects
Woodley Road Extension to MD 715

Abingdon Road Bridge #169 over CSX Railroad

Glenville Road Bridge #30 over Mill Brook

Page 422 of 619

X
X

TIP project name

Criteria for prioritizing projects in the TIP

Grier Nursery Road Bridge #43 over Deer Creek

Hookers Mill Road Bridge #13 over Bynum Run

Madonna Road Bridge #113 over Deer Creek

St. Clair Bridge Road Bridge #100 over Deer Creek

Stafford Road Bridge #162 over Buck Branch

Trappe Church Road Bridge #161 over Hollands Branch

Moores Road Bridge #78 over a tributary to Gunpowder Falls

Hess Road Bridge #81 over Yellow Branch

Cullum Road Bridge #12 over Tributary to James Run

Chestnut Hill Road Bridge #41 over Cabbage Branch

Bridge Painting

Harford County Bridge Inspection Program

X
X

Howard County Projects
Patapsco Regional Greenway: Elkridge to Guinness Open Gate
Brewery
Snowden River Parkway: Broken Land Parkway to Oakland
Mills Road
US 29/Broken Land Parkway Interchange and North South
Connector Road

Marriottsville Road and I-70 Bridge Improvements

Howard County Bridge Repairs and Deck Replacement

Page 423 of 619

X
X

X
8. Enhances social, energy and environmental efforts
9. Facilitates transit and/or alternatives to the single occupant vehicle
10. Implements transportation system management strategies
11. Improves pedestrian safety and access
12. Improves bicycle safety and access
13. Permits timely advancement and continuity of projects
14. Enhances transportation safety

X
X

TIP project name

Criteria for prioritizing projects in the TIP

Replacement of Bridge No. HO-040 on Union Chapel Road over
Cattail Creek

14
X

Maryland Transportation Authority Projects
I-95 Fort McHenry Tunnel: Port Covington Access

I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange
Improvements

I-95 Express Toll Lane Northbound Extension

I-95 Southbound Part-Time Shoulder Usage

X
X

Maryland Port Administration Projects
Dundalk Marine Terminal Resiliency and Flood Mitigation
Improvements

Port of Baltimore Rail Capacity Modernization Project

Masonville Cove Connector: Shared Use Path Design and
Construction

Howard Street Tunnel

X
X

Maryland Transit Administration Projects
Urban Transit Systems – Capital Assistance

Bus and Paratransit Vehicle Overhaul and Replacement

Small Urban Transit Systems – Capital Assistance

Ridesharing – Baltimore Region

Small Urban Transit Systems – Operating Assistance

Bus and Rail Preventive Maintenance

Page 424 of 619

X
X

TIP project name

Criteria for prioritizing projects in the TIP

Seniors and Individuals with Disabilities

Urban Transit Systems – Operating Assistance

Agencywide System Preservation and Improvement

Metro and Light Rail Rolling Stock Overhauls and Replacement

Metro and Light Rail System Preservation and Improvement

Eastern Bus Facility

Zero Emission Infrastructure and Rolling Stock

Rural Transit Systems – Operating Assistance

MARC Rolling Stock Overhauls and Replacement

MARC Improvements

MARC Facilities

Office of the Secretary Projects
State Safety Oversight

SHA Projects – Regional
Areawide Transportation Alternatives Projects

Areawide Environmental Projects

Areawide Congestion Management

TSMO System 1

Areawide Bridge Replacement and Rehabilitation

Page 425 of 619

X
X

TIP project name

Criteria for prioritizing projects in the TIP

Areawide Resurfacing and Rehabilitation

Areawide Safety and Spot Improvements

Areawide Urban Reconstruction

Morgan State University Transportation Research Program

SHA Projects – Anne Arundel County
MD 175: Sellner Road/Race Road to McCarron Court

MD 2: US 50 to Arnold Road

MD 3: Waugh Chapel Road/Riedel Road to MD 32/I-97

MD 214: MD 468 to Camp Letts Road

MD 170: Norcross Lane to Wieker Road

I-97: US 50 to MD 32 TSMO

MD 173: Bridge Replacement over Rock Creek

SHA Projects – Baltimore County
I-795: Dolfield Boulevard Interchange

I-695: US 40 to MD 144

I-695: I-70 to MD 43

MD 151/MD 151B: Bridge Replacements

I-695: Bridge Replacement on Putty Hill Avenue

I-695: Reconstruction of Interchange at I-70

Page 426 of 619

X
X
X

X
X

TIP project name

Criteria for prioritizing projects in the TIP

I-95/I-695 Interchange Bridge Deck Replacement

14
X

SHA Projects – Carroll County
MD 97: MD 140 to MD 496 Corridor Study

MD 91: Bridge Replacements over North Branch of Patapsco
River and MD Midland Railroad

MD 32: 2nd Street to Main Street

X
X

SHA Projects – Harford County
MD 22: MD 462 to Mount Royal Avenue Noise Abatement

MD 24: South of Stirrup Run Culvert to Deer Creek Bridge,
Section G

US 1: Bridge Replacement at Tollgate Road and Winters Run

X
X
X

SHA Projects – Howard County
MD 32: Linden Church Road to I-70, Capacity & Safety
Improvements

SHA Projects – Queen Anne’s County
MD 18B: Castle Marina Road to the Kent Narrow: Corridor
Study

Page 427 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
TIP Evaluation Criteria

1
2

Note: TIP projects generally comply with the
TIP evaluation criterion: “Consistent with
applicable short- and long-term comprehensive
plans.”

LRTP Goals

LRTP Performance Measures /
Targets

Agency

TIP ID

Project Name

Anne Arundel
County

11-1801-42

Hanover Road
Corridor
Improvements

3. Reduces congestion and prevents
congestion in new areas

Increase Mobility 1
Promote Prosperity and
Economic Opportunity 2

System Performance – Congestion

Anne Arundel
County

11-1103-13

Furnace Avenue
Bridge over Deep
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-1208-13

Harwood Road
Bridge over
Stocketts Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-1402-13

Magothy Bridge
Road Bridge over
Magothy River

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-1403-13

O'Connor Road
Bridge over Deep
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-1601-19

McKendree Road
Culvert over Lyons
Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-1602-13

Polling House
Road Bridge over
Rock Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-2105-13

Hanover Road
Bridge over Deep
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-2106-13

Conway Road
Bridge over Little
Patuxent River

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

To conserve space, a list of adopted
performance measures and targets follows this
table.

Increase Mobility: Help people and freight to move reliably and efficiently.
Promote Prosperity and Economic Opportunity: Support the revitalization of communities, the development of activity centers, and the movement of goods and services.

Page 428 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures

3
4

Anne Arundel
County

11-2107-13

Jacobs Road
Bridge over Severn
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-2401-13

Culvert Invert
Paving

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-2402-13

Town Center
Boulevard Bridge
over Tributary to
Severn Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

1-2403-13

Patuxent Road
Bridge over Little
Patuxent River

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Anne Arundel
County

11-2101-66

Parole
Transportation
Center

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
9. Facilitates transit and/or alternatives to
the single occupant vehicle

Conserve and Enhance
the Environment 3
Improve Accessibility 4
Improve and Maintain
Existing Infrastructure
Promote Prosperity and
Economic Opportunity

System Performance – Congestion
System Performance – Emissions
Transit Asset Management

Baltimore City

12-2301-39

Northern Parkway
at Falls Road
Traffic Safety and
Bike Facility
Improvements

1. Preserves the regional transportation
system
4. Consistent with applicable short- and
long-term comprehensive plans
8. Enhances social, energy and
environmental efforts
12. Improves bicycle safety & access
14. Enhances transportation safety

Improve System Safety
Improve Accessibility
Increase Mobility

Highway Safety
System Performance – Congestion
System Performance – Emissions

Conserve and Enhance the Environment: Pass on to future generations the healthiest natural and human environments possible.
Improve Accessibility: Help people of all ages and abilities to access specific destinations.

Page 429 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures

Baltimore City

12-2303-25

Frederick Avenue
ADA Upgrades
(Brunswick to S.
Pulaski)

1. Preserves the regional transportation
system
4. Consistent with applicable short- and
long-term comprehensive plans
8. Enhances social, energy and
environmental efforts
10. Implements transportation system
management strategies
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve System Safety
Improve Accessibility
Increase Mobility

Highway Safety
System Performance – Congestion
System Performance – Emissions

Baltimore City

12-1218-07

Citywide Traffic
Signals, Intelligent
Transportation
System and Safety
Improvements

2. Implements emission reduction
measures
3. Reduces congestion and prevents
congestion in new areas
8. Enhances social, energy and
environmental efforts
10. Implements transportation system
management strategies
14. Enhances transportation safety

Conserve and Enhance
the Environment
Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Transit Safety
System Performance – Congestion
System Performance – Emissions
System Performance – Reliability

Baltimore City

12-1701-04

Transportation
Management
Center Upgrade

1. Preserves the regional transportation
system
8. Enhances social, energy, or
environmental efforts
10. Implements transportation system
management strategies

Increase Mobility
Improve System
Security 5

System Performance – Congestion
System Performance – Reliability

Baltimore City

12-2102-03

Greenway Middle
Branch Phase 2

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
System Performance – Congestion
System Performance – Emissions

Improve System Security: Provide a secure traveling environment for everyone; improve the region’s ability to respond to natural and man-made disasters.

Page 430 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Baltimore City

12-2304-07

Communications
Upgrades –
Wireless

1. Preserves the regional transportation
system
8. Enhances social, energy, or
environmental efforts
10. Implements transportation system
management strategies

Increase Mobility
Improve System
Security

System Performance – Congestion
System Performance – Reliability

Baltimore City

12-1215-13

Perring Parkway
Ramp over Herring
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore City

12-1216-13

Sisson Street
Bridge over CSX
Railroad

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-1404-11

Belair Road
Complete Streets

2. Implements emission reduction
measures
8. Enhances social, energy and
environmental efforts
9. Facilitates transit and/or alternatives to
the single occupant vehicle
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve and Maintain
Existing Infrastructure
Improve Accessibility
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion

Baltimore City

12-1601-13

Orleans Street
Bridge over I-83
and City Streets

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-1602-13

Remington Avenue
Bridge over Stony
Run

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-1603-13

Radecke Avenue
and Sinclair Lane
over Moores Run

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-1604-13

I-83 Concrete Deck
Mill and Resurface

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Page 431 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures

Baltimore City

12-1605-13

Moravia Road
Ramp Bridge over
Pulaski Highway

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore City

12-1801-13

Monroe Street
Ramp over CSX
and Russell Street
over CSX

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore City

12-2001-11

25th Street
Rehabilitation from
Greenmount
Avenue to Kirk
Avenue

1. Preserves the regional transportation
system
2. Implements emission reduction
measures
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Emissions

Baltimore City

12-2002-13

41st Street over I83, MTA Light Rail
Tracks, and Jones
Falls

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-2003-19

Citywide Asset
Management

1. Preserves the regional transportation
system
10. Implements transportation system
management strategies

Promote Informed
Decision Making 6

No performance measures specifically
addressing implementation of a
performance-based management program

Baltimore City

12-2005-13

Brehms Lane over
Herring Run

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-2007-11

Fremont Avenue
Rehabilitation from
Lafayette Avenue
to Presstman
Street

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Promote Informed Decision Making: Ensure that adopted transportation policies and performance measures guide the regional decision making process.

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Baltimore City

12-2009-13

Howard Street over
I-83, CSX, Amtrak
and Jones Falls

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore City

12-2010-11

Madison Street
Rehabilitation from
North Milton
Avenue to Edison
Highway

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2011-11

Park Heights
Avenue from West
Rogers Avenue to
Strathmore Avenue

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2012-11

West Patapsco
Avenue from
Magnolia Avenue
to Potee Street

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Emissions

Baltimore City

12-2013-11

Pennington Avenue
Rehabilitation from
Birch Street to East
Ordnance Road

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2015-13

Waterview Avenue
over Ramp to 295

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Baltimore City

12-2302-11

Russell Street
Pavement
Rehabilitation from
Russell Street
Viaduct to City Line

1. Preserves the regional transportation
system
4. Consistent with applicable short- and
long-term comprehensive plans
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2401-03

West North Avenue
Pedestrian Safety
Improvements from
Mt. Royal Avenue
to Hilton Street

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Emissions

Baltimore City

12-2402-11

Pennsylvania
Avenue
Rehabilitation from
North Avenue to
MLK Boulevard

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2403-11

25th
Street/Huntingdon
Avenue
Rehabilitation from
Greenmount
Avenue to 29th
Street

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Page 434 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Baltimore City

12-2404-11

Johnston Square
Improvements

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2405-11

Orleans Street
Rehabilitation from
Washington Street
to Ellwood Avenue

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Baltimore City

12-2201-64

RAISE Transit
Priority Project

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
6. Provides accessibility and/or
intermodal connectivity among major
destinations
9. Facilitates transit and/or alternatives to
the single occupant vehicle
14. Enhances transportation safety

Improve Accessibility
Improve System Safety
Increase Mobility
Promote Prosperity and
Economic Activity

System Performance – Congestion
System Performance – Emissions
Transit Safety

Baltimore City

12-1901-99

Capital Project
Delivery Services

13. Permits timely advancement and
continuity of projects

Promote Informed
Decision making

No performance measures specifically
addressing project delivery

Baltimore
County

13-0001-13

Dogwood Road
Bridge No. B-0072
Over Dogwood Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore
County

13-0803-13

Mohrs Lane Bridge
No. B-0143 over
CSX Railroad

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Baltimore
County

13-1012-13

Hammonds Ferry
Road Bridge No. B0100 over CSX
Railroad

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore
County

13-1108-13

Peninsula
Expressway Bridge
No. B-0119 over
CSX Railroad

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore
County

13-1208-13

Golden Ring Road
Bridge No. B-0110
over Stemmers
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Baltimore
County

13-1701-13

Rossville Boulevard
Bridge No. B-0132
over Amtrak &
Orems Road

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Baltimore
County

13-8901-14

Bridge Inspection
Program

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Informed
Decision Making

Bridge Condition

Carroll County

14-1103-13

Stone Chapel Road
Bridge over Little
Pipe Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-1602-13

Gaither Road
Bridge over South
Branch Patapsco
River

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-1603-13

McKinstrys Mill
Road Bridge over
Sam’s Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-1802-13

Hughes Shop Road
Bridge over Bear
Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-2101-13

Old Kays Mill Road
Culvert over
Beaver Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Carroll County

14-2102-13

Brown Road
Culvert over
Roaring Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-2103-13

McKinstrys Mill
Road over Little
Pipe Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-2201-13

Patapsco Road
Bridge over East
Branch Patapsco
River

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-2202-13

Upper Beckleysville
Road Bridge over
Murphy Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Carroll County

14-9401-14

Bridge Inspection
Program

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Informed
Decision Making

Bridge Condition

Harford County

15-2403-14

Woodley Road
Extension to MD
715

1. Preserves the regional transportation
system
6. Provides accessibility and/or intermodal
connectivity among major destinations
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety

Highway Safety
System Performance – Congestion

Harford County

15-1001-13

Abingdon Road
Bridge #169 over
CSX Railroad

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Harford County

15-1601-13

Glenville Road
Bridge #30 over
Mill Brook

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2001-13

Grier Nursery Road
Bridge #43 over
Deer Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Page 437 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Harford County

15-2002-13

Hookers Mill Road
Bridge #13 over
Bynum Run

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

Harford County

15-2101-13

Madonna Road
Bridge #113 over
Deer Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2102-13

St. Clair Bridge
Road Bridge #100
over Deer Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2103-13

Stafford Road
Bridge #162 over
Buck Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2104-13

Trappe Church
Road Bridge #161
over Hollands
Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2201-13

Moores Road
Bridge #78 over
Tributary to
Gunpowder Falls

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2202-13

Hess Road Bridge
#81 over Yellow
Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Harford County

15-2404-14

Bridge Painting

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Informed
Decision Making

Bridge Condition

Harford County

15-9411-14

Bridge Inspection
Program

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Informed
Decision Making

Bridge Condition

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Harford County

15-2401-13

Cullum Road
Bridge #12 over
Tributary to James
Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Informed
Decision Making

Bridge Condition

Harford County

15-2402-13

Chestnut Hill Road
Bridge #41 over
Cabbage Branch

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Howard County

16-2301-03

Patapsco Regional
Greenway: Elkridge
to Guinness Open
Gate Brewery

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
System Performance – Congestion
System Performance – Emissions

Howard County

16-1410-41

Snowden River
Parkway: Broken
Land Parkway to
Oakland Mills Road

3. Reduces congestion and prevents
congestion in new areas
6. Provides accessibility and/or intermodal
connectivity among major destinations
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety
Promote Prosperity and
Economic Opportunity

Highway Safety
Pavement Condition
System Performance – Congestion

Howard County

16-1901-42

US 29/Broken Land
Parkway
Interchange and
North South
Connector Road

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety
Improve System
Security
Promote Prosperity and
Economic Opportunity

Highway Safety
Pavement Condition
System Performance – Congestion

Page 439 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Howard County

16-2101-41

Marriottsville Road
and I-70 Bridge
Improvements

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety
Promote Prosperity and
Economic Opportunity

Highway Safety
Pavement Condition
System Performance – Congestion

Howard County

16-0436-13

Bridge Repairs and
Deck Replacement

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Howard County

16-2201-13

Replacement of
Bridge No. HO-040
on Union Chapel
Road over Cattail
Creek

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Maryland
Transportation
Authority

22-1901-45

I-95 Fort McHenry
Tunnel: Port
Covington Access

3. Reduces congestion and prevents
congestion in new areas
6. Provides accessibility and/or intermodal
connectivity among major destinations
7. Provides for connectivity of facilities
within the region to facilities outside the
region

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Increase Mobility
Promote Prosperity and
Economic Opportunity

Pavement Condition
Bridge Condition
System Performance – Congestion
System Performance – Reliability

Maryland
Transportation
Authority

22-2201-19

I-895/Baltimore
Harbor Tunnel Toll
Plaza and
Interchange
Improvement

1. Preserves the regional transportation
system
2. Implements emission reduction
measures
3. Reduces congestion and prevents
congestion in new areas
10. Implements transportation system
management strategies
14. Enhances transportation safety

Improve System Safety
Improve and Maintain
Existing Infrastructure
Conserve and Enhance
the Environment

Highway Safety
System Performance – Congestion
System Performance – Emissions
System Performance – Reliability
System Performance – Freight

Page 440 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Maryland
Transportation
Authority

25-1801-41

I-95 Express Toll
Lanes Northbound
Extension

3. Reduces congestion and prevents
congestion in new areas
7. Provides for connectivity of facilities
within the region to facilities outside the
region
10. Implements transportation system
management strategies
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety
Improve System
Security

Highway Safety
Pavement Condition
Bridge Condition
System Performance – Congestion
System Performance – Reliability
System Performance – Freight

Maryland
Transportation
Authority

25-2101-41

I-95 Southbound
Part-Time Shoulder
Usage

Improve and Maintain
Existing Infrastructure
Increase Mobility
Improve System Safety
Improve System
Security

Highway Safety
Pavement Condition
Bridge Condition
System Performance – Congestion
System Performance – Reliability
System Performance – Freight

Maryland Port
Administration

30-2101-82

Dundalk Marine
Terminal Resiliency
and Flood
Mitigation
Improvements

4. Consistent with applicable short- and
long-term comprehensive plans
8. Enhances social, energy, and
environmental efforts

Conserve and Enhance
the Environment
Improve System
Security

System Performance – Freight

Maryland Port
Administration

32-2301-03

Masonville Cove
Connector: Shared
Use Path Design
and Construction

2. Implements emission reduction
measures
6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
System Performance – Congestion
System Performance – Emissions

Maryland Port
Administration

32-2101-83

Howard Street
Tunnel

1. Preserves the regional transportation
infrastructure
6. Provides accessibility and/or intermodal
connectivity among major destination
7. Provides for connectivity of facilities
within the region to facilities outside the
region
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Promote Prosperity and
Economic Opportunity

System Performance – Congestion
System Performance – Freight

Page 441 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
Maryland Port
Administration

30-2301-83

Port of Baltimore
Rail Capacity
Modernization
Project

2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts

Improve and Maintain
Existing Infrastructure
Conserve and Enhance
the Environment

System Performance – Freight

MTA - Transit

40-1602-05

Urban Transit
Systems – Capital
Assistance

1. Preserves the regional transportation
system
2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-1802-05

Bus and Paratransit
Vehicle Overhaul
and Replacement

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-9502-05

Small Urban
Transit Systems –
Capital Assistance

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-9901-01

Ridesharing –
Baltimore Region

2. Implements emission reduction
measures
3. Reduces congestion and prevents
congestion in new areas
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve Accessibility

System Performance – Congestion
System Performance – Emissions

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
MTA - Transit

40-0104-61

Small Urban
Transit Systems –
Operating
Assistance

2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve Accessibility

System Performance – Congestion
System Performance – Emissions
Transit Safety

MTA - Transit

40-1204-64

Bus and Rail
Preventive
Maintenance

1. Preserves the regional transportation
system
6. Provides accessibility and/or intermodal
connectivity among major destinations
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve and Maintain
Existing Infrastructure
Improve System Safety
Improve System
Security

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-1502-69

Seniors and
Individuals with
Disabilities

6. Provides accessibility and/or intermodal
connectivity among major destinations
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Improve Accessibility

System Performance – Congestion
System Performance – Emissions

MTA - Transit

40-1603-61

Urban Transit
Systems –
Operating
Assistance

2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve Accessibility

System Performance – Congestion
System Performance – Emissions
Transit Safety

MTA - Transit

40-1801-64

Agencywide
System
Preservation and
Improvement

1. Preserves the regional transportation
system
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

Page 443 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
MTA - Transit

40-1804-63

Metro and Light
Rail Rolling Stock
Overhauls and
Replacement

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety
Improve System
Security

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-1805-64

Metro and Light
Rail System
Preservation and
Improvement

Improve and Maintain
Existing Infrastructure
Improve System Safety

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA - Transit

40-2301-65

Eastern Bus
Facility

1. Preserves the regional transportation
system
2. Implements emission reduction
measures
4. Consistent with applicable short- and
long-term comprehensive plans
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Conserve and Enhance
the Environment

System Performance – Emissions
Transit Asset Management

MTA - Transit

40-2302-63

Zero Emission
Infrastructure and
Rolling Stock

Conserve and Enhance
the Environment

System Performance – Emissions
Transit Asset Management

Page 444 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
MTA - Transit

40-9204-61

Rural Transit
Systems –
Operating
Assistance

2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts
9. Facilitates transit and/or alternatives to
the single-occupant vehicle

Conserve and Enhance
the Environment
Improve Accessibility

System Performance – Congestion
System Performance – Emissions
Transit Safety

MTA Commuter Rail

70-1501-53

MARC Rolling
Stock Overhauls
and Replacement

1. Preserves the regional transportation
system
6. Provides accessibility and/or intermodal
connectivity among major destinations
7. Provides for connectivity of facilities
within the region to facilities outside the
region
9. Facilitates transit and/or alternatives to
the single occupant vehicle

Conserve and Enhance
the Environment
Improve and Maintain
Existing Infrastructure
Improve System Safety
Improve System
Security

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA Commuter Rail

70-1502-54

MARC
Improvements

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety
Improve System
Security

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

MTA Commuter Rail

70-1503-55

MARC Facilities

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety
Improve System
Security

System Performance – Congestion
System Performance – Emissions
Transit Asset Management
Transit Safety

Office of the
Secretary

90-1401-39

State Safety
Oversight

14. Enhances transportation safety

Improve System Safety

Transit Safety

Page 445 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Areawide

60-9903-29

Areawide
Transportation
Alternatives
Projects

1. Preserves the regional transportation
system
5. Implements Transportation Alternatives
activities
8. Enhances social, energy, and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety and access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Emissions

SHA: Areawide

60-9506-38

Areawide
Environmental
Projects

2. Implements emission reduction
measures
5. Implements Transportation Alternatives
activities
8. Enhances social, energy, and
environmental efforts
11. Improves pedestrian safety & access
12. Improves bicycle safety & access

Conserve and Enhance
the Environment
Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
System Performance – Congestion
System Performance – Emissions

SHA: Areawide

60-9504-04

Areawide
Congestion
Management

2. Implements emission reduction
measures
8. Enhances social, energy, and
environmental efforts
10. Implements transportation system
management strategies
14. Enhances transportation safety

Conserve and Enhance
the Environment
Improve System Safety
Increase Mobility
Promote Informed
Decision Making

Highway Safety
System Performance – Congestion
System Performance – Emissions
System Performance – Reliability
System Performance – Freight

SHA Areawide

60-2301-41

TSMO System 1

1. Preserves the regional transportation
system
4. Consistent with applicable short and
long-term comprehensive plans
10. Implements transportation system
management strategies
14. Enhances transportation safety

Improve System Safety
Increase Mobility
Increase Mobility Apply mobility related
management and
operations techniques

Highway Safety
System Performance – Congestion

SHA: Areawide

60-9310-13

Areawide Bridge
Replacement And
Rehabilitation

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

SHA: Areawide

60-9501-11

Areawide
Resurfacing And
Rehabilitation

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Page 446 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Areawide

60-9508-19

Areawide Safety
And Spot
Improvements

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
12. Improves bicycle safety & access
14. Enhances transportation safety

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
Bridge Condition
System Performance – Congestion
System Performance – Emissions

SHA: Areawide

60-9511-19

Areawide Urban
Reconstruction

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
12. Improves bicycle safety & access
14. Enhances transportation safety

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
Bridge Condition

SHA: Areawide

60-0702-99

Morgan State
University
Transportation
Research Program

8. Enhances social, energy, and
environmental efforts
13. Permits timely advancement and
continuity of projects

Foster Participation and
Cooperation Among
Stakeholders 7
Promote Informed
Decision Making

No performance measures specifically
addressing transportation research
programs

SHA: Anne
Arundel County

61-1701-41

MD 175: Sellner
Road/Race Road to
McCarron Court

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility
Promote Prosperity and
Economic Opportunity

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Reliability

SHA: Anne
Arundel County

61-2301-41

MD 2: US 50 to
Arnold Road

Improve and Maintain
Existing Infrastructure 8
Improve System Safety 9
Increase Mobility

Highway Safety
Pavement Condition
System Performance – Congestion

SHA: Anne
Arundel County

61-2302-41

MD 3: Waugh
Chapel
Road/Riedel Road
to MD 32/I-97

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Pavement Condition
System Performance – Congestion

Foster Participation and Cooperation Among Stakeholders: Enable all interested and affected parties to participate and cooperate to find workable solutions.
Improve and Maintain Existing Infrastructure: Improve the conditions of existing transportation facilities; systematically maintain and replace transportation assets as needed.
9
Improve System Safety: Make conditions safer for pedestrians, bicyclists, transit riders and operators, and motorists.
7
8

Page 447 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Anne
Arundel County

61-2303-41

MD 170: Norcross
Lane to Wieker
Road

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Pavement Condition
System Performance – Congestion

SHA: Anne
Arundel County

61-2304-41

MD 214: MD 468 to
east of Loch Haven
Road

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Pavement Condition
System Performance – Congestion

SHA: Anne
Arundel County

61-2305-41

I-97: US 50 to MD
32 TSMO

Improve System Safety
Increase Mobility
Increase Mobility Apply mobility related
management and
operations techniques

Highway Safety
System Performance – Congestion

SHA: Anne
Arundel County

61-2101-13

MD 173: Bridge
Replacement over
Rock Creek

1. Preserves the regional transportation
system
12. Improve bicycle safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

SHA: Baltimore
County

63-0803-46

I-795: Dolfield
Boulevard
Interchange

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Reliability

SHA: Baltimore
County

63-1601-41

I-695: US 40 to MD
144

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Reliability
System Performance – Freight

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Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Baltimore
County

63-1802-41

I-695: I-70 to MD
43

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
10. Implements transportation system
management strategies
14. Enhances transportation safety

Increase Mobility
Improve System Safety

Highway Safety
Pavement Condition
System Performance – Congestion
System Performance – Reliability
System Performance – Freight

SHA: Baltimore
County

63-2001-13

MD 151/MD 151B:
Bridge
Replacements

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Promote Prosperity and
Economic Opportunity

Bridge Condition

SHA: Baltimore
County

63-2002-13

I-695: Bridge
Replacement on
Putty Hill Avenue

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Bridge Condition

SHA: Baltimore
County

63-2201-12

I-695:
Reconstruction of
Interchange at I-70

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety
Increase Mobility

Highway Safety
Bridge Condition
Pavement Condition
System Performance – Congestion
System Performance – Reliability
System Performance – Freight

SHA: Baltimore
Count

63-2202-13

I-95/I-695
Interchange Bridge
Deck Replacement

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

Page 449 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Carroll
County

64-2302-41

MD 97: MD 140 to
MD 496 Corridor
Study

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
4. Consistent with applicable short and
long-term comprehensive plans
6. Provides accessibility and/or
intermodal connectivity among major
destinations
7. Provides for connectivity of facilities
within the region to facilities outside the
region
14. Enhances transportation safety

Improve System Safety
Increase Mobility

Highway Safety
System Performance – Congestion
System Performance – Reliability

SHA: Carroll
County

64-2301-13

MD 91: Bridge
Replacements over
North Branch of
Patapsco River and
MD Midland
Railroad

1. Preserves the regional transportation
system
11. Improves pedestrian safety & access
12. Improves bicycle safety & access
14. Enhances transportation safety

Improve Accessibility
Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

SHA: Carroll
County

64-2301-41

MD 32: 2nd Street
to Main Street

Increase Mobility
Promote Prosperity and
Economic Opportunity

Highway Safety
System Performance – Congestion
System Performance – Reliability

SHA: Harford
County

65-2301-31

MD 22: MD 462 to
Mount Royal
Avenue Noise
Abatement

1. Preserves the regional transportation
system
4. Consistent with applicable short and
long-term comprehensive plans
8. Enhances social, energy and
environmental efforts

Improve and Maintain
Existing Infrastructure

No performance measures specifically
addressing Noise Abatement

SHA: Harford
County

65-1601-12

MD 24: South of
Stirrup Run Culvert
to Deer Creek
Bridge, Section G

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Highway Safety
Pavement Condition

Page 450 of 619

Relating TIP Projects to Long-Range Transportation Plan (LRTP) Goals and Performance Measures
SHA: Harford
County

65-2101-13

US 1: Bridge
Replacements at
Tollgate Road and
Winters Run

1. Preserves the regional transportation
system
14. Enhances transportation safety

Improve and Maintain
Existing Infrastructure
Improve System Safety

Bridge Condition

SHA: Howard
County

66-1406-41

US 29: Middle
Patuxent River to
Seneca Drive –
Phase 2

1. Preserves the regional transportation
system
4. Consistent with applicable short and
long-term comprehensive plans
5. Implements Transportation Alternatives
activities
11. Improves pedestrian safety & access
12. Improves bicycle safety & access
14. Enhances transportation safety

Improve System Safety
– improve safety
conditions for
pedestrians and
bicyclists

Highway Safety
System Performance – Congestion
System Performance - Emissions

SHA: Howard
County

66-1703-41

MD 32: Linden
Church Road to I70, Capacity &
Safety
Improvements

1. Preserves the regional transportation
system
3. Reduces congestion and prevents
congestion in new areas
14. Enhances transportation safety

Increase Mobility
Improve System Safety
Promote Prosperity and
Economic Opportunity

Highway Safety
Bridge Condition
Pavement Condition
System Performance – Congestion
System Performance – Reliability

SHA: Queen
Anne’s County

67-2301-41

MD 18B: Castle
Marina Road to the
Kent Narrows
Corridor Study

Increase Mobility

Highway Safety
System Performance – Congestion

Page 451 of 619

Long-Range Transportation Plan Performance Measures and Targets
Highway Safety

• Number of fatalities
• Rate of fatalities per 100 million vehicle miles traveled (VMT)
• Number of serious injuries
• Rate of serious injuries per 100 million VMT
• Number of non-motorized fatalities + non-motorized serious injuries – pedestrian and bicycle

Pavement Condition

• % of pavement on the interstate National Highway System (NHS) in good condition
• % of pavement on the interstate NHS in poor condition
• % of pavement on the non-interstate NHS in good condition
• % of pavement on the non-interstate NHS in poor condition

Bridge Condition

• % of NHS bridges by deck area classified as in good condition
• % of NHS bridges by deck area classified as in poor condition

System Performance – Congestion

• Annual hours of peak-hour excessive delay (PHED) per capita
• % of non-SOV (single-occupancy vehicle) travel

System Performance – Emissions

• Total emissions reductions: 2-year and 4-year cumulative reported emission reductions of each criteria pollutant and
applicable precursors (PM2.5, PM10, CO, VOC, and NOx) for which the area is designated nonattainment or
maintenance [Note: the BRTB region is in nonattainment only with respect to ozone]

System Performance – Travel Time Reliability

• % of person-miles traveled on the interstate system that are reliable
• % of person-miles traveled on the non-interstate NHS that are reliable

System Performance – Freight

• % of interstate system mileage providing for reliable truck travel times (Truck Travel Time Reliability Index – TTTR)

Transit Asset Management

• % of non-revenue service vehicles that have either met or exceeded their Useful Life Benchmarks (ULBs)
• % of revenue vehicles within an asset class that have either met or exceeded their ULBs
• Infrastructure (rail fixed-guideway, track, signals, systems): % of track segments with performance restrictions
• % of facilities within an asset class rated below condition 3 on the Transit Economic Requirements Model (TERM)
scale. Condition 3 on the TERM scale is Adequate.

Transit Safety

• Number of reportable fatalities and rate per total vehicle revenue miles
• Number of reportable injuries and rate per total vehicle revenue miles
• Number of reportable safety events and rate per total vehicle revenue miles
• Mean distance between major mechanical failures

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APPENDIX C
SELF-CERTIFICATION

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7-25-2023
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APPENDIX D
MDOT SHA AREAWIDE PROJECTS

Page 492 of 619

KNOWN FY 2024 AREAWIDE PROJECTS AT TIME OF SUBMITTAL - BASED ON THE 2023-2028 CONSOLIDATED TRANSPORTATION
PROGRAM
Jurisdiction

Route

Termini

Areawide Transportation Alternatives Projects (60-9903-29)
Anne Arundel
WB&A Trail
Patuxent River
County
Anne Arundel
South Shore Trail,
Annapolis Road to Bonheur Drive
County
Phase 2

Description of Improvements
Bicycle/pedestrian bridge
Trail construction
Crosswalks and bicycle wayfinding
enhancements

Baltimore City

Various

Inner Harbor

Baltimore County

North Point Road

Edgemere Elementary to Sparrows
Point Middle/High School

Carroll County

Washington Road

Washington Lane to Kate Wagner Road

Safe Routes to School sidewalk

Harford County

Ma & Pa Connector
Trail, Segment 3

North Avenue to Blake’s Venture Park

Trail construction

Old Guilford Road to Vollmerhausen
Road
Areawide Environmental Projects (60-9506-38)

Safe Routes to School sidewalk

Howard County

Patuxent Branch Trail

Regional

Various

Landscape installation

Regional

Various

TMDL stream restoration

Anne Arundel
Harry S. Truman Park
N/A
county
and Ride Lot
Areawide Congestion Management Projects (60-9504-04)
Anne Arundel
Huntwood Road and Pebble Brook
MD 450
County
Court
Regional

N/A

Regional

N/A

Page 493 of 619

Trail paving

Pond restoration and drainage improvements
Installation of Non-Invasive Road Weather
Information System
CHART Systems Network Engineering and
System Connectivity
CHART Systems Development - software
upgrades

Areawide Safety and Spot Improvement (60-9508-19)
Baltimore County

MD 139

At MD 134

Geometric improvements

Carroll County

MD 27

West of MD 140 to Hahn Road

Shared use path

Carroll County

MD 140

At Mayberry Road

Geometric improvements

Harford County

MD 24

At MD 755

Geometric improvements

Howard County

US 1

Crestmount Road to Cedar Avenue

Sidewalk improvements

Regional

Various

Traffic barrier upgrades

Regional

Various

Safety and operational improvements

Regional

Various

Traffic signal and lighting upgrades

Regional

Various

Sidewalk/ADA upgrades

Areawide Bridge Replacement and Rehabilitation Projects (60-9310-13)
Anne Arundel
Small structure #02016X0 over Lerch
MD 468
County
Creek

Small structure replacement

Baltimore County

MD 144

Dungarrie Road to Dunmore Road

Retaining wall

Regional

Various

Bridge cleaning and painting

Regional

Various

Preservation and minor rehabilitation of fixed
bridges, culverts, and retaining walls

Regional

Various

Bridge inspection

Page 494 of 619

Areawide Resurfacing and Rehabilitation Projects (60-9501-11)
Anne Arundel
MD 2
South River Bridge to MD 214
County
Anne Arundel
MD 100
Howard County Line to MD 170
County

Safety and resurfacing
Safety and resurfacing

Baltimore County

MD 542

South of Taylor Avenue to Joppa Road

Safety and resurfacing

Baltimore County

MD 140

Stocksdale Avenue to East Pleasant Hill
Road

Carroll County

MD 851

Main Street to Warfield Road

Safety and resurfacing with Baltimore County
waterline replacement
Drainage improvements and roadway
reconstruction

Harford County

US 1 Business

Moores Mill Road to US 1 Bypass

Safety and resurfacing

Regional

Various

High friction surface treatment

Regional

Various

Joint and crack sealing

Regional

Various

Line striping

Regional

Various

Patching and resurfacing

Regional

Various

Sidewalk/ADA upgrades

Regional

Various

Traffic barrier upgrades

Page 495 of 619

APPENDIX E
PROJECTS BETWEEN FUNDING STAGES OR ON HOLD AND INFORMATIONAL PROJECTS

Page 496 of 619

Projects Between Funding Stages or On Hold
Project Id

Project Title

11-1802-19

Mountain Road Corridor Revitalization – Phase I

Anne Arundel County

Year of
Operation last
time in TIP
TBD

Highway Preservation

Other

12-0207-11

Citywide Road Resurfacing – Federal Aid Program

Baltimore City

Ongoing

Highway Preservation

Road resurfacing/rehabilitation

12-1201-99

Baltimore City Locked Gate IAPA

Baltimore City

2021

Miscellaneous

12-1206-99

Pavement Management System

Baltimore City

2020

Miscellaneous

12-1413-56

Bayview MARC Intermodal Station

Baltimore City

2018

Commuter Rail

New rail facilities

12-1414-11

Citywide System Preservation

Baltimore City

Ongoing

Highway Preservation

Road resurfacing/rehabilitation

12-1419-13

Hanover Street Bridge Multimodal Corridor

Baltimore City

Highway Preservation

Bridge repair/deck replacement

12-1606-12

Reconnecting Charles Street – Mt. Royal to Lanvale Street

Baltimore City

2018

Highway Preservation

Road reconstruction

12-1704-11

Curtis Avenue Corridor Improvements (Phase I and II)

Baltimore City

2025

Highway Preservation

Road resurfacing/rehabilitation

12-2006-99

Citywide Transportation Plan

Baltimore City

2021

Miscellaneous

13-1105-13

Lansdowne Boulevard Bridge No. B-0113 over CSX Railroad

Baltimore County

2028

Highway Preservation

Bridge repair/deck replacement

13-1107-13

Piney Grove Road Bridge No. B-0140 over CSX Railroad

Baltimore County

2029

Highway Preservation

Bridge repair/deck replacement

13-1406-42

Security Boulevard Extension

Baltimore County

2018

Highway Capacity

New or extended roadways

14-1601-13

Babylon Road Bridge over Silver Run

Carroll County

2026

Highway Preservation

Bridge repair/deck replacement

15-1402-42

Bata Boulevard Access Road

Harford County

2023

Highway Capacity

New or extended roadways

15-2101-13

Madonna Road Bridge #113 over Deer Creek

Harford County

2026

Highway Preservation

Bridge repair/deck replacement

16-1403-41

Dorsey Run Road: MD 175 to CSX Railroad Spur

Howard County

2024

Highway Capacity

Roadway Widening

16-1405-41

Guilford Road: US 1 to Dorsey Run Road

Howard County

2024

Highway Capacity

Roadway Widening

16-1407-46

MD 175 at Oakland Mills Road Interchange

Howard County

2023

Highway Capacity

New Interchange

16-1409-42

Skylark Boulevard extended to MD 216

Howard County

2017

Highway Capacity

New or extended roadways

16-2001-67

Bus Rapid Transit

Howard County

Transit Capacity

Transit capacity expansion

90-1901-99

Baltimore-Washington Superconducting Maglev (SCMAGLEV)

Office of the Secretary

Miscellaneous

92-1101-99

Baltimore and Potomac Tunnel

Office of the Secretary

Miscellaneous

95-1401-59

Susquehanna Bridges

Office of the Secretary

Commuter Rail

Other

61-0105-41

MD 3: US 50 to MD 32, Corridor Study

MDOT SHA

Highway Capacity

Roadway Widening

61-0505-41

MD 295: MD 100 to I-195, Corridor Study

MDOT SHA

Highway Capacity

Roadway Widening

61-0605-41

MD 175: MD 295 to MD 170

MDOT SHA

2025

Highway Capacity

Roadway Widening

61-1403-41

MD 198: MD 295 to MD 32

MDOT SHA

2034

Highway Capacity

Roadway Widening

63-0802-41

MD 140: Painters Mill Road to Owings Mill Boulevard Phase 2

MDOT SHA

2025

Highway Capacity

Roadway Widening

64-1703-41

MD 32: MD 26 to I-70 Corridor Study

MDOT SHA

Highway Capacity

Roadway Widening

66-0501-19

US 1: Baltimore County to Prince George’s County Line Study

MDOT SHA

Highway Preservation

Other

66-1403-41

I-70: MD 32 to US 29 Corridor Study

MDOT SHA

Highway Capacity

Roadway Widening

66-1801-41

I-95: Active Traffic Management

MDOT SHA

Highway Capacity

Roadway Widening

67-2101-03

MD 835C: Cockey Lane to Old Love Point Road

MDOT SHA

Emission Reduction Strategy

Bicycle/Pedestrian Facilities

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Jurisdiction

Project Category

Project Type

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APPENDIX F
FY 2023-2026 TIP AMENDMENT AND ADMINISTRATIVE MODIFICATION LOG

Page 500 of 619

Summary of 2023 – 2026 TIP Amendments and Administrative Modifications
TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

40-1204-64

Bus and Rail
Preventive
Maintenance

MDOT
MTA

This project provides preventative maintenance
on the Bus, Light Rail and Metro systems to
improve safety, reliability and passenger
comfort.

13-1208-13

Golden Ring Road
Bridge No. B-0110
over Stemmers Run

Baltimore
County

This administrative modification increases
Section 5337 funds by $1,514,000
($1,211,000 federal/$303,000 matching) in
FY 2023. This increase in funds will be
used to provide continued capital
assistance for regular preventive
maintenance on the transit system. The
increase in funds from the Federal Transit
Administration is a result of the
Infrastructure Investment and Jobs Act.
The Estimated Total Cost of this project
increases from $195,512,000 million to
$197,027,000 million.
This administrative modification adds
$600,000 ($480,000 federal STBG/
$120,000 matching) to the engineering
phase in FY 2023. This is not a new phase
as engineering funds in the same amount
were included in FY 2022 of the 2022-2025
TIP. This change is required due to delays
in the approval of federal aid initiation
documents and selection of an engineering
service provider. The project is now at the
stage of providing a notice to proceed to
the consultant. Total funding in the TIP
increases from $3.5 million to $4.1 million.

Page 501 of 619

Conformity Status: Exempt
This project includes replacement of the bridge
carrying Golden Ring Road over Stemmers Run.
The proposed bridge will have minimum 2-foot
shoulders. Shoulder widths and sidewalks will be
evaluated during preliminary design. The
anticipated cost of the project has been revised
(3-2022) to reflect the currently anticipated
scope of work (full replacement addressing local
flooding issue).

Conformity Status: Exempt

Date of BRTB/
Executive
Committee
Approval

Admin Mod:
10/07/2022

Admin Mod:
11/18/2022

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

65-1601-12

MD 24: South of
Stirrup Run Culvert to
Deer Creek Bridge,
Section G

MDOT SHA

This amendment increases Engineering
funds in FY 2023 by $67,000 ($67,000
federal/$0 matching). This amendment
also adds $5,804,000 in Construction
funds in FY 2023 - FY 2026 ($5,438,000
federal/$366,000 matching) and $165,000
in Right of Way funds in FY 2023 ($130,000
federal/$35,000 matching). This additional
funding is necessary to complete final
design, acquire necessary right of way and
complete construction. The total estimated
cost of the project increases from $8.4
million to $9.0 million.
This amendment adds a new project to the
FY 2023-2026 TIP. This project will include
$234,000 in state funds for project
planning in FY 2023. Additionally, $1.501
million in NHPP funds ($1.388
federal/$113,000 matching) and $499,000
in STBG funds ($462,000 federal/$37,000
matching) are included in FY 2023 and FY
2024 for engineering. The project is only
funded up to 30% design completion and
will provide a combination of IT and
geometric improvements along portions of
I-70, US 29 and US 40 in Howard and
Baltimore Counties. The total estimated
cost of the project is $76.688 million.
This amendment adds a new project to the
FY 2023-2026 TIP. This project will include
$3.9 million in NHPP funds ($3.51 million
federal/$390,000 matching) in FY 2023
and FY 2024 for engineering. The project is
only funded up to 30% design completion
and will provide a combination of IT and
geometric improvements including
extension of the left entrance ramp from
EB US 50 to NB I-97. The total estimated
cost of the project is $49.448 million.

MD 24 will be resurfaced and reconstructed
including slope repair and guardrail replacement.
This is the southern section (Section G) of MD
24, Rocks Road, from 900' south of Sharon Road
to 1,700' north of Ferncliff Lane. The estimated
total cost includes previous expenditures as well
as funding to complete construction of this
project.

60-2301-41

TSMO System 1

MDOT SHA

61-2305-41

I-97: US 50 to MD
32 TSMO

MDOT SHA

Page 502 of 619

Date of BRTB/
Executive
Committee
Approval

Resolution #23-8:
11/22/2022

A 5% overhead increase has been added to
federal funding flows for each project phase.
Conformity Status: Exempt
This project is a combination of information
technology and geometric improvements within
TSMO System 1 including I-70 from I-695 to MD
32, US 29 from I-695 to I-70, and US 40 from MD
99 to MD 100. Funding for this project will take
design to the 30% milestone.

Conformity Status: Exempt
This project is a combination of information
technology and geometric improvements along
the corridor. The project also includes extending
the left entrance ramp from eastbound US 50 to
northbound I-97 by 2,600 feet to address heavy
merge movements. Funding for this project will
take design to the 30% milestone.

Conformity Status: Exempt

Resolution #23-10
12/20/2022

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

63-0803-46

I-795: Dolfield
Boulevard
Interchange

MDOT SHA

Construct an interchange at Dolfield Boulevard
including widening and operational
improvements along I-795 from Owings Mills
Boulevard (MD 940) to Franklin Boulevard.
TSMO strategies, including part-time shoulder
use, will be utilized. Funding for this project will
take design to the 30% milestone.

64-2301-12

MD 32: 2nd Street to
Main Street

MDOT SHA

64-2302-41

MD 97: MD 140 to
MD 496 Corridor
Study

MDOT SHA

This amendment adds a new project to the
FY 2023-2026 TIP. This project was in
previous TIPs but has been on hold. $5.0
million ($2.918 million federal/$2.082
million matching) in NHPP funds is being
added in FY 2023 and FY 2024 for
engineering. This project will add a full
interchange at I-795 and Dolfield Blvd and
widen I-795 from 4 to 6 lanes from Owings
Mills Blvd. to Franklin Blvd. The total
estimated cost of the project is $148.907
million.
This amendment adds a new project to the
FY 2023-2026 TIP. $900,000 ($810,000
federal/$90,000 matching) in NHPP funds
are being added in FY 2023 through FY
2025 for engineering. This project will
provide safety improvements by upgrading
intersection geometry, extending turn
lanes, and modifying access along MD 32.
The total estimated cost of the project is
$7.322 million.
This amendment adds a new project to the
FY 2023-2026 TIP. $500,000 ($400,000
federal/$100,000 matching) in STBG funds
are being added in FY 2023 for project
planning. This project will identify multimodal transportation needs, including
safety and capacity improvements. The
total estimated cost of the project will be
determined upon completion of the study.

Page 503 of 619

Conformity Status: Exempt
This project will improve intersection geometry,
extend turn lanes, and modify access along MD
32 from 2nd Street to Main Street.

Conformity Status: Exempt
Planning study to identify multi-modal
transportation needs and develop conceptual
safety and capacity improvements on MD 97
from MD 140 to MD 496.

Conformity Status: Exempt

Date of BRTB/
Executive
Committee
Approval

Resolution #23-10
12/20/2022

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

65-2301-31

MD 22: MD 462 to
Mount Royal Avenue
Noise Abatement

MDOT SHA

Project Description
This project will extend the existing noise
barriers along both sides of MD 22 from MD 462
to Mount Royal Avenue.

66-2301-25

US 29: Johns
Hopkins Road to MD
32 Bicycle-Pedestrian
Route

MDOT SHA

67-2301-41

MD 18B: Castle
Marina Road to the
Kent Narrow

MDOT SHA

60-9511-19

Areawide Urban
Reconstruction

MDOT SHA

This amendment adds a new project to the
FY 2023-2026 TIP. $1.59 million ($1.272
million federal/$318,000 matching) in
NHPP funds are being added in FY 2023
for engineering. This project will extend the
existing noise barriers on both sides of MD
22 to mitigate impacts resulting from
BRAC improvements. The total estimated
cost of the project is $5.686 million.
This amendment adds a new project to the
FY 2023-2026 TIP. $0.5 million of
state/matching NHPP funds are being
added in FY 2023 for engineering. This
study will collect data in order to
recommend a preferred east/west
alternative trail alignment between the
Rivers Edge community, Clarksville Hunt
community and the Johns Hopkins Library
Services Center. The total estimated cost
of the study is $0.5 million.
This amendment adds a new project to the
FY 2023-2026 TIP. $0.5 million ($0.4
million federal/$0.1 million matching) in
STBG funds are being added in FY 2023 for
project planning. This project will identify
multi-modal transportation needs and
develop conceptual improvements for
future funding. The total estimated cost of
the project is $0.5 million.
This Administrative Modification shifts
$1,900,000 ($1,520,000 federal/$380,000
matching) of STBG construction funds in
FY 2023-2025 to NHPP planning funds in
FY 2023-2025. This shift in funds is
necessary to accommodate higher than
anticipated design cost using NHPP
funding for projects committed in the FY
2023-2026 TIP. The total estimated cost of
this project remains $9.305 million.

Page 504 of 619

Conformity Status: Exempt
A feasibility study to collect sufficient data to
recommend a preferred east to west trail
alignment between the Rivers Edge Community,
Clarksville Hunt Community, and the Johns
Hopkins Library Services Center. This project is
related to the US 29, Phase 2 project (HO3173)

Conformity Status: Exempt
Planning study to identify multi-modal
transportation needs and develop conceptual
capacity and multi-modal improvements on MD
18B (Main Street) from Castle Marina Road to
the Kent Narrows.

Conformity Status: Exempt
This is an ongoing program to provide roadway
rehabilitation and streetscape improvements on
State highways in towns and urban areas. These
are non-capacity highway improvements which
may include but are not limited to projects
dealing with drainage, curb and gutter, pavement
milling and resurfacing, sidewalks, streetscapes,
signs, and markings and lighting improvements.
Conformity Status: Exempt

Date of BRTB/
Executive
Committee
Approval

Resolution #23-10
12/20/2022

Resolution #23-10
12/27/2022

Admin Mod:
1/09/2023

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

16-0436-13

Bridge Repair and
Deck Replacement

Howard
County

This is an ongoing program to provide upgrades
and maintenance of structures on Howard
County Roadways. These are non-capacity
improvements which may include but are not
limited to bridge rehabilitation and replacement,
painting, structural repairs, and general
maintenance on various Howard County bridges.

66-1703-41

MD 32: Linden
Church Road to I-70

MDOT SHA

This amendment updates the project
scope to include 10 additional “Poor” rated
bridges. Individual bridges are no longer
listed in the project description. Please see
the attached for a list of structures
included in this amendment. The 20232026 TIP must include these projects so
that the federal funds can be requested for
engineering and construction of the
projects. Funding for engineering increases
$2.15 million ($1.72 million
federal/$430,000 matching) in FY 20232026. Funding for construction increases
$5.2 million ($4.16 million federal/$1.04
million matching) in FY 2023-2026. The
total estimated cost of the project
increases from $18,011,000 million to
$25,361,000.
This administrative modification increases
NHPP funding for Construction by $19.0
million ($17.8 million federal/$1.2 million
match) in FY 2023 - FY 2026. Additionally,
$954,000 in matching NHPP funds for
Engineering has been added in FY 2023 2024. $4.52 million of this funding is
necessary to accommodate the addition of
noise abatement improvements. $2.68
million is necessary to account for
approved change orders during
construction. The remaining $11.8 million
is a shift of funds from previous years
based on actual expenditures. Therefore,
the overall Estimated Total Cost of this
project increases $7.2 million (the cost of
the noise abatement and change orders)
from $126,381,000 to $133,580,000. All
other roadway work was completed in
2022 and is open to traffic.

Page 505 of 619

Conformity Status: Exempt
This project will widen MD 32 in both directions
from a two-lane to a four-lane divided roadway,
from just north of the Linden Church Road
interchange to just south of the I-70 interchange.
The project also includes replacement of the
Triadelphia Road bridge over MD 32. This is
phase 2 of a design build project on MD 32 from
MD 108 to I-70 which had TIP ID #66-1405-41 in
previous TIPs. Phase 1, MD 108 to Linden Church
Road (TIP ID #66-1602-41) is complete and
opened to traffic in 2019. Phase 2 roadway
improvements were completed in fall 2022. The
remaining funds will complete utility relocation
and right-of-way acquisition and for the design
and construction of noise abatement
improvements.

Conformity Status: Not Exempt

Date of BRTB/
Executive
Committee
Approval

Resolution #23-14
2/28/2023

Admin Mod:
3/10/2023

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

16-2301-03

Patapsco Regional
Greenway: Elkridge
to Guinness Open
Gate Brewery

Howard
County

The Patapsco Regional Greenway: Elkridge to
Guinness Open Gate Brewery project involves
construction of a 1.5 mile segment of the overall
Patapsco Regional Greenway trail. This 10-12
foot wide trail will be a combination of on-street
facilities, hard surface trail, bridges and
boardwalks.

32-2301-03

Masonville Cove
Connector: SharedUse Path Design and
Construction

MDOT
MPA

This amendment adds a new project to the
FY 2023-2026 TIP. The Patapsco Regional
Greenway: Elkridge to Guinness Open Gate
Brewery project must be added to the TIP
in order to obtain NEPA approval. The
Elkridge to Guinness Open Gate Brewery is
a 1.5 mile segment of the overall 40 mile
Patapsco Regional Greenway. Funding for
Engineering in FY 2023-2024 is being
provided by Baltimore County in the
amount $500,000. Construction funds in
FY 2025-2026 is being provided by Howard
County. The estimated total project cost is
$1,900,000.
This amendment adds a new project to the
FY 2023-2026 TIP that includes $630,000
of engineering funds in FY 2023-2024
($504,000 federal/$126,000 matching),
$677,000 of construction funds in FY 2023
($542,000 federal/$135,000 matching),
$140,000 of right of way funds in FY 2024
($112,000 federal/$28,000 matching),
$21,000 of planning funds ($18,000
federal/$3,000 matching) and $54,000 of
“other” funds ($44,000 federal/$10,000
matching). Funding will be used to design
and construct a shared-use path along
Frankfurst Avenue between Masonville
Cove and Hanover Street. The total project
cost is $1,681,900.

Conformity Status: Exempt
This project includes design and construction of
a shared use path along Frankfurst Avenue in
Baltimore City. The trail is expected to span
between Masonville Cove, which is the Nation’s
first Urban Wildlife Refuge Partnership, and
Hanover Street. At Hanover Street, the trail will
link to the existing Gwynns Falls Trail and
proposed Bay Brook Connector for over 20 miles
of trail access. This project was identified as a
part of the alternative multimodal transportation
feasibility study which concluded in 2018 and
was included in the 2017-2020 TIP utilizing
FHWA Federal Lands Access Program Funds. As
a part of the design process, stakeholder
coordination, environmental coordination
including National Environmental Policy Act,
surveys, utility coordination, roadway design,
traffic maintenance, and landscape design will
be conducted. Right of way coordination will also
be conducted along the planned trail.
Conformity Status: Exempt

Page 506 of 619

Date of BRTB/
Executive
Committee
Approval

Resolution #23-21
5/23/2023

Resolution #23-22
5/23/2023

TIP ID

Project Title

Agency

Amendment/Administrative Modification
Reason

Project Description

15-2104-13

Trappe Church Road
Bridge #161 over
Hollands Branch

Harford
County

This project includes full replacement of the
bridge carrying Trappe Church Road over
Hollands Branch. The bridge will not include
sidewalks but will include shoulders on each side
of the roadway (width TBD during engineering).
The previous estimated total cost of $300,000
included engineering only. It has been updated to
reflect the full scope of work for the project.

11-1402-13

Magothy Bridge Road
Bridge over Magothy
River

Anne
Arundel
County

This administrative modification increases
STBG funds for Engineering in FY 2024 by
$250,000 ($200,000 federal/$50,000
matching). The increased funds will be
used to complete preliminary engineering
and to accurately reflect the County Capital
Improvement Program Budget. The
Estimated Total Cost of this project
increases $250,000 from $2,050,000 to
$2,300,000.
This administrative modification shifts
STBG funds for Construction in from FY
2023 to FY 2024 and FY 2025 and
increases construction funding by
$982,000 ($1,530,000 federal/-$548,000
matching). Funding for Engineering shifts
from FY 2023 to FY 2024 and FY 2025
($100,000 federal/$26,000 matching). The
increased funds are necessary to
accurately reflect funding based on bids
received. MDOT SHA requires the amount
of funding programmed to reflect the
amount of award. This administrative
modification also shifts the year of
operation from 2024 to 2025. The
Estimated Total Cost of this project
increases $983,000 from $5,268,000 to
$6,251,000.

Page 507 of 619

Conformity Status: Exempt
This project will replace the bridge deck and add
shoulders to the bridge over the Magothy River.
Five foot sidewalks and seven foot shoulders are
planned on both sides of the road.
Engineering funds were first included in a
previous TIP. FY 2024 funds are to complete the
construction phase.

Conformity Status: Exempt

Date of BRTB/
Executive
Committee
Approval

Admin Mod:
6/12/2023

Admin Mod:
7/11/2023

APPENDIX G
PUBLIC PARTICIPATION

Page 508 of 619

Public Comment Period Promotion Overview
Paid promotion for the 2024—2027 Transportation Improvement Program, Resilience 2050 long-range transportation plan and
associated Air Quality Conformity Determination included a total of $10,314.78 across 13 print, radio and digital outlets,
including:
1. The Baltimore Sun (print)
2. The Columbia Flier (print)
3. The Towson Times (print)
4. The Harford Aegis (print)
5. Latin Opinion Baltimore (print, in Spanish)
6. 88.1 WYPR (radio)
7. Magic 95.9 Radio One (radio)
8. The Baltimore Sun (digital)
9. Latin Opinion Baltimore (digital, in Spanish)
10. Maryland Public Television (digital)
11. Baltimore magazine (digital)
12. Facebook (digital)
13. Instagram (digital)
Reporting from digital ads reflects a minimum of more than 166,000 impressions from digital alone. Combining audience data
across outlets and modes suggests a potential reach of more than a million impressions during the comment period.
Reporting from social media shows that 75 related posts across BMC’s Twitter, Instagram, Facebook and LinkedIn generated
more than 9,200 impressions and 310 engagements.
In addition to sponsored content in Baltimore magazine and an op-ed in The Baltimore Sun from the BRTB and BMC Board Chairs, earned
media during the comment period included coverage from Maryland Matters, WYPR’s On The Record, Railway Age, Construction Equipment
Guide, Planetizen and WBAL.

Page 509 of 619

Example of a print ad placement (1/8 page in the 5/21 Baltimore Sun):

Examples of digital ad placements:

Page 510 of 619

Page 511 of 619

A press release announcing the launch of
the comment period got 44 opens and 4
clicks from 112 deliveries to a list of media
contacts in the region.

Page 512 of 619

We received most feedback through our PublicInput project page, which netted over 4,800 views. Nearly 170 participants,
including individuals representing wider organizations or coalitions, shared 125 comments. We also hosted a virtual meeting as
well as in-person meetings in Westminster, Bel Air, Glen Burnie, Towson, Stevensville, Baltimore and Ellicott City to discuss the
plans in more depth, answer questions and engage in discussion on the drafts.

Analysis of the comments reflects positive sentiment toward investments in transit, bicycle and pedestrian infrastructure, and
negative sentiment toward investments in roadways. Another significant object of negative sentiment is air quality and climate
change, often connected directly to implications of roadway expenditure. Few if any comments reflect positive sentiment
toward roadway spending, or negative sentiment toward transit.

Page 513 of 619

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
To manage the review and response to comments, BMC staff grouped them into 9 categories. These categories are broad, so a variety of
comments may be grouped under an individual heading. Between BRTB members, several other committees and BMC staff, we have
thoroughly reviewed and responded to all comments submitted. The full set of comments was shared with all BRTB, Technical Committee,
and Interagency Consultation Group members and are also located on the PublicInput.com site.
Let us say up front that we are very appreciative of the effort so many individuals and organizations have gone through to review materials
and send in comments. This is informative for all of our members and does have an impact on the planning process. As is customary for
the BRTB, we share all comments and responses with everyone who commented as well as on the BMC website and include them in the
final TIP, Resilience 2050 and Conformity Determination documents.
Active Transportation

pages 1 – 7

Air Quality

pages 7 - 10

Emerging Technology

pages 10 - 15

Induced Demand

pages 15 - 18

Less Highway

pages 18 - 46

Multiple Topics

pages 46 - 67

Other Topics

pages 67 - 70

Project Specific

pages 70 - 74

Transit

pages 74 - 85

ACTIVE TRANSPORTATION (10 comments)
1. Anonymous
I am disappointed to see that many of the pedestrian and bicycle upgrades in Harford County are dependent on road widening projects.
Could the pedestrian and bicycle improvements be made independently of the road widening projects, allowing an alternative to driving
and potentially alleviating the need for widening the roads at all?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The funding for the
necessary road projects cannot be reallocated to bicycle and pedestrian projects, however pedestrian and bicycle improvements can be
made independently of road widening with other funding sources. Examples of this include the MA & PA trail and a recent study of a
separated path for US 40.
Thank you again for your comment.

Page 514 of 619

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
2. Anonymous
Expand funding for more bicycle infrastructure! Having safe routes encourages bicycle transportation, and reduces needs more
continued road expansion.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. In recent years, the
Baltimore Regional Transportation Board has made important progress in planning and building a range of bicycle facilities, but there is
much more to do. We welcome your support for these improvements. More of these improvements are on the way and new funding and
policies from the Infrastructure Investment and Jobs Act (IIJA) has provided support in these areas.
Though most of the projects in Resilience 2050 are large-scale roadway and transit projects, it also includes significant investments in
bicycle and pedestrian infrastructure. Nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian facilities as part of
their project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies improving air quality in the Baltimore
region. Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as part of this set-aside funding (see
page 30 of Chapter 7).
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
3. Anonymous
I reviewed the Executive Summary and scanned the Baltimore Region Transportation Improvement Program DRAFT 2024-2027. These
are great projects that will very likely contribute to increased Physical Activity (walking, biking and e-scooter riding) in Baltimore and
ultimately combat Chronic Diseases (obesity, hypertension, diabetes and mental illnesses).
I have not looked up the routes listed in the document. Nevertheless, I hope that one or more projects will focus on improving
transportation access and frequency to Parks and Recreational Centers for the youth and adult populations.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We appreciate your
support for the projects in Resilience 2050 and the 2024-2027 TIP. As you note, there is a connection between increased physical activity
and public health. Research has shown that bicycling and walking can assist in people meeting recommended levels of physical activity
and potentially improve public health due to the health benefits of increased physical activity. A well-connected and comfortable active
transportation network can also increase access to recreational areas and parks. Also, replacing a vehicle trip with biking, walking or
scooting reduces greenhouse gas emissions that contribute to poor air quality. However, walking and bicycling rates are impacted by
the presence or lack of sidewalks and other pedestrian infrastructure, bicycle lanes, shared-use paths and bicycle boulevards.

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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
In recent years, the Baltimore Regional Transportation Board has made important progress in planning and building a range of bicycle
facilities, but there is much more to do. We welcome your support for these improvements. More of these improvements are on the way
and new funding and policies from the Infrastructure Investment and Jobs Act (IIJA) has provided support in these areas.
We encourage you to be involved in the Vision for a Regional Bicycle Network project, which will begin in fall 2023. The regional bicycle
network project will include extensive public engagement and the opportunity to update the list of top regional active transportation
priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more depth on the
benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
4. Brigitte Carty
On behalf of the Lower Susquehanna Heritage Greenway, I am writing to express our support for Susquehanna River Bicycle and
Pedestrian Bridge project to create a fully accessible pedestrian and bicycle bridge, independent of the proposed Amtrak Bridge over the
Lower Susquehanna River between Havre de Grace and Perryville.
Importantly, the Susquehanna River Bicycle and Pedestrian Bridge project will create pedestrian access for people of all physical
abilities where there currently is none, and it will drastically increase safety for cyclists who currently must endure high-stress
conditions without any traffic separation, only fit for the most fearless and experienced cyclists, over the Hatem Bridge and Conowingo
Dam Bridge. A new bicycle and pedestrian bridge would also expand reliable, affordable, and healthy mobility options to residents and
visitors alike to access economic, social, and recreation opportunities. People will be able to travel without a vehicle between Havre de
Grace, Perryville, and Aberdeen via multimodal transfers by bus and the MARC Penn Line with first/last mile connections across the
river to get to and from destinations, furthering the state’s sustainable transportation and development goals, while attracting
investments into each town’s downtown as part of the region’s fast-growing outdoor recreation economy.
This project would become a national destination unto itself, showcasing incredible views of both Havre de Grace’s and Perryville’s
waterfronts with its natural and historic scenery, where the Susquehanna River meets the Chesapeake Bay. More broadly, a dedicated
crossing for people of all ages and abilities on walking, biking, and rolling would finally resolve one of the most challenging gaps for nine
major regional and national trails and routes: the Lower Susquehanna Heritage Greenway, Mason Dixon Trail, September 11th National
Memorial Trail, East Coast Greenway, US Bicycle Route 201, Washington-Rochambeau Revolutionary Route, Star-Spangled Banner
National Historic Trail, and Captain John Smith Chesapeake National Historic Trail, all while connecting to Susquehanna State Park
trails. Finally, the crossing would align with the proposed creation of a Chesapeake National Recreation Area, linking the region to its
wealth of cultural, historical, and natural resources.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. As you noted, on behalf
of the Lower Susquehanna Heritage Greenway, access to public transit is important and can be enhanced by improving first-mile/lastmile active transportation connections such as sidewalks and bike lanes. Creating local and regional active transportation networks
with connections to transit has the potential to increase bicycling and walking rates in the region and will expand the reach of each
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
mode. Improving last-mile connectivity will also increase equity by improving access to employment and core services for residents
with low incomes, individuals with disabilities, children and older adults.
The Concept Plan for Bicycle and Pedestrian Improvements along US 40 includes a recommendation for future studies to explore
bicycle and pedestrian crossing opportunities across the Susquehanna River to improve regional connectivity and for connectivity of
other area bicycle and pedestrian routes (i.e. the East Coast Greenway, U.S. Bicycle Route (USBR) 201, Lower Susquehanna Heritage
Greenway Trail, North Park Loop (Joe K Trail), Mason Dixon Trail System, and Lafayette Trail).
Thank you again for your comment.
5. Wyn Dobbs
I support many of the goals of this project, but I see strikingly little devotion to improving the cycling infrastructure of this space, which
is unfortunate given cycling infrastructure is cheap, helps reduce air pollution and contributes to the health of the individuals cycling.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. It is accurate that most
of the big-ticket projects in the long-range transportation plan, Resilience 2050, and the short-range Transportation Improvement
Program (TIP) are highway and transit focused. There are multiple fund sources for bike and pedestrian projects, not all of which are
federal funds. Only projects seeking federal funds are included in the TIP, and the Plan only includes projects anticipated to receive
federal funds in the future. The scopes of nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian facilities.
Resilience 2050 also includes $250 million in funding set-aside for strategies improving air quality in the Baltimore region. Sixteen
regional bicycle and pedestrian priority projects are included in Resilience 2050 as part of this set-aside funding (see page 30 of Chapter
7).
In recent years, we have increased regional planning funds dedicated to 30% design for a range of bicycle facilities to make progress on
a number of projects. However, due to our funding structure, the Baltimore Regional Transportation Board cannot use planning funds
beyond 30% design. The BRTB and member jurisdictions have made important progress in planning and building a range of bicycle
facilities, but there is much more to do. We welcome your support for these improvements. More of these improvements are on the way
and new funding and policies from the Infrastructure Investment and Jobs Act (IIJA) has provided support in these areas.
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.

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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
6. Diane K
Please consider additional active transportation projects in the northeast region of the Baltimore Metropolitan Area like the US 40 Bike
Ped Concept Plan to reimagine Route 40 as a multimodal transportation corridor with rail, transit, and bikeway options -- specifically
between Havre de Grace and Aberdeen but potentially a farther reaching concept. Please also consider the opportunity for a
bike/pedestrian crossing of the Susquehanna River between Havre de Grace and Perryville for connecting the East Coast Greenway, the
September 11th National Memorial Trail, and US Bikeway 201 through northeastern Maryland. This is particularly relevant with regard
the mega-regional project of the Susquehanna River Rail Bridge project where the 1906 Amtrak bridge is being replaced with 2 new
bridges. A separate bike/pedestrian bridge has been explored for 2 decades in this region and it would be a lost opportunity not the
consider a river crossing at this time. Both US 40 and the Amtrak rail line are in close proximity (within a half a mile of each other) and
bisect Havre de Grace and Perryville. Lastly, it is great to see the MARC service connection to WILMAPCO supported in this document to
provide regional rail and commuter gap service between MARC and SEPTA systems. Re-thinking active transportation and rail systems
in this heavily traveled Northeast Corridor is appreciated and timely.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Thanks for your support
of the Concept Plan for Bicycle and Pedestrian Improvements along US 40, which was completed in spring 2023. The plan explored a
shared-use path (an off-road path separated from motor vehicle traffic by an open space or barrier and intended for use by bicyclists,
pedestrians, and other non-motorized users) along US 40 between the train station in the City of Aberdeen and Erie Street in the City of
Havre de Grace, which currently has intermittent sidewalks and lacks dedicated bicycle infrastructure.
The Concept Plan for Bicycle and Pedestrian Improvements along US 40 includes a recommendation for future studies to explore
bicycle and pedestrian crossing opportunities across the Susquehanna River to improve regional connectivity and for connectivity of
other area bicycle and pedestrian routes (i.e. the East Coast Greenway, U.S. Bicycle Route (USBR) 201, Lower Susquehanna Heritage
Greenway Trail, North Park Loop (Joe K Trail), Mason Dixon Trail System, and Lafayette Trail).
In recent years, BMC and member jurisdictions have made important progress in planning and building a range of bicycle facilities, but
there is much more to do. We welcome your support for these improvements. More of these improvements are on the way and new
funding and policies from the Infrastructure Investment and Jobs Act (IIJA) has provided support in these areas.
Thank you again for your comment.
7. Robert Krasnansky
I would like help to get the Catonsville Short Line Trail Pedestrian Overpass over 695 added to the long term plan.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Unfortunately, this
project idea would need to be better developed and be sponsored as a candidate project by a BRTB member agency to be considered at
this time. To advance this project concept it is important to work with a project sponsor such as Baltimore County Department of Public
Works and Transportation. Baltimore County DPW&T is finalizing the Baltimore County Bicycle and Pedestrian Master Plan which will
provide important updates to the County’s existing Eastern and Western Pedestrian and Bicycle Access Plans, which were developed
more than 15 years ago.
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On a regional level, we encourage you to be involved in the Vision for a Regional Bicycle Network project, which will begin in fall 2023.
The regional bicycle network project will include extensive public engagement and the opportunity to update the list of top regional
active transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into
more depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
8. Jennifer S
Investments in reliable public transit that connects the city is key to a sustainable Baltimore. Bike lanes should also be prioritized as an
alternative to automobile infrastructure. Many of the neighborhoods are small and could be traveled by bike, lessening traffic and a need
for road expansions; however, the city currently is not designed for bike transit including a lack of parking options for bikes in many
areas of the city.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that access to
public transit is important and can be enhanced by improving first-mile/last-mile active transportation connections such as sidewalks
and bike lanes. Creating local and regional active transportation networks with connections to transit has the potential to increase
bicycling and walking rates in the region and will expand the reach of each mode. Improving last-mile connectivity will also increase
equity by improving access to employment and core services for residents with low incomes, individuals with disabilities, children and
older adults.
Resilience 2050 includes over $3.8 billion in funding for two major transit corridors, the East-West and North-South Transit Corridors. It
also includes funds for eleven transit hubs throughout Baltimore City, among other transit investments. Nearly 3/4 of the projects in
Resilience 2050 include bicycle and pedestrian facilities as part of their project scope. Resilience 2050 also includes $250 million in
funding set-aside for strategies improving air quality in the Baltimore region. Sixteen regional bicycle and pedestrian priority projects are
included in Resilience 2050 as part of this set-aside funding (see page 30 of Chapter 7).
Baltimore City accepts bicycle parking rack requests from the property owner of a location and from the general public through the
Bicycle Parking Rack Request Form. Property owners who submit a request will be contacted by the City within 30 days and the location
will be added to the queue for installation if the location is determined to be suitable. A request submitted by the general public will alert
the Baltimore City Department of Transportation to the need for bicycle parking in the area. However, approval by the property owner
adjacent to the location is needed. You can learn more here: https://transportation.baltimorecity.gov/bikerackrequestform
Also, MDOT Maryland Transit Administration is adding bike racks at 29 Local Bus, Light Rail, Metro Subway, MARC Train and Park-andRide locations around the state as part of its $43 million Fast Forward: Customer Experience Enhancement Project. Once completed,
bike racks will be available at every rail station in the MTA system. Learn more here.
Thank you again for your comment.

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9. Tim S
My family and I support expanded bike lanes. Also, extending the Jones Falls Trail northward to Lake Roland and beyond - possibly to
the Ashland trailhead for the NCR trail.
Mass Transit is hugely important as well, although I have no idea how to successfully implement it. I always failed at that part of
SimCity.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that both
improving active transportation infrastructure and access to public transit are vital components of the transportation network. In
addition, transit and bicycling infrastructure can work together. Creating local and regional active transportation networks with
connections to transit has the potential to increase bicycling and walking rates in the region and will expand the reach of each mode.
Improving last-mile connectivity will also increase equity by improving access to employment and core services for residents with low
incomes, individuals with disabilities, children and older adults.
Resilience 2050 includes over $4.8 billion in funding for transit expansion projects throughout the region. These projects include two
major transit corridors, the East-West and North-South Transit Corridors, seventeen transit hubs throughout the region and several new
express bus and BRT routes, among others. In addition, nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian
facilities as part of their project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies improving air
quality in the Baltimore region. Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as part of this
set-aside funding (see page 30 of Chapter 7). One of these projects includes additional Torrey C. Brown/NCR Trail connections in
Baltimore County.
In recent years, we have increased regional planning funds dedicated to 30% design for a range of bicycle facilities to make progress on
a number of projects. However, due to our funding structure, the Baltimore Regional Transportation Board cannot use planning funds
beyond 30% design. The BRTB and member jurisdictions have also made important progress in planning and building a range of bicycle
facilities, but there is much more to do. We welcome your support for these improvements. More of these improvements are on the way
and new funding and policies from the Infrastructure Investment and Jobs Act (IIJA) has provided support in these areas.
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
10. Steve Wagner
Proposed bike and walking along US40 (Pulaski Hwy) Aberdeen to HdG. Currently bikers and walkers are already using this route, day
and night, with minimal separation from car traffic. A separation between vehicular traffic and the bike & sidewalk path would be a
significant safety improvement.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. As you noted, there is
currently a lack of sidewalks or other pedestrian infrastructure along the majority of US 40 between the train station in the City of
Aberdeen and Erie Street in the City of Havre de Grace. This section also lacks dedicated bicycle infrastructure. The concept plan for a
shared-use path (an off-road path separated from motor vehicle traffic by an open space or barrier and intended for use by bicyclists,
pedestrians, and other non-motorized users) was completed in spring 2023. Funding has not yet been identified for future phases of
design and construction of the project. However, the project will be eligible to apply for a variety of state and federal funding programs
that could fund future phases of the project.
Thank you again for your comment.
AIR QUALITY (8 comments)
1. Dave Arndt
We need to electrify everything. Especially trucks, trains and ships. Let's restructure the toll fees on trucks so diesel & gas trucks pay 3x
what electric trucks have to pay.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The BRTB works mainly
on surface transportation, which doesn’t include freight trains and ships. At the State level, there are many regulations and legislation
proposed to improve car and truck efficiency and reduce emissions. The Advanced Clean Cars II regulation will require manufacturers
to sell 100% zero emission vehicles by 2035. The Advanced Clean Truck rule requires that manufacturers who produce a certain class
truck sell zero-emission trucks as an increasing percentage of their Maryland sales up to 2035. To respond to your second point about
toll fees, the BRTB does not play a role in toll collection or revenue. The Maryland Transportation Authority (MDTA) facilitates toll
collection and toll revenue.
Thank you again for your comment.
2. Will Fedder
How can $7b dollars in highway expansion not worsen air quality, relatively to not doing so?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The LRTP shows the
transportation investments prioritized and funded through the entire Baltimore Region up until 2050. The emissions for the invested
projects are modeled, based on a variety of factors. The modeling results show that the projects in the plan do not exceed the National
Ambient Air Quality Standards (NAAQS) for pollutants that cause ozone pollution. This happens because of more stringent emission
regulations for car manufacturers in the State, and more efficient vehicles. At the State level, there are many regulations and legislation
proposed to improve car and truck efficiency and reduce emissions. The Advanced Clean Cars II regulation will require manufacturers
to sell 100% zero emission vehicles by 2035. The Advanced Clean Truck rule requires that manufacturers who produce a certain class
truck sell zero-emission trucks as an increasing percentage of their Maryland sales up to 2035.
Thank you again for your comment.
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3. Patrick Ireland
I don’t think the highway expansion projects would benefit air quality. Bigger roads means more cars and more pollution. Even the
move to electric cars would not be quick enough to mitigate this. The only real solution to improve air quality is to shift to more and
better public transit.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The air quality
conformity determination report documents the emissions analysis and methodology as federally required. The Clean Air Act requires
Metropolitan Planning Organizations for regions in nonattainment or maintenance of National Ambient Air Quality Standards (NAAQS)
to perform technical analyses to demonstrate that regional transportation plans and programs conform to the most recently approved
or adequate motor vehicle emission budgets approved by the U.S. Environmental Protection Agency (EPA). The Baltimore Regional
Transportation Board does not model emissions for specific projects, but as a region, the emission analysis results are showing
pollution levels below the federally approved allowable limits, or budgets. Also, Resilience 2050 shows investments in transit, bike and
pedestrian projects, which will further improve emission reduction efforts.
Thank you again for your comment.
4. Hal Alan Long
The urgency of zero carbon by 2050 does not come through with these plans. Transportation is a major factor. There are
recommendations for EV buses, and some improvements to mass transport, and some bike lane additions and improvements. But I
doubt it is serious enough to get anywhere close to the carbon reduction we will need in the transportation sector.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Implementing
programs and plans to reduce carbon emissions takes coordination and effort among many agencies and groups. The conformity
determination document is a federally required document under the Clean Air Act, to show that the transportation plans and programs
in nonattainment areas, like the Baltimore region, do not cause new air quality violations, worsen existing violations, or delay timely
attainment of the National Ambient Air Quality Standards (NAAQS). The conformity determination report documents criteria pollutants,
which doesn’t include carbon dioxide. Fortunately, our partners at the state level, including MDE and MDOT are working to decrease
emissions. Related to transportation, there are many regulations and legislation proposed to improve car and truck efficiency and
reduce emissions. The Advanced Clean Cars II regulation will require manufacturers to sell 100% zero emission vehicles by 2035. The
Advanced Clean Truck rule requires that manufacturers who produce a certain class truck sell zero-emission trucks as an increasing
percentage of their Maryland sales up to 2035.
Thank you again for your comment.
5. Quinlan M
The current realities around climate change require decisive action. These plans do not adequately address air quality in the region.
Additionally, current increases in wildfires demonstrate that air quality could become a massive concern very soon. Addressing
climate through increased public transit, rail transit, and active transportation is needed to help offset changes in air quality due to
climate by reducing Maryland VMT and thereby vehicle emissions.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The air quality
conformity determination report documents the emissions analysis and methodology as federally required. The Clean Air Act, as
amended in 1990, requires MPOs for regions in nonattainment or maintenance of National Ambient Air Quality Standards (NAAQS) to
perform technical analyses to demonstrate that regional transportation plans and programs conform to the most recently approved or
adequate motor vehicle emission budgets approved by the U.S. Environmental Protection Agency (EPA). Regarding your comment
about wildfire smoke, we agree that this is a concern. Climate change is exacerbating conditions for wildfires, and increasing particulate
matter pollution. Fortunately, related to transportation, we are seeing more stringent emission reduction regulations at the state and
federal level for cars and trucks, especially regarding electric vehicles. Additionally, Resilience 2050 shows investments in transit, bike
and pedestrian projects, which will further improve emission reduction efforts.
Thank you again for your comment.
6. Andrew S
I have multiple people in my household who fall in the 'sensitive groups' category, and this year's wildfire smoke has made everyday life
more challenging for us. But to be honest, we were struggling with the air here before this summer. Consequently, our priority is to see
this TIP aim well above its modest goals related to developing projects that realize significant emissions reductions. Electrification
facilities, such as upgrading the bus depot on Eastern Avenue in Baltimore City, are excellent investments to that end. So, too, are
projects that embed street trees and other 'green' infrastructure that reduces ambient particulate matter into bricks-and-mortar
transportation project costs. Greenway construction that offers safe, viable alternatives to motorized transportation is a welcome
inclusion too, although details in this plan are much too sparse to take seriously. Our view is that these kinds of projects occupy far too
little of the planned investments in the next 5 years. Please step back from this proposal and look forward with a clearer sense of what
is needed to address current, but especially future, levels of air pollution and get those projects started sooner than 5+ years from now.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that wildfire
smoke is a concern. Climate change is exacerbating conditions for wildfires, and increasing particulate matter pollution. Fortunately,
related to transportation, we are seeing more stringent emission reduction regulations at the state and federal level for cars and trucks,
especially regarding electric vehicles. Additionally, Resilience 2050 shows investments in transit, bike and pedestrian projects, which will
further improve emission reduction efforts. Maryland has the impressive goal of reducing emissions 60% by 2031 and becoming net
zero by 2045. There is coordination between many state and federal agencies to achieve these goals and implement programs and
regulations to promote cleaner air and improve air quality. Greenhouse gas emission reductions are proposed for different sectors
including buildings, energy, and transportation. The Advanced Clean Cars II regulation will require manufacturers in Maryland to sell
100% zero emission vehicles by 2035. There are some promising regulations happening now and on the horizon to help improve air
quality in Maryland.
Thank you again for your comment.

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7. Sharon Smith
Always concerned about air quality. Studies show higher incidence of Asthma in urban cities which often have larger minority
populations.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The Baltimore region is
in nonattainment for the 2015 ozone federal standard. We are aware that high levels of ozone pollution impact vulnerable populations,
mostly the elderly and children. Fortunately, there are regulations in place or underway to improve air quality for all Marylanders. The
Maryland Department of Environment (MDE) has adopted new regulations for cleaner cars and trucks. The air quality in the Baltimore
region is improving. Based on the 2023 Clean Air Report from MDE, all monitors are measuring pollution levels below the National
Ambient Air Quality Standards. Learn more here: https://mde.maryland.gov/programs/air/Pages/AirQualityReports.aspx.
Thank you again for your comment.
8. Will
If I can follow up RE: air quality & highway widenings, many folks question the predictive power of these travel demand models due to
the phenomenon of "induced demand", where vehicle miles traveled increases to offset the travel time savings. Is there empirical
evidence that MDOT SHA highway widenings have improved air quality?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The Air Quality
conformity determination report documents regional emissions, not project-level emissions. Also, the model provides outputs for the
precursors of ozone, which are NOx and VOCs, because the Baltimore Region is in nonattainment for ozone. The emission results show
that VOC and NOx pollution levels decrease in every horizon test year up to 2050. This is attributed to the stringent regulations in place
or proposed in Maryland, to help make cars more efficient and less polluting.
We believe this comment was asked during the virtual public meeting where BMC staff said that some highway capacity can improve
traffic flow, thus reducing emissions from idling. This is one piece of a complicated network and not a blanket solution.
Thank you again for your comment.
EMERGING TECHNOLOGY (3 comments)
1. Anonymous
nice to see planning but things may change by 2050 with AI and remote work. Most 75% drive alone per census and that will never
change. 40 years of work and I rode Mass Transit 3 years out of 40. the rest was driving. I work remote and save 40 hours of time a
month. Better to pay a company to have remote work. BTW 695 backs up even on weekends more lanes as planed but when 2025 ?
2027.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. You’re certainly right
that many factors and trends will affect the regional transportation network and travel patterns by 2050, including AI and remote work.
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The impacts of these trends remains uncertain, but the BRTB continually monitors these and other trends to monitor potential risks and
impacts and identify actions to take.
While the specific rates of adoption of remote work may be uncertain, it is clear that working from home is more than a short-lived
response to a public health crisis. Chapter 2 of Resilience 2050 discusses the potential impacts of remote work. We also released a
white paper discussing a variety of demographic trends, including remote work, in more detail. Chapter 3 of Resilience 2050 discusses
additional factors and trends, including a variety of emerging technologies, some of which relate to or utilize AI. Emerging technologies
discussed include Mobility on Demand (MOD), micromobility, advanced driver assistance systems and Connected and Automated
Vehicles (CAV), Truck Platooning and Personal Delivery Devices. We also released a white paper discussing these emerging
technologies in more detail. See www.Resilience2050.com for the Resilience 2050 document and
www.publicinput.com/Resilience2050whitepapers to read the white papers.
Regarding I-695, the short-range 2024-2027 Transportation Improvement Program (TIP) includes two large-scale beltway projects. The
first will utilize the inside shoulder to create a new travel lane on the inner and outer loops during daily peak travel periods from I-70 to
MD 43 (western and northern portions of I-695), a distance of 19 miles. The project is anticipated to be complete in 2024. The second
project reconstructs the interchange at I-695 and I-70. This project is anticipated to be complete in 2027. You can view these and other
projects in the 2024-2027 TIP at https://baltometro.org/transportation/plans/short-range-transportation-improvement-plan/2024-2027TIP.
Thank you again for your comment.
2. Joel Hurewitz
The Baltimore Regional Transportation Board's (BRTB) draft Resilience 2050 Plan needs to include urban air mobility (UAM) and electric
vertical takeoff and landing (eVTOL) air taxis. The Plan states on page 37:
Emerging Technologies and Resilience 2050 Technologies are constantly changing and there remains a significant amount of uncertainty
surrounding the impact of emerging technologies. As use of these emerging technologies becomes more widespread, we will continue to
monitor potential risks and impacts and identify actions to take. Understanding the potential and consequences of technologies is
important to help to ensure the region harnesses the positive effects of technology and avoids or minimizes potential negative effects. We
must be prepared to face rapid advances and implementation issues while continuing to make investment decisions and develop
programs and projects that support a safe, efficient, accessible, equitable and environmentally responsible transportation system for all
users.
Our specific actions will include:
• Tracking technology development and deployment within the region, nationally and internationally to understand and plan to take full
advantage of the benefits and minimize disadvantages from new and emerging technologies
• Investigating how to use newly available data to enhance transportation planning
• Working with stakeholders, especially elected officials and the public, to manage expectations and perceptions, minimize future
problems and leverage opportunities
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• Building technical, institutional and policy capacity, and including new partners as necessary
• Working to monitor deployment throughout the region to ensure equitable distribution of the benefits technology can offer
https://www.baltometro.org/sites/default/files/bmc_documents/general/transportation/long-range/2050/Resilience2050_Full.pdf
While the Plan has a short discussion about drones, there is no discussion about UAM. This was generally confirmed during discussion
with the staff at the Howard County public meeting on June 15, 2023. If BRTB were to follow its own statements on emerging
technologies, it would include UAM and eVTOL technologies. Additionally, tracking the regional, national and international developments
of UAM would include noticing that
• Blade Air Mobility Inc. and Beta Technologies, in February 2023 flight-tested eVTOLs in the New York City area;
https://fortune.com/2023/02/14/flying-taxi-companies-beta-blade-test-flights-nyc/
•

United Airlines announced plans to start eVTOL air taxi service with Archer Aviation in 2025 between the downtown Vertiport
Chicago and O'Hare International Airport;
https://arstechnica.com/cars/2023/03/united-airlines-reveals-first-evtol-passenger-route-starting-in-2025/

•

on June 14, 2023, United Airlines announced plans to start air taxi service with Eve Air Mobility in San Francisco in 2026;
https://eveairmobility.com/united-airlines-and-eve-air-mobility-collaborating-to-bring-first-electric-commuter-flights-to-sanfrancisco/

•

Delta Airlines announced plans to provide home-to-airport services with Joby Aviation beginning in New York and Los Angeles;
https://news.delta.com/delta-joby-aviation-partner-pioneer-home-airport-transportation-customers

•

eVTOL manufacturers including Archer, Eve, and Joby are exhibiting at the Paris Airshow;
https://www.ainonline.com/aviation-news/advanced-air-mobility/2023-06-19/future-fliers-flock-paris

•

eVTOL service is planned for the 2024 Paris Olympics; https://www.futureflight.aero/news-article/2022-11-10/vertiport-testbedopens-paris-air-mobility-development-project
the State sponsored Maryland Technology Development Corporation (TEDCO), with its office in Columbia, invested in Lusby,
Maryland based eVTOL developer Hop Flyt;
https://www.tedcomd.com/tedco-backed-hop-flyt-inc-raises-15m-series.
in August 2023, the Baltimore Convention Center is hosting the first Federal Aviation Administration (FAA) Advanced Air Mobility
Summit; "Sessions and workshops will focus on how air taxis and electric vertical take-off, and landing (eVTOL) aircraft will change
the future of aviation." https://www.faa.gov/newsroom/mark-your-calendar-2023-faa-drone-symposium-and-advanced-airmobility-summit

•

The FAA also published proposed rules on June 14, 2023 which include eVTOLs:
Powered-lift will also be utilized to support the deployment of advanced air mobility (AAM) operations. AAM is an umbrella term for an
air transportation system that moves people and cargo using revolutionary new aircraft. These aircraft are often referred to as air taxis or
electric Vertical Takeoff and Landing (eVTOL) aircraft. Congress has recently directed the Department of Transportation to establish an
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advanced air mobility working group to plan for and coordinate efforts to integrate advanced air mobility aircraft into the national
airspace system through the Advanced Air Mobility Coordination and Leadership Act. This rulemaking is an important step in facilitating
the integration of powered lift and AAM into the [National Airspace System].
38946 Federal Register / Vol. 88, No. 114 / Wednesday, June 14, 2023 / Proposed Rules Integration of Powered-Lift: Pilot Certification
and Operations; Miscellaneous Amendments Related to Rotorcraft and Airplanes. https://www.govinfo.gov/content/pkg/FR-2023-0614/pdf/2023-11497.pdf
Furthermore, the FAA released its Urban Air Mobility (UAM) Version 2.0 Concept of Operations April 26, 2023. Therein, it it states how
local governments and metropolitan planning organizations should prepare:
1.2.3. Vertiport Considerations
State and local governments are being encouraged to actively plan for UAM infrastructure to ensure transportation equity, market choice,
and accommodation of demand for their communities. The vertiports and vertistops should be sited to ensure proper room for growth
based on FAA evaluated forecasts and be properly linked to surface transportation (when possible), especially if the facility primarily
supports cargo operations. Local governments should also have zoning protections in place to protect airspace in and around vertiports
and vertistops.
Metropolitan planning organizations, including state and local governments, may incorporate UAM infrastructure planning into larger
transportation and utility planning efforts to ensure seamless coverage and capacity. Community engagement and strategic connectivity
to larger transportation planning efforts is key to ensuring UAM provides maximum benefits.
Concept of Operations p. 2,
https://www.faa.gov/sites/faa.gov/files/Urban%20Air%20Mobility%20%28UAM%29%20Concept%20of%20Operations%202.0_0.pdf
See also "Federal guidelines for eVTOL operations encourage cities to plan for infrastructure" May 16, 2023,
https://www.smartcitiesdive.com/news/federal-faa-gudielines-air-taxi-urban-air-mobility-eVTOL-aircraft/650399/
Other jurisdictions have done UAM planning. "[T]he Texas Transportation Commission [established] the Urban Air Mobility Advisory
Committee 'to assess current state law and any potential changes to state law that are needed to facilitate the development of urban air
mobility operations and infrastructure in this state'.” Additionally, one of its functions is to:
• Direct the State to work with municipalities to provide technical assistance to local governments in adapting and integrating urban air
mobility/advanced air mobility in their communities.
Report and Recommendations of the Urban Air Mobility Advisory Committee, Executive Summary,
https://ftp.txdot.gov/pub/txdot/avn/uam-report-executive-summary.pdf
The City of Los Angeles published a UAM report after the release of the FAA's Urban Air Mobility Concept of Operations v1.0, June 26,
2020, which includes:
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MULTIMODAL CONNECTIVITY
* * * Connections with Ground Transportation: Vertiport locations should be well-connected with existing and future ground transportation,
medical centers, and fulfillment locations. Locations within close proximity to high capacity transit systems, such as Metro Rail and Bus,
Metrolink, and Amtrak, should be prioritized.
LAND USE COMPATIBILITY
Current and Potential Land Uses: Vertiport locations should consider what types of land uses may support UAM demand, such as major
retail centers, stadiums and arenas, major tourist attractions, higher education campuses, offices, and major transportation facilities.
Certain types of land use may be more incompatible with vertiports, such as K-12 schools, and other sensitive uses.
Zoning: DCP can consider which current zoning or new zoning may be needed to allow for vertiport development.
Los Angeles Department of Transportation Urban Air Mobility Policy Framework Considerations September 13, 2021, p. 27.
https://ladot.lacity.org/sites/default/files/documents/ladot-uam-policy-framework-considerations.pdf
Therefore, the BRTB should do as Texas and Los Angeles have done and follow its own statements on emerging technologies and
include UAM in Resilience 2050 Plan. Furthermore, the BRTB and the local governments should take action to include future UAM
technologies as part of land use and zoning planning and include future development for UAM in appropriate transit projects; this
should include in particular Howard County's Columbia Transit Center which is planned for a location--similar to the land uses
enumerated by Los Angeles--near the Mall in Columbia and the Merriweather Post Pavilion.
If you build it, UAM might come. On the other hand, if development is made incompatible with UAM, it might never be a transit option.
Sincerely
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. You raise important
issues regarding this topic not included in our draft. Although we were not aware of the FAA regulation, the FAA is indeed encouraging
State and local governments to actively plan for UAM infrastructure to ensure transportation equity, market choice and accommodation
of demand for their communities. The BRTB will add language to Chapter 3 to include these concepts and the importance of working
with the FAA to gain an understanding of where vertiports and vertistops could be sited to ensure proper room for growth and how
these systems link to our surface transportation network for both passenger and cargo operations.
Thank you again for your comment.
3. Gregory Shafer
The section in Chapter 3 on automated and CAV vehicles fails to recognize that this technology is advancing quickly and will require
infrastructure to fully implement. The region will fall behind other areas in realizing the benefits of this technology, if preparations
including infrastructure investment are not made early. This is a huge change in transportation modality and will require innovative
thought on how to implement and ensure that it's equitably implemented.
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I was particularly concerned by the statement that automated vehicles are not anticipated to be available until late in the planning
period. This timing is critical to having the infrastructure ready and there is NO basis for the statement on timing. Due to the impact that
this technology will have on the transportation system, there is a huge potential for wasted funds on infrastructure that becomes
outdated. Therefore, a study should be undertaken by BRTB to anticipate when the technology will be available and what investments
will be most promising.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. A comprehensive review
on recent advances of CAV technology published in the Journal of Traffic and Transportation Engineering discusses the challenges and
uncertainties associated with the implementation of CAVs, including inter-CAV communications, security of CAVs, intersection control
for CAVs, collision-free navigation of CAVs, and pedestrian detection and protection. Another study published in Transportation
Research Record evaluates the effectiveness of CAVs in a large-scale network by considering both vehicle-to-vehicle (V2V) and vehicleto-infrastructure (V2I) communication technologies. The study found that the application of CAVs reduced travel time rate significantly
compared with the base condition even with a low market penetration level.
Additionally, and illustrating the difficulty of implementation, there are significant concerns about the vulnerability of CAVs to cyberattacks. A study published in Accident Analysis & Prevention discusses the many vulnerabilities and uncertainties in CAVs in terms of
cyber-attacks. These challenges and uncertainties suggest that it may take longer for CAV technology to be widely adopted and
significant in the region.
While we will acknowledge technology is advancing quickly and breakthroughs occur daily it is equally important to note that CAV
technologies are vast and evolving and public funds must be used judiciously. The Baltimore Regional Transportation Board (BRTB)
recently produced a document entitled “Connected and Automated Vehicle (CAV) Planning Guide: Recommended Actions for Local
Agencies to Prepare for CAVs” (or the CAV Planning Guide). This guide outlines the potential benefits and challenges of connected and
automated vehicles and recommends local, regional and state agency actions to guide CAV implementation to support local and
regional goals. The accompanying User Guide for CAV Planning provides a structure that local and regional staff can use to implement
the recommended actions over the next 1-2 years. The document and user guide will be available on the BMC website by early August
2023. The BRTB will continue to evaluate the timing and infrastructure investments that make sense for the region. The BRTB is
committed to ensuring that the region is prepared for this change in transportation modality while also being responsible with public
funds.
Thank you again for your comment.
INDUCED DEMAND (5 comments)
1. Micah Dezort
The sheer number of projects whose scope includes widening roads is astounding. Claiming these projects have the potential to reduce
congestion is disingenuous and is counter productive to the health and safety of this region. The use of traffic models is a technique
that is outdated and assumes that car use is a guaranteed fact of life. This plan should be making genuine attempts to reduce the car
dependence of the area.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Current regional scale
travel forecasting models are able to simulate some, but not all, elements of induced demand. Our model does recognize that when a
roadway is improved, speeds will increase. This will result in more vehicles being attracted to this facility that may result in longer travel
distances. The model also has a mode choice module that will look at alternate modes and may shift trips to/from transit or highways
depending on the mode (highway or transit) travel time. These effects will show up in the Vehicle Miles Traveled (VMT) figures in
Appendix C of Resilience 2050. Increased travel time reliability that induces additional household trip making is not captured in travel
models. However, model household behavior trip rates are adjusted with the collection of observed data. Our modeling team continues
to review national best practices and will try to include any modeling advancements that may improve our model in these areas.
Thank you again for your comment.
2. Reid K
PLEASE take induced demand into consideration and STOP expanding existing roads. Focus instead on expanding public transportation
options and improving facilities for pedestrians and cyclists.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Current regional scale
travel forecasting models are able to simulate some, but not all, elements of induced demand. Our model does recognize that when a
roadway is improved, speeds will increase. This will result in more vehicles being attracted to this facility that may result in longer travel
distances. The model also has a mode choice module that will look at alternate modes and may shift trips to/from transit or highways
depending on the mode (highway or transit) travel time. These effects will show up in the Vehicle Miles Traveled (VMT) figures in
Appendix C of Resilience 2050. Increased travel time reliability that induces additional household trip making is not captured in travel
models. However, model household behavior trip rates are adjusted with the collection of observed data. Our modeling team continues
to review national best practices and will try to include any modeling advancements that may improve our model in these areas.
We agree that improving active transportation infrastructure and access to public transit are vital components of the transportation
network. Resilience 2050 includes over $4.8 billion in funding for transit expansion projects throughout the region. These projects
include two major transit corridors, the East-West and North-South Transit Corridors, seventeen transit hubs throughout the region and
several new express bus and BRT routes, among others. In addition, nearly 3/4 of the projects in Resilience 2050 include bicycle and
pedestrian facilities as part of their project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies
improving air quality in the Baltimore region. Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as
part of this set-aside funding (see page 30 of Chapter 7).
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
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3. James Pizzurro
It's my understanding that your modeling for road and highway projects doesn't consider any of the effects of induced demand, and thus
roadway widening projects, for example, get points under your scoring rubric for "reducing emissions." Your organization plays an
important role in shaping the long-term future of transportation in our region through the prioritization of transportation projects, so it's
nothing short of tragic and embarrassing that you do not properly account for all the ways some of these projects further incentivize
driving over other modes of transportation, subjecting more people to soul-sucking traffic and congestion more often, and worsening
people's quality of life while also further polluting our air. It is critical that you revisit the way such projects are evaluated to properly
account for the disproportionate amount of damage they cause. Please lead Baltimore on a path to true sustainability and resiliency; do
not be complacent in its further degradation.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Current regional scale
travel forecasting models are able to simulate some, but not all, elements of induced demand. Our model does recognize that when a
roadway is improved, speeds will increase. This will result in more vehicles being attracted to this facility that may result in longer travel
distances. The model also has a mode choice module that will look at alternate modes and may shift trips to/from transit or highways
depending on the mode (highway or transit) travel time. These effects will show up in the Vehicle Miles Traveled (VMT) figures in
Appendix C of Resilience 2050. Increased travel time reliability that induces additional household trip making is not captured in travel
models. However, model household behavior trip rates are adjusted with the collection of observed data. Our modeling team continues
to review national best practices and will try to include any modeling advancements that may improve our model in these areas.
Thank you again for your comment.
4. Melanie
The council is aware that induced demand is a well recognized effect of high speed roads, and that road widening with the purpose of
improving level of service will only provide short term relief to congestion, and ultimately will lead to higher numbers of cars on the road
adding more pollution with a return to similar idling times?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Current regional scale
travel forecasting models are able to simulate some, but not all, elements of induced demand. Our model does recognize that when a
roadway is improved, speeds will increase. This will result in more vehicles being attracted to this facility that may result in longer travel
distances. The model also has a mode choice module that will look at alternate modes and may shift trips to/from transit or highways
depending on the mode (highway or transit) travel time. These effects will show up in the Vehicle Miles Traveled (VMT) figures in
Appendix C of Resilience 2050. Increased travel time reliability that induces additional household trip making is not captured in travel
models. However, model household behavior trip rates are adjusted with the collection of observed data. Our modeling team continues
to review national best practices and will try to include any modeling advancements that may improve our model in these areas.
Thank you again for your comment.

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5. Nick Snider
It has been mentioned that the current plans to not have any indication or mention of induced demand, however I feel that is an
important point to note and question.
Overall: Roadway expansion should be among the lowest priorities, with a focus more on public transit and sustainable growth in ways
that align to regulations such as the City of Baltimore's "Complete Streets" and other similar policies that require a re-examination of
existing roads, highways, and car-centric avenues to modernize and be more pedestrian, transit, and alternative transportation option
friendly, and encourage safety through decreased speeds to align to Vision Zero aspirations.
Maryland has the opportunity to lead the way in becoming a transit-forward state to reduce reliance on cars and increase equity and the
ability for residents and visitors to get around without needing automobiles. Our plans should reflect these aspirations and goals.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Current regional scale
travel forecasting models are able to simulate some, but not all, elements of induced demand. Our model does recognize that when a
roadway is improved, speeds will increase. This will result in more vehicles being attracted to this facility that may result in longer travel
distances. The model also has a mode choice module that will look at alternate modes and may shift trips to/from transit or highways
depending on the mode (highway or transit) travel time. These effects will show up in the Vehicle Miles Traveled (VMT) figures in
Appendix C of Resilience 2050. Increased travel time reliability that induces additional household trip making is not captured in travel
models. However, model household behavior trip rates are adjusted with the collection of observed data. Our modeling team continues
to review national best practices and will try to include any modeling advancements that may improve our model in these areas.
We agree that improving active transportation infrastructure and access to public transit are vital components of the transportation
network. Resilience 2050 includes over $4.8 billion in funding for transit expansion projects throughout the region. These projects
include two major transit corridors, the East-West and North-South Transit Corridors, seventeen transit hubs throughout the region and
several new express bus and BRT routes, among others. In addition, nearly 3/4 of the projects in Resilience 2050 include bicycle and
pedestrian facilities as part of their project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies
improving air quality in the Baltimore region. Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as
part of this set-aside funding (see page 30 of Chapter 7).
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.

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LESS HIGHWAY, MORE TRANSIT, BIKE, PEDESTRIAN (33 comments)
1. Anonymous
As an extremely car-centric city, Baltimore is way behind. We need more and better bike and pedestrian infrastructure and improved
rapid transit (subway and light rail). Dedicated bus lanes do not cut it. In general, de-prioritizing car culture is necessary for making
Baltimore a 21st century city.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. In addition, Baltimore City is committed to growing a multi-modal transportation network that
includes a wide array of bicycle and pedestrian facilities, transit-oriented development and enhancements to transit infrastructure.
Baltimore City has been actively planning, designing and constructing protected bike lanes and multi-use paths with the goal of creating
a multimodal network that serves all road users per the City’s Complete Streets Manual. This network will expand over time as the City
continues to pursue funding for implementation.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
2. Anonymous
We need to address car congestion not by expanding roads (which only leads to more drivers and then more traffic) but rather by
expanding other forms of non-car transportation — light rail, subway, reliable and frequent buses.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
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port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
3. Anonymous
This once again reflects no community feedback and drives us on expanded highways straight into a climate crisis. We need extreme
investments in public transportation in lieu of road widening.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
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The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
4. Anonymous
Please stop expanding the roads. Just build reliable mass transit it'll take people of the roads and make people less reliant on cars. If
you want to see where widening highways leads look at Los Angeles. It's the poster child of sprawl. Denser walkable cities are the way
forward not bigger highways.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
5. Anonymous
Better and more reliable public transit over highway widening should be the emphasis. More quality light rail options (think Amsterdam)
over busses would be a huge opportunity to increase ridership and make getting around Baltimore City much easier. Regional light rail
transit from downtown centers would also be huge.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
6. Anonymous
I believe more mass transit should be the focus for the future. Population growth will only continue and highways can only expand so
much.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
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The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
7. Dave Arndt
No more road expansion. Create bike lanes. Let's remove greenhouse gases caused by transportation.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that
alternatives to driving, such as transit and bike lanes, are critical to the region’s transportation system. There are a number of significant
items relating to transit in Resilience 2050. Regarding project scoring, transit projects became eligible for more total points than
highway projects. Additional criteria were added to transit scoring that allows for more robust projects to receive higher scores.
Ultimately, all transit projects that were submitted for consideration have been included in the Preferred Alternative. While additional
transit and reliable transit will be a boon to many riders, highways are also a necessary component of a good transportation network
that supports people and freight. This region benefits from the large and active port of Baltimore as well as access to I-95. The
highways that feed into I-95 also allow for the efficient movement of goods and services to businesses throughout the region – and
beyond.
In addition, nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian facilities as part of their project scope. Resilience
2050 also includes $250 million in funding set-aside for strategies improving air quality in the Baltimore region. Sixteen regional bicycle
and pedestrian priority projects are included in Resilience 2050 as part of this set-aside funding (see page 30 of Chapter 7).
We encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional bicycle
network project will include extensive public engagement and the opportunity to update the list of top regional active transportation
priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more depth on the
benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.

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8. Dave Arndt
We need to move away from a car centric model and think mass transit, walking, bikes and scooters. Plus we need to concentrate on
making mass transit reliable, today many people would like to use the bus system for work, however they can not because it is not
dependable.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding transit reliability, there are several ongoing MDOT MTA bus projects to increase bus reliability, speed and passenger safety
throughout the core bus system. Potential targeted investments to the roadway that prioritize transit riders include curb-extensions at
bus stops, transit signal priority, dedicated bus lanes, queue jumps, and more. Current corridor efforts include the RAISE Transit Priority
Project (CMS to Fox Ridge), Garrison Boulevard, and the Belair Rd Gay St corridor.
MTA’s Fast Forward Program is investing $43 million in our core service area by accelerating projects that create a transit system that
is more reliable, accessible, and easier to use. Investments include bus stops and shelters, wayfinding, real-time information signs, and
dedicated bus lanes. Three pilot dedicated bus lanes were installed on York Road, Harford Avenue, Charles/Light Street to bring quick
improvements to riders.
We also encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
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transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
9. Spencer B
I very much support creating a protected bike lane along Falls Road. It is frustrating that the one that is there cuts off and the existing
road, Clipper Mill Road, is incredibly dangerous to bike on. It would also be great to expand the number of protected bike lanes
throughout the city.
I would like Baltimore City to focus on expanding public transportation, pedestrian zones, and bike lanes instead of roadways. We need
to move forward in a more sustainable and accessible direction.
The light rail is great but needs to be expanded to accommodate more areas and people.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. Regarding bicycle infrastructure, Baltimore City is committed to increasing the viability of
sustainable transportation alternatives by continually growing its network of protected bike facilities, which can help reduce
dependence on driving. This network will expand over time as the City continues to pursue funding for implementation.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.

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10. Yuki C
I am disappointed in how many of the transit projects are pushed 25 years out. Baltimore is already struggling to keep up with its
neighbors let alone the nation, and widening highways, especially without accounting for induced demand, is not the future.
We need to be on top of more rail and bus projects to be able to compete in the next part of the 21st century. Baltimore has the bones to
make transit work, the streetcar system of long ago and more modern plans like the 2002 rail plan are proof that the potential is there,
we just need to act on it. This region will never keep up without it.
We don't need to become Texas with highways, we need to become something better.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
11. Henry Cook
I have read through the Resilience 2050 document and I find it to be a very long, very detailed document that is utterly demoralizing for
anyone that wishes to address the emerging impacts of climate change in a resilient manner. I view this overall document is a dramatic
missed opportunity to talk about resilient adaptations that our region must undertake to mitigate and begin to turn around carboninduced climate change. After embarking on a year-long white paper effort to study what transportation should look like by 2050, BRTB
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has determined that the majority of spending must go not only to automobile-centered transportation, but also calls for more and more
increased capacity to further sprawl.
Furthering my disappointment, BRTB fails to meaningfully engage with well-documented causes of congestion and sprawl, such as
excessive parking requirements and exclusionary zoning.
BRTB has hyped up how this long range plan has significantly more transit spending programmed than past plans, but it is still a focus
on enormous capital projects that will take decades to realize. While we wait decades for a large capital investment in public
transportation, we will burn piles of cash on "highway capacity expansion" that is wasteful, counter-productive, and only adds to our
automobile dependence. Somehow, a plan called "Resilience 2050" includes Technical Scoring that awards points for Greenhouse Gas
Emission Inducing Projects! (Ref Appendix B, Table 2, page 10, where "A majority of emissions inducing components = 1 point"). A
responsible long range plan would subtract points for projects that induce greenhouse gas emissions or are projected to increase VMT.
Although I unfortunately acted too late to make the co-sign period with the Strong Towns Baltimore letter, I definitely support the
comments included in that document. Michael Scepaniak and company have done a more thorough job than I could given the short
time period and the exceptionally long document.
In closing, this plan would have been progressive and forward-looking a decade ago, but in 2023 we have so many other examples of
truly forward-looking global cities that are changing their transportation system away from failed private vehicle priorities, this plan is
simply not enough to keep our region competitive. We must do better and stop wasting precious capital funding on highway expansion!
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
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session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
12. Anna Ellis
This looks to be more of the same - mostly highway expansion. For the last 60+ years, we have built and/or widened highways, and yet
traffic keeps getting worse. We need transit as an alternative to driving.
I see in Table 7 of the executive summary that there is a planned mid-life overhaul of light rail vehicles planned for 2028-2039. There has
been a mid-life light rail overhaul going on for at least the last 5 years. Also, Table 9 shows a planned replacement of light rail vehicles in
2040-2050. My understanding was that the process to replace light rail vehicles is in the early stages, not almost 20 years away.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding your comments on the mid-life overhaul and replacement of light rail vehicles, the timelines included in Resilience 2050
reflect those originally submitted by MDOT MTA during the call for projects in 2022. MDOT MTA is continuing work on the mid-life
overhaul and plans to complete it as soon as 2024, with warranty work continuing through at least 2027. Thus, it is possible that the
overhaul will be complete prior to the 2028-2039 time period. A new fleet of light rail vehicles could begin coming online as soon as
2030, depending on funding availability. While new vehicles could begin coming online prior to the 2040-2050 time period, the timeframe
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listed reflects completion of the conversion to low-floor rail vehicles. Completion of the fleet replacement with low-floor rail vehicles will
require significant additional funding including station retrofits, modifying maintenance facilities and amending standard operating
practices. Future LRTP updates will incorporate adjustments to the anticipated timeline for replacing the light rail vehicle fleet as the
project progresses.
Thank you again for your comment.
13. Matt Francis
In reviewing the goals of the Resilience 2050, they are admirable objectives to achieve, but I am left concerned that mistakes that we as
a society have made in the past will be repeated. The priority above all else should be to maintain and expand public transport and
pedestrian/cycling infrastructure.
In addressing the Zero Deaths Maryland objective, the only way to achieve this is to reduce car usage as cars are the primary cause of
vehicular and pedestrian deaths on our streets. Including items like road and freeway expansion in the long term plans of the Baltimore
area does not reflect the goal of having zero deaths on our roads. Increasing the number of lanes on roads will encourage speeding and
dangerous driving as many studies have demonstrably shown.
Increasing the number of lanes does not solve the problem of traffic either. It creates an induced demand where people take more car
trips and feel okay living in even more remote locations. The increased lane is quickly absorbed and the traffic problem still persists.
The only way to decrease traffic is to increase the abundance of alternative methods of travel. This is a two fold benefit as it pulls cars
off the road and prevents the need to expand our road infrastructure further.
Reducing car dependency is also key to achieving the regions goal to provide a more environmentally sustainable society. The highways
that have destroyed large swaths of the Baltimore area have allowed severe sprawl to damage our city and cause large amounts of
pollution and environmental harm. The reliance on cars has also had secondary effects on our health by encouraging a lack of physical
movement (no walking or biking) along with the direct air pollution that cause severe health issues.
The average American now spends approximately $10,000 a year on their automobile. From an equity standpoint, this cost is the largest
burden on the poor and disenfranchised (and increasingly on the middle class) in our society as the car centric infrastructure Baltimore
has built over the past 70 years forces people to pay this cost in order to participate in the economy thereby continuing the cycle of
poverty. If people were able to walk, bike or take public transport this can help break that cycle and the money originally spent on cars
would be able to be used in the local economy to a greater degree lifting the region as a whole.
I do appreciate that there is increased focus on biking, walking and public transport infrastructure in this plan which will increase the
quality of life for the citizens of the Baltimore metropolitan area. To reiterate my original fear it seems that whenever these types of
improvements are put forth they get scrapped or reduced in scope due to demands that larger and larger roads and highways are
provided regardless of the harm these roads cause economically and socially. One more lane will not fix our traffic problem, EV cars will
not fix our climate problem and in order to achieve Zero Deaths we must provide safer and greener forms of travel.
Thank you for your consideration. I look forward to seeing how Resilience 2050 is implemented in the years to come.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
And we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Regarding induced demand, current regional scale travel forecasting models are able to simulate some, but not all, elements of induced
demand. Our model does recognize that when a roadway is improved, speeds will increase. This will result in more vehicles being
attracted to this facility that may result in longer travel distances. The model also has a mode choice module that will look at alternate
modes and may shift trips to/from transit or highways depending on the mode (highway or transit) travel time. These effects will show
up in the Vehicle Miles Traveled (VMT) figures in Appendix C of Resilience 2050. Increased travel time reliability that induces additional
household trip making is not captured in travel models. However, model household behavior trip rates are adjusted with the collection of
observed data. Our modeling team continues to review national best practices and will try to include any modeling advancements that
may improve our model in these areas.
Transportation Demand Management (TDM) strategies focus on understanding how people make their transportation decisions and
influencing people's behavior to use existing infrastructure in more efficient ways, working to reduce single occupancy vehicle trips and
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getting people to use transit, ridesharing, walking, biking, and telework. State and federal funding supports transit, guaranteed ride
home, rideshare services, as well as commuter tax credits through employers.
Thank you again for your comment.
14. Bakari H
Why is there very little going to transit? This will not make Maryland competitive with any other state if you don't expand your transit
system.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
15. Bakari H
Put more transit in here. Maryland needs to start future-proofing its transportation system and that includes transit. Not roads.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
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been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
16. David Highfield
As well as highway safety and bridge repair, I believe that prosperity, economic opportunity, and public service could be better
accomplished by expanding Baltimore Metro and/or Light Rail into Carroll County (Finksburg area) and having it extend and connect
directly to BWI Airport and Rail Station.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The policy of Carroll
County, through the adopted plans and Board of County Commissioners’ resolutions, has always been to provide transit services only
within the County. There are currently no plans to expand this type of service outside of the County. The most recent Transit
Development Plan (TDP), which provides a plan for public transportation improvements in the County over a five year period, reinforced
this policy.
Thank you again for your comment.
17. David House
I appreciate the effort that has gone into this planning document and on collecting public comment. However I take issue with some of
the outlined plans and goals. First, any highway expansion in this region is a waste of money. We have all the roads we could ever need
and then some. The only way to ease congestion in this region is to increase options for public transit, cycling and walking. If we really
want to address air quality in this region, more capacity for cars is not the way to go.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
18. Tim Hreha
Maximize investment in protected bike lanes and multi-use paths to create a city-wide network that connects with existing surrounding
infrastructure. Minimize investment in automobile infrastructure.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Regarding bicycle
infrastructure, Baltimore City has been actively planning, designing and constructing protected bike lanes and multi-use paths with the
goal of creating a multimodal network that serves all road users per the City’s Complete Streets Manual. This network will expand over
time as the City continues to pursue funding for implementation.
We also encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
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19. Patrick Ireland
Generally I am disappointed by majority of the projects focused road expansion and road capacity increase. That does not seem to be
the best way to reduce congestion and travel time, nor would it improve environmental impacts. With the additional noise and air
pollution related to the increased volume of traffic (wider roads means more and higher speed traffic), this is not a sustainable solution.
More focus should be put on public transit project expansion and improvement. Reducing the number of trips needed to be taken by car
is the real only long term sustainable solution.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
20. Nathan Kalasky
Resilience 2050 is a step in the right direction, with an unprecedented amount of funding allotted to transit projects across the region,
but still allocates billions of dollars to suburban road construction and expansion. This is antithetical to the region's sustainability goals.
The current preferred alternative suggests stagnant transit modeshare while VMT will increase by 19%. Reducing vehicle miles traveled
and increasing the transit mode share substantially need to be prioritized in the plan. The Minnesota Department of Transportation's
2050 plan reduces VMT per capita by 20%, which is projected to save the state $91bn over 30 years. The Baltimore region should
embrace a similar goal. The region cannot afford to keep subsidizing unsustainable suburban sprawl, and a system preservation and
transit first approach is the path forward.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding a VMT reduction goal, neither the BRTB nor MDOT have a stated VMT goal. However, local and state partners are working
toward slowing VMT growth or reducing it by means of Transportation Demand Management (TDM) strategies. TDM focuses on
understanding how people make their transportation decisions and influencing people's behavior to use existing infrastructure in more
efficient ways, working to reduce single occupancy vehicle trips and getting people to use transit, ridesharing, walking, biking, and
telework. State and federal funding supports transit, guaranteed ride home, rideshare services, as well as commuter tax credits through
employers.
Thank you again for your comment.
21. John L
Give me other options besides sitting in soul-crushing traffic on a newly-widened highway or road, please. Devote real resources and
manpower to helping us decouple from the automobile-centric patterns of sprawling, soulless, inefficient development. Walking is
transportation, so is biking- fund projects that make our neighborhoods better and healthier places to work and live.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
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and the Associated Air Quality Conformity Determination
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Also, we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional
bicycle network project will include extensive public engagement and the opportunity to update the list of top regional active
transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more
depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
22. John L
I appreciate the heady words devoted to some admirable (non-automobile centric) goals within this plan, but I am afraid that we will
once again surrender to the siren song of highway widening and induced demand when it comes time to make decisions and move out
with action. Please, commit to decoupling our region from the dead end road of car-centric development with real action when it
matters, otherwise we will continue to lose out in the competition for new residents and jobs to other regions with real transit networks.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
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Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding induced demand, current regional scale travel forecasting models are able to simulate some, but not all, elements of induced
demand. Our model does recognize that when a roadway is improved, speeds will increase. This will result in more vehicles being
attracted to this facility that may result in longer travel distances. The model also has a mode choice module that will look at alternate
modes and may shift trips to/from transit or highways depending on the mode (highway or transit) travel time. These effects will show
up in the Vehicle Miles Traveled (VMT) figures in Appendix C of Resilience 2050. Increased travel time reliability that induces additional
household trip making is not captured in travel models. However, model household behavior trip rates are adjusted with the collection of
observed data. Our modeling team continues to review national best practices and will try to include any modeling advancements that
may improve our model in these areas.
Thank you again for your comment.
23. Quinlan M
The disparity in TIP funding between MDOT SHA and MDOT MTA is hard to believe. Similar to the LRTP, the TIP is misaligning priorities
with the challenges and needs faced by the state in the future. Environmental concerns, active transportation concerns, equity concerns-these are all underrepresented. Mass transit projects are underrepresented. Highway capacity projects are over-represented.
Additionally, the Red Line project has been identified as a specific priority of the Moore administration. The 2024-2027 TIP needs to
reflect projections for the Red Line project and its federal funding needs.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
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Regarding the inclusion of the Red Line project in the TIP, Resilience 2050, the long-range transportation plan, includes funding for the
East-West Transit Corridor. This project is now being referred to as the Red Line by MDOT and MTA. A Red Line website has been
created to share progress with the public. The TIP can only include projects that have been allocated federal funding over the next four
fiscal years in a capital budget such as the MDOT Consolidated Transportation Program. Inclusion in the LRTP allows the Red Line to
move forward with planning and NEPA. When the Red Line is allocated federal funding it will be added to the TIP via amendment or in
the next annual update of the document. The LRTP also includes $2 billion in funding for an additional early opportunity corridor, the
North-South Transit Corridor.
Supporting transit is also evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by
BMC’s Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore
region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
24. Quinlan M
Mass rail transit is significantly underrepresented in the LRTP, Resilience 2050. In reviewing Resilience 2050 it appears that the primary
vision for transit in the baltimore region for the next 30 years is buses, benches and signs... Please reallocate greater portions of funding
to transit expansion projects, identified early opportunity regional transit corridors, the creation of transit hubs, transit system
preservation projects, and increased funding for LOTS, which provide crucial services to local communities.
Additionally, the revived Red Line project needs to be included in this plan before it is approved. Given our climate and conservation
crisis, equity needs, and changing societal values, we don't have time for the vision of a lagging document. We need Resilience 2050 to
meet the moment right now and be responsive to Maryland's present priorities. The BRTB is aware of Governor Moore's transportation
priorities and should not willfully exclude a projection for the Red Line transit expansion project within this current document.
Additionally, please reconsider the preponderance of highway widening projects in this plan. VMT has been increasing in Maryland over
time, and this plan directly encourages a continued rise in that statistic do to an overabundance of highway widening projects.

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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a benefit to many riders, highways are also
a necessary component of a good transportation network that supports people and freight. This region benefits from the large and
active port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and
services to businesses throughout the region – and beyond.
Funding for the Red Line is included in Resilience 2050 under the East-West Transit Corridor project (see project ID 9 in Chapter 7). Given
the Governor’s recent announcement, the final document will include a note stating that the East-West Transit Corridor is now known as
the Red Line. Resilience 2050 also includes funds for another major Early Opportunity Corridor, the North-South Transit Corridor.
Resilience 2050 includes a total of over $3.8 billion in funding for these two major transit corridors. As you note, the LRTP also includes
funds for seventeen transit hubs throughout the Baltimore region, among other transit investments. Resilience 2050 is a living document
that can be amended to reflect updated project information (estimated cost, scope, etc.) as projects move forward in the planning
process. Identifying projects in the LRTP allows projects to progress through required National Environmental Policy Act (NEPA)
planning efforts that will determine details on the projects.
Supporting transit is also evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by
BMC’s Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore
region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
25. Daniel Paschall, East Coast Greenway Alliance
Please prioritize sustainable transportation investments over roadway expansion with new transit investment and first-/last-mile bike
and pedestrian connections. In particular please prioritize the advancement of the Regional Bicycle and Pedestrian Priorities along the
East Coast Greenway, namely the South Shore Trail, the Torrey C. Brown/NCR Trail Connections to the Jones Falls Trail, the MA & PA
Trail Connection between Towson and Bel Air, the Baltimore Greenway Trail Network, and completing the gaps along the East Coast
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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
Greenway between the BWI Trail and South Baltimore's Middle Branch Trail on both sides of the Patapsco River, filling the gaps between
the B&A Trail and downtown Annapolis, the WEE Trail, and the South Shore Trail, and creating off-road biking and walking connections in
Harford County between Bel Air, Havre de Grace, and the US-40 corridor to expand on the US-40 sidepath plan between HDG and
Aberdeen. Finally, please prioritize the advancement of a bike and pedestrian crossing of the Susquehanna River between Havre de
Grace and Perryville along the Lower Susquehanna Heritage Greenway, the East Coast Greenway, and the September 11th National
Memorial Trail.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050.
Regarding the advancement of regional bicycle and pedestrian priority projects (included in the $250 million in set-aside funding
detailed in Chapter 7), we encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023.
The regional bicycle network project will include extensive public engagement and the opportunity to update the list of top regional
active transportation priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into
more depth on the benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
26. Charlie Smith
I appreciate you opening the most recent TIP and Resilience 2050 plan to comment.
By ignoring additional transit capacity, the TIP in its current form does a huge disservice to the region. Transit capacity, or the lack
thereof, consistently cooked up as a roadblock to growth in the Baltimore region. Major employers and events pass us over due to a
lack of transit capacity.
While Resilience 2050 includes funding for transit capacity, adding even more funds for road capacity will only make our roads worse.
More roads will attract more drivers - and more traffic, adding to congestion and pollution. Better transit options and funding are critical
to actually changing this environment.
And while Resilience 2050 does include over $4 billion in potential transit capacity projects, that is outweighed by over $7 billion in new
roads and highways. According the plan's own modeling of the outcomes of this sort of spending plan, this will only make our region's
transportation outcomes worse: more driving, more time spent in traffic and no increase in transit ridership.
Baltimore and its region is desperate for transit leadership. Please don't pass the buck to yet another generation. Let's get this done.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is also evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by
BMC’s Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore
region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding the lack of transit in the TIP, MTA is leading multiple efforts to expand the current transit system. The Regional Transit Plan,
published in 2020, identified thirty corridors to be studied. Each corridor has or is projected to have sufficient ridership demand to
support all-day, frequent transit and would require additional infrastructure investment to fully support successful transit. Additional
study is needed to determine mode, specific route or alignment, levels of service and station locations. Investments may include
dedicated right-of-way, signal priority, shelters or stations and other customer amenities. Additionally, in certain corridors, transit
supportive land use patterns controlled by local jurisdictions would play a critical role to make future transit successful. Currently, MTA
is advancing the Red Line, which will provide an essential east-west connection from Woodlawn to Bayview with the potential for
expansion to eastern Baltimore County. The North-South Corridor Study is evaluating existing and future transit demand between
Towson and Downtown Baltimore. Baltimore Metropolitan Council is leading a pilot feasibility study for mid-opportunities corridors like
BWI Airport to Columbia Town Center. As projects move forward and are allocated federal funds, they will be amended into the TIP or
added as part of the next annual update of the TIP.
The short- and long-range transportation plans also both support state of good repair for transit. In addition to the match to federal
money, Maryland devotes a considerable amount of state money to transit that is not reflected in these documents. State funds support
both MTA and locally operated transit systems.
Thank you again for your comment.
27. Sharon Smith
The plan appears to be very comprehensive and inclusive. I agree that road expansions should be secondary to transit expansion.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
28. Nick Snider, Ross Medico, Kim Dulay, Ramie Mays, Phil Sherer, Charles McManus, Amy Sheridan, Logan Shertz, Brian O’Malley, Ian
Fitzpatrick, Jeenly Louis, Brandy Savarese, Billy Humphrey, Alex Walinskas, Jo'Elie Louis
Dear BRTB Members: Thank you for the opportunity to comment on the 2024 - 2027 Transportation Improvement Program (TIP) and the
region's long-range plan, Resilience 2050.
Unfortunately, both plans are woefully inadequate for meeting the region's transportation, economic, and environmental challenges and
will, in fact, exacerbate them. The TIP proposes to spend over $900 million to widen roads and highways, while spending nothing on
additional transit or commuter rail capacity. And while Resilience 2050 does include over $4 billion in potential transit capacity projects,
that is outweighed by over $7 billion in new roads and highways. According the plan's own modeling of the outcomes of this sort of
spending plan, this will only make our region's transportation outcomes worse: more driving, more time spent in traffic and no increase
in transit ridership.
There are many worthy projects the BRTB could be funding instead of widening highways, including:
Increase the number of bus stops that comply with the Americans with Disabilities Act (currently only about 19% do)
Make transit faster and more reliable in the eleven Early Opportunity Corridors identified in the 2020 Central Maryland Regional
Transit Plan
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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination

Make transit safer and more reliable by funding the backlog of state of good repair needs at the MTA that are listed in the MTA
Capital Needs Inventory
Fund the backlog of road and highway state of good repair needs before building more expansions

Our region deserves better. We've been splurging on spreading asphalt for too long while our transit, biking, and walking infrastructure
lags behind. We need real leadership to step up and change our transportation trajectory. Please re-balance the spending priorities in
these plans so that highway capacity projects are minimized and investments in transit, biking, and walking are maximized.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
The short- and long-range transportation plans both support asset management (for roads) and a state of good repair (for transit). In
addition to the match to federal money, Maryland devotes a considerable amount of state money to transit that is not reflected in these
documents. State funds support both MTA and locally operated transit systems.
Thank you again for your comments.

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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
29. willy
I disapprove on any roadway lane expansion since it will only create more car traffic congestion even more. I rather use that money in
maintaining the roads we have now and definitely more on public transportation in Maryland/ DMV area. We must wean ourselves from
car dependence and create a more options people can get around. I prefer Project 44 for a light rail infrastructure connecting Towson to
the Baltimore city (hoping it can stop at Penn Station) and the West East, Project 9.
While I do commute to Annapolis from Towson, again I disapprove of road expansion in Project 48. It's worse now for the few
pedestrians and cyclists now and it'll be more deadlier if it widens for more traffic and higher speeds potentially causing more
accidents. It'll be worst for the residents and businesses there since basically a 6 lane highway will cut through it. We do need better
public transportation options going to Annapolis though and can potentially bring in more people and thus commerce into the capital.
While Project 29 BRT is a good idea but I feel making improvements to the light rail/ metro line there would be better investment in the
long term. At least improving more frequency and time reliability on MARC train should be considered.
TL,DR Basically more public transport, walking and bike paths. And no more road expansions.
But the major roadblocks (pun intended) is the land use and stigma associated with transit and cycling/walking. And there should be
marketing to more affluent people to try public transit. Perhaps at first promoting routes to fun local events happening or something to
get the idea that you don't need a car for every trip or something.
In short, "A developed country is not a place where the poor have cars. It's where the rich use public transportation."― Gustavo Petro.
And we know the wealthy have more influence, so we need them to get on board in public transit
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Transportation Demand Management (TDM) strategies focus on understanding how people make their transportation decisions and
influencing people's behavior to use existing infrastructure in more efficient ways, working to reduce single occupancy vehicle trips and
getting people to use transit, ridesharing, walking, biking, and telework. State and federal funding supports transit, guaranteed ride
home, rideshare services, as well as commuter tax credits through employers.
Thank you again for your comment.
30. willy
No more road expansions. More public transportation!
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.

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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
31. Willy Wong
I don’t approve of any roadway expansion unless its adding more bike and walking paths and public transit. More roads creates more
traffic. I do hope one day instead of cars people have other options of transport.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Regarding bike and walking paths, nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian facilities as part of their
project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies improving air quality in the Baltimore region.
Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as part of this set-aside funding (see page 30 of
Chapter 7).
We encourage you to be involved in the Vision for a Regional Bicycle Network project which will begin in fall 2023. The regional bicycle
network project will include extensive public engagement and the opportunity to update the list of top regional active transportation
priorities that was developed in spring 2022. The Vision for a Regional Bicycle Network project will also go into more depth on the
benefits of active transportation and potential funding sources for bicycle and multiuse projects.
Thank you again for your comment.
32. Willy Wong
It seems to be more focus on roadway expansion. I'd rather see public transit have more funding.
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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that a good
transit system is critical to the region. There are a number of significant items relating to transit in Resilience 2050. Regarding project
scoring, transit projects became eligible for more total points than highway projects. Additional criteria were added to transit scoring
that allows for more robust projects to receive higher scores. Ultimately, all transit projects that were submitted for consideration have
been included in the Preferred Alternative. While additional transit and reliable transit will be a boon to many riders, highways are also a
necessary component of a good transportation network that supports people and freight. This region benefits from the large and active
port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the efficient movement of goods and services
to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
33. Eyob Worku
I'm concerned about how much road widening and interchange construction is included when improving car access is so antithetical to
the listed goals of Resilience 2050.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that
alternatives to driving such as a good transit system are critical to the region. There are a number of significant items relating to transit
in Resilience 2050. Regarding project scoring, transit projects became eligible for more total points than highway projects. Additional
criteria were added to transit scoring that allows for more robust projects to receive higher scores. Ultimately, all transit projects that
were submitted for consideration have been included in the Preferred Alternative. While additional transit and reliable transit will be a
boon to many riders, highways are also a necessary component of a good transportation network that supports people and freight. This
region benefits from the large and active port of Baltimore as well as access to I-95. The highways that feed into I-95 also allow for the
efficient movement of goods and services to businesses throughout the region – and beyond.
Supporting transit is evidenced by the Baltimore Regional Transit Governance and Funding Workgroup, established July 2022 by BMC’s
Board of Directors with the objective of preparing recommendations regarding the management of transit in the Baltimore region.
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
The Workgroup held four meetings from September to December 2022 and based their work on the BRTB’s extensive 2021 analysis of
this issue. The Workgroup considered the alternatives from the original study, and compared peer state and regional transit entities.
Each meeting was open to interested groups and individuals and included opportunities to provide comments both virtually and inperson. Prior to the creation of the final report, members of the public were invited to comment on a set of draft-final recommendations.
The Workgroup ultimately developed consensus around a set of five recommendations for timely action by our local governments, the
Maryland General Assembly and the Moore-Miller administration. Out of that work, the MD General Assembly in the 2023 legislative
session approved HB0794/ SB0504 - Baltimore Regional Transit Commission. This new Commission is expected to begin work in
October 2023.
Thank you again for your comment.
MULTIPLE TOPICS (3 SETS OF COMMENTS) BRTB RESPONSES ARE SPREAD THROUGHOUT EACH SET OF COMMENTS DUE TO THE
RANGE OF ISSUES SUBMITTED
1. CMTA Coalition Letter, Signed by: Baltimore County Progressive Democrats Club, Baltimore MARC Riders, Bikemore, Cedar Lane
Environmental Justice Ministry Bethesda, Central Maryland Transportation Alliance, Climate Reality Greater Maryland, Coalition for
Smarter Growth, Downtown Residents Advocacy Network (Baltimore), Elders Climate Action Maryland, Fix Maryland Rail, Greater
Baltimore Group of the Sierra Club, Indivisible Howard County MD Climate Action, Maryland Sierra Club, Our Revolution Baltimore
City/County, Policy Foundation of Maryland, St. Vincent de Paul Green Team, Transit Choices
Thank you very much for the opportunity to comment on the draft long-range transportation plan, Resilience 2050, as well as the draft
short-range Transportation Improvement Program (TIP). As stakeholders in the Baltimore region, many of our organizations have been
commenting on previous TIPs and, despite not seeing any changes in the spending priorities of the region, we continue to believe it is
crucial to offer constructive feedback and to hold regional leadership accountable for their votes to approve these plans.
2024 - 2027 TIP
In line with comments from previous years, we once again object to the lopsided spending priorities in this year’s TIP. For the third year
in a row, our region’s TIP has zero dollars programmed for transit capacity or commuter rail capacity. Meanwhile, also for the third year
in a row, highway capacity projects exceed $900 million. Year after year, new highway capacity projects get added into the TIP’s project
pipeline and the result is that every single year we add new lane miles to our road network. Historically, the results are dismal. For
example, according to a Central Maryland Transportation Alliance analysis of data from the Texas Transportation Institute, the region
increased highway lane miles by 76% from 1982 and 2011. During that time, the region’s population grew from 1.7 million to 2.5 million
– a 48% increase. Freeway expansion far outpaced population growth so we had more lane miles per person, but congestion got worse.
Congested lane miles increased from 31% to 58% and the annual hours of delay per auto commuter more than quadrupled – from nine
hours a year to 41 hours a year.
Trying to widen our way out of congestion is a proven failed strategy. As stated in previous comment letters, the region is in a deep
transportation hole and the first thing we need to do is put down the shovel and stop adding new road and highway expansion projects
to the TIP. Once again, we ask the BRTB to remove from the Draft TIP, the three highway capacity and road widening projects listed in
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
“Table II-2: New Projects in the 2024-2027 TIP”. Prioritizing highway capacity projects over investment in transit, biking, walking, and
ADA compliance is a policy choice that the BRTB continues to make despite having options to change course. The massive
Infrastructure Investment and Jobs Act (IIJA) provides a once-in-a-generation opportunity to transform transportation in Maryland in the
right direction. Federal guidance on how to implement the IIJA allows states to transfer up to 50% of certain formula funds traditionally
thought of as highway formulas to programs that allow for spending on uses such as transit, biking, pedestrian infrastructure, and
vehicle electrification. Specifically, states are allowed to spend funds from the two largest formulas, the Surface
Transportation Block Grant (STBG) and National Highway Performance Program (NHPP), on transit, biking and pedestrian
infrastructure. However, the state of Maryland treats them as highway formulas, spending over 97% on roads and highways, much of it
on new capacity. Looking at our region in particular, according to the draft TIP, we’re expecting over $600 million in STBG and NHPP
funds for FY 24. Of those funds, zero dollars are being flexed to transit or commuter rail and just $2.5 million are being flexed to bicycle
or pedestrian projects – that’s flexing less than 0.5%, well below the already anemic statewide amount.
BRTB Response: MTA is leading multiple efforts to expand the current transit system. The Regional Transit Plan, published in 2020,
identified thirty corridors to be studied. Each corridor has or is projected to have sufficient ridership demand to support all-day, frequent
transit and would require additional infrastructure investment to fully support successful transit. Additional study is needed to
determine mode, specific route or alignment, levels of service and station locations. Investments may include dedicated right-of-way,
signal priority, shelters or stations, and other customer amenities. Currently, MTA is advancing the Red Line which will provide an
essential east-west connection from Woodlawn to Bayview with the potential for expansion to eastern Baltimore County. The NorthSouth Corridor Study is evaluating existing and future transit demand between Towson and Downtown Baltimore. Baltimore
Metropolitan Council is leading a pilot feasibility study for mid-opportunities corridors like BWI Airport to Columbia Town Center.
MTA’s Fast Forward Program is investing $43 million in our core service area by accelerating projects that create a transit system that
is more reliable, accessible, and easier to use. Investments include, Bus Stops and Shelters, Wayfinding, Real-Time Information Signs,
and dedicated bus lanes. Three pilot dedicated bus lanes were installed on York Road, Harford Avenue, Charles/Light Street to bring
quick improvements to riders.
Resilience 2050
Similar to the TIP, the draft long-range transportation plan, Resilience 2050, falls well short of improving transportation outcomes for the
region. We do note that Resilience 2050 includes significant transit capacity projects such as the East-West transit corridor, the NorthSouth transit corridor, and US 29 Bus Rapid Transit – totalling over $4 billion. However, the plan also calls for almost $7 billion in
roadway expansion projects, which would completely swamp any progress made on the transit expansions. As mentioned above in our
TIP comments, the region has been spending zero dollars on transit capacity year after year while continually adding new lane miles.
The region’s transit system is so far behind at this point that we need to be spending disproportionately more on transit capacity than
road capacity to make up for lost ground. Remember that the region hasn’t added any real transit capacity since the mid-90s, while it’s
been adding road capacity every single year.

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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
The modeled results of Resilience 2050 indicate that the focus on expanding roadway capacity will not improve transportation
outcomes for the residents of this region. Appendix C, Table 2 shows the quantified results for congestion and other performance
measures. According to the model, building out the plan in Resilience 2050 will result in the following:
•

People will drive more. An increase in average daily weekday vehicle miles traveled per person (going from 24.1 VMT/capita to
25.3 VMT/capita)

•

People will spend twice as much time stuck in traffic. An increase in average daily weekday hours of delay per person (going
from about 9 minutes of delay per day to 18 minutes of delay per day)

•

Transit will continue to languish as an option. Zero increase in the share of population riding transit (staying at 3.6%)

Additionally, Resilience 2050 plans for our roadway conditions to deteriorate in the near term. Our current baseline is that 52% of our
interstate highways are in good condition. By 2026 that number is expected to fall to 43%. Our current baseline of non-interstate
pavement in good condition is 24%. By 2026, that number falls to 22%. (Source: Resilience 2050, Chapter 5, Table 15). In essence, taking
the TIP and Resilience 2050 together, the BRTB has proposed spending $74 billion to maintain the status quo for transit ridership, while
forcing people to drive farther in worse traffic on crumbling roads. We can and must do better. At minimum, please remove the new
highway capacity projects being added to this year’s TIP and increase spending on system preservation and new capacity for transit,
biking and pedestrians.
BRTB response: The BRTB shares your desire to focus on improving the transit system in the Baltimore region. As such, the Board
adopted every candidate transit project that was submitted for consideration in Resilience 2050. The Board is also expanding planning
efforts around other transit projects that could translate into new candidate projects for future plan updates.
We also support MDOT’s Commuter Choice program that offers financial support for rideshare coordinators in each jurisdiction, a
statewide Guaranteed Ride Home program and other programs such as the incenTrip mobile app. On the pedestrian side consider
Walktober. October in Maryland becomes WALKTOBER, a month where the Maryland Department of Transportation (MDOT) and other
partnering agencies promote and host events and webinars spotlighting Maryland pedestrians' safety, health and commuting options in
current walk programs and Initiatives.
Thank you for your comment and for participating in the planning process for Resilience 2050.
2. Robert Reuter
You have a 346 page document but no where does it say how to comment. Had to go to a sub page on your advertisement flier.
This document falls under the category of “if you can’t dazzle them with your brilliance, bury them in redundant numbers and useless
facts. This document is a textbook case of that.
Before I even comment on the facts when I could dig them out some examples of how you have managed to hide the facts.
•
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All sorts of beautiful photos of mostly non highway transportation, you had more photos of bikes than you had projects for

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
them, same for light rail and commuter rail.
•

Even when you presented transit projects they weren’t really for the actual user, and mostly suburban commuter buses, buses,
buses and more buses. But only a few photos of buses.

•

Statistical data that ends mostly in 2020 the middle of the pandemic, I am sure more data has come in the 3 years since then to
make the charts and data more reflective of reality.

BUT THE WELL HIDDEN MEAT OF THE DOCUMENT:
•

Almost 2/3 of the money goes towards highways and what little is set aside for other projects often is used for highways or
pavement projects.

•

you have over a dozen transit hubs, People don’t want hubs that is for the convince of the transit operator not the rider.
Passengers want to be on something that is moving not transferring from vehicle to vehicle. Eliminate all the funding for transit
hubs. Put in some transit shelters but little else in needed.

•

Bus Rapid Transit is nothing more than a bus with lipstick, it is still a bus. And it takes 8 buses to equal one light rail train
(400people on Light rail 50 on the bus.) and BRT is not really “rapid” it is just in the name. A bus last 12 years a light rail vehicle
40 yrs so to equal one light rail train oven it’s lifetime one would need at least 32busus (and drivers) the buses alone would be
over 30million dollars at today's prices and of course the price would go up. A 3 car light rail train would cost less than that and
give a smoother ride and draw more passengers.

•

There are several levels of bus rapid transit, you can’t get gold standards with bronze level funding, Every report shows that to
achieve gold level BRT standards one would have to spend the same or more than one would spend on light rail. To get
decent East-West service by bus across downtown Baltimore one would need to COMPLETELY take over one of the East-West
streets thru downtown Baltimore, or dig a bus tunnel which would need to be larger in diameter than a light rail tunnel. So again
more expensive.

Of course this would not happen because no bus rapid transit line in the USA carries the volume of people that routinely ride light rail.
BRT is penny wise but pound foolish. Oh and the “flexibility” of BRT argument is actually an argument against BRT as people don’t want
their transit to move. Part of the reason that “the LINK” was losing 3% of it’s ridership per year before the pandemic. The only people
that made out well with bus flexibility are used car dealers. I know several regular bus riders that after the change squired a used car,
to the detriment of the environment.
•

The document says that Baltimore will acquire 350 battery electric buses in the plan, but they have yet to even test in service
their first battery Electric bus.What about the rest of the fleet?

•

And this acquiring battery electric buses goes exactly the opposite of what MDOT is doing with MARC buying Diesel buses that
run on an electrified railroad, Nothing more polluting than a diesel train under electric wires.

•

MARC is a gem that is ignored in this document. Yes in the next 25years you will fix up a few stations. But that is all. Nothing

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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
on the Brunswick line or Camden line just fix up a few stations on the Penn line.
•

A long advanced plan to extend the current subway from Johns Hopkins hospital to Ashland street and then East to a terminal
at a station with the MARC Bayview station and station of the Red Line light Rail system. Making for a major transit hub. And a
park and ride or rail terminal could be built on the contaminated steel plant site just West of Bayview

•

Not one word about the long planned extension of Marc Penn line Service to Elkton and Newark DE. This natural connection
with SEPTA would allow full commuter service all the way from DC to New Haven CT. Why not.

•

The document keeps referring to the Cromwell/Glen Burnie station on the light rail line, the line is a mile short of Glen Burnie
with a 66ft wide right of way waiting for the light rail to go to Glen Burnie, but not a word is this document about finishing the
light rail line we already have into it’s natural destination downtown Glen Burnie.

•

Why does this document propose cheap BRT for the purple line extension from New Carrollton to Dorsey. It is a long known fact
that as much as 50% of potential ridership is lost with a forced transfer.

•

And while the deconstruction of the highway to nowhere is long overdue it would also destroy the natural Right of Way for any
potential East-West rail line either subway or light rail. And there is no mention of where the route 40 traffic that cunnertly uses
the highway to nowhere would go. This traffic will not vanish with the removal of the roadway.

•

Bikes and cars do not mix well. Will more and more lanes be removed along with the parking so more bike ways can be
constructed, on will bikes be forced to mingle with traffic, possibly with severe consequences. And making lanes narrower
does not help it just makes for more fender benders in the tighter traffic.

•

Most of the highway projects are in the rural or semi rural areas of the state surrounding Baltimore metro area, this takes for
farmland and woodlands out of useful service, and of course many thousands of mature trees.

BRTB Response: Details about our public meetings to discuss the Resilience 2050 plans in more detail are listed on the second of three
tabs on our Resilience 2050 PublicInput project page, ‘Public Meetings.’ In addition to in-person meetings with each of our jurisdictional
partners at various times on weekday evenings throughout the comment period, we hosted a virtual meeting on Wednesday, May 24 at
12 p.m. We apologize if you missed us, and encourage you to view a recording of the meeting available on our YouTube channel
(@BaltoMetroCo). Also, in our print ads we weren’t able to include more details beyond the address of each meeting due to space and
budget limitations. Going forward, we will more carefully consider ways to share more detailed information about how to access inperson meetings.
Before I even comment on the facts when I could dig them out some examples of how you have managed to hide the facts.
- All sorts of beautiful photos of mostly non highway transportation, you had more photos of bikes than you had projects for them, same
for light rail and commuter rail.
- Even when you presented transit projects they weren’t really for the actual user, and mostly suburban commuter buses, buses, buses
and more buses. But only a few photos of buses.
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
BRTB Response: MTA is leading multiple projects that focus on improving service, particularly for core bus. For instance, MTA’s Fast
Forward Program is investing $43 million in our core service area by accelerating projects that create a transit system that is more
reliable, accessible, and easier to use. Investments include bus stops and shelters, wayfinding, real-time information signs and
dedicated bus lanes. The goal of these investments is to improve the customer experience and improve reliability across the system.
- Statistical data that ends mostly in 2020 the middle of the pandemic, I am sure more data has come in the 3 years since then to make
the charts and data more reflective of reality.
BUT THE WELL HIDDEN MEAT OF THE DOCUMENT:
- Almost 2/3 of the money goes towards highways and what little is set aside for other projects often is used for highways 0r pavement
projects.
- you have over a dozen transit hubs, People don’t want hubs that is for the convince of the transit operator not the rider. Passengers
want to be on something that is moving not transferring from vehicle to vehicle. Eliminate all the funding for transit hubs. Put in some
transit shelters but little else in needed.
BRTB Response: Transit hubs were identified in the Central Maryland Regional Transit Plan (RTP) as an important feature of the transit
network. Transit is most effective when it works as a robust network, allowing riders to transfer between lines to take full advantage of
the system. Transit hubs are important for both transit passengers and transit operators. Well-situated and well-designed transit hubs
can significantly improve transferring from one system, mode or vehicle to another. Additionally, having layover space and operator rest
and relief space in the right places in the network is crucial to effectively and efficiently route and schedule service, eve for one seat
rides.
- Bus Rapid Transit is nothing more than a bus with lipstick, it is still a bus. And it takes 8 buses to equal one light rail train (400people
on Light rail 50 on the bus.) and BRT is not really “rapid” it is just in the name. A bus last 12 years a light rail vehicle 40 yrs so to equal
one light rail train oven it’s lifetime one would need at least 32 busus (and drivers) the buses alone would be over 30million dollars at
today's prices and of course the price would go up. A 3 car light rail train would cost less than that and give a smoother ride and draw
more passengers.
BRTB Response: Through the Regional Transit Plan studies MTA is investigating both Light Rail and Bus Rapid Transit as potential
options for transit expansion. Both Bus Rapid Transit and Light Rail have various trade-offs in their capital and operating characteristics.
These trade-offs will be evaluated as the Regional Transit Plan studies move forward.
- There are several levels of bus rapid transit, you can’t get gold standards with bronze level funding, Every report shows that to achieve
gold level BRT standards one would have to spend the same or more than one would spend on light rail. To get decent East-West
service by bus across downtown Baltimore one would need to COMPLETELY take over one of the East-West streets thru downtown
Baltimore, or dig a bus tunnel which would need to be larger in diameter than a light rail tunnel. So again more expensive.
Of course this would not happen because no bus rapid transit line in the USA carries the volume of people that routinely ride light rail.
BRT is penny wise but pound foolish. Oh and the “flexibility” of BRT argument is actually an argument against BRT as people don’t want
their transit to move. Part of the reason that “the LINK” was losing 3% of it’s ridership per year before the pandemic. The only people
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
that made out well with bus flexibility are used car dealers. I know several regular bus riders that after the change squired a used car, to
the detriment of the environment.
BRTB Response: Through the Regional Transit Plan studies MTA is investigating both Light Rail and Bus Rapid Transit as potential
options for transit expansion. Both Bus Rapid Transit and Light Rail have various trade-offs in their capital and operating characteristics.
These trade-offs will be evaluated as the Regional Transit Plan studies move forward.
- The document says that Baltimore will acquire 350 battery electric buses in the plan, but they have yet to even test in service their first
battery Electric bus. What about the rest of the fleet?
BRTB Response: The Maryland Greenhouse Gas Reduction Act Reauthorization set a 40 percent reduction target for statewide
emissions by 2030 from 2006 levels. MTA subsequently established a goal to convert 50 percent of its Core Bus fleet in Greater
Baltimore to zero emission buses (ZEBs) by 2030. This goal was also included in the 2020 Greater Baltimore Regional Transportation
Plan (CMRTP), along with a longer-term goal to convert 95 percent of the Core Bus fleet to zero-emission buses by 2045. The passage
of Senate Bill 137 in 2021 and of Senate Bill 67 in 2022 prohibited MTA from entering into new procurements for non-ZEBs beginning in
fiscal year 2023. Phase II of the Zero Emission Bus Transition to a 95% zero-emission fleet by 2045 is included in the Resilience 2050
preferred alternative and is detailed on page 26 of Chapter 7.
In 2022, MTA ordered its first seven zero-emission buses which will be delivered and put into service this year. Utility upgrades have
been completed to power vehicle chargers at the Kirk Bus Division and implementation of a training plan has begun across the
Administration. Additionally, MTA advanced engineering and operational planning for the ZEB transition by issuing a Request for
Proposal (RFPs) for a new multiyear zero-emission bus contract, a bus depot, support chargers, and an electrification partner to install
and support chargers. For the Eastern Division, which will be reconstructed into one of the first bus divisions purpose-built for BEBs in
the U.S. MTA is advancing design and applying for federal grant opportunities to upgrade this critical bus division.
- And this acquiring battery electric buses goes exactly the opposite of what MDOT is doing with MARC buying Diesel buses that run on
an electrified railroad, Nothing more polluting than a diesel train under electric wires.
BRTB Response: The MARC system includes both diesel and electric locomotives. The expected useful life of MARC locomotives
ranges from 20 to 30 years. MTA will replace MARC locomotives as they reach their useful life. Currently the Camden and Brunswick
Lines are not electrified requiring diesel locomotives from an operational perspective. With the upgrades to the Frederick Douglas
Tunnel only electric locomotives will be used on the Penn Line after the construction of this critical asset.
- MARC is a gem that is ignored in this document. Yes in the next 25years you will fix up a few stations. But that is all. Nothing on the
Brunswick line or Camden line just fix up a few stations on the Penn line.
BRTB Response: MTA recently released the Brunswick Line Study Technical Report that provides markets for increased ridership,
potential future service enhancements on the Brunswick Line. MTA coordinates with host railroads for investments and service
enhancements. MTA will continue to advocate for improvements to the host rail road right of ways to improve MARC service.

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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
- A long advanced plan to extend the current subway from Johns Hopkins hospital to Ashland street and then East to a terminal at a
station with the MARC Bayview station and station of the Red Line light Rail system. Making for a major transit hub. And a park and ride
or rail terminal could be built on the contaminated steel plant site just West of Bayview.
BRTB Response: MTA is currently working on 30% Design for a new Bayview MARC Station in East Baltimore. The design of this station
prioritizes multimodal connections, making it future-ready for a robust transit hub.
- Not one word about the long planned extension of Marc Penn line Service to Elkton and Newark DE. This natural connection with
SEPTA would allow full commuter service all the way from DC to New Haven CT. Why not.
BRTB Response: MARC-SEPTA connection is outside the jurisdiction of this planning document. The project is included in the long
range transportation plan for the Wilmington Area Planning Council (WILMAPCO). However, the importance of the project along with
BRTB support is noted on page 35 of Chapter 7. The BRTB continues to support this project, but it is not included in the Resilience 2050
preferred alternative to avoid double counting the project with the WILMAPCO LRTP. MTA is working on expanding the MARC service to
Newark and/or Wilmington. The agency is actively engaged with its partners in Delaware and host railroads to identify the steps needed
to implement a pilot service between Perryville and Newark, DE.
At the June 2023 meeting of the BRTB, MDOT MTA gave a presentation on progress to date with the MARC-SEPTA connection as well
as the MARC-VRE connection to the south.
- The document keeps referring to the Cromwell/Glen Burnie station on the light rail line, the line is a mile short of Glen Burnie with a 66ft
wide right of way waiting for the light rail to go to Glen Burnie, but not a word is this document about finishing the light rail line we
already have into it’s natural destination downtown Glen Burnie.
BRTB Response: The Cromwell/Glen Burnie light rail station was opened in 1993. This was part of an extension of the original line, and
was never intended to extend to downtown Glen Burnie. Further extension into downtown Glen Burnie is not mentioned in the Central
Maryland Regional Transit Plan, and is not currently being considered.
- Why does this document propose cheap BRT for the purple line extension from New Carrollton to Dorsey. It is a long known fact that
as much as 50% of potential ridership is lost with a forced transfer.
BRTB Response: Two transit expansion projects in Resilience 2050 connect to purple line stations. The first, submitted by Anne Arundel
County, is a new express bus service between Parole and New Carrollton. The second, submitted by Howard County, is a new BRT line
along US 1 from the Dorsey MARC Station to the College Park Purple Line Station. The BRTB supports the importance of these regional
transit links and to more closely linking the Baltimore and Washington regions via transit access. While future considerations for these
connections could include rail, or some other form of higher capacity transit, in the next 25 years we anticipate express bus service
and/or BRT as being the most likely to get implemented within the fiscal constraints of this plan. If we were to allocate the amount of
resources required towards a rail connection for these corridors in Resilience 2050, numerous other projects would have to be
eliminated from the plan to stay within the anticipated revenues as shown in the Resilience 2050 Financial Plan (Chapter 6). Should the
proposed services be provided as planned in Resilience 2050, the ridership for these routes could provide justification for further service
enhancements including increased frequency and potentially upgrades to a higher frequency mass transit option. Anne Arundel and
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Howard Counties will continue to advocate for the expansion of regional transit services to the Maryland Department of Transportation
for inclusion in the annual Consolidated Transportation Program.
- And while the deconstruction of the highway to nowhere is long overdue it would also destroy the natural Right of Way for any potential
East-West rail line either subway or light rail. And there is no mention of where the route 40 traffic that currently uses the highway to
nowhere would go. This traffic will not vanish with the removal of the roadway.
BRTB Response: MTA is working with Baltimore City DOT on the Reconnecting Communities grant. Right of Way for transit is a priority
for both agencies. The Red Line project team will work in collaboration with projects being led by partner agencies including The
Reconnecting Communities\West Baltimore United planning study which will evaluate approaches to accommodating both transit and
private vehicle travel through the study area.
- Bikes and cars do not mix well. Will more and more lanes be removed along with the parking so more bike ways can be constructed, on
will bikes be forced to mingle with traffic, possibly with severe consequences. And making lanes narrower does not help it just makes
for more fender benders in the tighter traffic.
BRTB Response: The Maryland Department of Transportation (MDOT) and local partners are committed to improving safety and
multimodal accessibility for all users on its network. The Context-Driven: Access and Mobility for All Users Guide is a planning and design
resource offering guidelines centered on establishing safe and effective multi-modal transportation systems. This guidance includes
evaluating the feasibility of implementing proven safety countermeasures and innovative treatments, such as protected bicycle
facilities, where feasible.
- Most of the highway projects are in the rural or semi rural areas of the state surrounding Baltimore metro area, this takes for farmland
and woodlands out of useful service, and of course many thousands of mature trees.
BRTB Response: In many cases the State Highway Administration or local jurisdiction have sufficient Right-of-Way to accommodate a
lane widening. Regardless, there are requirements related to environmental impacts that would preclude any project from carelessly
taking trees, let alone thousands of trees.
Thank you again for your comments.

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3. Strong Towns Baltimore: Michael Scepaniak, Co-president, Cockeysville; David House, Co-president, Beechfield; Zachary Blanchard,
President, Federal Hill Neighborhood Association; Danielle Bjorndalen, Beechfield; Nick Snider, Remington; Sarah Story, Westgate;
Joshua Spokes, Woodberry; Alex Grube, South Baltimore; Tevis Tsai, Parkville; Omar Hamza, Madison Park; Shaun Lehmann, Ellicott
City; Patrick Ireland, Towson; Charlie Smith, Towson; Ann Greenbaum, Towson; Tristan Stefanovic, Belvedere/Chinquapin; John
Locke, Catonsville; James Pizzurro, Towson; Carson Drew, Old Goucher; Yuki Clarke, Woodbourne-McCabe/Govans; Josh Kelley,
Baltimore; Mariel Acosta, Highlandtown; Nathan Kalasky, Glen Burnie; Melanie Scheirer, Mt Clare; Josh Poland, Federal Hill; Joshua
Black, Butchers Hill; Brandy Savarese, Reservoir Hill; Chris Guinnup, Hampden; Michael Martin, Catonsville; Alisa Williams,
Greenmount West; Thomas Dutkiewicz, Bolton Hill; Bleakney Matthew, Riverside
Separately supported: Adam Jones, Jay Louis
Just as the Baltimore Regional Transportation Board (BRTB) obviously spent significant time and effort putting together Resilience
2050, the latest long-range transportation plan (LRTP) for the Baltimore metropolitan region, we have spent significant time and effort
reading and analyzing it. We feel fortunate that our region is represented by such a professional and capable organization, who we can
count on to create and circulate such top-notch plans.
As an organization which seeks to de-emphasize automobile-centric land use and development practices, we take the comment
opportunity provided by the BRTB seriously. Given our aims, we see much to applaud in this LRTP, including the following:
• The advantage given to transit projects in the scoring process.
• All of the 36 transit projects submitted for consideration have been selected for inclusion in the preferred alternative.
• The inclusion of major transit expansion and preservation projects such as the East-West Transit Corridor, the North-South
Transit Corridor, and a transition to low-floor Light Rail Vehicles.
• Approximately “70 percent of the Resilience 2050 projects include pedestrian and bicycle facilities”.
With that being said, we also see many elements in the LRTP that give us pause and we feel merit reconsideration by the BRTB.
More Project Details
Despite the length of the plan document, it somehow fails to provide adequate detail regarding each individual project included in the
preferred alternative.
We’d like to see a concise rationale provided for each project. Without that, we are left to guess what each project seeks to accomplish.
While the document clearly explains the components that factor into the technical score from a methodology standpoint, the document
does not provide a breakdown of those itemized component scores for each specific project. Lacking those itemized amounts, we are
left scratching our heads in trying to determine how a project such as US 1 from the Baltimore County Line to MD 175 (37 points)
managed a technical score that is higher than the East-West Transit Corridor (35 points) and US 1 Corridor Bus Rapid Transit (33
points).
We’d like to see the policy scores assigned by each jurisdiction (BRTB member) to their submitted projects, so the priorities of each
BRTB member are made clear.
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No Highway Expansions
While the content of the plan document seems to place a majority of its focus on transit and active transportation, the actual preferred
alternative seems to remain focused on roadways. In this way, the document comes across as somewhat of a marketing brochure, with
59% of the relevant document photographs (36 of 61) depicting the former, but 58% of the project dollars ($18.8B of $32.5B) earmarked
for the latter.
That 58% includes 47 expansion projects, of which 34 call for additional automobile lanes. While we acknowledge that we aren’t privy to
the rationale behind each project, based on what we can surmise, we find nearly all of these roadway expansions to be poor choices.
Most of these expansions (with the exception of the I-695 at Broening Highway Interchange) appear to be in low density, automobile
centric suburbs with exclusionary zoning in place that will prevent them from ever evolving beyond their initial state. With their
development potential capped, their present and future productivity yield is likewise capped. Adding the liability of maintaining these
additional lane miles (upwards of 250 lane miles, by our estimate) into perpetuity - in support of such low-return development - is fiscally
irresponsible.
The plan seems to make the argument that highway expansions in these areas are necessary to improve connections of currently
disconnected areas. However, our elected leaders (and BRTB members), both past and present, have willfully steered substantial
automobile-centric greenfield development into areas of our region with insubstantial automobile-centric infrastructure. Circling back
around after the fact and declaring that these “disconnected” areas require expensive automobile infrastructure expansions is a flawed
and self-perpetuating chain of logic which needs to stop. We can’t afford to continue with it.
One helpful graph that the plan document needs to add is one that plots the population growth forecast for the Baltimore region against
the growth of system preservation costs in the Baltimore region (which would be based on historical growth). For the former, the plan
document (under “Forecast Population, Household, and Employment Growth for the Baltimore Region”) forecasts a 12.6% increase in
population from 2020-2050. For the latter, we have to do our own math.
Based on the dollar amounts provided in the “Baltimore Region State and Federal Operating, System Preservation and Expansion
Revenue Forecast: 2028-2050” table in the plan document, we calculate a 103% increase in expenditures. However, when adjusting for
the constant 4% rate of inflation that the plan document assumes, we get a number that is nominally higher than the $1,202 number
provided in the table. This would seem to imply that the forecast assumes a reduction in (inflation-adjusted) system preservation costs
between now and 2050. Is this reasonable?
In BRTB Resolution #23-13, MDOT provided historical Operating & Capital Expenditures - Statewide. In 1981, system preservation costs
were $111M. In 2022, they were $1,931M. Over this 41 year period, the average inflation rate was 2.91%. Adjusted for inflation, that
$111M equates to $363M. Yet $1,931M is many multiples more than $363M - 432% more.
Please forgive us for any misunderstandings or math errors here. We’d much prefer to see the BRTB perform and provide these
calculations. Specifically, we’d like to see the plan document provide the historical rate of increase (or decrease) in system preservation
costs for the Baltimore region, extrapolate that out to 2050, and then compare that against the forecasted population growth rate. If the
BRTB feels that this historic trend of cost increases will not continue into the future, the plan document should explain why. Lacking
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that, we are left wondering how the BRTB feels that they can justify adding on even more infrastructure liabilities to serve low-density
developments. How do they foresee the tax base covering the resultant escalating system preservation costs?
The BRTB members (our county executives) pushing for these roadway expansions need to, instead, enable denser development in
already well-connected areas via zoning reforms and transit.
Shaping Socioeconomic Changes
We find the socioeconomic forecasting portion of the plan document to be very frustrating. This entire section of the document takes a
tone that implies transportation and land use decisions follow predetermined and unalterable trends which the BRTB is powerless to
resist. Some examples:
• “Will migrants’ residential location choices continue the region’s sprawling residential pattern and increase demand for
automobile infrastructure improvements? Or will migrants’ residential location choices cluster in densely populated urban
neighborhoods served more by non-automobile modes such as transit, walking and biking?”
• “The population of the Baltimore region is aging, mirroring national trends. A variety of factors are contributing to the
demographic shift, including the large size of the aging “baby-boomer” generation, advances in science and medicine resulting in
longer lifespans and changes in fertility rates largely due to differences in family formation preferences (many are having fewer
children, later in-life).”
• “Understanding the age structure of the population can help planners anticipate demand for age-specific services… and make
adjustments to the transportation system in order to better accommodate a changing age distribution.”
• “Will WFH [(work from home)] increase sprawl? What are the implications to future land use?”
The BRTB members are not powerless observers to demographic and socioeconomic changes. Rather, such changes are strongly
shaped by choices made by the BRTB in the LRTP. Through the transportation and land use decisions they make, the elected leaders
comprising the BRTB are not simply making adjustments to accommodate predetermined forces, they are proactively shaping them.
If migrants choose to embrace the “sprawling residential pattern” and if WFH increases sprawl, it will be because that is the pattern
powerful governmental forces (which are in control of transportation and land use policies) have been enabling and favoring since the
end of World War II. If the Baltimore region continues to age in lock step with the nation, it will be partly because housing is unaffordable
to younger residents, which is largely due to land use policies that dictate exclusionary zoning and expensive accommodations for
automobiles.
Again, the BRTB members are not powerless observers or pawns to forecasted changes and shifts. They shape and induce them. They
need to take responsibility for that role and plan and build accordingly. For the BRTB members to absolve themselves of all
responsibility for who chooses to live in the Baltimore region, where in the Baltimore region they choose to live, and how they choose to
move about the Baltimore region, is unacceptable.

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Safety
It is clear that safety has become a major focus of the LRTP, what with the BRTB opting to double the technical points for safety in
Resilience 2050 (as compared to the previous LRTP). However, the plan document demonstrates a lack of will on the part of
government leaders to make decisions and sacrifices that will truly move the needle with regard to safety, at least when it comes to
non-motorists.
The Look Alive campaign with Signal Woman and the law enforcement training seminar referenced in the plan document are
continuations of a well-established practice of placing nearly all blame for crashes on drivers and road users, without placing any
responsibility at the feet of roadway engineers. The Context-Driven Guide and Toolkit developed by the MDOT SHA is a nice step toward
rectifying this, but the jury is still out on how effective it will prove to be in changing a culture that provides significant room for error on
the part of drivers, but almost no similar affordances for non-drivers, especially when it comes at the expense of negatively impacting
vehicular flow.
In comparison to the well-recognized and well-regarded Safe System Approach, MDOT SHA’s home-grown Context-Driven Guide and
Toolkit feels very watered-down and lacking in conviction. It is our hope that, sooner rather than later, the engineering professionals at
the MDOT SHA will come to accept their outsized influence and responsibility when it comes to the safety of vulnerable road users and
fully embrace the Safe System Approach.
In 2019, Maryland enacted a Vision Zero law that states the following: “THE GOAL OF VISION ZERO IS TO HAVE ZERO VEHICLE–
RELATED DEATHS OR SERIOUS INJURIES ON STATE HIGHWAYS ROADWAYS BY THE YEAR 2030.”
And yet, for simply the Baltimore region alone, the plan document’s target for “Number of Non-motorized Fatalities and Serious Injuries
by 2030” is 281. MDOT (and, by extension, the BRTB) has completely failed to provide any set of projections or identify any sort of
corrective measures that track to a 0 by 2030. In lieu of this, both parties have, instead, chosen to set their sights on “realistic” targets.
We are left to conclude that MDOT has not put together a plan over the course of the past 3+ years to achieve Vision Zero. This is not
acceptable.
What we get, instead, is the plan document calling for “research into better understanding the causes of bicycle and pedestrian crashes
and injuries”. There is no mystery here. The causes are interactions between fast-moving automobiles and everyone else. Given this,
there is a rather simple solution readily available: slower roadway speeds. Unfortunately, it is a solution that exposes the BRTB’s biases.
A pedestrian’s odds of dying when struck by an automobile traveling at 40 MPH is 3-5x higher than at 30 MPH. At a rudimentary level,
implementing slower speeds can take the form of lower posted speed limits on all non-highways. Over time, engineers could then work
to implement road treatments that affect lower design speeds. (This is where embracing the Safe System Approach comes into play.)
We have to wonder how many projects in the LRTP preferred alternative incorporate slower roadway speeds. We speculate that the
answer is “none”. And we’ll venture to guess that the reason why is “congestion”. However, in the section(s) of the plan document
focused on the BRTB’s Congestion Management Process (CMP), the goal cited frequently is “improve travel time reliability” (as opposed
to “travel time”, period). If we take this to heart, we see no reason why slower speeds should prove so difficult for the BRTB to embrace.
Yet, it would appear they are.
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One of the goals listed in the plan document’s executive summary is to “enable all individuals to reach their destinations safely and
seamlessly”. Nowhere in this goal does it say “fast”. But, it seems clear that speed is an unspoken and assumed goal, at least for
individuals driving automobiles.
This focus on minimizing automobile congestion (and maximizing vehicle speed/flow) comes at the expense of non-motorist safety
and convenience in myriad ways. A couple obvious examples are roadway designs opting against including crosswalks that will
interrupt the flow of traffic - and intersections with broad, open corners and slip lanes that drivers can take at speed.
A similar bias would appear to be in place when it comes to safety, where the safety of individuals driving automobiles takes
precedence over the safety of individuals outside of those automobiles. In short, geometries that make the transportation system safe
for motorists frequently make it unsafe for non-motorists. Think wide lanes on straight, level roadways with unobstructed clear zones to
the sides. Contrast this with the geometries of a roadway that are more favorable to the safety of non-motorists (think narrow, complex,
and twisty). The thing is, these alternative geometries result in slower design speeds, which is safest for everyone.
We would hope that it goes without saying that adding lanes to such a roadway already biased toward the safety and comfort of
motorists only makes that roadway even less safe for non-motorists. This remains the case even if those additional lanes are
accompanied by complete streets elements.
In the LRTP, where the preferred alternative roadway projects are listed, for 34 of the 47 Roadway Expansion Projects (72%), the project
description calls for widening to accommodate additional lane miles. In contrast, those project descriptions mention bicycle and
pedestrian improvements and accommodations (sometimes qualified by "within project limits"), only at the end. As such, these
complete streets elements seem to come across as add-ons and secondary.
When we commented on this at a recent CMP meeting, we were told that, while lane additions are the most expensive component of
these projects, they are not necessarily the priority. While we would like to believe that, we find it very hard to do so. Even if the claim is
true, including complete streets treatments in these projects will have minimal positive impact for non-motorists. The benefits yielded
by isolated segments of bicycle lanes, especially when not protected from automobile traffic, are easily negated by additional lanes of
traffic.
One of the goals listed in the plan document is to “invest in high quality, safe, sustainable and comfortable bicycle and pedestrian
facilities, with an emphasis on facilities that are separate from vehicular traffic”. We applaud this. However, we would like to see the
preferred alternative projects explicitly commit to separated or protected facilities - via inclusion of such wording in their descriptions.
Given the plan document’s frequent mentions of safety for non-motorists, we don’t feel that this is asking for too much. And given that
Baltimore County, in particular, has yet to build any on-road protected bicycle infrastructure, we feel that we have reason to be skeptical.
Induced Demand
We find it noteworthy that the plan document, in general, and the Congestion Management section, specifically, makes no mention of or
acknowledgement of induced demand. When applied to transportation, “induced demand” refers to the idea that increasing roadway
capacity encourages more people to drive, thus failing (over the long run) to reduce congestion.
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Given that so much of the preferred alternative is focused on roadway expansion, and that the phenomenon of induced demand is (we
believe) well-known and well-proven, it seems to us that this disconnect needs to be addressed. Granted, the content of the Congestion
Management section speaks primarily to non-expansion strategies. A simple scan of the "Likely Congestion Management Strategies"
table yields repeated mentions of non-expansion strategies that we favor (such as public/active transportation). But, that same table
also makes frequent mention of "Roadway changes (new lanes)".
Is the BRTB membership somehow of the opinion that induced demand is a discredited and meritless concept? Regardless, we’d like to
see it addressed and an explanation provided as to how the preferred alternative will not induce additional demand for future roadway
expansions. If the BRTB were to fully embrace the exercise, they could go further and provide an analysis of how expanding and
improving transit and active transportation infrastructure goes on to induce more demand for those modes of travel, as well.
Low Standards for Transit
The “Analysis of Preferred Alternative - Environmental Justice” section in Appendix C is particularly frustrating. The conclusion of this
section leads with the statement that “The measures analyzed indicate that the surface transportation investments in Resilience 2050
should not have disproportionate impacts on EJ TAZs.” This is not an adequate goal. With this, the BRTB is essentially saying that they
are not making things worse for EJ TAZs. We feel that the goal should, instead, be to have disproportionately positive impacts on EJ
TAZs. There is a long history of inequity to recover from and compensate for. As such, moving forward in equal measure from an
unequal baseline is unacceptable.
In “Table 15 - Full Results: Environmental Justice Analysis”, we see most of the metrics color-coded green to signify improvement.
However, the story being told here is very misleading.
With some deeper analysis, the finding we see here is that, for every metric but one (9 out of 10), the preferred alternative yields
improvements that are greater (or declines that are lesser) for Non-EJ TAZs than EJ TAZs. And, as we have already mentioned, the
baselines for both cohorts have inequitable starting points. How are these results not disproportionate? More explanation needs to be
provided.
Overall, the evaluation of potential effects of the preferred alternative suffers from two basic flaws:
1. Very low standards for public transportation and its riders.
2. An overwhelming bias in favor of automobile-centric transportation.
The two lead metrics in Table 15 are as follows:
1. Average number of jobs accessible by auto within 30 minutes
2. Average number of jobs accessible by transit (walk access) within 60 minutes
Why is the baseline time frame for accessibility by automobile 30 minutes, and yet 60 minutes by transit? That’s twice as long. Does the
BRTB believe that transit riders value their time any less than motorists? We find that unlikely. What seems more plausible to us is that
the BRTB simply has lower standards for public transportation than it does for automobile-centric transportation. These numbers
should be equivalent - 30 minutes for both.
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Worse still, the plan document explains that, for transit, the time calculations “include time estimates for walking to a transit stop, wait
times, transfer times (walking and waiting), and walking from the final transit stop to the destination.” As much as we appreciate and
value the sophistication of this formula, it is inadequate.
As most any rider of public transit in the Baltimore region will tell you, the system is rife with late-arriving and no-show buses and trains.
As best they can, transit riders do their best to anticipate these service deficiencies and allocate buffer time accordingly. As such, the
time calculation formula used in the plan document should factor in such metrics as headway adherence and schedule adherence, as
provided by ARIES for Transit (or similar).
The “Average travel time in minutes for shopping purposes” metric is worth highlighting here, in particular. The preferred alternative will
shorten travel times by transit and lengthen them by automobile. This is good. However, the resultant times (for EJ TAZs) are 9.67
minutes by automobile and 39.29 minutes via transit. If anything, shopping trips via transit should be quicker than by automobile.
Carrying bulky purchases home via public transit simply isn’t feasible. As such, shopping via that mode requires more frequent trips.
To the credit of the plan document, it does clearly state these imbalances:
• “Auto access to jobs within 30 minutes exceeds transit access to jobs within 60 minutes across all TAZs. For example, in the
2050 PA scenario, auto access is more than two times greater than transit access in EJ TAZs and more than three times greater
in non-EJ TAZs.”
• “Auto access to shopping opportunities exceeds that for transit regardless of TAZ type or scenario.”
• “Average transit commute times are significantly longer than those for auto regardless of TAZ type.”
• “As with commute times, the average travel time for shopping purposes is much longer by transit as compared to auto. Transit
times are approximately four times longer than those for auto across both TAZs and scenarios.”
• “As we saw with average commute and shopping travel times, average travel times to the closest hospital are longer for transit
than they are for auto. As compared to auto, transit times are about four times higher for EJ TAZs and more than two times
higher for non-EJ TAZs across both scenarios.”
• “However, transit access is once again significantly less than that for auto travel.”
• “Similar to the other closeness measures, the TAZ percentages for transit are significantly less than those for auto.”
• “Auto access and mobility are uniformly better than that for transit.”
We acknowledge and appreciate this transparency. However, the plan document seems to make a concerted effort to bury these
lackluster results that the preferred alternative will yield. Instead, the plan document overstates the benefits of the preferred alternative
for both transit riders and EJ TAZs.
The bottom line is that, with the preferred alternative, transit travel times will remain 2-4x higher than automobile travel times. The upper
threshold for a one-person household defined by the BRTB as “low-income” is $29,000. Given the financial burdens of purchasing and
owning an automobile, this result yielded by the preferred alternative is unacceptable.
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Not Moving the Needle
This LRTP features some progressive changes from plans of the past, including the following:
• Transit projects are awarded extra points in the scoring process.
• All projects are awarded extra points for safety improvements.
• Impacts to Environmental Justice communities are analyzed at-length.
• From purely a content perspective, active transportation is given significant focus.
Unfortunately, despite these changes and efforts, the preferred alternative proposed by the LRTP will not move the needle in a
significant way with regard to any of these dimensions.
The plan document seems to make much of the $8.9B the preferred alternative targets toward transit system preservation and the
$4.8B it targets toward transit expansion. However, these amounts are eclipsed by the $11.9B targeted toward roadway preservation
and $6.9B targeted toward roadway expansion.
Sadly (in our minds), the results are predictably disappointing.
As shown in “Figure 2 – Daily Trips in the Baltimore Region by Travel Mode” in Appendix C, the preferred alternative does not result in
anything even remotely resembling a significant shift away from trips taken in single occupancy vehicles. The bars in the graph are
level.
As shown in “Table 2 - 2019, 2050 Existing + Committed and 2050 Preferred Alternative Performance Measures” in Appendix C, the
preferred alternative does not result in anything even remotely resembling a significant increase in transit ridership - and the average
weekday mode share for transit remains completely unchanged between 2019 and 2050 (at 3.63%). This is unacceptable.
We fully understand that our transportation system is large and complex and that change takes time. But, the preferred alternative
proposed by the BRTB essentially yields no changes to the bottom line over the course of the next 26 years. This is unacceptable.
The construction of our automobile-centric transportation system began in earnest in 1956 (with the signing of the Federal-Aid Highway
Act). That was 67 years ago. Given that time frame, we don’t believe that moving the needle in a different direction over the course of
the next 26 years is an impossible task. In fact, given historical precedent, we see it as being completely doable.
Consider that, from 1947 to 1963 (a span of only 16 years), Baltimore streetcar ridership declined 100%, from pervasive to extinct. It was
policy changes pursued by past governmental, institutional, and commercial interests that brought about tectonic shifts such as these
to the Baltimore region’s transportation system and built environment. Those forces remain in place in our region, although they take
different forms these days. The BRTB is a manifestation of one of those forces.
The BRTB has it within their power to effect such changes to today’s transportation system. Unfortunately, given the plan document, we
aren’t seeing a willingness among the BRTB members to do so. They are essentially choosing to maintain the status quo.

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Closing
We understand that these comments are lengthy. However, the document/plan on which we are commenting is, itself, very lengthy. We
hope that you take our comments to heart and appreciate the effort we have put into them. We believe they reflect the respect we have
for the effort that the BRTB has placed in the LRTP and the plan document.
We understand that we have brought up a large number of points that we have requested be addressed and questions we would like to
see answered. In order to make doing so easier, we have listed them below (16 items below).
Thank you very much for your efforts on behalf of the Baltimore region and the people who live here and care so much about its future.
We appreciate the opportunity to comment and look forward to reading your reply.
We understand that we have brought up a large number of points that we have requested be addressed and questions we would like to
see answered. In order to make doing so easier, we have listed them below.
BRTB: Thank you for the time you and Strong Towns Baltimore put into reviewing and developing thoughtful comments on the planning
process for Resilience 2050.
1. Provide a concise rationale for each project.
BRTB Response: Thank you for the comment from Strong Towns Baltimore and for participating in the planning process for
Resilience 2050. The BRTB always struggles between trying to provide detailed and digestible information. The current draft plan is
346 pages long and we look for other ways to concisely tell the story of the plan. We have heard that the public responds best to
graphic information and the BRTB has chosen to provide an interactive project map and ESRI Story Map in response. Many of these
projects are envisioned to be planned, engineered and constructed 10 or 20 years from now and have not progressed through
required National Environmental Policy Act (NEPA) planning efforts that will determine details on the projects. Candidate projects
submitted for consideration into Resilience 2050 have gone through various levels of local development and review such as
inclusion in local comprehensive plans and transportation plans. Locally sponsored projects have more details provided in each
jurisdiction’s Annual Priority Letter.
We strive to provide enough detail for public vetting, recognizing that project details are not finalized until the completion of NEPA.
Projects being identified in a regional long range plan does allow for projects to progress through NEPA.
2. Provide a breakdown of itemized (technical) component scores for each project.
BRTB Response: The project scoring sheet is now online and will be included in Appendix B.
3. Provide the policy scores assigned by each jurisdiction to their submitted projects.
BRTB Response: The project scoring sheet is now online and will be included in Appendix B.
4. Provide a graph that plots the population growth forecast for the Baltimore region against the growth of system preservation costs
in the Baltimore region.
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Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
BRTB Response: It is true that system preservation and operations costs have increased, far outpacing population growth in the
region. As such, system expansion funds have decreased to ensure that we adequately maintain and operate our current
transportation system. This also translates into reduced funding for system expansion from previous Long Range Plans. This strain
on Maryland’s transportation trust fund was recognized by the General Assembly this past session. 2023 Senate Bill 024 establishes
a Maryland Commission on Transportation Revenue and Infrastructure Needs. The Commission will review among other items: 1)
Revenue trends, 2) Trends in operating and capital expenditures, and how existing resources have constrained programming, and 3)
Methods other states are funding transportation needs.
The Commission is scheduled to provide an interim report on or before January 1, 2024.
5. Explain how the BRTB expects the Baltimore region’s tax base to cover the projected 103% increase in system preservation costs,
given that the region’s population is only projected to grow 12.6%.
BRTB Response: See response to comment #4.
6. Provide the historical rate of increase (or decrease) in system preservation costs for the Baltimore region, extrapolate that out to
2050, and then compare that against the forecasted population growth rate of 12.6%. Provide an explanation as to a) why the
historic trend of cost increases will not continue into the future or b) how the BRTB expects the Baltimore region’s tax base to cover
the projected escalating increases in system preservation costs.
BRTB Response: See response to comment #4.
7. Rework the socioeconomic forecasting section of the plan document to acknowledge that such changes are shaped and induced by
the BRTB.
BRTB Response: The socioeconomic forecasts are based upon locally adopted Comprehensive Plans and zoning regulations that
are governed under the State of Maryland Land Use Article, as well as socioeconomic and development trends, market conditions
and other local growth-related policies. The BRTB adopted Resolution #23-1 in June 2022 that guides the transportation
investments in Resilience 2050. Local Comprehensive plans do regularly get updated and economic development conditions are
changing, resulting in updates to forecasts that will be reflected in plan updates and amendments.
8. Provide MDOT's/BRTB's plan for achieving Vision Zero by 2030, as enacted by law.
BRTB Response: The Maryland Department of Transportation is implementing a statewide Strategic Highway Safety Plan (SHSP)
(https://zerodeathsmd.gov/highway-safety-office/strategic-highway-safety-plan/) utilizing a Zero Deaths approach. That plan is
developed by a variety of safety stakeholders and governed by an Executive Council composed of the Secretary of the MDOT, the
MDOT MVA Administrator, the MDOT SHA Administrator, the Secretary of the Maryland Department of State Police
(Superintendent), the Executive Director of the Maryland Institute for Emergency Medical Services Systems, the Chief of Police of
the Maryland Transportation Authority, and the Deputy Secretary of Maryland’s Department of Health and Mental Hygiene.

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During the development of the Maryland SHSP, a vision of zero was identified to comply with the Maryland Vision Zero law and a
target-setting methodology using five-year rolling averages and exponential trends was adopted to comply with federal reporting
requirements.
All traffic safety documents in the state of Maryland conform to the same target-setting methodology, including the SHSP, the
MDOT Transportation Plan (MTP), the MHSO Highway Safety Plan (HSP), the MDOT SHA Highway Safety Improvement Plan (HSIP),
MDOT SHA’s Commercial Vehicle Safety Plan (CVSP), and the Traffic Records Coordinating Committee’s (TRCC) Traffic Records
Strategic Plan (TRSP). Additionally, all planning documents developed by the MHSO staff and all State-level reporting to the
Governor use the SHSP Emphasis Area fatality and serious injury target-setting methodology.
Per federal statute, the BRTB may adopt the State’s safety targets or develop independent metrics. Since 2018, the BRTB has
adopted the State’s target-setting methodology, for consistency with safety performance reporting with partner agencies, and
applied that to region-specific crash, serious injury, and fatality figures.
To improve safety in the Baltimore region, each of the seven jurisdictions has begun developing or implementing a Local SHSP. The
structure, goals, and targets of each Local SHSP are determined by a multi-disciplinary team of local partners and are not required to
conform to the State approach.
Speed on the roadway network is a major safety concern and the BRTB is adopting the Safe System Approach (SSA) by
implementing a range of projects that address all five principles of the SSA. Those include the Look Alive campaign with Signal
woman and the law enforcement training seminars that address the behavioral aspect, because research has shown that lowering
speed limits on roadways does not translate into lower travel speeds with education, enforcement and engineering support. The
BRTB also supports the implementation of Local SHSPs, all of which contain a speeding Emphasis Area, and local agency efforts to
change speed limit policy and education, enforcement, and engineering improvements.
9. For roadway projects that call for bicycle accommodations, modify the project description to commit to separated or protected
facilities (where such commitment exists).
BRTB Response: Many of these projects are envisioned to be planned, engineered and constructed 10 or 20 years from now and
have not progressed through required National Environmental Policy Act (NEPA) planning efforts that will determine details on the
projects. We strive to provide enough detail for public vetting, recognizing that project details are not finalized until the completion
of NEPA. Projects being identified in a regional long-range transportation plan does allow for projects to progress through NEPA.
The Maryland Department of Transportation (MDOT) is committed to improving safety and multimodal accessibility for all users on
its network. The Context-Driven: Access and Mobility for All Users Guide is a planning and design resource offering guidelines
centered on establishing safe and effective multi-modal transportation systems. This guidance includes evaluating the feasibility of
implementing proven safety countermeasures and innovative treatments, such as protected bicycle facilities, where feasible.
Currently, MDOT is investigating opportunities to further align its regulations, policies and capital investments with its Context Guide
principles and Vision Zero goals that create a safer transportation network for vulnerable road users.
10. Provide an explanation as to how the preferred alternative will not induce additional demand for future roadway expansions.
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BRTB response: Current regional scale travel forecasting models are able to simulate some, but not all, elements of induced
demand. Our model does recognize that when a roadway is improved, speeds will increase. This will result in more vehicles being
attracted to this facility that may result in longer travel distances. The model also has a mode choice module that will look at
alternate modes and may shift trips to/from transit or highways depending on the mode (highway or transit) travel time. These
effects will show up in the Vehicle Miles Traveled (VMT) figures in Appendix C of Resilience 2050. Increased travel time reliability
that induces additional household trip making is not captured in travel models. However, model household behavior trip rates are
adjusted with the collection of observed data. Our modeling team continues to review national best practices and will try to include
any modeling advancements that may improve our model in these areas. Thank you again for your comment.
11. Set a goal for the LRTP to have disproportionately positive impacts on EJ TAZs.
BRTB Response: As mentioned previously, the regional long-range transportation plan is updated every four years and this is a good
suggestion for the consideration of the next round of goals (goals and strategies for Resilience 2050 were adopted via Resolution
#22-6 in November 2021). In addition, the BRTB is near completion of an equity scan project. This project seeks to identify
strategies to improve the integration of equity into BRTB policies and programs, with a focus on four key transportation planning
documents. Several of the recommendations in the upcoming final report will relate to the LRTP, including project prioritization and
analysis tools, and the BRTB will work to implement these recommendations in the next LRTP.
12. Explain how the preferred alternative does not have disproportionate impacts on EJ TAZs, given that, for 9 out of 10 metrics, the
preferred alternative yields improvements that are greater (or declines that are lesser) for Non-EJ TAZs than EJ TAZs.
BRTB Response: Sometimes percentage changes mask absolute number improvements for EJ Travel Analysis Zones (TAZs). For
example, as shown in Table 7 of Appendix C, implementation of the projects in Resilience 2050 is projected to increase the average
number of jobs accessible by transit within 60 minutes by 43,780 (229,012-185,232) in EJ TAZs (a 23.6% change). The number of
new accessible jobs by transit in Non-EJ TAZs is projected to increase by only 19,501 (91,978-72,477) (a 26.9% change). Absolute
improvements for EJ TAZs are larger for 8 of the 12 measures (excluding the three auto proximity measures where EJ access is
already near 100% and the average travel time for shopping purposes by auto measure, where EJ and non-EJ TAZs see near
identical absolute increases).
13. Set the baseline time frames for accessibility by both automobile and transit to be the same - 30 minutes.
BRTB Response: Reporting metrics by differing travel times for highway versus transit is a common practice in regional
transportation planning across the nation. As reported by the US Census Bureau, 2019 American Community Survey, the 2019
Average Travel Time to Work by Means of Travel for drive alone is 26.4 minutes and 46.6 minutes for bus. Setting the transit bar too
low may not paint an accurate picture of normal travel times. We can explore reducing the transit travel time in future updates to the
long range transportation plan.
14. Modify the public transit time calculation formula to factor in such metrics as headway adherence and schedule adherence.
BRTB Response: Unfortunately the regional travel demand model does not have the capability to adjust to match these factors with
projections going out to 2050.
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15. Highlight the fact that, with the preferred alternative, transit travel times will remain 2-4x higher than automobile travel times.
BRTB Response: Unfortunately as mentioned previously, transit travel times are significantly higher nationwide versus highway
travel times.
16. Propose a preferred alternative that results in the following:
A significant shift away from trips taken in single occupancy vehicles.
A significant increase in transit ridership.
A significant increase in the average weekday mode share for transit.
BRTB response: The BRTB shares your desire to focus on improving the transit system in the Baltimore region. As such, the Board
adopted every candidate transit project that was submitted for consideration in Resilience 2050. The Board is also expanding
planning efforts around other transit projects that could translate into new candidate projects for future plan updates.
We also support MDOT’s Commuter Choice program that offers financial support for rideshare coordinators in each jurisdiction, a
statewide Guaranteed Ride Home program and other programs such as the incenTrip mobile app. On the pedestrian side consider
Walktober. October in Maryland becomes WALKTOBER, a month where the Maryland Department of Transportation (MDOT) and
other partnering agencies promote and host events and webinars spotlighting Maryland pedestrians' safety, health and commuting
options in current walk programs and Initiatives.
The Maryland Department of Transportation, the Maryland Department of Planning, the Maryland Department of Health, MDOT State
Highway Administration, Maryland Highway Safety Office, Maryland Department of Natural Resources, America Walks, and AARP
annually share a series of informational resources and free webinars for pedestrians throughout the month of October. The weekly
webinars are tailored to interest pedestrian enthusiasts, advocates, planners, and residents.
In closing, thank you again for your comments.
OTHER TOPICS (5 comments)
1. Anonymous
(1) Timeline - Every time I see projects like this, the projections are that things will be built and usable by like 2030, 2040, etc. I have lived
in Baltimore 10 years, and have biked, walked or taken the bus through all of it. I don't want a better bike lane system when I am 50. I
want it yesterday. The slowness of all these types of projects are their death knell, as opposition builds faster than infrastructure
does, and the high cost and long timeline become reasons not to do this type of work. No leaders want to sign on, absorb all the
blow back about costs, headaches, etc., and then let someone 4 election cycles later take credit for a ribbon cutting, meanwhile
every political challenger runs on infrastructure opposition.
(2) Lack of Faith - How are we supposed to have faith in this project when all that ever seems to get built is more roadway, and at best
mass transit gets some fancy map, a repainted bus, but little actual improvement. Seeing any money dedicated to roads is
disheartening. The debacle with the Tiding's Bridge "bike" lane shows how hopeless these efforts often art. I will have in these
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projects when someone from the state comes out and tells people "no more roads, cars are not the priority, deal with the streets and
traffic you have." In the end these projects get watered down once a few people complain about difficulty driving, losing traffic lanes,
or even 1 parking spot disappearing.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We agree that the slow
pace of infrastructure projects can be frustrating. It can be disheartening to see timelines of years or decades before meaningful
changes are implemented. The reality is that planning, designing and constructing major transportation infrastructure projects takes
time. Key steps such as public involvement, addressing community concerns and environmental reviews are complex and time
consuming, but are also vital to project success. While progress can be slow, we have to consider each phase carefully to ensure
projects are effective and sustainable.
Opposition and cost are also common challenges for infrastructure projects. The projects in Resilience 2050, while broadly scoped at
this stage, will require significant investments to implement. As projects move from the conceptual to the implementation phase, they
enter the short-range Transportation Improvement Program, which details projects utilizing federal funds over the next four years. This
process can take time, and opposition to projects as well as securing funding to move a project forward are often challenges. However,
these elements make it even more crucial to spend significant time and effort throughout the planning and implementation process to
address concerns and communicate the value of projects.
We think that Resilience 2050 represents a step in the right direction for transit, bicycle and pedestrian investments. Resilience 2050
includes over $4.8 billion in funding for transit expansion projects throughout the region. These projects include two major transit
corridors, the East-West and North-South Transit Corridors, seventeen transit hubs throughout the region and several new express bus
and BRT routes, among others. In addition, nearly 3/4 of the projects in Resilience 2050 include bicycle and pedestrian facilities as part
of their project scope. Resilience 2050 also includes $250 million in funding set-aside for strategies improving air quality in the
Baltimore region. Sixteen regional bicycle and pedestrian priority projects are included in Resilience 2050 as part of this set-aside
funding (see page 30 of Chapter 7).
And we encourage you to continue to be involved in the planning process for future BRTB products. An upcoming project you may be
interested in is the Vision for a Regional Bicycle Network, beginning in summer/fall 2023. The regional bicycle network project will
include extensive public engagement and the opportunity to update the list of top regional active transportation priorities developed in
spring 2022.
Thank you again for your comment.
2. Jim E
Important to get this Right…but very challenging !! Relieve congestion, improve infrastructure, safety, mass transit without increasing
taxes! ?? We GET what we pay for! Entertainment/Escapism “more important” to most citizens (vs. paying taxes for maintenance &
improvement investments)?!
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The significant
challenges you raise regarding congestion, maintenance, safety and transit emphasize the importance of long-range planning.
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Identifying regional goals and evaluating projects based on those goals helps to ensure that future transportation investments yield a
safe, accessible and equitable transportation system. It’s also important to reevaluate plans. The long-range transportation plan is a
living document that can be amended and is updated every four years.
While we work hard on public outreach materials and gathering public input, it can be a challenge to engage people in the long-range
planning process. This makes it even more crucial to spend time and effort communicating how long-range projects with timelines of
years or decades can yield meaningful benefits for transportation. We encourage you to continue to engage with and comment on
future BRTB plans.
Regarding taxes, financial trends over the last several LRTPs have shown increases in system preservation and operations costs. As
such, system expansion funds have decreased to ensure that we adequately maintain and operate our current transportation system.
This strain on Maryland’s transportation trust fund was recognized by the General Assembly this past session. The 2023 Senate Bill 024
establishes a Maryland Commission on Transportation Revenue and Infrastructure Needs. The Commission will review, among other
items: 1) Revenue trends, 2) Trends in operating and capital expenditures, and how existing resources have constrained programming,
and 3) Methods other states are using to fund transportation needs. The Commission is scheduled to provide an interim report on or
before January 1, 2024.
Thank you again for your comment.
3. Paul Emmart
Where is the registration link for the outreach meetings? No one has the time to go to in person meetings at dinner time. If you intended
this, then please state it! Otherwise the outreach will result in a poor showing.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Details about our public
meetings to discuss the Resilience 2050 plans in more detail are listed on the second of three tabs on our Resilience 2050 PublicInput
project page, ‘Public Meetings.’ In addition to in-person meetings with each of our jurisdictional partners at various times on weekday
evenings throughout the comment period, we hosted a virtual meeting on Wednesday, May 24 at 12 p.m. We apologize if you missed us,
and encourage you to view a recording of the meeting available on our YouTube channel (@BaltoMetroCo).
Thank you again for your comment.
4. Bill Marker
Comment one. I saw the note in Sunday's paper and went have a second comment I wanna make, but getting to the meeting was very
problematic. There is nothing on the ad that says how'd to get to the meeting. It just says join for a virtual meeting on May 24th at 12:00
PM And then I tried doing the QR code and that just led me the information. I'm not sure how I, what I finally kicked in to get to it, but the,
the ad is very deficient, I would say. I had to get to the meeting. And two, I have a procedural concern that I live in the Barry Circle, part of
big town, a mile west of the Harbor in Baltimore. Two, I have a procedural concern that could affect substantive. I saw there's a meeting
in each county, but counties at different sizes. I'm afraid that could give over representation and the results to smaller counties. So I
would suggest that meetings should be probably each state senate district would essentially be giving a me equal meeting per
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population. I just, I think that, and certainly not all of Baltimore City can make it down easily. Make it to gay Street. You're all about
transportation. So, you know, so I am, those are my comments. Thank you.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We’re glad that you saw
our print ad, and apologize that we weren’t able to include more details beyond the address of each meeting due to space and budget
limitations. Going forward, we will more carefully consider ways to share more detailed information about how to access in-person
meetings. Regarding the number of meetings, we are limited by the duration of the comment period and the bandwidth of our staff.
However, we will consider how we can continue to make our opportunities for public involvement more accessible, particularly as we
navigate a return to in-person programs. We would welcome the opportunity to work with any elected officials, community groups or
other organizations looking to help us engage more of our community members in our transportation planning efforts.
Thank you again for your comment.
5. Melanie
The BRTB plans have finely detailed road widening projects and hugely ambiguous language about anything else from micromobility to
transit infrastructure. The lack of any detail on what these goals are for transit, while having highly detailed goals for the expansion of
personal car level of service, indicate priorities counter to the interests of Marylanders facing climate catastrophe and ongoing upkeep
shortfalls on the already overbuilt and oversprawled road system. Who made these decisions that will actively hurt Marylanders for
generations to come?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The BRTB always
struggles between trying to provide detailed versus digestible information. The current draft plan is 346 pages long and we look for
other ways to concisely tell the story of the plan. We have heard that the public responds best to graphic information and the BRTB has
chosen to provide an interactive project map and ESRI Story Map in response.
Many of these projects are envisioned to be planned, engineered and constructed 10 or 20 years from now and have not progressed
through required National Environmental Policy Act (NEPA) planning efforts that will determine details on the projects. In the case of
new transit service, we provide as much detail as available while recognizing that details such as the specific route, stations, frequency,
and even mode (in some cases such as the East-West and North-South transit corridors) will not be known without further planning.
Most details are not yet known for roadway projects, though most roadway projects involve expansion of already existing facilities.
Candidate projects submitted for consideration into Resilience 2050 have gone through various levels of local development and review.
Locally sponsored projects have more details provided in each jurisdiction’s Annual Priority Letter.
We strive to provide enough detail for public vetting, recognizing that project details are not finalized until the completion of NEPA.
Projects being identified in a regional long range transportation plan does allow for projects to progress through NEPA.
Thank you again for your comment.

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PROJECT SPECIFIC (8 comments)
1. Rivers Edge neighborhood - Anonymous
Please connect Rivers Edge neighborhood (intersection of MD 29 and MD 32) to the Columbia walking and biking trail network via
Holiday Hills Park.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. A new pathway
connection is being studied by the Maryland Department of Transportation. This project is in the early stages, but the overall goal is to
investigate the opportunity for a bicycle and pedestrian path between the Rivers Edge Community, Clarksville Hunt Community, and the
Johns Hopkins Library Services Center.
Thank you again for your comment.
2. MD 295/I-695 - Anonymous
Perhaps it's outside of the scope of this project but I'd like to suggest studying and correcting the I-295/I-695 interchange on the south
side of Baltimore. The number of vehicles that fail to negotiate the on/off ramps is ridiculously high.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We appreciate your
inquiry regarding safety concerns at the I-695 interchange with MD 295 in Anne Arundel County. MDOT State Highway Administration is
currently reviewing the interchange geometry of the ramps and will consider potential improvements upon completion of the review,
anticipated in fall 2023.
Thank you again for your comment.
3. MD 161 and MD 155 – Anonymous
Remove current stop sign configuration and install a roundabout at intersection of Rt. 161 and Rt. 155 in Harford County. The current
volume of traffic causes numerous instances of individuals not observing/adhering to the stop sign. This subsequently causes
dangerous navigation of the intersection.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We appreciate your
inquiry regarding intersection safety concerns along MD 155 (Level Road) at MD 161 (Darlington Road) located in Harford County.
MDOT State Highway Administration is currently conducting a review of this location and will consider potential improvements upon
completion of the review, anticipated in August 2023.
Thank you again for your comment.
4. Support for several projects - Joel Binkley
I live outside Annapolis not far from where the new Parole Transit Center is being constructed. I frequently drive the roads around
Parole, US 50/301, I-97, and MD 178/General's Highway. I strongly support the following elements of the Resilience 2050 Plan:
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Widening I-97 north of US 50. There is constant congestion on northbound I-97 in the afternoons where traffic existing US 50 and MD
665 condense down to two lanes of northbound traffic on I-97. I would be surprised if traffic numbers warrant a full interchange at
Crownsville/MD 178 but I wouldn't be opposed.
"Express bus" services from Annapolis/Parole to New Carrollton, Fort Meade/Columbia, and Glen Burnie. More of these bus services in
all directions from Annapolis will help regional transportation, ideally when combined with HOV or Bus only lanes on major highways.
Completing the missing segments of the South Shore Trail through Crownsville and Parole. I would strongly advise a connection to
Rolling Knolls Elementary school via Epping Forest road to allow more youth the opportunity to bike to school.
Improvements to MD 214 including intersection improvements at Riva Road and MD 424.
Please go even further and plan for future rail transit connections between New Carrollton and Annapolis (extend the orange line).
Preserve the median of US 50 for a potential rail line as was constructed in Northern Virginia with the silver line. If it makes sense
feasibly to extend a light rail line south of Washington DC to Waldorf (see SMRT plan) it surely make sense to connect Maryland's
capital to the Metro system via New Carrollton.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. We appreciate the
support of the improvements to I-97, MD 214, expansion of regional express bus and completion of the South Shore Trail as proposed in
Resilience 2050.
Regarding the extension of rail between Annapolis and New Carrollton, we support the importance of a regional transit link between
Annapolis and Washington, DC. This connection is also identified as a regional transit corridor in the Regional Transit Plan for Central
Maryland and regionally significant transit connection in the draft Statewide Transit Plan. While future considerations for this
connection could include rail, or some other form of higher capacity transit, in the next 25 years we anticipate express bus service as
being the most likely to get implemented within the fiscal constraints of this plan. If we were to allocate the amount of resources
required towards a rail connection for this corridor in Resilience 2050, numerous other projects would have to be eliminated from the
plan to stay within the anticipated revenues as shown in the Resilience 2050 Financial Plan (Chapter 6). It is our preference to provide
express bus service at a high enough frequency to provide an attractive alternative to single occupancy vehicular travel. Should that
service be provided as planned in Resilience 2050, the ridership for that route will provide justification for further enhancements of that
service including increased frequency and potentially an upgrade to BRT or rail, or other high frequency mass transit options. Anne
Arundel County will continue to advocate for the expansion of regional transit services, including in the annual priority letter to the
Maryland Department of Transportation for inclusion in the annual Consolidated Transportation Program.

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Regarding the recommended connection of the South Shore Trail to Rolling Knolls Elementary School, Epping Forest Road has been
identified as a secondary bicycle network connection in the County's newly adopted pedestrian and bicycle master plan, Walk and Roll
Anne Arundel! (shown on the Region 6 map on page 50). Whether the connection from Rolling Knolls Elementary to the South Shore Trail
happens as part of the trail construction or as a separate project by the County in keeping with the investment priority of providing Safe
Routes to School from the County's transportation master plan, Move Anne Arundel!, would be determined during the design of Phase III
of the South Shore Trail which will include public involvement at that time.
Thank you again for your comment.
5. Interchange - Jim E
I 70/ I 695 connection — reduce outrageous congestion!! Maybe by improving Public Transit! 🙄🙄

BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The BRTB’s 2024-2027
Transportation Improvement Program (TIP) include a project to replace bridges and all ramps at the I-695 and I-70 interchange. This
$275 million MDOT State Highway Administration project will improve operations at the interchange. Construction is anticipated to
begin in spring 2025 and be completed in fall 2028.
Regarding public transportation, Resilience 2050 includes over $4.8 billion in funding for transit expansion projects throughout the
region. These projects include two major transit corridors, the East-West and North-South Transit Corridors, seventeen transit hubs
throughout the region and several new express bus and BRT routes, among others.
Thank you again for your comment.
6. More Transit - David Highfield
Mass transit could be helpful if extended into Carroll County.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The policy of Carroll
County, through the adopted plans and Board of County Commissioners’ resolutions, has always been to provide transit services only
within the County. There are currently no plans to expand this type of service outside of the County. The most recent Transit
Development Plan (TDP), which provides a plan for public transportation improvements in the County over a five year period, reinforced
this policy.
Thank you again for your comment.
7. No to Broening Highway Interchange - Turner Station Conservation Teams Inc. (Gloria Nelson, President)
On behalf of our beloved community, Turner Station Conservation Teams Inc. (TSCT) is opposed to the I-695 Broening Highway
interchange and its threats to our community's integrity, public health and natural environment. Turner Station is a waterfront
community surrounded by heavy industry and suffering from the collapse and toxic legacy of Bethlehem Steel, its primary industrial
employer. TSCT diligently works to revitalize our historic African American community of approximately 3000 residents, a majority
minority population with low income above the regional average. We face infrastructure issues, housing challenges, flooding, poor air
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and water quality, a lack of green infrastructure, etc. With the assistance of several partners, we are finally making progress in our
struggle against a history of environmental injustice.
The I-695 at Broening Highway Interchange is an unprecedented challenge for our community. It's so ironic that BRTB's theme is
"Resilience 2050: Adapting to the Challenges of Tomorrow". We are working with The Nature Conservancy and our Board recently
completed a TSCT Vision Strategy Session to revisit our vision, mission and strategies to create a more resilient community
organization to adapt to the challenges of tomorrow. Now it is clear that our present and future greatest challenge is facing us - an
interchange at our back door at I-695, Exit 44.
We're aware that Congressman Dutch Ruppersburger obtained 1.5 million dollars for planning a full interchange to support Trade Point
Atlantic's increased growth and traffic. We also noted that we're now discussing a partial interchange. Does that mean that our ground
zero community's quality of life and health consequences will be only partially impacted when our ailing residents are studied in the
future? Is the economic success of Trade Point Atlantic more consequential than the health and safety of our vulnerable residents?
Turner Station is the largest historic African American community in Baltimore County and a poster child for inequity. Your decision will
make a strong statement about how Baltimore County and the State of Maryland plans to adapt to the challenges of tomorrow. We look
forward to working together for the best possible outcome for the community of Turner Station.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. This comment, in full,
will be entered into the record of Resilience 2050 and re-shared with Baltimore County when the upcoming feasibility study begins. A
feasibility study is a detailed analysis that considers all of the critical aspects of a proposed project in order to determine the likelihood
of it succeeding. The study is designed to help decision-makers determine whether or not a proposed project or investment should be
pursued. There will be an opportunity for Turner Station to weigh in at that time, which is before a decision is made to move forward.
Thank you again for your comment.
8. Snowden River Parkway - James Wilkinson
# 21: Widening of Snowden River Parkway from four to six lanes from Broken Land Parkway to Oakland Mills Road. Agree this is a
congested road, I have concerns about impacts to residences and forest buffers on north side of Snowden Rover Parkway and access
to businesses also on north side of Snowden River Parkway. A widened roadway will increase noise levels to residences from increased
traffic and removal of forest. Currently we are experiencing noise issues from modified car exhaust systems and motorcycles on
Columbia's streets. How will noise levels be addressed? I also would appreciate more information on transit options and ideas to divert
heavy truck traffic away from this area of Snowden River Parkway. Thank you.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. This project’s goal is to
deliver improvements along the corridor to address both congestion and safety with staged projects at intersections to address car
congestion as well as new sidewalks and pathways along the corridor. While there might be some short sections, primarily at
intersections, where the road will be widened from the curb, a significant portion of the project will use the existing medians to add
capacity. Additionally, these types of projects also include street trees, which will address some of your noise concerns. This corridor is
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Ride lots; access to these lots is also being improved with a new pathway from Broken Land Parkway and Snowden River Parkway. We
understand your concerns about heavy truck traffic. However, Snowden River Parkway provides critical truck access to the numerous
business located in the industrial parks on the south side of Snowden River Parkway and this road will continue to serve this role.
Regarding your concerns about noise from motorcycles and cars, this is a vehicle regulation issue that would be best addressed by the
Howard County Police Department who have the authority to issue tickets to drivers whose vehicles violate state and federal vehicle
noise standards.
Thank you again for your comment.
TRANSIT (23 comments)
1. Anonymous
Expanding reliable, fixed-rail transit is key to Baltimore's future. Currently its difficult to get around the city without a car besides using
unreliable buses which get stuck in traffic. What fixed rail transit does exist (metro and light rail) doesn't go many places people want to
go and doesn't link well to other modes of transit.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA is leading multiple
efforts to expand the current transit system. The Regional Transit Plan, published in 2020, identified thirty corridors to be studied. Each
corridor has or is projected to have sufficient ridership demand to support all-day, frequent transit and would require additional
infrastructure investment to fully support successful transit. Additional study is needed to determine mode, specific route or alignment,
levels of service and station locations. Investments may include dedicated right-of-way, signal priority, shelters or stations, and other
customer amenities. Currently, MTA is advancing the Red Line which will provide an essential east-west connection from Woodlawn to
Bayview with the potential for expansion to eastern Baltimore County. The North-South Corridor Study is evaluating existing and future
transit demand between Towson and Downtown Baltimore. Baltimore Metropolitan Council is leading a pilot feasibility study for midopportunities corridors like BWI Airport to Columbia Town Center.
Thank you again for your comment.
2. Anonymous
Around the year 2000 we were presented with a transit system for Baltimore. In it were the continuation of the Green Line (Metro) and
the Blue Line (Light Rail). What was standing out most about these two lines was that they did not connect. When the public was
planning the Red Line, again there was no connection with either existing lines. The public converted the proposed bus line that was to
be the Red Line to a light rail line that would be grade separated at various points, primarily through the CBD, utilizing Charles Center as
a hub. (Charles Center was designed to handle a north-south and an east-west metro line).
Then, in 2000, the public input took the B&O Museum, Camden Yard, and M&T Bank Stadium into mind when planning the route. Include
University of Maryland into the mix and tie into the Metro line and the cost of running might be reduced, and we get direct connection of
the two lines.
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There was no thought in this latest plan to extend the green line to the MARC Line. This was presented back in 2000 and would provide
access for those living along the MARC line to Johns Hopkins. The Green Line, then, was proposed to extend to Morgan State. Is that in
the master plan?
Overall, we should be looking at destinations not only at Johns Hopkins Bayview but also Trade Point Atlantic. We should also be
looking at existing lines to expand development at stations. Plus, we should be looking at the overall rail network of the region to see
which lines can be utilized as Metro/light rail lines.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The green line was
identified as part of the 2002 Baltimore Regional Rail System Plan; however, the project was not moved forward for cost-effectiveness
reasons. More recently, MTA and its regional partners created the Central Maryland Regional Transit Plan, establishing a vision for
transit over the next 25 years. This plan identified Regional Transit Corridors demonstrating demand for major investments in highquality transit options. Two corridors were identified for Early Opportunity Corridor Studies: The East-West and North-South corridors,
both the East-West and North-South transit corridors are included in Resilience 2050. The East-West Feasibility Study findings
reaffirmed the need for transit along the Red Line preferred alternative alignment, as well as demonstrating the need and strong support
for other areas that were studied. As a result, MTA will look at expansions from Bayview to Eastern Baltimore County as part of the
Eastern Baltimore County Access Study.
Thank you again for your comment.
3. Anonymous
The lack of a true vision for a more regional transit network that centers on existing infrastructure in town centers is truly disappointing
in the face of a climate crisis that world has to confront over the next 30 years. The focus of more than 60% of the funding in this plan is
either expansion or improvements of roads that will encourage people to use cars more, which will increase greenhouse gas emissions
and result in poor land use. The Baltimore Metropolitan Council needs to seriously consider how transportation will look in 30 years in
the face of a changing climate and financial reality. Cars force municipalities to use land in an inefficient way that costs more for the
build-out and maintenance of infrastructure and services. We need to re-think the car-dependent system that this plan continues.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The Central Maryland
Regional Transit Plan, developed by the Maryland Transit Administration, serves as a guiding document for transit projects for the next
25 years. This plan, completed in 2020 is scheduled for an update in the next few years. This plan focuses not only on regional service
but also local service around town centers. A number of local transit agencies do provide transit in town centers, and MDOT MTA
connects to a number of those local transit services. Transit agencies are continuing to develop additional circulator services that
should reduce car trips.
Thank you again for your comment.
4. Anonymous
If you want this city's population to ever rebound, you're gonna have to get serious about investing in mass rapid transit. A light rail that
is not only reliable but it not concentrated in the wealthiest and most gentrified part of the city. A city where everyone can theoretically
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get around comfortably, quickly, and affordably without a car. Otherwise there's no hope of the city ever rebounding again. No matter
how "affordable" the housing stock is.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA is leading multiple
efforts to expand the current transit system. The Regional Transit Plan, published in 2020, identified thirty corridors to be studied. Each
corridor has or is projected to have sufficient ridership demand to support all-day, frequent transit and would require additional
infrastructure investment to fully support successful transit. Additional study is needed to determine mode, specific route or alignment,
levels of service and station locations. Investments may include dedicated right-of-way, signal priority, shelters or stations, and other
customer amenities. Currently, MTA is advancing the Red Line which will provide an essential east-west connection from Woodlawn to
Bayview with the potential for expansion to eastern Baltimore County. The North-South Corridor Study is evaluating existing and future
transit demand between Towson and Downtown Baltimore. Baltimore Metropolitan Council is leading a pilot feasibility study for midopportunities corridors like BWI Airport to Columbia Town Center.
Thank you again for your comment.
5. Anonymous
I just want transit to be reliable and be easily tracked on a phone app. Currently neither are happening. Canceled busses and late busses
are main reasons why more people don’t ride. I’d love for busses to come more often than once an hour so if one does get canceled you
can get the next one instead of having your whole day ruined.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA has several
initiatives underway to improve our on-time performance and reduce cut runs. Recent operator hiring initiatives have included a one day
hiring event, social media promotion, and events with partner agencies like the Baltimore City Mayor’s Office. In addition to hiring
additional bus operators MTA is working on infrastructure improvements to make buses faster and more reliable. MTA has grown our
dedicated bus lane network significantly through projects like North Avenue Rising and the addition of three bus lane pilot corridors on
York Road, Harford Avenue, and Charles/Light Streets. Additionally, MTA has ongoing efforts to steadily improve the reliability of real
time data both as reported to apps like Transit App, and to increase the number of real time information signs at busy stops.
Thank you again for your comment.
6. Jon Foster
We need better rapid transit in popular places and we need it FAST. Not in 20 years, not in 10 years. Planning and implementation need
to be much much faster. Otherwise, things will have changed by the time the FEIS is finalized and it won't make sense. Also, we must
put investment into our marginalized communities, and stop looking at transit as a revenue source and more like the public good it is
(like other publicly paid things -- roads, fire fighters/police, etc.). So let's open two subway/light rail lines with grade separation, through
popular places that go to destinations that are underserved and let nature do the rest!
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA is leading multiple
efforts to expand the current transit system. The Regional Transit Plan, published in 2020, identified thirty corridors to be studied. Each
corridor has or is projected to have sufficient ridership demand to support all-day, frequent transit and would require additional
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infrastructure investment to fully support successful transit. Additional study is needed to determine mode, specific route or alignment,
levels of service and station locations. Investments may include dedicated right-of-way, signal priority, shelters or stations, and other
customer amenities. Currently, MTA is advancing the Red Line which will provide an essential east-west connection from Woodlawn to
Bayview with the potential for expansion to eastern Baltimore County. The North-South Corridor Study is evaluating existing and future
transit demand between Towson and Downtown Baltimore. Baltimore Metropolitan Council is leading a pilot feasibility study for midopportunities corridors like BWI Airport to Columbia Town Center.
While these larger investments proceed through the planning process MTA is leading multiple projects that focus on improving service
today, particularly for core bus. For instance, MTA’s Fast Forward Program is investing $43 million in our core service area by
accelerating projects that create a transit system that is more reliable, accessible, and easier to use. Investments include, Bus Stops
and Shelters, Wayfinding, Real-Time Information Signs, and dedicated bus lanes. The goal of these investments is to improve the
customer experience and improve reliability across the system.
Thank you again for your comment.
7. Greater Washington Partnership - Kathy Hollinger CEO
The Greater Washington Partnership (the Partnership) commends you and your team for the Resilience 2050: Adapting to the
Challenges of Tomorrow (Resilience 2050) long-range transportation plan and the Draft 2024-2027 Transportation Improvement
Program (draft TIP). These two plans detail the next 30 years of transportation priorities and investments in the Baltimore region which
will shape the long-term economic health, vibrancy, and competitiveness of the region.
The Partnership is a first-of-its-kind nonprofit alliance of the region’s leading employers in Maryland, Virginia, and Washington, DC. In
2018, the Partnership released the Blueprint for Regional Mobility, an action-oriented strategy to transform our region’s transportation
system into an asset that ensures our global competitiveness, expands access to opportunity, and removes barriers to mobility from
Baltimore to Richmond.
The Partnership is also committed to Baltimore’s Transit Future, a collaborative effort with the Greater Baltimore Committee to ensure
that the region has a world-class public transit system to create shared economic prosperity and catalyze inclusive growth. Already,
more than 70 Greater Baltimore businesses and institutions have rallied their support behind a shared strategy to invest in the region’s
transit system to drive inclusive economic growth across the region.
As you finalize the two draft plans, I encourage you to consider the following comments:
•

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The Partnership applauds the inclusion of transit projects like the East-West Transit Corridor and the North-South Transit
Corridor for their capacity to spur transformational and inclusive economic development. In conjunction with other transit and
regional rail projects like a new Aberdeen MARC Station, a Bus Rapid Transit corridor on US 1, and the Light Rail and MARC
rolling stock fleet overhauls, the Baltimore region can advance a pipeline of transit investments to bolster economic
competitiveness by connecting residents to more job, healthcare, and educational opportunities, while creating high-quality jobs
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SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
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•

A robust, multi-modal transportation network will be critical to achieving the goals laid out in Resilience 2050, including goals
to improve accessibility, mobility, system safety, and promote prosperity and economic opportunity. By providing frequent and
reliable alternative modes of transportation, the Baltimore region can advance economic opportunity while building a
transportation system that is safer, more resilient, and more equitable. Investments into transit, pedestrian, and cycling
infrastructure as well as the roadway maintenance and improvement projects detailed in Resilience 2050 will create jobs and
spur inclusive economic growth across the region.

Sustained investment to transform the transportation network into a globally competitive asset will be critical to the region’s long-term
economic health and vibrancy. Transformative projects, such as the East-West “Red Line” transit corridor, will define regional mobility
and access for the next generation. We encourage the Baltimore Regional Transportation Board to continue to prioritize innovative
infrastructure projects that can bolster economic competitiveness and create a more connected and inclusive region.
I thank you for the consideration of the Partnership’s comments and our shared goal of making this region, from Baltimore to Richmond,
the best place to live, work, and build a business.
BRTB response: Thank you for your comments and for participating in the planning process for Resilience 2050. We thank you for the
Partnership’s support for the wide range of transit and multi-modal projects selected for inclusion in Resilience 2050. We do believe the
goals that were adopted will lead to a robust and sustainable transportation network that allows economic opportunity to all in the
region.
Thank you again for your comments.
8. Mark Gregory
Please include transit line row acquisition for coordinated national interconnectivity. We need coast to coast and Country to Country
high speed access.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The BRTB and BMC staff
participate in conversations about national connectivity including the Federal Railroad Administrations Long-Distance Service Study and
has also had briefings on proposed AMTRAK improvements in and beyond the region. The BRTB continues to monitor and prepare for
the proposed future expansions.
Thank you again for your comment.
9. Marietta Hassan
I live in Baltimore county Maryland Reisterstown to be exact. If I wanted to go Towson using public transportation; I would HAVE to go
all the way downtown Baltimore to catch a train that would take me back up to where I started, then back Towson. About a forty-five
minute train ride, which would only take less than twenty minutes by car.
Commuters would save much expenses, wear and tear on car.
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Fans from Carroll County would not have to drive into the city for Orioles or Raven games (can you imagine how much parking this
would free up). Shopping could be more convenient from Lexington Market and other shops.
Merchants would have better chance of improving new customer base and being more diverse.
I can not believe no one has explored this. You have brought the inner city into the county, now you must expand, giving customers and
residents the freedom to move about and travel shop outside their local jurisdictions.
Commute, explore, diversify.
Pennsylvania is not that far away. You have subway/light rails traveling to DC and suburbs, why not to PA. Thank you for taking the time
to read.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Regarding your feedback
on public transportation within the Baltimore region, MDOT Maryland Transit Administration, in partnership with Baltimore City and
Baltimore County, spent last year identifying a range of options to improve existing and future transit between Towson and Downtown
Baltimore with the North-South Corridor Study. Several options are now being reviewed for feasibility and will be narrowed down to 3-4
alternatives that will be explored in more detail. While this study is in preliminary stages, it represents a step forward in delivering major
transportation investment to the region.
Thank you again for your comment.
10. Patrick Ireland
As someone that lives along this corridor, I would like to see the north south corridor transit project moved from 2040-2050 expenditure
to an earlier time frame (maybe 2028). To me this would have a huge beneficial impact on a growing area of the city and county over the
numerous roadway expansion projects planned in its stead.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA, with its regional
partners, is working to advance the RTP North-South corridor study. This study is wrapping up the feasibility phase with next steps
including an Alternatives Analysis to prepare for future design phases. A construction timeline is dependent upon successful selection
of an alternative, completion of design, and development of a financial plan.
Thank you again for your comment.
11. Gerald Johnson
We need more transit system in Baltimore city and Baltimore County also when MTA going to upgrade the light rail system extension
also and the subway line two
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. In 2020, MTA and its
regional partners created the Central Maryland Regional Transit Plan, establishing a vision for mobility over the next 25 years. This plan
identified Regional Transit Corridors demonstrating demand for major investments in high-quality transit options. The East-West
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Corridor and the North-South Corridor from Towson to Downtown Baltimore City were identified as early opportunity corridors and are
being studied further to identify the best transit modes and alignments that will benefit the communities they connect.
Thank you again for your comment.
12. Jay Louis
More resources need to be allocated toward transit expansion. Relative to peer cities against which we are competing, Baltimore City's
ongoing shrinkage indicates a lack of demand for what this city has to offer. Uncoincidentally, the city is not growing, in large part
because (regardless of the reasons) the transportation infrastructure needed to support growth and economic competitiveness has not
been invested in. For too long, the prevailing mindset in this region has seemingly been that transit is simply a means of moving people
from point A to point B. However, transit expansion is also a means of directing growth and realigning a region's urban form; leading
cities around the world continue to demonstrate this. Does Greater Baltimore truly desire to be such a leading city and region?
Baltimore would easily grow by much more than a total of 4.1% through 2050, if city and state leaders are willing to do the difficult work
of committing to becoming a tremendously more micromobility & transit-connected city than we currently are. A recent Live Baltimore
study projected that 5,000 - 7,000 households would rent or buy new or significantly renovated homes each year over a five year period,
if such homes were added to the city’s housing stock. How much more could we do in 30 years by investing in transit and facilitating the
creation of new infill housing opportunities? What's needed is: 1) full-throated support for the idea that Baltimore will be a city where
car-ownership is an afterthought, and 2) unwavering focus on building the corresponding infrastructure that brings this idea to life. In
particular, Baltimore should be in pursuit of more fully grade-separated rail transit that provides a "turn up and go" level of service to the
region, with light metro as the designated technology (not to be confused with light rail).
Looking at the state of our transit system today, one of my greatest concerns is that the world is passing Baltimore by; but
Baltimore/Maryland is not learning from the world, even as we claim a desire to build a "world-class" transit system. With the right public
policy and investments, Baltimore City can be a global commercial hub in the making. As such, we should aspire to forward-looking,
global-standard transit service and technology, around which significant densification and growth can be directed. Surface-running light
rail is backwards-looking technology that we should not be in a rush to further embrace if that can be avoided. By contrast, light metro
allows for faster, automated, high frequency service, at low operating costs that could never be achieved with light rail. Running a rail
transit service at relatively low cost would then allow us to save our precious few operating dollars to develop as extensive and frequent
a bus system as possible. In thirty years, Baltimore's population density has the potential to be at or above the 10,000/square mile mark,
perhaps comparable to where Washington, DC and Philadelphia are today (11,000 - 12,000/square mile). At that point surface-running
light rail on downtown streets would be unprecedented for any high-density major city along the northeast corridor.
Understandably, the pursuit of fully grade-separated rail transit will not be cheap. But again, we must strive to learn from what we see in
the world around us in order to deliver high capacity transit infrastructure at reasonable costs. Maybe that means importing light metro
to Baltimore via public-private partnership with a proven entity like CDPQ Infra, the builder of Montreal's new RER regional light metro
system. Or maybe we can follow modular and prefabricated construction methods used in Madrid, Spain and Qingdao, China that have
allowed for major time and cost savings in subway building.
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BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA is leading multiple
efforts to expand the current transit system. The Regional Transit Plan, published in 2020, identified thirty corridors to be studied. Each
corridor has or is projected to have sufficient ridership demand to support all-day, frequent transit and would require additional
infrastructure investment to fully support successful transit. Additional study is needed to determine mode, specific route or alignment,
levels of service and station locations. Investments may include dedicated right-of-way, signal priority, shelters or stations, and other
customer amenities. The creation of a better network will increase ridership by providing better, more convenient access to more
destinations. Currently, MTA is advancing the Red Line which will provide an essential east-west connection from Woodlawn to Bayview
with the potential for expansion to eastern Baltimore County. The North-South Corridor Study is evaluating existing and future transit
demand between Towson and Downtown Baltimore. Baltimore Metropolitan Council is leading a pilot feasibility study for midopportunities corridors like BWI Airport to Columbia Town Center.
Thank you again for your comment.
13. Earl Lowe
for subway Reisterstown road station should become a transit hub. More shopping and businesses in that area
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. In 2021 the Maryland
Department of Transportation awarded for entering into an exclusive negotiating privilege an agreement with Wabash Development
Partners to develop approximately 25 acres of unimproved land and surfaced parking lots. This is an ideal space for Transit-Oriented
Development (TOD) which could include additional shopping and business amenities.
Thank you again for your comment.
14. Maggie
By making much needed updates to Baltimore’s public transit, people will have access to more of the city and thus benefiting the
economy. In my observations since moving from DC to Baltimore in the last five years, people do not choose to take public transit. I
have encountered first hand how unreliable, indirect, and unsafe the system is due to decades of neglect. Improvements should focus
on making transit a reliable, efficient, and safe option for everyone. This could consist of having designated more bus lanes to help
buses move through traffic. Currently, takings bus can be up to 3x the commuting time. Invest in options to connect the main hubs
tourists like to go to for example Federal Hill to Waterfront to Canton. Currently it’s quicker to walk or take the water connector then rely
on any direct route that connects the city. Finally, investing in the light rail that connects the stadiums to the county as well as Hamden
to the city can improve movement to different areas. Baltimore is unique in how small it is compared to other cities yet everything
requires a car to access. Tourists, commuters, and everyday people are having to drive to access areas of Baltimore when there are so
many underutilized resources to improve movement throughout the city. Finally, a point to add that even with these updates there needs
to be a focus on changing public perspective around public transit in Baltimore. From my experiences, information is hard to find on
schedules as well as access points. These create barriers in addition to the safety concerns that people already have as a stigma when
visiting Baltimore. You cannot just have those who have no access to vehicles using transit. It needs to be supported by the city and
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people as a whole to have the continuous funds coming in to support the infrastructure. I feel confident that this initiative will provide at
least dialogue around how to improve our city and bring life/ tourism back to Baltimore.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. There are several
ongoing bus projects to increase bus reliability, speed and passenger safety throughout the core bus system. Potential targeted
investments to the roadway that prioritize transit riders include curb-extensions at bus stops, transit signal priority, dedicated bus lanes,
queue jumps, and more. Current corridor efforts include the RAISE Transit Priority Project (CMS to Fox Ridge), Garrison Boulevard, and
the Belair Rd Gay St corridor.
MTA’s Fast Forward Program is investing $43 million in our core service area by accelerating projects that create a transit system that
is more reliable, accessible, and easier to use. Investments include, Bus Stops and Shelters, Wayfinding, Real-Time Information Signs,
and dedicated bus lanes. Three pilot dedicated bus lanes were installed on York Road, Harford Avenue, Charles/Light Street to bring
quick improvements to riders.
Thank you again for your comment.
15. Melanie
MTA MARC put out a long term vision for expanding regional rail in Maryland, mostly centered on the existing Penn and Camden
corridors, all the way back in 2007, but there is nothing in this budget about furthering that plan. Is that because MTA never submitted
those plans to the BMC? Because none of those plans ever came to fruition. But expanding regional rail can much better serve the
prosperity of Maryland than widening roads.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA has been working
on various projects and programs to improve, enhance, and expand the MARC service on all three lines. As MARC does not own the rail
right of way or tracks it operates its service on, expansion of the service must be coordinated and approved by host railroads. More
recently, MTA is working on extending the service into Virginia and Delaware. Several other critical projects are underway, such as
replacement of the old B&P Tunnel, a new MARC West Baltimore Station, redevelopment and restoration of Penn Station and increasing
service levels.
Thank you again for your comment.
16. Eric Rockel
I am writing concerning the Long-Range Roadway and Transit Projects, 2028-2050. I am the vice president of an umbrella group of
community associations in the Lutherville/Timonium/Cockeysville area, known as the Greater Timonium Community Council. Our
residents heard about project #44, the North-South Transit Corridor, from the MTA at one of our meetings in the fall of 2022. The
members are dead-set against extending a transit line along York Road north of I-695. In the Central Maryland Regional Transit plan
completed in 2020, that plan did not show the transit line to Towson being extended north of the Beltway with this North-South project.
The feelings against this add-on leg to the North-South corridor was so pervasive that we circulated petitions, both on-line and by paper,
that resulted in 3500 persons signing up against this leg north of the Beltway. BMC can expect major opposition if it supports the part
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north of I-695. We have made the County Executive, John Olszewski, aware on multiple occasions of our opposition, and I would hope
that he conveys our feelings to the BMC.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. In 2020, MTA and its
regional partners created the Central Maryland Regional Transit Plan, establishing a vision for mobility over the next 25 years. This plan
identified Regional Transit Corridors demonstrating demand for major investments in high-quality transit options. The East-West
Corridor from Bayview to Ellicott City and the North-South Corridor from Towson to Downtown Baltimore City were identified as early
opportunity corridors and are being studied further to identify the best transit modes and alignments that will benefit the communities
they connect. The feasibility study was extended to Lutherville to investigate the potential benefits of connecting to the existing Light
Rail system. Whether this segment of the corridor is even considered in the next phase of the project, the alternatives analysis phase,
remains to be determined. Extensive planning and technical evaluations remain to be conducted along with further opportunities for the
public to provide comment on these studies as they advance before a specific mode and alignment is determined as preferred option to
be pursued by MTA and regional partners.
Thank you again for your comment.
17. Eric Rockel
On the long range plan, project #44 - the North South Corridor - should not include the leg of transit from Towson to Lutherville.
Residents north of I-695 are strongly opposed to extending light rail in the right of way of York Road.
BRTB response: See response to #16.
18. Spencer B, supported by willy
By improving public transit and bike lanes, we will not need as much parking in Baltimore and can utilize lots for green projects. Making
Baltimore greener will greatly improve air quality and provide more outdoor space for communities to utilize.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Baltimore City prioritizes
transit and active mobility users in transportation infrastructure projects. The City is committed to increasing the viability of sustainable
transportation alternatives by continually growing its network of protected bike facilities and dedicated bus lanes, and generally
prioritizing initiatives that reduce dependence on parking and driving. The City is also proactively working to downsize impervious
surfaces in places where excess road width is found to contribute to speeding and reckless driving. This typically results in the creation
of additional pedestrian, bicycle and green space in the public right-of-way.
Thank you again for your comment.
19. Transit Choices – Robin Budish, Director
We hope this message finds you well. Transit Choices would like to make the comments below on the MDOT/MTP Long-Range Transit
Plan as requested by Shane Sarver on behalf of the BMC. We would appreciate your thoughts on what would be the most effective way
for us to give feedback.
Page 600 of 619

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
1. Making Penn Station a rail hub - for this to happen, we need to better link the light rail stop at Mt. Royal with Penn Station. As it is now
a person who wants to take the light rail to Penn Station has to get off at the Mt. Royal Station and walk 3.5 blocks to Penn Station with
whatever luggage they are carrying. In rain, cold weather, and after dark this walk is unpleasant and even scary. In the original planning
for the light rail a trestle was built across Interstate 83 to accommodate light rail trains going directly into Penn Station. Because of the
rush to get the light rail completed before Camden Yards opened, this connection was never completed. In reviewing the options now
we feel that the best way to make this link would be to run an automated shuttle every 4 minutes between Penn Station and the Mt
Royal stop. To bring the light rail into Penn Station directly would add another 5 minutes to an already too slow connection between
Hunt Valley and downtown. To further make Penn Station a transportation hub we feel that there needs to be a Marc train stop at
Bayview. Coupled with a fare change that would allow short commutes, riders could then use the Marc train to go from the West
Baltimore stop to Bayview in East Baltimore, a major employment center. We know options are under discussion to run Marc trains as
far as Delaware, or for there to be a Marc train shuttle between BWI and Martin Marrietta. Either of these would create an opportunity for
an East-West rail connection in Baltimore. This would not be a replacement for the Red Line but a stop-gap measure that could be built
in the interim both relatively inexpensively and in a short-range time frame. Then we would have a true rail hub at Penn Station.
2. Our water transit system in the harbor needs to be expanded both in time and distance. Future water transit should run to the middle
Patapsco branch and connect Port Covington (Baltimore Peninsula) and Cherry Hill to the Inner Harbor. The schedule should include
weekends as well as weekdays. Ideally the water taxi system and Harbor Connector could be merged into one system with a different
fare structure for tourists and commuters. This would enable us to promote the water transit system in a coherent fashion to both
residents and commuters alike. Presently, having two separate systems is confusing to riders and makes marketing the systems
problematic. Water transit is an important part of Baltimore's overall public transit system.
We would also recommend that both support and funding for transit projects not be disproportionately weighted in favor of highway
expansion projects.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. MTA has been awarded
a $6 million federal grant from the U.S. Department of Transportation’s (USDOT) 2022 Rebuilding American Infrastructure with
Sustainability and Equity (RAISE) program and a $3.6 million federal Earmark designation. The grant will assist the $12 million Building
Baltimore Penn Station Connections project to improve access in and around Baltimore’s Penn Station. This collaborative effort will
enhance transportation connections for transit riders, motorists, bicyclists and pedestrians and expand access to the local
disadvantaged community, more than 20% of which lacks access to a car. MTA is planning to improve the pedestrian connection to Mt
Royal Light Rail station as a part of the Penn Station project. This project will complement investments by other public and private
partners to modernize and redevelop Baltimore Penn Station.
MTA is also currently working towards a 30% design milestone for a MARC Bayview station which works to extend rail access to a
major medical facility and job center in Baltimore City and creating another transit east-west connection.
Thank you again for your comment.

Page 601 of 619

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
20. Susan Wierman
I am concerned about the idea of light rail on York Road between Towson and Baltimore. Light rail is not like a local street car. It is
designed to provide long distance connections between parking areas and highly concentrated destinations. A light rail on York Road
would not serve the people along the route; it would mainly those close to large parking areas. Furthermore, York Road is not wide
enough to accommodate both rail and passenger car traffic. A light rail line would limit access via personal vehicle for communities that
front on York Road. Fixed rail systems are very expensive and must have substantial demand to provide reasonable cost: benefit ratios.
Smaller, more frequent vehicles would provide better service to affected neighborhoods and encourage greater patronage. I don't think
a light rail system on York Road is a good investment, and I don't think it would benefit people living along the route.
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. While light rail was a
mode considered for the North-South corridor in the feasibility study, there are additional options that are being considered as well.
Extensive planning and technical evaluations remain to be conducted along with further opportunities for the public to provide comment
on these studies as they advance before a specific mode is determined as preferred option to be pursued by MTA and regional partners.
The next step in this process will be an alternatives analysis, which will consider things like vehicle size/type and operational
characteristics, in addition to mode and alignment.
Thank you again for your comment.
21. Will
I noticed that for the RTP corridors project, you get the average cost by taking the average of 7 proposals for each corridor. For each
there were 4 Bus, 2 light rail, and 1 heavy rail alternative analyzed. But this results in numbers too high for BRT, but too low for rail
projects like the Red Line. How will this affect federal funding?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The Long-Range
Transportation Plan (LRTP) is a living document that is updated every four years. In addition, the LRTP can be amended if the scope of a
project changes prior to the adoption of the next LRTP. When MDOT MTA moves forward with a selected alternative for either the EastWest or North-South Transit Corridors, the selected scope and estimated cost will either be amended into Resilience 2050 or included in
the next update of the LRTP. Depending on the cost of the selected alternative, this could mean that some projects may need to be
removed from the LRTP to ensure that the document remains fiscally constrained.
Thank you again for your comment.
22. Willy
We must focus on electrified railways. Also don't even think about EV buses; waste of valuable resources and literally crush the roads
it'll drive on. Just build a light rail or even trolley buses if that's cheaper alternative?
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. The Maryland
Greenhouse Gas Reduction Act Reauthorization set a 40 percent reduction target for statewide emissions by 2030 from 2006 levels.
MTA subsequently established a goal to convert 50 percent of its Core Bus fleet in Greater Baltimore to zero emission buses (ZEBs) by
Page 602 of 619

SUMMARY OF PUBLIC COMMENTS AND BRTB RESPONSES
Resilience 2050, 2024-2027 Transportation Improvement Program
and the Associated Air Quality Conformity Determination
2030. This goal was also included in the 2020 Central Maryland Regional Transportation Plan (CMRTP), along with a longer-term goal to
convert 95 percent of the Core Bus fleet to zero-emission buses by 2045. The passage of Senate Bill 137 in 2021 and of Senate Bill 67 in
2022 prohibited MTA from entering into new procurements for non-ZEBs (ie, diesel buses) beginning in fiscal year 2023.
Through the Red Line project and the RTP North-South Corridor study, MTA is also investigating potential new Light Rail or Bus Rapid
Transit alignments to expand the MTA premium transit network.
Thank you again for your comment.
23. Willy Wong
Don't feel any transit in Baltimore County connect to places people want to go
BRTB response: Thank you for your comment and for participating in the planning process for Resilience 2050. Both MDOT MTA and
Baltimore County provide transit and are planning additional transit in the county. It would be helpful to know what destinations you
believe should be connected.
Thank you again for your comment.

Page 603 of 619

APPENDIX H
ASSOCIATED BRTB RESOLUTIONS

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Page 605 of 619

Page 606 of 619

Date

7-25-23
_____________________

D’Andrea Walker, Chair
Baltimore Regional Transportation Board

________________________________

I HEREBY CERTIFY that the Baltimore Regional Transportation Board, as the
Metropolitan Planning Organization for the Baltimore region, approved the aforementioned
resolution at its July 25, 2023 meeting.

NOW, THEREFORE, BE IT RESOLVED that the Baltimore Regional Transportation
Board approves Resilience 2050: Adapting to the Challenges of Tomorrow (Resilience
2050), the 2024 – 2027 Transportation Improvement Program (TIP) and the associated
Conformity Determination of Resilience 2050 and the TIP.

WHEREAS, a range of outreach strategies was employed to share information
about Resilience 2050, the 2024 – 2027 TIP and the Conformity Determination supported
by opportunities for public comment, including seven public meetings, one virtual
meeting, and informational on-demand multimedia presentations. A 35-day review was
offered and numerous public comments were considered by the BRTB.

WHEREAS, opportunities for public comment were provided – including a 35-day
public comment period, seven public meetings (one held in each jurisdiction), a virtual
public meeting, and regularly scheduled meetings of the Baltimore Regional Transportation
Board, Interagency Consultation Group and Technical Committee – with respect to the
Draft Resilience 2050, 2024 – 2027 TIP - and the methodology and results of the conformity
analysis – and these comments were duly considered by the Metropolitan Planning
Organization in this deliberation process; and

WHEREAS, the conformity analysis as reported in the “Conformity Determination of
Resilience 2050 and the 2024 - 2027 Transportation Improvement Program,” dated May
2023, provides the basis for a finding of conformity to 8-hour ozone National Ambient Air
Quality Standards (NAAQS) SIP for the Baltimore region, which includes meeting the 2012
Reasonable Further Progress motor vehicle emission budgets as determined adequate by
U.S. EPA. This addresses three ozone NAAQS: 1997, 2008 and 2015. (Attachment 1: Tables
1 and 2); and

WHEREAS, the Baltimore Regional Transportation Board, as the Metropolitan
Planning Organization for the Baltimore region, is required under Clean Air Act
Amendments of 1990 and the U.S. Environmental Protection Agency’s Transportation
Conformity Rule to conduct analyses to ensure that the region’s transportation plans and
programs conform with the State Implementation Plan (SIP); and

Page 607 of 619

APPENDIX I
GLOSSARY OF TERMS

Page 608 of 619

GLOSSARY OF TERMS
3-C
ACS
ADA
BMC
BRTB
CAAA
CFR
CIP
CMAQ
CMP
CTP
DBE
DOT
EJ
EPA
ERS
FARS
FAST
FHTF
FHWA
FTA
HHS
HSIP
ICG
IIJA
IRI
ITS
LOTTR
LRTP
M&O
MAA
MAP-21
MARC
MD-JARC
MDE
Page 609 of 619

Continuing, cooperative and comprehensive
American Community Survey
Americans with Disabilities Act of 1990
Baltimore Metropolitan Council
Baltimore Regional Transportation Board
Clean Air Act Amendments of 1990
Congressional Federal Register
Capital Improvement Program
Congestion Mitigation and Air Quality
Congestion Management Process
Consolidated Transportation Program
Disadvantaged Business Enterprise
Department of Transportation
Environmental Justice
Environmental Protection Agency
Emission Reduction Strategy
Fatality Analysis Reporting System
Fixing America’s Surface Transportation
Federal Highway Trust Fund
Federal Highway Administration
Federal Transit Administration
U.S. Department of Health & Human Services
Highway Safety Improvement Program
Interagency Consultation Group
Infrastructure Investment and Jobs Act
International Roughness Index
Intelligent Transportation Systems
Level of Travel Time Reliability
Long-range Transportation Plan
Management and Operations
Maryland Aviation Administration
Moving Ahead for Progress in the 21st Century
Maryland Commuter Rail
Maryland Job Access Reverse Commute Program
Maryland Department of the Environment

MDOT
MDTA
MPA
MPO
MTA
NAAQS
NBI
NEPA
NHPP
NHS
NOx
NPMRDS
OA
PAC
PBPP
PHED
PM2.5
POP
RIPD
ROW
SHA
SIP
STIP
SOV
TAM
TAZ
TERM
TIP
TTTR
TZD
ULB
USC
VOC
WMATA

Maryland Department of Transportation
Maryland Transportation Authority
Maryland Port Administration
Metropolitan Planning Organization
Maryland Transit Administration
National Ambient Air Quality Standards
National Bridge Inventory
National Environmental Policy Act
National Highway Performance Program
National Highway System
Oxides of Nitrogen
National Performance Management Research Data Set
Obligation Authority
Public Advisory Committee
Performance Based Planning and Programming
Peak-hour Excessive Delay
Particles smaller than 2.5 micrometers
Program of Projects
Regional and Intermodal Planning Division
Right-of-Way
State Highway Administration
State Implementation Plan
State Transportation Improvement Program
Single Occupancy Vehicle
Transit Asset Management
Transportation Analysis Zone
Transit Economic Requirements Model
Transportation Improvement Program
Truck Travel Time Reliability
Toward Zero Deaths
Useful Life Benchmarks
United States Code
Volatile Organic Compounds
Washington Metropolitan Area Transit Authority

APPENDIX J
PROPOSED CONGRESSIONALLY DESIGNATED PROJECTS

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PROJECT NAME
Annapolis City Dock Resilience

City of Annapolis

Anne Arundel County
PROJECT NAME
Crownsville Hospital Memorial Park Trails and Open Space
MD 214 Construction
Transit Operations Facility
Baltimore City
PROJECT NAME
Patapsco Avenue Light Rail Station and Bus Hub
Baltimore Franklin-Mulberry Corridor – Reconnecting Communities
Leveraging Neighborhood Equity Enhancement Deployment (Sidewalk & Curb ramp reconstruction)
Baltimore County
PROJECT NAME
Electric Charging Vehicle Infrastructure
Carroll County
PROJECT NAME
Wakefield Valley Trail System
Harford County
PROJECT NAME
Aberdeen Activity Center Playground, Multi-purpose field and Walking Trail Improvements
Susquehanna River Bicycle and Pedestrian Bridge Concept Plan
Howard County
PROJECT NAME
Ellicott City North Tunnel
Dobbin Road Shared Use Pathway
Rt. 29 Bus Stations for Flash Service Extension
Queen Anne’s County
PROJECT NAME
Thompson Creek Connector Road & Trail Extension
US 50/301 Pedestrian and Bicycle Overpass, Stevensville

Page 611 of 619

REQUESTED AMOUNT
$4,000,000
REQUESTED AMOUNT
$4,000,000
$5,000,000
$5,000,000
REQUESTED AMOUNT
$5,000,000
$500,000
$3,000,000
REQUESTED AMOUNT
$600,000
REQUESTED AMOUNT
$3,700,000
REQUESTED AMOUNT
$945,000
$522,000
REQUESTED AMOUNT
$10,000,000
$1,500,000
$750,000
REQUESTED AMOUNT
$1,770,000
$2,990,000

PROJECT NAME
N/A
PROJECT NAME
N/A
PROJECT NAME
N/A

Maryland Department of Transportation – Maryland Aviation Administration
REQUESTED AMOUNT
Maryland Department of Transportation – Maryland Transportation Authority
REQUESTED AMOUNT
Maryland Department of Transportation – Maryland Transit Administration
REQUESTED AMOUNT

Maryland Department of Transportation – Maryland State Highway Administration
PROJECT NAME
REQUESTED AMOUNT
Patapsco Pedestrian/Bicycle Bridge – Phase 1
$5,000,000
These projects could be included in the adopted transportation plan if additional funds beyond the reasonably anticipated financial
resources identified in the plan become available.

Page 612 of 619

Transportation Improvement Program - FY 2024-2027
Table of Contents

Anne Arundel County
11-1801-42 - Hanover Road Corridor Improvement
11-1103-13 - Furnace Avenue Bridge over Deep Run
11-1208-13 - Harwood Road Bridge over Stocketts Run
11-1402-13 - Magothy Bridge Road Bridge over Magothy River
11-1403-13 - O'Connor Road Bridge over Deep Run
11-1601-19 - McKendree Road Culvert over Lyons Creek
11-1602-13 - Polling House Road Bridge over Rock Branch
11-2105-13 - Hanover Road Bridge over Deep Run
11-2106-13 - Conway Road Bridge over Little Patuxent River
11-2107-13 - Jacobs Road Bridge over Severn Run
11-2401-13 - Culvert Invert Paving
11-2402-13 - Town Center Boulevard Bridge over tributary of Severn Run
11-2403-13 - Patuxent Road Bridge over Little Patuxent River
11-2101-66 - Parole Transportation Center
Baltimore City
12-2301-39 - Northern Parkway at Falls Road Traffic Safety and Bike Facility Improvements
12-2303-25 - Frederick Avenue ADA Upgrades (Brunswick to S. Pulaski)
12-1218-07 - Citywide Traffic Signals, Intelligent Transportation System and Safety Improvements
12-1701-04 - Transportation Management Center Upgrade
12-2102-03 - Greenway Middle Branch Phase 2
12-2304-07 - Communication Upgrades - Wireless
12-1215-13 - Perring Parkway Ramp over Herring Run

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Transportation Improvement Program - FY 2024-2027
Table of Contents

12-1216-13 - Sisson Street Bridge over CSX Railroad
12-1404-11 - Belair Road Complete Streets
12-1601-13 - Orleans Street Bridge over I-83 and City Streets
12-1602-13 - Remington Avenue Bridge over Stony Run
12-1603-13 - Radecke Avenue and Sinclair Lane over Moores Run
12-1604-13 - I-83 Concrete Deck Mill and Resurface
12-1605-13 - Moravia Road Ramp Bridge over Pulaski Highway
12-1801-13 - Monroe Street Ramp over CSX and Russell Street over CSX
12-2001-11 - 25th Street Rehabilitation from Greenmount Avenue to Kirk Avenue
12-2002-13 - 41st Street over I-83, MTA Light Rail Tracks, and Jones Falls
12-2003-19 - Citywide Asset Management
12-2005-13 - Brehms Lane over Herring Run
12-2007-11 - Fremont Avenue Rehabilitation from Lafayette Avenue to Presstman Street
12-2009-13 - Howard Street over I-83, CSX, Amtrak, and Jones Falls
12-2010-11 - Madison Street Rehabilitation from North Milton Avenue to Edison Highway
12-2011-11 - Park Heights Avenue from West Rogers Avenue to Strathmore Avenue
12-2012-11 - West Patapsco Avenue from Magnolia Avenue to Potee Street
12-2013-11 - Pennington Avenue Rehabilitation from Birch Street to East Ordnance Road
12-2015-13 - Waterview Avenue over Ramp to 295
12-2302-11 - Russell Street Pavement Rehabilitation from Russell Street Viaduct to City Line
12-2401-03 - W North Avenue Pedestrian Safety Improvements from Mt Royal Avenue to Hilton Street
12-2402-11 - Pennsylvania Avenue Rehabilitation from North Avenue to MLK Boulevard
12-2403-11 - 25th Street/Huntingdon Avenue Rehabilitation from Greenmount Avenue to 29th Street

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Transportation Improvement Program - FY 2024-2027
Table of Contents

12-2404-11 - Johnston Square Improvements
12-2405-11 - Orleans Street Rehabilitation from Washington Street to Ellwood Avenue
12-2201-64 - RAISE Transit Priority Project
12-1901-99 - Capital Project Delivery Services
Baltimore County
13-0001-13 - Dogwood Road Bridge No. B-0072 Over Dogwood Run
13-0803-13 - Mohrs Lane Bridge No. B-0143 over CSX Railroad
13-1012-13 - Hammonds Ferry Road Bridge No. B-0100 over CSX Railroad
13-1108-13 - Peninsula Expressway Bridge No. B-0119 over CSX Railroad
13-1208-13 - Golden Ring Road Bridge No. B-0110 over Stemmers Run
13-1701-13 - Rossville Boulevard Bridge No. B-0132 over Amtrak & Orems Road
13-8901-14 - Bridge Inspection Program
Carroll County
14-1103-13 - Stone Chapel Road Bridge over Little Pipe Creek
14-1602-13 - Gaither Road Bridge over South Branch Patapsco River
14-1603-13 - McKinstrys Mill Road Bridge over Sam's Creek
14-1802-13 - Hughes Shop Road Bridge over Bear Branch
14-2101-13 - Old Kays Mill Road Culvert over Beaver Run
14-2102-13 - Brown Road Culvert over Roaring Run
14-2103-13 - McKinstrys Mill Road over Little Pipe Creek
14-2201-13 - Patapsco Road Bridge over East Branch Patapsco River
14-2202-13 - Upper Beckleysville Road Bridge over Murphy Run
14-9401-14 - Bridge Inspection Program

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Transportation Improvement Program - FY 2024-2027
Table of Contents

Harford County
15-2403-14 - Woodley Road Extension to MD 715
15-1001-13 - Abingdon Road Bridge #169 over CSX Railroad
15-1601-13 - Glenville Road Bridge #30 over Mill Brook
15-2001-13 - Grier Nursery Road Bridge #43 over Deer Creek
15-2002-13 - Hookers Mill Road Bridge #13 over Bynum Run
15-2101-13 - Madonna Road Bridge #113 over Deer Creek
15-2102-13 - St. Clair Bridge Road Bridge #100 over Deer Creek
15-2103-13 - Stafford Road Bridge #162 over Buck Branch
15-2104-13 - Trappe Church Road Bridge #161 over Hollands Branch
15-2201-13 - Moores Road Bridge #78 over a tributary to Gunpowder Falls
15-2202-13 - Hess Road Bridge #81 over Yellow Branch
15-2401-13 - Cullum Road Bridge #12 over Tributary of James Run
15-2402-13 - Chesnut Hill Road Bridge #41
15-2404-14 - Bridge Painting
15-9411-14 - Bridge Inspection Program
Howard County
16-2301-03 - Patapsco Regional Greenway: Elkridge to Guinness Open Gate Brewery
16-1410-41 - Snowden River Parkway: Broken Land Parkway to Oakland Mills Road
16-1901-42 - US 29/Broken Land Parkway Interchange and North South Connector Road
16-2101-41 - Marriottsville Road and I-70 Bridge Improvements
16-0436-13 - Bridge Repair and Deck Replacement
16-2201-13 - Replacement of Bridge No. HO-040 on Union Chapel Road over Cattail Creek

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Transportation Improvement Program - FY 2024-2027
Table of Contents

Maryland Transportation Authority
22-1901-45 - I-95 Fort McHenry Tunnel: Port Covington I-95 Access Study
22-2201-19 - I-895/Baltimore Harbor Tunnel Toll Plaza and Interchange Improvements
25-1801-41 - I-95 Express Toll Lanes Northbound Extension
25-2101-41 - I-95 Southbound Part-Time Shoulder Usage
Maryland Port Administration
30-2101-82 - Dundalk Marine Terminal Resiliency and Flood Mitigation Improvements
30-2301-83 - Port of Baltimore Rail Capacity Modernization Project
32-2301-03 - Masonville Cove Connector: Shared Use Path Design and Construction
32-2101-83 - Howard Street Tunnel
MTA - Transit
40-1602-05 - Urban Transit Systems - Capital Assistance
40-1802-05 - Bus and Paratransit Vehicle Overhaul and Replacement
40-9502-05 - Small Urban Transit Systems - Capital Assistance
40-9901-01 - Ridesharing - Baltimore Region
40-0104-61 - Small Urban Transit Systems - Operating Assistance
40-1204-64 - Bus and Rail Preventive Maintenance
40-1502-69 - Seniors and Individuals with Disabilities
40-1603-61 - Urban Transit Systems - Operating Assistance
40-1801-64 - Agencywide System Preservation and Improvement
40-1804-63 - Metro and Light Rail Rolling Stock Overhauls and Replacement
40-1805-64 - Metro and Light Rail System Preservation and Improvement
40-2301-65 - Eastern Bus Facility

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Transportation Improvement Program - FY 2024-2027
Table of Contents

40-2302-63 - Zero Emission Infrastructure and Rolling Stock
40-9204-61 - Rural Transit Systems - Operating Assistance
MTA - Commuter Rail
70-1501-53 - MARC Rolling Stock Overhauls and Replacement
70-1502-54 - MARC Improvements
70-1503-55 - MARC Facilities
Office of the Secretary
90-1401-39 - State Safety Oversight
SHA - Regional
60-9903-29 - Areawide Transportation Alternatives Projects
60-9506-38 - Areawide Environmental Projects
60-9504-04 - Areawide Congestion Management
60-2301-41 - TSMO System 1
60-9310-13 - Areawide Bridge Replacement And Rehabilitation
60-9501-11 - Areawide Resurfacing And Rehabilitation
60-9508-19 - Areawide Safety And Spot Improvements
60-9511-19 - Areawide Urban Reconstruction
60-0702-99 - Morgan State University Transportation Research Program
SHA - Anne Arundel County
61-1701-41 - MD 175: Sellner Road/Race Road to McCarron Court
61-2301-41 - MD 2: US 50 to Arnold Road
61-2302-41 - MD 3: Waugh Chapel Road/Riedel Road to MD32/I-97
61-2303-41 - MD 170: Norcross Lane to Wieker Road

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61-2304-41 - MD 214: MD 468 to Camp Letts Road
61-2305-41 - I-97: US 50 to MD 32 TSMO
61-2101-13 - MD 173: Bridge Replacement over Rock Creek
SHA - Baltimore County
63-0803-46 - I-795: Dolfield Boulevard Interchange
63-1601-41 - I-695: US 40 to MD 144
63-1802-41 - I-695: I-70 to MD 43
63-2001-13 - MD 151/MD 151B: Bridge Replacements
63-2002-13 - I-695: Bridge Replacement on Putty Hill Avenue
63-2201-12 - I-695: Reconstruction of Interchange at I-70
63-2202-13 - I-95/I-695 Interchange Bridge Deck Replacement
SHA - Carroll County
64-2302-41 - MD 97: MD 140 to MD 496 Corridor Study
64-2201-13 - MD 91: Bridge Replacements over North Branch of Patapsco River and MD Midland Railroad
64-2301-12 - MD 32: 2nd Street to Main Street
SHA - Harford County
65-2301-31 - MD 22: MD 462 to Mount Royal Avenue Noise Abatement
65-1601-12 - MD 24: South of Stirrup Run Culvert to Deer Creek Bridge, Section G
65-2101-13 - US 1: Bridge Replacements at Tollgate Road and Winters Run
SHA - Howard County
66-1406-41 - US 29: Middle Patuxent River to Seneca Drive - Phase 2
66-1703-41 - MD 32: Linden Church Road to I-70, Capacity & Safety Improvements
SHA - Queen Anne's County
67-2301-41 - MD 18B: Castle Marina Road to the Kent Narrows Corridor Study

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File Type	application/pdf
File Title	Transportation Improvement Program 2024 - 2027
File Modified	2023-07-27
File Created	2023-07-21