MDTA-Recommended Preferred Alternative
The Maryland Transportation Authority (MDTA) Board has approved Alternative C (6-8-6 South) as its Recommended Preferred Alternative for the Chesapeake Bay Crossing Study: Tier 2 National Environmental Policy Act (NEPA). The decision is based on the agency’s ongoing engineering review, environmental study, public feedback and extensive coordination with local, state and federal partners.
“This recommendation is an exciting step that moves us closer to a Bay crossing that provides a smoother travel experience for those who drive over the bridge and the Marylanders who live by it. Alternative C is the option that best supports Marylanders’ current and future daily travel needs with the least environmental impact on our treasured Chesapeake Bay.”
Alternative C would consist of:
two new four-lane bridge spans with full shoulders across the Chesapeake Bay, enhancing safety while providing additional transportation capacity, reliability, and mobility.
removal of the existing Bay Bridge spans, thereby addressing existing roadway deficiencies, eliminating the need for major rehabilitation and associated lane closures/delays, and providing higher navigational clearance to meet U.S. Coast Guard requirements.
widening of US 50/301 to eight lanes (four per direction) from west of Oceanic Drive to east of Cox Creek to allow sufficient room to transition to the new bridge crossing.
financial commitments for transit-related improvements and an optional bicycle and pedestrian shared‑use path.
The Tier 2 Study aims to address existing and future transportation capacity needs across the Chesapeake Bay and at the Chesapeake Bay Bridge approaches along the US 50/301 corridor. NEPA review is required for major federal actions, including federal funding or approvals.
Alternative C will be evaluated by the public and resource and regulatory agencies as part of the ongoing National Environmental Policy Act process. Both the general public and agencies will have the opportunity to comment on the recommendation and on the Draft Environmental Impact Statement beginning in late January 2026, with public hearings planned for February 2026.
The Federal Highway Administration and other resource and regulatory agencies have not yet concurred on a Preferred Alternative per the National Environmental Policy Act process. The Maryland Transportation Authority will continue to analyze its recommendation following public comment. After the public comment period, state and federal agencies including the U.S. Army Corps of Engineers and the Maryland Department of the Environment, among others, will be invited to concur on the preferred alternative in Spring 2026. Final Federal Highway Administration concurrence, in conjunction with the Maryland Transportation Authority, will be rendered via a combined Final Environmental Impact Statement and Record of Decision, anticipated in November 2026.
“Alternative C best fulfills the study’s purpose and need while considering environmental and financial responsibility. Of the build alternatives, it is the most cost-effective, impacts the least amount of natural, socio-economic and cultural resources. It would enhance safety with full shoulders and wider lanes, bring between $17 to $23 billion into the local economy, and create 61,300 to 75,600 jobs with 76% direct employment of construction workers.”
The Bay Crossing Study: Tier 2 National Environmental Policy Act began in June 2022. Following the development of the purpose and need, the study team considered and analyzed many preliminary alternatives, which they narrowed to seven retained alternatives and presented to the public in December 2024. Pending funding, procurement for design will begin after the Final Environmental Impact Statement and Record of Decision, with final design starting in Spring 2028 and construction anticipated to begin in Summer 2032.
Continue to check back for upcoming announcements regarding the Draft EIS availability and public hearing dates and locations.
The MDTA finances, owns, operates, secures, and improves the state’s eight toll facilities. The MDTA is financed by toll revenue without relying on state tax dollars.
Alternative C Lane Configuration
- The new bridge would provide a total of eight (four per direction),
12-foot lanes across the Chesapeake Bay on two new spans. - Alternative C would retain the existing six-lanes along
US 50/301 on both the Western and Eastern Shores. - The bridge would provide 12-foot wide median
shoulders and 14‑foot wide outside shoulders.
US 50 / 301
New Bridge
Alternative C Example Bridge Construction Sequencing
Step 1
Existing eastbound and westbound Chesapeake Bay Bridge spans.
Step 2
A new eastbound span (yellow) would be constructed first, south of the existing spans.
Step 3
Removal of the existing eastbound span (red) would follow.
Step 4
A new westbound span (yellow) would then be constructed between the existing bridge spans.
Step 5
Removal of the existing westbound span (red) would follow.
Step 6
Completed new eastbound and westbound Chesapeake Bay Bridge spans.