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P

OF THE

CHESAPEAKE BAY BRIDGE

ON THE

EASTERN SHORE

MARYLAND STATE PLANNING COMMISSION

APRIL 1950

PROBABLE ECONOMIC EFFECTS

of the

CHESAPEAKE BAY BRIDGE

on the

EASTERN SHORE COUNTIES OF MARYLAND

►

MARYLAND STATE PLANNING COMMISSION APRIL 1950

MARYLAND STATE PLANNING COfffllSSION 100 Equitable Building Baltimore 2, Maryland

Publication No. 62 P^i^-^ 25 cents

MARYLMD STATE PLMUIIKG COMISSION

John E. F^xnk, Acting Chairman Department of Public Improvements

Charles E, Brohavm

ifember from Eastern Shore

Joseph R, Byrnes

Legislative Council

E. Brooke Lee

Member from Western Maryland

Robert M, Reindollar

State Roads Commission

VJilliam L, Galvin Robert H. Riley

State Board of Public Felfare State Board of Health

Thomas B, Sjnnons Member from Southern Maryland

I, Alvin Pasarew Director

iLyi^

I

MARYLAND STATE PLANNING COMMISSION

100 Equitable Building Baltimore 2, Maryland

CHARLES E. BROHAWN JOSEPH R. BYRNES WILLIAM L GALVIN E. BROOKE LEE - ROBERT M. REINDOLIAR- ROBERT H. RILEY THOMAS B. SYMONS

JOHN B. FUNK

Acting Chairman

I. Alvin Pasarew Director

April 21, 1950

Mr, John B, Funk, Acting Chairman Maryland State Planning Commission 100 Equitable Building Baltimore 2, Maryland

Dear Mr. Funk:

I take pleasure in transmitting herewith a staff study entitled "Probable Economic Effects of the Chesapeake Bay Bridge on the Eastern Shore Counties of Maryland."

It is generally believed that the Chesapeake Bay has long served as a barrier to both social and commercial relations between the Eastern and Western sections of the State. The Bridge will undoubtedly have far reaching effects in eliminating this barrier, and in stimulating the economic prosperity not only of the Eastern Shore but of the State as a whole.

Taking into consideration the economic pattern of the Eastern Shore counties, we find that the most significant results mill come from increased traffic on the highways of the Eastern Shore by travelers using the Bridge as a link in the projected system of highways from Maine to Florida; and from the expanded vacation trade made possible by the saving of time which the Bridge will afford.

These are the immediate effects that may be expected. It is probable that the years to come will produce more wide- spread results in other segments of the Eastern Shore's economy.

Very truly yours.

I. Alvin Pasarew Director

ACKNCWIEDGMEMTS

The State Plannip^ Commissicn wuld li:<e +.0 take this opportunity to extend its spaoial approciaticn to the ftilloving persona and agencies T:ao gave their advice and assistance in the development of this repovt: Mrs. Gladys N. M^Dermott, Labor Market Anal.^'st, Department of Enployicent Security; Miss Sarah P. Carothers, Dii-ector of the Tourist Bureau, Baltimore; Association of Gorimerce; Mr. George N. Lewis, Jr., Director of the Traffic Division, State Roads Commission; Mr, Edward A. Rheb, Accountant, Retail Sales Tax Division; Dr. Elwyn A. Mauck, Director, State Fiscal Research Bureau; Mr, Edgar T. Bennett, Vice President and General Manager, Red Star Motor Coaches, Inc., Salisbury, Maryland; Mr. Charles A. Horroworth, Exec- utive Vice-President, American Hotel Association; Mr. E. F. Railsback, Assistant General Manager, Delaware-Nev? Jersey Ferry Company, New Castle, Delaware; and Mr. Russell E. Singor; Executive Vice-President, American Automobile Association, This study was conduct ed by Mrs. Sybil A. Dinaburg, Research Analyst, under the direction of I. Alvin Pasarew, Director, and Mrs, Shirley F, TJeiss, Economist,

TABI.F OF CONTENTS

Page

INTRODUCTION 1

CHAPTER I

LINKS ACROSS THE BAY 2

Early Bay Crossings o.c.... 2

Efforts to Build a Bridge Acrcss the Bay „ 3

Description of the Bridge 4

CHAPTER II

T5HAT IS THE EASTERN SHORE . . . , 6

The Geography of the Eastern Shore 6

Population '''

Per Capita Income .....c ...*....*«•. 9

Assessable Basis c.» • 10

Employment and Wages ....o H

CH.\PTER III

MAJOR INDUSTRIES . 12

Agriculture • • 12

Seafood U

Manufacturing «.• 14-

Retail Trade 19

CHAPTER IV

PROBABLE EFFF.CTS OF THE BAY BRIDGE ON THE MAJOR INDUSTRIES 22

Agriculture ..... 22

Seafood , 23

Manufacturing ...... 23

Retail Trade , 2^

CHAPTER V

VACATION CENTER 26

Description of Vacation Areas 26

Sandy Point State Park , 28

Employment and Income 29

CHAPTER VI

THE BAY BRIDGE AS A MAJOR LINK IN NORTH-SOUTH TRAFFIC 30

Present Highway Routes 30

Projected Highway Routes 3^

TABLE OF CONTENTS (CONTD.y

Page

CHAPTER VI (CONTD.)

Estimates of Expected Traffic . . . . „ » 34-

Effects on Land Values 36

Expected Income from Increased Traffic ....... 37

CHAPTER VII

THE BRIDGE AND ITS EFFECT ON THE VACATION TRADE AO

Distance and Traval Time to Shore ResortvS ............. 4-0

Estimates of Vaca&ion Traffic • 4.1

Income from Vacationers ...... 43

CHAPTER VIII

SUMMARY OF Fn^IDINGS c /+6

REFERENCES 4-8

TABLE OF CONTENTS (COKTD.)

Page TABLES

1. Population on the Eastern Shore, 1790-194.9 8

2. Effective Buying Income on the Eastern Shore, 1943 9

3. Assessed Valuation of Property on the Eastern Shore,

1933 and 19-^8 10

4.. Norarjriculturr.:'^ Emplo^r-ont and Wages on the Eastern

Saore, Seconcl Quarter 1949 , -^ ,..,.....♦ 11

5. Gross Farm Income on the Eastern Shore, 194-0 and 1945 12

6. Va?u3 of Major Agricultural Products Raised on the

Ilastern Shore, 194-5 ,,.,,.,.,........ 13

7. Employment Distribution in tli3 Mamfacturing Industries on the

Eastern Shore, Second Quaroer 194-9 16

A. Total for Nine Counties 16

B. Caroline County . ..*.,..* l6

C. Cecil County ....<, 16

D. Dorchester County ....»......••• 17

E. Kent and Queen Anne's Counties ....*.«.* 17

F. Somerset County ....... • 17

G. Talbot County ....... 18

H, Wicomico County • • 18

I, Worcester County 18

8. Value of Retail Sales on the Eastern Shore, 1948 20

9. Employmeiit Distributicn in Retail Trade on the

Eastera Shore, Second Quai-ter 194-9 21

10, Average Toll Charges for Passenger Cars Between New York City

and Richmond, Virgirda, 1950 and 1952 36

11, Distance and Travel Time from Washington, D, C., and

Baltimore to Queenstown, Maryland ..«*•• 4-0

12, Monthly Traffic on the Chesapeake Bay Ferry System,

October 1947 to September 194-9 42

TABLE OF CONTENTS (CGirrD.)

Page

MAPS

Figure 1. Eastern Shore, Maryland 5

Figure 2, Present and Projected Highway Routes Between

New York City and Richmond, Virginia 31

INTRODUCTION

After almost 4,0 years of intermittent activity for a bridge across the Chesapeake Bay, the State Legislature in 194.7, under the leadership of Governor Lane, authorized construction of a Bay crossing. In 194-9 work •was begun on the Chesapeake Bay Bridge, By the suirjner of 1952, the Bridge should be a reality.

The Chesapeake Bay, stretching as it does, for 195 miles and varying in width from three to 22 miles, has long separated the Marylanders of the Eastern Shore from those across the water. It has been a major psychological barrier and has been largely resporsible for the isolation of the Eastern Shore from the rest of the State.

The Bridge, as noted editorially in The Sun,-' "promises to remake the life of the State in many important respects »"

The chief effects of the Bridge will probably be felt in the nine Maryland counties comprising the Eastern Shore.. It is in an attempt to describe and, wherever possible, to measure the probable economic effects on these Counties, that this study has been undertaken. The report describes the links across •l.he Etiy leading ur to a-d including the Bridge; the general economic background of the counties of the Eastern Shore; and the probable effects of the Bridge on agricultural and industrial activity; as well as those changes expected to result from increased highway traffic and vacation trade.

1/ March 23, 1950.

CHAPTER I LINKS ACROSS THE BAY

EARLY BAY CROSSINGS

From the earliest days of the region's history, freight and pas- sengers have been carried across the Chesapeake Bay by boats of all kinds, plying between the two shores of -what is now the State of Maryland. At the time of the first Ttorld War, with the growth in automotive traffic, agitation was begun for a regular ferry service to carry trucks, passenger vehicles, and passengers across the Bay, In 1919 such service was established by the Claiborne-Annapolis Ferry, Inc. moving between the two points named. At first, service consisted of only two round trips daily, both summer and winter. As the demands on the service increased, the schedules were expanded and ad- ditional ferryboats were added to the line.

In 1930, a new terminal was established at Matapeake, on the Eastern Shore, which thus reduced the water distance from about 23 miles to 8,7 miles. This permitted more frequent service between the two shores. During the Thirties, service between Annapolis and Claiborne was finally discontinued and the number of ferryboats and scheduled trips to Matapeake were greatly expanded.

Under the authority granted by Chapter 856 of the Acts of 194-lj the State Roads Commission took over the property and the operation of the Chesapeake Bay Ferry in 194.1. In Uovember 194-3, the western terminal of the ferry was moved from the narrow streets of Annapolis to its present location on Sandy Point, During the period of State operation, service has been steadily improved by the addition of new and larger ferryboats, the increase in the number of crossings, and the reduction of tolls, -'

1/ Coverdale and Colpitts, Report on Traffic and Revenues.. ProDQaad- Chesapeake Bay Bridge. September 15, 394.8, pp,l/-6

EFFORTS TO BUILD A BRIDGE ACRCSS THE BAY

Even before the establishment of the Aiinapolis-Ciaiborne Ferry, Inc., a bridge across the Bay was advocated. In 1908, the first proposal for a Chesapeake Bay Bridge was made. The recommendation then called for a bridge across the Bay just north of Baltimore to join the cocununities on the Eastern Shore nith the State's principal city.

Organized private efforts were made when the Merchants and Manufac- turers Association, predecessor of the Baltimore Association of Commerce, ap- propriated $1,000 in 1908, for an engineering survey.-' Further efforts were made in 1926, when the Chesapeake Bay Bridge Company was organized to construct a bridge across the Bay just north cf Baltimore between Miller Island and Tolchester. Federal and State legislation authorizing construction of the bridge was enacted in 1927. However, sufficient funds could not be raised and in 1929 all efforts at construction with private funds were finally abandoned.

Immediately thereafter, serious consideration was given to State construction of a Bay Bridge. However the State, along with the rest of the Nation was in the throes of the depression of the Thirties, and was therefore in no position to consider the financing cf such a bridge. It was not until 1937 that the Maryland Legislature, under Chapter 356 of the Acts of 1937, authorized the State Roads Commission to formulate a comprehensive plan for the construction of bridges and tunnels, and to issue revenue bonds payable solely from tolls, to cover the cost of such projects. It mas under this authority that the State Roads Commission constructed the Susquehanna River Bridge at Havre de Grace, and the Potomac River Bridge near Morgantown. It is also under this enabling legislation and Chapter 561 of the Acts of 194-7 that the Chesapeake Bay Bridge is now being constructed.

2/ Baltimore Magazine, November 194-8, p. 15.

DESCRIFTION OF THE BRIDGE

The Bay Bridge, to cost i'^41,000,000, mas begun in 194.9, and is sched- uled for completion in 1952. It mill span the Chesapeake Bay from Sandy-Point on the '..'estern Shore to a point near Stevensville, Kent Island, on the Eastern Shore. The approaches to the Bridge mill connect mith State Highmay UOU on both shores. It mill stretch for 7,11 miles, mith a distance of 4.3 miles over mater. The hig-hmay mill be reinforced concrete, 28 feet mide between curbs, which will afford sufficient width for two lanes of traffic traveling at open highmay speeds.—'

1/ J, E, Greiner, Co., The Chesapeake Bay Bridge Engineering Report, July 1, 1948, pp. 30-33.

FIGURE I

EASTERN SHORE MARYLAND

WILMINGTON

APRIL 1950

MARYLAND STATE PLANNING COMMISSION

CHAPTER II WHAT IS THE EASTERl^I SHORE

THE GEOGRAPHY OF THE EASTERN SHORE

The Eastern Shore is a major portion of the Delmarva Peninsula, that section of the Middle Atlantic Region lying betusen the Chesapeake Bay and the Atlantic Ocean and stretching for almost 200 miles from I'ilming- ton, Delav;are, to Cape Charles, Vj.rginia. The Peninsula's width varies from 60 miles at its widest to less than one mile at its southern tip. Economically and geographically this section of the coast is a homogeneous area, although politically it is made up of three states. It includes the entire State of Delav;are, nine counties of Maryland, and two counties of Virginia. This study is confined to the Eastern Shore which comprises the nine Maryland counties, namely, Cecil, Kent, Queen Anne's, and Caroline, to the llorth, and Talbot, Dorchester, Wicomico, Somerset, and Worcester, to the South. (See Figure 1.)

The chief cities of the Eastern Shore include Salisbury in Wicomicf County, with a 1949 population of 16,000, and second only to ^.filmington, Delaware in its size; Cambridge in Dorchester Countj', v/ith a population of 12,500; Elkton in Cecil County, with 6,000 population; and Easton in Talbot County, with a population of 4,800. These cities are all located on the Eastern Shore's main highv;ay arteries and serve as important trading centers. Ocean City, Maryland, and Rehobo-.h Peach, Delav/are, are popular oceanside resorts, catering to visitors from all parts of the United States,

The land of the Eastern Shore is low, flat, and fertile. The climate is mild, the soil easily vrorked. and the waters abundantly supplied vfith a i.'ide variety of seafood. The area is governed by tradition in all manner of things, including methods of farming and fishing, styles of architecture and cooking, as well as social relations.

POPULATIOH

In 13L3 the population of the Eastern Shore vfas 210,600. The largest counties, in terms of population, were llicomico uith 38,800, and Cecil and Dorchester vdth 29,600 each. Together these counties comprised almost 4.0 per cent of the nine-county total. (See Table 1.)

During the 1940' s the population of the nine counties increased by almost 8 per cent. All the individual counties vritnessed increases. IJicomico County witnessed the greatest relative growth, its population rising by more than 12 per cent during the nine-year period. The other counties experienced varying increases ranging from 12.1 per cent in Cecil to 3»8 per cent in Talbot.

In 1790, this area supported a population of more than 107,000, By 19/1.9, it had grovm to more than 210,000. The counties themselves have grovm at varying rates. The largest relative grov/ths occurred in Cecil and Wicomico counties which increased by 117 and 115 per cent respectively. Only one county. Queen Anne's, remained approximately unchanged over this period. Although its population increased during the 19th Century, Queen Anne's declined during the early years of the 20th Century and has only begun to regain its former size. Today Queen Anne's County is still slightly belov; its 1790 size. The increases among the other counties ranged from 13 per cent in Kent to 117 in Cecil County,

Throughout the history of the Nation, the relative importance of the Eastern Shore in the State has declined sharply. In 1790, the population of the nine counties represented one third of the State of llaryland. Today it accounts for only 9.8 per cent of the total. During these 159 years, the population of the State of Maryland increased almost sixfold, v/hile that of the Eastern Shore did not quite double.

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PER CAPITA BECOME

In terms of net effective buying income, vrhich measures income after tax deductions, the nine counties in 194-8 represented about 8 per cent of the State's total. As observed in Table 2, the individual counties fall into t\io district groups. One is evidently above average in income pro- ducing opportunities, the other balou average. The most properous counties, namely \Jicomico, 'Worcester, Talbot, and Kent, have per capita incomes which rank in the upper half of the counties, and are exceeded only by Montgomery, Baltimore, Baltimore City, Allegany, Washington, and Anne Arundel, The less prosperous, v;hile falling considerably below these, nevertheless exceed the incomes in the State's three lowest counties. The per capita incomes on the Eastern Shore range from '^>712 in Somerset to ''>1,266 in Uicomico, with an average of '.1,053.

TABLE 2

EFFECTIVE B^jyEIG E^COIE ON THE EASTERN SHORE, 1%8

County		s	l!et InccFe 18,5'79,000	Per Capita $ 983	Per Family
Caroline	$3,203
Cecil			28,227,000	95/.	3,360
Dorchester			28,270,000	955	3,249
Kent			17,306,000	1,19-i	3,762
Queen Anne's			11,961,000	777	2,545
Somerset			15,52/^000	712	2,388
Talbot			2^,4-31,000	1,253	4,072
V'icomico			/i9,ll?^,000	1,266	4,026
Worcester			28,2ii9,000	1,256	4,036
EASTERN SHORE		0	221,665,000	(?1,053	$3,625
STATE OF MRYLAl^D	$2,903,697,000	$1,354	$4,869
Source: Survey of	Bu	lying Power, May 19A9.

10

ASSESSABLE BASIS

The trend in the value of taxable property is a useful indicator for measuring growth in general community prosperty. The assessable basis for the nine counties in 1948 amounted to "}2BB ,313 ,222 , or 7.5 per cent of the State total. In the ten-year period since 1938 the base of the nine counties rose by 20 per cent from 02^0,2^6,427. (See Table 3.) Its share of the State's total remained unchanged over the period.

The rise in property values varied from county to county. The largest increases in the ten-year period occurred in Ificomico and Worcester co^onties where the assessable base rose by 51,7 and 47.4 per cent, respect- ively. Queen Anne's vas the onl3'- county which showed a decline during the period,

TABLE 3

ASSESSED VALUATION OF PROPERTY ON THE EASTERI^ SHORE,

1938 AJ^D 1948

County 1938 1948 % Increase

Caroline $ 15,735,845 <} 19,799,247 25.8

Cecil 48,993,106 58,64A,118 19,7

Dorchester 29,407,567 32,02v,142 8.9

Kent 18,722,400 20,710,210 10.6

Cueen Anne's 27,935^234 22,104,922 -20.9

Somerset 13,924,945 17,706,968 27,2

Talbot 27,473,982 30,241,905 10,1

IJicomico 34,898,572 52,945,155 51,7

Worcester 23,154,776 34,136,555 47.4

EASTSRII SHORE $, 240,246,427 $ 288,318,222 20.0

STATE OF mRYLAl'TD ^3, 170, 606,135 '^3, 80 5, 394, 244 20.0

Source: State Ta^ Commission.

11

aiPLOYMENT MD WAGES

In the second quarter, 19-49, more than 35,000 nonagricultural v/orkers, or 6,5 per cent of the State's total, irere employed on the Eastern Shore, V.'icomico and Dorchester counties, accounted for 15,720, or almost half the total for the area. (See Table 4.)

V/ages paid these vrarkers v.'ere considerably belou the State average, In that period, workers on the Eastern Shore averaged only C;35.37 weekly, as compared vrith "^jSO.SI for all nonagricultural vrorkers in the State. Six of the nine counties fell below the area average; only Cecil, Wicomico, and Queen Anne's exceeded it. Average v/eekly wages per employee ranged from ''';26.25 in Somerset County to %U'^U\A in Cecil County,

TABLE U

NOMGRICULTURAL El^PLOYl^SFT Al'JD WAGES ON THE EASTERN SHORE,

SECOl'ID QUARTER 19i;9

		Average Monthly	Average Woelcly Wages
County		.^-mploTtient	per Employee
Caroline	3,350		^^33.68
Cecil		3,600		42.44
Dorchester		5/702		31,58
Kent		l,/"99		30.67
Queen Anne'	s	1,065		35.60
Somerset		2,496		26.25
Talbot		3,403		35.03
Wicomico		10.0.18		40.13
V/orcester		3 ',312		31.73
EASTERi!	SHORE	35,245		^^35.37
STATE OF MARYLAllD	538,521		G50.61

Sovirce: Department of Employment Security.

12

CHAPTER III MAJOR INDUSTRIES

AGRICULTURE

Agriculture is the mi^in economic activity in this area. According to the Census Bureau, it accounts for more than two thirds of the land area and approximately one third of all gainfully employed workers, r/hile manufacturing and trade hnve increased significantly within the past two decades, they have not overtalcen agriculture in numbers of persons eraplcyed.

In 194-0 total gross farm income on the Eastern Shore was more than $21,000,000, or ore third of the State total. By 1945, it had tripled to moru than 863,000,000 cliiefly because of the tremendous expansion in poultry raisin;-, and the general rise in prices. (See Table 5.) In 1945, it accounted for

TABLE 5

GROSS FARI\(1 INCOME ON THE EASTERN SHORE, 1940 AND 1945

1940 1945 Counties Total Rank Total Rank

Caroline $ 2,359,396 5 ^ 6,718,956 3

Cecil 2,471,174 3 4,628,328 7

Dorchester 2. 22 j, 343 6 4,667,635 6

Kent 1,986,251 8 -,361,819 9

Queen Anne-'s 2,364,537 4 5,:;63,536 5

Somerset 1,696,795 9 5,964,943 4

Talbot 2,064,300 7 4,627,855 8

V;icomico 2,754,3^7 2 12,640,607 2

Worcester 3;33ii5f0 1 14,598,965 1

EASTER!! SHORE $21,252,213 i 63,272,644

% On" STATE 33.2 41,5

S:ATE of liiARYLAI^ID $64>083,97C $ 152,373,814

Source: Census of Agriculture,

more than 41 per cent of the total agricultural crop in the State, In both 1940 an<i 1945, rJorcester and ITlcoaiico cour.ties ranked first aiid second.

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respectively, in the value of gro.<3S farm income on the Eastern Shore. Owing chiefly to the increase in poultry raising, Somerset County shifted from ninth to fourth place among the counties between 194.0 and 194-5.

In addition to the raising of poultry, which is the chief agricultural crop of the Eastern Shore, farms in the nine counties produce vegetables, live- stock, dairy, and miscellaneous agricultural products. These together accounted for the $63,000,000 agricultural crop in 194-5. As may be observed from Table 6, almost half of the total value of farm products was attributable to poultry raising, and 15 per cent to vegetables. The courtiss chiefly responsible for the $29,400,000 poultry crop in 194-5 ^'ere T7orcester, Wicoraicc, Somerset, and Caroline in the ord^r named. In these counties poultry products ranged in importance from one ha?.f of total agricultural value in Caroline County to three quarters in Somerset, The continued expansion of the poultry industry in the postT:3r period haa further increased its relative importance in the total agricultural prodaotion of the area^

SEAFOOD

In 194-5; more tha;.i 5.200 Eastern Shoremen mere engaged in taking sea- food products frcm the E-.j and the surrounding waters. They comprised almost trjo thirds ox £.11 commercial fisheri:i.?n in t'r.o State.

In terras of dollar value, the most important seafood products caught in Maryland viaters are oysters, blue crabs, and miscellaneous fish products, including striped 0^33, sea t.L^out, and croa.V.er. Th^ majority of the State's $9,000,000 seafood crop in 194-5 was caught by fjshermen on the Eastern Shors.

MANUFACTURING

Second in economic importance to a'jriculture on the Eastern Shore is manufacturing. In the past ten years, the nine counties, predominantly rural, have shown a marked increase in manufacturing activity. According to the 1947

15

CeTtSUs of Manufactures, 444 establishments isere engaged in manufacturing mis- cellaneous products in the area, in contrast •with only 370 in 1939. In 1947 theap establishments employed 15,400 production ivorkers, or 34 per cent in ex- cess of the number employed in 1939. The Eastern Shore's increase in manufao- turing employment during the eight-year period exceeded those of the Baltimore Meti^opolitan area and of the State, which were 31 and 30 per cent, rospeftively.

In thr\t same period the Shore's relative share of total value added by manufacture in the State increased from 3.8 per cent to 4.6 per cent, IThereas value added by manufacture in the nine counties 5ji 1939 was $16,000,000, it rcs<* to $53, 000 J 000 in 1947.

According to reports made to the Department of Emplr-yment Security undar the Unemployment Compensation Laws of Maryland, 495 establishments on the Eastern Shore had an average monthly emplojinent of 15,000 in the second quarter of 1949.

The cannirg and processing of most of the Shore's seafood and agri- "^ cultural products is the leading manufacturing industry. It employs almost 50 per cent of all workers in man-of acturing . The production of all types of appare»l accounts for another 20 per cent„

V/icomico and Dorchester are the l^iading counties in terms of the number employed in manufacturing. Together they account for uore tu&u half the Shore's manufacturing employees. Table 7 presents the employment distribution in the manufa'^turing industries on the Eastex*n Shore,

Total employment in m^jiufacturing in the nine counties in relation to the area population, is revealing, '.Vicomico, the chief manufacturing county, employs more than 12 per cent of its total population in manufacturing and Dorf hester County, more than 10 per cent. For purposes of comparison, it is interesting to note that less than 12 per r'ont of Baltimore City's population were engaged in manufacturing during the sane period.

TABLE 7

EMPLOYMENT DISTRIBUTION IN THE MANUFACTURING INDUSTRIES ON THE Eii.STERN SHORE, SECOND QU/ilTER 1949 ^'

16

A. Total For Nine Counties

Average Monthly- Number Of Employment Quarterly Establishments Number ^. Total Hages

Food and Kindred Products

Textile Mill Products

Apparel and Related Products

Lumber and Products, except Furniture

Furniture and Fix+ures

Paper and Allied Products

Printing and Publishing Industries

Chemicals ai.d Allied Products

Petroleum and Coal Products

Rubber Products

Stone, Claj^ and Glass Products

Primary Metal Products

Fabricated Metal Products

Machinery (except Electrical)

Transportation Equipment

Instruments and Related Products

Miscellaneous Manufactures

TOTAL

164	6,660	42.1	$2,754,931
9	352	2.2	286,228
41	3,100	19.6	1,101,002
-e 125	2,041	12.9	805,960
3	a/	a/	a/
2	a/	a/	a/
34	316	2.0	182,770
19	413	2.6	225,563
1	a/	a/	«/
2	a/	a/	a/
24	264	1.7	123,415
3	a/	a/	a/
7	396	2.5	248,021
3	a/	a/	a/
33	328	2.1	200, 583
1	a/	a/	a/
24	1,936	12.3	1,033,847

495

15,806 100.0 $6,962,320

B. Caroline County

Food and Kindred Products 30

Apparel and Related Products 3

Lumber and Products, Except Furniture 4

Printing and Publishing Industries 6

Chemicals and Allied Products 1

Stone, Clay, and Glass Products 1

Transportation Equipment 2

Miscellaneous Manufactures 6

TOTAL 53

1,045	55.9 1	; 370, 173
a/	a/	a/
28	1-5	7,386
52	2.8	28,069
	a/ a/ a/	a/ a/
743	39.9	247,208

1,868 100.0 $ 652,856

C. Cecil County

Food and Kindred Products 8

Textile Mill Products 2

Apparel and Reliited Products 3

Lumber and Products, Except Furniture 8

Furniture and Fixtures 1

Paper and Allied Products 2

Printing and Publishing Industries 4

Chemicals and Allied Products 5

Rubber Products 2

26	1.8
	1/
54	3.6
a/	^-/
a/	a/
26	1.8
182	11.8
a/	s/

9,011

a/ 22,242

-^ a/

14, 162

108,336

a/

17

C. Cecil County (Contd.)

Ir.'^ustry

Stone, Clay, and Glass Products Prim.u-y Metals Industries Fabricated Letal Products Machinery (except Electrical) Transportation Equipment Miscellaneous Manufactures

Number Establish	Of imerts	Average Monthly Employment Nun>ber % Total
3 2 1 1 3		117 7.5
7		1,U9 74.1

TOTAL

57

1,5

Quarterly

VJages

a/ a/ a/

a/

82,163

765,611

54

100.0 $1,001,525

D, Dorchester County

Food and Kindred ?rod'icts Apperel and Re laced Products Lumber and Products, e:.:cept Furniture Printing and Publi-^hing Industries Chemicals and All-.^id Products Stone^ Clay, and Class Products Fabrioated metal Products Transportation Equipment Miscellane o'us Manufactures

TOTAL

E. Kent and Queen Anne's

Food and Kindred Products Textile Biill Products Apparel and F.elated Products Lumber and Products, except Furniture Printing and Publiohing Industries Chemicals and Allied Products Stone, Clay, and Glass Products Transportation Equipment Miscellaneous Manufactures

25	1,466	50.0	$ 625,997
8	r-43	28.5	302,830
17	236	8.1	101,061
5	32	1.1	19,023
2	a/	S^	a/
2	•±l	a/	a/
2	1/	i/	a/
6	40	1.4	20j 593
~	342 2,961	11.5	197 ..800
67	100.0	$1,267,309
ine's	Counties
17	459	49.8	$ 157,088
1	a/	^/.	2/.
1	a/	a/	a/
1	a/	s/	^^
2	a/	a/	a/
K	39	4.2	20,852
3	^/	^.	^
2	a/	a/	a/
1	426	46.1	178,436

TOTAL

32

924. 100.0 % 356,376

F. Somerset County

Food and Kindred Products 17

Apparel and Related Products 4

Lumber and Products, Except Furniture 16

Furniture and Fixtures 1

Printing and Publishing Industries 3

Chemicals and Allied Pro-^.ucts 1

Stone, Clay, ?.nd Glass Products 1

Fabricated Metal Products 1

Miscellareous Manufactures 2

TOTAL 46

443	40.8 %	165,648
315	29.0	86.563
156	14.4	41,424
V	a/	a/
<	^'^	^,
a/	a/.	a/
<	5^	S/,
a/	_a/	a/
173	16>0	103,018
1,087	100.0 $	396,653

18

G.

Industry

Food and Kindred Products

Textile Mill Products

Apparel and Related Products

Lumber and Products, except Furniture

Furniture and Fixtures

Printing and Publishing Industries

Stone, Clay, and Glass Products

Primary Metal Industries

Fabricated ketal Products

Transportation Equipment

Miscellaneous Manufactures

TOTAL

Talbot County
	Average	Monthly
Number Of	Employment	Quarterly
Establishments	Number	% Total	V/aees
20	810	70.6	% 335,021
3	^.	^.	a/
2	a/	a/	a/
liture 5	35	3.0	9,^59
1	a/	a/	^f,
Les 2	a/	a/	a/
K	30	2.6	10,566
1	a/	a/	a/
2	a/	a/	a/
7	85	7.-4	56,983
■•«•	188	16. .;	83,272

47

1,U8 100.0 % 495,301

H, Wicomico County

Food and Kindred Products Textile Mill Products Apparel and Related Products L'omber and Products, except Furniture Printing and Publishing Industries Chemicals and Allied Products Stone, Clay, and Glass Products Fabricated Metal Products Machinery (except Electrical) Transportation Equipment Instruments and Related Products Miscellaneous Manufactures

TOTAL

27	1,634	34.8 %	; 796,	,136
1	a/	a/		a/
16	1,311	27.9	495.	,965
43	1,017	21.7	432,	,7C0
9	112	2.4	70,	,369
4	80	1.7	42,	,3U
6	81	1,7	48,873
1	a/	a/		a/
2	a/	a/		a/
4	35	0.7	13,	,005
1	s/	a/		a/
4	425	9.1	292,839

118

4,695 100.0 12,192,201

I. Worcester County

Food and Kindred Products 25

Textile Mill Products 2

Apparel and Related Products 4

Lumber and Products, except Furniture 31

Printing and Publishing Industries 3

Chemicals and Allied Products 2

Petroleum and Coal Products 1

Stone, Clay, and Glass Products 4

Transportation Equipment 2

Miscellaneous Manufactures 1

TOTAL 75

% 295,857

a/

46, 508

187,195

a/

6,874

a/

63,685

1,569 100.0 % 600,119

115	49.4
a/	a/
155	9.9
503	32.1
a/	a/
a/	a/
U	0.9
a/	a/
122	7.8

Source: Department of Employment Security.

1/ Percentages will not necessarily total 100.0 bocauso of rounding,

a/ Withheld to avoid disclosing figures for individual firms; data included with Miscellaneous Manufactures,

19

RETAIL TRADE

In 19^8 retail sales on the Eaatem Shore totaled $158,592,000, or 8.5 per cent of the total for the State, (See Table 8.) More than a quarter of all sales ':5;as in food products v?hich represented 8.5 per cent of all food products sold in retail stores in the State, The sales of general merchandise and furniture - household - radio products, which together accounted for 8.2 per cent of all Eas+ern Shore sales, represented only 4-1 per cent and 1,2 per cent, respectively, of all State sales made in each of these groups.

According to Table 8, Wicomio County is the most important trading center on the Eastern Shore. Almost a quarter of total retail sales was made in retail outlets in the County. Another 26 per cent was made in the outlets in rZorcester and Dorchester counties combined. The dollar value of sales ranged from $8,5-41,000 in Queen Anne's County to $36,997,000 in Wicomico.

The 1,353 retail establishments operating on the Eastern Shore in the second quarter 1949, employed 6,500 workers or 6.2 per cent of all employees in retail outlets in the State. (See Table 9.) As in the case of the volume of salesj Wicomico led all counties in the number of workers employed. The four largest counties, in terms of employment in retail trade, V?icomico, Horcester, Dorchester, and Cecil in the order named, accounted for almost tTTo thirds of the Eastern Shore total. Employment in retail trade ranged from 222 in Queen Anne's County to 1,550 in 7?icomico County.

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21

TABLE 9

EMPLOYMENT DISTRIBUTION IN RETAIL TRADE ON THE EASTERN SHORE, SECOND QUARTER 19^9

		Average	Monthly
	Number Of	Employment ^ /		Quarterly
County Establishments	Number	% Total-^		Wases
Caroline	105	^56	7.0	%	200,059
Cecil	178	796	12.2		324,460
Dorchester	162	905	13.9		411,807
Kent	83	U2U	6.5		160,894
Queen Anne's	67	222	3.4		82,292
Somerset	105	355	5.5		136,182
Telbot .	161	772	11.9		337,125
Wicomico	273	1,550	23.8		849,630
Worcester	221	1,024	15.7		386,073
EASTERlNl SHORE	1,353	6,50ii	100.0	$	2,888,522
% OF STATE	10.4.	6.2			5.4
STATE OF IvlARYLAND 12,983	105,184.		!J53,625,349

Source: Department of Employment Security,

1/ Percentages will not necessarily total 100.0 because of rounding.

22

CHAPTER IV PROBABLE EFFECTS OF THE BAY BRIDGE ON THE MAJOR INDUSTRIES

AGRICULTURE

From a spe'-ial study conductQd by the State Planning Commission in 194.9, it was found that the agi-iculture of the Eastern Shore would not be materially affected by the Chesapeake Bay Bridge. -^'The study revealed that:

(1) The Bridge will have little effect on the marketing of wheat grown on the Eastern Shore,

(2) Eastern Shore dairymen are well satisfied with their present markets, and the Bridge will not induce any larger shipments of milk to Baltimore,

(3) Shipments of livestock to Baltimore from the Eastern Shore can be expected to . , . increase as truckers learn of the facilities and higher prices offered by the Union Stock Yards in Baltimore,

(4.) The majority of Eastern Shore fruits and vege- tables will continue to be sold in the northern cities because of the higher prices offered to the farmers. No important increases in produce shipments to the Baltimore market can be expected,

(5) ^Jhile the Bridge may facilitate the marketing

of poultry in the Baltimore and IVashington markets, there will probably be no large increase in poultry shipments to the VJestern Shore,

In addition, it should be noted that Eastern Shore agricultural production may be favorably affected by such population increases as re- sult from the growth of manufacturing and trade in these counties. Tho expanded tourist and vacation trade will also provide an expanded market for local agricultural produce.

1/ Maryland State Planning Commission, Possible Economic Effects of Chesapeake Bay Bridge on Eastern Shore .AfLTicjJltur e, Special Report by IrVilliam D. Clayton, i-)A9»

23

SEAFOCO

As in the case of agriculture, seafood will probably not vdtness any extensive changes with tho opening of the Bridge, Viliat effects vdll be felt vdll probably be the indirect result of any increases in population brought about by the growth of manufacturing and trade in the Eastern Shore counties, and the expanded tourist and vacation traffic. Such increases in demand for seafood products will be most apt to affect price, and only secondarily, total amount of the catch marketed.

MANUFACTURING

Manufacturing, as is shown in Chapter III, has witnessed material growth in recent years. The greater accessibility afforded by the Bridge., should effect a further growth by facilitating the shipment to and from Baltimore of both raw materials and finished products. However, this will probably be a slow process, taking many years to develop.

The cities of the Shore can now offer available labor supplies of all skills at lower wage rates than thoso paid in Baltimore, This factor plus greater accessibility should not only facilitate the expansion of existing manufacturing establishments, but should also encourage tho location of new facilities on the Shore. Where manufacturers in the past have either failed to consider, or have actually rejected these locations, they can now be expected to consider them more seriously in the selection of new sites c

The existence of a pool of available labor can be .iudged only on the basis of the present supply. ■ The local State Employment offi^-es on the Shore reported some 2,000 workers of various skills as unemployed and currently registered for jobs as of the middle of November 194-9. Of this number about 70 per cent were either semf.skilled or unskilled who would be

24

readily usable in most general types of factory employment. The available labor supply also included 250 skilled workers. Almost one third of the total labor supply vrere registered with the Cambridge office v/hich serves Dorchester and Caroline counties, 1/Jhile no actual breakdo^m of these workers was available by place of residence, it is reasonable to expect that most of them live in Cambridge proper. Salisbury and Elkton also have many workers available for employment.

In addition to the workers actually registered, there are others who could be drawn upon with the expansion of manufacturing activity in the area. They include workers unemployed but not currently registered v/ith the local employment offices, as v/ell as those not yet in the labor market. Experience has shown that with the location of attractive employ- ment opportunities in a community, some vjorkers, particularly v/omen, have been dravm into the labor market.

Manufacturers seeking to locate on the Shore will not only find a supply of labor available but will also find currently in Cambridge three small vacant plants varying in size from 1,000 to 7,800 square feet. Cam- bridge, as well as other Shore cities, also has available many undeveloped areas where nev; pl&nt facilities could be located,

RETAIL TRf.DE

The effects of the Bridge on retail trade vrill probably be felt in many v/ays. Any increases in income resulting from the expantjion of agricultural or industrial production v/111 affect retail trade in the Eastern Shore counties. It has been stated that trade and se^rvice establish- ments, alive to thcic potent iaJ. it ies, may create cc^ siderable employment in addition to the original agricultural or industrial expansion. The

25

Gary Industrial Foundation, Inc. has estimated that manufacturing payroll money usually creates business in the city in a volume of 2-g- to 3-^ times the payrolls themselves. Another study reveals that an increase of ten jobs in a basic economic activity v/ill automatically cause an increase of eight jobs in service lines.

Retail trade on the Eastern Shore vjill also be affected by the increases in Forth-South highway traffic which the Bridge vd.ll make possible. However, the most promising source of increase in retail trade will be the expansion of the vacation trade and the incorr-e it i/ill bring to the counties of the Eastern Shore. This is discussed in greater detail in Chapter VII.

26

CHAPTER V VACATION CENTER

The Eastern Shore is best knovn to most Marylanders for its vacation areas. Its position on the Cfcean as uell as the Bay provides it with vacation centers of uide variety. The Ocean, with its surf bathing and deep sea fish- ing attracts the largest number of vacationers. The Bay, \;ith its long and much indented shoreline, large areas of shallow water, numerous tributary rivers, and small streams provides many fishing, yachting, and si'/imming centers. The rural areas and scenic land of the central peninsula offer opportunities to city dv/ellers for a real vacation on the farm.

There are a great number of places to which vacationers interested in the many activities of the Shore can go. However, in this report dis- cussion is confined to the more high.ly developed centers, vfhich may be expected to profit in the immediate future from the increased traffic across the new bridge,

DESCRIPTION OF VACATION kmkS

Traveling south fron the head of the Peninrula, the vacationer first reaches Elk Necl: State Park in Cecil Couiity, a iOOO-acre tract fronting on both the Chesapealce Bay and the E?.k River. These waters fiu^nish ample facilities for fishing and swimming. The Pari:, operated by the Department of State Forests and Parks ; maintains vacation cabins v.'hich are available on advance reservations v;ith the Department of State Forests and Parks in Annapolis.

In Kent County, the nearest Eastern Shore county to Baltimore, there are three developed resort locations, namely Eetterton, Chestertown, and Tolchester Eeach. Connected with Baltimore by large exciursion boats,

27

Betterton, on the Sassafras River, offers picnicking, swimming, boating, fishing, and other amusements for day visitors. Lodging is available at hotels, cottages, and private homes in Betterton as well as in near-ty Chestertov.Ti.

Located on the Chester River, Chestertown is an important vacation center frequented by many visitors. In addition to the fishing, boating, and swimming on the River, Chestertown has been described as "a gracious old place . . . the very essence of the Eastern Shore v/ith its mellow combination of sights, feelings, tastes and smells that recall centuries of pleasant living." 1/ Late in July the Chester River Yacht and Country Club is host to scores of sailing and power boats participating in the Chester River Regatta. A special point of interest in Chestertown is historic Washington College founded in 1782.

Some 12 miles to the west of Chestertown on the Bay, is Tolchester Beach, a famous Maryland resort. Here facilities are provided for picnick- ing, sv/imming, fishing, boating, and other daytime amusements. The local hotel, as well as private homes and restaurants, offer lodging and meals for the visitors to the area.

To the south in Talbot County, the tidewater area in the vicinity of St, Michaels, Claiborne, Tilghraan, and Oxford affords m.any opportunities for swimming, boating, and fishing in the abundant vjaters of the Bay, Visitors to the area can find accommodations at Royal Oak, Claiborne, Oxford, and Tilghman, Near-by Easton offers luxury accommodations at a new air conditioned hotel opened in I9/4.9.

Cambridge, in Dorchester County, on the two mile vride Choptank River is a resort tovm, a bustling harbor, and a thriving industrial center.

1/ U, S. V.'orks Progress Administration, Maryland. A Guide To The Old Line State; 19/^0, p. 366,

28

The River affords excellent yachting, fishing, and swimming facilities, and the City holds much of interest for the visitor. The tv/o hotels, with their combined total of 81 rooms, as well as numerous guest houses, private homes, and restaurants serve the visitors to this thriving community.

Continuing do\m the Bay to Somerset County, the traveler reaches Crisfield, the seafood center of the Eastern Shore. Lodged on a cove off Tangier Bay, it is given over entirely to harvesting, packing and shipping of vast cargoes of oysters, crab, and fish fron all parts of the lower Chesapeake. Visitors to this section of the Eastern Shore can be accommo- dated at the two hotels and private homes in the area.

Ocean Ci+y is Maryland's large seashore resort, located directly on the Atlantic, It is noted for its ocean sv/imming, boating, and deep sea fishing. Though fish of all kinds are caught in the ocean waters and Sinepuxent Bay to the west, it is big gare fishing, chiefly of white marlin, which has brought Ocean City its fame. Like other important Atlantic resortr it has a boardwalk extending along the beach front.

SAITDY POBIT STATE PARK

In considering the expected increase in vacation travel to the Eastern Shore, it is appropriate that mention be made of the new 670-acre State Bayside Park being constructed at Sandy Point, the v/estern terminus of the Bridge. Day tourists from the Baltimore Metropolitan Area, the Washington Metropolitan Ai'ea, and other parts of the Uestern Shore will probably patronize the Park in great numbers. It will offer such facilities as sv;imming in the Pay as v/ell as pools, picnickingj and boating on artificial lakes. Ample parking areas v/ill be provided as well as bathhouses and play- ground areas for children and adults* Since facilities will be available only for daytime activities, Sandy Point State Park will probably not

29

absorb a significant portion of the increased vacation trade expected on the Eastern Shore,

B-lPLOYl'IEKT Al'D BICOME

The hotels, tourist houses and other lodging places, and the restaurants in the nine Eastern Shore counties provide employment for almost 2,0C0 vorkers. More than a third of these work in Worcester County's many seashore hotels and restaurants. Employnent increases sharply during the peak summer months and falls off after Labor Day, On the basis of Retail Sales and Use Tax Collections; reported for the fiscal year 19^9, it may be estimated conservatively that the total incor.e of all lodging places and restaurants v;as almost '"'.18,000,000, Worcester County accounted for almost '.5,000,000 of this total v/ith IJicomico and Cecil counties following close behiiid.

l.Tien these figiires are compared with income from agriculture, manufacturing, or tro.de, the vacation business does not appear to be of major significance. It must be remembered, hov/ever, that vacationers make many other expenditures, not reflected in these figures. Undoubtedly the industry's importance lies in its potentialities for future growth, rather than in its present status.

30

CIL1PTER VI THE BAY BRIDGE AS A MAJOR LINK IN MORTH-SOUTH TRAFFIC

Uith passenger cars in the majority of families in the Nation, Americans have become the greatest travelers the world has ever seen. Truck and passenger cars move over the highways in all directions in ever increasing volume. The most heavily traveled route in the United States is that linlcing New England and Kew York with VJashington and points South.

PRESENT HIGH'JAY ROUTES

After crossing the Hudson River, traffic moving south from New York to Washington most frequently follov/s U.S. 1 to New Brunswick, U.S. 130 to the Pennsville-New Castle Ferry, vjhere it crosses the Delav/are River and follov/s U.S. 4.0 across the Susquehanna River Bridge at Havre de Grace to Baltimore. From there, U.S. 1 is picked up to Washington, Richmond, and the South. (See Figiire 2.)

While this is the most popular route a considerable amount of traffic out of New York follows U. S. 1 through Trenton, Philadelphia, and Baltimore to Washington, Richmond, and points South, Since the opening of the Potomac River Bridge near liorgantown in 194-0, southbound traffic has increasingly followed U.S. 301 out of Baltimore across the Bridge directly to Richmond. This route has permitted traffic to by-pass Wash- ington, D. C. , completely and has accomplished a time saving of some 30 minutes,

A good portion of the traffic heading far south crosses the Dela- v/are River via the Pennsville-New Castle Ferry and follovfs U.S. 13 dovm through the Delmarva Peninsula to the Cape Charles Ferry. Crossing on to the Virginia mainland, traffic picks up U.S. 17, which it follows all the vray to Florida.

31

FIGURE 2

PRESENT AND PROJECTED HIGHWAY ROUTES BETWEEN NEW YORK CITY AND RICHMOND, VIRGINIA

OCEAN CITY

CAPE CHARLES

LEGEND"

'EXISTING U.S. HIGHWAYS

...PROJECTED HIGHWAYS

APRIL 1950

MARYLAND STATE PLANNING COMMISSION

32

PROJECTED HIGH. 'AY ROUTES

In 1949 v/ork was begim on three majoi* links in the interregional system of highways to run from Portland, Maine, to Richmond, Virginia, and the South. These included the Chesapeake lay Bridge betv/een Sandy Point and Stevensville ; the Delaware Memorial Bridge to replace the ferry at Pennsville; and the Nev; Jersey Turnpike, the express toll highway running from the Delaware Memorial Bridge ncrtheesu tc the George Washington Bridge endl'ev; York City. Completion of the toll expressway is currently expected in 1951. The tv;o bridges should be opened to traffic by the summer of 1952.

After 1952 through traffic intent on by-passing the major cities will be able to traraflothe New Jersey Turnpike or the old routes through Hew Jersey to the Delaware Memorial Bridge, After crossing the Delavrare River motorists vfill follow U.S. -^0 to Elkton and U.S. 213 from there to the juncture of U.S. 50, which leads to the Chesapeake Bay Bridge. From Sandy Point on the west shore of the Bay, traffic will move along the Revell Highv/ay, across the nevr Severn River Bridge, over the new Annapolis to VJashington highway paralleling U.S. 50, which vjill connect with U.S. 301 crossing the PotoHiac River Bridge at Morgantov/n to Richmond and points South. In the years immediately following the completion of the Bay Bridge, but before the completion of the Annapolis to Washington expressway, traffic destined for the nation's Capital will follow Maryland Route U^U from the western terminus of the Bridge, across the new Severn River Bridge to U.S. 50, and vrest to the District of Columbia. (See Figure 2.)

The nev; route across the Bay vrill also serve as an alternate for motorists now using coastal route U.S. 13 through the Delmarva Peninsula and crossing the Cape Charles Ferry to U.S. 17 on the mainland. (See Figure 2). Anticipating the competition from this nem express route, promoters of the

33 U.S. 13 route are, among other reasons, attempting to increase its attrac- tiveness by shortening the distance and travel time across the Bay at the southern tip of the Delmarva Peninsula. The ferry at Cape Charles is being moved to Kiptopeke, some 9 miles to the southeast. The distance across the Bay will thus ba reduced 4.T nautical, or 5"* land miles, and travel time, 30 minutes.

For Maryland' s share of the interregional express highway, the State Roads Commission has begun wcrk on a number of highways and has others in the planning state. In January 1950 work was begun on the Annapolis to Washington divided expressway. Contracts were let on the new bridge across the Severn River to carry traffic from the Revell Highway and the Bay Bridge to Parole on the expressway. Contracts were also let on a 8.7-mile stretch of road west across the South River to the Prince George's County line and the juncture with U.S. 301, as well as on the new bridge to cross the South River. Completion of this entire stretch from Annapolis to the juncture with U.S. 301 is expected by the time of the opening of the Bay Bridge. However, work on the stretch of the expressway west to the Nation's Capital, while projected, has not been undertaken ahd will probably not be completed until 1955 or thereafter.

On the Eastern Shore an expressway from the eastern terminus through Queen Anne's County to Warwick in Kent County on the Delaware State line is projected. Hork has started on the 9-mile stretch from Stevensville on Kent Island to Queenstown. Completion of this stretch is expected in time for the opening of the Bay Bridge. The extension of this expressw£.y through Queen Anne's and Kent counties to Warwick on the Delaware State line has been projected although not yat begun. Completion of this stretch is not expected until 1955 or thereafter.

To carry traffic further north, e. stretch of the interregional highway will run from r7arwick through the State of Delaware, to connect

v;ith U.S. Route 13 to the Dalauare Memorial Bridge just south of Wilming- ton, l.Tiile this stretch is also projected, actual construction is not yet unden-;ay. Completion dates are therefore indefinite at this time. Upon construction of the entire network of higterays, of which the Bay Bridge will be an important link, motorists will have a through route over which they may move at high speeds, by-passing every major city en route,

ESTB'I/^TES OF EXPECTED TI^.FFIC

Detailed estimates of expected Bay Bridge traffic have been made.l/ Hov/ever, these have been based chiefly on recent grovrth in ferry traffic plus an allovjance for increased traffic induced 07 the Bridge, assuming the present toll structure. Mo particular consideration is given to the increase in traffic by virtue of the Bridge's position as a link in the network of interregional express highvfays. For the first year of bridge operation, a total traffic of approximately 1,200,000 vehicles is forecast; increasing approximately 5 per cent annually.

These estimates, having been prepared for financial purposes, are advisedly conservative. In point of fact, ferry traffic, by the year ending September 30, 19/+9 had grown to 702,000, an increase of 20 per cent over the previous yeaj^ in contrast to the 8 per cent projected in the estiaates.

Some further account must also be taken of the increased use to be made of the Bridge by motorists desiring to by-pass the major urban centers. Figxires on the number of motorists using near-by existing links in the long-distance highv;ay network give sokg indication of a minimum number vrho may be expected to follov; the new route,

1/ Ccverdalc and Colpi''-ts, Report or Traffic and Revenues. Proposed Chosape.-,'"':e Bay Prid^-,:;, Sepcember i5, 19^8, pp, 17-13,

25

I

In the year ending September 19A9 more than 2,500,000 vehicles used the Ilev; Castle-Pennsville Ferry over the Delavjare River. It is estiirated that half as many additional vehicles crossed the Delaware River via the Chester Ferry, 1/ In the same period almost 5,000,000 vehicles used the Susquehanna River Bridge at Havre de Grace, Although almost half of these were llaryland cars, the other half were probably long- distance travelers. Vehicles desirous of avoiding Washington on the way to Richmond and the South have used the Potomac River Bridge in large numbers. In the 12-month period ending September 19A-9, it v;as used by almost 900,000 vehicles. Only about 35 per cent of these vrere of Mary- land origin. The others, with the possible exception of those of Virginia origin, were probably on long-distance trips.

These figures indicate that large numbers of motorist have recognized the advantages and have availed themselves of the existing facilities in order to avoid congested urban centers. To be sure, these facilities have increased the cost of the trip, but have at the same time effected a considerable saving of time. By using the Bay Bridge motorists vfill be able to accomplish a further time saving. It is estimated that at least one hour can be cut off travel time between the Juncture of routes U,S. 13 and U.S. 4,0 in Delav/are and routes U.S. 1 and U.S. 301 at Richmond, Virginia.

Certainly many motorists v;ill be attracted to the new route for these reasons. The only major deterrent to its use may be the increased expense involved. Table 10 lists the present toll cliarges between Richmond and l!ew York C?.ty as well as thoje expected with the opening of the Bay Bridge. Experience has shown that usually the advantages of such a route have more than offset the Increased expense.

1/ Cov-rdale .'ind Co'.pittij^ Trafric ar^: Reve - ./■^ Re^o.H. I:3W Jersey Turnpike, September 1>49, p. 31 *

36

Toll 00.50 r .90 .20 1.00

Facility Holland Tunnel Few Jersey Tumpilce Delav/are Memorial Bridge Chesapeake Bay Bridge Potomac River Bridge

Toll $o.-ro 1.75 .90 2.00 1.00

TABLE 10

AVERAGE TOLL CR'iRGES FOR PASSEflGER CARS BETl'^EEN NEW YORi: CITY AND RICHMOND, VIRGINIA 1950 AI'ID 1952

Present Route. 1950 New Route. 1952

Facility

Holland Tunnel

New Castle-Pennsville Ferry .90 Susquehanna River Bridge Potomac River Bridge

Total $2.60 Total $6.15

However, active publicity of the advantages of this new route will be necessary to attract large numbers of users. Since the Bridge will be merely a link in a larger network of express highways, joint efforts publicizing the entire route should stimulate total traffic. Taking all factors into consideration, it is estimated that a total of approximately 2,000,000 veliicles vrill use the Bridge in its first jrear of operation. In futiore years, \r±th effective joint publicity, an increase in traffic between five and ten per cent annusilly can be expected,

EFFECTS ON LAND VALUES

The benefits accruing to agriculture, manufacturing, and the trade and service industries should, in time, be reflected in increased land values in the Eastern Shore counties, VJhile the exact effects on the assessable basis cannot be predicted, studies of the effects of other large-scale capital improvements show that land values consistently rise at a higher rate in the areas immediately affected hy the improvement, 1/

1/ Reviev/ of New Jersey Business ^ "The Influence of the New Jersey

Turnpike on the Future Development of the State," January 1950, pp. 2, 10.

37

The counties and the municipalities of the Eastern Shore, particularly those in the vicinity of the Bridge itself, the highway tlirough Cueen Anne's and Kent counties to Warwick, and the highv/ay to Ocean City can expect to see like increases in the assessed valuation of property. Similar increases in the assessable basis can also be expected in the neighborhood of the many vacation centers which will benefit from the increased traffic.

EXPECTED E'COME FROM DECREASED TRAFFIC

The increase in traffic through the Eastern Shore will undoubtedly make greater use of local facilities, such as, filling stations and garages, restaurants, tourist houses, and hotels.

In the second quarter 194-9, there were 232 retail filling stations, repair shops, and garages operating in the nine Eastern Shore counties. Together they employed an average of more than 800 vrorkers and paid them a total of "^322,000 in wages for the three-month period. ¥ith the seasonal increase in tourist traffic during the summer months, emplos^nent and pay- rolls in these establishments in the third quarter 194-9 was considerably higher.

During the year 194-8, filling stations, repair shops, and garages on the Eastern Shore had a combined total income of more than $7,000,000. Hov; much the grov/th in through traffic on the Eastern Shore \7ill increase this figiire is impossible to predict, since travelers through the area may or may not purchase their gasoline and have their repairs made on the Shore. A two-cent tax differential in New Jersey's favor may operate against large-scale gasoline purchases in U&ryland. However, with the completion of the Bridge, the increase of more than 1,000,000 vehicles passing through the Eastern Shore counties will necessarily make greater

38

use of these facilities and consequently increase gross income.

Although restaurants and tourist houses will probably be restricted along the new State highways through the Eastern Shore coixnties, those facilities adjoining the highv/ays will of course be used by tourists.

Mere than 230 eating and drinking places are presently operated on the Eastern Shore to take care of the resident and visiting population. In the second quarter of 1%9, a nonpeak period, they employed more than 1,000 workers and paid them more than '"^300, 000 in quarterly wages. The Eastern Shore counties also maintained some 75 hotels, rooming houses, and tourist homes employing more than 800 workers. In the second quarter of 194-9 these workers earned almost ''.160,000,

During the fiscal year 194-9, total income to these establishments, estimated on the basis of Retail Sales and Use Tax collections, conserva- tively totaled almost ^.17,000,000, With a total of 700,000 vehicles cross- ing the ferry during the year ending September 30, 194-9, and a total fore- cast of 2,000,000 Bridge crossings following its completion, approximately 1,300,000 additional vehicles v;ill be visiting the Eastern Shore. Of these about half will be travelers merely driving through the Shore, With an assumed average of three passengers per car including the driver, 1/ this traffic should bring about 2,000,000 additional travelers through the area.

While it is impossible to know exactly how much these travelers will spend in passing through the nine counties, some very rough approxi- mations can be made. AssTJming that an average of f?5 daily is spend for food and lodging, and that one in three of four tourists will stop on the Eastern Shore to eat or spend the night, it is estimated that an increase

1/ Estimates of the size of vacation parties varying from 2,44 persons per car to 4, are derived from U.S. Travel. A Digest, by U,S, Travel Division, National Park Ser^rlce, U.S, Department of Interior, 1949, p. 2-13.

39

in gross income of about $3,500,000 annually will accrue to these facili- ties. This minimmn figure can be increased if special efforts are made to attract the potential trade with xinusual restaurants or superior lodging places at reasonable rates. New or attractive tourist camps, like the luxury motel colony and restaurant proposed for construction on the Revell Highway, and restaurants specializing in Maryland food at fair prices may attract travelers v/ho would otherwise stop elsewhere.

Any expenditures in excess of the assumed minimum average per person, plus those expenditiu*es made in the area's filling stations and repair shops, vdll, of covirse, result in increased income to the Eastern Shore facilities in the vicinity of the projected new highways. This increased trade may affect all nine counties, but more than likely, what expenditures are made will be in those Eastern Shore counties north of the Bridge, principally Queen Anne's and Kent,

AO

CHAPTER VII THE BRIDGE AND ITS EFFECT ON THE VACATION TRADE

It is from increased vacation trade that the counties of the Eastern Shore will feel the greatest economic effect of the Bay Bridge. By the shortening of the distance and the travel time to the Eastern Shore, the Bay resorts, the many lovely inland areas, as well as the oceanside beaches will attract many new vacationers.

DISTANCE AND TRAVEL TIME TO SHORE RESORTS

With the opening of the Bridge and the network of new highvrays, residents of Washington and its environs may, within less than two hours, reach the Eastern Shore bay resorts. Vacationers from Metropolitan Balti- more may reach these same resorts via the Bridge within a period of about an hour and a quarter, as compared with the present two hours via the ferry and three and three quarter hours around the head of the Bay via Elkton. The shortening of travel time will make these resorts considerably more accessible and will undoubtedly result in great increases in the total niun- ber of visitors to the area. Table 11 compares the distance and estimated travel time from Washington and Baltimore to Queenstown in Queen Anne's County via Elkton and via the Ferry and the new Bridge.

TABLE 11

DISTANCE AND TRAVEL TIME FROM WASHINGTON, D. C, AND BALTIMORE TO QUEENSTOWN, MARYLAND

Distance to Queenstown Via Elkton Via Bay Crossing

From Washington, D. C, H5 miles 50 miles

From Baltimore 110 " A2 "

Travel Time to Queens toim Via Elkton Via Bay Ferry l/ Vin Rey Bridge

From Washington, D. C. A 3/4 hours 2 l/2 hoiirs 1 3/4 hours From Baltimore 3 3/4 •' 2 '• 1 l/4 "

1/ Assuming an average of 45 minutes for crossing, including waiting time.

a

VJhile some traffic may be deterred by the probable bridge toll of an average of $2 per car, except in periods of economic recession, the saving of time will more than make up for the added expense.

Travel by vacationers to the Shore's oceanside will also be greatly facilitated by the Bridge, Vacationers from Baltimore now find that travel- ing to Ocean City via the ferry, a distance of about I4.O miles, takes about four hours. This presupposes a wait at the ferry of approximately 20 minutes. On week ends during the smnmer months, however, the increased traffic usually lengthens total traveling time considerably. The Bridge should afford a time saving of between 4O minutes and an hoiar depending on the wait at the ferry. Travel time from both Baltimore and Washington to Ocean City should therefore be reduced to betv/een three and three and a half hoiirs.

Travel time, as well as distance, from Washington and Baltimore to such other popular beach resorts as Atlantic City, New Jersey, and Virginia Beach, Virginia, will be considerably greater than to the Delmarva beaches. With the delays of the Bay Ferry removed, Ocean City should attract a con- siderably larger number of vacationers from Baltimore and Washington,

During the peak summer months many visitors from Baltimore have preferred to go to the Shore the longer way, around the head of the Bay, via Elkton. This route now takes between four and five hoiors. The Bridge will affect a reduction in travel time, and a saving in gasoline for the users of this route, although it will add the expense of the probable average toll of ft2 per car,

ESTIMATES OF VACATIOF TRAFFIC

How many tourists now cross the Bay to spend their vacations on the Eastern Shore? This is difficult to determine with any degree of accu- racy, but some estimates can be made. Figures for Bay crossings show a

U7.

decided increase during the prak summer months. It can reasonably be as- sumed that there is a normal year round pattern of ferry users. The increase shown during the summer months can be attributed to vacationers. As noted in Table 12, showing monthly ferry crossings for the two years ending

TABLE 12

KONTHLY TRAFFIC ON THE CHESAPEME BAY FERRY SYSTEM

OCTOBER 1%7 TO SEPTEMBER 19^9

Total Autonobile£3

Month

TOTAL A5^,266

Source: State Roads Commission,

389,777

Trucks and Busses

October 19A7	50,924	42,447	8.477
November	44,790	38,216	6,574
December	39,605	33,059	6,546
January 194-S	27,833	22,250	5,583
February	2^., 465	19; 223	5,2/.,2
March	39,966	32,608	7,358
TOTAL	227,583	187,803	39,780
April	44,059	36,226	7,833
May	55,649	47,016	8,633
Jvme	61,649	52,296	9,353
July	82,933	71,805	11,128
August	87,742	76,886	10,856
September	68.760	58,531	10.229
TOTAL	400,792	342,760	58,032
October	55,247	46,230	9,017
November	4?, 231	41,603	7,628
December	42,238	35,430	6,808
January 1949	38,796	32,412	6,384
February	35,968	29,798	6,170
March	45,992	^8,034	7,958
TOTAL	267,472	223,507	43,965
April	52,239	44,138	8.101
14ay	64,832	55,062	9,770
June	73,875	62,770	11A05
July	97,411	84,235	13,176
Augiast	94.166	82,021	12,145
September 1949	71,743	61,551	10,192

64,489

U3

September 1949, traffic for the six-month periods April through September was almost double that in the first half of each year. In 1948 total cross- ings in the six-month period including the summer months exceeded the ear- lier period by 175,000. In 1949 the excess increased to almost 200,000, This traffic, assumed to be mainly vacationists, reporesented almost one third of total airiual ferry crossings. To the 200,000 vacationists must be added the many vehicles taking the o\'erland route. It has been estimated with utmost conservatism that between 25,000 and 50,000 vehicles now use this route. Adding these tvo figures we can say that about 240,000 vaca- tion-bound vehicles travel to the Shore during the summer months.

In the discussion of total traffic expectation in the year follow- ing the opening of the Bridge (Chapter 71), it was estimated that there would be approximately 600,000 additional crossings by long-distance travel- ers passing through the Eastern Shore and a like number of new visitors to the area. Although vacationers now make up about one third of total annual traffic, they will probably comprise a larger percentage of the increase in traffic. Assuming that one half of the 600,000 new Bay crossings will carry vacationers, there will be 300,000 additional vacaticn-bound vehicles crossing the Bridge, With each crossing representing the coming as well as the return trip, we can say that 150,000 additional vehicles will carry vacationists to the Eastern Shore. Assuming three passengers per car in- cluding the driver, this would mean an increase of 450,000 new visitors to the Eastern Shore counties. This number should increase by between five and ten per cent annually depending upon the extent to which the recreational opportunities of the area are effectively publicized.

INCOME FROM VACATIONERS

In order to determine the income to be expected from this increase in vacation trade, numerous studies of average vacation expenditures have

4^

been reviewed. A Department cf Interior summary shows expenditures varying from an average of $4,54 to $9.47 daily, depending upon the type of facili- ties used as well as geographic location, l/ A Florida study indicated expenditures varying from $4.50 to $7.50 daily with the lower figures spent in tourist houses, motels, and rented rooms and the higher in hotels, 2/ Duration of vacations, as noted in these reports, varied from 7 days in Oregon to 18 days in Idaho,

Vacations 'on the Eastern Shore vary from usual vacation travel. In the first place, this is an area with many small, relatively inexpensive facilities as well as some more elaborate hotels. In the second place, the Shore's proximity to Baltimore and Washington inakes it especially attractive as a week-end vacation area. For these reasons, it is advisable to assume a reasonably low daily expenditure as well as a shorter average vacation. With an average expenditure for these visitors of $5 per day, and a vacation of between 7 and 12 days' duration, additional gross income accruing to the eating and lodging facilities should approximate between $15,750,000 and $27,000,000 annually. The annual increase of from five to ten per cent in vacationists after 1953 should produce a further increase in gross annual income to these facilities.

While anticipated generally throughout the area, these increases will affect the Bay and oceansidc counties chiefly. Ocean City in Worcester County can be expected to attract the largest number of visitors. Caroline County, which is inland, v/ill probably witness little of this increased trade.

The amount that vacationists may be expected to spend in retail stores of all kinds, and on recreation and entertainment may be estimated

1/ Op. cit., pp. 2-17.-

2/ Florida Power and Light Company, Evaluation of the Tourist Industry of thq Halifax Area of Volusia County, Florida. 1947 (?), p. 21,

45

roughly. Since this is an area characterized by many small, relatively in- expensive facilities, it would not be valid to assume expenditures which compare with the $4 to $5 daily spent in an area like Mieuni Beach, Florida, l/ It does seem reasonable to assume a minimum expenditure of $1 daily. With 4.50,000 additional visitors, this would mean an expected increase in gross income to these facilities of between ^3,150,000 and ^5,400,00^.

Studies of the national vacation trade indicate the growing selec- tivity in tourist spending. The vacationist is spending less on souvenirs, gaudy cabaret entertainment, and night clubs. He is picking his tourist homes and resort hotels carefully on the basis of clean accommodations, good food, and first rate service at reasonable rates. If increased vaca- tion trade is to be attracted to the Shore, expansion of facilities should be made with these factors in mind.

1/ Memorandum received from Statistical Department of American Hotel Associ- tion referring to results of study prepai-ed by the Miami Beach Hotel Ovrner? Association in 1949.

46

CH:VPTER VIII SUMMARY OF FINDINGS

1, Serving as a link in a projected interregional system of highways, the Chesapeake Bay Bridge will attract thousands of long-distance motorists through the counties of the Eastern Shore. Their expendi- tures for food and lodging will produce an additional gross income of at least $3,500,000 annually. Any expenditures which they make for gasoline, autciobile supplies, and repairs will represent a further increase in gross income,. To realize the full potential of this income, traffic should be stimulated by joint efforts publiciz- ing the entire interregional system of highways,

2, The Bridge should bring as ruany as 450,000 new vacationers to the Eastern Shore counties in the first year of its operation. The growth in vacation trade can be expected to produce an increase

in gross income to eating and lodging facilities of between §15,750,- 000 and $27,000,000 annually. Expenditures in retail stores and on recreation and entertainment should add another $3,150,000 to $5,400»" 000 in gross income. These are minimum figures which can be greatly increased by expanding and improving facilities to offer more and better accomiriodations, better food, and first-rate service at reasonable rates,

3, Retail trade on the Eastern Shore will be indirectly affected by any increr.ses in income resulting from the expansion of agriculture or industrial production. Gross income in retail trade vdll be more directly affected by the expenditures of the many tourists and vacationers traveling to the Shore over the new Bridge.

47

4., By shortening the distance and the travel time between Baltimore and the Eastern Shore, the Bridge is likely to encourage the expansion of the existing manufacturing establishments as well as the location of new facilities on the Shore. This growth will be a long-tera process,

5, The Bridge will have little effect in the short run on Eastern Shore agriculture. It may produce some changes in the current patterns of marketing agricultural produce. In addition, the ex- panded tourist and vacation trade, as well as any increases in population resulting from the grovrth of manufacturing and trade, will increase the market for local produce,

6, The benefits accruing to agriculture, industry, and trade, and service will be reflected in increased land values in the counties of the Eastern Shore,

48

REFERENCES

Baltimore Magazine, Baltimore Association of Commerce, "Bay Bridge Seen As Spur to More Trade Between Baltimore and Eastern Shore," November 19-C8, p. 15-16.

Coverdale and Colpitts, Report on Traffic and Revenues. Proposed Chesapeake Bay Bridge. New York, September 15, 194.8 o

Coverdale and Colpitts, Traffic and Revenue Report, New Jersey Turnpike. New York, September 1949.

Florida Power and Light Company, Evaluation of the TouriF;t Industry of the Halifa:;: Ax-ea of Volusia County. Florida. 1947 (?).

J, E. Greiner Company, The Chesapeake Bay Bridge Engineering Report. Baltimore, July 1, 1948.

Maryland Department of Employment Security, Unemployment Compensation Division, Employment and Uagea in Covered Industry. Second Quarter 1949.

Maryland State Planning Commission, Possible Economic Effects of Chesapeake Bay Bridge on Eastern Shore Agriculture. Special Report by VJilliam D. Clayton, 1949o

Maryland State Roads Commission, Financial Report For the Chesapeake Bay Ferry System^ 1949.

Maryland State Tax Commission, Biennial Report. 1939, 1949,

Review of New Jersey Business. "The Influence of the New Jersey Turnpike on the Future Development of the State," January 1950, pp,2,10.

Sales Management, Inc., Survey of Buying Power. New York, May 1949 •

Standard Rate and Data Service, Inc., Consumer Markets. Chicago, 1949-1950.

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