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REPORT NUMBER - FHWA-MD-EIS-97-02 P°™^ of the study area; and a four-lane dual
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highway in new location between US 113 andSngle Lmd^R£i ?f' f™"!1111* °f consttucdon ^» «*» four-lane divided
line. The 34' wide grassed median would te narrowed to^JZit ^d duallzatlon ^ e»^ng US 113 to the Delaware state
impacts associated with the Draft EIS AUerStivTaTweS ^^S^f^S^-'1 ^^ Sensitive crossi^- Environmental
residential and business displacements, rigS-of-wavlcoul^n! ***""** ***«»*™. are summarized in Table S-1 and include
floodplain encroachmen^oise ^^\^L^c *»*-*^-*-«^« of the U.S.. 100-year
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-------
US 113 Planning Study
Snow Hill, Maryland to Delaware State Line
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SUMMARY
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175 113 Planning Study
SUMMARY
1. Administrative Action
Federal Highway Administration:
( ) Environmental Assessment
( ) Draft Environmental Impact Statement
(X) Final Environmental Impact Statement
•• ( ) Findings of No Significant Impact
( ) Section 4(f) Evaluation
2. Informational Contacts
The following persons may be contacted for additional information concerning this document:
3.
Ms. Renee Sigel
Planning, Research and
Environmental Team Leader
Federal Highway Administration
The Rotunda - Suite 220
711 West 40th Street
Baltimore, MD 21211
PHONE: (410) 962-4342 ext. 116
HOURS: 7:30 a.m. - 4:30 p.m.
Introduction
Mr. Louis H. Ege, Jr.
Deputy Director
Office of Planning and Preliminary Engineering
State Highway Administration
707 North Calvert Street
Mailstop C-301
Baltimore, MD 21202
PHONE: (410) 545-8500 or 1-800-548-5026
HOURS: 7:30 a.m. - 4:30 p.m.
This final document presents the results of studies conducted for the Draft Environmental Impact
Statement/Section 4(f) Evaluation (dated May 1997) as well as refinements for the Preferred
Alternatives completed to address both National Environmental Policy Act (NEPA) and US Army
Corps of Engineers Section 404 Permit requirements. NEPA focuses on environmental analyses of
alternatives, whereas the Corps Section 404 permit addresses specific impacts to wetlands and
Waters of the U.S. in accordance with the Clean Water Act Although some of the alternatives
presented in the Draft ElS/Section 4(f) Evaluation required the use of property from cultural
resources protected under Section 4(f) of the U.S. Department of Transportation Act, the Preferred
Alternatives have no Section 4(f) impacts.
4. Description of Proposed Action/Purpose and Need
US 113 departs from US 13 near Pocomoke City, Maryland and extends north 40 miles in Maryland
and 60 miles in Delaware, rejoining US 13 in Dover, Delaware. US 113 provides a critical
connection on the Delmarva Peninsula for through and local traffic, including recreation trips. The
proposed action would improve the remaining two-lane sections (23.8 miles in total length) of US
113 (Worcester Highway) within Maryland, thereby improving safety conditions and traffic
operations.
5-1
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US 113 Planning Study
The project area, located in Worcester County and shown in Figure S-l, consists of two study areas:
• The southern study area extends along US 113 from south of Snow Hill, Maryland to south
of Berlin, Maryland (approximately 16.3 miles, from latitude N 38°08'30"/longitude W
75°24'45" to latitude N 38° 17'45"/longitude W 75° 13'30").
• The northern study area extends from north of Berlin, Maryland to the Delaware state line
(approximately 7.5 miles, from latitude N 38021'15"/longitude W 75°12'45" to latitude N
38°27'007 longitude W 75 ° 14'00").
US 113 directly links Pocomoke City, Snow Hill (the Worcester County seat) and Berlin, and
indirectly serves Ocean City (the second most populated city in Maryland during the summer
season). US 113 dates from the late 1600's; it was an earth and shell road until 1906, when portions
of it were paved. The last segment near the Delaware state line was paved in 1921.
The purpose of this study is to improve safety conditions and traffic operations along the two-lane
portions of US 113 from south of Snow Hill to the Delaware state line. The need for this project is
demonstrated by the number of fatal accidents which have occurred along the two-lane portions of
US 113 over the past 17+ years at a rate which exceeds the statewide average for similar two-lane
rural highways in Maryland. In addition, the Level of Service (LOS) for the northern study area will
decline from its current LOS T>' rating during the summer months, to an expected LOS 'F' by the
design year 2020. The Purpose and Need for improvements along the two-lane portions of US 113,
which are fully described in Chapter I of this document, are summarized as follows:
+ Existing Roadway Conditions: US 113, combined with US 13 and US 50, form the backbone
of the transportation system for the lower Eastern Shore of Maryland. US 113 is a four-lane
divided roadway south of Snow Hill, through the Berlin area, and north of the Delaware state
line. Figure S-l shows the southern and northern study areas addressing the remaining two-lane
portions of US 113. Figures S-2A through S-2D present these study areas in more detail, further
defining the extent of divided and undivided roadways. The southern study area, from
immediately south of Snow Hill to just south of Berlin (16.3 miles), consists of a two-lane
undivided roadway with two 12-foot lanes and 10-foot shoulders. A four-lane divided highway
was constructed in the late 1960's/early 1970's around the east side of Berlin. The northern
study area, from north of Berlin to the Delaware state line (7.5 miles), consists of a two-lane
undivided roadway with two 11-foot lanes and 8-foot shoulders. Within the northern study area,
horizontal curves along US 113 at MD 452, Pitts Road, and Jarvis Road are less than desirable
(see Figures S-2A through S-2D for locations of traffic signals/flashing signals).
4- Traffic Volumes and Levels of Service: Average daily traffic (ADT) volumes range from
3,500 to 7,500 vehicles per day for the southern study area and 6,400 to 12,200 vehicles per day
for the northern study area. The existing summer ADT (defined to be Saturdays between
Memorial Day and Labor Day) ranges from 4,900 to 8,900 vehicles per day for the southern
study area and 8,300 to 18,500 vehicles per day for the northern study area. Trucks currently
make up about 14 percent of the ADT volumes on US 113 (for rural highways on the Delmarva
Peninsula, 14 percent is a relatively high percentage for trucks). Approximately one third of
these trucks are "light and medium duty" two to three axle trucks, with the balance being "heavy
5-2
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DELAWAR-
MARYLAND
US 113 IMPROVEMENTS STUDY
Vicinity
Map
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US 113 Planning Study
duty" trucks, including tractor trailer vehicles. Historical analyses of truck operations indicate
that divided highways provide a safer and therefore more preferred highway than two-lane
highways. Design year 2020 traffic volumes in the southern study area are predicted to increase
over these existing volumes by approximately 44 percent for both the average day and summer
weekend day.
Design year 2020 traffic volumes in the northern study area are predicted to increase over these
existing volumes by approximately 64 percent for both the average day and summer weekend
day. Existing and projected ADT volumes are presented in Table 1-1.
Drivers in rural areas typically expect less traffic congestion than do drivers in urban and
suburban areas. Existing levels of traffic service (LOS) along US 113 are acceptable during an
average day, however, in the summer months, the road operates at LOS 'D' in the northern
study area In 2020, US 113 is expected to operate at LOS 'C and 'D' in the southern study area
including summer weekends, but is expected to operate at LOS 'D' on weekdays all year in the
northern study area, and LOS 'F between MD 589 and the Delaware state line on summer
weekends.
Safety: Fatalities have been occurring along US 113 at an alarming rate. Improvements to the
two-lane portions of US 113 from south of Snow Hill to the Delaware state line are needed in
order to address the safety problems occurring along the corridor. A local citizen's
organization, County Residents Action for Safer Highways (CRASH), has been very vocal m
their support for safety improvements to address the accidents on the two-lane portions of US
113 As a direct consequence of the efforts of CRASH, the Governor and study area elected
officials (senators, delegates, and mayors) requested that SHA study the characteristics of US
113 and develop solutions that will create a safer roadway. A primary goal of this project is to
identify safety solutions, thereby minimizing future fatal accidents.
Table 1-2 presents a detailed analysis for the accidents which occurred along the two-lane
portions of US 113 for the 7-year period from 1990 through 1996. The following observations
may be drawn from these 7-years of accident data:
. the statistically determined fatal accident rate is equal to or higher than the statewide
average rate for both study areas and significantly greater in the northern study area.
• the injury accident rate and the overall accident rate in the northern study area are both
greater than the respective statewide average rates for each category.
• the accident rates in the northern study area for angle collisions, fixed object and left turn
accidents are greater than the statewide average, and significantly greater statistically for
angle collisions.
• furthermore, in the northern study area, the wet surface related accident rate and alcohol
related accident rate are significantly greater statistically than the statewide average rate.
5-3
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US 113 PLANNING STUDY
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US 113 Planning Study
• In the southern study area, the nighttime accident rate is greater than the statewide average
rate. ,
The high number of fatal accidents is a primary purpose for conducting this study. Fall and
summer have represented the seasons that experience the highest number of fatal accidents.
Figures I-1A through ID identifies the locations and provides a description of the 42 fatal
accidents for the period January 1980 through September 1997 (17 years plus 9 months). A
total of 49 people have died as a result of vehicular accidents along the two-lane portions
of US 113 during the January 1980 through September 1997 period. Additional details
on these fatal accidents are presented in Table 1-3. Additional accident statistics on the
characteristics of two-lane highways in Maryland are presented in Appendix D of this
document.
5. Alternatives Considered
This study has identified transportation alternatives that address the project need while minimizing
impacts to the social, cultural, and natural environment. Following a Public Alternates Meeting held
in November 1995 and based on citizen and environmental agency comments, all reasonable
alternatives were presented in the Draft ElS/Section 4(f) Evaluation and at the Combined
Location/Design Public Hearing, as follows:
• No-Build Alternatives (Alternatives IS and IN)
The No-Build Alternatives provided no significant improvements to the existing roadways; minor
improvements would have occurred as part of normal maintenance and safety operations. The
routine maintenance operations would have not measurably reduced the accident rate or affect
roadway capacity. Although the No-Build Alternatives would not have met the project need, they
were used as the baseline for comparison with the other alternatives.
• Transportation Systems Management Alternatives (Alternatives 2S and 2N)
The Transportation Systems Management (TSM) Alternatives provided improvements to,4.1 of the
45 existing intersections along US 113 and a full length pavement overlay in order to enhance safety
and reduce traffic congestion without major alteration to the existing two-lane highway. The
improvements would have been part of an integrated plan of phased safety and capacity
improvements. The TSM Alternatives included short-term spot improvements such as signing and
marking, street lighting, warning flashers, traffic signals and intersection relocation; as well as
longer-term improvements such as additional turning, acceleration/deceleration, and bypass lanes;
and skid resistant pavement overlays with rumble slots along the centerline and edge of travel lane.
• 2-Lanes with 20' Median Alternative (Alternative 2S-20' Median)
This alternative provided a 20-foot wide median (either paved or grass) with guardrail and typically
one (1) lane per direction along existing US 113 in only the southern study area. Designed in
accordance with 60 MPH criteria, 10-foot wide paved shoulders and 20-foot wide safety grading
would have been provided (except in environmentally sensitive areas, where the safety grading
5-4
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US 113 Planning Study
would have been replaced by guardrail to reduce impacts). At intersections, left turn lanes would
have been provided in the median; right turn lanes would have been provided where warranted by
traffic volumes. In order to facilitate passing maneuvers, four (4) passing lanes 12-foot wide and
approximately 1 to 1.25 miles in length (two for northbound and two for southbound traffic) would
have been provided. Passing would have been prohibited at all other locations.
• Dualization Alternatives (3S, 3N, 4N Modified, and Combination Alternative)
Each of the Dualization Alternatives proposed a four-lane divided roadway with a median (both 20-
foot wide and 34-foot wide medians are being evaluated). Access would be partially controlled and
landscaping in the median and on the roadside would be included. The Southern Dualization
Alternatives were evaluated in accordance with 60 MPH design criteria (Alternative 3S); 50 MPH
and 60 MPH design criteria was evaluated for the Dualization Alternatives along existing US 113
in the northern study area (Alternative 3N); the new location and combination alternatives were
evaluated for 60 MPH design criteria. The northern Dualization Alternatives (Alternatives 3N, 4N
Modified, and the Combination Alternative) were developed in segments with common endpoints
so that they could be used in various combinations to produce the alternative with the least impacts
and lowest cost while still meeting the project need.
Dualization on Existing Alignment (Alternatives 3S and 3N): The dualization of existing US 113
would have involved the construction of a new two-lane roadway adjacent to the existing facility and
the retention of the existing roadway as the northbound or southbound roadway to the extent possible
in both the southern and northern study areas. These alternatives would have used existing right-of-
way where possible. A new interchange would have been provided along this alignment at MD 90.
Dualization on New Alignment (Alternative 4N Modified): The dualization on new alignment
would have involved the construction of a new four-lane divided roadway only in the northern study
area. The roadway would have been constructed on new location to minimize impacts to residential
and commercial properties. A new interchange would have been provided along this alignment at
MD 90. The preliminary new alignment alternatives presented at the Alternates Public Meeting in
November 1995 were combined and revised to create Alternative 4N Modified. These revisions
resulted in fewer impacts to the natural and socioeconomic environments.
Combination Alternative: A Combination Alternative which used parts of Alternative 3N (60 MPH
design speed only) and Alternative 4N Modified was also considered in the northern study area. The
Combination Alternative would have followed the Alternative 4N Modified alignment from US 50
through the previously graded interchange area at MD 90, then crossed US 113 near MD 589 and
bypassed the Town of Showell to the east. The Combination Alternative would have tied back into
existing US 113 just north of Showell, and then followed Alternative 3N along the existing
alignment of US 113 to the northern project terminus at the Delaware state line. A new interchange
would have been provided along this alignment at MD 90.
5-5
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US 113 Planning Study
+ SOUTHERN PREFERRED ALTERNATIVE v
Alternative 3S-34' Median
Alternative 3S-34' Median is preferred for the Southern Study Area. The dualization of existing
US 113 consists of two northbound lanes (with shoulders) and two southbound lanes (with
shoulders) typically separated by a median 34-feet in width with guardrail (8-feet paved and 26-
feet grass). At the crossing of Purnell Branch (Wetland W-8), a narrower 16-foot wide median
and an epoxy coated sheet pile wall will be provided along the west side of the roadway to
minimize wetland impacts. At Wetlands W-15, W-16 and W-17, a 16-foot wide median is also
provided. At Wetlands W-2 and W-12, the median further narrows to paved 10-feet, also to
minimize wetland impacts. The design speed and roadside grading will be consistent with
AASHTO standards for 60 MPH. For the majority of this length, existing US Route 113 is used
as either the northbound or southbound roadway. See Figures S-3A, -3B and -3C. The seven
(7) plates for the Southern Preferred Alternative are presented in Appendix A (scale: 1" =
400').
«• NORTHERN PREFERRED ALTERNATIVE
Combination Alternative 3N/4N Modified - 34' Median
Combination Alternative 3N/4N Modified - 34* Median is preferred for the Northern Study
Area. These improvements will provide a new four-lane divided highway (with shoulders) from
north of Berlin to Shingle Landing Road/Peerless Road and dualization along existing US 113,
consisting of two northbound lanes (with shoulders) and two southbound lanes (with shoulders).
A new interchange will be provided at MD 90, and the roadway will typically be separated by
a median 34-feet in width with guardrail (8-feet paved, 26-feet grass). At wetland W-30, the
dualized roadway will be separated by a 10-foot wide paved median to minimize impacts. At
Wetland W-31, a median 16-feet wide in width will be provided. Near Racetrack Road, the
alignment has been shifted slightly west to permit use of a portion of the existing US 113 box
culvert crossing of Church Branch, thereby reducing impacts at Wetland W-28 and avoiding W-
29. This shift places the southbound roadway for new US 113 in approximately the same
location as the existing two-lane/two-way roadway for US 113 adjacent to St. Martin's Church.
The design speed and roadside grading will be consistent with AASHTO standards for 60 MPH.
See Figure S-3D. The three (3) plates for the Northern Preferred Alternative are presented
in Appendix A (scale: 1" = 400')-
6. Summary of Environmental Impacts
The majority of the US 113 Study Area is rural, with adjacent land uses consisting of agricultural
land, rural residential and business developments, several historic properties, forested areas, and
wetlands/Waters of the U.S. Table S-l presents a summary of the environmental impacts for each
alternative presented in the Draft ElS/Section 4(f) Evaluation (dated May 1997) and at the Combined
Location/Design Public Hearing (held June 17, 1997) as well as the Preferred Southern
Alternative and the Preferred Northern Alternative.
• Alternatives IS and IN (No-Build) were evaluated as the baseline condition and would have
had no environmental impacts.
S-6
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US 113 Planning Study
Alternatives 2S and 2N (TSM) were proposed primarily within existing right of way and
would have had minimal environmental impacts.
Alternative 2S - 20' Median (60 MPH) (2 lanes with 20-foot wide median along existing US
113 in the southern study area) would have required the acquisition of 4 residences (1 minority),
1 business, and 31 acres of additional right-of-way. Furthermore, 5.8 acres of wetlands, 9.5
acres of floodplains, 39 acres of upland forest, 8 acres of upland meadow, and 56 acres of
landscape/turf areas would have been required. Two (2) areas of archeological resources were
affected.
Alternative 3S - 20' Median (60 MPH) (dualize along existing US 113 in the southern study
area) would have required the acquisition of 2 residences (1 minority), 1 business, and 67 acres
of additional right-of-way. Furthermore, 11.8 acres of wetlands, 7.1 acres of floodplains, 47
acres of upland forest, 10 acres of upland meadow, and 67 acres of landscaped/turf areas would
have been required. Ten (10) areas of archeological resources were affected.
Alternative 3S - 34' Median (60 MPH) (dualize along existing US 113 in the southern study
area)would have required the acquisition of 2 residences (1 minority), 1 business, and 74 acres
of additional right-of-way. Furthermore, 13.6 acres of wetlands, 8.4 acres of floodplains, 52
acres of upland forest, 11 acres of upland meadow, and 74 acres of landscaped/turf areas would
have been required. Ten (10) areas of archeological resources were affected.
Alternative 3N - 20' Median/50 MPH (dualize along existing US 113 in the northern study
area) would have required the acquisition of 19 residences (5 minority), 7 businesses, and 86
acres of additional right-of-way (including a total of 0.99 acres from NRE three historic
properties). Furthermore, 3.6 acres of wetlands, 5.2 acres of floodplains, 14 acres of upland
forest, 15 acres of upland meadow, and 46 acres of landscaped/turf areas would have been
required. Six (6) areas of archeological resources were affected.
Alternative 3N - 34' Median/50 MPH (dualize along existing US 113 in the northern study
area) would have required the acquisition of 22 residences (5 minority), 7 businesses, and 97
acres of additional right-of-way (including a total of 1.13 acres from NRE three historic
properties). Furthermore, 4.3 acres of wetlands, 5.7 acres of floodplains, 16 acres of upland
forest, 17 acres of upland meadow, and 52 acres of landscaped/turf areas would have been
required. Six (6) areas of archeological resources were affected.
Alternative 3N - 20' Median/60 MPH (dualize along existing US 113 in the northern study
area) would have required the acquisition of 23 residences (5 minority), 6 businesses, and 122
acres of additional right-of-way (including a total of 1.11 acres from NRE three historic
properties). Furthermore, 6.6 acres of wetlands, 8.0 acres of floodplains, 15 acres of upland
forest, 17 acres of upland meadow, and 51 acres of landscaped/turf areas would have been
required. Six (6) areas of archeological resources were affected.
Alternative 3N - 34' Median/60 MPH (dualize along existing US 113 in the northern study
area) would have required the acquisition of 24 residences (5 minority), 6 businesses, and 136
acres of additional right-of-way (including a total of 1.36 acres from NRE three historic
5-7
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./
X /
X|354l
Narrow Median To 16'
At Wetland W-8 and
Special Treatment To
Further Minimize
Impacts
Narrow Median To 10'
At Wetland W-2
STATE
Legend
— "" Dualization along Existing Alignment
\ ^
KEY MAP
US 113 PLANNING STUDY
Southern
Preferred Alternative
Maryland
I' Sta!e Highway
Administration
February 1998
Figure
S-3A
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US 113 PLANNING STUDY
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Preferred Alternative
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February 1998
Figure
S-3B
-------
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— — Dualization along Existing Alignment
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US 113 PLANNING STUDY
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Preferred Alternative
Maryland
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Administration
February 1998
Figure
S-3C
-------
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MARYLAND
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US 113 PLANNING STUDY
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Preferred Alternative
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— Duallzation along Existing Alignment
.».».. Dualization on New Alignment
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February 1998
-------
US 113 Planning Study
properties). Furthermore, 7.5 acres of wetlands, 8.5 acres of floodplains, 17 acres of ujjland
forest, 19 acres of upland meadow, and 57 acres of landscaped/turf areas would have been
required. Six (6) areas of archeological resources were affected.
Alternative 4N Modified - 20' Median (60 MPH) (construct new dual highway in new
location in the northern study area) would have required the acquisition of 7 residences, 4
businesses, and 111 acres of additional right-of-way. Furthermore, 22.4 acres of wetlands, 2.7
acres of floodplains, 53 acres of upland forest, 15 acres of upland meadow, and 15 acres of
landscaped/turf areas would have been required. Two (2) areas of archeological resources were
affected.
Alternative 4N Modified - 34' Median (60 MPH) (construct new dual highway in new
location in the northern study area) would have required the acquisition of 8 residences, 4
businesses, and 123 acres of additional right-of-way. Furthermore, 24.8 acres of wetlands, 3.0
acres of floodplains, 59 acres of upland forest, 17 acres of upland meadow, and 17 acres of
landscaped/turf areas would have been required. Two (2) areas of archeological resources were
affected.
Combination Alternative 3N/4N- 20' Median (60 MPH) (a combination of dual highways
in new location/existing location in the northern study area) would have required the acquisition
of 15 residences, 4 businesses, and 102 acres of additional right-of-way. Furthermore, 112
acres of wetlands (4 minority), 2.9 acres of floodplains, 48 acres of upland forest, 17 acres of
upland meadow, and 17 acres of landscaped/turf areas would have been required. Two (2) areas
of archeological resources were affected.
SOUTHERN PREFERRED ALTERNATIVE (dualize along existing US 113 in the
Southern Study Area) requires the acquisition of 2 residences (1 minority), 1 business, and 94
acres of additional right-of-way (including landlocked parcels). Furthermore, 5.0 to 5.5 acres
of wetlands, 8.4 acres of floodplains, 52 acres of upland forest, 11 acres of upland meadow, and
74 acres of landscaped/turf areas will be required. Ten (10) areas of archeological resources will
be affected. ,
NORTHERN PREFERRED ALTERNATIVE (a combination of dual highways in new
location/existing location in the northern study area) requires the acquisition of 15 residences
(4 minority), 4 businesses, and 285 acres of additional right-of-way (including landlocked
parcels). Furthermore, 7.0 to 7.5 acres of wetlands, 2.6 acres of floodplains, 56 acres of upland
forest, 19 acres of upland meadow, and 19 acres of landscaped/turf areas will be required. Two
(2) areas of archeological resources will be affected. The Maryland Historical Trust has
determined that the Northern Preferred Alternative will have an adverse effect on the St.
Martins Church. See Appendix F of this document for the signed Memorandum of Agreement
(MOA).
Potential sites for mitigation of the wetland impacts for the Southern Preferred Alternative
and the Northern Preferred Alternative are presented in Section IV.I. of this document; see
locations shown on Figures IV-2A through -2D.
5-8
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US 113 Planning Study
7. Permits Required
Construction of the Preferred Alternatives will require the following permits:
• U.S. Army Corps of Engineers:
• Maryland Department of the Environment:
• Maryland Department of the Environment:
* Maryland Department of the Environment:
• Maryland Department of the Environment:
• Maryland Department of the Environment:
8. Areas of Controversy
Section 404 Permit
National Pollutant Discharge Elimination
System (NPDES) Permit
Sediment and Erosion Control Plan
Stormwater Management Plan
Water Quality Certification
Nontidal/Tidal Wetland and Waterways
Permit
During preparation of the Draft ElS/Section 4(f) Evaluation, a major concern expressed by several
resource agencies pertained to the loss of wetlands associated with the Dualization Alternatives:
specifically, each of the 3S, 3N, 4N Modified, and Combination Alternatives. On the basis of
comments received, considerable refinements to avoid and minimize adverse environmental impacts
(including residential displacements, loss of cultural resources, and wetlands) have resulted in the
Preferred Alternatives - see Section HE and Appendix A of this document. On the basis of these
refinements, the Federal and state resource agencies have concurred with the Preferred Alternatives
(see Section V.B.). Other concerns include impacts to cultural resources, loss of farmland, access
management, and the potential for secondary/cumulative impacts.
Community concerns continue to focus on the frequency of fatal accidents along US 113 as
evidenced by the very strong public support for dualizing the entire US 113 corridor. In addition,
residents of the Friendship community along US 113 in the vicinity of MD 90 strongly support the
new location dualization alternatives (i.e., Alternative 4N Modified, the Combination Alternative
3N/4N Modified and now the Northern Preferred Alternative); they believed that dualization
along existing US 113 (Alternative 3N) would have divided their community. As evidenced by the
strong support exhibited by the more than 700 participants at the Combined Location/Design Public
Hearing held June 17,1997 and the 2,248 letters of support (plus 6 in opposition), the community
strongly and emphatically supports a divided highway along US 113. See Section V.F. for additional
information.
9. Summary Table S-l
As shown on the following pages, Table S-l presents a summary of the social, economic and natural
environmental impacts of the project alternatives presented in the Draft ElS/Section 4(f) Evaluation,
as well as the Preferred Alternatives. The following alternatives are addressed:
+ Left Side of Table (Southern Study Area)
• Alt. IS: No Build - retain existing one lane per direction.
• Alt. 2S: Transportation Systems Management (TSM) - one lane per direction with
intersection improvements.
5-9
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US 113 Planning Study
• Alt. 2S-20' Median: One lane per direction with 20-foot wide median/guardrail and passing
lanes (and 60 MPH design speed),
• Alt. 3S-201 Median: Dualization to provide 4 lanes along existing US 113 and 20-foot wide
median/guardrail (and 60 MPH design speed).
• Alt. 3S-341 Median: Dualization to provide 4 lanes along existing US 113 and 34-foot wide
median (and 60 MPH design speed).
4 SOUTHERN PREFERRED ALTERNATIVE: Dualization to provide four lanes along existing
US 113 and 34-foot wide median except at six (6) sensitive wetland crossings, with 60 MPH design
speed.
Right Side of Table (Northern Study Area)
• Alt. IN: No Build: retain existing one lane per direction.
• Alt. 2N: Transportation Systems Management (TSM) - one lane per direction with
intersection improvements.
Alt. 3N-20' Median/50 MPH:
Alt. 3N-34' Median/50 MPH:
Alt. 3N-201 Median/60 MPH:
Alt. 3N-34' Median/60 MPH:
Alt. 4N ModIfled-20' Median:
Alt. 4N Modlfled-341 Median:
Dualization to provide 4 lanes along existing US 113 with
20-foot wide median/guardrail and SO MPH design speed.
Dualization to provide 4 lanes along existing US 113 with
34-foot wide median and SO MPH design speed.
Dualization to provide 4 lanes along existing US 113 with
20-foot wide median/guardrail and 60 MPH design speed,
Dualization to provide 4 lanes along existing US 113 with
34-foot wide median and 60 MPH design speed.
Dual highway in new location to provide 4-lanes with 20-
foot wide median/guardrail (and 60 MPH design speed).
Dual highway in new location to provide 4-lanes with 34-
foot wide median (and 60 MPH design speed).
Alt. 3N/4N Modifled-20' Mediant Combination of Alts. 3N & 4N Modified to provide 4
lanes with 20-foot wide median/guardrail (and 60 MPH
design speed).
Alt. 3N/4N Modlfled-34' Mediant Combination of Alts. 3N & 4N Modified to provide 4
lanes with 34-foot wide median (and 60 MPH design
speed),
NORTHERN PREFERRED ALTERNATIVE: Construction of divided highway in new location
between US 113 and Shingle Landing Road and dualization along existing US 113 to Delaware
state line providing four lanes and 34-foot wide median except at two (2) sensitive wetland
crossing!, with 60 MPH desip speed,
540
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Page 1 of 3
Southern Study Area: 16.3 Miles . >:
AIL1S
No-Build
Existing
US 113
( 2 • lanes )
16.3 miles
2 existing
25
BtoD •
BtoD
BtoE
CtoE
no
Improvement
32
44
AIL2S
Basic TSM +
Intersection
Improvements
( 2 - lanes )
16.3 miles
2 existing
18 improved
-
BtoE
CtoE
marginal
improvement
-
42
Alt 2S- 20' Median
Median Traffic Barrier +
Intersection Improvements
( 2 - lanes with median )
20* Wide Median
60 MPH Design
16.3 miles
2 existing with
passing lanes
( 4 separate segments,
each 1+ mile in length )
18 improved
M
BtoD
CtoD
moderate
Improvement
-
38
Alt. 3S - Dualize
Along Existing US 11 3
( 4 - lanes with median )
20' Wide Median
34' Wide Median
60 MPH Design
16.3 miles
2 existing +
2 new
24 Improved
.
-
A
A
substantial
improvement
•
34
16.3 miles
2 existing +
2 new
24 improved
M
• ,
A
A
substantial
improvement
•
34
SOUTHERN
PREFERRED
ALTERNATIVE
34' Wide Median*
60 MPH Design
16.3 miles
2 existing +
2 new
24 improved
i?
_•
A
A
substantial
Improvement
-
34
Footnotes :
* The 34-foot wide median will be narrowed at the following six (6) sensitive wetland crossings to minimize impacts:
16-foot wide median at wetlands W-8, W-15, W-16, and W-17
1 0-foot wide median at wetlands W-2 and W-1 2
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US 113 Planning Study
ENVIRONMENTAL ASSESSMENT FORM
YES NO
COMMENTS
ATTACHED
A. Land Use Considerations
1. Will the action be within the
100 year floodplain?
2. Will the action require a permit
for construction or alteration
within the 50 year floodplain?
3. Will the action require a permit
for dredging, filling, draining,
or alteration of a wetland?
4. Will the action require a permit
for the construction or operation
of facilities for solid waste
disposal including dredge and
excavation spoil?
5. Will the action occur on slopes
exceeding 15%?
6. Will the action require a grading
plan or a sediment control permit?
7. Will the action require a mining
permit for deep or surface mining?
8. Will the action require a permit
for drilling a gas or oil well?
9. Will the action require a permit
for airport construction?
10. Will the action require a permit
for the crossing of the Potomac
River by conduits, cables or
other like devices?
X_ SeemG.lV.H
SeeIILH.IVJ
SeeHLC.IV.E
X
S-12
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US 113 Planning Study
COMMENTS
YES NO ATTACHED
11. Will the action affect the use of
a public recreation area, park,
forest, wildlife management area,
scenic river or wildland?
12. Will the action affect the use of
any natural or man-made features
that are unique to the County,
State, or Nation?
13. Will the action affect the use of
an archaeological or historical
site or structure?
B. Water Use Considerations
14. Will the action require a permit
for the change of the course,
current, or cross-section of a
stream or other body of water?
15. Will the action require the con-
struction, alteration, or removal
of a dam, reservoir, or waterway
obstruction?
16. Will the action change the over-
land flow of stormwater or reduce
the absorption capacity of the
ground?
17. Will the action require a permit
for the drilling of a water well?
18. Will the action require a permit
for water appropriation?
X Seem.F.IV.G
X
X
See KI.B.
rv.c
SeelUF.IV.G
X
See DIE. IV.F
S-13
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US 113 Planning Study
19. Will the action require a permit
for the construction and operation
of facilities for treatment or
distribution of water?
20. Will the project require a permit
for the construction and operation
of facilities for sewage treatment
and/or land disposal of liquid
waste derivatives?
21. Will the action result in any dis-
charge into surface or sub-surface
water?
22. If so, will the discharge affect
ambient water quality limits
or require a discharge permit?
C. Air Use Considerations
23. Will the action result in any
discharge into the air?
24. If so, will the discharge affect
ambient air quality limits or
produce a disagreeable odor?
25. Will the action generate additional
noise which differs in character
or level from present conditions?
26. Will the action preclude future
use of related air space?
27. Will the action generate any radio-
logicalv electrical, magnetic, or
light influences?
COMMENTS
YES NO ATTACHED
X
SeeIVP.IV.G
JL SeeHLJ.IV.K
_ JL
JL _
SeeHLK,IV.L
SeeNoiseStudv
Report
X
X
5-14
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J7S113 Planning Study
D. Plants and Animals
28. Will the action cause the distur-
bance, reduction, or loss of any
rare, unique or valuable plant or
animal?
29. Will the action result in the
significant reduction or loss of
any fish or wildlife habitats?
30. Will the action require a permit for
the use of pesticides, herbicides
or other biological, chemical, or
radiological control agents?
E. Socioeconomic
31. Will the action result in a pre-
emption or division of properties
or impair their economic use?
32. Will the action cause relocation of
activities or structures, or result
in a change in the population
density of distribution?
33. Will the action alter land values?
34. Will the action affect traffic
flow and volume?
35. Will the action affect the produc-
tion, extraction, harvest or
potential use of a scarce or
economically important resource?
COMMENTS
YES NO ATTACHED
Seem.I.IV.J
X Seem.I.IV.J
SeenLA,IILDt
IV.B. IV.P
SeefflA-IVB
X SeelEA.IVJB
_X_ SeeI.C.IV.A
JC. SeelUD.IVJP
5-15
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175113 Planning Study
F.
36. Will the action require a license
to construct a sawmill or other
plant for the manufacture of
forest products?
37. Is the action in accord with
federal, state, regional and local
comprehensive or functional plans -
including zoning?
38. Will the action affect the employ-
ment opportunities for persons in
the area?
39. Will the action affect the ability
of the area to attract new sources
of tax revenue?
40. Will the action discourage present
sources of tax revenue from remain-
ing in the area, or affirmatively
encourage them to relocate
elsewhere?
41. Will the action affect the ability
of the area to attract tourism?
Other Considerations
42. Could the action endanger the public
health, safety, or welfare?
43. Could the action be eliminated with-
out deleterious affects to the
public health, safety, welfare, or
the natural environment?
44. Will the action be of statewide
significance?
COMMENTS
YES NO ATTACHED
X
See ID
X
SeeHLA.IV.B
See HI A. IV J3
SeeIILA.IVB
X
X
SeeIBLM.IVJSf
See 1C
X
5-16
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US 113 Planning Study
G.
45. Are there any other plans or ac-
tions (Federal, State, County or
private) that, in conjunction with
the subject action, could result
in a cumulative or synergistic
impact on the public health,
safety, welfare, or environment?
46. Will the action require additional
power generation or transmission
capacity?
Conclusion
47.
This agency will develop a complete
environmental effects report on
the proposed action.
COMMENTS
YES NO ATTACHED
X See H.D
X
X
Draft EIS/
Section 4ffl
document dated
May 1997
FINAL EIS
document
5-17
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US 113 Planning Study
11. Conclusions
a.
Introduction
The US 113 Planning Study was undertaken for the purpose of identifying and evaluating
improvements for the remaining two-lane sections of US 113 in Maryland. Although the 60
miles of US 113 in Delaware and 16.2 miles of the 40 miles of US 113 in Maryland are
already dualized, the 16.3 miles south of Berlin and the 7.5 miles north of Berlin in Maryland
are presently two-lane highways experiencing severe fatal accident problems. A total of 49
people have died as a result of vehicular accidents along the two-lane portions of US
113 during the January 1980 through September 1997 period.
This Final Environmental Impact Statement presents the results of studies conducted for the
Draft Environmental Impact Statement/Section 4(f) Evaluation (dated May 1997) as well as
refinements for the Preferred Alternatives completed to address both National
Environmental Policy Act (NEPA) and US Army Corps of Engineers Section 404 Permit
requirements. The following subsections present the conclusions from this comprehensive
planning study; in the interest of brevity, frequent reference is made to expanded discussion
presented elsewhere in this document.
b. Purpose and Need
The US 113 Planning Study focused on improvements to address safety and traffic
operations needs along the remaining two-lane sections (23.8 miles in total length) of US 113
in Maryland. US 113 provides a critical connection on the Delmarva Peninsula for through
and local traffic, including recreation trips. The need for this project is demonstrated by the
high number of fatal accidents which have occurred along the two-lane portions of US 113.
The fatal accident rate exceeds the statewide average for similar two-lane rural highways in
Maryland. In addition, the Level of Service for the northern study area will decline by the
design year 2020. The Purpose and Need for improvements along the two-lane portions of
US 113 are presented in Chapter I.
c. Study Process
This study identified transportation alternatives that address the Project Need while
minimizing impacts to the social, cultural, and natural environment. Following an Alternates
Public Meeting held in November 1995 and based on citizen and environmental resource
agency comments, reasonable alternatives were identified and presented in the Draft
ELS/Section 4(f) Evaluation and at the Combined Location/Design Public Hearing including:
No Build, Transportation Systems Management, Two-Lanes with Median, and Four-Lane
Dualization. Dualization alternatives studied included Dualization on Existing Alignment,
Dualization on New Alignment, and a Combination Alternative which made use of both
existing and new alignments. Key milestones in this study are as follows:
• 1970's & 1980's: several early studies to address completion of dualized highway
for US 113 in Maryland (see Section ID.).
5-18
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US 113 Planning Study
• early 1995: initiation of current Project Planning Study.
• November 30,1995: Alternates Public Workshop held in Berlin, Maryland to
present preliminary alternatives for public comment. More than 200 citizens
attended (see Section ID. for summary of comments).
• May 1997: Circulation of Draft ElS/Section 4(f) Evaluation document.
• June 17, 1997: Maryland SKA and U.S. Army Corps of Engineers held a
Combined Location/Design Public Hearing in Berlin, Maryland. More than 700
citizens attended; 12 elected officials and 32 citizens offered public testimony -
all supported the project. More than 2,250 citizens submitted comment letters;
all but six supported dualization of US 113 (see Section V.F. for listing of
issues).
Major Issues
• Fatal Accidents: As has been so strongly and passionately expressed by elected
officials and citizens, the high number of fatal accidents, and the personal injuries
associated with other highway accidents, are the most important issues driving
this planning study. See Sections LC.3. and LC.4 for details.
• Schedule: Closely linked to the fatal accidents, elected officials and citizens are
frustrated about the delay in implementing improvements to US 113.
• Residential Displacements: While critical throughout the entire corridor,
residents of the Friendship community along US 113 near MD 90 have been
vocal in their support of a new location alignment and opposition to dualizing US
113 through their community. See Section IV.B. for details.
• Impacts on Natural Resources: The US 113 study area is rich in wetlands,
floodplains, water resources, and woodlands which support a diversity of plant
and animal species. Avoidance and minimization of impacts to these resources
has been a major focus of this study. See Sections IV.D., E., F., G., H., L, and J.
for further details on these resources, as well as new Section IV.Q. addressing the
Cumulative Effects of local, County, State and regional development on these
resources.
• Impacts on Cultural Resources: Dating from the late 1600's, existing US 113
is lined with numerous historic and archeological resources. See Sections DLB.
and IV.C. for further details. Appendix F presents the signed Memorandum of
Agreement for the St. Martin's Church, the only cultural resource impact
associated with the Preferred Alternatives. Although some of the alternatives
presented hi the Draft ElS/Section 4(f) Evaluation required use of property from
cultural resources protected under Section 4(f) of the U.S. Department of
Transportation Act, the Preferred Alternatives have no Section 4(f) impacts.
5-19 - - •• -.:;. ,; /
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175 113 Planning Study
e. Analysis Results '••••%
A detailed evaluation of the environmental impacts of the US 113 Planning Study
alternatives was presented in Sections IV and V of the Draft ElS/Sectipn 4(f) Evaluation
(May 1997) and is presented in Section IV of this document. This evaluation is summarized
in Section S.6. and tabulated on Table S-l.
This evaluation led the Project Planning Team to recommend a Southern Preferred
Alternative and a Northern Preferred Alternative. The Project Team has extensively
reviewed the technical studies completed for each project alternative and their anticipated
operational characteristics, especially in terms of expected affect on accidents. The Team
has also evaluated the potential impacts of all alternatives on the adjacent communities,
natural environmental resources, the cultural environment, and land use. On the basis of this
evaluation and in consideration of the resource agency viewpoints, and supported by the
overwhelming outpouring of public support for dualization, the Preferred Alternatives are
recommended for construction. This selection reflects the comparative advantages of a
dualized highway (with some measure of access control) to reduce fatal accidents while
placing the highway away from established communities and the minimization of most
adverse impacts.
As is further discussed in Section H.D, the following presents the rationale for the Preferred
Alternatives. Section HE. and Appendix A present details on the Preferred Alternatives;
the anticipated environmental consequences of the Preferred Alternatives are evaluated in
detail in Section IV and summarized on Table S-l.
• A divided highway is preferred over two-lane alternatives: Because nearly 60
percent of the fatal accidents are the result of opposite direction collisions, a
preferred alternative must therefore positively separate the two directions of
travel in order to reduce the incidence of opposite direction accidents and thereby
reduce fatal accidents. Only the dualization alternatives satisfy the purpose and
need for this study.
• Four-lanes are preferred over two-lanes: Although a divided two-lane
alternative was evaluated in the southern study area (Alternative 2S-20' Median),
four lanes are preferred. The four-lane cross section better accommodates normal
passing maneuvers and passing of slow and wide farm vehicles. Due to the
limited passing opportunities with Alternative 2S-20' Median, improper and
unsafe passing on the shoulders may have resulted from this alternative. A
divided two-lane non-access controlled highway is atypical and not congruent
with driver expectation. The four-lane cross section provides for safety,
continuity, and has an overwhelming measure of public support.
• Median width of 34-feet is preferred over a 20-foot width: The 34-foot
median provides more room for all vehicles at intersections and a greater amount
of recovery area for errant vehicles.
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US 113 Planning Study
• Typically, dualization along existing US 113 is preferred over new location
alternatives: For the entire 16.3 miles of US 113 in the southern study area and
about half of the 7.5 miles of US 113 in the northern study area (between Shingle
Landing Road/Peerless Road and the Delaware state line), dualization along
existing US 113 is preferred over new location alternatives because of fewer
agricultural and natural resource impacts. In residential areas, the new two-lane
roadway has been added to the side of existing US 113 with the least number of
residences and businesses.
• New location is preferred over existing location in vicinity of the Friendship
Community and Showell: Between Berlin and Shingle Landing Road/Peerless
Road, the Northern Preferred Alternative is in a new location, which results in 9
fewer residential displacements, 2 fewer business displacements, 2.6 to 5.9 fewer
acres of floodplain impacts, and avoids property impacts at three historic sites in
comparison to the existing location dualize alternatives.
During development of the Preferred Alternatives, the Planning Team completed a detailed
evaluation of alignment refinements and cross-section modifications in order to minimize
wetland impacts. This evaluation included use of a narrower median cross section (either
16-feet or 10-feet), steeper side slopes, guardrail to reduce roadside grading widths and thus
fill slopes in wetlands, and a sheet pile retaining wall at Wetland W-8. The results of this
wetland crossing by wetland crossing analysis are presented in Section IV.L and summarized
on Table S-l.
Because the Preferred Alternatives impact wetlands, a "Section 404" analysis has been
completed and is presented in Section IV.L Prepared in accordance with the requirements
of Executive Order 11990, this section provides the documentation as to why there are no
practicable alternatives to impacting wetlands.
Minimization measures have been evaluated for the Preferred Alternatives and include
engineering refinements such as cross section modifications. The detailed Mitigation Plan
for the US 113 study is presented in Section IV J. Based upon the above considerations, it
is determined that there is no practicable alternative to the proposed construction in wetlands
and that the proposed action includes all practicable measures to minimize harm to wetlands
which may result from such use. In summary, based on the information currently available,
further alignment shifts or cross section modifications in an attempt to avoid individual
wetland impacts will result in increased impacts to residential and business areas or other
natural resource features, including wetlands. During the final design phase, however,
bridging will be considered for additional wetland minimization. The use of innovative
engineering technologies (i.e., geotextiles, geogrids, etc.) and the evaluation of wetland
dewatering for the construction of culverts and drainage ditches will be addressed during
final design when additional, detailed information is available.
5-21
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US 113 Planning Study
f. Description of Preferred Alternatives
^ SOUTHERN PREFERRED ALTERNATIVE • . ;"
Alternative 3S-34'Median (60 MPH)
In the Southern Study Area, five alternatives were considered. Because of the more rural
nature of the southern study area, dualization on new alignment was not studied. Studies
concluded that the dualization alternatives addressed the purpose and need for the project by
separating opposite direction traffic with a median, allowing for the passing of slow moving
vehicles (i.e., farm equipment) by providing two lanes per direction, and improving
intersection operations with the inclusion of turning lanes and improved signing. These
alternatives also provided continuity of traffic operations to match those on previously
dualized portions of US 113. Analyses concluded that these alternatives successfully
addresses the purpose and need while minimizing environmental impacts to the extent
possible. •,•••-,.•
Alternative 3S-341 Median is preferred for the Southern Study Area. See Section HE. for
detailed description. The dualization of existing US 113 consists of two northbound lanes
(with shoulders) and two southbound lanes (with shoulders) typically separated by a median
34-feet in width with guardrail (8-feet paved and 26-feet grass). At the crossing of Pumell
Branch (Wetland W-8), a narrower 16-foot wide median and an epoxy coated sheet pile wall
will be provided along the west side of the roadway to minimize wetland impacts. At
Wetlands W-15, W-16 and W-17, a 16-foot wide median is also provided. At Wetlands W-2
and W-12, the median further narrows to paved 10-feet, also to minimize wetland impacts.
The design speed and roadside grading will be consistent with AASHTO standards for 60
MPp. For the majority of this length, existing US 113 is used as either the northbound or
southbound roadway. See Figures S-3A, -3B and -3C. The seven (7) plates for the
Southern Preferred Alternative are presented in Appendix A (scale: 1" = 400').
«• NORTHERN PREFERRED ALTERNATIVE
Combined Alternative 3N/4N Modified - 34' Median (60 MPH)
In the Northern Study Area, ten alternatives were considered: Dualization alternatives
studied included: dualization on existing alignment, dualization on new alignment and a
combination of dualization on existing and new alignment (Combination Alternatives).
Analyses concluded that the Combination Alternative, which utilizes new alignment from
Deer Park Road to Shingle Land Road and existing alignment from Shingle Land Road to
the Delaware state line, successfully addresses the purpose and need for the project (as
described above for the Southern Preferred Alternative) while attempting to balance natural,
cultural, and socioeconomic impacts.
S-22
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US 113 Planning Stut
Combination Alternative 3N/4N Modified - 34' Median is preferred for the Northern Study
Area. See Section HE. for detailed description. These improvements will provide a new
four-lane divided highway (with shoulders) from north of Berlin to Shingle Landing
Road/Peerless Road and dualization along existing US 113, consisting of two northbound
lanes (with shoulders) and two southbound lanes (with shoulders). A new interchange will
be provided at MD 90, and the roadway will typically be separated by a median 34-feet in
width with guardrail (8-feet paved, 26-feet grass). At Wetland W-30, the dualized roadway
will be separated by a 10-foot wide paved median to minimize impacts. At Wetland W-31
a median 16-feet wide will be provided. Near Racetrack Road, the alignment has been
shifted slightly west to permit use of a portion of the existing US 113 box culvert crossing
of Church Branch, thereby reducing impacts at Wetland W-28 and avoiding Wetland W-29
This shift places the southbound roadway for new US 113 in approximately the same
location as the existing two-lane/two-way roadway for US 113 adjacent to St. Martin's
Church. The design speed and roadside grading will be consistent with AASHTO standards
for 60 MPH. See Figure S-3D. The three (3) plates for the Northern Preferred Alternative
are presented in Appendix A (scale: 1" = 400').
+ Other Elements of the Preferred Alternatives
The Mowing elements, developed in response to the fatal accident experience along US 113
and in response to resource agency requests, are included as elements of the Preferred
Alternatives:
• Wider shoulder/pull-off areas to facilitate roving truck weigh stations:
Throughout Maryland, the State Police use designated areas with wide shoulders to
station their mobile truck scales. During final design, similar areas will be identified
along the improved roadway in a location appropriate for the State Police and where
adverse environmental and neighborhood impacts will not result.
• Increased police enforcement: In addition to increased truck weighing, State Police
will enforce speed limits and other motor vehicle laws along US 113. SHA is
coordinating with the State Police to increase enforcement along US 113. The State
Police will also provide traveler assistance along this route.
Reduced fish blockages: During final design, measures to facilitate fish passage
through existing drainage structures under US 113 will be investigated.
• Access management: Partial control of access is proposed for the new location
roadways (i.e., where feasible, access will be allowed only at public roads). SHA and
Worcester County will work together to minimize the number of new access points
along US 113.
5-23
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US 113 Planning Study
h. Mitigation Measures
For the US 113 Project Planning Study, mitigation for wetland impacts has been conducted
in three distinct and sequential phases. The mitigation sequence includes, in order of
consideration: 1) avoidance of wetland impacts; 2) minimization of wetland impacts; and 3)
compensation for unavoidable wetland impacts (as per Executive Order 11990). Avoidance
and minimization measures are briefly summarized in Section S-l l.f and described in detail
in Section IV!. The following summarizes the compensation measures presented in Section
• In accordance with the sequencing guidelines of the Maryland Compensatory
Mitigation Guidance (1994), the site selection process identified 19 potential
mitigation sites as suitable for "in-kind" replacement of wetlands. These 19 sites
were reviewed by the regulatory and resource agencies and considered suitable
for additional site investigations.
• Eight of the 19 sites were selected for detailed site evaluations based on
landowner interest and location in the study area. The selected sites provided
sufficient area for wetland mitigation within each sub-watershed that would be
impacted by the Preferred Alternatives. Approximately 25 acres of wetland
mitigation are proposed to compensate for approximately 12 acres of wetlands
impacted.
• Groundwater monitoring wells will be installed on these eight sites to define
hydrologic characteristics during the 1998 growing season. Upon completion of
the monitoring period, the preferred mitigation sites will be selected for final
design in consultation with the regulatory and resource agencies.
• A Technical Report for Wetland Mitigation will be prepared to address the
specific goals and objectives of the wetland mitigation plan and conceptual
design parameters.
5-24
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TABLE OF CONTENTS
US 113 Planning Study
Snow Hill, Maryland to Delaware State Line
0
Office of Planning and Preliminary Engineering
Maryland State Highway Administration
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US 113 Planning Study
Table of Contents
Signature Page/Contacts/Abstract
Summary
1. Administration Action S-l
2. Informational Contacts S-l
3. Introduction S-l
4. Description of Proposed Action/Purpose and Need S-l
5. Alternatives Considered S-4
6. Summary of Environmental Impacts .... S-6
7. Permits Required '....'. S-9
8. Areas of Controversy S-9
9. Summary Table S-l S-9
10. Environmental Assessment Form (EAF) S-l 1
11. Conclusions S-18
Table of Contents i
List of Figures vi
List of Tables viii
I. Purpose of and Need for Action
A. Introduction . i_i
B. Project Location and Description 1-1
C. Project Need 1-2
1. Existing Roadway Conditions ..... 1-2
2. Traffic Volumes and Levels of Service 1-3
3. Overall Safety Experience 1-6
4. Fatal Accidents 1-9
D. Planning and Project History 1-11
E. County and State Programs 1-12
F. Relationship to Other Modes of Transportation 1-13
n. Alternatives Considered
A. History of US 113 H-l
B. Preliminary Alternatives n_2
C. Alternatives Presented at the Alternates Public Workshop
1. Introduction n-3
2. No-Build Alternatives (Alternatives IS and IN) H-4
3. Transportation Systems Management Alternative (Alternatives 2S and 2N) H-4
4. Dualization Alternatives H-5
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US 775 Planning Study
D. Alternatives Presented in the Draft ElS/Section 4(f) Evaluation
1. Introduction H_g
2. No-Build Alternatives - Baseline
Alternatives IS and IN U_9
3. Transportation Systems Management Alternatives
Alternatives 2S and 2N H_10
4. Alternative2S-201 Median '.'.'.'.'.'.'.'.'.'.'.'.'.'. 11-16
5. Introduction to the Dualization Alternatives II-20
• 6. Dualization Alternatives Along The Existing Alignment in
the Southern Study Area H_2i
7. Dualization Alternatives Along The Existing Alignment in
i the Northern Study Area U_25
8. Dualization Alternatives On New Alignment in the Northern Study Area II-31
9. Dualization Alternatives Along a Combination of Existing and
New Alignments in the Northern Study Area H-35
E. Preferred Alternatives
1. Introduction jj_40
2. Southern Preferred Alternative U-40
3. Northern Preferred Alternative '..'.'.'. 11-46
El. Affected Environment
A Social, Economic and Land Use
1. Social Environment UI_I
2. Economic Environment III-l 1
B. Cultural Resources
1. Significant Historic Structures ffl-20
2. Archeological Sites '' ni-23
C. Topography, Geology, and Soils
1. Topography m_24
2. Geology m_25
3- Soils m_26
D. Farmlands
1. Introduction HI-27
2. Farmland Soils 111-28
3. Farm Operation 111-30
E. Ground Water Resources ] ffl-33
F. Surface Water Resources 111-33
1. Streams and Rivers 111-34
2. Lakes and Ponds [' ni-35
3. Wild and Scenic Rivers IH-36
G. Floodplain
1. Existing Floodplain Studies 111-36
2. Existing Floodplain Conditions 111-37
11
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US 113 Planning Study
H. Wetlands
1. Methodology ... .. 111-37
2. Identification and Delineation 111-38
3. Wetland Functions .... 111-63
I. Vegetation and Wildlife
1. Vegetation 111-66
2. Wildlife and Wildlife Habitat ........ ... m_67
3. Rare, Threatened and Endangered Species HI-69
J. Air Quality ... .....;.... HI-69
1. Methodology ni-70
2. Description of Air Sensitive Receptors m-70
3. Background CO Levels ni-70
K. Noise Quality ...'.-.
1. Design Noise Level/Activity Relationships 111-70
2. Existing Noise Environment , HI-71
L. Visual Quality
1. Existing Visual Environment ni-76
2. Methodology HI-76
M. Municipal, Industrial and Residual Waste Sites
1. Initial Site Assessment ffl-76
2. Preliminary Field Reconnaissance Results HI-77
IV. Environmental Consequences
Introduction IV-l
A. Traffic and Transportation Network ... iV-2
1. No-Build Alternatives Baseline (Alternatives IS and IN) IV-3
2. Transportation Systems Management Alternatives
(Alternatives 2S and 2N) .... , IV-4
3. Two-Lanes with 20'Median Alternative
(Alternative 2S-201 Median) ..... IV-4
4. Dualization Alternatives and Preferred Alternatives
(Alternatives 3S, 3N, 4N Modified, and 3N/4N Modified
Combination Alternatives) „ IV-5
5. Safety ............... IV-5
. B. Social, Economic and Land Use
1. Social Environment..; .*.'."...... , IV-9
2. Economic Environment IV-19
3. Land Use IV-23
C. Cultural Resources
1. Historic Structures .. '.... IV-30
2. Archeological Sites ......... . IV-39
D. Farmlands IV-43
E. Soils, Geology and Topography ;.' IV-44
F. Groundwater Resources IV-45
111
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US 7/3 Planning Study
IV-46
G. Surface Water Resources ' ' ' IV-56
H. Floodplains IV-58
I. Wetlands
J. Vegetation and Wildlife IV-89
1. Vegetation IV-91
2. Wildlife • • • • •; IV-93
3. Rare, Threatened and Endangered Species • • • • jy 93
K. Air Quality
L. Noise Quality . IV-97
1. Criteria for Determining Noise Impact IV_99
2. Predicted Noise Levels " " Yv-111
3. Construction Impacts '' jy-124
M Visual Quality IV-124
N.' Municipal, Industrial and Residual Waste Sites '.'/.'.'.'.'.". IV-128
O. Energy
P. Construction Impacts IV-128
1. Traffic Detours " ' " IV-129
2. Air Emissions " ' jy-129
3. Construction Noise Impacts IV-129
4. Natural Resources - General IV-130
5. Wetlands and Waters of the U.S • • jy_131
6. Floodplains " IV-131
7. Visual Quality IV-131
8. National Geodetic Survey Monuments F/-132
9. Hazardous Materials
Q. Cumulative Effects IV-132
1. Introduction IV-132
2. Scoping IV-135
3. Methodology IV-136
4. Cumulative Effects Analysis '''' jy.^4
R LationTmpSween Local Short-Term Uses of Man's Enviromnent
:•
be Involved in the Proposed Action
nc^^ ' vl-!
^d/or Combined Location/Design Public Hearing (held June 17,1997) .... V A 1
B. Agency Letters Concurring on SHA's Preferred Alternatives V B 1
C. Elected Officials Letters V D-l
D Organizations/Associations Letters • • • • • • • • VE-I
E. Minutes from InterAgency Meetings (excluding handouts) v £i
F. Public Letters •••••. V G-l
G. Selected Revised Minutes of J.D. Review Meetings
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US 113 Planning Study
VI. ListofPreparers
A. Federal Highway Administration .............................. VI-1
B. Maryland State Highway Administration ... ...... . ..... .......... .... vi-1
C. Rummel, Klepper & Kahl Team ........................ . ____ ....... VI-2
D. Other Consultants to SHA ................................. \\\ VI-3
VH.
EX.
Distribution List ................... ........................... VII_j
References ............................................. Vni-1
Appendices ............................................ _
Appendix A
Appendix B
Appendix C
Appendix D
Appendix E
Appendix F
Appendix G
Project Plates for Preferred Alternatives, at 1" = 400' Scale
PREFERRED ALTERNATIVES
Key Map + Figures 1 thru 10
Farmland Conversion Impact Rating Forms
Relocation Act
Statewide Comparable Accident Data
Fish and Wildlife Species in Worcester County
Memorandum of Agreement
Index
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US 113 Planning Study
Figure
Summary
List of Figures
Following
Page No.
S-l Vicinity Map S-2
S-2 Study Area S-3
S-3 Preferred Alternatives S-7
I. Purpose of and Need for Action
1-1 Fatal Accidents (January 1980 through September 1997) MO
H. Alternatives Considered
II-l Preliminary Alternatives H-4
n-2 Improvement Locations
Alts. IS No-Build/Alt. 2S TSM H-15
Alts. IN No-Build / Alt. 2NTSM H-15
H-3 Typical Sections
Alts. IS & IN No-Build/Alts. 2S & 2N Basic TSM H-15
H-4 Typical Sections
Alt. 2S-20' Median H-16
n-5 Dualization Alternatives Presented in Draft EIS n-20
H-6 Typical Sections
Alts. 3S-201 Median/Alt. 3N-20'Median n-20
H-7 Typical Sections
Alts. 3S-341 Median/ Alt. 3N-341 Median n-20
II-8 Typical Sections
Alts. 4N-201 Median/ Alt. 4N-341 Median H-20
II-9 Southern/Northern Preferred Alternative n-40
11-10 Typical Sections
Southern Preferred Alternative n-40
II-11 Typical Sections
Northern Preferred Alternative 11-46
VI
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US 113 Planning Study
Figure
HI. Affected Environment
IV.
Following
Page No.
III-l Census Tract Boundary Map ni-2
III-2 Community Facilities & Services Hl-9
III-3 Existing Land Use 111-13
III-4 Zoning Classifications 111-13
HI-5 Comprehensive Development Plan 111-17
III-6 Historic Sites (Northern Study Area) IH-21
III-7 Geologic Map HI-25
III-8 Soil Associations IQ-26
III-9 Prime and Statewide Important Farmland Soils HI-28
111-10 Major Streams and Drainage Divides IH-33
HI-11 100-Year Floodplains ni-37
ffl-12 Wetland Locations ffl-55
111-13 Air and Noise Receptor Locations ffl-71
111-14 Potential Waste Site Locations IH-78
Environmental Consequences
IV-1 1995 & No-Build 2020 ADT and LOS FV-4
IV-2 Potential Wetland Mitigation Sites IV-84
Vll
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US 113 Planning Study
List of Tables
Table
Page No.
Summary
S-l Summary of Impacts Following Page S-10
I. Purpose of and Need for Action
1-1 Average Daily Traffic (ADT) Volumes 1-4
1-2 Detail Analysis of 7-Years Accident Data (All Accidents)
(1990through 1996) 1-7
1-3 Tabulation of 17 Years + 9 Months Fatal Accident Data
(January 1980 through September 1997) . 1-9
n. Alternatives Considered
H-1A No Build and TSM Alternatives H-12
H-1B No Build and TSM Alternatives H-13
H-1C No Build and TSM Alternatives H-14
n-lD No Build and TSM Alternatives H-15
HI. Affected Environment
m-1 Worcester County Population Growth, 1940-2020 ffl-2
m-2 Average Daily Seasonal Population of Ocean City III-2
ffl-3 Worcester County Census Tract Population Information IH-2
ffi-4 Local Population Growth by Election District in Worcester County,
1985-1995 m-3
m-5 Age Distribution In Study Area Census Tracts HI-4
ffl-6 State, County, and Census Tract Economic Information III-5
ffi-7 Racial Population Characteristics HI-6
HI-8 Zoning Classifications m-15
m-9 Worcester County Land Use Trends 1973-1990 IH-16
.m-10 Worcester County Land Use Forecast, 1990-2020 IH-19
ffl-11 Historic Standing Structures in the Study Areas HI-21
ffl-12 Description of Common Soil Series in the Study Area HI-26
m-13 Prime Farmland Soils HI-29
111-14 Soils of Statewide Importance HI-29
in-15 Farm Parcels per Operator Along US 113 IH-31
111-16 Distribution of Farm Operators Along US 113 111-32
ni-17 Wetland Summary 111-56
111-18 Wetland Functions and Values 111-65
HI-19 Noise Abatement Criteria, Activity Relationships in CFR 772 111-72
Vlll
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175113 Planning Study
Table
Page No.
111-20 Sensitive Receptor Sites and Ambient Noise Levels 111-73
ffl-21 Potential Wastes Sites HI-79
IV. Environmental Consequences
IV-1 Projected Accident Data IV-8
IV-2 Right-of-Way Impacts and Displacements by Alternative IV-11
IV-3 Business Displacements by Alternative IV-21
IV-4 Additional Right-of-Way Impacts by Alternative IV-24
IV-5 Summary of Impacts to Historic Structures IV-31
IV-6 Preliminary National Register of Historic Places Archeological Site
Recommendations for US 113 Sites IV-41
IV-7 Farmland Impact Summary IV-44
IV-8A Mean Pollution Concentrations in Highway Runoff from Urban and
Rural Highways IV-48
IV-8 Common Highway Runoff Constituents and Their Primary Sources .. IV-52
IV-9 Number, Probable Type, and Preliminary Size of Stream
Crossings by Alternative IV-53
IV-10 Impacts to the 100-Year Hoodplain IV-57
IV-11 Impacts to Wetlands Within the Study Area by Each Build Alternative IV-59
IV-12 Impacts to Wetlands By Alternative By Wetland Classification IV-61
IV-12A Wetland Impacts by the Preferred Alternatives and Available
Mitigation Area by Watershed (Acres) F/-84
IV-12B Goals and Objectives for Wetland Mitigation . IV-88
IV-13 Impacts to Vegetation IV-90
IV-14 CO Concentrations - Southern Study Area IV-95
IV-15 CO Concentrations - Northern Study Area IV-96
IV-16 Summary of Noise Levels No-Build Versus Dualization Alternatives,
including the Southern Preferred Alternative - Southern Study Area IV-101
IV-17 Summary of Noise Levels No-Build Versus Dualization Alternatives,
including Northern Preferred Alternative - Northern Study Area IV-102
IV-18 Summary of Noise Levels Ambient Versus Dualization Alternatives,
including Southern Preferred Alternative - Southern Study Area IV-104
IV-19 Summary of Noise Levels Ambient Versus Dualization Alternatives,
including Northern Preferred Alternative - Northern Study Area IV-105
IV-20 Criteria for Determining Feasibility and Reasonableness of
Noise Abatement (A through U) IV-113
IV-21 Results of Screening Investigations IV-126
1V-22 Potential Waste Sites Affected by Each Build Alternative IV-127
•fe
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r
US 113 Plannine Study
Table Pase No-
IV-22A 1983 and 1992 Water Quality Constituents and Parameters for a
Selected Monitoring Station in the Isle of Wight Bay IV-145
IV-23 Comparison of Approximate Annual Population Growth Rate to
Approximate Annual Wetland Loss IV-149
IV-24 Approximate Wetland Impacts Associated With Existing US 113 IV-150
IV-25 Average Percentage of Footprint of Development IV-153
IV-26 Comparison Development in the County Versus the Floodplain IV-153
x
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I.
PURPOSE OF AND NEED FOR ACTION
US 113 Planning Study
Snow Hill, Maryland to Delaware State Line
0
Office of Planning and Preliminary Engineering
Maryland State Highway Administration
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|H
ii ...... ..... I ........... I ......... I! ....... i ....... ! ....... Hi .......... ....... i ............... i: ................
B ' II 'ii! 6- si '!'!, 8:: ;: fi »;•• i! 3 i ' ;l K : ft ; . ; ;; , ; ,;•
..... ......
i ...... 'i,* !Kk.Hifei i ' ..... I1':"'-:! '' ; I* i; irtlli
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US 113 Planning Study
I.
PURPOSE OF AND NEED FOR ACTION
A. Introduction
The Purpose and Need Statement for the US 113 Planning Study was developed in early 1996 and
concurred upon by the Federal Highway Administration (FHWA), U.S. Army Corps of Engineers
(COE), U.S. Fish and Wildlife Service (FWS), and the U.S. Environmental Protection Agency
(EPA), U.S. National Park Service (NPS), National Marine Fisheries Service (NMFS), Maryland
Department of the Environment (MDE), Maryland Department of Natural Resources (DNR),
Maryland Office of Planning (MOP), and Maryland Historical Trust (MHT) (see Chapter VI of the
Draft ElS/Section 4(f) Evaluation (dated May 1997) for relevant correspondence).
Following the Project Location and Description presented in Section B of this Chapter, Section C
presents the Purpose and Need Statement as revised based on updated accident characteristics and
agency comments. Of particular note is the updated information presented for fatal accidents along
the existing two-lane portions of US 113 (data are current through September 1997). In addition,
Appendix D has been added to this document to provide supplemental and additional accident data
on other comparable highways in Maryland.
B. Project Location and Description
US 113 departs from US 13 near Pocomoke City, Maryland and extends north 40 miles in Maryland
and 60 miles in Delaware, rejoining US 13 in Dover, Delaware. US 113 provides a critical
connection on the Delmarva Peninsula for through and local traffic, including recreation trips. US
113 directly links Pocomoke City, Snow Hill (the Worcester county seat) and Berlin, and indirectly
serves Ocean City (the second most populated city in Maryland during the summer season). As
discussed in Section HA of this document, US 113 dates from the late 1600's; US 113 was an earth
and shell road until the early 1900's, when it was paved generally along its present alignment.
The project study area for US 113 (Worcester Highway) lies entirely within Worcester County,
Maryland and encompasses the remaining 23.8 miles of two-lane US 113 in Maryland, extending
from south of Snow Hill, Maryland north to the Delaware state line (see Figure S-l). It excludes the
4.4 miles of presently dualized US 113 highway around Berlin, Maryland and, therefore, consists
of two study areas:
» The southern study area extends along US 113 from south of Snow Hill, Maryland to south
of Berlin, Maryland (approximately 16.3 miles).
* The northern study area extends from north of Berlin, Maryland to the Delaware state line
(approximately 7.5 miles).
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US 113 Planning Study
C. Project Need
The purpose of this study is to improve vehicular safety conditions and traffic operations along the
two-lane portions of US 113 from south of Snow Hill, Maryland to the Delaware state line. County
Residents Action for Safer Highways (CRASH), a local citizens group, requested an accident
investigation and evaluation of improvements to address the safety conditions within the study area
due to the number of fatal accidents. Need for this project is demonstrated by the fatal accident rate
in the northern study area, which is significantly higher than the statewide average. Existing
roadway conditions along US 113 are discussed in Section C.I. of this Chapter; Section C.2.
addresses traffic operations and levels of service. Accident statistics are presented in Section C.3.
of this Chapter. Section C.4 presents further details on fatal accidents along US 113.
1. Existing Roadway Conditions
US 113, combined with US 13 and US 50, have historically formed the backbone of the
transportation system for the lower Eastern Shore of Maryland, including Worcester County,
Maryland and Sussex County, Delaware. US 113 is functionally classified as a "Rural-other
Principal Arterial" on the Federal Functional Classification System of Highways and as an
"Intermediate Arterial" on the State Functional Classification System of Highways. These
are the highest types of arterial classifications - these highways must handle longer-distance
trips and should safely handle high-speed travel.
Due to its function, US 113 has been designated as part of the State Primary Highway System
and is included in the National Highway System (designated by Congress in 1995). This
project is included in the current approved federally required State Transportation
Improvement Program (STIP).
No locations along existing US 113 in the southern study area are known to have substandard
geometry. Several locations in the northern study area, however, have substandard horizontal
geometry along US 113. These locations are as follows:
US 113 at MD 452
• US 113 at Pitts Road
US 113atJarvisRoad
Although US 113 is not an access controlled roadway, there is a grade separated interchange
at MD 90. Intersections with a flashing signal in the southern study area of US 113 occur
at the following locations (see Figures S-2A, S-2B, S-2C):
MD 394 (Market Street)
Castle Hill Road
MD 12 (Snow Hill Road)
Washington Street / Brick Kiln Road
MD 365 (Public Landing Road)
• Langmaid Road
1-2
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US 113 Planning Study
In the northern study area, traffic signals or flashing signals occur at the following
intersections (see Figure S-2D):
MD 589 (Racetrack Road) (traffic signal)
Pitts Road (flashing signal)
MD 610 (Whaleyville Road - Hammond Road) (traffic signal)
US 113 is a four-lane divided roadway from south of Snow Hill to US 13 near Pocomoke
City, through the Berlin area, and north of the Delaware state line. US 113 north and south
of the existing four-lane divided highway portion east of Berlin has two different roadway
sections. Figures S-2A through 2D show the area of divided and undivided roadways The
southern study area, from immediately south of Snow Hill to just south of Berlin consists
of a two-lane undivided roadway with two 12-foot lanes and 10-foot shoulders. The northern
study area from north of Berlin to the Delaware state line typically consists of a two-lane
undivided roadway with two 11-foot lanes and 8-foot shoulders. Auxiliary lanes exist at
various locations along US 113, primarily for turning movements at intersections.
A pavement condition survey, conducted by SHA in 1994, indicated that the ride quality
along US 113 is satisfactory throughout the project limits. The Distress Value, an indication
of cracking, patching, surface defects and surface deformation, was found to be of medium
distress m the southern study area. In the northern study area, the distress value was found
to be low. The SHA Pavement Management Report rates roadways based on a combination
of three factors: distress characteristics, traffic volumes and ride. In the southern study area,
locations determined to have a poor rating have since been resurfaced. The US 113 roadway
in the northern study area was rated as acceptable.
2. Traffic Volumes and Levels of Service
Average daily traffic (ADT) is the average number of vehicles traveling on a roadway during
a 24-hour period. Summer ADT is traffic in areas where recreational traffic is most
concentrated (this study defines summer to be the period between Memorial Day and Labor
Day).
The current ADT (year 1995) ranges from a low of 3,500 to a high of 7,500 vehicles per day
along the 16.3 mile southern study area and 6,400 to 12,200 vehicles per day within the 7 5
mile northern study area. The current summer ADT (1995) ranges from 4,900 to 8 900
vehicles per day within the southern study area and 8,300 to 18,500 vehicles per day within
the northern study area. Summer ADT volumes range from 19 percent to 52 percent higher
than the annual ADT for the same portion of US 113. Existing ADT volumes are presented
in Table 1-1.
Trucks currently make up about 14 percent of the ADT volumes on US 113. Approximately
one third of these trucks are "light and medium duty" two to three axle trucks, with the
balance being "heavy duty" trucks, including tractor trailer vehicles. More than 80 percent
• : 1-3
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US 113 Planning Study
of these trucks along US 113 are diesel powered. While detailed truck surveys have not been
conducted, the large poultry industry that is characteristic of the eastern shore generates a
considerable number of vehicles. The Perdue Processing plant is located in Salisbury,
Maryland and numerous chicken farms are located within the US 113 study area. In addition!
the extensive agricultural land uses throughout the study area, coupled with these chickeri
operations, accounts for a large portion of the truck traffic along existing US 113. Truck
counts conducted on the Delmarva Peninsula indicates that the 14 percent trucks being'
experienced along US 113 is a relatively high percentage for trucks. Historical analyses of
truck operations indicate that divided highways provide a safer, and therefore more preferred,
highway than two-lane highways.
Design year (2020) traffic forecasts were prepared in accordance with the Comprehensive
Development Plan for Worcester County and assume completion of four lanes along US 113
in Delaware. Because severe levels of traffic conditions/operations are not anticipated along
most of US 113 in the year 2020, these forecasts indicate about a 1 percent difference in the
design year among the alternatives under consideration (i.e., between the No-Build and
dualization alternatives or Preferred Alternatives). The design year 2020 ADT within the
southern study area ranges from 5,000 to 10,800 vehicles per day and 7,000 to 12,900
vehicles per day during the summer months. The design year ADT within the northern study
area ranges from 10,100 to 20,000 vehicles per day during non-summer timeframe (or
months) and 13,600 to 30,400 vehicles per day during the summer months. Projected ADT
volumes are presented in Table 1-1.
Table 1-1: Average Daily Traffic (ADT) Volumes
+ Southern Study Area
Two-lane US 113:
Snow Hill to Berlin
3,500
to
7,500
5,000
to
10,800
4,900
to
8,900
7,000
to
12,900
+ Northern Study Area
Two-lane US 113:
Berlin to Delaware line
6,400
to
12,200
10,100
to
20,000
8,300
to
18,500
13,600
to
30,400
Design year traffic volumes vary by 1% for No-Build and Build Alternatives (including the
Preferred Alternatives)
Traffic flow is measured by determining a level of service (LOS) for the roadway. Each level
of service grade coincides with conditions that drivers experience while traveling along a
roadway. LOS grade designations, from 'A' to 'F, are used to define traffic operations on
any given section of highway. LOS 'A' indicates ideal conditions and LOS 'F' indicates
severe congestion and long delays. A brief explanation of LOS is given below:
1-4
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US 113 Planning Study
Level of Service 'A'
Level of Service 'B'
Free traffic flow, low volumes, free-flow speeds
Stable traffic flow, some speed" restrictions, ability to
maneuver freely is only slightly restricted
Stable traffic flow, increasing traffic volumes, ability to
maneuver freely is noticeably restricted
Level of Service 'D' - Approaching unstable flow, heavy traffic volumes,
decreasing speeds
Decreased speeds accompanied by delays, maneuverability
is very limited
Severe congestion accompanied by delays, describes
breakdown in traffic flow
Level of Service 'C' -
Level of Service'E' -
Level of Service'F' -
NOTE: In the rural / agricultural areas through which US 113 passes (i.e., outside of
the corporate limits of Berlin), travelers expect traffic conditions to be free
of congestion, as represented by Levels of Service 'A', 'B' or 'C'.
US 113 in the southern study area currently operates at LOS 'C' conditions, including
summer weekends when traffic demand is the greatest. The existing LOS in the northern
• study area is LOS 'C' to 'D' on weekdays throughout most of the year and LOS 'D' on
summer weekends. In year 2020, the existing two-lane US 113 is expected to operate at LOS
'C' to 'D* condition in the southern study area including summer weekends, but is expected
to operate at LOS 'D' on weekdays all year in the northern study area, and LOS 'F' between
MD 589 and the Delaware state line on summer weekends. In essence, traffic conditions
now being experienced in the summer along the existing two-lane portions of US 113
are predicted to be the yearly average conditions in the design year 2020, with summer
weekend conditions in the design year substantially worse.
Specific locations in the northern study area now experiencing traffic congestion during the
summer include the intersections of US 113 and: MD 589, MD 367, and MD 610. Each
intersection experiences some congestion during the current summer months. The roadway
segments between these intersections are also operating under unstable traffic flow
conditions during the summer months and conditions are projected to become less stable.
Traffic conditions are further discussed in Section IV.A. of this document.
The access needs of farm operators vary according to the time of year and crop. Peak times
of the year for farm vehicle travel on US 113 are planting time and harvesting time. During
these periods, farm vehicles are common on the roadway, as are the trucks that pick up and
haul the produce to market. The mixture of these slow moving farm vehicles with other
higher speed vehicles including tractor trailer tracks along US 113 creates an additional need
for four travel lanes. Farming operations along US 113, which affect truck and vehicular
operations, are further discussed in Section ffl.D.3.
As a result of a public comment raised during the June 17,1997 Combined Location/Design
Public Hearing, the U.S. Army Corps of Engineers requested an analysis of the effects on the
US 113 project of Virginia's widening their Chesapeake Bay Bridge Tunnel (CBBT) from
7-5
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MMM^MMMHMWMM^^^^-—'" •""
two lanes to four lanes. The Chesapeake Bay Bridge Tunnel currently is a two-lane,
undivided toll facility which spans the mouth of the Chesapeake Bay from Virginia Beach,
Virginia to Cape Charles, Virginia.'The facility, completed in 1964, is comprised of two
separate sections of tunnel, two separate bridge sections, and four separate sections of
causeway. Similar to US 113, the CBBT experiences seasonal fluctuations in average daily
traffic attributable to recreational and vacation trips. Truck traffic servicing the Port of
Hampton Roads, as well as Norfolk Naval Base and affiliated facilities, is a affrikant traffic
component. Some of this truck traffic continues north along US ISandUS 113 through the
eastern shore of Maryland. The CBBT construction project currently underway will
widen/dualize the existing two-lane causeway sections and two-lane bridge sections to four-
lanes Completion of this construction is anticipated in 1999. Due to prohibitive costs,
however, the two separate tunnel sections will not be widened and will remain two lanes.
Traffic projections for the CBBT indicate an increase similar to that expected for US 113
In 1992 traffic volumes along the CBBT were approximately 7,400 vehicles per day, which
represented a LOS 'E' for the tunnels and LOS T>' for the causeways. Projections anticipate
vacation trips and truck trips increasing for the design year 2020 traffic flows. The projected
year 2020 Average Annual Daily Traffic (AADT) is 16,720, which represents a LOS E for
the tunnels and *B» for the widened causeways. The project planning study for US 113 in
Maryland will not be measurably affected by the CBBT widening project due to the fact that
the two tunnel segments will not be widened. By not widening the tunnel segments, he
current and projected LOS for the tunnels are not forecast to significantly change. While the
projected LOS for the causeway sections will increase, the two lane tunnels will prevent an
overall increase in traffic volumes above that already incorporated into the US 113
projections.
3. Overall Safety Experience
Table 1-2 presents a detailed analysis for the 443 accidents which occurred along the two-lane
portions of US 113 for the 7-year period from 1990 through 1996 inclusive. Table 1-2 also
provides considerable details on accident types (angle collision, rear end collision, etc), time
of day, weather, alcohol related, intersection related, and truck involvement. The Allowing
observations may be drawn from the 7-years of detailed accident data presented in Table 1-2.
the fatal accident rate is equal to or higher than the statewide average rate for both
study areas (and significantly greater statistically in the northern study area).
the injury accident rate and the overall accident rate in the northern study area are
both greater than the respective statewide average rates for each category.
the accident rates in the northern study area for fixed object and left turn accidents
are greater than the similar statewide average, and significantly greater statistically
for angle collisions. By calculating the percentage of total accidents for these three
accident types in the northern study area, angle collisions represent 18 percent of the
total accidents (i.e., 42 divided by 227), fixed object accidents represent 36 percent,
and left turn accidents represent 6 percent.
1-6
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US 113 Planning Study
furthermore, in the northern study area, the wet "surface related accident rate and
alcohol related accident rate are significantly greater statistically than the statewide
average rate.
in the southern study area, the nighttime accident rate is greater than the statewide
average rate. ; ."•'.'•%'.''-•.•.•••.••> ••• • '-.' ' ..•<*-; ., . • . ,••;••• ;.-.,
Table 1-2: Detail Analysis of 7-Years Accident Data (All Accidents)
(1990 through 1996)
Fatal Accidents
Fatalities
Injury Accidents
Persons Injured
Prop. Damage
Accidents
TOTAL
ACCIDENTS
9
12
103
186
104
216
2.6
29.3
29.5
61.4
2.3
67.8
57.3
127.5
10
10
122
236
95
227
63**
76.4
59.5
142.2
2.5
72.5
62.5
137.5
Angle Collision
Rear End
Fixed Object
Opposite Direction
Sideswipe
Left Turn
Pedestrian
Parked Vehicle
Other
36
25
81
24
6
6
2
2
34
10.2
7.1 '
23.0
6.8
1.7
1.7
0.6
0.6
9.7
20.3
24.0
36.2
8.9
5.4
8.0
1.7
2.2
20.8
42
36
81
14
4
14
3
2
31
263**
22.6
50.7
8.8
2.5
8.8
1.9
1.3
19.4
19.3
25.6
42.6
9.3
5.9
8.1
2.0
2.8
22.0
Nighttime Ace.
Wet Surface Ace.
Alcohol Related
Intersection Related
74
56
18
69
34%
26%
8%
32%
32%
28%
na°
71
79
29
92
31%
40%
32%
28%
8%
na6
% Trucks Involved
in Total Accidents
8%
na°
na°
7%
na°
na°
Table 1-2 continued on Page 1-8
See next page for footnotes 1 through 6
1-7
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US 113 Planning Study
Table 1-2 continued: Detail Analysis of 7-Years Accident Data (1990 through 1996)
Notes: 1. Accident rates are presented as number of accidents per 100 million vehicle miles (MVM)
of travel.
2. Because of the differences in existing shoulder widths and intensity of adjacent development,
the statewide averages for the southern and northern study area sections are not the same.
3. The statewide average accident rates are derived from a database of all Maryland roadways.
For roads with similar characteristics (e.g., similar functional classification, roadway cross-
section, traffic operations), an accident average is computed. Hundreds of roads were used
in computing the statewide accident rate for US 113.
4. Significantly higher than the statewide average rate for similar State maintained
highways.
5. During the compilation and analysis of the above accident statistics, significance was
determined by computing the 'Morin's Upper Control Limit' (RCU). Morin's Upper Control
defines the upper limit of the range above which a statistic becomes significant. This
methodology determined that fatal accidents, fixed object accidents, wet surface accidents,
and alcohol related accidents in the northern study area are significantly higher than the
statewide average for similar highways.
Mathematically, the expression reads:
where:
6. "na" means "not available".
RCU = Ra + V(K (Ra)/M) - 1/2M
Ra = the statewide rate
K = 1.645 the confidence interval
M = 100 million vehicle miles traveled
1-8
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US 113 Planning Studj
4. Fatal Accidents
The primary purpose for conducting this project planning study is the high number of fatal
accidents. Historically, the fall and summer seasons have experienced the highest number
of fatal accidents. As shown on Table 1-3 for the 17-year and 9-month period from January
1980 through September 1997, US 113 experienced 20 fatal accidents in the southern study
area for a study rate of 3.0 fatal acc/lOOmvm compared to the statewide average of 2.8 fatal
acc/lOOmvm. During this same 17-year 9-month period, the northern study area experienced
22 fatal accidents resulting in a study rate of 6.1 fatal acc/lOOmvm compared to the statewide
average of 2 9 fatal acc/lOOmvm. Note that while the fatal accident rate in the southern study
area is slightly above the statewide average, the fatal accident rate in the northern study area
is significantly higher statistically than the statewide average.
Similarly, as shown for the 7-years (1990 through 1996) of total accident data analyzed in
Table 1-2 this trend has continued wherein the fatal accident rate is equal to or higher than
the statewide average for both study areas and significantly greater statistically for the
northern study area. From the period beginning January 1997 through September 1997
(nine months), 4 fatal accidents (causing 4 deaths) have occurred along the two-lane portions
ofUS 113 Table 1-3 and Figure 1-1 (following page 1-10) identify the locations and provide
descriptions of the 42 fatal accidents for the 17 year + 9 month period beginning January
1980 and extending through September 1997. Trucks were involved in 16 of tiiese 42 fatal
accidents (39 percent). Truck drivers were at fault in 4 of the 42 fatal accidents (9.5 percent).
Fifteen (15) of these fatal accidents were alcohol related (32 percent).
Table 1-3: Tabulation of 17 Years + 9 Months Fatal Accident Data
(January 1980 through September 1997)
(see Figures 1-1A through I-1D)
—=======
^r'-tfe1 Distribution
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
Table 1-3 continued
olFa&l Accidents b^Yi^S
1 accident
2 accidents
5 accidents
1 accident .
2 accidents
1 accident
2 accidents
2 accidents
2 accidents
1 accident
on next page.
1990
1991
1992
1993
1994
1995
1996
1997 (9 months)
Total
2 accident
7 accidents
0 accidents
1 accident
4 accidents
3 accidents
2 accidents
4 accidents
42 accidents
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US 113 Planning Study
Table 1-3 (continued): Tabulation of 17 Years + 9 Months Fatal Accident Data
(January 1980 through September 1997)
(see Figures I-1A through I-1D)
* V
Angle
Rear End
Fixed Object
Opposite Direction
Sideswipe
Left Turn
Pedestrian
Parked Vehicle
Other (Bicycle)
Totals
See Fig.
I-1A
5
1
0
3
0
0
0 .
0
0
9
See Fig.
MB
0
1
2
6
0
0
0
0
0
9
See Fig.
I-1C
0
0
1
0
0
0
0
0
1
2
Day
Night
Totals
7
2.
9
4
5
9
2
0
2
Wet
Dry
Totals
1
8
9
3
6
9
0
a
2
>".-"!!^!'|Aw?VSl
See Fig.
I-1D
3
0
1
15
1
0
2
0
0
22
7
15
22
ill
lif
7
15
22
US 1 13 @ Intersecting Cross Street
Along US 1 13 Between Intersections
Total
4 Distribution of Fatal Accidents by Driver's Familiarity &FauII
"At-Fault" Driver
Local
Local
Local
Local Pedestrian
Local Pedestrian
Out-of-Town
Out-of-Town
Bicyclist
Driver #2/Other
Local
Out-of-Town
Fixed Object
Local
Unknown
Out-of-Town
Local
Out-of-Town
Total
1
i
s
Total
8
2
4
24
1
0
2
0
(19%)
(5%)
(9.5%)
(57%)
(2.5%)
(5%)
(2.5%)
PllllSi
20
_22_
42
(48%)
(52%)
11
~~4iT
SSI
(26%)
(74%)
111
H
12 (29%)
30 (71%)
42
{(S
f
w1
is
44
24 (57%)
4 (9.5%)
4 (9.5%)
1 (2.5%)
1 (2.5%)
3 (7%)
3 (9.5%)
1 (2.5%^
42
7-70
—
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1982
Opposite Direction
Day
Dry
US 113 PLANNING STUDY
Legend
Accident Year -
Collision Type -
. Time -
Condition -
•1990
-Pedestrian
•Day <•
•Dry
D
Fatal Accidents
January 1980 through September 1997
SOUTHERN STUDY AREA
Mvytenrf
St*t»Hlg>nny
AdmlnlttnUon
February 1998
Figure
MA
-------
1996 -
Opposite Direction
Night ', •„'..
Dry
1996
Rear End
pay
Dry
1990
Opposite Direction
Night
Dry
.„, ''*£*-.'..•; ...--V-;-1''
1983
Opposite Direction
Day
Wot
BASKET SWITCH
1982
Opposite Direction
Night
Wet
Opposite Direction
Fixed Object
Night
O 1000 2000 3000 4000 ... . V
Opposite Direction
US 113 PLANNING STUDY
Legend
Accident Year —
Collision Type —
Time —
Condition —
*-1990
*- Pedestrian
*-Day
*-Dry
Fatal Accidents
January 1980 through September 1997
SOUTHERN STUDY AREA
AdmlnlitnHoa
February 1998
Figure
1-1B
-------
US 113 PLANNING STUDY
Legend
Accident Year —
Collision Type —
Time —
Condition —
*-1990
*• Pedestrian
*-Day
*-Dry
Fatal Accidents
January 1980 through September 1997
SOUTHERN STUDY AREA
Maryland
State Highway
Administration
February 1998
Figure
1-1C
-------
/DELAWARE
./ Study Limit*""
MARYLAND
BISHOPVILLE
1982
Opposite Direction
Night
Dry
1SG6
Opposite Direction
Night
Wat
Accident Year
Collision Type
Time
Condition
Opposite Direction
Night
Dry
1987
Opposite Direction
NiflW
Wet
1984
Opposite Direction
Day
1997
Opposite Direction
Night
Snow
Opposite Direction
Day
Wet
1995
Opposite Direction
Day
Dry
1986
Opposite Direction
Night
Wai
SHINQtE LANDING
ROAD
1991
Opposite Direction
Opposite Direction
1995
Fixed Object
OCEAN . "-,'• ' .EXPRESSWAY
•c
90
Opposite Direction
1991
Opposite Direction
Day
Dry
1984
Opposite Direction
Night
Wet
US 113 PLANNING STUDY
Fatal Accidents
January 1980 through September 1997
NORTHERN STUDY AREA
Mtrtfand
State Highway
Administration
February 1998
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US 113 Planning Study
D. Planning and Project History
Historical information for US 113 is presented in Section H.A of this document. A project planning
study for the dualization of US 113 (northern study area) was originally conducted in the early
1970's and an alignment was selected at that time. Since right-of-way was not preserved,
development has occurred along that alignment. The next study began in the late 1980's which
addressed the changes in environmental regulations and updated the previous study. Several
alternatives and their impacts were identified. An Alternates Public Meeting was held in November
of 1990 and shortly thereafter, the project was dropped with the understanding that many of the
safety and congestion issues could be resolved through local intersection improvements by SHA's
District 1 office/Many local intersection improvements have been implemented and have had
positive effects on reducing accidents. Several additional improvements have been identified and are
scheduled for implementation as funding becomes available. A list of local intersection
improvements and their completion dates (some dates are projected) is included in Table II-1 under
No-Build improvements.
Fatalities have been occurring along US 113 at an alarming rate. A local citizens group, County
Residents Action for Safer Highways (CRASH), has been very vocal in their support for
improvements to the two-lane portions of US 113 from Snow Hill to the Delaware state line in order
to address the fatal accidents occurring along the corridor. As a direct consequence of the efforts of
CRASH, the Governor, and study area elected officials (senators, delegates, and mayors) requested
that SHA study the characteristics of US 113 and develop solutions that will create a safer roadway.
A primary goal of this project has been to identify safety solutions, thereby minimizing future fatal
accidents.
SHA held an Alternates Public Workshop on November 30,1995 from 5:00 to 8:00 PM at the Berlin
Middle School to present the preliminary alternatives for public comment. In addition to aerial
mapping showing the preliminary TSM and dualization alternatives, a slide show concerning the US
113 planning process and information regarding environmental impacts, accident statistics, and right-
of-way acquisition procedures were also available. SHA representatives were available to answer
questions. More than 200 citizens attended the meeting, including local politicians and the media.
A total of 42 comments were received from mailers, letters, and citizens at wall displays. In general,
almost all commenters agreed that further improvements are needed throughout, and almost half
were in favor of a relocated US 113 in the northern study area. Comments and ideas received at the
workshop were incorporated into the development of the detailed alternatives. The following
summarizes the comments received at and following this meeting:
• Nine people were in favor of dualizing US 113, with no preferred alternative.
• Two people were opposed to dualizing US 113.
• At the northern end of the project, 16 people were in favor of relocating US 113.
• Two people were in favor of widening US 113, specifically along its current location.
• Several people supported lower speed limits along US 113.
• Several people would like to see the project move along quickly.
• Several people strongly agreed that further spot improvements are needed.
1-11
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US 113 Planning Study
The following responses address comments offered by the public as a result of the Alternates Public
Meeting concerning lowering the speed limits and increasing enforcement:
* Lowering Speed Limit: The possibility of lowering the speed limit along US 113 was
investigated, however, neither the SHA nor the State Police recommend lowering the speed
since this may cause additional safety problems. Currently, US 113 is posted for appropriate
speeds and lowering the speed below the operating speed would cause some drivers to slow
down in order to obey the posted speed while others may not obey the speed limit. This
could cause rear-end type collisions or additional accidents by drivers attempting to pass the
"slow" moving vehicles.
• Increase Enforcement: A special enforcement team has been assigned to US 113 to look
for aggressive drivers. A motorcycle team is working radars in the project area. Use of
headlights on "all the time" along the two-lane stretches of US .113 also went into effect on
April 30,1997. Four trucking companies in the area were known to be using headlights prior
to this date.
Maryland SHA and the U.S. Army Corps of Engineers held a Combined Location/Design Public
Hearing on June 17,1997 from 7 PM until completion of testimony at the Stephen Dectaur High
School in Berlin, Maryland. All alternatives presented in the Draft EK/Section 4(f) Evaluation were
offered for public and agency review and comment. In addition to detailed mapping, a slide show
concerning the purpose and need of the US 113 Planning Study, description of the alternatives under
consideration, and anticipated environmental impacts were presented. SHA representatives were
also available to answer questions prior to the Hearing. More than 700 citizens attended the meeting;
12 elected officials and 32 citizens offered public testimony - all supported the project. In addition
to comment letters from Federal and state agencies, more than 2,250 citizens submitted comment
letters. See Section V for additional details.
E, County and State Programs
The Comprehensive Development Plan for Worcester County, adopted in 1989, identifies US 113
as a key element of the county's regional arterial highway system. The plan recognizes the need to
upgrade US 113 and recommends that Worcester County work with the State of Maryland to develop
a plan of improvements along US 113 and MD 90 that meets the needs of the County. This
Development Plan calls for US 113 to be upgraded to four lanes throughout its length. This project
has been included in the Highway Needs Inventory (HNT) since the early 1960's. In the 1970's, the
dualization of the roadway was studied; the present HNI shows dualization of the roadway which
would provide continuity along US 113.
The current project planning study is included in the Development and Evaluation Section of the
Maryland Department of Transportation 1997-2002 Consolidated Transportation Program (CTP).
This project was added to the 1995 program hi response to the safety concerns raised by elected
officials and the citizens' group, CRASH, which was formed specifically to address improvements
that promote safe travel on US 113 and MD 90. As a result of the extremely strong support from
7-72
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US 113 Planning Study
local, state, and Federal elected officials and local citizens, it is anticipated that funding for final
design, right of way acquisition, and construction will be forthcoming in the near future.
Other related projects included in the 1997-2002 CTP within Worcester County are:
» safety improvements and median barrier along 4.4 miles of MD 90 east of US 113 (funded
in construction program).
• safety study along MD 90 between US 50 and US 113.
• bicycle/pedestrian bridge parallel to Verrazano Bridge over Sinepuxent Bay (now under
construction).
• other minor roadway surfacing / local intersection improvement projects.
F. Relationship to Other Modes of Transportation
The Worcester County Commission on Aging, located in Snow Hill, operates the general public,
elderly and disabled transportation service on demand for the County. The general public service
operates seven days per week, providing service between Pocomoke City, Snow Hill, Berlin, Ocean
City and Selbyville, Delaware. The demand response service operates Monday through Friday,
providing door-to-door service throughout the county.
The Worcester County transportation system operated 162,850 miles providing 23,752 trips during
FY 1995. The Commission on Aging utilizes six buses to operate its general public service and ten
vehicles to provide its demand response service.
At this time, there are no immediate plans to expand service. In FY 1997, however, a Transportation
Development Plan (TDP) will be completed. The TDP will evaluate current service, recommend
changes to improve efficiency and to meet any unmet demand. In addition, future service for the
next five years will be considered and appropriate recommendations will be made.
Currently, there are no Park-n-Ride facilities in the area served by transit.
Throughout the study area, the Maryland and Delaware Railroad (MODE) line between Frankford,
Delaware and Snow Hill, Maryland is parallel to US 113 (including grade crossings near Bishop and
Newark). The rail line consists of a single track and accommodates train operations up to 25 miles
per hour (meeting Federal Railroad Administration Class 2 standards). The MDDE provides only
freight service on this line and serves customers in Bishop, Berlin and Snow Hill. Service is provided
two to three days per week and usually occurs on weekdays during daylight hours. Service is
occasionally provided over three consecutive days, however, including weekends, to meet special
needs of shippers in the Snow Hill area. All MDDE traffic on this line is currently interchanged with
the Consolidated Rail Corporation at Frankford, Delaware.
7-73
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II.
ALTERNATIVES CONSIDERED
US 113 Planning Study
Snow Hillt Maryland to Delaware State Line
0
Office of Planning and Preliminary Engineering
Maryland State Highway Administration
-------
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-------
US 113 Planning Study
II. ALTERNATIVES CONSIDERED
A. History of US 113
The US 113 project corridor follows a very old north-south route generally along the high ground
between the Pocomoke River and Atlantic coastal bays. A road was in place by 1697 and was cited
as "... the Road going up along the Sea Side" (Torrence 1935:p.243). Patents for land in the area of
Snow Hill had been issued as early as 1670 and the town was created by a legislative decree in 1686.
An early map (1670) by Augustine Herrman was the first to show European settlements along the
Pocomoke River and plantations on both sides of the river from the bay to Dividing Creek in the
south part of Worcester County. Based on the Herrman map and other evidence, it appears that the
project vicinity was first settled by Europeans after 1670, but not in significant numbers until the late
1680's.
As the Eastern Shore was settled, a network of dirt roads connected the various towns. By the 1700s,
a north-south highway, roughly following portions of US 13 and US 113 of today, started at
Newcastle, passed south through Dover, Milford and Georgetown in Delaware, and then St.
Martin's, Snow Hill and Pocomoke in Maryland, before proceeding down the Eastern Shore of
Virginia to Cape Charles. This gave the lower Eastern Shore a direct route to the North (Source: A
History of Road Building in Maryland State Roads Commission of Maryland, 1958).
US 113 was an earth and shell road until 1906, when the portion at Snow Hill was paved during the
1906 through 1921 time period. By 1912, US 113 between Snow Hill and Berlin was paved; Berlin
to Showell was paved between 1916 and 1917; and Showell to the Delaware state line was paved
by 1921, (Source: Construction Record for Roadlife Studies, State Roads Commission Statewide
Highway Planning Survey). ^ '
Today, US 113 links the widely separated population centers of Pocomoke City, Snow Hill, Berlin,
and Ocean City (via US 50 or MD 90) within Worcester County. Both Worcester County residents
and interstate travelers rely on US 113 to serve then: long-distance travel needs through the eastern
position of Delmarva.
Recognizing this travel characteristic, US 113 is designated a "Rural-other Principal Arterial" on the
Federal Functional Classification System of Highways, which was jointly developed by Worcester
County and the Maryland State Highway Administration (SHA) and approved by the Federal
Highway Administration (FHWA). It is an "Intermediate Arterial" on the State Functional
Classification System of Highways. Since these functions serve the long distance traveler, a high
degree of mobility is an important factor when planning and designing future improvements.
Arterials have high design speeds to facilitate the movement of traffic over long distances and to
provide better safety features. Control of access is particularly desirable on the highest classes of
arterials to limit the side friction adjacent land access causes. Since many arterials are also often
high volume roadways, a divided highway with the appropriate degree of access control is the
preferred design when warranted by traffic demand (AASHTO, 1990).
77-7
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US 113 Planning Study
As an important regional arterial, US 113 is part of the State Primary Highway System, a limited
mileage system of highways deemed essential to Maryland's economic and social well being. This
1,280 mile system links the state's major urban centers and county seats via mostly dualized
highways, many with access controls. Perhaps even more important, US 113 has been designated
as a National Highway System route. This is a selective system of nationally important highways
that has a specified FHWA funding source provided by Congress.
Not only is US 113 an important highway within Maryland, but it also serves, along with US 13, as
an important regional highway on the Delmarva Peninsula. Within Delaware/the Delaware
Department of Transportation (DelDOT) and local county governments are examining legislative
and policy initiatives to preserve the integrity of these routes for through and local travellers.
Delaware's Corridor Capacity Preservation Program addresses highway planning/design, land
use, zoning, development, and access control aspects of the S.R. I/US 13/US 113 corridor from
Dover to the Maryland state line (draft program dated September 9,1997). Maryland and Worcester
County will be working with DelDOT and local county governments in Delaware to address many
of these similar issues along US 113 to Maryland.
B. Preliminary Alternatives
On the basis of the project need as discussed in Section I and environmental constraints identified
in the project corridor as shown in Section m of this document, preliminary alternatives for
improvements to the existing two-lane portions of US 113 were developed. These preliminary
alternatives were presented during the Alternates Public Meeting Workshop, held in November
1995, using aerial photography showing all of the known environmental features and alignments.
Following this Workshop, alignments were retained for further engineering and environmental
studies.
As shown on Figure S-l and Figures S-2A through 2D, the US 113 planning study consists of two
study areas:
• The southern study area extends from the existing dualized portion of US 113 just south of
Snow Hill to the existing dualized portion of US 113 just south of Berlin, a distance of
approximately 16.3 miles. Alternatives in the southern study area are designated with an "S."
• The northern study area extends from the existing dualized portion of US 113 just north of
Berlin to the Delaware state line, a distance of approximately 7.5 miles. Alternatives in the
northern study area are designated with an "N."
Development of project alternatives began in early 1995 with the preparation of an environmental
inventory of resources in the study area. Environmental constraints mapping was developed using
existing data sources including National Wetland Inventory (NWI) maps, Federal Emergency
Management Agency (FEMA) 100-year floodplain maps, and Maryland Historical Trust (MHT)
files. The results of field work further refined wetland boundaries shown on the NWI and
Department of Natural Resources (DNR) Wetland Inventory mapping, verified known and
previously unknown historic sites, and assessed the potential for archeological resources.
11-2
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US 113 Planning Study
State and federal regulatory agencies have had the opportunity to review and comment on
development of this study. InterAgency Review meetings, hosted by the Maryland State Highway
Administration (SHA), have served as a forum for interaction between the agencies and the study
team on the project's purpose and need and the alternatives retained for detailed study. The goal of
the InterAgency Review meetings is to identify critical issues and resolve problems early in the
planning process. The following agencies have participated in the InterAgency Review meetings:
• Federal Highway Administration
• US Army Corps of Engineers
• US Environmental Protection Agency
• US Fish and Wildlife Service
• National Marine Fisheries Service
• Maryland Department of the Environment
• Maryland Department of Natural Resources
• Maryland Historical Trust
• Maryland Office of Planning
A summary of the issues addressed at recent InterAgency Review meetings and recent Field Review
meetings is provided in Chapter V, Comments and Coordination.
SHA has met on several occasions with local public officials, representatives from the County
Residents Action for Safer Highways (CRASH) organization, and local communities including
Friendship to provide information regarding the status of the project and to obtain input from local
citizens on alternative modifications.
C. Alternatives Presented at the Alternates Public Workshop
1. Introduction
SHA held an Alternates Public Workshop on November 30,1995 to present the preliminary
alternatives for public comment. Comments and ideas received at the workshop were
incorporated into the development of the detailed alternatives.
Preliminary alternatives considered for the southern study area included the No-Build
(Alternative IS), TSM (Alternative 2S), and dualization along the existing alignment
(Alternative 3S). Although the No-Build Alternative does not meet the project need; it was
used as a baseline for the comparison of other alternatives. The TSM Alternative provided
local intersection improvements such as signing, lighting, and marking as well as turning and
acceleration/deceleration lanes, and bypass lanes. Alternative 3S, a Dualization Alternative,
included the construction of a two-lane roadway parallel to the existing road resulting in a four-
lane divided roadway with a 34-foot median. Figures H-l A through 1C depicts the preliminary
alignment of Alternative 3S.
77-3
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US 113 Planning Study
In the northern study area, the preliminary alternatives considered included No-Build
(Alternative IN), TSM (Alternative 2N), dualization along the existing alignment (Alternative
3N) and dualization along new alignment (Alternative 4N with options). The No-Build and
TSM Alternatives, as well as the dualization along the existing alignment (Alternative 3N)
were similar in concept to those alternatives developed for the southern study area. The
dualization on new alignment (Alternative 4N) involved the construction of a new four-lane,
divided roadway on new location. In addition to the primary alignment (Alternative 4N), two
options were developed (Options A and B). Options A and B both left the Alternative 4N
alignment just north of the graded US 113 / MD 90 interchange area and crossed to the east
side of existing US 113 just south of Racetrack Road (MD 589). All three alignments
(Alternative 4N, Option A, and Option B) provided a bypass of the town of Showell and
rejoined Alternative 3N just north of Showell. Alternative 4N again left the 3N alignment just
north of Bishop and tied back into existing US 113 at the Delaware state line. Figure II-1D
depicts the preliminary alignments of Alternates 3N, 4N, Option A, and Option B.
2. No-Build Alternatives (Alternatives IS and IN)
The No-Build Alternatives did not provide any significant safety or capacity improvements.
Minor improvements would occur as part of normal maintenance and safety operations. The
routine maintenance operations would not measurably reduce the accident rate or affect
roadway capacity.
The No-Build Alternative was retained for detailed study. Although this
alternative does not meet the project need for safety and capacity improvements,
it provided a basis for comparison of the impacts of the other alternatives. A list
of improvements included under the No-Build Alternative is presented in Table
II-l. Each improvement listed as part of the No-Build has been, or is currently
programmed for, implementation.
3. Transportation Systems Management Alternative (Alternatives 2S and 2N)
The Transportation Systems Management (TSM) Alternative provided local intersection
improvements to the existing US 113 roadway. These improvements would be part of an
integrated plan of phased safety and capacity improvements, as well as traffic management
strategies to provide relatively low cost refinements to the existing transportation system. The
TSM Alternatives included short-term spot improvements such as signing and marking, street
lighting, warning flashers, traffic signals and intersection relocation, as well as longer-term
improvements such as additional turning, acceleration/deceleration, and bypass lanes; skid
resistant pavement overlays; and rumble slots along the median and along the outside edges
of pavement.
The TSM Alternative was retained for detailed study. Like the No-Build
Alternative, the TSM Alternative does not fully address all of the safety issues
along US 113 but provided a low cost option to improve safety and operations
at intersections along US 113.
11-4
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\
^c,
l*f°
ALTERNATIVE 15
ALTERNATIVE 2S
ALTERNATIVE 3S
SCALE IN FEET
POCOMOKE
•-. STATE
Legend
Existing US 113
— — Dualization on Existing Alignment
KEY MAP
D
US113 PLANNBNG STUDY
Preliminary
Alternatives
SOUTHERN STUDY AREA
Aferyfentf
StataHlghwty
Administration
February 1998
Figure
9I-1A
-------
BASKET SWITCH
\
N.
ALTERNATIVE 1S
ALTERNATIVE 2
ALTERNATIVES
US 113 PLANNING STUDY
Preliminary
Alternatives
SOUTHERN STUDY AREA
Legend
Existing US 113
— — Dualization on Existing Alignment
February 1998
-------
ALTERNATIVE 1S
ALTERNATIVE 2S
ALTERNATIVE 3S
PLANNING STUDY
Preliminary
Alternatives
SOUTHERN STUDY AREA
Legend
Existing US 113
— — Dualization on Existing Alignment
Febaiary1998
-------
. FT^^T
DELAWARE .ja'ssEy
BISHpPVILLE
ALTERNATIVE 4N
ALTERNATIVE 4WI ; £
ALTERNATIVE
ALTERNATIVE 2N
ALTERNATIVE 3N
ALTERNATIVE4N
ALTERNATIVE 4N
Option A
ALTERNATIVE 1N
ALTERNATIVE 2N
ALTERNATIVE 3N
FRIENDSHIP
US 113 PLANNING STUDY
Preliminary
Alternatives
NORTHERN STUDY AREA
Legend
Existing US 113
_ _ Duallzatlon on Existing Alignment
Dualization on New Alignment
February 1998
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US 113 Planning Study
Following the Alternatives Public Meeting and the initial review of alternatives
retained for detail study, additional TSM alternatives were identified that could
possibly satisfy the need of the project. These Alternatives called for the inclusion
of a median along the entire length of the two-lane roadway, with intersection
improvements/turn lanes and passing lanes provided. Median widths evaluated
as apart of this concept included a 6-foot median with a traffic barrier, a 20-
foot median with traffic barrier, and a 34-foot depressed grass median.
Therefore, the original TSM Alternatives are referred to as Alternatives 25 and
2N in this document. These alternatives now include a full-length pavement
overlay and raised pavement markers.
On the basis of the higher traffic volumes and capacity problems for any two-
lane concept in the northern study area, no further evaluations of Alternative 2N-
Median were made and it was dropped from detailed study. In the southern study
area, the 6-foot median option was dropped because of the inability to provide
left turn lanes or "shelter" vehicles within the 6-foot wide median as well as the
unacceptably too narrow offset distance between the travel lanes and the face of
the barrier (2-feet). While the 34-foot wide median was supported by some
agencies for improved water quality, it too was dropped from further
consideration because its environmental impacts were nearly identical to the
already developed Alternative 3S with 20-foot wide median. The 34-foot wide
median could be considered as a design option. The two-lane concept with a 20-
foot wide median and traffic barrier was retainedfor the southern study area and
was presented in the Draft ElS/Section 4(f) Evaluation as Alternative 2S-20'
Median. A detailed description of the Alternative 2S-20' Median is included in
the next section of this Chapter (Section JI-D.4).
4. Dualization Alternatives
All the dualization alternatives were proposed as four-lane divided roadways with access
partially controlled. Median and roadside landscaping would also be included.
• Dualization on Existing Alignment (Alternatives 3S and 3N)
Dualization of existing US 113 involved the construction of a new two-lane roadway adjacent
to the existing facility and the retention of the existing roadway where possible as either the
northbound or southbound roadway. These alternatives used existing right-of-way to the extent
possible. The new roadway would be constructed on either the east or west side of the existing
roadway to minimize impacts to the natural environment and reduce the number of residential
and commercial displacements. The typical roadway section would consist of two 12-foot
travel lanes in each direction, a 34-foot depressed grass median, 10-foot outside shoulders, and
20-feetof safety grading where possible.
77-5
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US 113 Planning Studv
Following the initial review of alternatives retained for detail study, additional feasible
alternatives were identified that could possibly satisfy the need of the project and are
analyzed in later sections of this Chapter. One alternative called for a 20-foot wide
median with traffic barrier. These new alternatives were referred to as Alternatives 3S-
20' Median and 3N-20' Median in the Draft ElS/Section 4(f) Evaluation.
Consequently, the previous Alternatives 3S and 3N were renamed Alternatives 3S-34'
Median and 3N-34'Median.
In addition to these median width options, safety grading options were also evaluated
in only the northern study area (i.e., 50 MPH or 60 MPH design speeds). As shown on
Figure 11-7, 9' of roadside grading was evaluated for the 50 MPH design speed and 20'
for the 60 MPH design speed. Highway safety research demonstrates that these widths,
when combined with the 10' wide paved shoulders also shown on Figure 11-7, provide
a sufficient width for the majority of errant vehicles to safely recover and allow the
driver when traveling at the appropriate design speed to regain control of the vehicle
before a severe accident occurs. These two widths of safety or roadside grading were
evaluated to assess potential environmental impacts associated with the two options.
Each of these alternatives is described in detail in Section II-D.
• Dualization on New Alignment (Alternative 4N with Options)
The dualization on new alignment involved the construction of a new four-lane divided
roadway away from the existing US 113 facility. The roadway would be constructed on new
location to minimize impacts to residential and commercial properties. The typical roadway
section consisted of two 12-foot travel lanes in each direction, a 34-foot depressed grass
median, 10-foot outside shoulders, and 20-feet of safety grading on both sides of the roadway.
Alternative 4N left existing US 113 north of US 50, headed in a northerly direction on the west
side of the existing roadway in the Friendship area and traversed through the graded area
reserved for the previously graded MD 90 interchange., It then crossed existing US 113 and
continued on the east side of the existing roadway through the Showell area. From this point,
it continued parallel to and just on the east side o/US 113 crossing over to the west side in the
Bishop area, and tied back into the existing roadway just before the Delaware state line.
Alternative 4N had two optional alignments in the Showell area. Options A and B both left
the Alternative 4N alignment just north of the graded US 113 / MD 90 interchange area and
crossed to the east side of existing US 113 just south of Racetrack Road (MD 589). All three
alignments (Alternative 4N, Option A, and Option B) provided a bypass of the town of
Showell and rejoined Alternative 3N just north of Showell. Alternative 4N again left the 3N
alignment just north of Bishop and tied back into existing US 113 at the Delaware state line.
Figure H-1D depicts the preliminary alignments of Alternates 3N, 4N, Option A, and Option
B.
77-6
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US 113 Ptenninz Study
Following the Alternates Public Workshop, SHA made the decision to carry only
portions of the new alignment Dualization Alternatives ahead for detailed study.
The rational for dropping the other roadway segments is as follows:
North of the MD 90 interchange, the original Alternative 4N alignment was
dropped to avoid a residential displacement, reduce right-of-way costs by
approximately $500,000, reduce wetland impacts at the proposed ChurchBranch
crossing by 0.6 acres, reduce woodland impacts by 2.4 acres, reduce farmland
impacts by 5.5 acres, reduce forested habitat fragmentation in the vicinity of
Church Branch, and avoid impacts to the historic Saint Martin's Church. The
Alternative 4N Modified alignment retained for detailed study has been shifted
slightly from the original Alternative 4N Option A/B alignment to avoid a
residential displacement while not creating any additional impacts in the vicinity.
From North of Racetrack Road (MD 589) to JarvisRoad, the remaining portions
of Alternative 4N and Alternative 4N Option A were dropped from detailed study
to reduce forested habitatfragmentation and wetland impacts (approximately 1.4
acres) associated -with Middle and Birch Branches and to avoid conflicts with on-
going and proposed residential development along Shingle Landing Road.
Alternative 4N Option B was realigned for Alternative 4N Modified to tie back
into existing US 113 just north of Shingle Landing Road to avoid five residential
displacements and minimize conflicts with the on-going development to the east.
From Jarvis Road to just north of Bishopvitte Road (MD 367), the original
Alternative 4N was shifted to use existing US 113 as the proposed southbound
roadway, thereby reducing the required right-of-way and the associated natural
and socioeconomic irnpacts. North of Bishopvitte Road, the original Alternative
4N diverged from existing US 113 to the west to avoid three residential and two
business displacements. The Alternative 4N Modified alignment used a flatter
curve to reduce wetland impacts by 1.5 acres and reduce forested habitat
fragmentation.
Following the initial review of alternatives retained for detail study, additional
feasible alternatives were identified that could possibly satisfy the need of the
project and are analyzed in later sections of this Chapter. This alternative called
for a 20-foot wide median with traffic barrier. This new alternative is referred
to as Alternative 4N Modified-20' Median, with the previous alternative now
referred to as Alternative 4NModified-34' Median.
Each of these alternatives is described in detail in the next section of this
Chapter (Section Il-p).
11-7
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US 113 Planning Study
D. Alternatives Presented in the Draft ElS/Section 4(f) Evaluation
1. Introduction
Fifteen (15) alternatives were presented in the Draft ElS/Section 4(f) Evaluation (May 1997)
for consideration by the public and resource agencies for the US 113 study areas. Written
descriptions and typical sections for these alternatives are presented in this Chapter; plans at
a scale of 1 "=400" were presented in Appendix A of the Draft ElS/Section 4(f) Evaluation
(Figures 1 through 7 for Alternative 2S-20' Median; Figures 8 through 17 for the dualization
alternatives). Impacts associated with these alternatives were fully addressed in Chapters IV
and V of the Draft ElS/Section 4(f) Evaluation and are compared on Table S-l of this
document.
After considering the benefits and impacts of the alternatives presented for consideration in the
Draft ElS/Section 4(f) Evaluation and the comments received on that document and at the
Combined Location/Design Public Hearing (held June 17,1997), the Project Planning Team
recommended Alternative 3S-34' Median as the Preferred Alterative for the southern study area
and Combination Alternative 3N/4N Modified-34' Median as the Preferred Alternative for the
northern study area (meeting held September 17, 1997). The Preferred Alternatives are
presented in Section HE of this document. As discussed in Section H.E, the Southern Preferred
Alternative and the Northern Preferred Alternative have been substantially modified to avoid
or minimize adverse environmental impacts, especially wetlands impacts. These modifications
include narrowed median and use of guardrail in lieu of full safety grading at sensitive
environmental crossings. The following lists the fifteen (15) alternatives presented in detail in
the Draft ElS/Section 4(f) Evaluation.:
• Southern Study Area: 16.3 miles
• Alt. IS: No Build - retain existing one lane per direction.
• Alt. 2S: Transportation Systems Management (TSM) - one lane per direction with
additional safety improvements.
Alt 2S-20' Median:
Alt 3S-20' Median:
One lane per direction with 20-foot wide median/guardrail
and passing lanes (and 60 MPH design speed).
Dualization to provide 4 lanes along existing US 113 and 20-
foot wide median/guardrail (and 60 MPH design speed).
Alt 3S-341 Median: Dualization to provide 4 lanes along existing US 113 and 34-
foot wide median (and 60 MPH design speed).
II-8
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US 113 Planning Study
Northern Study Area: 7.5 miles
Alt. IN: No Build: retain existing one lane per direction.
Alt. 2N: Transportation Systems Management (TSM) - one lane per direction with
additional safety improvements.
Alt. 3N-20' Median/50 MPH: Dualization to provide 4 lanes along existing US 113
with 20-foot wide median/guardrail and 50 MPH
design speed.
Alt. 3N-34' Median/50 MPH: Dualization to provide 4 lanes along existing US 113
with 34-foot wide median and 50 MPH design speed.
Alt. 3N-201 Median/60 MPH: Dualization to provide 4 lanes along existing US 113
with 20-foot wide median/guardrail and 60 MPH
design speed.
Alt. 3N-34* Median/60 MPH: Dualization to provide 4 lanes along existing US 113
with 34-foot wide median and 60 MPH design speed.
Alt 4N Modified-20' Median: Dual highway in new location to provide 4-lanes with
20-foot wide median/guardrail (and 60 MPH design
speed).
Alt. 4N Modifled-34' Median: Dual highway in new location to provide 4-lanes with
34-foot wide median (and 60 MPH design speed).
Alt 3N/4N Modified-201 Median: Combination of Alts. 3N & 4N Modified to
provide 4 lanes with 20-foot wide median/
guardrail (and 60 MPH design speed).
Alt 3N/4N Modified-34' Median: Combination of Alts. 3N & 4N Modified to
provide 4 lanes with 34-foot wide median
(and 60 MPH design speed).
2. No-Build Alternatives - Baseline
Alternatives IS and IN
The No-Build Alternatives provided no major improvements to the existing US 113 roadways.
Minor improvements would have occurred as part of normal maintenance and safety
operations. These improvements, however, did not provide features that would prevent further
opposite direction collisions where the probable cause is identified as the failure to drive in the
designated lane or failure, to keep right of the centerline. Specific improvements recently
//-P
-------
US 113 Planning Study
implemented or programmed for implementation are listed in Table H-l, locations of these
improvements are shown on Figures E-2A through H-2D. Typical sections are shown on
Figure H-3. The routine maintenance operations would not measurably affect roadway capacity
or reduce the accident rate. Spot improvements would continue as funding becomes available.
•*• DECISIONS: The No-Build Alternatives did not meet the project need of improving
safety and are not therefore preferred.
3. Transportation Systems Management Alternatives
Alternatives 2S and 2N
The Transportation Systems Management (TSM) Alternatives would have provided
improvements along the existing roadway to enhance safety and reduce traffic congestion
without major alteration to the existing two-lane highway. The TSM improvements included
intersection improvements and additional measures to improve the safety of the existing two-
lane roadway. While not presently programmed for implementation, these improvements
would have been part of an integrated plan of phased safety and capacity improvements. The
TSM Alternatives included the continued short-term spot improvements such as signing and
marking, street lighting, warning flashers, and addressed longer-term improvements with
additional turning, acceleration/deceleration, and bypass lanes; skid resistant pavement
overlays; and rumble slots along the centerline and along the outside edges of pavement. The
improvements would have been prioritized by SHA during the final design phase. Specific
TSM improvements are listed in Table H-l, locations of these improvements are shown on
Figures II-2A through II-2D. Typical sections are shown on Figure H-3.
The estimated constructioniosts for the TSM Alternatives 2S and 2N was as follows:
4- Alternative 2S (see Tables H-l A, -IB, -1C and Figures H-2A, -2B, -2C)
Total Cost for Improvements = $6.4 M
This cost includes installing a skid resistant pavement overlay and Hazard Warning
Rumble Slots along the length of the study area on the center line and on the outside
edges of pavement and spot intersection improvements.
+ Alternative 2N (see Table II-ID and Figure H-2D)
Total Cost for Improvements = $2.2 M
This cost includes installing a skid resistant pavement overlay and Hazard Warning
Rumble Slots along the length of the study area on the center line and on the outside
edges of pavement and spot intersection improvements.
11-10
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US 113 Planning Study
DECISIONS:
Like the No-Build, the Transportation Systems Management
Alternatives are not preferred because they did not adequately
address the project need, including the safety and operational
problems along the existing 23.8 miles of two-lane US 113.
• Southern Study Area - Alternative 2-S
: Dualization is preferred over TSM: The TSM alternative
would provide some operational improvements and would
slightly reduce the overall accident rate. Sixty percent of the
fatalities were opposite direction type of collisions along US
113, and the TSM does not offer a solution for this problem.
Since this alternative does not fully address the purpose and
heed of the project, it is not preferred for selection as a
permanent solution.
• Northern Study Area - Alternative 2N
Dualization is preferred over TSM: The TSM alternative is
not expected to result hi any significant reduction hi the
number of fatal accidents since it does not include measures
to directly address the fatal accidents as described for the
Southern Study Area above. In addition, there is a capacity
problem in the northern study area. Severe congestion is
expected by the design year 2020 along US 113 for the
portion north of MD 589 to the Delaware state line. The
TSM Alternative would not provide relief to congestion. For
these reasons, it is not preferred for selection.
11-11
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VS113 Planning Study
Table II-1 A: No-Build and TSM Alternatives
(see Figure II-2A)
• i"?a'3?r*zr'f* • nfty ;• ^XLi&jLua
USllSatCasdeHill
Road
Install intersection flashing beacon
Complete
none
US 113 at Snow Hill
Road/MD 12
Install street lighting
Install intersection flashing beacon
Install oversized intersection
warning signs and stop signs
Complete
Complete
Complete
none
US 113 at Washington
Street/Brick Kiln Road
Install intersection flashing beacon
Complete
none
US 113 at Public
Landing Road / MD 365
Install street lighting
Install northbound and southbound
bypass lanes
Install stop sign ahead sign
Install intersection flashing beacon
Complete
Complete
Complete
Complete
none
US 113 at RR Crossing
(south of MD 394)
none
Install mechanical crossing arms
US 113 at MD 394
Install street lighting
Install intersection flashing beacon
Install improved signing
Complete
Complete
Complete
Construct northbound bypass
lane;
Install new bypass lane markings
US llSatllmmons
Road
Install street lighting
Planned
Construct southbound bypass
lane
Install new bypass lane markings
Install stop line on Timmons
Road
Note: No-Build improvements are currently funded for implementation.
77-72
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£75 113 Planning Study
Table 1MB: No-Build and TSM Alternatives
(see Figure O-2B)
US 113 at
Cedartown Road
Install street lighting
Mark intersection for no passing
Complete
Complete
Construct southbound bypass lane
Install new bypass lane markings
US 113 at Porters
Crossing Road
Install street lighting
Complete
Construct northbound bypass lane
Install new lane markings
10
US 113 at Central
Site Lane
Install southbound intersection
warning sign
Complete
Install street lighting
11
US 113 at Five Mile
Branch Road
Install street lighting
Mark intersection for no passing
Complete
Complete
Construct northbound bypass lane
Install new lane markings
12
US 113 at Basket
Switch Road
Install street lighting
Complete
Construct southbound bypass lane
Install new lane markings
13
US 113 at Newark
Road (South)
Install street lighting
Mark intersection for no passing
Complete
Complete
Construct northbound and southbound
bypass lane
Install new bypass lane markings
14
US 113 at RR
Crossing (north of
Newark Road)
none
Install mechanical crossing arms
15
US 113 at
Langmaid Road
Install northbound and
southbound bypass lanes
Install street lighting
Install intersection flashing
beacon
Mark intersection for no passing
Complete
Complete
Complete
Complete
none
Note: No-Build improvements are currently funded for implementation.
11-13
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US 113 Planning Study
Table IMC: No-Build and TSM Alternatives
(see Figure II-2C)
' '
!-ltf, ' i . f (tJI"~^l,i»t«Wt*^—*"-.=>lt><". "j£T*-
^ffio^ovenieptii
**>eSf* Ijrfl PHO flTI'-^'O'e ^
16
US 113 at Gunning
Club Lane/Newark
Road (north)
Install stop lines on side roads
Construct northbound bypass
lane
Install street lighting
Complete
Complete
Complete
Install concrete channelization island
17
US 113 at Croppers
Island Road
Install street lighting
Complete
Construct southbound bypass lane
Install new lane markings
18
US 113 at Downs
Road
Install street lighting
Complete
Construct northbound bypass lane
Install new lane markings
19
US 113 at Goody
Hill Road
Install street lighting
Complete
Construct southbound bypass lane
Install new lane markings
20
US 113 at Bays End
Lane
Mark intersection for no passing
Complete
Construct southbound bypass lane
Install new lane markings
21
US 113 at Shire
Road (south)
Install street lighting
Mark intersection for no passing
Install stop line on Shire Road
Complete
Complete
Complete
Construct northbound bypass lane
Install new lane markings
22
US llSatlronshire
Station
Road/Mason Road
Install street lighting
Mark intersection for no passing
Install stop line on Mason Road
Complete
Complete
Complete
none
23
US 113 at Shire
Road (north)
Install street lighting
Install stop line on Shire Road
Mark intersection for no passing
Complete
Complete
Complete
Construct northbound bypass lane
Install new bypass lane markings
24
US 113 at Harrison
Road
Install street lighting
Install stop line on Harrison Road
Mark intersection for no passing
Complete
Complete
Complete
Construct southbound bypass lane
Install new bypass lane markings
25
US 113 at
Friendship Road /
MD452
Construct acceleration and
deceleration lanes along
northbound US 113
Construct southbound US 113
bypass lane
Planned
Planned
none
Note: No-Build improvements are currently funded for implementation.
11-14
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US 113 Planning Study
Table II-1D:
No-Build and TSM Alternatives
(see Figure II-2D)
•
26
27
28
29
30
31
32
33
34
35
36
US
US 113 at Jones
Road/Carey Road
US 113 at Racetrack
Road /MD 589
US 113 at Pitts Road
US 113 at Peerless
Road
US 113 at Shingle
Landing Road
US 113 at Bunting
Road/Jarvis Road
USllSatKary
Asphalt Entrance
US 113 at
BishopvilleRoad/
MD 367
US 113 at RR
Crossing (south of
MD 610)
US 113 at
Whaleyville Road/
MD 610
US 113 at Morris
Road/Hotel Road
none
Provide acceleration/deceleration lanes
on northbound US 1 13
Install traffic signal with advance
warning signs and flashing beacon
Widen Pitts Road to provide left and
right turn lanes
Install intersection flashing beacon
Complete
Complete
Complete
Complete
none
none
Relocate the Jarvis Road/Bunting Road
intersection
Construct southbound US 1 13 left turn
lane
Widen southbound US 1 13 shoulder to
extend acceleration lane
Wideiaorthbound US 113 shoulder to
provide bypass lane ,
Overlay with 1 V4" bituminous concrete
Provide northbound and southbound
bypass lanes on US 1 13
Construct westbound MD 367 right
turn lane
Install street lighting
none
Install northbound and southbound left
turn lanes;
Install southbound right turn lane;
Install traffic signal
Planned
Planned
Planned
Planned
Planned
Planned
Planned
Complete
Complete
Complete
none
.••-••1
SSSSS^SSSSSSaiS-SSSSSSSSS&SSl
Install stop lines on Jones
Road and Carey Road
none
none
Construct northbound bypass
lane
Install stop line and stop sign
on Fearless Road
Install street lighting
none
none
Mark intersection for no
passing
Install mechanical crossing
gates
Install additional street
lighting
Construct curbing in
southeast quadrant of
intersection
Construct acceleration lane
along southbound US 113 I
Install oversized intersection I
warning signs and stop signs ||
^assssassjs™^^^"^"*"**™^-— «••• i
Note: No-Build improvements are currently funded for implementation.
11-15
-------
I N
0 1000 2000 3000 4000
£•••=•
SCALE IN FEET
STATE
r
Legend
• Spot Intersection Improvements
(See Table 11-1 A)
A A * TSM Improvements
Along Existing US 113
KEY MAP
in
|B
US 113 PLANNING STUDY
Improvement Locations
Alternative 1S No-Build
Alternative 2S TSM
SOUTHERN STUDY AREA
Mwytond
February 1998
Figure
II-2A
-------
BASKET SWITCH
See Table 1MB
US 113 PLANNING STUDY
Improvement Locations
Alternative 1S No-Build
Alternative 2S TSM
SOUTHERN STUDY AREA
Legend
Spot Intersection Improvements
(See Table 11-1 A)
A TSM Improvements
.Along Existing US 113 ,
February 1998
-------
/ ' -, '^M -
/. .. ..-^K / 1\
-^M\
^-^ \ i; \ r-.*^
Legend
« Spot Intersection In^rovements
(See Table 11-1 A)
A A A TSM Improvements
Along Existing US 11 3
'XV^
v^e
•••«
>
KEY
r-6
Af^
MAP
e
D
J
US 11 3
PLANNING STUDY t
Improvement Locations '
Alternative 1 S No-Build
Alternative 2S TSM I
SOUTHERN STUDY AREA
Ufefc, Utrylana
KSf8i& SOittHighwty
VQgp AOmlnMnllon
February 1998
Figure I
II-2C 1
r
-------
,/ Study Umtti:Fvvit-' E
.._»,.. ..~... ., ' ....... f
DELAWARE
BISHOPVILLE
N:
...j
> '^'
34*
V33
^OP^
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USHOP
>32
•31."
^t§^
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^
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OCEAN' . fJT
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:. EXPRESSWAY
iiSill
FRIENDSHIP \
"" cKPSL
25j
126
JONES
See Table SI-ID
''if
rnni !i#n at'
-S^
Legend
* Spot Intersection Improvements
(See Table IMA)
A A A TSM Improvements •
Along Existing US 113
^
"SS:
KEY MAP
US 113 PLANNING STUDY
improvement Locations
Alternative 1N No-Build
Alternative 2N TSI\/I
NORTHERN STUDY AREA
State Highway
Administration
February 1998
Figure
I1-2D
-------
ALTERNATIVE 1N- NO BUILD
ALTERNATIVE 2N - BASIC TSM
ALTERNATIVE 1S - NO-BUILD
ALTERNATIVE 2S - BASIC TSM
NOTE: Basic TSM includes full width skid resistant pavement
overlay with rumble slots in shoulders and along centerline.
The dimensions shown are for the purpose of
determining cost estimates and environmental
Impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections
Alternatives 1S & 1N No-Build
Alternatives 2S & 2N Basic TSM
Mwyfemf
SUttHlghwiy
Admlntftnllon
February 1998
Figure
II-3
-------
US 113 Planning Study
4. Alternative 2S-20' Median
Improvement alternatives along the existing US 113 alignment which provided a median but
retained the one-travel lane per direction configuration were developed in early 1997 following
an initial review of the environmental impacts of the alternatives then under consideration.
These new alternatives addressed a two-lane roadway with various median widths, passing
lanes as required, and 10-foot shoulders. The median widths evaluated were:
• a 6Tfoot median with a traffic barrier
• a 20-foot median with a traffic barrier
• a 34-foot depressed grass median
While intersection improvements would also have been incorporated into these designs, these
alternatives did address all of the safety issues along US 113. These alternatives would have
introduced some new safety concerns and did not address operational problems, however, they
would have provided an option to reduce head-on accidents with potentially less environmental
impacts than a full dualization alternative.
As previously discussed in Section HC.3 of this document, the 6-foot wide median option was
not evaluated further because of the inability to provide left turn lanes or "shelter" vehicles at
intersections within the narrow median. Also, the 34-foot median option was not further
evaluated, primarily because its impacts would be nearly identical to the already developed
Alternative 3S-201 median. And finally, the higher traffic volumes and capacity problems in
the northern study area precluded further consideration of Alternative 2N-Median options.
Consequently, only Alternative 2S-20' Median was addressed in the Draft EES/Section 4(f)
Evaluation document. Typical sections for Alternative 2S-201 Median are shown on Figure D-4.
Detailed plans for the Alternative 2S-20'-Median, at a scale of 1" = 400', were presented in
Draft ElS/Seciion 4(f) Evaluation Appendix A, Figures 1 though 7.
On the south, Alternative 2S-201 Median began approximately 1,000' north of Woodside Lane
as a transition from two travel lanes per direction separated by a 75-foot± wide median to one
travel lane per direction separated by a 20-foot wide median with traffic barrier. Through the
first curve, the alignment stayed on the east side of the existing roadway.
Continuing north, the new northbound lane would have been constructed parallel to and east
of the existing roadway (to become the new southbound lane) utilizing existing US 113 as the
southbound lane. This section of the alignment intersected with Castle Hill Road, Snow Hill
Road (MD12), Washington Street/Brick Kiln Road, and Public Landing Road (MD 365), and
passes over Purnell Branch, intersects with the Maryland and Delaware Railroad, Market Street
(MD 394N) and Timmons Road. Immediately north of Public Landing Road (MD 365), a
northbound passing lane 12-feet in width and approximately 1 mile in length would have been
provided. This lane ended just past the Market Street (MD 394N) intersection. As shown on
Draft ElS/Section 4(f) Evaluation Appendix A, Figures 1,2 and 3, the majority of the right-
of-way for this alternative is already in place. = '
11-16
-------
e
\
to
SlxJd*
««•
Rotdmy
2Cf
GnmorPtMd
Ufiirt __
•21
flMrtwy
W
Shot**
iff
SMlny
^ a«*v ,_
ALTERNATIVE 2S - 20' MEDIAN
(2 - LANES DIVIDED)
fuo IUMM 12-(««rt fcl wktth and «pproxlin«t»ly 1 to 155 rnlte* In taigth would b»
provided «t th« foltowlnfl tocattofu:
. Northbound b*tw«n PubBc Undlng Road (MD385) •ndJjMwt StrMt (MD 3B4N)
. Soulljbound b«we«n Tknmoru Road and C«dtrto«m B««^.
- Northbound bttwa«n Bwhat Switch Road and Lanflmild Road
.^IS^ond brtvwn tandmald Road and Gunnlno Chib Roadfftowark Road
• Pawing ten* ramovad In araa of wetland W-8 during praparatlon of Final EIS.
ALTERNATIVE 2S - 20'MEDIAN
(SHOWING PASSING LANE)
The dimensions shown are for the purpose of
determining cost estimates and environmental
Impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections
Alternative 2S - 20' Median
Utryltnd
St*t»Hlghw*y
AdmlnMntton
February 1998
Figure
II-4
-------
US 113 Planning Study
Alternative 2S-20' Median then curved to the east, 3,600 feet north of Timmons Road, passing
in front of the Snow Hill Mennonite Church along the west side of US 113. Between Timmons
Road and Cedartown Road, a southbound passing lane 12-feet in width and approximately 1
mile in length would be provided.
Continuing in a northeasterly direction to 1,300 feet south of Cedartown Road, this alternative
paralleled the existing roadway to the west, utilizing existing US 113 as the northbound lane.
The alignment then curved to the north, intersecting with Cedartown Road.
Continuing in an northeasterly direction, this alternative paralleled existing US 113 on the
west, utilizing'approximately 8,800 feet of existing US 113 as the northbound lane. This
section of the alignment crossed over both Poorhouse Branch and Five Mile Branch, and
intersected with Porters Crossing Road, Central Site Lane and Five Mile Branch Road.
Approximately 200 linear feet of Five Mile Branch Road would have been reconstructed to
improve its intersection with US 113.
The alignment then curved to the east and stayed on the west side of existing US 113. To
accomplish this transition, approximately 1,600 linear feet of the existing roadway would have
been reconstructed.
Continuing hi an easterly then northeasterly direction, the alignment paralleled existing US 113
to the west up to Basket Switch Road, where it transitioned to the east side of US 113. This
section of the alignment intersected with Basket Switch Road, Newark Road, the Maryland and
Delaware Railroad track, Langmaid Road, Newark Road/Gunning Club Lane, and passed over
Massey Branch and Porter Creek. Between Basket Switch Road and Langmaid Road, a
northbound passing lane 12-feet in width and approximately 1 mile in length would have been
provided. A similar southbound passing lane would also have been provided between
Langmaid Road and Newark Road.
Continuing in a northeasterly direction, Alternative 2S-20' Median transitioned from the east
side to the west side of the existing roadway between Gunning Club Lane and Croppers Island
Road. This alternative continued in a northeasterly direction, paralleling existing US 113 to
the west. This section of the alternative intersected with Croppers Island Road, Downs Road,
Goody Hill Road, Bays End Lane, both ends of Shire Drive, fronshire Station/Mason Road and
Harrison Road, and crossed over Goody Hill Branch and Poplartown Branch. Alternative 2S-
20' Median along the existing two-lane portions of US 113 met the existing dualized US 113
at Hayes Landing Road.
Summary of Alternative 2S 20' Median:
• Alternative2S would typically have been along the centerline of the existing two-lane
US 113; shifts occurred so as to avoid/minimize displacements and sensitive
environmental features (streams and wetlands). One travel lane would have been
provided per direction.
77-77
-------
US 113 Planning Study
Design Speed was 60 MPH.
Median width provided 8-feet of recovery area for vehicles that leave the roadway
toward the center.
The paved outside shoulders would have been 10-feet wide and 20-feet of safety grading
would have been provided. In sensitive areas (such as a wetland or stream crossing),
guardrail would have been provided in place of the roadside grading to minimize
impacts.
Left turn lanes and median breaks would have been provided at the following
intersections:
- Castle Hill Road
- Snow Hill Road (MD 12)
- Brick Kiln RoaoVWashington Street
- Public Landing Road (MD 365)
- Market Street (MD 394N) (T intersection)
- Timmons Road (T intersection)
- Cedartown Road (T intersection)
- Porters Crossing Road (T intersection)
- Central Site Lane (T intersection)
- Five Mile Branch Road (T intersection)
- Basket Switch Road ( T intersection)
- Newark Road
- Langmaid Road
- Gunning Club Lane/Newark Road
- Croppers Island Road (T intersection)
- Downes Road (T intersection)
- Goody Hill Road (T intersection)
- Bays End Lane (T intersection)
- Shire Road (south) T intersection)
- Mason Road/Lronshire Station Road
- Shire Road (north) (T intersection)
- Harrison Road (T intersection)
Passing lanes 12-feet in width and approximately 1 to 1.25 miles in length would have
been placed at the following four locations:
- Northbound between Public Landing Road (MD 365) and Market Street (MD
394N). NOTE: This passing lane was subsequently deleted during preparation of
this Final EIS.
- Southbound between Timmons Road and Cedartown Road.
- Northbound between Basket Switch Road and Langmaid Road.
- Southbound between Langmaid Road and Gunning Club Road/Newark Road.
11-18
-------
US 113 Planning Study
Driveways and minor service roads would have been provided with a right-in/right-out
only.
Drivers from driveways that needed to access the other side of the road would have had
to turn right and travel to the nearest intersection to make a U-turn (i.e., driver entering
US 113 from a driveway on the northbound side of the road that wants to travel
southbound would turn right heading northbound, go to the next intersection, and use
the left turn lane for a U-turn).
The estimated cost for Alternative 2S-20' Median was:
Right of Way $1.4M
Engineering &
Construction
$47.4 M
TOTAL (1997$)
$48.8 M
DECISION:
Dualization is preferred over Alternative 25-20' Median. Alternative
25-20' Median would provide a 20-foot wide median with traffic
barrier in the middle and passing lanes. Although this alternative
has the advantage of reducing impacts to sensitive areas because of
the reduced roadway section and would address the opposite
direction collision, it is not preferred for the following reasons:
• The narrow median could be expected to increase the number
of fixed object collisions due the proximity of the guardrail in
the narrow median. A reduced median width provides less of
a recovery area for vehicles that leave the roadway.
• Passing lanes may result in high speed accidents, due to
drivers not familiar with this type of roadway. Restricted
passing (passing lanes of one mile in length provided in two
areas hi each direction) could lead to improper passing on the
shoulders. (NOTE: For the purposes of the special wetland
mitigation studies presented on Table IV-11, the passing lane
in Wetland W-8 was deleted).
• The roadway width does not allow for passing slow moving,
wide farm vehicles on this road except for the two one-mile
sections with passing lanes, thus affecting the safety and
operations of the roadway.
77-79
-------
US 113 Planning Study
• Alternative 2S-20' Median does not provide for continuity
through the corridor. It provides for one lane in each
direction with passing lanes. This roadway would therefore
be atypical and not congruent with driver expectations.
5. Introduction to the Dualization Alternatives
The dualization alternatives presented for public and agency consideration in the Draft EIS/
Section 4(f) Evaluation for US 113 proposed a four-lane divided roadway with a median.
Access would have been partially controlled where possible and median and roadside
landscaping would have been provided. The dualization alternatives in the southern study area
were developed for a design speed of 60 MPH with both 20-foot wide and 34-foot wide
medians evaluated (the 20-foot wide median was studied because it represented the minimum
separation into which left turn lanes and a narrow divider can be provided; the 34-foot wide
median was studied because it provided the full 30-feet of recovery area width appropriate for
this design speed). The dualization alternatives in the northern study area were developed for
design speeds of both 50 MPH and 60 MPH along the existing US 113 alignment, and 60 MPH
along the new location alignment. The purpose of evaluating the 50 MPH alignment along
existing US 113 hi the northern study area was to permit study of a slightly more curvilinear
alignment which would, perhaps, reduce residential and environmental impacts. Median widths
of 20-feet and 34-feet were evaluated for all dualization alternatives in the northern study area.
Evaluation of the 20-foot and 34-foot median widths hi both the southern and northern study
areas permitted an assessment of impacts on residential properties and environmental
resources. In addition, these dualization alternatives in the northern study area were developed
in segments with common end points so that they could have been used in various
combinations.
The dualization alternatives retained for detailed study in the Draft ElS/Section 4(f)
Evaluation are graphically presented on Figures n-5 A through II-5D. Typical sections for the
dualization alignment with a 20-foot median with traffic barrier (Alternatives 3S-20' Median
and 3N-201 Median) are shown on Figure E-6; the typical sections for the dualization alignment
with a 34-foot median (Alternatives 3S-34' Median and 3N-341 Median) are shown on Figure
n-7; the typical sections for the new location alignments (Alternatives 4N Modified-201
Median and 4N Modified -34' Median) are presented on Figure H-8. Detailed plans of the
dualization alternatives, at a scale of 1" = 400', were presented in the Draft ElS/Section 4(f)
Evaluation Appendix A, Figures 8 though 17.
The dualization alternatives were developed and refined to minimize impacts to the natural,
socioeconomic, and cultural environment while meeting the project need. Major environmental
constraints affecting the location of the project alternatives included wetlands, streams, existing
and planned residential and commercial properties, historic sites, and utility locations.
Section II.E. presents a detailed description of the
Southern Preferred Alternative and the Northern Preferred Alternative;
plates of these alternatives at a scale of 1"=400'
are presented in Appendix A of this document.
77-20
-------
ALTERNATIVE 3S - 20' Median]
ALTERNATIVE 3S-34' Median
POCOMOKE
;i. STATE
Legend
"~ — Dualization along Existing Alignment
FOREST s
KEY MAP
US 113 PLANNING STUDY
Dualizafion Alternatives
Presented in Draft EIS
SOUTHERN STUDY AREA
ttwytemf
Statt Highway
Mmtntamaen
Febmary1998
Figure
II-5A
-------
1-|3( \ALTERNATIVE 3S - 20' Median
ALTERNATIVE 3S - 34' Media
;-,/. /
-------
•f. • .,• '• •• -f :"" :.:*'"'
I ALTERNATIVE 3S - 20' Mediant
ALTERNATIVE 3S-34'Medh
X ;" ..•) - *r '*'' *'
X ^~.^^^."V/ T
Legend
— — Dualization along Existing Alignment
KEY MAP
D
US 113 PLANNING STUDY
Dualization Alternatives
Presented in Draft EIS
SOUTHERN STUDY AREA
Slits Hlghwtty
AdntlnlstfMtion
February 1998
Figure
II-5C
-------
sct&ivii.i.r.
fa*
•S Tii o
-fi^S;
"ROAD"
ALTERNATIVE 4N
MODIFIED
20'Median &
34'Median
(60MPH)
/DELAWARE
§1
fc3
B1SHOPVILLE
•i5,'
V
BISHOP
m,
\ALTERNATIVE 3N - 20' MEDIAN
(50 MPH & 60 MPH)
II
^
1 ALTERNATIVE 3N-34' MEDIAN
50 MPH & 60 MPH
fe^j
SHOWELL
.1
&> •
•?PV
120
ALTERNATIVE 4N
MODIFIED
' Median & 34'Median
(60 MPH)
ALTERNATIVE4U
MODIFIED *'
20' Median & 34' Median
(60 MPH)
r
1000 2000 3000 4000 .15
3DE^
SCALE IN FEET
INTERCHANGE
k. FRIENDSHIP
{ALTERNATIVE SN - 20' MEDIAN
(50 MPH & 60 MPH)
\ ALTERNATIVE 3N - 34' MEDIAN
50 MPH & 60 MPH
INTERCHANGE )
JONES
"\«T3TT 11 -a-t
Legend
— — Duaiization along Existing Alignment
»•»•»• Duaiization on New Alignment
Interchange at MD 90
KEY MAP
A
B
US 113 PLANNING STUDY
Duaiization Alternatives
Presented in Draft EIS
NORTHERN STUDY AREA
Marytand
StMts HiQitwuy
Administration
Febmary1998
Figure
II-5D
r
-------
*
Ptoposed
Safety
Gmding
2'
Iff
EtMng
ShaMff
25*
Wfdtntd
RoKh/ay
Sff
Proposed Mecton
(gnstorptvod)
RMBLEfl/GHT-OF-W;
ZS'
Proposed
Roadway
Iff
Profxxtd
Should*
Proposed
StMy
GntSna
ALTERNATIVE 3N-20'MEDIAN
DUALIZATION ALONG EXISTING ALIGNMENT
(50 MPH & 60 MPH)
2ff
Proposed
Stfoty
Grtdmff
e
iff
E»&av
ShouUtr
ZS1
Hofdmy
»•
(gtju*orp»v»d)
25'
Ftomdwty
Iff
ShouWar
20*
Pmpcttd
St/tly
Grming
- VARIABLE RIGHT-OF-WAY-
ALTERNATIVE 3S - 50 MPH
DUALIZATION ALONG EXISTING ALIGNMENT
(60 MPH)
The dimensions shown are for the purpose of
determining cost estimates and environmental
impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections
Alternative 3S - 20' Median
Alternative 3N - 20' Median
Maryland
Stela Highway
Administration
February 1998
Figure
11-6
-------
*
PnfKUi
Iff
Smttot
24'
Wdmd
Ootdtay
A *'
* lAtuow
< \StxM
•^
Prop
4' '
Waduan
24'
Ptvpostd
_ RxAwy __
10'
SJgdgr
*
Pnpotto
• 34'
102'
• VARIABLE RIGHT- OF- WAY •
ALTERNATIVE 3N - 34' MEDIAN
DUALIZATION ALONG EXISTING ALIGNMENT
(50 MPH & 60 MPH)
Iff
Sibling
24'
Entire
ftetdm/
Iff
ShcJdff
34'
10?
4' '
PrtpoMoT*
SftotAtorl "
Ifsrfan "
24'
Piopotrt
Iff
SteUUir
201
VARIABLE RIGHT- OF- WAY
ALTERNATIVE 3S-34'MEDIAN
DUALIZATION ALONG EXISTING*ALIGNMENT
(60 MPH)
* 50 MPH Design Speed requires 9' of Safety Grading
60 MPH Design Speed requires 20' of Safety Grading
The dimensions shown are for the purpose of
determining cost estimates and environmental
Impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections
Alternative 3S - 34' Median
Alternative 3N - 34' Median
Mtryltnd
St*t» Highway
Adminlatntfon
February 1998
Figure
II-7
-------
20'
Safety Grading^
4'
Proposed
Should*-
24' | 10'
rqpoML
Rosdway _ \S$ou!qtr
20'
Ptoposod
SthtyGmctog
34' •
10X —*.
VARIABLE RIGHT-OF-WAY
ALTERNATIVE 4N MODIFIED -34'MEDIAN
DUALIZATION ON NEW ALIGNMENT
(60MPH)
The dimensions shown are for the purpose of
determining cost estimates and environmental
impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections
Alternative 4N - 20' Median
Alternative 4N - 34' Median
Maryland
State Highway
Administration
February 1998
Figure
II-8
-------
US 113 Planning Study
6. Dualization Alternatives Along the Existing Alignment in the Southern Study Area
The typical roadway section for these alternatives consisted of two 12-foot travel lanes hi each
direction, a median, 10-foot outside shoulders, and 20-feet of safety grading on both sides of
the roadway where appropriate. This alternative was designed for a 60 MPH design speed with
two alternative median widths and treatments. The proposed typical sections for Alternative
3S are shown on Figure H-6 for 3S-20' Median and Figure E-7 for 3S-341 Median.
Beginning in the south, the dualization for Alternatives 3S-20' Median and 3S-341 Median
began as an extension of the existing dualized US 113, approximately 450 feet east of Market
Street (MD 394S) and Woodside Lane intersection. Through the first curve, the median
transitioned from a width of 75-feet + to the proposed median section, and shifted the proposed
dualization to the west of the existing roadway. Approximately 2,300 feet of mainline roadway
up to just south of Castle Hill Road would have been reconstructed.
Continuing north, a new roadway would have been constructed parallel to the existing roadway
to the west, utilizing approximately 5.1 miles of existing US 113 as the northbound roadway.
This section of the alignment intersected with Castle Hill Road, Snow Hill Road (MD 12),
Washington Street/Brick Kiln Road, and Public Landing Road (MD 365), and passed over
Purnell Branch, intersected with the Maryland and Delaware Railroad, Market Street (MD
394N) and Timmons Road. Approximately 600 linear feet of southbound Market Street would
have been reconstructed to meet the proposed dualized roadway. No substantive change in the
cross street vertical alignments would have been planned. As shown on Draft ElS/Section
4(f) Evaluation Appendix A, Figures 8,9 and 10, the majority of the right-of-way for this
dualization was already in place.
The alignment then curved to the east, 3,600 feet north of Timmons Road, passed to the south
of Snow Hill Mennonite Church, and slightly improved the horizontal alignment.
Approximately 2,200 linear feet of mainline would have been reconstructed to flatten the curve
at this location.
Continuing hi a northeasterly direction to 1,300 feet south of Cedartown Road, the alignment
paralleled the existing roadway to the west, utilizing approximately 1,300 feet of existing US
113 as the northbound roadway. The alignment then curved to the north, intersecting with
Cedartown Road. To reduce the horizontal curve, approximately 1,400 linear feet of mainline
would have been reconstructed up to Cedartown Road.
Continuing in an northeasterly direction, the alignment paralleled the existing roadway on the
west, utilizing approximately 8,800 feet of existing roadway as northbound US 113. This
section of the alignment crossed over both Poorhouse Branch and Five Mile Branch, and
intersected with Porters Crossing Road, Central Site Lane and Five Mile Branch Road.
Approximately 200 linear feet of Five Mile Branch Road would have been reconstructed to
improve its intersection with US 113.
11-21
-------
US 113 Planning Study
The alignment then curved to the east and transitioned from the west side to the east side of
the existing US 113 roadway. ,Tp accomplish this transition, approximately 1,600 linear feet
of the existing roadway would have been reconstructed.
Continuing in an easterly then northeasterly direction, the alignment paralleled the existing
roadway to the east, utilizing approximately 4.45 miles of existing roadway as southbound US
113. This section of the alignment intersected with Basket Switch Road, Newark Road, the
Maryland and Delaware Railroad track, Langmaid Road, Newark Road/Gunning Club Lane,
and passed over Massey Branch and Porter Creek. Approximately 300 feet of the east side of
Newark Road at the MD and Delaware Railroad crossing would have been reconstructed,
providing improved intersection sight distance and improving the horizontal alignment of
Newark Road.
Continuing in a northeasterly direction, the alignment transitioned from the east side to the
west side of the existing roadway between Gunning Club Lane and Croppers Island Road.
Approximately 800 linear feet of mainline have would been reconstructed to flatten the curve
at this location.
The alignment continued in a northeasterly direction, paralleling the existing roadway to the
west, utilizing approximately 3.6 miles of existing US 113 as the northbound roadway. This
section of the alignment intersected with Croppers Island Road, Downs Road, Goody Hill
Road, Bays End Lane, both ends of Shire Drive, Ironshire Station/Mason Road and Harrison
Road, and crossed over Goody Hill Branch and Poplartown Branch. The proposed dualization
of the existing two-lane portion of US 113 met the existing dualized US 113 at Hayes Landing
Road.
Summary of Alternative 3S-20' Median:
• Alternative 3S would typically have been adjacent to the existing two-lane US 113;
shifts would have occurred so as to avoid/minimize displacements and sensitive
environmental features (streams and wetlands). The existing pavement section would
have been utilized for either the northbound or southbound lanes. Two travel lanes
would have been provided per direction.
• Design Speed would have been 60 mph.
• Median width would have provided 8 feet of recovery area for vehicles that leave the
roadway toward the center.
• The paved outside shoulders would have been 10-feet wide and 20-feet of safety grading
would have been provided. In sensitive areas (such as a wetland or stream crossing),
guardrail would have been provided in place of the roadside grading to minimize
impacts.
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US 113 Planning Study
Left turn lanes and median breaks would have been provided at the following
intersections:
- Castle Hill Road
- Snow Hill Road (MD 12)
- Brick Kiln Road/Washington Street
- Public Landing Road (MD 365)
- Market Street (MD 394N) (T intersection)
- Timmons Road (T intersection)
- Cedartown Road (T intersection)
- Porters Crossing Road (T intersection)
- Central Site Lane (T intersection)
- Five Mile Branch Road (T intersection)
- Basket Switch Road (T intersection)
- Newark Road
- Langmaid Road
- Gunning Club Lane/Newark Road
- Croppers Island Road (T intersection)
- Downes Road (T intersection)
- Goody Hill Road (T intersection)
- Bays End Lane (T intersection)
- Shire Road (south) T intersection)
- Mason Road/Ironshire Station Road
- Shire Road (north) (T intersection)
Driveways and minor service roads would have been provided with a right-in/right-out
only.
Drivers from driveways that needed to access the other side of the road would have had
to turn right and travel to the nearest intersection to make a U-turn (i.e., a driver entering
US 113 from a driveway on the northbound side of the road that wants to travel
southbound would turn right heading northbound, go to the next intersection, and use
the left turn lane for a U-turn).
The estimated cost for Alternative 3S-20' Median was:
Right of Way
Engineering &
Construction
TOTAL (1997$)
$1.6M
$64.2 M
$65.8 M
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US 113 Planning Study
* DECISION: Alternative 3S-20' Median is not preferred because it would have
resulted in difficult left turns at cross streets and U-turns.
34' Median is preferred over 20' Median:
The 34-foot wide median will provide more room for all vehicles at
the intersections and greater amount of recovery area for vehicles in
areas where impacts are not too significant. The narrow 20' median,
however, could be expected to increase the number of fixed object
collisions due the proximity of the guardrail in the median. A
reduced median provides less of a recovery area for vehicles that
leave the roadway. The narrower median would also affect the
operations of the roadway. Most intersections in the study area are
unsignalized and adequate room for turning movements is desirable.
Summary of Alternative 3S-34'Median:
Except for the 34-foot wide median, all other features of Alternative 3S-34' Median
would have been identical to the previously described Alternative 3S-20' Median.
• The entire 34 foot median would have been available as a recovery area for vehicles that
leave the roadway toward the center. Recovery area suggested by FHWA roadside
design guidelines is 30 feet (minimum).
• The estimated cost for Alternative 3S-341 Median was:
RightofWay $1.7M
Engineering &
Construction
TOTAL (1997$)
$62.0 M
$63.7 M
DECISION:
Alternative 3S-34' Median is preferred for the Southern Study Area.
As discussed in Section 1I.E. of this document, minimization studies
to reduce median width and roadside grading in environmentally
sensitive areas have been evaluated and are included as part of the
Southern Preferred Alternative.
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US 113 Planning Study
7. Dualization Alternatives Along the Existing Alignment in the Northern Study Area
The typical roadway section for these alternatives consisted of two 12-foot travel lanes in each
direction, a median, 10-foot outside shoulders, and 20-feet of safety grading on both sides of
the roadway where appropriate. This alternative was evaluated for both a 50 MPH and a 60
MPH design speed with two alternative median widths and safety grading treatments. The 50
MPH design speed alignment basically paralleled the existing US 113 roadway and was located
either immediately to the east or west of existing US 113. Variation in this condition occurred
at the three (3) locations where the existing horizontal curvature is too sharp. The 60 MPH
design speed alignment, while also basically paralleling existing US 113, deviated from a
parallel condition at many locations in order to provide more desirable horizontal geometry or
avoid impacts to properties or environmental resources located on the inside edge of a curve
when the new roadway lanes are located on the outside edge of the curve. The proposed
typical sections for Alternative 3N are shown on Figure n-6 for 3N-201 Median and on Figure
n-7 for 3N-34' Median. Except where highlighted in the following paragraphs in bold
italics, the centertines of the 50 MPH and 60 MPH alignments for the duattzation
alternatives along the existing US 113 alignment were essentially the same.
From south to north, the dualization for Alternative 3N with a 20-foot or 34-foot median began
as an extension of existing dualized US 113 near Deer Park Drive, approximately 0.8 mile
north of US 50. Through the first curve, the median transitioned from a width of 110 feet,
matching the existing dualized section, to the proposed median section. Continuing in a
northeasterly direction, the alignments paralleled the existing roadway to the east, utilizing
approximately 0.4 mile of the existing roadway.
The alignments continued in northeasterly direction intersecting with MD 452 (Friendship
Road) and Carey Road/Jones Road. Approximately 300 linear feet of Friendship Road would
have been reconstructed to improve the intersection design by creating a perpendicular
intersection at this location. No substantive change hi the vertical alignments would have been
made to the cross streets of Carey Road/Jones Road. Approximately 1,000-feet north of Carey
Road/Jones Road, the 60 MPH alignment transitioned slightly west to flatten a horizontal
curve. Approximately 1,800-feet of new dual roadways would have been constructed. The
50 MPH alignment stayed along existing US 113, constructing only new southbound lanes
west of the existing US 113 (which would have become the northbound lanes).
Continuing in a northerly direction, the alignments passed beneath MD 90, requiring a new
bridge for MD 90 to accommodate the widened US 113 roadways. The existing loop and outer
ramps in the northeast quadrant of the MD 90 interchange would have been reconstructed and
new loop and outer ramps would have been constructed in the southeast quadrant, resulting in
a half cloverleaf interchange configuration.
Continuing in a northerly direction, the alignments followed existing US 113 for approximately
0.6 mile where the 60 MPH alignment shifted to an entirely new dual highway east of US
113 and crossed MD 589 (Racetrack Road) approximately 150 feet east of the existing
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US 113 Planning Study
intersection. Horizontal improvements to the MD 589 intersection included the addition of
a separate turn hme from southbound US 113 to eastboundMD 589. No substantive change
in the MD 589 vertical alignment were planned. Approximately 0.4 mile of existing US 113
would have been retained and utilized as a service road fronting two private residences,
Rancho Fiesta Estate subdivision and the historic Saint Martin's Episcopal Church.
The 50 MPH alignment would have continued along existing US 113, with new northbound
lanes constructed along the east side of US 113. Existing US 113 would have become the
southbound lanes. The previously referenced private residences, Rancho Fiesta Estate
subdivision and historic Saint Martin's Episcopal Church would have been along the
southbound lanes of dualized US 113.
The alignments continued in a northwesterly direction to the town of Showell, crossing Church
Branch, where the 60 MPH alignment intersected Pitts Road approximately 100 feet west of
the existing intersection, displacing Tony's Country Store (the historic Showell Store) and
one residence. No substantive changes in the Pitts Road horizontal or vertical geometry
were planned. Approximately 0.5 mile of existing US 113 would have been retained and
utilized as a service road for several residences and businesses, including the Showell Post
Office, Showell Volunteer Fire Department, and the Lemuel Showell House. Continuing
in a northerly direction, the alignment crossed Middle Branch, intersected with Peerless/
Shingle Landing roads in approximately the same location as existing, and paralleled the
existing roadway to the east. No substantive changes in the horizontal or vertical geometry
were planned for Peerless or Shingle Landing roads.
The 50 MPH alignment through Showell would have stayed along existing US 113, also
displacing Tony's Country Store (the historic Showell Store) and one residence plus another
business (Used Furniture & Collectibles) and a residence immediately north of the Middle
Branch crossing plus another residence south of Peerless Road (but avoiding a residence
along Shingle Landing Road which would have been taken by the 60 MPH alignment).
The alignments continued on a tangent in a northerly direction and cross Birch Branch, where
the 60 MPH alignment left existing US 113 to the west, approximately 0.4 mile north of
Shingle Landing Road and returned to the existing alignment approximately 0.3 mile north
ofjarvis Road. SHA is currently planning to reconfigure the existing intersection to improve
sight distances. Both the 50 MPH and 60 MPH alignment plans would have been compatible
with the proposed intersection improvements. The 50 MPH alignment stayed generally along
existing US 113, constructing new southbound lanes along the west side of US 113.
Continuing in a northwesterly direction, the alignment paralleled existing US 113 to the east,
intersecting Kepler Lane, Old Stage Road and MD 367 (Bishopville Road), retaining
approximately 1.0 mile of the existing roadway as the southbound roadway. No improvements
were planned for Kepler Lane and no substantive changes improvements were planned for Old
Stage Road or MD 367. The alignment displaced one of the two existing warehouses south
of Old Stage Road. Relocation of the displaced Delmarva Veterinarian Hospital parking lot
was planned north of the existing building.
77-26
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Continuing in a northwesterly direction, the alignment tied into the existing dualizedBroadway
roads.
Summary of Alternative 3N-20' Median & 50 MPH:
Alternative 3N would have typically been adjacent to the existing two-lane US 113;
s^ w^d iToccurredTo as to avoid/minimize displacements and sensitive
^o^tal features (streams and wetlands). Tbe ^£~!*~E£
have been utilized for either the northbound or southbound lanes. Two travel lanes
would have been provided per direction.
• Design Speed would have been 50 mph.
. Median width would have provided 8 feetof recovery area for vehicles that leave the
roadway toward the center.
. The paved outside shoulders would have been 10 feet wide and 9-feet of roadside
ffitfuwould have been provided. In sensitive areas tsuch as a wetland or stteam
SS) guardrail would have been provided in place of the roadside grading, to
minimize impacts.
. Left turn lanes and median breaks would have been provided at the following
intersections:
- Friendship Road (MD 452) (T intersection)
- Carey Road/Jones Road
- Eastbound MD 90 interchange ramps (T intersection)
- Westbound MD 90 interchange ramps (T intersection)
- EastsideserviceroadnorthofMD90(Tintersection)
- Racetrack Road (T intersection)
- Pitts Road (T intersection)
- Peerless Road (T intersection)
- Shingle Landing Road (T intersection)
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175113 Planning Study
- relocated Jarvis Road (T intersection)
- Bishopville Road (MD 367)
- Whaleyville Road (MD 610)/Hammond Road
Driveways and minor service roads would have been provided with a right-in/right-out
only. •
Drivers from driveways that needed to access the other side of the road would have had
to turn right and travel to the nearest intersection to make a U-turn (i.e., a driver entering
US 113 from a driveway on the northbound side of the road that wants to travel
southbound would turn right heading northbound, go to the next intersection, and use
the left turn lane for a U-turn).
The estimated cost for Alternative 3N-20' Median (50 MPH) was:
Right of Way $11.4M
Engineering &
Construction
TOTAL (1997$)
$51.9 M
$63.3 M
DECISION:
Alternative 3N-20' Median (50 MPH) is not preferred because it
would have resulted in difficult left turns at cross streets and U-turns,
In addition, the,50 MPH alternative had narrower safety grading
than provided for in the majority of the study area. Also, due to the
substantial adverse residential impacts in the Friendship community,
this alignment between Deer Park Road and Racetrack Road is not
preferred.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 3N-20' Median (SO MPH): please see text
at the end of Section I1.D.9. in this document for explanation.
Summary of Alternative 3N- 34' Median & 50 MPH:
• Except for the 34-foot wide median, all other features of Alternative 3N-34*
Median (50 MPH) would have been identical to the previously described
Alternative 3N-20'Median (50 MPH).
• The entire 34 foot median would have been available as a recovery area for vehicles that
leave the roadway toward the center. Recovery area suggested by FHWA roadside
design guidelines is 30 feet (minimum).
' ' " H-28 • ~ ~~
-------
The estimated cost for Alternative 3N-34' Median (50 MPH) was:
Right of Way $12.8 M
DECISION:
Engineering &
Construction
TOTAL (1997$)
$59.7 M
$72.5 M
Alternative 3N-34' Median (50MPH) is not preferred because of the
less than desirable safety grading provided for the majority of the
study area. Also, due to the substantial adverse residential impacts
in the Friendship community, this alignment between DeerParkRoad
and Racetrack Road is not preferred.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 3N-34'Median (50 MPH): please see text
at the end of Section II.D.9. in this document for explanation.
• Summary of Alternative 3N-20' Median & 60 MPH:
. Alternative 3N would have typically been adjacent to the existing two-lane US113;
shifts would have occurred so as to avoid/minimize displacements and sensitive
envkoZental features (streams and wetlands). The existing pavement section would
have b^n utilized father the northbound or southbound lanes. Two travel lanes
would have been provided per direction.
• Design Speed would have been 60 mph.
. Median widrn would have provided 8 feet of recovery area for vehicles that leave the
roadway toward the center.
• The paved outside shoulders would have been 10 feet wide and 20-feet of safety grading
wridf have been provided, fa sensitive areas (such as a wetland or stream crossing),
guardrail would have been provided in place of the roadside grading to minimize
impacts.
. Left turn lanes and median breaks would have been provided at the following
intersections:
- Friendship Road (MD 452) (T intersection)
- Carey Road/Jones Road
- Eastbound MD 90 interchange ramps (T intersection)
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US 113 Planning Study
- Westbound MD 90 interchange ramps (T intersection)
- East side service road north of MD 90 (T intersection)
- Racetrack Road
- Pitts Road
- Peerless Road/Shingle Landing Road
- relocated Jarvis Road (T intersection)
- Bishopville Road (MD 367)
- Whaleyville Road (MD 610)/Hammond Road
Driveways and minor service roads would have been provided with a right-in/right-out
only.
Drivers from driveways that needed to access the other side of the road would have had
to turn right and travel to the nearest intersection to make a U-tum (Le., a driveway on
the northbound side of the road that wants to travel southbound would turn right heading
northbound, go to the next intersection, and use the left turn lane for a U-turn).
The estimated cost for Alternative 3N-20' Median (60 MPH) was:
Right of Way $12.8 M
Engineering &
Construction
TOTAL (1997 $)
$51.6 M
$64.4 M
+ DECISION:^ Alternative 3N-20' Median (60 MPH) is not preferred because it
would have resulted in difficult left turns at cross streets and U-turns.
Also, due to the substantial adverse residential impacts in the
Friendship community, this alignment between Deer Park Road and
Racetrack Road is not preferred.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 3N-20' Median (60 MPH): please see text
at the end of Section ILD.9. in this document for explanation.
Summary of Alternative 3N - 34' Median & 60 MPH:
• Except for the 34-foot wide median, all other features of Alternative 3N-34'
Median (60 MPH) would have been identical to the previously described
Alternative 3N-20'Median (60 MPH).
• The entire 34 foot median would have been available as a recovery area for vehicles that
leave the roadway toward the center. Recovery area suggested by FHWA roadside
design guidelines is 30 feet (minimum).
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US 113 Planning Study
The estimated cost for Alternative 3N-34' Median (60 MPH) was:
Right of Way $14.2 M
Engineering &
Construction
TOTAL (1997$)
$59.5 M
$73.7 M
DECISION:
Alternative 3N-34' Median (60 MPH) is not preferred because of the
substantial adverse residential impacts in the Friendship community.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 3N-34'Median (60 MPH): please see text
at the end of Section II.D.9. in this document for explanation.
8. Dualization Alternatives On New Alignment in the Northern Study Area
The typical roadway section for these alternatives consisted of two 12-foot travel lanes in each
direction, a median, 10-foot outside shoulders, and 20-feet of safety grading on both sides of
the roadway where appropriate. This alternative was designed for a 60 MPH design speed with
two alternative median widths and treatments. The proposed typical sections for Alternative
4N Modified are shown on Figure E-8 for 4N-20' Median and for 4N-34' Median.
The dualization on new location would have involved the construction of a new four-lane
divided roadway away from the existing facility. The roadway would have been constructed
on new location to minimize impacts to residential and commercial properties.
The preliminary new location alternatives (Alternatives 4N Option A, and 4N Option B) were
combined and revised to create the Alternative 4N Modified which was retained for detailed
study. Although Alternative 4N Modified generally followed the same alignment as the
previous new location alternatives, the modifications resulted in fewer impacts to the natural
and socioeconomic environments.
The Alternative 4N Modified alignment began as an extension of existing dualized US 113,
approximately 0.8 mile north of US 50, near Deer Park Drive. The alignment left existing US
113 on a tangent and headed in a northerly direction on the west side of the existing roadway
in the Friendship area. The existing 110-foot median transitioned to the proposed median
through the first curve. Existing US 113 north of the new alignment would have been
relocated to a new "T" intersection hi order to provide access along old US 113 to the north.
Continuing in a northeasterly direction, the alignments crossed Carey Road approximately 0.5
mile west of existing US 113. No substantive changes in the horizontal or vertical geometry
were planned for the Carey Road intersection. The alignments then continued hi a northerly
direction through the graded area, reserved for the previously planned US 113/MD 90
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US 113 Planning Study
interchange, and passed beneath MD 90, approximately 0.4 mile west of the existing US 113/
MD 90 interchange. A full diamond interchange configuration was planned, with consideration
for the addition of loop ramps in the future. No additional improvements would have been
required for MD 90, and the existing bridge previously constructed would have been used.
Continuing in a northerly direction, the alignments intersected existing US 113, approximately
0.8 mile north of MD 90. Existing US 113 north of MD 90 would have been relocated to
intersect with the new location alignment at a T-intersection (existing US 113 north of this
point would have had access at Racetrack Road (MD 589)). These alignments then paralleled
the existing roadway approximately 150 feet to the east intersecting MD 589 (Racetrack Road).
Horizontal improvements to the MD 589 intersection included the addition of a second left
turn lane from southbound US 113 to eastbound MD 589. No substantive change in the MD
589 profile were planned.
Approximately 2.3 miles of existing US 113 would have been retained as a local road through
Jones and Friendship, serving several residences and businesses located along the existing
roadway. The existing roadway tied into the relocated alignment approximately 0.3 mile north
of Deer Park Drive and approximately 0.3 mile south of MD 589. The existing US 113/MD
90 interchange ramps would have been removed.
From MD 589, the alignments continued north bypassing the Town of Showell to the east.
Alternative 4N Modified rejoined and paralleled the existing roadway to the east for
approximately 0.2 mile to north of Shingle Landing Road. Horizontal improvements included
the realignment of Shingle Landing Road and the extension of Peerless Road to create a four-
legged intersection replacing the two existing T-intersections. No substantive changes in the
profiles of Shingle Landing or Peerless Roads were planned.
Approximately 1.4 miles of existing US 113 would have been retained as a local road through
the Town of Showell, serving several residences, businesses located along the existing
roadway. Existing US 113 tied into the relocated alignments at MD 589 and at Peerless Road.
The alignments continued on a tangent in a northerly direction leaving the existing roadway
to the west, approximately 0.4 mile north of Shingle Landing Road and returning to the
existing alignment approximately 0.3 mile north of Jarvis Road. SHA's plans to reconfigure
the existing intersection were compatible with this relocation.
Alternative 4N Modified followed the Alternative 3N alignment, continuing in a northwesterly
direction, where the alignment paralleled existing US 113 to the east crossing Kepler Lane and
Old Stage Road, retaining approximately 0.8 mile of the existing roadway as southbound US
113. No improvements were planned for Kepler Lane and only minor adjustments in the
horizontal and vertical geometry were planned for Old Stage Road. The alignments displaced
one of the two existing warehouses south of Old Stage Road. Relocation of the existing
Delmarva Veterinarian Hospital parking lot was planned north of the existing building.
11*32
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US 113 Planning Study
The Alternative 4N Modified alignments left the existing roadway at MD 367 (Bishopville
Road) 0.1 mile west of the existing intersection. No substantive change in the horizontal or
vertical geometry were planned for MD 367 or MD 610. Approximately 1.0 mile of existing
US 113 would have been retained as a local road through Bishop, serving several residences
and businesses located along the existing roadway. Existing US 113 would have been
terminated approximately 0.2 mile north of MD 367 and approximately 0.3 mile north of MD
610, utilizing MD 610 as a tie to the relocated alignment. The new location alignments
continued in a northerly direction and rejoined the existing alignment approximately 0.2 mile
south of Hotel Road, paralleling the existing roadway to the west. The alignments tied into the
existing dualized roadway and ended at the Delaware state line, near the intersections with
Morris and Hotel roads. The proposed median transitioned to meet the existing 90-foot wide
median in Delaware through the last horizontal curve. No substantive changes in the
horizontal or vertical geometry were planned for at-grade intersections with Morris or Hotel
roads.
Summary of Alternative 4N-20' Median (60 MPH):
• Alternative 4N would typically be on new location away from the existing two-lane US
113. Two travel lanes would have been provided per direction.
• Design Speed would have been 60 mph.
• Median width would have provided 8 feet of recovery area for vehicles that leave the
roadway toward the center.
• The paved outside shojjlders would have been 10 feet wide and 20-feet of safety grading
would have been provided. In sensitive areas (such as a wetland or stream crossing),
guardrail would have been provided in place of the roadside grading to minimize
impacts.
/
• Left turn lanes and median breaks would have been provided at the following
intersections:
- Old US 113 near Deer Park Drive (T intersection)
- Carey Road
- Eastbound MD 90 interchange ramps
- Westbound MD 90 interchange ramps
- Racetrack Road
- Shingle Landing Road/Peerless Road
- relocated Jarvis Road (T intersection)
- Bishopville Road (MD 367)
- Whaleyville Road (MD 610)
• Access to the new location portions of this alternative would have only been provided
at public roads (i.e., no private driveways).
___
-------
Minor service roads (and driveways along portions of US 113 used for this alignment)
would have been provided with a right-in/right-out only. Drivers from driveways that
needed to access the other side of the road would have had to turn right and travel to the
nearest intersection to make a U-tum (i.e., a driver entering US 113 from a driveway on
the northbound side of the road that wants to travel southbound would turn right heading
northbound, go to the next intersection, and use the left turn lane for a U-turn).
The estimated cost for Alternative 4N-201 Median (60 MPH) was:
Right of Way $9.4M
Engineering &
Construction
TOTAL (1997$)
$59.5 M
$68.9 M
DECISION:
Alternative 4N-20' Median is not preferred because it would have
resulted in difficult left turns at cross streets and U-turns. Also, this
alternative had adverse environmental impacts (primarily wetlands)
north of Racetrack Road.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 4N-20' Median: please see text at the end
of Section II.D.9. in this document for explanation.
Summary of Alternative 4N - 34' Median (60 MPH):
Except for the 34-foot wide median, all other features of Alternative 4N-34*
Median (60 MPH) would have been identical to the previously described
Alternative 4N-20'Median (60 MPH).
• The entire 34 foot median would have been available as a recovery area for vehicles that
leave the roadway toward the center. Recovery area suggested by FHWA roadside
design guidelines is 30 feet (minimum).
• The estimated cost for Alternative 4N-34' Median (60 MPH) was:
Right of Way $10.4 M
Engineering &
Construction
TOTAL (1997$)
$60.1 M
$70.5 M
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175113 Planning Study
+ DECISION: Alternative 4N-34' Median is not preferred due to adverse
environmental impacts (primarily -wetlands) north of Racetrack Road.
Portions of this alternative between Deer Park Road and Racetrack
Road and between north of Church Branch to Shingle Landing Road
were retained.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Alternative 4N-34' Median: please see text at the end
of Section JI.D.9. in this document for explanation.
9. Dualization Alternatives Along a Combination of Existing and New Alignments in
the Northern Study Area
A Combination Alternative which used portions of Alternative 3N and Alternative 4N
Modified was also considered. The typical sections and alignments for the Combination
Alternative would have been the same as those used for Alternatives 3N and 4N Modified.
This alternative was designed for a 60 MPH design speed with two alternative median widths
and treatments. The Combination Alternative followed the Alternative 4N Modified alignment
from US 50 through the previously graded MD 90 interchange area across existing US 113 at
MD 589 and bypassed the Town of Showell to the east. Like Alternative 4N Modified, the
Combination Alternative tied back into existing US 113 just north of Showell, but then
followed Alternative 3N along the existing alignment of US 113 to the northern project
terminus at the Delaware state line.
The alignment of the Combination Alternative (following the Alternative 4N Modified
alignment) began as an extension of existing dualized US 113, approximately 0.8 mile north
of US 50, near Deer Park Drive. The alignment left existing US 113 on a tangent and headed
in a northerly direction on the west side of the existing roadway in the Friendship area. The
existing 110-foot median transitioned to the proposed median through the first curve. Existing
US 113 north of the new alignment would have been relocated at a new T intersection, hi order
to provide access along old US 113 to the north.
Continuing in a northeasterly direction, the alignments crossed Carey Road approximately 0.5
mile west of existing US 113. No substantive changes hi the horizontal or vertical geometry
were planned for the Carey Road intersection. The alignments then continued in a northerly
direction through the graded area, reserved for the previously planned US 113/MD 90
interchange, and passed beneath MD 90, approximately 0.4 mile west of the existing US 1137
MD 90 interchange. A full diamond interchange configuration was planned, with consideration
for the addition of loop ramps hi the future. No additional improvements would have been
required for MD 90, and the existing bridge previously constructed would have been used.
Continuing in a northerly direction, the alignment intersected existing US 113, approximately
0.8 mile north of MD 90. Existing US 113 north of MD 90 would have been relocated to
intersect with the new location alignment at a T intersection (existing US 1.13 north of this
77-55
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US 113 Planning Study
point would have had access at Racetrack Road (MD 589)). These alignments then paralleled
the existing roadway approximately 150 feet to the east intersecting MD 589 (Racetrack Road).
Horizontal improvements to the MD 589 intersection included die addition of a second left
turn lane from southbound US 113 to eastbound MD 589. No substantive change in the MD
589 profile were planned.
Approximately 2.3 miles of existing US 113 would have been retained as a local road through
the communities of Jones and Friendship, serving several residences and businesses located
along the existing roadway. The existing roadway tied into the relocated alignment
approximately 0.3 mile north of Deer Park Drive and approximately 0.3 mile south of MD 589.
The existing US 113/MD 90 interchange ramps would have been removed.
From MD 589, the alignments continued north bypassing the Town of Showell to the east. The
Combination Alternative (still following the Alternative 4N Modified alignment) rejoined and
paralleled the existing roadway to the east for approximately 0.2 mile to north of Shingle
Landing Road. Horizontal improvements included the realignment of Shingle Landing Road
and the extension of Peerless Road to create a four-legged intersection replacing the two
existing T intersections. No substantive changes in the profiles of Shingle Landing or Peerless
Roads were planned.
Approximately 1.4 miles of existing US 113 would have been retained as a local road through
the Town of Showell, serving several residences and businesses located along the existing
roadway. Existing US 113 would have tied into the relocated alignments at MD 589 and at
Peerless Road.
The alignments continued on a tangent in a northerly direction leaving the existing roadway
to the west, approximately 0.4 mile north of Shingle Landing Road and returning to the
existing alignment approximately 0.3 mile north of Jarvis Road. SELA's plans to reconfigure
the existing intersection were compatible with this relocation.
The Combination Alternative then followed the Alternative 3N alignment, continuing in a
northwesterly direction, where the alignment paralleled existing US 113 to the east crossing
Kepler Lane and Old Stage Road, retaining approximately 0.8 mile of the existing roadway as
southbound US 113. No improvements were planned for Kepler Lane and only minor
adjustments in the horizontal and vertical geometry would have been planned for Old Stage
Road. The alignments displaced one of the two existing warehouses south of Old Stage Road.
Relocation of the existing Delmarva Veterinarian Hospital parking lot was planned north of
the existing building.
The alignment continued in a northwesterly direction, crossing the Maryland and Delaware
Railroad at approximately the same location as the existing US 113 crossing. These alignments
eliminated the existing triple reversing curves and returned to the existing US 113 alignment
approximately 300 feet south of MD 610 (Whaleyville Road). The alignments then continued
in a northwesterly direction, paralleling the existing roadway to the west and crossing MD 610.
No substantive changes in the MD 610 horizontal or vertical geometry were planned.
11-36
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cr^^^^1^^^^^^^^^0^
or Hotel roads.
Summary of Combination Alternative 3N/4N Modified - 20' Median (60 MPH):
. This alternative represented a combination of previously discussed Alternatives 3N-20'
M^ran74N Modified -20' Median. Two travel lanes would have been proved per
direction.
• Design Speed would have been 60 mph.
. Median width would have provided 8 feet of recovery area for vehicles that leave the
roadway toward the center.
. Thepavedoutsideshoulders wouldhavebeen 10 feet wide and120-feet of safety grading
would hive been provided. In sensitive areas (such as a wetland or stream crossing),
g^aSrS^ have been provided in place of the roadside grading to minimize
impacts.
. Left turn lanes and median breaks would have been provided at the following
intersections:
- Old US 113 near Deer Park Drive (T intersection)
- Carey Road ~
- Eastbound MD 90 interchange ramps
- Westbound MD 90 interchange ramps
- Racetrack Road
- Shingle Landing Road/Peerless Road
- relocated Jarvis Road (T intersection)
- Bishopville Road (MD 367)
- Whaleyville Road (MD 610)
. Access to the new location portions of this alternative would have only been provided
at public roads (i.e., no private driveways).
'
that needed to access the other side of the road would have had o turn ngh andtravel
right heading northbound, go to the next intersection, and use the left rum lane for a U
turn).
7^57
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175 773 Planning Study
The estimated cost for Combination Alternative 3N/4NModified-20' Median (60 MPH)
was: ,
$56.6 M
DECISION:
Right of Way
Engineering &
Construction
TOTAL (1997$)
$8.8M
$65.4 M
Combination Alternative 3N/4N Modified - 20' Median is not
preferred because it would have resulted in difficult left turns at cross
streets and U-turns.
Combination Alternative 3N/4N - 34' Median (60 MPH) is
preferred over Combination Alternative 3N/4N Modified-20'
Median: please see text at the end of Section II.D.9. in this document
for explanation.
Summary of Combination Alternative 3N/4N Modified - 34* Median (60 MPH):
• Except for the 34-foot wide median, all other features of Combination Alternative
3N/4N Modified-341 Median (60 MPH) would have been identical to the previously
described Combination Alternative 3N/4N Modified-20' Median (60 MPH).
• The entire 34 foot median would have been available as a recovery area for vehicles that
leave the roadway toward the center. A minimum recovery area suggested by FHWA
roadside design guidelines is 30 feet.
• The estimated cost for Combination Alternative 3N/4N Modified-341 Median (60 MPH)
was:
Right of Way $9.8M
Engineering &
Construction
TOTAL (1997 $)
$57.0 M
$66.8 M
DECISION:
Combination Alternative 3N/4NModified - 34' Median is preferred:
This alternative includes a four-lane cross-section with a 34-foot
median. Reduced median widths and roadside grading will be used
as appropriate to minimize impacts to environmentally sensitive
areas. The four-lane cross section provides an additional travel lane
11-38
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US 113 Planning Study
in each direction for the entire project length in order to permit
traffic to safely pass slower moving vehicles (including farm
equipment). This alternative also has an overwhelming amount of
public support. The 34-foot median provides more room for all
vehicles at the intersections and greater amount of recovery area for
vehicles in areas where impacts are not too significant. The cross-
section provides continuity throughout the entire US 113 corridor.
Combination Alterative 3N/4N Modified - 34' Median is preferred
over the 3N Alternatives for the following reasons:
• It would cause less impacts to historic resources. Alternative
3N requires taking right-of-way from three National Register
Eligible historic sites while the Preferred Alternative would
cause adverse effect to only one property due to changes in
visual setting in front of the St. Martin's Church.
• The Preferred Alternative would cause less impacts to homes
and businesses than Alterative 3N which would displace 24
homes and 6 businesses. The Preferred Alternative would
require taking 15 homes and 4 businesses.
• Alternative 3N would cause more impacts to floodplains (8.5
acres) than the Preferred Alternative (2.6 acres).
The Preferred Alternative does, however, require more impacts to
•wettmuls. Considering a balance between these safety issues and the
impacts to socio-economic and natural environmental resources
•within the study area, the study team preferred Combination
Alternative 3N/4N Modified-34' Median study area with
modifications in sensitive areas to reduce wetland impacts.
Alterative 3N/4N Modified -34' Median is preferred over the 4N
Modified Alternatives for the following reasons:
• It would cause less impacts to wetlands than Alternative 4N
Modified, since it would follow the existing road alignment
north of Shingle Landing Road, thus avoiding crossing a
large wetland area crossed by Alternative 4 Modified.
• The Preferred Alternative would be less costly than the 4N
Modified Alternatives.
11-39
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•US 113 Planning Study
E. Preferred Alternatives
1. Introduction
The Preferred Alternatives for the southern and northern study areas generally each consist of
a dual highway with a 34' wide median and 20' of roadside safety grading including the paved
shoulder. In sensitive environmental areas, both the median width and width of roadside
grading will be reduced where feasible. The median width of typically 34' is preferred because
of the separation afforded to opposite directions of traffic as well as the ability to "shadow"
(i.e., shelter) turning and cross traffic automobiles and small trucks at intersection cross-overs.
In addition, the 34' wide median will consist of two paved shoulders each 4-feet in width and
26 feet of grass - a substantial reduction hi impervious areas hi comparison to the narrower and
paved medians evaluated in the Draft EIS/§ection 4(1) Evaluation. Double faced W-beam
guardrail will typically be placed within the center of this grass median to positively separate
vehicles along the opposite direction roadways.
Working closely with Worcester County representatives, Maryland SHA has developed an
access management strategy for both the southern and northern study areas. In the south,
access management will be primarily directed to monitoring future development and requiring
that all property being redeveloped may only access US 113 via public roads. In the north,
between Deer Park Road and Shingle Landing Road/Peerless Road, the Preferred Alternative
is entirely on new location - and access will be fully controlled except at the intersections with
old US 113 near Deer Park Drive/Three Penny Lane; Gary Road; old US 113 south of
Racetrack Road; Racetrack Road; old US 113 north of Racetrack Road; and Shingle Landing
Road/Peerless Road. Between Shingle Landing Road/Peerless Road and the Delaware state
line, access management will be primarily directed to monitoring future development and
requiring that all pl^perty being redeveloped may only access US 113 via public roads. In
addition, the Preferred Alternative includes some frontage roads to serve existing development
adjacent to the new roadway.
2. Southern Preferred Alternative
^ Overview
Except where modified by reduced median width and/or roadside grading widths hi sensitive
wetland areas, the Southern Preferred Alternative is essentially Draft ElS/Section 4(f)
Evaluation Alternative 3S-34' Median (60 MPH). The Southern Preferred Alternative
consists primarily of the construction of a new two-lane roadway adjacent to the existing
facility and the retention of the existing two-lane roadway as either the northbound or
southbound roadway to the extent possible. The Southern Preferred Alternative primarily uses
existing right-of-way. Shown graphically on Figures IE-9A, -9B, and -9C, the detailed 1" =
400' scale mapping for the Southern Preferred Alternative is presented hi Appendix A, Figures
1 through?. '
11-40
-------
-,v.v
SN^w'?"r^\ .*/
i/.-*'
/-
Narrow Median To 16'
At Wetland W-8 and
Special Treatment To
Further Minimize
Impacts
*X J*>
X'
• «. .v,N
.';»*.
s --' r
(
(^
v
l\\
Narrow Median To
At Wetland W-
N
0 1000 2000 3000 4000
SCALE IN FEET
''*,*'
vJRa1^ /
-------
Narrow Median To 10
At Wetland W-12
US 113 PLANNING STUDY
Legend
— — Dualization along Existing Alignment
Southern
Preferred Alternative
Maryland
State Highway
Administration
February 1998
Figure
II-9B
-------
.. _ ~r>_ v
- /; K,.,
Narrow Median To 16' ^^^ ^
At Wetland W-1 5 P^^^_ «
v^- v\ ..-••• L^-i
x-^SfS^/?^ '"> S/\ .•''">"-•
/' v/ ''- ^%v -r
'-/"• ^N/l W>
/ ^- "^X. 5\ ' ^&A£--
^^-sl^N i -%
^^-^"^ (1H/ , /'" •:' A -^
^V '•* *"' * *^ \ — 11(
X; Legend ••>
•r
— — Dualization along Existing Alignment
' -,,\ 'C-C'-, "^s^x...^
-' "<*y
r ^-W
.^
^ '
^NJ
^^
:- "--:.' '" ^>
--.... :;::;x^
'TV-v-%
KEY MAP
D
, i^^ '•
:H
I — nBI
^1 1
N^^^t^"'"--'.^-... !)\1 SCALE IN FEET ,'1JJ/T'
J^^-~^^^ \ .;••!"•• /'/; .,..-f.";v- *"-, •' •
Narrow Median To 16' 1- . fj'yv* ,.*"' '/""•
At Wetland W-1 7 p\ \ ^ : .^^^.~"
:;, ..,S '-r';. .iCfe^l/L:.: "^.'J
y Narrow Median To 16' 1 '•— ( ,f .iitlK^-^V.-
| At Wetland W-1 6 | ' '"^P&^ 1 W..-:r
''••>*--. / /J^^^-W^
US 113 PLANNING STUDY ^
I
Southern
Preferred Alt6rnafiV6 I
&& ZZffiiLn, Februan/1998 Figure F
^^^ Administration ll-ilw I
-------
/DELAWABE
/*"ftOAD" • '
BISHQPVILLE
Narrow Median To 16'
At Wetland W-31
Narrow Median To 10'
At Wetland W-30
0 1000 2000 3000 4000
I • IBBT US
SCALE IN FEET
INTERCHANGE
atMD90
US 113 PLANNING STUDY
Northern
Preferred Alternative
Legend
— Dualization along Existing Alignment
•'••••• Dualization on New Alignment
February 1998
-------
jar^
SttttyGftdtog
S*?
SmMtr
24-
Baring
Iff
BtiSng
StxxMir
4* '
•* — *n i
Proposed Atedran
/AfUABLE RIGHT -O
PmpomS
Rowftnv
JO1
2ff
NORMAL TYPICAL SECTION
DUAUZATION ALONG EXISTING US 113
34' Median
Guardrail
REDUCED TYPICAL SECTION AT SENSITIVE AREAS
DUAUZATION ALONG EXISTING US 113
(See 16' and 10' median options below)
Pervious and
Impervious treatments
win bo evaluated during
final design phase
PAVED
NOTE:
Ttoo thouldfr*
04'
wtth tntfflc bwftef
Of
10'
Roadway
Roadway
SPECIAL 16'MEDIAN
AT WETLANDS W-8, W-15,
W-16,ANDW-17
Roadway Median Roadway
SPECIAL 10'MEDIAN
AT WETLANDS W-2AND W-12
The dimensions shown are for the purpose of
determining cost estimates and environmental
Impacts and are subject to change during the
final design phase.
US 113 PLANNING STUDY
Typical Sections T
Southern Preferred Alternative '
February 1998
Rgure
11-10
-------
US 113 Planning Study
Detailed Description
The typical roadway section for the Southern Preferred Alternative consists of two 12-foot
travel lanes in each direction, a 34-foot wide median, 10-foot outside shoulders, and 20-feet
of road side grading where appropriate. Typical sections are shown on Figure n-10. The
Southern Preferred Alternative will be designed for a 60 MPH design speed.
Beginning at the south, the dualization for the Southern Preferred Alternative begins as an
extension of the existing dualized US 113, approximately 450 feet east of Market Street (MD
394) and Woodside Lane intersection. Through the first curve, the median transitions from a
width of 75-feet ± to the proposed 34' median section, and shifts the alignment to the west of
the existing roadway. Approximately 2,300 feet of mainline roadway up to 800' south of
Castle Hill Road would be reconstructed.
Continuing north, the new roadway will be constructed parallel to the existing roadway to the
west, utilizing approximately 5.1 miles of existing US 113 as the northbound roadway. This
section of the Southern Preferred Alternative intersects with Castle Hill Road, Snow Hill Road
(MD 12), Washington Street/Brick Kiln Road, and Public Landing Road (MD 365), and passes
over Pumell Branch, intersects with the Maryland and Delaware Railroad, Market Street (MD
394N) and Timmons Road. Approximately 600 linear feet of southbound Market Street will
be reconstructed to meet the proposed dualized roadway. No substantive change in the cross
street vertical alignments are planned. As shown in Appendix A, Figures 1, 2 and 3, the
majority of the right-of-way for this dualization is aheady owned by SHA.
Special mitigation measures are included in the Southern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this Document.
Wetland W-l (Sta. 1043±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
Wetland W-2 (Sta. 10?9±)
• Transition southbound roadway to reduce median width to 10-feet (paved, with guardrail).
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
Wetland 3 (Sta. 1113±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
Wetland 5 (Sta. 1148±). ...
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
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175113 Planning Study
Wetland 5A(Sta. 1171±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
Wetland 6 (Sta. 1186±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
Wetlands W-8 @ Purnell Branch (Sta. 1221±)
• Transition southbound roadway to reduce median width to 16-feet (accommodating two
paved shoulders each 4-feet in width with guardrail in center of remaining 8-feet (during
final design, both pervious and impervious treatments will be evaluated for this 8-foot area)
see Figure 11-10).
• Place 815± linear feet of epoxy coated sheet pile wall along southbound roadway to reduce
fill in wetland.
The Southern Preferred Alternative then curves to the east, 3,600 feet north of Timmons Road,
passing to the south of Snow Hill Mennonite Church, and slightly improving the horizontal
alignment Approximately 2,200 linear feet of mainline will be reconstructed to flatten the
curve at this location.
Continuing in a northeasterly direction to 1,300 feet south of Cedartown Road, the Southern
Preferred Alternative parallels the existing roadway to the west, utilizing approximately 1,300
feet of existing US 113 as the northbound roadway. The Southern Preferred Alternative then
curves to the north, intersecting with Cedartown Road. To reduce the horizontal curve,
approximately 1,400 linear feet of mainline will be reconstructed up to Cedartown Road.
Continuing in an northeasterly direction, the Southern Preferred Alternative parallels the
existing roadway on the west, utilizing approximately 8,800 feet of existing roadway as
northbound US 113. This section of the Southern Preferred Alternative crosses over both
Poorhouse Branch and Five Mile Branch, and intersects with Porters Crossing Road, Central
Site Lane and Five Mile Branch Road. Approximately 200 linear feet of Five Mile Branch
Road will be reconstructed to improve its intersection with US 113.
Special mitigation measures are included in the Southern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this Document.
Wetland W-9 @ Poorhouse Branch (Sta. 1352±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
11-42
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US 113 Planning Study
Wetland W-10@ Five Mile Branch (Sta. 1412±)
'" • = ' i ' - '•
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill in wetland.
The Southern Preferred Alternative then curves to the east and transitions from the west side
to the east side of the existing US 113 roadway. To accomplish this transition, approximately
1,600 linear feet of the existing roadway would be reconstructed.
Continuing in an easterly then northeasterly direction, the Southern Preferred Alternative
parallels the existing roadway to the east, utilizing approximately 4.45 miles of existing
roadway as southbound US 113. This section of the Southern Preferred Alternative intersects
with Basket Switch Road, Newark Road, the Maryland and Delaware Railroad tracks,
Langmaid Road, Newark Road/Gunning Club Lane, and passes over Massey Branch and Porter
Creek. Approximately 300 feet of the east side of Newark Road at the Maryland and Delaware
Railroad crossing will be reconstructed, providing improved intersection sight distance and
improving the horizontal alignment of Newark Road.
Special mitigation measures are included hi the Southern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this Document.
Wetland W-ll @ Marshall Creek (Sta. 1578±)
• Use 2:1 side slopes with guardrail along new northbound roadway to reduce fill in wetland.
Wetland W-12 @ Massey Branch (Sta. 1643±)
• Transition northbound roadway to reduce median width to 10-feet (paved, with guardrail).
• Use 2:1 side slopes with guardrail along new northbound roadway to reduce fill in wetland.
Wetland 13@ Porters Creek (Sta. 1685±)
• Use 2:1 side slopes with guardrail along new northbound roadway to reduce fill in wetland.
Continuing in a northeasterly direction, the Southern Preferred Alternative transitions from the
east side to the west side of the existing roadway between Gunning Club Lane and Croppers
Island Road. Approximately 800 linear feet of mainline would be reconstructed to flatten the
curve at this location.
The Southern Preferred Alternative continues in a northeasterly direction, paralleling the
existing roadway to the west, utilizing approximately 3.6 miles of existing US 113 as the
northbound roadway. This section of the Southern Preferred Alternative intersects with
Croppers Island Road, Downs Road, relocated Goody Hill Road (existing intersection with US
113 closed; 2,400± LF of new frontage road to new intersection with US 113 near station
-------
US 113 Planning Study
1756±), Bays End Lane, both ends of Shire Drive, Ironshire Station/Mason Road and Harrison
Road, and crosses over Goody Hill Branch and Poplartown Branch. The Southern Preferred
Alternative meets the existing dualized US 113 at Hayes Landing Road.
Special mitigation measures are included in the Southern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and mhiimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this Document.
Wetlands W-15,16 and 17 @ Goody Hill Branch (Sta. 1740±)
• Transition southbound roadway to reduce median width to 16-feet (accommodating two
paved shoulders each 4-feet hi width with guardrail hi center of remaining 8-feet (during
final design, both pervious and impervious treatments will be evaluated for this 8-foot area)
see Figure H-10).
• Close Goody Hill Road intersection with US 113 and construct 2,400± linear feet of
frontage road along east side of US 113 to connect with US 113 near Station 1756±.
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill hi wetland.
Wetland W-18 @ Catbird Creek (Sta. 1775±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill hi wetland.
Wetland W-22 @ Populartown Branch (Sta. 1833±)
• Use 2:1 side slopes with guardrail along new southbound roadway to reduce fill hi wetland.
Summary of Southern Preferred Alternative:
• The Southern Preferred Alternative is typically adjacent to the existing two-lane US 113;
shifts occur so as to avoid/minimize displacements and impacts to sensitive environmental
features (streams and wetlands). The existing pavement section will be utilized for either
the northbound or southbound lanes. Two travel lanes will be provided per direction.
• Design Speed is 60 mph.
• The typical median width provides 4 feet of paved and 12 feet of grass recovery area for
vehicles that leave the roadway toward the center. At the crossing of Purnell Branch
(Wetland W-8), a narrower 16-foot wide median and an epoxy coated sheet pile wall will
be provided along the west side of the roadway to minimize wetland impacts. At Wetlands
W-15, W-16 and W-17, a 16-foot wide median is also provided. At Wetlands W-2 and W-
12, the median further narrows to paved 10-feet, also to minimize wetland impacts.
11-44
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US 113 Planning Study
The paved outside shoulders are 10-feet wide and 20-feet of safety grading will be
provided. In sensitive areas (such as a wetland or stream crossing), guardrail will be
provided in place of the roadside grading to minimize impacts.
Left turn lanes and median breaks are provided at the following intersections:
Castle Hill Road
Snow Hill Road (MD 12)
Brick Kiln Road/Washington Street
Public Landing Road (MD 365)
Market Street (MD 394N) (T intersection)
Timmons Road (T intersection)
Cedartown Road (T intersection)
Porters Crossing Road (T intersection)
Central Site Lane (T intersection)
Five Mile Branch Road (T intersection)
Basket Switch Road ( T intersection)
Newark Road
Langmaid Road
Gunning Club Lane/Newark Road
Croppers Island Road (T intersection)
Downes Road (T intersection)
relocated Goody Hill Road (T intersection)
Bays End Lane (T intersection)
Shire Road (south) T intersection)
Mason Road/Ironshire Station Road
- Shire Road (north) (T intersection)
Driveways and minor service roads will be provided with a right-in/right-out only.
Drivers from driveways that need to access the other side of the road will have to turn right
and travel to the nearest intersection to make a U-turn (i.e., a driver entering US 113 from
a driveway on the northbound side of the road that wants to travel southbound would turn
right heading northbound, go to the next intersection, and use the left turn lane for a U-
turn).
The estimated cost for the Southern Preferred Alternative is:
1. Right of Way S.1.4M
2. Engineering $ 3.7 M
3. Construction $61.5M
TOTAL (1997$) $66.6 M
77-45
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175 JT 13 Planning Study
3. Northern Preferred Alternative
+ Overview
Except where modified by reduced median width and/or roadside grading widths insensit ive
wSd areS mid a minor realignment in the vicinity of Racetrack RoaoVWetland W-28, the
No^em Sferred^Jtemative& essentially DRAFT ElS/Section 4(F) Evaluation
f^^n^^efN^NMoa^a^'Meaian (60MPH) ^Northern Preferred
Alternative constructs a new 4-lane divided highway m new location fro ^ nh ofUS 50
x* tta back o exiting US 113 just north of Shingle
Preferred Alternative is presented in Appendix A, Figures 8 through 10.
Detailed Description
The typical roadway section for the Northern Preferred Alternative consists of two 12-foot
SvelTanes in each direction, a 34-foot wide median, 10-foot outside shoulder, ."*«>-«
Broadside grading where appropriate. Typical s^^f °™
Northern Preferred Alternative wUl be designed for a 60 MPH design speed.
heads in a northerly direction on the west side or me existing *vauw«j « «~ - —~~r
Sfe eSsti^gTlO-footliedian along the currently dualized portion of US 113 transiUons
e moSed34' wide median prior to Wetland W-23 (in order to minimize impacts at this
^o^ely 1,800 & of the existing northbound US 113 ^™**
Temped). Existing US 113 north of the Northern *^ """*^"? ^^ *
a new "T" intersection, in order to provide access along old US 113 to the north.
measures are included in the Northern Preferred Alternative for sensitive
r a detailed description of avoidance and minimization alternatives
Wetland W-23 (Sta. 2007±)
. Use 2:1 side slopes with guardrail along new southbound and northbound roadways to
reduce fill in wetland.
Wetland W-26 (Sta. 2018±)
. Use 2:1 side slopes with guardrail along new southbound and northbound roadways to
reduce fill in wetland.
11-46
-------
Guardrail'
NORMAL TYPICAL SECTION <
DUALIZATION ON NEW ALIGNMENT
(Deer Park Drive to Shingle Landing Road)
«r
fiefotrt
SMrOmOM
Iff
WOuml
OmHir
If
mund
^ F*0*V ^
f * € U
t ^ar sssjfr
i
Proposal Madmn
iff.
24-
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tor
Stag*
nr
fWowf
Srtlya»*K
'• VARIABLE RIGHT -OF- WAY
NORMAL TYPICAL SECTION
DUALIZATION ALONG EXISTING US113
(Shingle Landing Road to Delaware State Line)
34' Itadlm
REDUCED TYPICAL SECTION AT SENSITIVE AREAS
DUALIZATION ALONG EXISTING US 113 AND NEW ALIGNMENT
(See 16' and 10' median options below)
Roadway
4' wide paved
shoulders
16'
Median
Roadway
SPECIAL 16' MEDIAN
AT WETLANDS W-31
The dimensions shown are for the purpose of
determining cost estimates and "environmental
impacts and are subject to change during the
final design phase.
PAVED
Roadway Median Roadway
SPECIAL 10'MEDIAN
AT WETLAND W-SO
NOTE:
Two shoulder* 6 4'
with frame banrtor 9 2'
US 113 PLANNING STUDY
Typical Sections
Northern Preferred Alternative
Utrylmnd
SteteHfeftwy
Admlnbtntlcn
February 1998
Rgure
11-11
-------
US 113 Planning Study
Continuing in a northeasterly direction, the Northern Preferred Alternative crosses Carey Road
approximately 0.5 mile west of existing US 113. No substantive changes in the horizontal or
vertical geometry are planned for the Carey Road intersection (at some point in the future, an
overpass may be considered at this intersection). The Northern Preferred Alternative then
continues in a northerly direction through the graded area reserved for the previously planned
US 113/MD 90 interchange and passes beneath existing MD 90, approximately 0.4 mile west
of the existing US 113/MD 90 interchange. A full diamond interchange configuration is
planned, with consideration for the addition of loop ramps in the future. No additional
improvements are required for MD 90, and the existing bridge previously constructed will be
used.
Special mitigation measures are included in the Northern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this document.
Wetland W-27 (Sta. 2065±)
• Use 2:1 side slopes with guardrail along new southbound and northbound roadways to
reduce fill in wetland.
Continuing in a northerly direction, the Northern Preferred Alternative intersects existing US
113, approximately 0.8 mile north of MD 90. Existing US 113 north of MD 90 would be
relocated to intersect with the Northern Preferred Alternative at a T intersection (existing US
113 north of this point would have access at Racetrack Road (MD 589)). The Northern
Preferred Alternative then closely parallels the existing eastside of the US 113 roadway and
intersects MD 589 (Racetrack Road). Horizontal improvements to the MD 589 intersection
include the addition of a second left turn lane from southbound US 113 to eastbound MD 589.
No substantive change in the MD 589 profile is planned.
Approximately 2.3 miles of existing US 113 will be retained as a local road through the
communities of Jones and Friendship, serving several residences and businesses located along
the existing roadway. The existing roadway ties into the relocated alignment approximately 0.3
mile north of Deer Park Drive and approximately 0.3 mile south of MD 589. The existing US
113/MD 90 interchange ramps will be removed.
From MD 589, the Northern Preferred Alternative follows existing US 113 adjacent to Old St.
Martins Church (no property impacts) and across Church Branch, using a portion of the
existing box culvert. The Northern Preferred Alternative then curves east and bypasses the
town of Showell to the east. The Northern Preferred Alternative rejoins and parallels the
existing roadway to the east for approximately 0.2 mile north of Shingle Landing Road.
Horizontal improvements include the realignment of Shingle Landing Road and the extension
of Peerless Road to create a four-legged intersection replacing the two existing T intersections.
No substantive changes in the profiles of Shingle Landing Road or Peerless Road are planned.
77-47
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US 113 Planning Study
Approximately 1.2 miles of existing US 113 is retained as a local road through the town of
Showell, serving several residences and businesses located along the existing roadway.
Existing US 113 ties into the relocated alignment north of Church Branch and just north of
Shingle Landing Road/Peerless Road.
Special mitigation measures are included in the Northern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this document.
Wetland W-28@ Church Branch (Sta. 2151±)
• Use 2:1 side slopes with guardrail along new southbound and northbound roadways to
reduce fill in wetland.
• Retain, to the maximum extent possible, the existing culvert under US 113 at Church
Branch.
Wetland W-29 (Sta. 2157±)
• Use 2:1 side slopes with guardrail along northbound roadways to reduce fill in wetland.
Wetland W-30 @ Middle Branch (Sta. 2176±)
• Transition southbound and northbound roadways to reduce median width to 10-feet (paved,
with guardrail).
• Use 2:1 side slopes with guardrail along new southbound and northbound roadways to
reduce fill in wetland.
The Northern Preferred Alternative continues on a tangent in a northerly direction leaving the
existing roadway to the west, approximately 0.4 mile north of Shingle Landing Road to flatten
a sharp horizontal curve in existing US 113 and returns to the existing alignment
approximately 0.3 mile north of Jarvis Road. SHA's plans to reconfigure the existing
intersection are compatible with the Northern Preferred Alternative.
Special mitigation measures are included in the Northern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this document.
Wetland W-31 @ Birch Branch (Sta. 2212±)
* Transition southbound and northbound roadways to reduce median width to 16-feet
(accommodating two paved shoulders each 4-feet in width with guardrail in center of
remaining 8-feet (during final design, both pervious and impervious treatments will be
evaluated for this 8-foot area) see Figure H-l 1).
— _, ,. __
-------
Use 2:1 side slopes with guardrail along new northbound roadways to reduce fill in
wetland.
The Northern Preferred Alternative then continues in a
alignment parallels existing US 113 to the east crossing Kepler Lane and Old
retaining approximately 0.8 mile of the existing roadway as southbound US 113. No
Improvement are planned for Kepler Lane and only minor adjustments in me horizon^ and
vertical geometry are planned for Old Stage Road. The Northern Preferred Alternative
displaces one of the Jo existing warehouses south of Old StagelRoad. **°?^«*»
existing Delmarva Veterinarian Hospital parking lot is planned north of the existing building.
Special mitigation measures are included in the Northern Preferred Alternative for sensitive
wetiands crossings. For a detailed description of avoidance and rmmmization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this document.
Wetland W-36 (Sta. 2274±)
. Use 2: 1 side slopes with guardrail along new northbound roadway to reduce fill in wetland.
The Northern Preferred Alternative continues in a northwesterly direction, crossing the
Maryland and Delaware Railroad at approximately the same location as the existing US 1 13
crossing The Northern Preferred Alternative eliminates the existing tnple reversing ;curves
^LTto the existing US 113 alignment approximately 300 feet south of MD 610
(Whaleyville Road). The Northern Preferred Alternative then continues in * northwesterly
directiorl paralleling the existing roadway to the west and crosses MD 610. No substantive
changes in the MD 610 horizontal or vertical geometry are planned.
Special mitigation measures are included in the Northern Preferred Alternative for sensitive
wetlands crossings. For a detailed description of avoidance and minimization alternatives
considered for each wetland, please refer to Chapter IV, Section I of this document.
Wetland W-37 (Sta. 2325±)
. Use 2:1 side slopes with guardrail along southbound roadway to reduce fill in wetland.
Wetland W-40 (Sta. 2373±)
. Use 2:1 side slopes with guardrail along southbound roadway to reduce fill in wetland.
Continuing in a northwesterly direction, the Northern Preferred M*™«ve **s j?°%*
existing dualized roadway and ends at the Delaware state line, crossing Moms and Hotel roads.
Se proposed 34' wide median transitions to meet the existing 90-foot wide median in
Delaware through the last horizontal curve. No substantive changes m the horizontal or
vertical geometry are planned for Morris or Hotel roads.
11-49
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175113 Planning Study
Summary of Northern Preferred Alternative:
• Two travel lanes are provided per direction.
• Design Speed is 60 mph.
• The typical median width provides 4 feet of paved and 12 feet of grass recovery area for
vehicles that leave the roadway toward the center. At Wetland W-30, the dualized roadway
will be separated by a 10-foot wide paved median to minimize impacts. At Wetland W-31,
a median 16-feet wide in width will be provided.
• The paved outside shoulders are 10 feet wide and 20-feet of safety grading will be
provided. In sensitive areas (such as a wetland or stream crossing), guardrail will be
provided in place of the roadside grading to minimize impacts.
• Left turn lanes and median breaks are provided at the following intersections:
Old US 113 near Deer Park Drive (T intersection)
Carey Road
Eastbound MD 90 interchange ramps
Westbound MD 90 interchange ramps
Racetrack Road
Old US 113 north of Church Branch crossing
Shingle Landing Road/Peerless Road
relocated Jarvis Road (T intersection)
Bishopville Road (MD 367)
Whaleyville Road (MD 610)
i
• Access to the new location portions of this alternative will only be provided at public roads
(i.e., no private driveways).
• Minor service roads (and driveways along portions of US 113 used for this alignment) are
provided with a right-in/right-out only. Drivers from these driveways that need to access
the other side of the road will have to turn right and travel to the nearest intersection to
make a U-turn (i.e., a driver entering US 113 from a driveway on the northbound side of
the road that wants to travel southbound would turn right heading northbound, go to the
next intersection, and use the left turn lane for a U-turn).
• The estimated cost for the Northern Preferred Alternative is:
1. Right of Way
2. Engineering
3. Construction
TOTAL (1997 $)
$10.2 M
$ 3.2 M
$51.9 M
$65.3 M
77-50
-------
-------
III.
AFFECTED ENVIRONMENT
US 113 Planning Study
Snow Httl, Maryland to Delaware State Line
0
Office of Planning and Preliminary Engineering
Maryland State Highway Administration
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-------
US 113 Planning Study
III. AFFECTED ENVIRONMENT
The general setting within which the Draft EIS alternatives for improvements to US 113 were
developed are described in this chapter. This information provides an inventory of the resources that
may be affected by the Draft EIS alternatives and the Preferred Alternatives. The Draft EIS
alternatives and the Preferred Alternatives as presented in Chapter E are anticipated to have a variety
of direct and indirect impacts on the natural, manmade (built) and socioeconomic environments
within the study area. The primary focus of this chapter is to provide a baseline condition against
which to assess the location and magnitude of anticipated impacts. The environmental consequences
of the Draft EIS alternatives and the Preferred Alternatives are presented in Chapter IV.
A. Social, Economic and Land Use
1. Social Environment
a. Population Characteristics
County
Statistical data regarding population demographics was gathered primarily from 1990 US
Census data for the project area and Worcester County. An interview with Worcester County
Planning Permits, and Inspections (WCPPI) office staff (Hagar, 1996) was conducted to
ascertain additional information regarding the study area. The observations provided by
WCPPI were then compared with 1990 US Census data and county planning documents and
field verified along the US 113 corridor, as appropriate. The only incorporated areas in
Worcester County are the towns of Berlin, Snow Hill, Ocean City and Pocomoke City, the
latter two are located beyond the project limits.
At the time of the 1990 US Census, Worcester County had a population of 35,028. The
estimated 1995 population for the county is 41,200 (US Census Bureau, 1996). Worcester
County's population is projected to be approximately 46,000 by the year 2000; 58,000 by the
year 2010; and 67,000 by the year 2020 (Hagar, 1997). The population growth will be
primarily from the in-migration of people to the county. Population growth is expected to
be driven by a continued increase in retirees, moving in from the Bdtimore/Washington DC
area, and residents who commute to jobs outside of the county. The recent population growth
has not been evenly distributed throughout the county. The historical and projected
population growth rates for the county are identified on Table EM.
III-l
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US 113 Planning Study
Table III-l: Worcester County Population Growth, 1940-2020
* Projected
Sources: Maryland State Data Center
1990 US Census
Maryland Office of Planning
Worcester County has a large number of seasonal residents. This is primarily due to the
county's tourism industry, which generates seasonal employment opportunities and attracts
vacationers to the county's Atlantic Ocean beaches and other area attractions. Identified on
Table DI-2 are the average daily seasonal population estimates in Ocean City for the months
of January and August for the years 1980 and 1993 (the latest available figures^The daily
summer population in Ocean City in the year 2000 is projected to be 345,400 (Ocean City
Department of Planning and Community Development, 1994).
Table III-2: Average Daily Seasonal Population of Ocean City
Source: Ocean City Dept. Of Planning and Community Development
Census Tract and Election Districts
The boundaries for Worcester County census tracts are presented on Figure ffl-1. Typically,
a census tract covers a geographic area which is similar in size to a municipality. Worcester
County, however, consists primarily of non-incorporated land. Table ffl-3 shows the census
tract information for the tracts located within the study area.
Table ffl-3: Worcester County Census Tract Population Information
julation
Source: 1990 US Census
Local demographic information and population projections were gathered from planning
documents published by Worcester County.
7/7-2
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LIMIT OF STUDY
DELAWARE
t
N
NOT TO SCALE
rXsaXj *•'«•» ^^ » T x~t*-tj^rfS*K- ' '' "
Study Ares Boundary
Mm Stody Route
9913 West of Bedin, Bishop & Ms of Wight
QD 9914 Berlin
9915 EastofBedin
9916 OceaaPmes-NoitliofMDRoBte90
9917 Ocean Knea-Soati of MD Roots 90
9919 North, East & West of Snow KH
9920 Secwffil!
US 113 PLANNING STUDY
Census Tract
Boundary Map
Meryiena
Statt Highway
Administration
February 1998
Figure
-------
US 113 Planning Study
Local population growth information is available based on election districts and is presented
in Table ffl-4. A map showing the election districts at a scale comparable to the scale of this
document was unavailable.
Table IH-4: Local Population Growth by Election District in Worcester County, 1985 -1995
Population
Increase
Source: Worcester County Planning Permits and Inspections Office
Election districts within the study area experienced an increase in population between 1985
and 1995. The greatest numerical increase in population occurred in the northeastern part of
the county, namely Ocean City, Berlin and St. Martins. This is largely due to an influx of
retirees into the communities in and around Ocean City and the development of suburban-
style "bedroom communities" for residents who commute to jobs outside the county (i.e.,
southern Delaware and Salisbury, Wicomico County). The county is attractive due to
inexpensive housing costs and a low cost of living.
Age Distribution
According to the WCPPI office, Worcester County has a higher number of older residents
relative to most counties on the lower Eastern Shore, and a lower number of young adult
residents. The high number of older residents is due to the large number of retirees who live
full time in the communities in and around Ocean City. Many of these retirees are former
government employees over age 55 who previously worked and lived in the
Baltimore/Washington DC area. According to the 1990 US Census, 29.8 percent (6,383) of
Worcester County residents are age 55 and older. Approximately 18.2 percent of the county
residents are 65 years old or older. The low number of young adult residents is due to the
lack of non-seasonal entry level employment opportunities within the county. Young adults
who wish to pursue skilled positions or employment which requires a college education
typically must move out of the county or work in neighboring counties and commute.
The age distribution in the study area census tracts is shown in Table ffl-5. According to the
1990 US Census, Census Tract 9916 had the highest percentage of people age 65 and over
(21.7). Census Tract 9919 had the lowest percentage (14.2).
7/7-3
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US 113 Planning Study
Table III-5: Age Distribution In Study Area Census Tracts
14-21
320
276
8%
182
10%
173
7%
130
252
9%
305
11%
22-44
1,340
36%
1,086
32%
617
35%
816
31%
622
35%
952
34%
923
33%
45-54
438
12%
310
95
196
11%
241
9%
160
9%
379
14%
282
109
55-64
407
11%
299
9%
173
10%
437
17%
237
13%
248
9%
267
109
593
16%
693
20%
254
3,709
100%
3,409
100%
1,759
Source: 1990 US Census
Income
According to the WCPPI, low, middle and high income households are intermingled
throughout the county, and there is no singular concentration of low or high income
households. The 1990 median household income for the State of Maryland was $39,386,
while it was $27,586 for Worcester County (Table ffl-6). The study area census tracts with
the highest median household incomes are North Ocean Pines (tract 9916) and South Ocean
Pines (tract 9917), with median household incomes of $40,740 and $36,884, respectively.
The study area census tract with the lowest median household income is Berlin (tract 9914)
with a median income of $21,835.
Table DI-6 shows the percentage of persons under the US Department of Health and Human
Services poverty level standard ($6,310 for one person) as of the 1990 census. Worcester
County's rate of persons below poverty (11.0%) was higher than the state's rate (8 3%) Half
of the census tracts (tracts 9914, 9915, 9919 and 9920) in the study area had a rate higher
than the state. Only two tracts (tracts 9914 and 9915) in the study area had a higher rate that
the Worcester County rate.
III-4
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US 113 Planning Study
Table IH-6: State, County, and Census Tract Economic Information
H
Median
Household
Income
($1,000)
39.4
27.6
31.5
21.8
26.8
40.7
36.9
31.4
25.2
% Persons
Under
Poverty
JLevel
8.3
11.0
7.3
17.6
15.1
2.6
4.6
10.2
10.3
Note: The annual poverty income standard for one person in 1989 was $6,310. As of March 10, 1997, the US
Department of Health and Human Services annual poverty income standard for one person was $7,890.
Source: 1990 US Census
Racial Characteristics
The WCPPI office has indicated that the only sizable racial groups within the county are
African-Americans and Caucasians. The African-American population (1,602 as of the 1990
census) is distributed throughout the county, and does not constitute a majority in any census
tract (see Table ffl-7). According to the 1990 census, the racial breakdown for Worcester
County was 21.2 percent African-American and 78.4 percent Caucasian, with other ethnic
groups averaging less than 1 percent. The census tracts with the highest percentage of
African-Americans were in the vicinity of Snow Hill (tract 9920) with 40.7 percent, and
Berlin (tract 9914) with 43.4 percent. The census tracts with the lowest amount of African-
American populations were located in Ocean Pines (tracts 9916 and 9917) with 1.1 percent
and 1.6 percent, respectively. This grouping suggests that the African-American population
is more prevalent in the established communities, primarily hi the southern portion of the
study area.
The only predominant minority community observed hi the study area is located just south
of Bishop adjacent to US 113 near Old Stage Road. The community consists of twelve
houses inhabited by African-American residents.
7/7-5
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US 113 Planning Study
Caucasian
Table III-7: Racial Population Characteristics
71.0
78.4
58.6
African-
American
24.9
21.2
15.6
43.4
28.4
1.1
1.6
24.1
40.7
Other
Minorities
(American
Indian,
Eskimo,
Aleut, and
Asian or
Pacific
Islander)
4.1
0.4
0.5
2.3
0.4
0.5
0.0
0.8
0.7
Source: 1990 US Census
b. Environmental Justice
Executive Order 12898, Federal Actions to Address Environmental Justice in Minority
Populations and Low Income Populations issued on February 11, 1994, requires federal
agencies "to identify and address as appropriate, disproportionately high and adverse human
health or environmental effects of its programs, policies, and activities on minority
populations and low-income populations..." Minority is defined as "individual(s) who are
members of the following population groups: American Indian or Alaskan Native, Asian or
Pacific Islander, Black, not of Hispanic origin, or Hispanic". Also, low income populations
should be identified as the median income below the Department of Health and Human
Services poverty guidelines. These populations are to be provided access to public
information and an opportunity to participate in matters relating to the environment.
The purpose of Environmental Justice (EJ) is to identify and address "disproportionately
high and adverse impacts" on minority populations and low income populations resulting
from alternatives under consideration and to provide the opportunity for these populations
to be involved in the public participation process.
To identify minority and low income populations, a census tract analysis was first conducted.
Census tract 9914 has the highest percentage of minorities (43.4) and the highest percentage
of individuals (17.6) under the poverty level. Census tract 9920 has the second highest
percentage of minorities (40.7) and 10.3, percent of the population under the poverty level.
Census tract 9915 has the third highest percentage of minorities (28.4) and the second highest
percentage of persons below the poverty - level (15.1). Based on this analysis, it can be
7/7-5
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US 113 Plannine Studv
generally concluded that the highest concentrations of the minority population and lower
income groups are located in the older, established communities such as Berlin and Snow
Hill, with the newer, more affluent communities such as Ocean Pines having fewer minority
and lower income populations.
In a public outreach effort to supplement the census tract information, the SHA sent
correspondence to area churches requesting their assistance in informing their members of
the project and helping identify minority and low income concentrations in the project area.
SHA also offered to meet with the churches to discuss the project.
c. Neighborhoods
The study area for the US 113 corridor is rural in nature with much of the land being used
for agriculture. Within the project corridor are several communities and two urban centers.
Ironshire, Basket Switch, and Wesley in the southern study area and Jones, Friendship,
Showell and Bishop in the northern study area are small, predominantly residential crossroad
communities located along US 113. One and two story single family detached houses are the
dominant housing types in these communities. In Showell, there is a Perdue Chicken poultry
processing facility and a hatchery. In Bishop, there are several neighborhood businesses,
including two restaurants, a veterinarian hospital and a boat repair business. Other industries
near Bishop include a poultry processing and feed mill operation and an asphalt plant.
Newark hi the southern study area is the only community with village zoning. As a village,
Newark displays the architectural and development history characteristics of the county.
New development is to be carefully considered for its impact on the existing community
character.
Ocean Pines, located east of study area, is a residential development. This private
community, located along the central coastal bay area of the county, was opened in 1968.
Current population at this development fluctuates between 8,200 residents during the winter
months and 14,000 residents during the summer months. The community expects this
population to increase to its capacity of 14,000 residents during the winter months and
20,000 to 22,000 residents during the summer months by the year 2008 (Gross, 1997). Some
retail businesses and fueling stations are located near this community at the MD 589/MD 90
interchange.
Berlin and Snow Hill are the two urban centers in the US 113 corridor where most of the
community facilities and services, and retail businesses hi the US 113 study area are located.
Residential densities range from low density single family units to high density, multi-family
housing hi these two towns. In addition, Snow Hill is the county seat for Worcester County.
Many of the offices of the Federal, state and county governments are located here.
7/7-7
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US 113 Planning Study
The Town of Ocean City, located east of the project area, is a popular tourist attraction with
ten miles of public beaches along with amusements, lodging, restaurants and other
entertainment and recreational opportunities. The resident population of this ocean resort is
currently about 5,500 and is projected to increase to 7,550 by the year 2020. The resident
and visitor populations combined swells to over 300,000 during the summer months. The
Ocean City officials base their planning efforts to accommodate this larger combined resident
and visitor population, which has been fairly stable since 1985 (Houston, 1997). Currently
there are approximately 40,000 housing units in Ocean City. This includes owner occupied
units, rental units, and hotel units (rooms). The City's Department Planning and Community
Development consider a full build out situation to include approximately housing 48,800
units. The Ocean Pines, Cape Isle of Wight, St. Martin's Neck and West Ocean City are
experiencing increases in residential and commercial development as land available for
development in Ocean City becomes scarcer and more costly to develop.
There appears to be little pedestrian and bicycle activity in the study area outside of Berlin
and Snow Hill. The View Trail 100 is a scenic bike route, which uses a network of rural
county roads, and crosses US 113 just south of Newark.
d. Community Facilities and Services
A field visit to the study area and a review of Worcester County mapping were conducted
to identify community facilities and services in the study area. Community facilities and
services located in the study area are shown on Figures IH-2A through 2D and discussed in
greater detail in this section. Some of these facilities are located outside of the project limits
but still serve the citizens of the area.
Places of Worship
There are numerous existing and planned places of worship within the study area. Temple
Bat Yam (currently under construction), the Calvary Chapel and the future site of Trinity
Charismatic Episcopal Church are located near the US 113/MD 90 interchange. The
congregation of Trinity Charismatic Episcopal Church currently meets on Sundays at the
Showell Elementary School. Friendship United Methodist Church is in the crossroad
community of Jones, In the crossroad community of Showell is the Showell United
Methodist Church, the St. Matthews Baptist Church and the Calvary Pentecostal Church.
are located just north of Bishop. St. Martin's Church, located at the intersection of US 113
and MD 589 does not appear, to have an active congregation, but is undergoing historic
preservation. St. John Neumann Catholic Church is located to the east of the project area
along MD 589, near Ocean Pines, In Newark there are two United Methodist Churches. The
Snow Hill Mennonite Church is located along US 113 just north of Snow Hill. Located in
Snow Hill are the Mt. Zion Baptist Church, Bates Methodist Church, Makemie Memorial
III-8
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US 113 Planning Study
United Presbyterian Church, Snow Hill Church of God, Whatcoat Methodist Church and
Snow Hill Christian Church. The location of these places of worship are shown on Figures
DI-2A through 2D.
e. Emergency Services
Law Enforcement
Barrack V of the Maryland State Police, located on US 50 just west of Berlin, and the
Worcester County Sheriffs Department, with stations in Isle of Wight and Snow Hill, are
the law enforcement agencies responsible for patrolling the unincorporated areas of the
county. Ocean Pines and Snow Hill each have their own police force to patrol within their
respective municipality. The Worcester County Detention Center is located on Joyner Road
just west of US 113 near Snow Hill. The location of these police services are shown on
Figures DI-2 A through EI-2D.
Fire and Rescue
All of the fire companies within the county are volunteer. The fire companies in the study
area are located in Bishopville, Showell, Newark, Ocean Pines, and Snow Hill. The ShoweU
Fire Station is the only station located along US 113. Paid emergency medical service
personnel are located at the Bishopville and Snow Hill stations. The Worcester County Fire
Training Center trains fire department personnel and is located on Central Site Lane north
of Snow Hill adjacent to the county's Career and Technology Center (Taylor, 1997). The
location of these fire and rescue facilities are shown on Figures ID-2A through H[-2D.
f.
Health Care Facilities
Atlantic General Hospital, the county's only hospital, is a 56-bed facility located in Berlin
at the US 113/US 50 interchange (Worcester County Dept. of Economic Development,
1994).
The Worcester County government operates health clinics at various locations primarily for
those without health insurance. The Snow Hill clinic is adjacent to the County Detention
Center near US 113. A new county clinic is being constructed adjacent to Atlantic General
Hospital (Pruitt, 1997). The County Commission on Aging operates the Brickhaven Adult
Daycare Center in Snow Hill. The elderly are transported by the Commission on Aging from
their residence to and from the facility to receive medical treatment and social services. As
of January 1997, the facility has 50 clients (Voss, 1997). Adjacent to the facility is the
Pleasant Manor Elderly Housing complex. This is a private 31-apartment residential
community for the elderly.
III-9 !
-------
%• !
Legend
m Places of Worship
20 Snow Hill Mennonite Church
21 Snow Hill Christian Church
22 Bates Methodist Church
23 Whatcoat Methodist Church
24 Snow Hill Church of God
25 Mt. Zion Baptist Church
26 Makemie Memorial United
Presbyterian Church
S3 Emergency Services
9 Worcester County Jail
10 Worcester County Sheriff's Dept.
11 Snow Hill Fire and Police Depts.
m Schools
8 Snow Hill High School
9 Snow Hill Elementary School
. 10 Snow Hill Middle School
11 Cedar Chapel Special School
H Parks and Recreation
14 Sturgis Park
15 ByrdPark
16 John Walter Smith Memorial Park
C3 Health Care Facilities
4 County Health Clinic
5 Brickhaven Adult Daycare Center
6 Snow Hill Nursing and
Rehabilitation Center
ft Other Facilities
3 County Library
4 Senior Citizen Center
POCOMOKE ,-"'" " ( /
KEY MAP
US 113 PLANNING STUDY
Community
Facilities & Services
SOUTHERN STUDY AREA
SM»Hlghw»y
AdmlnMnOan
February 1998
Figure
III-2A
-------
X
Legend
i Places of Worship
18 United Methodist Church
19 TCnlty United Methodist Church
EB Emergency Services
7 Newark Volunteer Fire Dept.
8 Worcester County Fire Training
Center
• Schools
7 Worcester County Career and
Technology Center
€3 Parks and Recreation
13 Site, new county park
KEY MAP
US 113 PLANNING STUDY
Community
Facilities & Services
SOUTHERN STUDY AREA
StmtfHlghwty
Adminlttrttton
February 1998
Figure
III-2B
-------
£.
Legend
• Places of Worship
None in study area
B3 Emergency Services
4 Berlin Fire Dept.
5 Berlin Police Dept
6 Maryland State Police Barracks
H Schools
2 Stephen Decatur High School
3 New Middle School (under construction)
4 Berlin Middle School
5 Buckingham Elementary School
6 Worcester Country School
H Parks and Recreation
None in study area
CD Health Care Facilities
1 Atlantic General Hospital
2 Berlin Nursing and Rehabilitation Center
3 County Health Clinic (under construction)
lH Other Facilities
1 County Library
2 Senior Citizen Center
US 113 PLANNING STUDY
Community
Facilities & Services
SOUTHERN STUDY AREA
Uarytantl
State Higtnmy
Administration
February 1998
Figure
IH-2C
-------
/DELAWARE
V
MARYLAND w'"
BISHOPVILLE
Legend
ill Places of Worship
1 St Matthews Baptist Church
2 Calvery Pentecostal Church
3 Showell United Methodist Church
4 St. Martin's Church
5 Trinity Charistmatic Episcopal
Church
6 St. John Neumann Catholic
Church
7 Temple Bat Yam (under
construction}
8 Future site, Trinity Charismatic
Episcopal Church
9 Calvary Chapel
10 Friendship United Methodist
83 Emergency Services
1 Bishopville Volunteer Fire Dept
2 Showell Volunteer Fire Dept
3 Ocean Pines Fire and Police
Dcpts.
• Schools
1 Showell Elementary School
Q Parks and Recreation
I Showell Recreation Area
2 Pine Shore Golf Course
3 River Run Golf Course
4 White Horse Park
5 BainbridgePark
6 Huntington Park
7 The Beach Club Golf Course
STUDY
AREA
^. SHINQtE LANDING
:""';:'. .— - '> •'
US 113 PLANNING STUDY
Community
Facilities & Services
NORTHERN STUDY AREA
Figure
III-2D
February 1998
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US 113 Planning Study
The Snow Hill Nursing and Rehabilitation Center in Snow Hill is the only nursing center in
the study area. The facility has a capacity for 62 residents (Snow Hill Nursing and
Rehabilitation Center, 1997). The location of these health care facilities are shown on
Figures IE-2A through IH-2D.
§•
Schools
Worcester County operates one high school, one middle school, two elementary schools, one
special education school, and a career and technical center within the project area. Snow Hill
High School, Snow Hill Middle School and Snow Hill Elementary School are located in the
City of Snow Hill. The Cedar Chapel Special School, located next to Snow Hill Middle
School, is a county school for handicapped students. Just north of Snow Hill along US 113
is the Worcester County Career and Technology Center. This facility specializes in educating
students in trades and technologies. Located between Showell and Ocean Pines along MD
589 (Racetrack Road) is Showell Elementary School. Forty-five school buses operate along
US 113 during the course of a school day. Currently, there are twenty-eight bus stops along
US 113. School buses operate along US 113 from 7 AM until 4:30 PM. The peak periods
of operation for the buses are between 7 AM and 8:15 AM and 2:45 PM and 4:30 PM.
(McNabb, 1997). The location of these schools are shown on Figures IEI-2A through m-2D.
As extensively discussed by many speakers during the June 17,1997 Combined Location
Design Public Hearing, school bus operations and safety are a major public concern along
US 113.
There are no private schools within the study area.
h. Recreation Opportunities
There are numerous public and private recreational opportunities located throughout
Worcester County (see Figures JJI-2A through 2D). There are 16 public boat ramps located
throughout the county. The Worcester County View Trail 100 is a scenic bike route, which
is a network of county roads used by bicyclists to traverse rural areas of the county. This is
not a dedicated bike trail for use solely by bicyclists but a shared use of the local county road
system. The Worcester County Tourism Office does not keep statistics on usage of the View
Trail 100. County public recreational facilities include the John Walter Smith Memorial
Park, located between Snow Hill and US 113. The facility has baseball and multipurpose
fields. The Recreation Area in Showell has tennis courts, a basketball court, three baseball
fields, a playground and a picnic pavilion. A new county park has been planned for the
Newark community adjacent to the fire department.
777-70
-------
The public schools have outdoor recreational facilities open to the public. Snow Hill
Elementary School has playground equipment. Snow Hill Middle School has p]Aground
eauipment, a basketball court, tennis courts and a multipurpose field. Snow Hill High
School has basketball courts, tennis courts and a football field. Showell Elementary School
has playground equipment and a multipurpose field.
Public recreational facilities in Snow Hill include Sturgis Park and Byrd Park. These are
waterfront parks located along the Pocomoke River with picnic tables and pavilions. There
a public boat ramp located at Byrd Park. The location of these recreation opportunities are
is
shown on Figures IH-2A through IE-2D.
i. Utilities
Electricity to the towns and major road corridors is supplied by Delmarva Power and Light.
Choptank Electric Cooperative supplies electricity to the rural areas of the county. Pipeline
liquid propane gas service is supplied by Eastern Shore Gas Company. Newark and Snow
.HU1 have municipal water and sewer systems. Local telephone service is provided by Bell
Atlantic (Maryland Dept. of Business and Economic Development, 1995-96). Cable
television is supplied by TCI Cablevision of the Eastern Shore.
j. Other Community Facilities
Worcester County operates a public library and a senior citizens center within the study area
in Snow Hill. The Worcester County Commission on Aging operates the senior citizens
centers which offer programs in education, crafts, exercise, wellness and entertainment m
addition to providing1^ noontime meal at the centers. The Commission provides
transportation for seniors to and from the centers (Mower, 1997). The location of these
other community facilities are shown on Figures IH-2A through ffl-2D.
2. Economic Environment
a. Employment Characteristics
The largest sectors of employment in Worcester County are retail (34.7%), service (26.5%)
and government (11.6%). The major industrial employers in the county are Perdue Farms
(650 employees), Hudson Foods (600 employees) and Mid-Atlantic Foods (80 employees)
(Worcester County Dept. Of Economic Development, 1996). In 1993, tourism generated
over $775 million in annual sales, making it the largest industry by sales in the county.
Poultry growing and processing followed with $173 million in annual sales. Wood products
was thelhird largest industry in the county, accounting for $7 million in sales (Worcester
County Dept. Of Economic Development, 1994). According to the Worcester County
Comprehensive Plan, the largest employment opportunities in the year 2000 for the county
are projected to be in recreation-oriented industries. Sectors with the greatest projected
111-11
-------
US 113 Planning Study
growth since 1980 are F.I.R.E. (Finance, Insurance and Real Estate) with a 56 percent
increase, construction with a 50 percent increase and wholesale/retail trade with a 46 percent
increase. Sectors with the least projected growth since 1980 are agriculture with no increase
and transportation/utilities with a 20 percent decrease.
As of January 1997, Worcester County's unemployment rate was 19.0 percent, which reflects
seasonal conditions of the beach resort area. The state unemployment rate was 4.8 percent
and the nation's unemployment rate was 5.9 percent (Maryland Department of Labor, 1997).
Worcester County experiences low unemployment during the summer months and high
unemployment during the remainder of the year. To illustrate this, the unemployment rate
for the county in January 1996 was 17.5 percent while hi August 1996, the unemployment
rate was 3.4 percent. This is a reflection of the seasonal employment that occurs within the
county's tourism industry. Jh January 1996, the county's civilian work force was 20,085.
By August 1996, the county's civilian work force was 31,812.
The need for businesses to employ seasonal employees increases during the late spring and
summer months as more lodging, eating establishments, retail merchants and other
businesses open their doors to vacationers. US 113 provides access to Ocean City by
intersecting with MD 90 and US 50, roadways which link Ocean City to the mainland.
Traditionally a summer vacationing spot, Ocean City is becoming more of a year-round
tourist destination as more retail, eating, entertainment and lodging establishments are
staying open during the winter months. Ocean City is also host to numerous conventions held
at its convention center, which is currently being expanded to 125,000 square feet.
Completed in Fall 1997 it is expected to host over 110 events and serve over 380,000 people
(Town of Ocean City, Maryland, 1996).
Projected employment growth hi Worcester County is projected to be 13.8 percent between
the years 2000 and 2010. The employment sectors with the largest projected growth are
Services (23.71%), F.I.R.E. (15.38%) and Retail Trade (13.68%) (Maryland Office of
Planning, 1995).
b. Commercial and Industrial Facilities
The towns and communities in the study area are dependent on farming and farming-related
industries for their livelihoods. According to the Delmarva Poultry Industry, a trade
organization, growth in the poultry industry is expected to occur in western Worcester
County, outside of the study area. Perdue Chickens operates a feed mill in Bishop, and a
hatchery and processing facilities hi Showell. Tyson Foods operates a feed mill hi Snow
Hill. These businesses contract with local farmers to raise chickens and grow crops to be
processed for chicken feed. Trucks frequently use US 113 to travel to the farms to retrieve
the crops and chickens for processing.
7/7-72
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US 113 Planning Study
Berlin and Snow Hill are the towns in the study area where most of the commercial
establishments, shopping areas and community facilities and services are located. In Bishop,
there are several neighborhood businesses, including two restaurants, a veterinary hospital
and a boat repair business. Some retail businesses and facility stations are also located in
Ocean Pines near the MD 589/MD 90 interchange.
There is a state enterprise zone in Snow Hill. Businesses located in the enterprise zone can
qualify for economic incentives and tax credits by achieving certain landmarks in capital
investment and/or job creation.
The corporate state income tax rate is 7 percent. The state sales tax rate is 5 percent. The
state personal income tax rate varies between 2 and 5 percent. The county personal income
tax rate is 1.5 percent. (Worcester County Department of Economic Development, 1996).
Real property tax rates in the county are $0.76 per $100 of assessed value. The real property
tax rates for Berlin, Ocean City and Snow Hill are $1.44, $1.24 and $1.48, respectively, per
$100 of assessed value (Worcester Co. Dept. Of Economic Development, 1996).
c. Land Use
Existing Land Use
Several communities are located within the US 113 study area. Ironshire, Basket Switch, and
Wesley in the southern study area and Jones, Friendship, Showell and Bishop in the northern
study area, are small, predominantly residential crossroad communities located along US
113. One and two story single family detached housing are the dominant housing types in
these communities. In Showell, Perdue Chickens operates a hatchery and a processing
facility. In Bishop, there are several neighborhood businesses, including two restaurants, a
veterinary hospital and a boat repair business. Other industries in Bishop include a poultry
processing and feed null operation and an asphalt plant. As the only community in the study
area with village zoning, Newark displays the architectural and development history
characteristics of the county. New development is to be carefully considered for its impact
on the existing community character.
Ocean Pines is a private residential community located east of the study area along the
coastal bay. The dominant housing type in this area is a single family detached dwelling unit.
Some retail businesses and fueling stations are located near this community near the MD
589/MD 90 interchange.
To regulate and guide land use, Worcester County has adopted a zoning ordinance,
subdivision regulations and a comprehensive development plan. The existing land use in the
study area is shown on Figures ffl-3A through 3D. Figures ffl-4A through 4D show the
zoning classifications of the land in the study .area. Most of the land in the study area is
" 7/7-13
-------
MIXED RESIDENTIAL/
COMMERCIAL
INDUSTRIAL
INSTITUTIONAL
\ SIS': AGRICULTURAL
FORBST/WOODLANDS
PARSLANIV
RECREATIONAL
KEY MAP
US 113 PLANNING STUDY
Existing Land Use
SOUTHERN STUDY AREA
1
February 1998
Figure
III-3A
-------
RESIDENTIAL
MIXED RESIDENTIAL/
COMMERCIAL \
US 113 PLANNING STUDY
Existing Land Use
SOUTHERN STUDY AREA
PARKLAND/
RECREATIONAL
February 1998
-------
*i
iywii^
RESIDENTIAL ^"'
MIXED RESIDENTIAL/
COMMERCIAL
INDUSTRIAL
INSTITUTIONAL
•§•:•:• AGRICULTURAL |
FOREST/WOODLANDS
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Gf\\ rrucDKi ^TI ir%\^ AREA
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February 1998
Figure
III-3C
-------
MIXED RESIDENTIAL/
COMMERCIAL
INDUSTRIAL
nsfSTrnrnoNAL
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US 113 PLANNING STUDY
Existing Land Use
NORTHERN STUDY AREA
Mvytend
St*t»Hlghw»y
Adnlnfstntlon
February 1998
Figure
II1-3D
-------
A-1: Agriculture
B-1: Neighborhood Business
B-2: General Business
C-1: Conservation
E-1: Estate - Large Lot, Low Density residential
M-1: Light Industrial
M-2: Heavy Industrial
R-1: Residential - Single Family (1 dwelling per acre)
R-2: Residential - Single Family (1 dwelling per 1/2 acre)
R-3: Residential - Single Family / Multt Family
R-4: Residential-Single Family/Multi Family; . ,
Hotel and Motel
V-1:Village -"-.'..'- W-
KEY MAP
US 113 PLANN1NQ STUDY
Zoning Classifications
SOUTHERN STUDY AREA
Uaryttml
• Sfst&.Htghwsy,
Administration ,
February 1998
Figure
UI-4A
-------
A-1: Agriculture
B-1: Neighborhood Business
B-2; Genera] Business
C-1: Conservation
E-1: Estate - Large Lot, Low Density residential
M-1: Light Industrial
M-2: Heavy Industrial
R-1: Rosldontial - Single Family (1 dwelling per acre)
R-2: Rosidenllal - Single Family (1 dwelling per 1/2 acre)
R-3: Residential - Single Family / Mutti Family
R-4: Residential - Single Family / Multi Family;
Hotel and Motel
V-l:VWage
KEY MAP
US 113 PLANNING STUDY
Zoning Classifications
SOUTHERN STUDY AREA
0
MSwytentf
Stmt»Hlghw»y
AdmlnlttrfUon
Febaiary 1998
Figure
IJI-4B
r
-------
Legend
A-1: Agriculture
B-1: Neighborhood Business
B-2: General Business
C-1: Conservation
E-1: Estate - Large Lot, Low Density residential
M-1: Light Industrial
M-2: Heavy Industrial
R-1: Residential - Single Family (1 dwelling per acre)
R-2: Residential - Single Family (1 dwelling per 1/2 acre)
R-3: Residential - Single Family / Multi Family
R-4: Residential - Single Family / Multi Family;
Hotel and Motel
V-1: Village
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..:. V-. A*
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IRONSHIREi
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KEY MAP
US 113 PLANNING STUDY
Zoning Classifications
SOUTHERN STUDY AREA
Mwytanrf
Stata Highway
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February 1998
Figure
III-4C
-------
DELAWARE SUSSEX. . COUNTY.- , ,,' '
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MARYLAND
BISHQPVILLE
A-1: Agriculture
B-1: Neighborhood Business
B-2: General Business
C-1: Conservation
E-1: Estate - Large Lot, Low Density residential
M-1: Light Industrial
M-2: Heavy Industrial
R-1: Residential - Single Family (1 dwelling per acre)
R-2: Residential - Single Family (1 dwelling per 1/2 acre)
R-3: Residential - Single Family/ Multi Family
R-4: Residential - Single Family / MulS Family;
Hotel and Motel
V-1: Village
i- _•' ^-*-""» .,•;• >
US 113 PLANNING STUDY
Zoning Classifications
NORTHERN STUDY AREA
Mtorytend
St*t»Hlghwty
Admlnitimton
February 1998
-------
US 113 Planning Study
zoned for agricultural use. Farms are located throughout the project corridor with cultivated
fields and chicken houses as the dominant agricultural features in the study area. Corn,
wheat, barley and soybeans are the crops grown the most in the study area. Minor
subdivisions of five dwelling units per parcel are permitted in agricultural-zoned land areas.
In addition, in September 1997, The Worcester County Planning Commission adopted a
Supplement to the 1989 Comprehensive Development Plan for Worcester County, Maryland.
This document sets forth the goals, objectives, background/basic issues, concepts and
recommendations for land use and planning necessary to bring Worcester County into
compliance with Maryland's Economic Growth, Resource Protection and Planning Act of
1992.
Other zoning classifications in the study area include Neighborhood Business (B-l) General
Business (B-2), Light Industrial (M-l), Heavy Industrial (M-2), Rural Estate (E-l), Low
Density Single Family Residential (R-l and R-2), Medium and High Density Single-Family
and Multi-Family Residential (R-3 and R-4), Village (V-l) and Conservation (C-l).
Descriptions of general land use permitted in these zones are shown in Table ni-8.
Worcester County land use trends between 1973 and 1990 are shown in Table ffl-9. Between
1973 and 1990, Worcester County experienced a 33 percent increase in total development,
most of which was a result of residential development. In 1973, approximately 3.7 percent
of the total land area was developed. In 1990, approximately 4.9 percent of the total land
area was developed.
111-14
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US 113 Planning Study
Table III-S: Zoning Classifications
^ningieiassificafioifj
A-l
B-l
B-2
C-l
E-l
M-l
M-2
R-l
R-2
R-3
R-4
V-l
M
Agriculture: agriculture and forestry are preferred land uses; minor
subdivision of up to five dwelling units per parcel permissible
Neighborhood Business: retail business use serving the nearby community
General Business: larger scale of retail, office and service businesses
permitted
Conservation District: Sensitive environmental areas including
jurisdictional wetlands, stream valleys, drainage ways and muck & alluvial
soils in the Pocomoke River
Estate: large lot/low density residential development; cluster development
encouraged to maintain open space and provide buffer for habitat and water
quality
Light Industrial: warehousing, light manufacturing
Heavy Industrial: warehousing, heavy manufacturing
Residential: single family dwellings on at least 1 acre lots
Residential: single family dwelling on at least 0.5 acre lots
Residential: single family and multi-family residential use
Residential: single family and multi-family residential use; hotels and
motels
Village: provides for and preserves the character of the existing non-
incorporated population center. Mixing of land uses should not be
permitted unless deemed consistent with the existing community character
Source: Worcester County Planning, Permits and Inspections office
7/7-75
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US 113 Planning Study
Table III-9: Worcester County Land Use Trends, 1973-1990
Low Density
Residential
3,500
4,786
5,221
6,549
87.1
Med./High Density
Residential
2,505
2,774
2,877
3,000
19.8
Commercial/
Industrial
2,507
2,705
2,840
2,982
18.9
Institutional/Open
2,181
1,753
1,830
1,879
-13.8
Bare Ground
493
557
416
542
9.9
Total Development
Agriculture
11,186
98,948
12,575
99,588
13,184
100,222
14,952
99,716
33.7
0.8
Forest
170,336
168,275
167,020
165,489
-2.8
Extractive/Barren
1,923
1,949
1,962
1,962
2.0
Wetland
21,846
21,852
21,851
21,805
-0.2
Total Resources
293,053
291,664
291,055
288,972
-1.4
Total Land
304,239
304,239
304,239
303,924*
-0.1
Water
140,310
140,310
140,310
140,625
0.2
Total Area
444,549
444,549
444,549
444,549
constant
Source: "Maryland's Land, 1973-1990, A Changing Resource."
Maryland Office of Planning Publication 91-8
•*
Notes: Water area before 1985 was assumed constant
*Adjusted based on 1985 and 1990 polygon data
Wetlands include forested and non-forested wetlands, including tidal flats, tidal and non-tidal marshes, upland
swamps, and wet areas.
Data presented in this table is based on aerial photographs.
7/7-75
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US 113 Planning Study
Future Land Use
The land use goal of Worcester County is to locate the major portion of the county's future
population in the northern portion of the county (around Ocean City) and in existing town
centers while maintaining the rural nature of the county and safeguarding its environment for
future generations (Worcester County Planning Commission, 1989). As developable land
in Ocean City becomes scarcer and more expensive to develop, the coastal bay areas west
of Ocean City have and are projected to continue to accommodate development.
Table HI-10 shows the land use forecast to the year 2020 for Worcester County. As stated
earlier, the Supplemental Comprehensive Development Plan was adopted by the Worcester
County Planning Commission September 16,1997. A new land use map was not developed
by WCPPI as part of the comprehensive plan update. Worcester County is developing a new
Comprehensive Development Plan. It is expected to be complete in two years time. Total
development is projected to increase approximately 38 percent between 1990 and 2020. Of
the 303,924 acres of land area in Worcester County, only an estimated 24,364 acres of land
(8 percent of the entire land area in the county) are projected to be in development by the
year 2020. Figure DI-5 depicts the county's comprehensive development plan, as of 1989,
and the recommended pattern of land use. A general description of the land uses is listed in
Table IH-8. "Suburban" land use allows 6 dwelling units per acre whereas "Suburban
Residential" land use allows 4 dwelling units per acre. Future growth should focus on land
in and around Ocean City and existing town centers to accommodate the vacation/second
home population and existing town center areas and sustain the work force for resort-related
industries and businesses (Worcester County Planning Commission, 1989).
Worcester County's natural environment is its principal attraction for population and
economic growth. Growth will continue in the county as long as quality natural resources
can be maintained (Worcester County Planning Commission, 1989). County land use
objectives include "encourage new development projects to locate in or near the existing
population centers and service centers (where planned) but also discourage development of
the rural areas of the county" and "maintain the rural character of Worcester and its existing
population centers, small towns and villages" (Worcester County Planning Commission,
1989). The responsibility of regulating land use and development rests with the Worcester
County Commission and the WCPPI office.
In the Worcester County Comprehensive Development Plan, the dualization of US 113 is
designated as an Area of Critical State Concern, which is defined as one that deserves special
planning attention and involves or affects more than one local jurisdiction. The plan also
recommends that direct access to major roadways should be limited and directed towards
local "feeder" or collector streets. Zoning controls should be carefully used to limit
development to selected areas along the right-of-way (Worcester County Planning
Commission, 1989). According to the 1997 Supplement to the 1989 Comprehensive
Development Plan for Worcester County, Maryland, no land area surrounding the proposed
" 7/7-77 " ~~~
-------
LEGEND
SUBURBAN
SUBURBAN RESIDENTIAL
VILLAGE
ESTATE
Cr'.VJ AGRICULTURE
PARK LAND
CONSERVATION
COMMERCIAL CENTER
\
CEAN
CITY
Source: Worcester County Comprehensive Plan
ApriM989
t
N
NOT TO SCALE
US 113 PLANNING STUDY
Comprehensive
Development Plan
Hfrytmnd
Start* Mghwty
February 1998
Figure
119-5
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US 113 Planning Study
U.S. 113 construction zone will be subject to any new local provisions that would prevent
the implementation of roadway improvements. It is also suggested that the county
implement a "corridor overlay zone" along the right-of-way in cooperation with the State
Highway Administration and other agencies.
The population centers of the county (Berlin, Newark, Snow Hill, Pocomoke City, Ocean
City) have the infrastructure (i.e., sewerage and sewage disposal systems) in place to support
existing and future development. Except in Newark, there is no public sewerage in the US
113 study area. There are no plans to expand sewerage in the study area. If a development
cannot be supported by a septic system, then the developer must install the infrastructure for
the development at his/her own expense (Morris, 1997). The Maryland Department of the
Environment's two acre septic requirement and the necessity for on-site wastewater
treatment will limit densities hi areas not serviced by public sewage. (Worcester County,
1997).
Some low density, single family houses have recently been constructed or are under
construction along Shingle Landing Road and Bunting Road in the northern study area
adjacent to the location of a proposed new garden center. A new place of worship, Temple
Bat Yam, is presently under construction just north of the MD 90/US 113 interchange. No
new development is taking place in the southern study area. According to WCPPI, there has
been little pressure or interest to develop large scale commercial or residential projects in the
US 113 study area. Most of the people who relocate to Worcester County want to live near
or on the water (Morris, 1997). For that reason, new development is occurring on the
northern bayfront areas of the county. This geographical area is linked to US 113 by MD 90,
Racetrack Road (MD 589), Bishopville Road (MD 367), Jarvis Road, Bunting Road and
Shingle Landing Road. It is anticipated that there will be a demand for development along
the southern bayfront areas and MD 611 north of its intersection with Assateague Road
(Worcester County Planning Commission, 1989).
111-18
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US 113 Planning Study
Table IH-10: Worcester County Land Use Forecast, 1990-2020
Very Low Density
Residential(1)
2,703
3,231
3,650
3,981
47.3 %
Low Density
Residential<2)
6,549
7,570
8,381
9,019
37.7
Med./High Density
Residential(3>
3,000
3,436
3,783
4,056
35.2 %
Commercial/
Industrial
2,982
3,465
3,849
4,151
39.2%
Institutional and Open
1,879
2,183
2,425
2,616
39.2%
Bare Ground(4)
542
542
542
542
0.0%
Total Development
17,655
20,427
22,630
Agriculture
98,700
97,657
96,829
24,364
38.0%
Forest
163,802
162,072
160,698
159,616
-2.5%
Extractive and Barren(4>
1,962
1,962
1,962
1,962
0.0%
Wetland (4>
21,805
21,805
21,805
21,805
0.0%
Total Resources
286,269
283,497
281,294
279,560
-2.3%
Water »
140,625
140,625
140,625
140,625
0.0%
Total Area
444.549
444.549
444.549
444.549
constant
Source: "Maryland Land Use/Land Cover 1990-2020 Forecast."
Maryland Office of Planning, 1992
Notes: (1) 1 dwelling unit/5 acres to 1 dwelling unit/20 acres
(2) 0.2 dwelling unit/acre to 2 dwelling units/acre
(3) 2 dwelling units/acre to > 8 dwelling units/acre
i and IH-10 tot year 1990 Total Development, Agriculture and Forest categories
rsflgel diffgreness in Maryland Office of Planning source material. Wetlands include forested and non-
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US 113 Planning Study
B. Cultural Resources
Historic structures identification and evaluation studies and a Phase I archeological identification
have been completed for the project. Letters from the State Historic Preservation Officer (SHPO)
coordinating both historic structures and archeological resources in the study area are presented in
Chapter VI. The SHPO has concurred that 6 of the 21 historic structures identified in the project's
Area of Potential Effects (APE) are eligible for the National Register of Historic Places (NRHP), as
described below. One additional historic site, the Maryland/Delaware State Line Marker (WO 480),
listed in Table DI-11, was determined by Maryland Historical Trust (MHT) to be eligible for the
National Register, but is outside the project's APE. These properties are listed in Table ffi-1 1 and
their locations are shown in Figure ffl-6.
The area of potential effects (APE), concurred upon by the Maryland Historical Trust on August 30,
1995, was defined to include the area 500 feet east and west of the existing US 113 roadway in most
of the project corridor. In the northern portion of the study area, from north of the town of Berlin
to the Delaware line, where relocation alternatives are also being studied, the APE width was
expanded to approximately 500 feet beyond the limits of the easternmost and westernmost
alternatives and included the intervening area. The western boundary of the northern study area
extended to the Maryland and Delaware Railroad Corridor.
1. Significant Historic Structures
The National Register's standards for evaluating the significance of properties were
developed to recognize the accomplishments of all peoples who have made a contribution
to our country's history and heritage.
The quality of significance in American history, architecture, archeology, and culture is
present in districts, sites, buildings, structures, and objects that possess integrity of location,
design, setting, materials, workmanship, feeling, and association, and:
(A) that are associated with events that have made a significant contribution to the broad
patterns of our history; or
(B) that are associated with the lives of persons significant in our past; or
(C) that embody the distinctive characteristics of a type, period, or method of
construction, or that represent the work of a master, or that possess high artistic
values, or that represent a significant and distinguishable entity whose components
may lack individual distinction; or
(D) that have yielded, or may be likely to yield, information important hi prehistory or
history.
7/7-20
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US 113 Planning Study
Table III-ll: Historic Standing Structures in the Study Areas
WO 23
St. Martin's Church
NRrj:
WO 283
Hale Farm/Mariner Farm
NRE
WO 284
Lemuel Showell House
NRE
WO 289
Showell Store
NRE
WO 317
Rochester Farm
Not NRE
WO 462
Gibbons Farm
Not NRE
WO 463
Hensley/Amos Farm
Not NRE
WO 464
A.P. Bowen House
Not NRE
WO 465
Parker Farm
Not NRE
WO 466
Barbely Farm
Not NRE
WO 467
J.T. Mumford House
Not NRE
WO 468
Walsh House
Not NRE
WO 471
Erma and Norwood Davis House
Not NRE
WO 472
Vic's Country Store
NRE
WO 473
Calvin E. Davis House
Not NRE
WO 474
Richard J, and Ellen M. Truitt House
Not NRE
WO 475
Hall House
Not NRE
WO 476
Holloway House
Not NRE
WO 477
Virgil and Sarah Webb House
Not NRE
WO 478
Roland W. Beauchamp Feed Storage Buildings
Not NRE
WO 479
Transpeninsular Line Marker
NRE
WO 480
Maryland/Delaware State Line Marker
NRE
**
Legend:
$ Listed on the National Register
* National Register Eligible
* * This resource is National Register Eligible and outside the area of potential effect.
777-27
-------
r /?• |-,:::.'R'•"
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'DELAWAJRE
Transpeninsular-
Lfne Marker
BISHOPVILLE
• \\& \
\ W '
J
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US 113 Planning Study
The following historic structures in the study area were identified as listed on or eligible for
the National Register.
St. Martin's Church (WO-23). St. Martin's Church, entered on the National Register on
April 13,1977, is situated on the west side of US 113 at the intersection with Racetrack Ruad
(MD 589), south of the community of Showell. It is also a Maryland Historical Trust
easement property. The church is significant as one of the few mid-18th century structures
in Maryland. It is architecturally significant under criterion C for its fine construction
features and conveys a strong association with the early history of Worcester County. The
present brick building was constructed in 1759 to replace an earlier Anglican structure.
Hale Farm/Mariner Farm (WO-283). The Hale Farm/Mariner Farm, determined eligible
in April 1996, is located on the east side of US 113 between MD 90 and MD 589, south of
Showell. The property, including a mid-19th century farmhouse, a log corncrib, and a
smokehouse, provides an excellent representative example of an intact, mid-19th century
farmhouse and a cohesive grouping of domestic outbuildings, and is eligible for the Register
under criterion C (as a representative of a type).
Lemuel Showell House (WO-284). The Lemuel Showell House, determined eligible for the
National Register of Historic Places in June 1990 under criterion B (for its association with
important individuals) and C (as a representative of a type), is located on the east side of US
113 south of Pitts Road. The ca. 1830 house is the oldest in the Showell area and one of a
few Federal-style houses in northern Worcester County. The house is also significant for its
association with the prominent Showell family, and particularly with Lemuel Showell ID,
who was instrumental in financing railroad construction and development of the resort of
Ocean City. The house was moved in the 1930's, but is considered of exceptional local
significance, and retains sufficient integrity of setting to justify inclusion on the Register
(Little 6-14-90 letter to Ege).
Showell Store (WO-289). The Showell Store, determined eligible in January 1997, is
located at the northwest comer of US 113 and Pitts Road in Showell. Significant as a village
store and commercial center for the surrounding area from the mid-19th century to the
present, the Showell Store is considered eligible for the National Register under criterion A,
as it reflects the broad patterns of local history. Archeological Site 18WO209, at this time
considered potentially eligible for the Register based on its information potential (criterion
D), is within the boundary of the Showell Store.
Vic's Country Store (WO-472). Vic's Country Store, determined eligible for the National
Register in March 1996 under criterion C (as a representative of a type), is located on the east
side of US 113 at the intersection of Carey Road, Jones Road, and Friendship Road. The
building is a good, intact example of early 20th century roadside architecture, and as a store/
gas station in a small crossroads community — once quite common, but now a dying form.
Archeological site 18WO213, considered ineligible for the Register based on the results of
the Phase I surveys is within the boundary of Vic's Country Store.
7/7-22
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US 113 Planning Study
Transpeninsular Line Marker (WO-479). The Transpeninsular Line Marker, determined
eligible in April 1996 under criterion A (for its association with important historical events),
is located on the east side of US 113 at the Maryland/Delaware state line. It marks the
boundary between the two states.
2. Archeological Sites
A Phase I archeological survey was performed to identify archeological sites within the
project area, and to obtain preliminary information about their potential eligibility for the
National Register of Historic Places. The survey identified 39 archeological sites and 47
non-site isolated artifacts or artifact scatters. All of the 39 defined archeological sites contain
components dating to the historic period, and thirteen of them also contain prehistoric
components. Twenty of the sites may be eligible for listing on the National Register of
Historic Places, and eighteen of these are likely to be impacted by one or more of the project
alternatives. The eighteen sites include three dating to the prehistoric period, two dating to
both the prehistoric and historic periods, and thirteen dating exclusively to the historic
period. Formal determinations of eligibility will be accomplished in a subsequent phase of
archeological research, after alternative selection.
On March 7,1997, SHA provided the Maryland State Historic Preservation Office (SHPO)
with a copy of the draft archeological report for Phase I investigations. By letter dated March
18,1997, the Maryland SHPO concurred with SHA's determination that all build alternatives
will have adverse effects on historic properties, and that a reasonable and good faith effort
was made to identify archeological sites within the project's APE. The SHPO was unable
to concur on the adequacy of the archeological report, however, and a revised report
responding to their comments was submitted on April 10,1997. The SHPO concurred on
the adequacy of the revised draft report on April 23,1997.
Five of the recorded prehistoric sites may be eligible for the National Register of Historic
Places based on their ability to provide important information about the past, and four of the
five may be impacted by the undertaking. 18WO184 dates between 500 B.C. and A.D. 600,
within the Woodland I period. A possible feature suggests that it may represent a periodically
revisited campsite. 18WO185 contains Woodland period ceramics and a possible feature
that suggests it too may represent a campsite.
Prehistoric sites 18WO193 and 18WO203, are of unknown age that have the potential to
contain intact, subplowzone archeological deposits. These three sites are within areas likely
to be impacted by construction of one of the alternates retained for detailed study. Further
archeological work will be undertaken at the appropriate time on the prehistoric sites
considered potentially eligible for the National Register and subject to impact from the
project.
Site 18WO215 is a Woodland period site with evidence to suggest that it may have been a
habitation site. While it may be eligible for the National Register, it is outside the project's
construction limits and will not be impacted by the undertaking.
7/7-23
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US 113 Planning Study
The remaining seven sites with prehistoric components located within the project's APE
appear to lack the artifact density, patterned artifact distributions, or intact deposits necessary
to provide significant data concerning the prehistoric occupation of the Eastern Shore. For
these reasons, Phase I survey concluded that they are unlikely to be able to yield important
information, and are not considered eligible for the National Register of Historic Places.
Fourteen potentially significant historic, rural/residential sites were identified within the
construction limits of the undertaking, five dating to the 18th and 19th centuries (18WO183,
18WO190, 18WO194, 18WO201, and 18WO204), two dating exclusively to the 19th
century (18WO181 and 18WO185), two dating between the 18th and 20th centuries
(18WO191 and 18WO195), and five dating to the 19th and 20th centuries (18WO196,
18WO197,18WO209,18WO212, and 18WO214). Testing at these sites suggests that intact
features, subplowzone deposits, or artifact distributions might be present that could yield
significant sociocultural and economic information relating to early agrarian lifeways in the
region. The existence of a sizable sample of potentially significant historic period sites also
makes it possible to evaluate temporal differences between sites reflecting changing
sociocultural or socioeconomic conditions.
Testing of historic site 18WO202 encountered the remains of a brick pier beneath the
plowzone, and the landowner suggested that a blacksmith shop or foundry once stood at this
location. The site may be able to provide important information about historic economic,
commercial, and industrial patterns, and may be eligible for the National Register.
In all, fifteen historic period sites that may be eligible for the National Register are likely to
be impacted by one of the alternates under study, and will require Phase n archeological
evaluation to determine their eligibility.
Historic period sites 18WO215 and 18WO216 may be eligible for the National Register, but
are outside the project's construction limits and will not be impacted by the undertaking.
The remaining 24 sites with historic period components appear to lack the artifact density,
patterned artifact distributions, or intact deposits necessary to provide important information
about the history of the region. For these reasons, they are unlikely to be able to yield
important information, and are not considered eligible for the National Register of Historic
Places.
C. Topography, Geology, and Soils
1. Topography
Worcester County is located entirely within the Coastal Plain Province where the topography
of the land is generally low lying and very gently rolling. However, steep areas are
encountered within the county. Slopes are found along swales and ridges, stream channels,
111-24
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US 113 Planning Study
depressions and dunes. The highest point encountered in Worcester County is 65 feet above
sea level and is located near Furnace, Maryland approximately 4 miles northwest of Snow
Hill, Maryland (SCS, 1973).
2. Geology
The study area is located entirely within the Coastal Plain Physiographic Province and
consists of sediments deposited in the Quaternary and Tertiary Ages (Quaternary age is from
the present to two million year before the present; Tertiary age is from two million to 65
million years before the present) based upon the Geologic Map of Worcester County,
Maryland, 1978. The Quaternary and Tertiary sediments consist of gravel, sand, silt, clay,
and shell fragments and are generally more than one mile thick. Crystalline bedrock of the
Precambrian and Paleozoic Ages underlies these sediments and dips to the southeast
(Maryland Geologic Survey, 1978).
The sediments deposited in the Quaternary period consist mainly of the Omar Formation
with minor amounts of the Ironshire and Parsonsburg Sand Formations. Isolated areas of the
Kent Island Formation and alluvium are encountered along the alignment (Maryland
Geologic Survey, 1978). The surficial geology of the study area is shown on Figures ffl-7A
through 7D.
The Omar Formation consists of two major interstratified sediment fades: light colored sand
and dark-colored sandy clay-silt or silty clay. The light colored facies are mostly medium
sands, typically 15 feet thick, and the dark colored facies are interbedded silty sands, silts and
silty clay varying hi thickness from three to five feet. The maximum thickness of this
formation is about 65 feet (Maryland Geologic Survey, 1978).
The Ironshire Formation consists of two major sediment facies: the light-colored sand facies
and the light- to dark-colored silty to clayey sand and sandy silt. These facies grade into
interbedded sands and clays in a northerly direction. The Parsonsburg Sand Formation
consists of light colored medium to coarse grained sand on isolated ridges bordered by the
Omar Formation (Maryland Geologic Survey, 1978).
The Kent Island Formation consists of interstratified clay, silt and sand and is most
widespread hi the Pocomoke River Valley. This formation ranges in thickness from less than
three feet to hi excess of 40 feet. Alluvial soils are encountered generally along streams and
consist of sand, gravelly sand and clayey swamp deposits. These deposits are loosely
consolidated and range hi thickness from approximately three to six feet (Maryland Geologic
Survey, 1978).
Within the project study areas, the Tertiary deposits underlying the Quaternary deposits
consist of the Beaverdam Sand and Yorktown-Cohansey (?) Formations. The Beaverdam
sand deposits of the Pliocene Age (from two million to five million years before the present)
consist of sand and silty sand interbedded with gravelly sand and clay-silt and are exposed
7/7-25
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Legend
Qo Omar Formation
Qi Ironshire Formation
Qp ParsonsburgSand
Qk Kent Island Formation
Qal Alluvium
Tb Beaverdam Sand
KEY MAP
US 113 PLANNING STUDY
Geologic Map
SOUTHERN STUDY AREA
JUvybmT
Sttt»Hlghw»y
MmlnUtMea
February 1998
Figure
8I9-7A
-------
-------
I I Qo Omar Formation
Qi Ironshire Formation
Qp ParsonsburgSand
cl Qk Kent Island Formation
Qa! Alluvium
Tb Beaverdam Sand
N
,(.( 0 10002000 3000 4000
SCALE IN FEET
US 113 PLANNING STUDY
Geologic Map
SOUTHERN STUDY AREA
Figure
HI-7C
February 1998
-------
/Sludy L!mita:ovvll-Lt
MARYLAND
BISHOPVILLE
Qo Omar Formation
Qi Ironshire Formation
Qp Parsonsburg Sand
Qk Kent Island Formation
Qal Alluvium
Tb Beaverdam Sand
FRIENDSHIP
US 113 PLANNING STUDY
Geologic Map
NORTHERN STUDY AREA
. .
yxx/vx/v,/
Figure If"
III-7D I
February 1998
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US 113 Planning Study
at the northern portion of the study area at deep channels. This formation is thickest north
of Ocean City, Maryland where it is more than 100 feet thick (Maryland Geologic Survey,
1978).
The Yorktown-Cohansey (?) Formation of the Miocene Age (from five million to 23 million
years before the present) in the Tertiary Period underlies the Beaverdam Sand and is not
exposed at the surface. These sediments are predominantly interbedded clay-silt and sand
or gravelly sand (Maryland Geologic Survey, 1978).
3.
Soils
Based upon the Soil Conservation Service (SCS) Soil Survey for Worcester County,
Maryland, 1973, the soils encountered along the project alignment consist primarily of sandy
loams and silt loams underlain by loamy sands or sands. These soils are classified into soil
series according to similar soil profiles as determined by the Soil Survey. The soil series
encountered along the majority of the project alignment are the Othello, Fallsington,
Woodstown, Sassafras, Mattapex, Matapeake and Pocomoke series. Other soils series
encountered are the Fort Mott, Lakeland, Klej, Portsmouth and Plummer series (SCS, 1973).
A brief description of the common soil series encountered within the study areas are
contained in Table ffl-12. The soil series have been grouped into soil associations based on
similar soil forming processes and geographic setting. These associations are shown on
Figures m-8 A through 8D.
Table ffl-12: Description of Common Soil Series in the Study Area
Othello Series
Nearly level, poorly drained silt loam
Fallsington Series
Nearly level, poorly drained sandy loam to loam
Woodstown Series
Gently sloping, moderately well drained sandy loam to loam
Sassafras Series
Level to steep, well drained sandy loam to loam
Mattapex Series
Gently sloping, moderately well drained sandy loam to loam
Matapeake Series
Level to steep, well drained sandy loam
Pocomoke Series
Nearly level, poorly drained sandy loam to loam
The characteristics of each of the soil series have been evaluated for the suitability of the
soils for engineering projects. The properties of soils important for design and construction
include permeability, compactibility, drainage and shrink-swell potential. Other
considerations are topography, natural drainage, depth to ground water and hazard of
flooding (SCS, 1973). ;
7/7-26*
-------
FaJlsIngton-Woodstown-Sassafras Association
Mattapex-Matapeake-Portsmouth Association
Olhfllto-Faltslngton-Portsmouth AssodaUon
Pctonraka-RuUedge-Plummer Association
Muck Association
Lakeland-Klej-Plummer Association
KEY MAP
US 113 PLANNING STUDY
Soil Associations
SOUTHERN STUDY AREA
| Feb-ua-yia* |
-------
Legend
FaJIsington-Woodstown-Sassafras Association
Mattapex-Matapeake-Portsmouth Association
Othello-Fallsington-Portsmouth Association
Pokomoke-Rutiedge-Plummer Association
Muck Assodatton ,
Lakeland-Klej-Plummer Association ..... •
KEY MAP
US 113 PLANNING STUDY
Soil Associations
SOUTHERN STUDY AREA
Mmimnntio
February 1998
Figure
Ill-SB
-------
Fallslngton-Woodstown-Sassafras Association
Mattapex-Matapeake-Portsrnouth Association
I f Othello-Fallsington-Portsmouth Association
1" I Pokomoke-Rutledge-Plummer Association
I I Muck Association
Lakeland-Wej-Plummer Association
AK XA_S*«1 V '
^•-<::- M "^ IN ^CT
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f-^*A^
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ass^ *- cV— r- J
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KEY MAP
US 113 PLANNING STUDY
Soil Associations
SOUTHERN STUDY AREA
Jt rfn, tnlmf. ^f.. ..
M UlfUnlmamOvn
Febaiary1998
Figure
III-8C
-------
Fallsington-Woodstown-Sassafras Association
Mattapex-Matapeake-Portsmouth Association
Othello-Fallsington-Portsmouth Association
Pokomoke-Rutledge-Plummer Association
Muck Association
Lakeland-Klej-PIummer Association
;' H--'") *.,
HUAU
L^
SHOWELL
\v FRIENPSHIP
US 113 PLANNING STUDY
Soil Associations
NORTHERN STUDY AREA
Figure
IH-8D
February 1998
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US 113 Planning Study
The estimated permeability of the soils encountered along the project ranges from low to
high. The Othello, Fallsington and Mattapex series contain soils with permeabilities as low
as 0.2 inches per hour. Soils encountered hi all of the series within the study area are
estimated to have permeabilities as high as 6.3 inches per hour. The soils range from poorly
drained to well drained and have little potential for shrink-swell. Most of the soils, however,
are severely affected by frost action. Soils in each of the soil series are affected by a
seasonable high water level with the water table near ground surface (SCS, 1973).
Representative soils have been tested by the SCS to determine maximum soil density.
Maximum dry densities of the soils in the soil series encountered within the study area vary
from 90 to 125 pounds per cubic foot with optimum moisture contents ranging from 7 to 18
percent (SCS, 1973). The compaction standard to which the test results conform was not
stated by the Survey. Soil density testing for soils within the study area should be performed
at locations of proposed roadways, pipelines, and embankments to verify published
information.
Soils encountered along the project alignment have been evaluated for pipeline, roadway, and
embankment constructability. The Othello soils provide poor stability for pipeline, roadway,
and embankment construction. These soils are highly credible and are susceptible to severe
frost action. The ground water table is encountered at or near ground surface (SCS, 1973).
The Mattapex and Pocomoke soils provide fair stability for construction. Ground water is
high and the soils are susceptible to severe frost action. The Mattapex soils are highly
credible while the Pocomoke soils are moderately credible (SCS, 1973).
The Fallsington and Matapeake soils provide fair to good stability for construction. The
Fallsington soils contain a high water table where the Matapeake soils encounter water at
more than five feet in depth. Soils hi each of these series are susceptible to severe frost
action and are moderately credible (SCS, 1973).
The Sassafras and Woodstown soils provide good stability for pipeline, roadway, and
embankment construction. The Woodstown soils have a high water table and are susceptible
to severe frost action. The Sassafras soils encounter water at more than five feet in depth and
are subject to moderate frost action. Soils in each of these series are moderately credible
(SCS, 1973).
D. Farmlands
1. Introduction
Agriculture is the dominant land use adjacent to US 113 in the study area. In Worcester
County, farms are located throughout the project corridor with cultivated fields and chicken
houses as the dominant agricultural features. Poultry processing and feed mill operations are
located in Bishop, Showell, Berlin and Snow Hill. Figures EI-3A through 3D show the
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US 113 Planning Study
agricultural land use within the study area. The crops that are mostly grown in the study area
are corn, soybeans, barley and wheat according to the Worcester County USDA Natural
Resources Conservation Service (NRCS).
2. Farmland Soils
The NRCS, formerly the Soil Conservation Service (SCS) located in Snow Hill was
contacted to obtain information regarding prime farmland soils and farmland soils of
statewide importance. Listings of these soils were received, reviewed, and coordinated with
maps in the Soil Survey of Worcester County, dated May, 1973. The prime farmland soils
and soils of statewide importance are shown in Tables ffl-13 and m-14, respectively, as well
as in Appendix B. Figures DI-9A through 9D show the distribution of the prime and
statewide important farmland soils in the southern and northern study areas.
-------
) KEY MAP
*.. STATE
*J.
X'N
Legend
TTTI Prime Farmland Soils
Statewide Important Farmland Soils
I
^
S113 PLANNING STUDY
Prime and Statewide
Important Farmland Soils
SOUTHERN STUDY ARl
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US 113 PLANNING STUDY
Prime and Statewide
Important Farmland Soils
SOUTHERN STUDY AREA
Prime Farmland Soils
Statewide Important Farmland Soils
Maryland
Stats Hightny
Administration
Figure
US-SB
February 1998
-------
US 113 PLANNING STUDY
Prime and Statewide
Important Farmland Soils
SOUTHERN STUDY AREA
Prime Farmland Soils
Statewlda Important Farmland Soils
February 1998
-------
,* ,,
US 113 PLANNING STUDY
Prime and Statewide
Important Farmland Soils
NORTHERN STUDY AREA
—~.-.v.?.i Prime Farmland Soils
Statewide Important Farmland Soils
February 1998
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US 113 Planning Study
Table 111-13: Prime Farmland Soils
MdA
MdB
MeA
MeB
MoA
MoB
MpA
MpB
MtA
MIB
SmA
SmB2
S»A
SiB2
WoA
WoB
WdA
WdB
Matapeake fine sandy loam, 0 to 2 percent slopes
Matapeake fine sandy loam, 2 to 5 percent slopes
Matapeake silt loam, 0 to 2 percent slopes
Matapeake silt loam, 2 to 5 percent slopes
Mattapex fine sandy loam, 0 to 2 percent slopes
Mattapex fine sandy loam, 2 to 5 percent slopes
Mattapex loam, 0 to 2 percent slopes
Mattapex loam, 2 to 5 percent slopes
Mattapex silt loam, 0 to 2 percent slopes
Mattapex silt loam, 2 to 5 percent slopes
Sassafras loam, 0 to 2 percent slopes
Sassafras loam, 2 to 5 percent slopes moderately eroded
Sassafras sandy loam, 0 to 2 percent slopes
Sassafras, sandy loam, 2 to 5 percent slopes moderately eroded
Woodstown loam, 0 to 2 percent slopes
Woodstown loam, 2 to 5 percent slopes
Woodstown sandy loam, 0 to 2 percent slopes
Woodstown sandy loam, 2 to 5 percent slopes
?«H','Wr.f 'SoU Sar3tfS&t^$iii3&$ijJH
Fg
Fa
FmA
FmB
KsA
K$B
LroB
LIB
LoB
MdC
McC
Ot
Pm
Pk
Pr
Ft
SaC2
St
Su
8SSSi^^S^I^ 'frroroT't'iSgimnBlr m iBliltfimBftA'hr'n tit iiiyiTMfirtKilfiiiT
Fallsingtoa loam
FaUsington sandy loam
Fort Mott loamy sand, 0 to 2 percent slopes
Fort Mott loamy sand, 2 to 5 percent slopes
Klej loamy sand, 0 to 2 percent slopes
KJej loamy sand, 2 to 5 percent slopes
Lakeland loamy sand, clayey substratum, 0 to 5 percent slopes
Lakeland sand, clayey substratum, 0 to 5 percent slopes
Lakeland-Fort Mott loamy sands, 0 to 5 percent slopes
Matapeake fine sandy loam, S to 10 percent slopes
Matapeake silt loam, S to 10 percent slopes
Othello sib loam
Pocomoke loam drained
Pocomoke sandy loam, drained
Portsmouth sandy loam
Portsmouth silt loam
Sassafras sandy loam, 5 to 10 percent slopes, moderately eroded
St. Johns loamy sandy
St. Johns mucky loamy sand
111-29
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US 113 Planning
The Farmland Protection Policy Act (FPPA), as amended in 1984 and 1994, includes new
criteria defining the situations to which the FPPA applies and to which a Form AD-1006 is
required. Under this legislation, Federal programs are administered in compatibility with
state and local government, and private programs and policies to protect farmland. Under
this legislation, farmland is defined by the NRCS in Worcester County as Prime Farmland
Soils and Soils of Statewide Importance (NRCS, 1996). The criteria for these designations
ate related to soil characteristics such as texture, credibility, depth to water table, slope, and
available moisture.
The prime farmland soils in the northern and southern study areas have been categorized by
the SCS as being in Capability Class I. Class I soils have few limitations that restrict their
use, as they are well drained, occurring on nearly level uplands. Soils of statewide
importance in the study areas include soils in Capability Classes H, ffl and V. The Class H
and IH soils have moderate to severe limitations, such as erosion and variable hydrology, that
reduce the choice of plants and require moderate or special conservation practices. The
Class V soils have hydrology limitations impractical to remove that prohibit uses other than
pasture, range, woodland or wildlife habitats.
The most prevalent soils within the southern study area are of the Othello-Fallsington-
Portsmouth association with minor areas of the Faflsragton-Woodstown-Sassafras and
Mattapex-Matapeake-OtheUo associations. Soils in these associations vary, occurring on
level to steeply sloping areas and are well-drained to poorly and very poorly drained and have
subsoil layers dominantly of sandy clay loam or silty clay loam (SCS, 1973). Approximately
60 percent of these soils are actively being farmed at this time, while the remaining 40
percent occur as forested areas.
The most present soils within the northern study area are of the Fallsington-Woodstown-
Sassafras association. Soils in this association are generally poorly drained to well-drained
occurring respectively on level terrain to steeper slopes. These soils have a dominant subsoil
consisting of sandy clay loam ( SCS, 1973). Approximately 56 percent of these soils are
actively being farmed.
3. Farm Operation
Assessment of Farm Operations and Impacts
Following circulation of the DEIS/Section 4(0 Evaluation and in response to questions
from several Federal resource agencies, a detailed study of farm owners and operators for the
1997 growing season was compiled using data from the Consolidated Farm Service Bureau
in Snow Hill, MD. This information, while providing an accurate assessment of current
parcel usage, is not applicable to future years due to the fact that farm parcel ownership and
usage change due to crop changes, soil conservation measures, and economic factors. Also
contributing to the variability of farm parcel usage is the fact that many farm operators do
not own the land they use. While the study indicated 114 parcels (for this study, parcels
7/7-30
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US 113 Planning Study
which cross US 113 were defined as two separate parcels to indicate the need of the operator
to cross the highway), only 18 of the 114 parcels were farmed by the owner during 1997.
The Natural Resources Conservation Service in Snow Hill states that many farm operators
lease or own parcels that are not adjacent to one another and therefore farm vehicles often
travel on the existing roadways.
A total of 43 farm operators were identified as operating on 114 parcels in the study area, 22
of the 43 operators cultivate only one parcel of land while the remaining 92 parcels are
cultivated by 21 operators. Table ffl-15 shows the distribution of parcels among the farm
operators. The average parcel size in Worcester County is 160 acres, but some farm operators
cultivate nearly 3,000 acres located piecemeal throughout the region.
Table m-15: Farm Parcels per Operator Along US 113
The access needs of farm operators vary according to the time of year and crop. Peak times
of the year for farm vehicle travel on US 113 are planting time and harvesting time During
these times, farm vehicles are common on the roadway, as are the tracks that pick up and
haul the produce to market. The mixture of these slow moving farm vehicles with other
higher speed vehicles including tractor trailer trucks along US 113 creates an additional need
for four travel lanes (a passing lane in each direction).
A count of farm access points compiled from aerial photography and field observations
indicates that there are 70 to 90 farm access points along existing US 113 southern study
area. In the northern study area, 40 to 55 farm access points were along Alternative 3N; 25
to 35 for Alternative 4N; and 25 to 40 for Combination Alternative 3N/4N.
To evaluate the impact of farm access needs on US 113, the distribution of parcels among
the fanners was determined: Table ffi-16 shows all 43 farm operators, how many parcels
they each operate, the location of the parcels referenced to the closest cross street, and the
estimated travel length.
The amount of road travel required for each farm operator varies greatly. The maximum
length of road travel predicted by this study is 8 miles, with the average among those
traveling being 3V4 miles. These farm traffic operations reflect only those farm activities
adjacent to the US 113 roadway, they do not reflect the farm traffic operations of farmers
who travel US 113 to reach parcels outside of the corridor. For this reason, farm vehicle
usage of US 113 discussed is a conservative estimate of actual farm traffic.
111-31
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US 113 Planning Study
Table 111-16: Distribution of Farm Operators Along US 113
t:Opemtm*ij.
XWm&em
I
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
' 28 -
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
fl^ianber'qKi
!^J8S«feftKM
2
1
3
1
2
1
5
6
3
2
2
1
2
1
1
1
1
9
5
, 1
2
1
1
8
3
1
1
5
7
8
2
1
1
1
8
1
1
4
1
1
4
1
1
6.0
0.8
7.6
6.8
0.3
0.8
0.5
0.5
8.0
3.3 .
0.2
5.0
0.7
6.8
3.0
3.5
2.4
6.0
2.2
3.9
•
Newark Rd. (South)
Public Landing Rd.
Hayes Landing Rd to Peerless Rd.
Castle Hill Rd.
Peerless Rd. to Kepler Lane
CedartownRd.
Castle Hill Rd. to Five Mile Branch Rd.
Timmons Rd. to Gunning Club Lane
Goody Hill Rd. to Shire Rd.
Kepler Lane
Public Landing Rd.
Whaleyville Rd.
Porters Crossing Rd. to Five Mile Branch Rd.
Carey Rd.
Castle Hill Rd.
Five Mile Branch Rd.
Carey Rd.
Goody Hill Rd. to Peerless Rd.
Peerless Rd. to Morris Rd.
Racetrack Rd.
Carey Rd.
MD90
Carey Rd.
Five Mile Branch Rd. to Gunning Club Rd.
Market St. to Timmons Rd.
Carey Rd.
Carey Rd.
Hayes Landing Rd. to Kepler Rd.
Cedartown Rd. to Newark Rd. (South)
Newark Rd. (South) to Goodyhill Rd.
Public Landing Rd. to Cedartown Rd.
Snow Hill Rd.
Public Landing Rd.
CedartownRd.
Hayes Landing Rd. to Peerless Rd.
Carey Rd.
Public Landing Rd.
Carey Rd. to Racetrack Rd.
Goodyhill Rd.
Carey Rd.
Snow Hill Rd. to Cedartown Rd.
•Kepler Lane . <
Porters Rd.
7/7-32
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US 113 Planning Study
The largest farm equipment typical in the study area includes combines and farm tractors
with tillers, planters, and sprayers attached. Combines are typically 20 to 25 feet in width and
farm tractor with implements attached are typically 18 to 20 feet in width. These widths can
be reduced by several feet by removal of parts for travel, however, this time consuming and
cumbersome procedure is rarely used by an operator intending to travel only a few miles
along existing US 113.
The maximum speed of a typical piece of farm equipment is 25 mph. Slow speeds combined
with the width of these vehicles interferes with general traffic operations. When possible,
farm operators pull to the side of the road to allow traffic to pass. Because many drivers
attempt to pass these farm vehicles, this movement must take place in the lane of opposite
direction traffic along the two-lane portions of US 113.
E. Ground Water Resources
The project alignment lies within the Coastal Plain Physiographic Province where abundant water
is available from water-bearing beds in the uppermost 500 feet of sedimentary deposits. Ground
water occurs in 14 aquifers ranging from shallow to more than 7,700 feet below ground surface.
Water in shallow wells is obtained from sediment of the Pleistocene and Pliocene Ages while water
for principal areas is obtained from the Pocomoke and Manokin aquifers contained in the Yorktown-
Cohansey (?) Formation (Maryland Department of Geology, Mining, and Water Resources, 1955).
The majority of ground water comes from precipitation that filters through the soil or water that
seeps in from streams. The low relief of the Coastal Plain and the permeability of the soils aid the
retention and infiltration of water to recharge aquifers. Aquifers within this region are generally
saturated by recharge from precipitation. It is estimated that 360 million gallons per day of water
is available from water-bearing beds within the uppermost 500 feet of sedimentary deposits
(Maryland Department of Geology, Mining and Water Resources, 1955). An abundant ground water
supply is available for development within the project area.
Worcester County depends on ground water for its water supply. Residences and businesses in the
northern and the southern study areas operate on well systems for their water supply and septic tanks
for their waste management. Because of high recharge rates in the area and large water holding
capacity of the unconsolidated sediments, wells that yield moderate to large quantities of water can
be constructed almost anywhere in the region (Heath, 1984).
F. Surface Water Resources
Surface waters within the study area are comprised of ponds, streams, rivers and wetlands and are
considered Waters of the U.S. and Waters of the State, including jurisdictional wetlands. Wetlands
are discussed in detail in Section ffl-H. The study area lies within portions of the Pocomoke River
and Atlantic Coastal drainages. Figures ffl-lOA through 10D show the location of these surface
water features and the drainage divide.
7/7-33
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Nassawango Creek
Sub-Watershed
Lower Pocomoke
Sub-Watershed
US 113 PLANNING STUDY
Major Streams and
Drainage Divides
SOUTHERN STUDY AREA
-------
Upper Pocomoke
Sub-Watershed
0 1000 2000 3000. 4000
—OB«BC^—*
SCALE IN FEET
CWncoteague Bay <;'
Sub-Watershed
US 113 PLANNING STUDY
Major Streams and
Drainage Divides
SOUTHERN STUDY AREA
SttbHIghway
Administration
February 1998
-------
Upper Pocomoke
Sub-Watershed
US 113 PLANNING STUDY
ftHajor Streams and
Drainage Divides
SOUTHERN STUDY AREA
February 1998
-------
BISHOPVILLJE
f Wight Bay
/S/90
Sub-Watorshod
US 113 PLANNING STUDY
Major Streams and
Drainage Divides
NORTHERN STUDY AREA
Upper
comol
Sub-Watorshod
Newport Bay
Sub-Watershed .;
lie]
Figure
III-10D
February 1998
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US 113 Planning Study
1. Streams and Rivers J 7
All the streams and rivers within the study areas are classified by the Maryland Department
of the Environment (MDE) as Use I, which indicates that the designated uses include Water
Contact Recreation and Protection of Aquatic Life. Streams within the Pocomoke River
drainage of the southern study area include: Purriell Branch and its tributaries Pattys Branch
and Campground Branch, Poorhouse Branch, Fivemile Branch, and a small tributary of
Coonfoot Branch. Streams within the Atlantic Ocean Coastal drainage of the southern study
area include: Marshall Creek and two small tributaries, Massey Branch, Porter Creek, Goody
Hill Branch, the headwaters of Catbird Creek, and Poplartown Branch and a tributary. In the
northern study area, Crippen Branch, Church Branch, Middle Branch, Birch Branch and
Carey Branch of the Atlantic Ocean Coastal drainage are encountered. The functions
provided by these streams and rivers include production export and nutrient removal/
transformation.
The streams throughout both study areas vary hi width from approximately 5 feet up to
approximately 70 feet and in depth from approximately 8 inches to greater than 6 feet.
Review of respective United States Geologic Survey (USGS) maps indicates that most
tributaries are probably generated by ground water discharge and surface water run-off from
surrounding upland areas. The majority of the streams and river channels are unvegetated.
Besides ponds, these tributaries also provide aquatic habitat and drinking water for both
mammal and bird species. The sizeable freshwater tributaries also provide excellent
spawning environments for fish species indigenous to the Pocomoke River, the Atlantic
Coast and the inner bays. A discussion of me aquatic and wetland habitat features within the
study areas is included in Section ni-L
Recent fish kills and human health problems hi the Pocomoke River have been linked to a
microorganism called Pfiesteria piscicida. First discovered at the North Carolina School of
Veterinary Medicine in 1988 and identified and named in 1991, Pfiesteria piscicida is a
dinoflagellate which occurs naturally in waters along the eastern coast of the United States
(North Carolina State University, 1997). Pfeisteria has been found hi estuaries from the Mid
Atlantic to the Gulf Coast. It becomes toxic to the environment during the warmer months
of the year when human influences such as excessive nutrients are introduced to poorly
flushed estuine ecosystems. (Further information on this organism can be found on web sites
http://www.creamofmecrop.tienranet.com/grass_man/ceUfrorriheU.htm and
http://www2.ncsu.edu/unity/lockers/project/aquaticJ>otany/pfiest/html).
Research into the causes which trigger toxicity in Pfiesteria is still in the early stages of
development. Furthermore, nitrogen and phosphorus loading have been linked to increases
in toxic effects. It is currently thought that these nutrients increase algal populations, which
in turn feed the non-toxic form of Pfiesteria. When the algal population diminishes, the
large Pfiesteria population turns to fish as the main food source (Gong, 1997). These fish
excrete the unidentified ephemeral substance which triggers toxicity in the Pfiesteria (North
Carolina State University, 1997).
111-34
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US 113 Plannine Study
Concern about the effects of this microorganism are two-fold. First large fish kills could
have a grave effect on the fishing industry, and the supply of food^reatefby Ai^ ±££?
Researchers are currently studying affected individuals, monitoring water samDle* and
tocity. Fmally warnings are being i
StUdled by S6Veral State ^ Maryland and Federal
show "* Pocomoke
Lakes and Ponds
and west sides of US
of the project study areas
PoSblv ni^7 " ^^ ^^ PitS' stonnwate- management facilities and
7/7-35
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US JI3 Planning Study
3. Wild and Scenic Rivers
The Maryland DNR's WM and Scenic Rivers program was developed to protect the scenic,
recreational, and aquatic habitat values of the state's wild and scenic rivers. Rivers under
this program are protected from development which would diminish the character of the
resource. The Pocomoke River was Maryland's first state designated wild and scenic river
(DNR, 1996). The river is located to the west of US 113 roughly parallel to the roadway
alignment. The Pocomoke River was studied as part of the federal Nationwide Rivers
Inventory and it was determined that portions of the river may be eligible for national
designation. This designation was not granted however, and no current federal studies are
under way (Haubert, 1997).
The Pocomoke River originates in southern Delaware in the Great Cypress Swamp and
empties into the Pocomoke Sound of the Chesapeake Bay. The total length of the river is 73
miles, 55 miles of which are in Maryland. Near Snow Hill, the river is apprpximately 400
feet wide and ranges in depth form 7 to 25 feet, averaging about 15 feet deep (Worcester
County Tourism, undated).
The river has a rich and varied history. It was an important source of food and transportation
for the Algonquin tribes in the area in pre-colonial times. Throughout the late 1700's and
1800's shipbiulding, brick manufacturing, iron smelting (from local bog ore deposits) and the
shipping of tobacco and lumber flourished. A number of historic sites are located in the
Vicinity (Worcester County Tourism, undated).
The Ppcomoke River is also home to a wide variety of plant and animal life. More than 240
species of animals have been seen in the forests and wetlands bordering the river. Some
ornithologists describe the area as one of the Atlantic Coast's best environments for bird life.
Because of the brackish tidal waters, the Pocomoke holds both saltwater and freshwater fish
species. At least 72 families of plants have been identified in the wetlands of the Pocomoke
River including some of the northern most stands of bald cypress. (Sipple, 1994)
Recreational activities on or near the Pocomoke River include picnicking, hiking, bicycling,
camping, bird watching, hunting, canoeing, river cruising, and fishing. Facilities are
available at the nearby Pocomoke River State Forest and Park. A number of annual events
including festivals, fairs, and parades are also held hi the area (Worcester County Tourism,
undated).
G. Floodplain
1. Existing Floodplain Studies
The 100-year floodplain limits have been identified and delineated based on mapping
provided by the Federal Emergency Management Agency (FEMA). Within the study area,
100-year floodplains are associated with numerous tributaries draining into the Pocomoke
HI-36
-------
r
River NewportBay.andMeofWightBay. The tributaries and their associated floodplains
Sown on FigJs m-HA through 11D and on the alternatives mapping m Appends A.
Birch Branch and Carey Branch each have associated 100-year floodplains.
2. Existing Floodplain Conditions
The 100-vear floodplains associated with Purnell, Pattys and Campground Branches are
I^erattv Cded wfth extensive wetlands. No improved properties or structures are located
SSKSSe to^Wns within the southern study area. The 100-year floodplam of
^
Shi the southern study area. The 100-year floodplam associated with
in the southern study area is generally forested with extensive wetlands.
At Goodv Hill Branch, the 100-year floodplain within the southern study area is generally
es.
l^ZSZEZS^Xw^-*^^'*''"*
extensive wetlands but no improved properties.
H. Wetlands
1. Methodology
Wetlands were identified » accordance with the Or
vegetation, hydric soUs, and wetland hydrology.
7/7-37
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*., SJATE •-,-.
«. " v J '' ':
A
Legend
Source: FEMA Flood Insurance Rate Maps ,
KEY MAP
D
US 113 PLANNING STUDY
100-Year Floodplains
SOUTHERN STUDY AREA
,
AdmMetnticn
February 1998
Figure
111-11A
-------
US 113 PLANNING STUDY
100-Year Floodplains
SOUTHERN STUDY AREA
Legend
Source: FEMA Rood Insurance Rate Maps
Figure
IIM1B
February 1998
-------
SEEPL BERLIN
N....-'*••
._ J- .
2000 3000 4000 ""
US 113 PLANNING STUDY
100-Year Roodplains
Legend
Source: FEMA Rood Insurance Rate Maps
SOUTHERN STUDY AREA
Mvytend
Staff Highway
Administration
Figure
III-11C
February 1998
-------
DELAWARE
MARYLAND
BISHOPVILLE
FRIENDSHIP
US 113 PLANNSNG STUDY
100-Year Floodplains
NORTHERN STUDY AREA
Legend
Sourc»: FEMA Flood Insucanoe Rate Maps
Figure
111-11D
February 1998
-------
US 113 Planning Study
Wetlands in the study area were classified according to the Cowardin System, as described
in A Classification of Wetlands and Deepwater Habitats of the United States (Cpwardin,
etal., 1979). The wetland indicator status of the observed vegetation was determined using
the National List of Plant Species That Occur in Wetlands: Maryland (U.S. Fish and Wildlife
Service, 1988). . , * ,;
Prior to the field investigation, possible wetland areas were located using preliminary
wetland mapping completed during previous planning studies for the project; National
Wetland Inventory (NWI) maps prepared by the US Fish and Wildlife Service; Maryland
Nontidal Wetland Guidance Maps; Soil Survey maps for Worcester County; and, topographic
maps (at a scale of 1" = 200'). Potential wetlands were identified in areas with hydric soils,
along drainage ways, and in topographic depressions.
The field investigation for the project was conducted in July and September, 1996 to identify
and delineate the boundaries of wetlands in the study area. The limit of wetlands was
flagged in the field with pink survey ribbon labeled as "SHA Wetland" for verification by
the U.S. Army Corps of Engineers and survey by SHA. Field work for the Jurisdictional
Determination by the U.S. Army Corps of Engineers was completed in March, 1997.
The approximate location of farmed wetlands in the study area have been identified through
consultation with NRCS staff in Snow Hill, MD, review of aerial photography on file at the
NRCS office, and preliminary field reconnaissance. Farmed wetlands were not flagged or
surveyed for this Final EE3, but will be surveyed during the spring of 1998 when wetland
hydrology would be apparent.
2. Identification and Delineation
Observations of vegetation, soils, and hydrology were made in wetland and upland locations
to characterize the study area and to verify wetland boundaries. The field data from 65 of
these observation points are documented on the data sheets provided hi the Natural
Environment Technical Report.
Approximately forty-two (42) wetland areas have been delineated hi the project area. The
location of each of these wetlands is identified on Figures DI-12A through 12D and on the
alternatives mapping in Appendix A. Wetlands located west of the Pocomoke River/Atlantic
Ocean Coastal Drainage divide (Wetlands 1 through 10) are part of the Pocomoke River
Drainage system. Those wetlands located east of the drainage divide (Wetlands 11 through
40) are part of the Atlantic Ocean Coastal drainage system. The location of the drainage
divide is shown on Figures ffl-lOA through 10D. A description of each delineated wetland
is provided below. A discussion of the aquatic and wetland habitat features within the study
areas is included in Section IH-I. Information for each of the wetlands is provided on Table
IH-17. The majority of the wetlands are forested and are associated with the floodplains of
numerous streams that flow through the project area. Other wetlands are associated with
broad, upland flats and depressions that have poor surface drainage. Most of the depressional
111-38
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US 113 Planning Study
and upland flat wetlands are located in the northern study area and have been altered by
previous logging and fanning activities (Schockley, 1997).
Wetland 1 is associated with a narrow drainage swale that has recently been logged.
Drainage from the wetland flows into a culvert which carries runoff from surrounding
agricultural land under US 113. The wetland is on either side of US 113, approximately 350-
feet north of Castle Hill Road. The ditched portion of the wetland may have originally been
part of a natural tributary to Hardship Branch. The area is classified as a palustrine emergent
wetland with a seasonal saturated water regime (PEM1E). The principal wetland function
associated with the wetland is wildlife habitat.
The wetland was inundated to a depth of 8-inches at the time of the field visit, and sediment
deposits and water stained leaves were observed. Soils within the wetland are mapped as
Fallsington sandy loam which is listed as a hydric soil in Maryland. Soil samples showed
signs of past disturbance from road construction and ditching. The matrix of the samples
was bright (2.5Y5/3), however, mottles were present (10YR5/6) and a sulfidic odor was
noted. Dominant vegetation in the wetland includes Eleocharis sp. (spikerushj, Cinna
arundinacea (wood reed), Carex lurida (lurid sedge), Alisma plantago-aquatica (water
plantain), and Juncus effusus (soft rash).
Wetland 2 is located on both sides of US 113, approximately 1,300-feet south of Snow Hill
Road and is associated with a broad drainage swale. The northeast comer of the wetland is
farmed, however, the majority of the area is classified as a palustrine forested wetland with
a saturated water regime (PFO1B). The soils within the wetland were saturated at a depth
of 4-inches below the ground surface at the time of the field visit. Water marks, sediment
deposits, drainage patterns and water stained leaves were also observed. The principal
wetland functions associated with W-2 are groundwater recharge/discharge, sediment/
toxicant retention, nutrient removal, and wildlife habitat.
The soils within the wetland are mapped as Othello silt loam which is listed as a hydric soil
in Maryland. Soil samples were gleyed (2.5Y5/1) and mottled (10YR5/8). Acer rubrum (red
maple) and Liquidambar styraciflua (sweet gum) are the dominant species in the canopy of
the forested wetland. The shrub layer is dominated by Clethra alnifolia (coast pepperbush),
Vaccinium corymbosum (highbush blueberry), Viburnum dentation (arrowwood), and Myrica
cerifera (bayberry). Cinna arundinacea (wood reed) is the dominant herbaceous species.
Wetland 3 is located in a narrow ditch on either side of US 113, approximately 400-feet
south of Snow Hill Road. It appears that the area was originally a natural tributary to Patty's
Branch which was ditched for agricultural purposes. The area is classified as a palustrine
emergent wetland with a saturated water regime (PEM1B) on the east side of US 113, and
a palustrine forested wetland with a seasonal water regime (PFO1C) on the west side of the
highway. The principal function associated with the wetland is wildlife habitat.
111-39
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US 113 Planning Study
At the time of the field visit, the wetland was inundated to a depth of 2-inches. Sediment
deposits and drainage patterns were also noted. Soils within the wetland are mapped as
Woodstown sandy loam which is generally found iii uplands, however; me map type was not
confirmed in the field. Soil samples were gleyed (10YR6/1) and mottled (7.5YR5/8) and
were characteristic of a hydric soil. The forested portion of the wetland is dominated by Acer
rubrum (red maple) and Liquidambar styraciflua (sweet gum). The emergent wetland is
dominated by Salix nigra (black willow), Juncus effusus (soft rush), Scirpus atrovirens
(green bulrush), and Eleocharis sp. (spikerush species).
Wetland 4 is located east of US 113 and adjacent to the south side of Brick Kiln Road. The
wetland appears to have formed due to a long-term blockage in a drainage ditch which carries
surface runoff from the roadways. The area is classified as palustrine forested wetland with
a seasonal saturated water regime (PFO1E). At the time of the field visit, the wetland was
inundated to a depth of 6-inches and water marks were observed.
Soils in the area are mapped as Sassafras which is a well-drained soil, however, the
long-term impoundment of water in the area has altered drainage patterns enough that it is
likely that hydric characteristics have developed or will develop over time. No soil samples
were taken due to the degree of inundation within the wetland. Dominant vegetation in the
wetland includes Quercus pkellos (willow oak), Acer rubrum (red maple), Liquidambar
styraciflua (sweet gum), Pinus taeda (loblolly pine) and Nyssa sylvatica (black gum) in the
canopy and Clethra alnifolia (coast pepperbush) in the shrub layer. The herbaceous layer
was sparse, most likely due to long-term inundation.
Wetland 5 is located on the west side of US 113, approximately 1,650-feet north of
Washington Street. The portion of the wetland adjacent to the roadway, within a powerline
right-of-way, has been mowed. The area is classified as both a palustrine emergent and a
palustrine scrub-shrub wetland with a saturated water regime (PEM/PSS1B). Scattered
pockets within the wetland were inundated to a depth of 0 to 3-inches at the time of the field
visit, however, the majority of the wetland was saturated at a depth of 6-inches below the
ground surface. The principal functions and values associated with the wetland are
groundwater recharge/discharge arid wildlife habitat.
Soils within the wetland are mapped as Fallsington sandy loam which is listed as a hydric
soil in Maryland. Soil samples were gleyed (2.5Y5/1). Dominant vegetation within the
wetland includes Ilex glabra (inkberry) and Acer rubrum (red maple) in the shrub layer and
Dicanthelium acuminatum (panic grass), Scripus atrovirens (green bulrush), Rhexia mariana
(Maryland meadow beauty), Carexsp. (sedge species), and Hypericum sp. (St Johns wort
species) in the herbaceous layer.,
Wetland 5A is located on the west side of US 113, approximately 1,000-feet south of Public
Landing Road. The wetland appears to have formed in an excavated area, possibly created
as a borrow pit for the original construction of US 113. The wetland does not appear to have
a direct hydrologic connection by way of surface waters. The area consists of palustrine
-------
US 113 Planning Study
emergent wetlands along the edge of right-of-way, with palustrine scrub/shrub wetlands
within the interior of the wetland. Principal functions and values associated with the wetland
are groundwater recharge/discharge and wildlife habitat.
Soils within the wetland are mapped as Fallsington sandy loam which is listed as a hydric
soil in Maryland. Dominant vegetation includes Baccharis halimifolia (groundsel tree),
Phagmites australis (common reed), Dichanihelium acuminatum (panic grass), Pinus taeda
(loblolly pine), Juncus effusus (soft rush), and Smilax rotundifolia (common greenbriar).
Wetland 6 is located directly adjacent to the west side of US 113, just north of Public
Landing Road. The wetland has formed hi the upper edge of the Patty's Branch floodplain
which has been bisected by the roadway. Consequently, the wetland is confined on the west
by the natural floodplain slope and on the east by the berm of US 113. The wetland flows
northward in a ditch and is connected to the main floodplain of Patty's Branch (Wetland 7)
through a culvert beneath the roadway. The area is classified primarily as a palustrine
forested wetland with a ten-foot wide palustrine emergent wetland along the road ditch
(PFO/PEM1B). Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, floodplain alteration, sediment/toxicant retention, nutrient
removal, production export, wildlife habitat, uniqueness/habitat, and visual quality/
aesthetics.
At the time of the field visit, the wetland was inundated to a depth of 2 to 6-inches. Other
hydrologic indicators noted include water marks, sediment deposits, drainage patterns, and
water stained leaves. Soils in the area are mapped as Fallsington sandy loam which is listed
as a hydric soil. Soil samples were gleyed (10YR3/1). The dominant vegetation in the
canopy of the forested wetland is Acer rubrum (red maple), while the understory and shrub
layer is dominated by Magnolia virginiana (sweetbay) and Viburnum dentation (arrowwood).
The emergent portion of the wetland is dominated by Typha latifolia (common cattail),
Saururus cernuus (lizards tail), Carex crinita (fringed sedge), Angelica aropurpurea (great
angelica), Onoclea sensibilis (sensitive fern), Pontederia cordata (pickerel weed), and
Nuphar luteum (spatterdock).
Wetland 7 has formed hi the floodplain of Patty's Branch which parallels the east side of US
113 in the vicinity of Public Landing Road. The portion of the floodplain designated as
Wetland 7 begins approximately 150-feet north of Public Landing Road and extends
northward for a distance of approximately 1,400-feet. The area is classified primarily as a
palustrine forested wetland with a ten-foot wide palustrine emergent wetland along the road
ditch (PFO/PEM1B). Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, floodplain alteration, sediment/toxicant retention, nutrient
removal, production export, wildlife habitat, uniqueness/habitat, and visual quality/
aesthetics.
111-41
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US 113 Planning Study
The wetland was inundated and water depths ranged from 0 to 4-inches. Other hydrologic
indicators noted include water marks, drift lines, and sediment deposits. Soils in the
floodplain are mapped as Fallsington sandy loam and Mixed Alluvium. Soil samples were
black and mucky and had a sulfidic odor. Dominant vegetation in the forested portions of
the wetland includes Fraxinus pennsylvanica (green ash), Liquidambar styraciflua (sweet
gum), Acer rubrum (red maple) in the canopy, Akius semdata (alder) in the shrub layer, and
Saururus cernuus (lizards tail) in the herbaceous layer. The emergent portions of the wetland
are dominated by Salix nigra (black willow), Boehmeria cylindrica (false nettle), Nuphar
luteum (spatterdock), Cephalanthus occidentalis (buttonbush), and Sambucus canadensis
(elderberry). : . .
Wetland 8 is located on either side of US 113 within the floodplain of Purneli Branch,
approximately 400-feet south of where the Maryland and Delaware Railroad crosses the
roadway. Purneli Branch is joined by Patty's Branch just to the east (upstream) of the US
113 crossing over the waterway. The wetland is classified as a palustrine forested wetland
with a seasonal saturated water regime (PFO2/1E). The wetland is of particular note because
it is dominated by bald cypress. Bald cypress swamps are relatively unusual in Maryland,
although they are most common on the eastern shore. Principal wetland functions and values
associated with the wetland are groundwater recharge/discharge, floodplain alteration,
sediment/toxicant retention, nutrient removal, production export, wildlife habitat,
uniqueness/habitat, and visual quality/aesthetics.
The wetland was inundated to a depth of 4-inches throughout the majority of the floodplain.
Areas that were not inundated were saturated to within 1-inch of the ground surface with free
water observed in an unlined bore hole at 2-inches below the surface. Other hydrologic
indicators include water marks, drainage patterns and water stained leaves. Soils within the
wetland are mapped as Fallsington sandy loam and Muck. Samples had a low chroma matrix
(2.5Y6/2) and web mottled (7.5YR5/8). Dominant vegetation observed in the forest canopy
includes Taxodium distichum (bald cypress), &cer rubrum (red maple) and Liquidambar
styraciflua (sweet gum). The shrub layer is dominated by Clethra alnifolia (coast
pepperbush), Vaccinium corymboswn (highbush blueberry), Alnus serrulata (alder), and Ilex
verticillata (winterberry). The dominant herbaceous species are Cinna arundinacea (wood
reed), Osmunda regalis (royal fern), and Saururus cemnus (lizards tail).
Wetland 9 is located on either side of US 113 in the floodplain of Poorhouse Branch. The
stream crosses US 113 approximately 250-feet north of Cedartown Road. The area is
classified as both a palustrine forested and a palustrine emergent wetland with a saturated
water regime (PFO/PEM1B). The wetland was inundated and flowing, with water depths
ranging from 6 to 12rinches. Water marks, sediment deposits and drainage patterns were
also observed. Principal wetland functions and values associated with the wetland are
sediment/ toxicant retention, nutrient removal, and wildlife habitat.
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Soils within the wetland are mapped as Mixed Alluvium. No samples were taken due to the
level of inundation. Dominant vegetation in the forested portions of the wetland includes
Acer rubrum (red maple), and Salix nigra (black willow) hi the canopy and Alnus serrulata
(alder) in the shrub layer. The emergent wetland is dominated by Cephalanthus occidentalis
(buttonbush), Impatiens capensis (jewelweed), Veronia noveboracensis (New York
ironweed), and Asclepias incarnata (swamp milkweed).
Wetland 10 is located within the floodplain of Five Mile Branch which crosses US 113
approximately 850-feet south of Five Mile Branch Road. Five Mile Branch is ditched on the
west side of the road. Wetland 10 is on the east side of the road where the natural floodplain
still exists. The area is classified as a palustrine forested wetland with a seasonal saturated
water regime (PFO1E). The wetland was inundated at the time of the field visit, with water
depths ranging from 2 to 4-inches. Principal wetland functions and values associated with
the wetland are sediment/toxicant retention, nutrient removal, and wildlife habitat.
Soils within the wetland are mapped as Mixed Alluvium and soil samples were low chroma
(5 Y3/2). The dominant woody vegetation within the wetland includes Acer rubrum (red
maple), Fraxinus pennsylvanica (green ash), Liquidambar styraeiflua (sweet gum) andNyssa
sylvatica (black gum) in the canopy, Carpinus carolinana (American hornbeam) in the
understory and Viburnum dentation (arrowwood) in the shrub layer. The herbaceous layer
is dominated by Saururus cemuus (lizards tail) and Onoclea sensibilis (sensitive fern).
Wetland 11 is located along the banks and bottom of an unnamed perennial stream which
crosses US 113 approximately 1,700-feet south of Langmaid Road. The streambank area is
classified as a palustrine forested wetland with a seasonal saturated water regime (PFO1E).
The wetland was inundated and water depths ranged from 1 to 4-inches at the time of the
field visit. Principal wetland functions and values associated with the wetland are sediment/
toxicant retention, nutrient removal, and wildlife habitat.
Soils in the wetland are mapped as Fallsington sandy loam which is listed as a hydric soil.
Soil samples were not taken due to the level of inundation. Dominant vegetative species
noted include Acer rubrum (red maple) in the canopy, Viburnum dentation (arrowwood) and
Lindera benzoin (spicebush) hi the shrub layer and Boehmeria cylindrica (false nettle),
Impatiens capensis (jewelweed), and Carex sp. (sedge species) in the herbaceous layer.
Wetland 12 is a large system located on both sides of US 113, approximately 2,500-feet
south of Newark Road. The south end of the wetland has formed in a broad swale draining
to Massey Branch, while the north side is located along the main channel of Massey's Branch
itself. The area is classified as a palustrine forested wetland with a seasonal saturated water
regime (PFO1E). Principal wetland functions and values associated with the wetland are
floodplain alteration, sediment/toxicant retention, nutrient removal, production export,
wildlife habitat, uniqueness/habitat, and visual quality/aesthetics.
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At the time of the field visit, the ground was saturated to the surface. Soils within the
wetland are mapped as Portsmouth silt loam and Mixed Alluvium. Portsmouth is listed as
a hydric soil in Maryland. Soil samples were gleyed (7.5YR2/0). Dominant canopy
vegetation includes Acer rubrum (red maple) and Liquidambar styraciflua (sweet gum). The
dominant understory and shrub species are Lindera benzoin (spice bush), Viburnum dentatwn
(arrowwood), Magnolia virginiana (sweetbay), Ilex opaca (American holly), and Ilex
verticillata (winterberry). The herbaceous layer is dominated by Woodwardia areolata
(netted chainfern), Saururus cemuus (lizards tail), Onoclea sensibilis (sensitive fern) and
Pileapumila (clearweed).
Wetland 13 is located within the floodplain of Porter Creek which crosses US 113 just north
of Newark Road. The area is classified as a palustrine forested wetland with a saturated
water regime (PFO1B). At the time of the field visit, the wetland was saturated to within 10-
inches of the ground surface, with free water observed in an unlined bore hole at 12-inches
below the surface. Principal wetland functions and values associated with the wetland are
floodplain alteration, sediment/toxicant retention, nutrient removal, production export,
wildlife habitat, uniqueness/habitat, and visual quality/aesthetics.
Soils within the wetland are mapped as Mixed Alluvium which often contains hydric soils.
Soil samples were low chroma (2.5Y6/2) and mottled (7.5YR5/8). Dominant canopy
vegetation in the wetland includes Acer rubrum (red maple), Fraxinus pennsylvanica (green
ash), Nyssa sylvatica (black gum) and Liquidambar styraciflua (sweet gum). The dominant
understory and shrub species are Magnolia virginiana (sweet bay), Lindera benzoin
(spicebush) and Clethra alnifolia (coast pepperbush). The herbaceous layer is dominated by
Symplocarpusfoetidus (skunk cabbage), Saururus cemuus (lizards tail), Impatiens capensis
(jewelweed), Boehmeria cylindrica (false nettle), and Woodwardia areolata (netted
chainfern).
p;
Wetland 14 is located on the east side of US 113, approximately 650-feet north of Croppers
Island Road and directly across from Downes Road. The wetland has formed in a broad
swale which drains to Goody Hill Branch. The area is classified as a palustrine forested
wetland with a seasonal water regime (PFO1C). At the time of the field visit, the wetland
was inundated to a depth of 2-inches, and drainage patterns were observed within the
wetland.
Soils are mapped as Pocomoke silt loam which is listed as a hydric soil in Maryland. Soil
samples were gleyed (10YR 2/1). Dominant vegetation in the wetland includes Acer rubrum
(red maple) in the canopy, Ilex opaca (American holly) in the understory and Thelypteris
noveboracensis (New York fern) and Osmunda cinnamomea (cinnamon fern) in the
herbaceous layer.
Wetland 15 is a wetland of special state concern located on the west side of US 113,
approximately 1,700-feet north of Downes Road. Alnus maritima (seaside alder) is located
along the road ditch and is listed as a state rare species. The area is classified as a palustrine
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forested wetland with a seasonal water regime (PFO1C). At the time of the field visit, the
wetland was inundated to a depth of 3-inches and sediment deposits and drainage patterns
were observed. Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, sediment/toxicant retention, nutrient removal, wildlife
habitat, and uniqueness/habitat.
Soils within the wetland are mapped as Fallsington sandy loam which is listed as a hydric
soil in Maryland. Soil samples were gleyed (10YR4/1) and a high organic content was
observed within the top 4-inches. Dominant vegetation within the canopy of the wetland
includes Acer rubrum (red maple), and Nyssa sylvatica (black gum). The understory and
shrub layers are dominated by Magnolia virginiana (sweetbay), Lindera benzoin (spicebush),
Viburnum dentatum (arrowwood), and Alnus maritima (seaside alder). The dominant
herbaceous species are Woodwardia areolata (netted chainfern) and Boehmeria cylindrica
(false nettle).
Wetland 16 is located within the floodplain of Goody Hill Branch, which crosses US 113
approximately 2,600-feet north of Downes Road. The area is classified as a palustrine
forested wetland with a seasonal water regime (PFO1C). The wetland was inundated at the
time of the field visit with water depths ranging from 2 to 4-inches. Drainage patterns were
also noted. Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, floodplain alteration, sediment/toxicant retention, nutrient
removal, and wildlife habitat.
Soils are mapped as Mixed Alluvium which often has not had sufficient time to develop
hydric characteristics. Soil samples, however, were gleyed (10YR4/1). Dominant vegetation
within the wetland includes Acer rubrum (red maple), Fraxinus pennsylvanica (green ash)
and Liquidambar styraciflua (sweet gum) in the canopy, Viburnum dentatum (arrowwood)
and Smilax rotundifolia (greenbrier) in the shrub layer and Impatiens capensis (jewelweed),
Boehmeria cylindrica (false nettle) and Saururus cernuus (lizards tail) hi the herbaceous
layer.
Wetland 17 is located hi a small depression on the west side of US 113, approximately 750-
feet north of Goody Hill Road. The depression appears to have been created by past
disturbances caused by the maintenance of a cable right-of-way. The area is classified as a
palustrine forested wetland with a saturated water regime (PFO1B) and was inundated to a
depth of 2 to 6-inches at the time of the field visit. Water marks were also observed.
Soils in the area are mapped as Fallsington silt loam which is listed as a hydric soil in
Maryland. Soil samples were gleyed (10YR5/1). Dominant vegetation observed includes
Acer rubrum (red maple) in the canopy, Viburnum dentatum (arrowwood) and Myrica
cerifera (bayberry) in the shrub layer, and Carex sp. (sedge species) and Didiplis diandra
(water purslane) in the herbaceous layer.
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Wetland 18 is located on both sides of US 113, just south of Bays End Lane. The wetland
is associated with an unnamed tributary to Catbird Creek and is classified as a palustrine
forested wetland with a seasonal saturated water regime (PFO1E). The wetland was
inundated up to a depth of 3-inches in some places. Areas that were not inundated were
saturated to the surface and the trunks of the trees within the wetland were buttressed.
Principal wetland functions and values associated with the wetland are groundwater
recharge/ discharge, floodplain alteration, sediment/toxicant retention, nutrient removal, and
wildlife habitat.
Soils within the wetland are mapped as Mixed Alluvium and soil samples were gleyed
(7.5YR2/0) and mucky. Dominant vegetation in the wetland canopy includes Acer rubrum
(red maple), 'Nyssa sylvatica (black gum), and Liquidambar styraciflua (sweet gum). The
dominant undef story and shrub species are Ilex opaca (American holly), Magnolia virginiana
(sweetbay), Viburnum dentation (arrowwood) and Rhododendron viscosum (swamp azalea).
Sphagnum moss was the dominant species in the herbaceous layer.
Wetland 19 is located on the east side of US 113, approximately 450-feet north of Shire
Drive. The area has been ditched and may now be effectively drained, however, due to the
presence of soils and hydrophytic vegetation, the area was flagged as a wetland. The wetland
is classified as a palustrine forested wetland with a saturated water regime (PFO1B). At the
time of the field visit, there was 0 to 4-inches of water in the ditch, however, no other
hydrologic indicators outside of the ditch were observed. Principal wetland functions and
values associated with the wetland are groundwater recharge/discharge, floodplain alteration,
sediment/toxicant retention, nutrient removal, and wildlife habitat.
Soils are mapped as Portsmouth silt loam which is listed as a hydric soil. Soil samples were
black and had a high content of organic matter. The dominant vegetation in the canopy of
the wetland is Acer rubrum (red maple) and Liquidambar styraciflua (sweet gum). The
shrub layer is dominated by Alnus serrulata (brookside alder), while Impatiens capensis
(jewelweed) and Woodwardia areolata (netted chainfem) are the dominant herbaceous
species. Parfhenocissus quinquefolia (Virginia Creeper) is also common.
Wetland 20 is on the east side of US 113, approximately 700-feet south of Ironshire Station
Road, and is bisected by a gravel driveway. The wetland is located in a broad swale which
drains to an unnamed tributary of Poplartown Branch. It is classified as a palustrine forested
wetland with a saturated water regime (PFO1B). The ground surface within the wetland was
saturated and free water was observed 8-inches below the ground surface in an unlined bore
hole.
Principal wetland functions and values associated with the wetland are groundwater
recharge/discharge, floodplain alteration, sediment/toxicant retention, nutrient removal, and
wildlife habitat.
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Soils are mapped as Fallsington sandy loam which is listed as a hydric soil. Soil samples
were gleyed (10YR6/1). Acer rubrum (red maple) is the dominant vegetative specie in the
wetland canopy while Alnus serrulata (brookside alder) is the dominant shrub specie. It is
possible that Alnus maritima (seaside alder) was also present, although this was not
confirmed. Dominant herbaceous species include Cinna arundinacea (woodreed) and
Boehmeria cylindrica (false nettle). Smilax rotundifolia (greenbrier) was also common in
the wetland. Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, floodplain alteration, sediment/toxicant retention, nutrient
removal, and wildlife habitat.
Wetland 21 is on the east side of US 113 and is confined within the Poplartown Branch
floodplain. The area is approximately 200-feet south of Harrison Road and is classified as
a palustrine forested wetland with a temporary water regime (PFO1 A). The ground surface
in the wetland was saturated at the time of the field visit, and free water was observed 3 to
4-inches below the ground surface in an unlined bore hole. Principal wetland functions and
values associated with the wetland are groundwater recharge/discharge, floodplain alteration,
sediment/toxicant retention, nutrient removal, and wildlife habitat.
Soils in the wetland are mapped as Mixed Alluvium, which is typically poorly drained and
often includes hydric soils. Samples had a low chroma matrix (10YR6/2) and were mottled
(10YR4/4). Dominant vegetation within the wetland includes Acer rubrum (red maple) and
Uquidambarstyraciflua (sweet gum) in the canopy, Viburnum dentatum (arrowwood), Rosa
multiflora (multiflora rose) and Smilax rotundifolia (greenbrier) in the shrub layer, and
Saururus cemuus (lizards tail) and Arisaema triphyllum (jack-in-the-pulpit) in the
herbaceous layer.
Wetland 22 is also withaMhe floodplain of Poplartown Branch, but is found on the west side
of US 113 and is wetter than the area (Wetland 21) downstream of the roadway. It is
classified as a palustrine forested wetland with saturated water regime (PFO1B). At the time
of the field visit, the wetland was inundated to a depth of 2 to 3-inches and water stained
leaves were observed. Principal wetland functions and values associated with the wetland
are groundwater recharge/discharge, floodplain alteration, sediment/toxicant retention,
nutrient removal, and wildlife habitat.
The soils within the floodplain wetland are mapped as Mixed Alluvium, which is typically
poorly drained and often includes hydric soils. Soils were not sampled due to the level of
inundation. Dominant vegetation in the wetland includes Acer rubrum (red maple) and
Populus deltoides (cottonwood) in the canopy, and Saururus cernuus (lizards tail), Cinna
arundinacea (woodreed) and Boehmeria cylindrica (false nettle) in the herbaceous layer.
The wetland did not have a developed shrub layer.
Wetland 23 is located approximately 800-feet north of the split for the existing dualized
portion of US 13, and is classified as a palustrine forested wetland with a seasonal water
regime (PFO1C). The wetland includes four depressions that are located within a wooded
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area bounded by the Maryland and Delaware Railroad and US 113. Surface water runoff is
impeded by a constricted outlet beneath the railroad. At the time of the field visit, the
wetland was saturated at 10-inches below the surface. Principal wetland'"functions' and
values associated with the wetland are groundwater recharge/discharge, nutrient removal, and
wildlife habitat.
Soils within the wetland are mapped in the Soil Survey of Worcester County as Fallsingtoa
loam, which is listed as a hydric soil in Maryland. Soil samples were gleyed (2.5Y6/1) and
mottled (7.5YR5/6). Dominant vegetation in the wetland includes Acer rubrum (red maple),
Liquidambar styraciflua (sweet gum ) and Nyssa sylvatica (black gum) in the canopy,
Leucothoe racemosa (fetterbush) and Viburnum nudum (possum-haw) in the shrub layer and
Wodwardia areolata (netted-chain fern) in the herbaceous layer.
Wetland 24 is located on the east side of existing US 113, approximately 1,500-feet north
of the southern boundary of the northern study area. The wetland is bounded by US 113 to
the northwest and a residential driveway on the west. The area is classified as a palustrine
forested wetland with a seasonal water regime (PFO1C) and is primarily formed by the
gravel driveway which restricts positive drainage from the area. At the time of the field
visit, the ground surface was inundated or saturated and water marks were observed.
Principal wetland functions and values associated with the wetland are groundwater
recharge/discharge, nutrient removal, and wildlife habitat.
Soils within the wetland are mapped as Woodstown sandy loam which is not listed as a
hydric soil in Maryland, but may contain inclusions of the hydric Fallsingtpn soil. Soil
samples confirmed the presence of the nonhydric Woodstown soils; however, it appears that
- positive drainage has been impeded by construction of a residential driveway, and typical
morphologicaljndicators of prolong saturation have not yet developed. It is likely that the
area is now mandated for a long duration during the growing season based on observed
hydrology indicators. Vegetation within the wetland includes Acer rubrum (red maple),
Liquidambar styraciflua (sweet gum), Quercus alba (white oak) and Clethra alnifolia (coast
pepperbush).
Wetland 25 forms in a broad headwater swale on the east side of existing US 113, just
northwest of the residential driveway which impedes the drainage of W-24. The wetland
forms in small depressions within the swale and is classified as a palustrine forested wetland
with a seasonal water regime (PFO 1C). Soils within the depressional areas were saturated
at a depth of 8-inches. Principal wetland functions and values associated with the wetland
are groundwater recharge/discharge, nutrient removal, and wildlife habitat.
Soils within the wetland are mapped as Fallsington sandy loam which is listed as a hydric
soil in Maryland. Samples were gleyed (2.5Y6/1). Vegetation in the wetland is dominated
by Acer rubrum (red maple), Quercus phellos (willow oak), Vaccinium corymbosum
(high-bush blueberry), Clethra alnifolia (coast pepperbush), and Woodwardia areolata
(netted chainfern).
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US 113 Planning Study
Wetland 26 is located along Alternate 4N Modified, approximately 2,200-feet north of the
southern boundary of the northern study area. The area is adjacent to the railroad line and
is primarily a mix of palustrine forested and palustrine scrub-shrub wetland with a saturated
water regime (PFO/PSS1B). A small portion of the wetland is also currently under
cultivation and has been classified as a farmed wetland during the junsdictional
determination. Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, nutrient removal, wildlife habitat, and visual quality/
aesthetics.
The wetland forms in a topographic low and was inundated to a depth of 4-inches in some
areas Portions of the wetland that were not inundated were saturated at 0 to 6-inches below
the ground surface. Surface water runoff is impeded by a constricted outlet beneath the
Maryland and Delaware Railroad. Soils in the wetland are mapped as Othello silt loam
which is listed as a hydric soil in Maryland.
The canopy of the forested wetland is dominated by Acer rubrum (red maple) and
Uquidambar styraciflua (sweet gum). The shrub layer in the forested and scrub-shrub
wetland is dominated by Myrica cerifera (bayberry), Baccharis halimifolia (groundsel tree),
and Smilax rotundifolia (common greenbrier), while the dominant herbaceous species is
Juncus effusus (soft rush). In the agricultural field, the dominant vegetation includes Juncus
effusus (soft rush), Scirpus cyperinus (wool grass), Agrostis alba (redtop), Polygonum sp.
(smartweed species), and Carex sp. (sedge species).
Wetland 27 is located along Alternate 4N Modified north of Carey Road and just south of
MD 90 (the Ocean Expressway). The wetland occurs on a broad flat with extensive
depressional micro-relief and is classified as a palustrine forested wetland with a seasonally
saturated water re,gjme (PFO1E). The majority of the wetland was inundated to a depth of
2 to 4-inches at the time of the field visit. Areas that weren't inundated were saturated at 8-
inches below the ground surface. Drainage patterns and water marks were also observed
throughout the wetland. Principal wetland functions and values associated with the wetland
are groundwater recharge/discharge, nutrient removal, and wildlife habitat. Included with
Wetland 27 are three, small depressional wetlands that are associated with ditches inside the
MD 90 interchange. These wetlands are labeled W-27 A, B and C on the alternatives mapping
in Appendix A.
Soils are mapped as Fallsington sandy loam and soil samples were gleyed (10YR5/1). The
wetland is dominated by Acer rubrum (red maple), Quercus phellos (willow oak), Quercus
nigra (water oak) in the canopy and Viburnum dentation (arrowwood), Ilex opaca (American
holly), Carpinus caroliniana (American hornbeam), and Smilax rotundifolia (common
greenbrier) in the understory/shrub layer.
Wetland 28 is approximately 600-feet north of Racetrack Road and is associated with
Church Branch and its floodplain. The stream and wetland cross both the US 113 upgrade
alternate and Alternate 4N Modified. The wetland is found on both sides of Church Branch
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and in most places is confined at the edge of the floodplain by steep slopes/' The area is
classified as apalustrine forested wetland with a seasonally saturated water regime (PFO1E).
Principal wetland functions and values associated with the wetland are groundwater
recharge/discharge, floodplain alteration, fish and shellfish habitat, sediment/toxicant
retention, nutrient removal, production export, sediment/shoreline stabilization, wildlife
habitat, and visual quality/aesthetics.
At the time of the field visit, the wetland was inundated to a depth of 1-inch in some areas.
Portions of the wetland that were not inundated were saturated to the surface. Soils within
the wetland are mapped as Mixed Alluvium, which is typically poorly drained and often
includes hydric soils. However, soil samples taken within the wetland were mucky and
gleyed (7.5 YR2/0) and were characteristic of a histic epipedon.
The canopy of the forest within the wetland is dominated by Acer rubrum (red maple),
Fraxinus pennsylvanica (green ash), and Nyssa sylvatica (black gum). The dominant
understory and shrub species include Ilex opaca (Amercian holly), Ilex verticillata
(winterberry), Clethra alnifolia (coast pepperbush), and Viburnum dentatum (arrowwood).
The herbaceous layer is dominated by Saururus cemuus (lizard's tail), Impatiens capensis
(jewelweed), and Woodwardia areolata (netted chainfern).
Wetland 29 is located northeast of the US 113 crossing of Church Branch, approximately
100' northwest of where Alternate 4N Modified emerges from the floodplain of Church
Branch. The wetland has formed in an excavated depression that is most likely the result of
past sand or gravel borrow operations. The area is classified as a palustrine forested wetland
with a seasonally saturated water regime (PFO1E). Principal wetland functions and values
associated with the wetland are groundwater recharge/discharge, and wildlife habitat.
Soils within the wetland are mapped as Fort Mott loamy sand which is a well-drained soil
type. Excavation has removed the original soil profile, so the area no longer is characteristic
of this upland soil association. At the time of the field visit, the wetland was inundated up
to a depth of 6-inches, so soil samples were not feasible. Due to the level of flooding within
the wetland, it is likely that if hydric soil characteristics are not yet present, that they will
develop over time.
Dominant vegetation within the wetland includes Acer rubrum (red maple), Liquidambar
styracifl.ua (sweet gum), and Pinus taeda (loblolly pine) in the canopy and understory,
Clethra alnifolia (coast pepperbush) in the shrub layer and Phragmites australis (common
reed) in the herbaceous layer.
Wetland 30 is associated with Middle Branch which crosses existing US 113 approximately
300-feet north of Pitts Road and Alternate 4N approximately 1,700-feet south of Shingle
Landing Road. The wetland is found on either side of the stream and is generally confined
by steep slopes which border the Middle Branch floodplain. Principal wetland functions and
values associated with the wetland are groundwater recharge/discharge, floodplain alteration,
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US 113 Planning Study
fish and shellfish habitat, sediment/toxicant retention, nutrient removal, production export,
sediment/shoreline stabilization, wildlife habitat, uniqueness/habitat, and visual quality/
aesthetics.
The wetland is classified as a palustrine forested wetland with a seasonal water regime
(PFO1C). The soil within the wetland was saturated 4-inches below the ground surface and
free water was observed in an unlined bore hole at 8-inches below the surface. The soils are
mapped as Mixed Alluvium, which is typically poorly drained and often includes hydric
soils. Soil samples confirmed the presence of poorly drained soils with a low chroma
(10YR5/2) matrix.
Dominant species in the vegetative canopy include Acer rubrum (red maple), Liquidambar
styraciflua (sweet gum), and Fraxinus pennsylvanica (green ash). The understory/shrub
layer is dominated by Ilex opaca (American holly), Lindera benzoin (spicebush) and
Clethra alnifolia (coast pepperbush). The dominant herbaceous species include Impatiens
capensis (jewelweed), Boehmeria cylindrica (false nettle), and Saururus cernuus (lizards
tail).
Wetland 31 is located along Birch Branch which crosses US 113 approximately 1,300-feet
north of Peerless Road. The wetland has formed within the floodplain of the stream and is
confined by the steep slopes which border the edges of the floodplain. The wetland is
classified as a palustrine forested wetland with a seasonal/seasonally saturated water regime
(PFO1C/E). Principal wetland functions and values associated with the wetland are
groundwater recharge/discharge, floodplain alteration, fish and shellfish habitat,
sediment/toxicant retention, nutrient removal, production export, sediment/shoreline
stabilization, wildlife habitat, uniqueness/habitat, and visual quality/aesthetics.
A.
At the time of the field visit, soils within the wetland were saturated to the surface. Drainage
patterns and water stained leaves were also observed. According to the SCS's mapping of
the area, soils within the wetland are Mixed Alluvium. Samples taken in the field were
mucky and gleyed (7.5YR2/0).
Dominant vegetation in the forest canopy includes Acer rubrum (red maple), Liquidambar
styraciflua (sweet gam), said Fraxinus pennsylvanica (green ash). Ilex opaca (American
holly), Lindera benzoin (spicebush), Ilex verticillata (winterberry) and Magnolia virginiana
(sweetbay) are the dominant shrub/understory species, while Arisaema triphyllum
(jack-in-the-pulpit), Woodwardia areolata (netted chainfern), Osmunda cinnamomea
(cinnamon fern) and Saururus cernuus (lizards tail) are dominant in the herbaceous layer.
Wetland 32 is located approximately 520-feet east of US 113, adjacent to the north side of
the Birch Branch floodplain (W-31). The area has been excavated and was inundated to a
depth of 6-inches in most places at the time of the field visit. The area is classified as both
a palustrine forested and a scrub-shrub wetland with a seasonal water regime (PFO/PSS 1C).
Soils within the wetland are mapped as Fort Mott loamy sand, however, this soil type has
7/7-57
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US 113 Planning Study
been excavated and no longer characterizes the site. Soil samples were not feasible at the
time of the field visit due to inundation, however, it is assumed that if hydric soils are not
already present, they will form over time due to the degree of saturation in the wetland.
Dominant vegetation noted in the field includes Acer rubrum (red maple), Liquidambar
styraciflua (sweet gum), and Betula nigra (river birch) in both the canopy and shrub layer
of the wetland. Myrica cerifera (bayberry) was also present in the shrub layer. Phragmites
australis (common reed), Osmunda cinnamomea (cinnamon fern) and Woodwardia areolata
(netted chainfern) were the dominant herbaceous species.
Wetland 33 is located on the west side of US 113, 50-feet or more outside of the existing
right-of-way and approximately 1,300-feet north of Kepler Lane. The area is classified as
a palustrine forested wetland with a saturated water regime (PFO1B) and is characterized by
scattered unvegetated depressions. The wetland is ditched along its southern edge. At the
time of the field visit, water stained leaves were observed within the wetland and soils were
saturated at a depth of 12-inches below the ground surface. Principal wetland functions and
values associated with the wetland are groundwater recharge/discharge, nutrient removal,
and wildlife habitat.
Soils in the area are mapped as Rutlege loamy sand which is listed as a hydric soil in
Maryland. Soil samples were gleyed (2.5Y5/1) and mottled (2.5Y3/2). Dominant vegetation
observed includes Acer rubrum (red maple) and Liquidambar styraciflua (sweet gum) in the
canopy, Magnolia virginiana (sweetbay) in the understory and Sambucus canadensis
(elderberry) in the shrub layer. The dominant herbaceous species are Woodwardia areolata
(netted chainfern), Osmunda cinnamomea (cinnamon fern), and Eulalai viminea
(microstegium).
Wetland 34 is located along existing US 113, approximately 100-feet south of Kepler Lane.
The areas is classified as a palustrine forested wetland with a saturated water regime
(PFO1B). The land surface has been significantly disturbed and is characterized by scattered
unvegetated depressions. Soils were saturated at a depth of 12 to 16-inches below the ground
surface and drainage patterns were observed throughout the wetland. Principal wetland
functions and values associated with the wetland are groundwater recharge/discharge,
nutrient removal, and wildlife habitat.
Soils in the wetland are mapped as Pocomoke loam which is listed as a hydric soil in
Maryland. Samples were low chroma (2.5Y6/2) and streaking was observed from 14 to 32-
inches. Dominant woody vegetation observed in the wetland includes Acer rubrum (red
maple), Nyssa sylvatica (black gum) and Liquidambar styraciflua (sweet gum) in the canopy,
Magnolia virginiana (sweetbay) in the understory, and Clethra amifolia (coast pepperbush)
in the shrub layer. The dominant herbaceous species are Woodwardia areolata (netted
chainfern), and Osmunda cinnamomea (cinnamon fern).
7/7-52
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US 113 Planning Study
Wetland 35 is located northeast of MD 113, approximately 100-feet south of Old Stage
Road. The area is a small depressional wetland and would be classified as a palustrine
forested wetland with a seasonal saturated water regime. At the time of the field visit, the
wetland was inundated to a depth of 6-inches and water marks were observed.
Soils are mapped as Rutlege loamy sand which is listed as a hydric soil. When sampled, the
soils were black sandy loam with a high percentage of sapric material. Dominant vegetation
includes Acer rubrum (red maple) and Liquidambar styraciflua (sweet gum) in the canopy,
Vaccinium corymbosum (highbush blueberry) and Clethra alnifolia (coast pepperbush) in the
shrub layer. Smilax rotundifolia (greenbrier) was also observed throughout much of the
wetland.
Wetland 36 is located adjacent to the east side of US 113, approximately 200-feet north of
Old Stage Road. The area is classified as both a palustrine forested wetland with a seasonal
saturated water regime (PFO1E) and a palustrine emergent wetland with a seasonal water
regime (production exportMlB). The portion of the wetland that is emergent is adjacent to
US 113 and has been cleared for power lines and billboards. Principal wetland functions and
values associated with the wetland are groundwater recharge/discharge, nutrient removal,
and wildlife habitat.
At the time of the field visit, the wetland was inundated to a depth of 4-inches and water
marks were observed. Soils in the area are mapped as Pocomoke sandy loam. Soil samples
were characterized by black muck from 0 to 2- inches. Dominant vegetation in the forested
portion of the wetland includes Acer rubrum (red maple ), Liquidambar styraciflua (sweet
gum), Smilax rotundifolia (greenbrier), Clethra alnifolia (pepperbush), and Woodwardia
areolata (netted chainfern). The emergent wetland is dominated by Scirpus cyperinus (wool
grass), Junciis effusus (soft rush), Solidago rugosa (rough-stemmed goldenrod), Sambucus
canadensis (elderberry), and Aster sp. (aster).
Wetland 37 is a large system located on the west side of US 113. It begins approximately
2,500-feet north of Bishopville Road and extends parallel to US 113 for a distance of
approximately 2,600-feet. The area is classified as a palustrine forested wetland with a
saturated water regime (PFO1B) and has formed in a broad flat area with scattered
unvegetated depressional areas. The land surface has been significantly disturbed by past
logging activities within the wetland. Principal wetland functions and values associated with
the wetland are groundwater recharge/discharge, nutrient removal, and wildlife habitat.
At the time of the field visit, the ground was saturated to the surface and free water was
observed in an unlined bore hole at 10-inches below the surface. Water stained leaves were
also observed. Soils in the wetland are mapped as Rutlege loamy sand which is listed as a
hydric soil in Maryland. Soil samples were gleyed (2.5Y2.5/1). Dominant woody vegetation
in the wetland includes Acer rubrum (red maple ), Quercus phettos (willow oak) and
Liquidambar styraciflua (sweet gum) in the canopy, Magnolia virginiana (sweetbay) in the
understory, and Vaccinium corymbosum (highbush blueberry) in the shrub layer. The
7/7-55
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US 113 Planning Study
dominant herbaceous species include Woodward^ areolata (netted chainfem) and Carex sp.
(sedge species). , ...
Wetland 38 is located on the east side of US 113, on the north side of the intersection of the
highway and the Maryland and Delaware Railroad tracks. The wetland is bounded on three
sides by either the highway or railroad and appears to be regularly mowed for billboard
visibility. The area is classified as a palustrine emergent wetland with a saturated water
regime (PEM1B). Soils in the wetland are mapped as Leon loamy sand which is a hydric
soil, and .were saturated at a depth of 12-inches. Soils samples were.gleyed (2.5Y2.5/1).
Dominant vegetation in the wetland includes Osmunda regalis (royal fern), Didiplis diandra
(water purslane), Carex lurida (lurid sedge), Juncus effusus (soft rush), Rhexia mariana
(Maryland meadow beauty), Juncus canadensis (Canada sedge) and Rhynchospora
glomerata (clustered beakrush).
Wetland 39 is located west of US 113, approximately 200-feet north of where Alternate 4N
Modified crosses MD 610 (Whaleyville Road). The area is classified as a palustrine forested
wetland with a saturated/seasonal saturated water regime (PFO1B/E). The area has been
significantly disturbed by past logging activities. At the time of the field visit, portions of
the wetland were inundated to a depth of 2-inches. Areas that were not inundated were
saturated 0 to 6-inches below the ground surface. Principal wetland functions and values
associated with the wetland are groundwater recharge/discharge, nutrient removal, and
wildlife habitat.
Soils are mapped as Pocomoke sandy loam which is a hydric soil. Soil samples were gleyed
(2.5Y2.5/1) and a high organic content was observed in the surface layer of the sandy soils.
The dominant vegetation in the canopy of the wetland is Acer rubrum (red maple),
Liquidambarstyracifl.ua (sweet gum), Quercus palustris (pin oak), Nyssa sylvatica (black
gum) and Pinus taeda (loblolly pine). The understory and shrub layer is dominated by
Symplocos tinctoria (horse sugar), Clethra alnifolia (coast pepperbush) and Vaccinium
corymbosum (highbush blueberry) while the dominant herbaceous species is Woodwardia
areolata (netted chainfern).
Wetland 40 is located within the floodplain of Carey Branch which crosses US 113 just
south of Morris Road. The area is classified as a palustrine forested wetland with a seasonal
saturated water regime (PFO1E) and was inundated to a depth of 2-inches at the time of the
field visit. Numerous other hydrologic indicators, such as water marks, drift lines, sediment
deposits and drainage patterns, were also noted. Principal wetland functions and values
associated with the wetland are groundwater recharge/discharge, floodplain alteration, fish
and shellfish habitat, sediment/toxicant retention, nutrient removal, production export,
sediment/shoreline stabilization, wildlife habitat, and visual quality/aesthetics.
Soils within the wetland are mapped as Mixed Alluvium, which is typically poorly drained
and often includes hydric soils. Soil samples were black and mucky to a depth of 20-inches.
The dominant canopy species in the wetland are Acer rubrum (red maple) and Liquidambar
111-54
-------
r
US 113 Planning Study
styraciflua (sweet gum). The shrub layer is sparse, however, the dominant species in the
herbaceous layer include Saururus canadensis (lizards tail), Boehmeria cylindrica (false
nettle), and Impatiens capensis (jewelweed).
A large portion of the study area is mapped in the Soil Survey as having hydric soils;
however, an extensive series of drainage ditches has effectively lowered the water table in
many areas. The most problematic of these areas are associated with abandoned fields that
have returned to woodland. Most of the ditches in the study area support hydrophytic
vegetation. On-site inspection by the Corps of Engineers has determined which ditches are
jurisdictional. The ditches have been identified and labeled on the mapping for the Preferred
Alternatives presented in Appendix A of this FEIS. Ditches have been included as
jurisdictional wetlands where they are located immediately adjacent to wetland areas.
7/7-55
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US 113 PLANNING STUDY
Wetland Locations
SOUTHERN STUDY AREA
Wetland Location and Number
Figure
IBI-12A
Febaiary 1998
-------
r
\
Legend
Wetland Location and Number
^
A.
er
US 113 PLANNING STUDY
Wetland Locations
SOUTHERN STUDY AREA
Mvyfincf
Admk&tntton
February 1998
Figure
IIM2B
-------
,-y
W-11 Wetland Location and Number
^•V:-.'*, V-j SCALE INF
^-•x--, (4 A .
-. -• .'£ P. » •
'/;>!•'
US 113 PLANNING STUDY
Wetland Locations
SOUTHERN STUDY AREA
February 1998
Figure
II1-12C
-------
77
/DELAWARE
BISHOPVILLE
'• V T '' '
113\>
•* \\ y .jaax5,, ,
i^C-r \vcr-, .Lr-^
^U*aa '-^^S?*«
/ .-^
W-34
SHOWELL
-' .-f^'
J \ "i
4
'
H t
ffil
lll*fc'»o
KEY MAP
..§r,
'r-.. FRIENDSHIP >i
'< .U N>% !
'•M\ _.. i(:s,,r.--•-..•!
. ' %- "^if/'m nn~\nl*
JONES
.. J '^
,.»•» - .«•-.«•' "y
W^SJ
wSfl
Lagend
Wetland Location and Number
'•"^-\
US 113 PLANNING STUDY
Wetland Locations
NORTHERN STUDY AREA
February 1998
Figure
III-12D
-------
US J13 Planning Study
Table 111-17: Wetland Summary
HI
W-l
W-2
W-3
W-4
W-5
W-5A
W-6
J4*: Approx ^ ;: '
100
>500
200
2.0
11.0
2.0
>500
(Jowardin
PEM1E
PF01B
PEM1B
(east)
PFO1C
(west)
PFO1E
PEM/SS1B
PEM/PFO
PFO/EM1B
Spike Rush Eleocharis sp.
Wood Reedgrass Cinna Arundinacea
Lurid Sedge Carex lurida
Water Plantain Alisima plantago-aqualica
Soft Rush Juncus effusus
Red Maple Acer rubrum
Coast Pepperbush Clethra alnifolia
Wood Reedgrass Cinna Arundinacea
Highbush Blueberry Vaccinium corymbosum
Arrow-wood Viburnum dentatum
Bayberry Myrica cerifera
Sweetgum Liquidambar styraciflua
Black Willow Salix nigra
Soft Rush Juncus effusus
Green Bulrush Scirpus atrovirens
Spike Rush Eleocharis sp.
Red Maple Acerrubrum
Sweetgum Liquidambar styraciflua
Willow Oak Quercus phellos
Red Maple Acerrubrum
Coast Pepperbush Clethra alnifolia
Sweetgum Liquidambar styraciflua
Loblolly Pinustaeda
Blackgum Nyssa sylvatica
Panic Grass Dichanthclium
acuminatum
Green Bulrush Scirpus atrovirens
Ink-berry Bex glabra
Red Maple Acer rubrum
MD Meadow Beauty Rhexia mariana
Sedge Carex spp.
St Johnswort Hypericum sp.
Loblolly Pinus taeda
Groundsel Tree Baccharis halimifolia
Soft Rush Juncus effusus
Common Reed Phragmites australis
Common Greenbrier Smilax rolundifolia
Panic Grass DichantheUum
Goldenrod Solidago spp
Common Cattail Typha latifolia
Lizard's Tail Saururus cemuus
Fringed Sedge Carex crinita
Great Angelica Angelica aropurpurea
Red Maple Acerrubrum
Sensitive Fern Onoclea sensibilis
Sweetbay Magnolia virginiana
Arrow-wood Viburnum dentatum
Pickeralweed Pontederia cordata
Spatterdock Nupharhueum
Inundated
Water Marks
Sediment Deposits
Water Marks
Sediment Deposits
Saturated
Inundated
Saturated
Sediment Deposits
Inundated
Saturated
Water Marks
Saturated
Inundated Pockets
Saturated
Inundated
Saturated
Water Marks
Sediment Deposits
Drainage Patterns
Fallsington
0-6" -sandy
loam
10YR5/2
6-18" - loamy
sand
2.5Y5/3W/10YR
5/6
Othello
4 to 12" - silt loam
2.5Y 5/1 with
10YR5/8redox
Woodstown
(hydric inclusion)
0-10" -sandy loam
10YR 6/1 with 7.5
YR5/8redox
Sassafras
Flooded -not
described
Fallsington
8-18" -sandy loam
2-5Y5/1
Fallsington
Fallsington
0-16" -sandy loam
10YR 3-4/1
Grouped
with W-3
GR/D
S/TR
NR
WH
WH
w
Grouped
withW-
5A
GR/D
WH
Grouped
withW-8
Located at inlet and
outlet of enlvert
under 113; ditched
and disturbed by
road; may have
been natural
tributary to
Hardship Branch
Associated with
broad drainage
swale; northeast
comer is fanned
wetland
Appears to be a
natural tributary to
Patty's Branch that
was ditched
Blocked ditch has
impounded water;
appears to have
been flooded for
several years based
OD WfllCT *T*flTJC5
Cleared r/w for
powerline
maintenance
Area appears to
have been
excavated, possibly
for original highway
construction.
Upper floodplain
limit of Patty's
Branch; drainage
pattern bisected by
road
see page following table for footnotes
7/7-55
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US 113 Planning Study
.pprox"
Size (Ac)
[Number
W-7 "I >500
Jowardin
System
PF01E
PEM1E
W-8
W-9
>500
PFO2/1E
200
PEM/FO1B
W-10
W-1I
>SOO
PFO1E
100
PFO1E
W-12
>500
PR31E
.
sec page following table for footnotes
Green ash
Sweetgum
Red Maple
Lizard's Tail
Brook-side Alder
Black Willow
False Nettle
Spatterdock
Bunonbush
Elderberry
Bald Cypress
Red Maple
Sweetgum
Coast Pepperbush
Highbush Blueberry
Wood Reedgrass
Royal Fern
Lizard's Tail
Brook-side Alder
Winterberry
Red Maple
Bteck Willow
Brook-side Alder
Buttonbush
Jewelweed
New York Ironweed
Swamp Milkweed
Red Maple
Green ash
Lizard's Tail
Arrow-wood
Blackgum
Sensitive Fern
American Hornbeam
Sweetgum
Red Maple
Arrow-wood
Spicebush
False Nettle
Jewelweed
Sedge
Red Maple
Sweetgum
Spicebush
Arrow-wood
Sweetbay
American Holly
Netted Chainfem
Lizard's Tail
Sensitive Fern
Winterberry
Cinnamon Fern
Clearweed
fetation . ,• ; _.,..., .
/ife'r"^?;':;-' .- •:":"*:>'&: %
Fraxinus pennsylvanica 1
Liquidambar styraciflua
Acer rubrum
Saururus cemuus
Alnus serrulata
Salixnigra
Boehmeria cylindrica
Nuphar luteum
Cephalanthus occidentalis
Sambucus canadensis
Taxodium distichum
Acer rubrum
Liquidambar styraciflua
Clethra alnifolia
Vaccinium corymbosum
Cinna Arundinacea
Osmunda regalis
Saururus cemuus
Alnus serrulata
Hex vertlcillata
Acer rubrum
Salixnigra
Alnus serrulata
Cephalanthus occidentalis
Impatiens capensis
Veronia noveboracensis
Asckpias incarnate
Acer rubrum
Fraxinus pennsylvanica
Ssururus cernuus
Viburnum dentatum
Nyssa sylvatica
Onoclea sensibilis
Carpinus caroliniana
Liquidambar styraciflua
Acer rubrum
Viburnum dentatum
Lindera benzoin
Boehmeria cylindrica
Impatiens capensis
Carexsp
Acer rubrum
Liquidambar styraciflua
Lindera benzoin
Viburnum dentatum
Magnolia virginiana
Hexopaca
Woodwardia areolata
Saururus cemuus
Onoclea sensibilis
Hex verticillata
Osmunda cinnamomea
Pileapumila
,,-U^rologic,^?1}^.:^;«oils ^ , ,..;'r
^i^^^^te^-iT^''''.'^?' ;'.:
nundated I Fallsington <
Saturated I 0-18"- Black '
Drift lines I muck and sandy
Sediment Deposits 1 loam
Water Marks I
Inundated
Saturated
Water Marks
Inundated
Water Marks
Sediment Deposits
Drainage Patterns
Fallsington
10-16" - sandy
loam
5Y 6/1 with 10YR
4/6 redox
Mixed Alluvium
Not described due
to flooding
Inundated
Water Marks
Inundated
Saturated
Sediment Deposits
Drainage Patterns
Saturated
Mixed Alluvium
0-18* - silt loam
5Y3/2
Fallsington
Not described due
to flooding
Portsmouth and
Mixed Alluvium
4-12" - loam
7.5YR2A)
Principal
*?%.?";,..
jrouped
vith W-8
GR/D
FA
SrtR
NR
PE
It/U
Wrt
UH
VQ/A
NR
WH
S/TR
Grouped
wilhW-9
Grouped
withW-9
Grouped
withW-13
Other • .:,.-, ||
, ... »;,;.. i.. .;-.., ..-II
'ally's Branch and II
djacent floodplain II
Cypress swamp in
floodplain of
Pumell and
Campground
Branch 1
U
H
Floodplain of
Poorhouse Branch
Floodplain of Five
Mile Branch
Bank and bottom of
unnamed perennial
stream 1
I
Broad headwater
swale to Massey
Branch; bisected by
road
7/7-57
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VS 113 Planning Study
Wetlands.
irii'umhd-l
i.;S.iSsW
W-13
W-14
W-15
W-16
W-I7
W-18
W-19
SrApptt«:i';,!;!j
s$i0$$ti
$•:*»* re- ttSSSti?^1'
100
V
100
5
200
0.8
100
1.0
fc-ClpHjKjUjlss
I^SprajiS;
es&igs:
PF01B
PF01C
PFO1C
PF01C
PF01B
PF01B
PP01B
'-!^\v'^/.*VB.«-%7?TU«|minam*^a»fl(m.;-i •. i-.^ • .::-;.^iv44#
Red Maple Acer nibrum
Green ash Fraxinus pennsylvanica
Blackgum Nyssa sylvatica
Sweetbay Magnolia Magnolia virginiana
Spicebush Lindera benzoin
Sweetgum Liquidambar styraciflua
Skunk Cabbage Symplocarpus foetidus
Lizard's Tail Saurarus cernuus
Jewelweed Impatiens capensis
False Nettle Boebmeria cylindrica
Coast Pepperbush Clethra alnifolia
Netted Chainfem Woodwardia areolata
Red Maple Acer nibrum
Netted Chainfem Woodwardia areolata
New York Fern Thelypteris noveboracensis
False Nettle Boehmeria cylindrica
American Holly Hex opaca
Cinnamon Fern Osmunda cinnamomea
Red Maple Acer nibrum
Sweetbay Magnolia virginiana
Spicebush Lindera benzoin
Blackgum Nyssa sylvatica
Seaside alder Ateus maritima
Arrow-wood Viburnum dentatum
Netted Chainfem Woodwardia areolila
False Nettle Boehmeria cylindrica
Red Maple Acer nibrum
Green ash Fraxlnus pennsyrvanlca
Sweetgum Liquidambar styraciflua
Arrow-wood Viburnum dentatum ..
Jewelweed Irnpatiens capensis
False nettle > Boehmeria cylindrica
Common Greenbrtar Smilax rotundifolia
Lizard's Tail Saururus cemuus
Red Maple Acer nibrum /
Arrow-wood Viburnum dentatum
Sedge Carexip.
Water Purslane Dldiplls diandra
Bayberry , Myricaceiifera ,
Red Maple Acer nibrum
Blackgum Nytsa tylvatica
Sweetgum Liquidambar iryraclflua
Sweetbay Magnolia Virginian*
Arrow-wood Viburnum dentttua
Netted Chalnfern Woodwardia areolata
American Holly Ilex opaca •
Swamp Azaka Rhododendron vlscoium
Sphagnum
Brook-side Alder Alnus semilata
Red Maple Acer nibrum
Jewelweed Impatiens capeniii
Netted Chsinfem WoodwardiB areolata
Sweetgum Ljquldambar styraclflua
VlrgliUs Creeper PanhenociHus
quinquefoya
Saturated
Inundated
Saturated
Drainage Patterns
Inundated
Saturated
Sediment Deposits
Drainage Patterns
Inundated
Saturated
Drainage Patterns
Inundated
Saturated
Water Marks
Inundated
Saturated
Buttreued Trunks
^^mirf^
Mixed Alluvium
4-10" - loamy sand
2.5Y 6/2 with
7.5YR5/8redox;
10-16" silly clay
10YR4/1
Falls ington/Pocom
oke
0-1 8" Sandy loam
10YR2/1
Fallsington
4-1 8" Sandy loam
10YR4/1
Mixed Alluvium
0-18" silt loam
10YR4/1
Fallsington
4-12 sandy loam
10YR5/1
12-18 sandy loam
10YR7/1
Mixed Alluvium
0-14* Muck
Portsmouth
0-16" silt loam
with high organic
content
Principal r
•^uiiiciUon^
-a5;ily«.:.:4
FA
S/TR
NR
PE
WH
VQ/A
(3)
GR/D
S/TR
NR
WH
RES
U/H
GR/D
FA
smt
NR
WH
(3)
GR/D
PA
SfIR
NR
WH
Grouped
wlthW-18
^i>^^5.\
Floodplain of Poner
Creek
Headwater swale to
Goody Hill Branch
Wetland of special
state concern;
seaside alder, state
status rare.
Floodplain of
Basset Creek
Cable r/w has
created depressions;
wetter hydrology
than normal
Area has been
drained by ditch;
questionable
hydrology
see page following table for footnotes "
m-58
-------
US 113 Planning Study
Wetland
Number
W-20
W-21
W-22
W-23
W-24
W-25
W-26
W-27
Approx1"
Sin! (Ac)
SO
200
200
3.0
1.0
100
3.0
200
Cowardin
System
PK31B
PF01A
PFO1C
PFO1C
PFO1C
PFO1C
PKWSS1B
PFO1E
, , Dominant Vegetation •-. • , ^7;,
Red Maple Acer rubrum
Common Grccnbrier Smilax rotundifolia
Wood Reedgrass Cinna Arundinacca
False Nenle Boehmeria cylindrica
Jewelweed Impatiens capensis
Brook-side Alder Alnus serrulam
Arrow-wood Viburnum dentatum
Sweelgum Liquidambar styraciflua
Red Maple Acer rubrum
Lizard's Tail Saururus cernuus
Multinofa Rose Rosa multiflora
Jack-in-lhc-Pulpit Arisaema triphyllum
Common Greenbrier Smilax rotundifolia
Red Maple Acer rubrum
Cottonwood Populus deltoides
Lizard's Tail Saururus cernuus
Wood Reedgrass Cinna Arundinacea
False Nettle Boehmeria cylindrica
Red Maple Acer rubrum
Sweetgum LJquidambar sryraciflua
Blackgum Nyssa sylvatica
Fetter-bush Leucothoeracemosa
Possum-haw Viburnum nudum
Netted Cbainfern Woodwardia areolata
Red Maple Acer rubrum
Sweetgum Liquidambar styraciflua
White Oak Quercusalba
Coast Pepperbush Clethra alnifolia
• •
Red Maple Acer rubrum
Willow oak Quercus phellos
Highbush Blueberry Vaccinium corymbosum
Coast Pepperbush Clelhra alnifolia
Netted Chainfero Woodwardia areolata
Red Maple Acer rubrum
Sweetgum Liquidambar styraciflua
Wood Reedgrass Cinna amndinacea
Baybeny Myrica cerifera
GrouadselTree Baccharis halimifolia
Common Greenbrier Smilax rotundifolia
Soft Rush Juncus effusus rush
Wool-grass Scirpus cyperinus
Redtop Agrostis alba
smartweed Polygonum sp.
Sedge Carex sp. Carex sp.
Red Maple Acer rubrum
Willow Oak Quercus phellos
Arrow-wood Viburnum dentatum
Water oak Quercus nigra
American Holly Hexopaca
American Hornbeam Carpinus Carolinians
Common Greenbrier Smilax rotundifolia
•?'•••.•.•«,>;> -^ 'i^T.
Inundated
Saturated
Saturated
Inundated
Saturated
Saturated
Water Marks
Inundated
Saturated
Water Marks
Saturated
Inundated
Saturated
Water Marks
Sediment Deposits
Inundated
Saturated
Water Marks
Drainage Patterns
- • -, • • Soils ( ,
Fallsington
0-10" sandy loam;
10YR 4/1
10-1 8" heavy
sandy loam; 10YR
6/1
Mixed Alluvium
4-8" silt loam
10VR 5/4 with
7.5YR5/4redox;
8-1 8" silt loam
10YR 6/2 with
10YR4/4redox
Mixed Alluvium
Not examined due
to flooding
Falllsington
3-0"Fibric
0-4" loam, 10YR
3/2
4-16"sandy clay
loam
Woodstown
0-5" loam 2.5Y
3/2;
5-10" sandy loam,
2.5Y5/3
10-24" 2.5Y 5/4
Fallsington
0-8" loam, 2.5Y
3/1
8-14" sandy loam.
2.5Y6/1
Othelto/Fallsington
0-6" loam 10YR
3/2
6-1 8" heavy sandy
loam, 10YR 6/1
with 10YR 5/6
redox
Fallsington
0-8" loam, 10YR
3/1
8-16" loam.
10YR5/1
•'^'^'"•inajw
Filiation
Grouped
with W-18
Grouped
with W-18
Grouped
with W-18
GR/D
NR
WH
Grouped
withW-23
Grouped
with W-23
GR/D
NR
WH
VQ/A
Grouped
withW-37
;T:^:^yOthLCri.i_^,j< ,
S.opbsiBrvatibiis; ;
Possible seaside
alder
Floodplain of
Poplartown Branch
(east side of 1 13)
Floodplain of
Poplartown Branch
(west side of 113)
Constricted outlet
adjacent to railroad
tracks
Gravel driveway
restricts positive
drainage; soils have
not yet developed
hydric indicators
Depressional micro-
relief in broad
headwater swale
Adjacent to railroad
tracks;
eastern and western
edge is farmed
wetland
Extensive
depressional micro-
relief
see page following table for footnotes
111-59
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US 113 Planning Study
ins
W-29
W-30
W-31
W-32
W-33
200
1.8
. >500
>500
>500
100
4&SSS
PFO1E
PFO1E
PFO1C
PFO1C/E
PFO/SS1C
PFO1B
Red Maple Acerrubmm
Green ash Fraxinus pennsylvanica
Blackgum Nyssa sylvatica
Winterbeny Hex verticillata
American Holly Hex opaca
Coast Pepperbush Clethra alnjfolia
Lizard's Tail Saururus cemuus
Jewelweed Impatiens capensis
Netted Chainfem Woodwardia areolata
Arrow-wood Viburnum dentatum
Red Maple Acermbram
Highbush Blueberry Vaccinium corymbosum
Sweetgum LJquidambar styraciflua
Loblolly Pinustaeda
Coast Pepperbush Clethra alnifolia
Common Reed Phragmites australis
Red Maple Acermbrum
Sweetgum Liquidambar styraciflua
Green ash Fraxinus pennsylvanica
American Holly Bex opaca
Spicebush Lindera benzoin
Coast Pepperbush Clethra alnifolia
Jewelweed Impatiens capensis
False Nettle Boehmeria cylindrica
Netted Chainfern Woodwardia areolata
Lizard's Tail Saururus cemuus
Red Maple Acerrubrum
Blackgum Nyssa sylvatica
American Holly Hex opaca
Green ash Fraxinus pennsylvanica
Spicebush Undera benzoin
Sweelbay Magnolia Virginian*
Jack-in-me-Pulpit Arisaema triphyUum
Netted Chainfern Woodwardia areolata
Cinnamon Fern Osmunda cinnamomea
Lizard's Tail Saururus cemuus
Winterberry Hex verticillata
Red Maple Acer rubrum
Common Reed Phragmites australis
Sweetgum Liquidambar styraciflua
River birch Betulanigra
Qnnamon Fern Osmunda cinnamomea
Netted Chainfem Woodwardia areolata
Baybeny Myrica cerifera
Red Maple Acer rubrum
Sweetgum Liquidambar styraciflua
Sweetbay Magnolia virginiana
Elderberry Sambucus canadensis
Netted Chainfem Woodwardia areolata
Cinnamon Fern Osmunda cinnamomea
Microstegium Eulalai viminea
§SsS lif f'KIS"
Inundated
Saturated
Drainage Patterns
Inundated
Saturated
Saturated
Drift Lines
Sediment Deposits
Drainage Patterns
Saturated
Drainage Patterns
Inundated
Saturated
Water Marks
Drift Lines
Saturated
Mixed Alluvium
0-24" Muck
Fort Molt
Not described due
to flooding
Mixed Alluvium
5-1 8" silt loam
10YR5/2
Mixed Alluvium
0-24" Muck
FortMott
Not described due
to flooding
Rutledge
0-12" loam
2.5Y2^/1
12-24"sandyclay
loam, 2.5Y 5/1
Ntti
GR/D
FA
FSH
S/TR
NR
PE
WH
SSS
VQ/A
GR/D
WH
Grouped
withW-28
Grouped
withW-28
o>
GR/D
NR
WH
Floodplain of
Church Branch
Isolated depression
from previous sand
and gravel
excavation
Floodplain of
Middle Branch
Floodplain of
unnamed tributary
to Middle Branch
Excavated
depression adjacent
to floodplain of
unnamed tributary
to Middle Branch;
appears to be old
sand and gravel pit
Scattered
unvegetated
depressions; ditched
along southern edge
see page following table for footnotes
111-60
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US 113 Planning Study
\ WwliHM*' i ApproxW- --,1 , .cowanan. » ,:
thtt^j- S&M-f~'.S**f?-:£ 3
j W-34
1
W-35 I
IW-JS
W-37
W-38
W-39
100
1,0
5.0
200
0.7
200
W-40 I >500
1
1
PFO1B 1
PFO1E
PFOIE
PEM1C
PFO1B
PEM1B
PFO1B/E
PFOIE
*ed Maple Acerrubrum I Saturated F
Sweetgum Uquidambar styraciflua 1 Drainage Patterns | IJ
Sweelbay Magnolia virginiana
Coast Pepperbush Clelhra alnifolia
Netted Chainfera Woodwardia areolata
Cinnamon Fern Osmunda cinnamoraea
Common Greenbrier Smilaxrotundifolia
Blackgum Nyssa sylvatica
Red Maple Acerrubrum
Sweetgum Uquidambar styraciflua
Netted Chainfera Woodwardia areolata
Coast Pepperbush dethra alnifolia
Highbush Blueberry Vaccinium corymbosura
greenbrier Smilax rotundifolia
Red Maple Acerrubrum
Sweetgum Uquidambar styraciflua
Coast Pepperbush dethra alnifolia
Netted Chainfern Woodwardia areolata
Common Greenbrier Smilaxrotundifolia
Wool-grass Scirpus cyperinus
Soft Rush Juncuseffususrash
rough stem goldenrod Solidago rugosa
Elderberry Sambucuscanadensis
Aster Aster sp.
Red Maple Acerrubrum
Swee«|ura Uquidambar styraciflaa
Highbush Blueberry Vaccinium corymbosum
Sweetbay Magnolia Virginians
Netted Chainfera Woodwardia areobla
Sedge Carex.sp.
Willow Oak Ouercuspheltos
Royal Fern Osmund* regalis
Water Purslane Didiplis diandra
Lurid Sedge Carexhirida
Soft Rush Juncuseflususrush
MD Meadow Beauty Rhexia mariana
Canada Goldenrod Juncus canadensis
austeredBeakrush Rhynchospora glomerata
RedMapte Acerrabrem
Sweetgum Liquidambar styraciflua
Loblolly Pinustaeda
pin Oak Quercuspalustris
Coast Pepperbush dethra alnifolia
Highbush Blueberry Vaccinium corymbosum
Netted Chainfera Woodwardia areolata
Blackgum Nyssa sylvatica
Horse Sugar Symplocos tinctoria
RedMapte Acerrubrum
Sweetgum Uquidambar styraciflua
Lizard's Tail Saururus cemuus
False Nettle Boehmeria cylindrica
Jewelweed Impatiens capensis
_
^•^St^-p
ocomoke <
1-10" loam. '
f^t ft fit
1 Z.J X i. 31 1
1 10-14" sandy
1 loam. 2.5Y 6/2
I 14-24" sandy clay
1 loam, 2.5Y 6/3
1
Inundated
Saturated
Water Marks
Inundated
Saturated
Water Marks
Rutledge
M8" Black silt
oam with sapric
naterial
Rutledge
0-20" Black muck
and sandy loam
.
Saturated
Saturated
Inundated
Saturated
Water Marks
Inundated
Saturated
Water Marks
Drift Lines
Sediment Deposits
Drainage Pattern?
Leon, Pocomoke,
and Rutledge
0-24" loam to
sandy loam, 25V
2.5/1
Leon
0-12* sandy loam
2JY 2.5/1;
12-24" sandy clay
loam, 2 .5Y 5/2
with 2.5Y 3/1
redox
Pocomoke
0-24" loam to
sandy loam, 2.5 Y
2.5/1
Mixed Alluvium
0-20" Black muck
and sandy loam
• __ggggg!!!SS=^S
S^r'^T!,!* j*y ,'^->*s*>w?"«rii
•*rr.)lr)a/1 1 nnrl ciirfon^ II
jrOupeu i
with W-33
)
jrouped
with W-33
GR/D
NR
WH
TO
Grouped
with W-37
Grouped
withW-28
-1:^===:
ignificantly II -
disturbed by past II
ogging; scattered II
unvegetatcd II
depressional areas II
|
1
I
Depressional II
wetland II
11
Western portion of
wetland along RL
113 has been
cleared for power
lines and billboards
Scattered
unvcgetated
depressional areas;
land surface
significantly H
disturbed by past ||
logging H
I
Mowed for II
billboard visibility; U
located between H
railroad tracks and j]
Rt.113 j|
Significant
disturbance by
previous logging
Floodplain of Carey
Branch
J '
sec page following table for footnotes
7/7-57
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US 313 Planning Study
Footnotes To Table IH-17: Wetland Summary:
1. Approximate size of the total wetland outside the study area has been estimated from
available Soil Survey and National Wetland Inventory information.
2. See Section H.3 for functional assessment methodology.
GR/D - Groundwater Recharge/Discharge
F/A - Floodflow Alteration
FSH -Fish and Shellfish Habitat
S/TR - Sediment/Toxicant Retention
NR - Nutrient Removal
PE - Production Export
SSS - Sediment/Shoreline Stabilization
WH - Wildlife Habitat
RES - Rare/Endangered Species Habitat
U/H - Uniqueness/Heritage
VQ/A - Visual Quality/Aesthetics
3. Wetland functions and values were not determined for wetlands that are less than one
acre, or outside the study area for the alternatives under consideration.
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US 113 Planning Study
3.
Wetland Functions
Wetland functions and values were evaluated using The Highway Methodology Workbook
Supplement - Wetland Functions and Values: A Descriptive Approach (ACOE, 1995). The
methodology incorporates both wetland science and best professional judgment to determine
what functions and values are present in the wetland, followed by a determination of
principal functions and values provided by the wetland. Principal functions and values are
defined as an important physical component of a wetland ecosystem (function only), and/or
are considered of special value to society from a local, regional, or national perspective. The
following functions and values are assessed by the "Descriptive Approach" methodology:
Groundwater Recharge/Discharge - This function considers the potential for a wetland to
serve as a groundwater recharge and/or discharge area. It refers to the fundamental
interaction between wetlands and aquifers, regardless of size or importance of either.
Fioodflow Alteration - This function considers the effectiveness of the wetland in reducing
flood damage by water retention for prolonged periods following precipitation events and the
gradual release of floodwaters. It adds to the stability of the wetland ecological system or
its buffering characteristics, and provides social or economic value relative to erosion and/or
flood prone areas.
Fish and Shellfish Habitat - This function considers the effectiveness of seasonal or
permanent watercourses associated with the wetland in question for fish and shellfish habitat.
Sediment/Toxicant/Pathogen Retention - This function reduces or prevents degradation
of water quality. It relates to the effectiveness of the wetland as a trap for sediments,
toxicants, and pathogens in runoff water from surrounding uplands, or upstream eroding
areas.
Nutrient Removal/Retentioii/Traiisforaiation - This function considers the effectiveness
of the wetland as trap for nutrients in runoff water from surrounding uplands or contiguous
wetlands, and the ability of the wetland to process these nutrients into other forms or trophic
levels. One aspect of this function is to prevent ill effects of nutrients entenng aquifers or
surface waters such as ponds, lakes, streams, rivers, or estuaries.
Production Export - This function evaluates the effectiveness of the wetland to produce
food or usable products for man or other living things.
Sediment/Shoreline Stabilization - This function considers the effectiveness of a wetland
to stabilize stream banks and shorelines against erosion.
Wildlife Habitat - This function considers the effectiveness of the wetland to provide habitat
for various types and populations of animals typically associated with wetlands and the
wetland edge.
ni-63
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US 113 Planning Study
Recreation - This value considers the suitability of the wetland and associated watercourses
to provide recreational opportunities such as hiking, canoeing, boating, fishing, hunting, and
other active or passive recreational activities.
Educational/Scientific Value - This value considers the suitability of the wetland as a site
for an "outdoor classroom" or as a location for scientific study or research.
Uniqueness/Heritage - This value considers the effectiveness of the wetland or its
associated water bodies to provide certain special values. These may include archeological
sites, critical habitat for endangered species, its overall health and appearance, its role in the
ecological system of the area, or its relative importance as a typical wetland class for this
geographic location.
Visual Quality/Aesthetics - This value considers the visual and aesthetic quality or
usefulness of the wetland.
Endangered Species Habitat - This value considers the suitability of the wetland to support
threatened or endangered species.
An interagency study team was established to evaluate the functions and values of fifteen
representative wetlands in the project area. The study team included staff members of the
U.S. Army Corps of Engineers, the U.S. Fish and Wildlife Service, the Maryland State
Highway Administration, and the environmental consultant. The wetlands selected for
assessment were determined to be representative of typical wetlands in the project area based
on size, landscape position, location within the watershed, and surrounding land-use.
Although all wetlands provide varying degrees of functions and values, the interagency team
agreed to complete functional assessments only for wetlands larger than one acre, and
wetlands that Ire located within the study area of the proposed alignments. Principal wetland
functions and values provided by the wetlands are summarized in Table ffl-18. Detailed
information, including data sheets, are provided in the Natural Resources Technical Report.
111-64
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I/-
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US 113 Planning Study
I. Vegetation and Wildlife
1. Vegetation
Vegetation within the study area primarily consists of plant species associated with forested
areas, wetlands, farmlands, and meadows, and landscaped and turfed areas associated with
developed commercial, recreational, institutional and residential land uses.
The forested vegetation habitats vary from bottomland floodplain areas dominated by species
tolerant of semi-saturated and prolonged saturated and inundated conditions, to gently sloping
and level uplands consisting of species tolerant of drier soil environments.
The forest density in general is variable with some areas having a fairly dense overstory,
subcanopy, shrub and herbaceous cover while in other areas the subcanopy trees, shrubs and
herbaceous species are sparse or lacking. Some forest areas were logged at sometime in the
past and it is within these areas that dense stands of early growth loblolly pine, deciduous tree
saplings and various grass and flowering ground cover species occur.
The upland forests are dominated primarily by red maple (Acer rubruni), white oak (Quercus
alba), southern red oak (Q.falcata), tulip tree (Liriodendron tulipifera), loblolly pine (Pinus
taedd), American holly (Ilex opaca), sweet pepper-bush (Clethra alnifolid), arrow-wood
(Viburnum dentatum), Japanese honeysuckle (Lonicera japonica), common poison-ivy
(Toxicodendron radicans) and Virginia creeper (Parthenocissus quinquefolia).
Three specimen trees were identified and the size and quality documented: a southern red oak
with 34.5 inch Diameter at Breast Height (DBH), the trunk is in good condition and top crown
is generally well shaped with minimal dead wood; two tulip trees, one 41.2 inch DBH and one
43 inch DBH, have trunks in good condition with fairly well-shaped crowns and minimal dead
wood. These trees are located approximately 150 feet northeast of Poplartown Branch and
approximately 60 feet west of US 113.
The bottomland forests are dominated primarily by several species also found in the upland
forests which include red maple, loblolly pine, arrow-wood, sweet pepper-bush, Japanese
honeysuckle as well as sweetgum (Liquidambar styraciflua) and blackgum (Nyssa sylvatica).
Wetlands which occur within or adjacent to streams and within floodplains or other areas
where a prolonged high water table sustains plant species able to adapt and reproduce in soils
which may be saturated or inundated for long periods of time. Such species include: silky
dogwood (Cornus amomum), bald cypress (Taxodium distichum), seaside alder (Alnus
maritmd), narrow-leaved cattail (Typha angustifolia), spotted touch-me-not (Impatiens
capensis), buttonbush (Cephalanthus occidentalis), Sedges (Carex sp.) and skunk-cabbage
(Symplocarpus foetidus).
111-66
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US 113 Planning Study
A few fallow fields are interspersed between the farmed areas, landscaped areas and forests
and are dominated by various grasses as well as flowering ground cover and shrubby species.
Plant species occurring in the fallow field areas include: meadow fescue (Festuca pratensis),
Canada thistle (Cirsium arvense), sour dock (Rwnex crispus), fragrant goldenrod (Euthania
tenuifolia), common pokeweed (Phytolacca americana) and daisy fleabane (Erigeron
strigosus).
Vegetation on the farmed areas consists primarily of crops such as soybean (Glycine max),
corn (Zea mays) and wheat (Triticum aestivwri).
The developed areas contain a wide variety of native, naturalized and ornamental trees, shrubs
and herbaceous plants. Included are lawns and other turfed areas, hedge rows, foundation
plantings and flower beds.
2. Wildlife and Wildlife Habitat
Based on vegetation, three major habitat types within the study area have been identified:
terrestrial or upland, wetland, and aquatic. Some of the wildlife species found in the study
area such as whitetailed deer (Odozoileus virginianus), racoon (Procyon later), and mourning
dove (Zenaida maccrouna), use a variety of the habitats found in the study area. Other
species such as black rat snake (Elaphe obsoleta obsoleta), meadow vole (Microtus
pennsylvanicus), and Cooper's hawk (Accipiter cooperii), however, have more specialized
habitat requirements and depend on specific habitats.
The southern and northern study areas generally parallel the existing alignment of US 113 and
include many existing treelines and fringe portions of major and minor forested areas. Many
of these forested tracts are interrupted by croplands, commercial and residential properties and
meadows. Several of the forested areas are extensive enough, however, that they could
potentially be used for safe havens and breeding by forest interior dwelling species. Some of
these species would be year-round residents of the study area while others would migrate to
the area during the spring and summer to breed. These species, that require large tracts of
undisturbed forestland, have undergone substantial declines in parts of Maryland due to the
loss, fragmentation, and isolation of forest habitat needed to sustain their populations
(Maryland Department of Natural Resources, 1986). The criteria suggest that riparian forests,
of 300 feet wide or wider, and upland forests of at least 100 acres, are likely to be habitats for
interior dwelling birds (Maryland Department of Natural Resources, 1986).
a. Terrestrial Habitat
In the developed areas, wildlife species able to adapt and coexist with humans are commonly
found. Certain forest dwelling mammal species will also occasionally venture onto developed
and cropland areas in search of food. Bird species expected to commonly use the developed,
cropland and meadow areas, as well as the forested areas, include: downy woodpecker
(Picoides pubessens), American robin (Turdus migratorius), gray catbird (Dwnetella
7/7-67
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175 113 Planning Study
carolinensis), northern mocking bird (Mimus polyglottos), common grackle (Quiscalus
quiscula), and American crow (Corvus brachyrhynchos). Mammal and reptile species
include: red fox (Vulpes vulpes), woodchuck (Marmota monox), gray squirrel (Sciurus
carolinensis), eastern chipmunk (Tamias striatus), Virginia opossum (Didelphis virginiand),
and eastern gartersnake (Thamnophis sirtalis). A complete listing of amphibian, reptile,
mammal and bird species found in Worcester County may be found in Appendix E of this
document.
b. Aquatic and Wetland Habitat
The wetland habitats within and adjacent to both the north and south study areas are varied
consisting of forested, scrub-shrub and emergent wetlands as well as riverine stream systems.
The stream systems were identified and are described in Section ni-F and the wetland systems
are discussed in Section ffl-H. The streams crossed within the study area are primarily very
slow moving with sand and mud bottoms, and the channels are mostly non-vegetated, other
than plants occurring on the adjacent slopes which consist of emergent and scrub-shrub
species. Palustrine deciduous forests often occur on the adjacent floodplains.
Bird species which are dependent on these habitats include: belted kingfisher (Ceryle alcyori),
great blue heron (Ardea kerodias), mallard (Anas platyrhynchos), wood duck (Aix sponsd),
and red-winged black bird (Agelaius phoeniceus). Mammal, reptile and amphibian species
also utilizing these habitats include: muskrat (Ondatra zibethius), nutria (Myocaster coypus),
bullfrog (Rana catesbeiand), common musk turtle (Sternotherus odoratus) and northern water
snake (Nerodia sipedori). Many of the upland species such as American robin, northern
mockingbird, gray catbird, red fox, white-tailed deer, racoon, Virginia opossum and black rat
snake also utilize the wetland and aquatic habitats.
A complete listingFef amphibian, reptile, mammal and bird species found in Worcester County
may be found in Appendix E of this document.
Streams and ponds within and adjacent to the study area are considered to be aquatic habitats
within which shallow depths permit the dense growth of certain submerged vascular plant
species, which are either attached to the substrate or float freely in the water above the bottom
or on the surface.
The Pocomoke River is widely known for the quality of its sport fishery. The tributary
streams within the project's southern study area are generally small and offer limited sport
fishing potential, they do however, provide important spawning grounds which support the
Pocomoke River fishery.
The stream systems which occur within both the Pocomoke River area and the Coastal
Drainage areas provide food sources and spawning environments for migratory fish species
such as white perch (Morone americand), yellow perch (fercaflavescens), blueback herring
(Alosa aestivdlis) and alewife (Alosa pseudoharengus) as well as resident species including:
7/7-58
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£75113 Planning Study
large-mouth bass (Micropterus salmoides), chain pickerel (Esox niger), blue-spotted sunfish
(Ennea conthus gloriosus), and pumpkhiseed (Lepomis gibbosus). A complete listing of fish
species found in Worcester County's freshwaters may be found in Appendix E of this
document.
3. Rare, Threatened and Endangered Species
Coordination with the U.S. Fish and Wildlife Service (Wolflin, 1995) has revealed that there
are no known Federally listed endangered or threatened species under their jurisdiction within
the study area. Coordination with the Maryland DNR Wildlife and Heritage Division,
however, (Dintaman, Jr., 1995, Davidson, 1996) indicates that there are several State rare,
threatened and endangered plant species and a fmfish species subject to potential impact
within the study area.
The DNR Wildlife and Heritage Division has recorded 20 State rare, threatened and
endangered plant species occurring within one mile of the southern section of the US 113
roadway study area. Within the immediate study area, four of these plant species are known
to occur. The four species include: seaside alder (Alnus maritima), swamp beggar-ticks
(Bidens discoidea) and variable yelloweyed-grass (Xyris difformis), state status, rare and low
water-milfoil (Myriophyllum humile) which is state endangered. On July 17,1996 a field
survey was conducted in the effort to verify the existence and location of the four species.
Only the seaside alder was found and identified near the roadway.
The DNR also lists a finfish species, the blackbanded sunfish (Enneaconthus chaetadon),
which may occur in Gary Branch located north of Berlin (Dintaman Jr., 1995) . The sunfish
population is thought to be limited or declining in the State such that it may be threatened in
the future and therefore is in need of conservation. No surveys were undertaken to verify the
occurrence of the sunfish hi Gary Branch or any other stream in the study area.
J. Air Quality
The US 113 project is located in Worcester County, which is not listed as a nonattainment area for
carbon monoxide and ozone. Therefore, with the exception of construction procedures requirements,
the conformity requirements of 40 CFR 93 do not apply to this project. The project is also in an area
where the State Implementation Plan (SIP) does not contain any transportation control measures.
Therefore, the conformity procedures in the Federal Register on November 24,1993 do not apply
to this project
The air quality analysis serves as support documentation for the project and has been prepared in
accordance with the U.S. Environmental Protection Agency (U.S. EPA), Federal Highway
Administration (FHWA), and Maryland SHA guidelines. A CO attainment area is defined in
Section 186 of the Clean Air Act Amendments of 1990 (CAA '90) as a region that has a design value
of less that 9.1 ppm. Carbon monoxide (CO) impacts were analyzed as the accepted indicator of
vehicle-generated air pollution.
~~" ni-69
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US 113 Planning Study
1. Methodology
The EPA's CAL3QHC dispersion model was used to predict CO concentrations for air quality
sensitive receptors for the year of completion (2000) and the design year (2020). These
detailed analyses predict air quality impacts from CO vehicular emissions for both the No
Build and Dualization Alternatives for each analysis year. Modeled 1-hour and 8-hour
average CO concentrations were added to background CO concentrations for comparison to
the State and National Ambient Air Quality Standards (S/NAAQS).
In order to calculate the total concentration of CO which occurs at a particular receptor site
during worst case meteorological conditions, the background levels are considered in addition
to the levels directly attributed to the facility under consideration. The background levels
were derived from the application of rollback methodology to on-site monitoring conducted
by the Maryland Department of the Environment, Air Management Administration at their
Essex Site during the period of 1994.
2. Description of Air Sensitive Receptors
Sixty-five air receptor locations were selected to represent air quality sensitive locations
within the study area. These locations, representing residences, places of worship, and
historic properties, were selected to represent the worst case conditions for ah* quality impacts
associated with the proposed project The locations of the air quality sensitive sites presented
on Figures HI-ISA through 13D, were verified by a site visit in November, 1996.
3. Background CO Levels
Background CO, in parts per million (PPM) were determined to be 2.6 ppm for a 1-hour
period and 0.9 ppm for an 8-hour period. These CO concentrations are lower than the
S/NAAQS 1-hour CO concentration of 35 ppm and the 8-hour CO concentration of 9 ppm,
at any air quality receptor location, in either analysis year.
K. Noise Quality
1. Design Noise Level/Activity Relationships
The design noise levels indicated hi Table IH-19 have been used to determine highway traffic
noise impacts associated with different land uses or activities in existence at the time of
project development. In addition, the design noise levels have been used to determine where
further consideration of noise mitigation will be required during the final design of the project.
The applicable activity category for developed land uses adjacent to US 113 is category "B"
for which the L^ (Exterior) design noise level is 67 dBA.
7/7-70
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US 113 Planning Study
2. Existing Noise Environment
Ambient Noise Measurements
In order to determine the existing noise characteristics present within the corridors of the
various build alternatives being considered, ambient noise measurements were recorded at 65
receptor locations during November, 1996. Results of the ambient measurements at the
receptor locations chosen, indicate a variety of contributing sources to the local noise
environment. These include birds chirping, leaves rustling, dogs barking, and trains, in
addition to traffic-related noise from US 113. The local street network within the study area
has minimal influence on the respective communities. Major arterials intersecting with US
113 also contribute to the noise environment for select sensitive receptor sites, however, they
do not influence the overall result of the proposed improvements.
Description of Noise Receptor Sites and Recorded Ambient Leq Noise Levels
The results of the ambient noise measurements are presented in Table ffl-20. Sixty-five
receptor sites, representing residences, places of worship, and historic sites, were selected to
represent the worst case conditions for noise quality impacts associated with the proposed
project. Where feasible, sites were selected to represent groupings of residences.
Additionally, sites were chosen where the proposed alternate would be close to the noise
sensitive area, and also in areas where normal exterior human activity would occur. The
location of the noise receptor sites are shown on Figures IH-13A through 13D.
111-71
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-------
ALTERNATIVE3S\
US 113 PLANNING STUDY
Air and Noise Receptor
Locations
SOUTHERN STUDY AREA
^P. — Dualtsatkin on Existing Alignment
1-1 * Noise Receptor Site
Fraaiyie98
-------
I rL~' "x""~\ ";>'\ V'\
M- , ~--o \ \ \
f PTC^WSv-w. -. • /
r^-g^.^1
/ * * a » r t v ? 4^. t / o i, •
^ir^^
US 113 PLANNING STUDY
Air and Noise Receptor
Locations
SOUTHERN STUDY AREA
_ Dualization on Existing Alignment
1-1 9 Noise Receptor Site
-------
US 113 PLANNING STUDY
Legend
mm — DuaKzatton on Existing Alignment
.»»«.. Duallzation on New Alignment
1-1 • Noisa Receptor Site
\j
Air and Noise Receptor
Locations
NORTHERN STUDY AREA
1998
Figure
III-13D
-------
US 113 Plannin
Table HI-19: Noise Abatement Criteria, Activity Relationships i
B
in CFR 772 *
57dBA
(Exterior)
67dBA
(Exterior)
72dBA
(Exterior)
• Pr°PSn"!S
»» to categories A and B above"
Undeveloped lands.
52dBA
(Interior)
aas^ ' I x—-™« ***«v* auuiujiiuilis.
Adapted from Title 23 Code ot Federal Regulations Part 772,
Iff-72
-------
Table 111-20: Sensitive Receptor Sites and Ambient Noise Levels
4-1
4-2
4-3
4-4
- Receptor Desqrip.tion,,
Residence - 3932 Market Street (MD 394)
•
Residence - 4624 Snow Hill Road (MD 12)
__ —
Residence - 4712 Washington Street
j Residence-6108 Public Landing Road
;— —— •
| Residence - 5658 Worcester Highway (US113)
Residence - 5809 Worcester Highway (US113)
Snow Hill Mennonite Church - Worcester Highway (US113)
__.^_———i^———-•
™.^
Residence - 6074 Worcester Highway (US 113)
Residence - 6224 Worcester Highway (US113)
Residence - 6369 Worcester Highway (US113)
Residence - Mason Bros. (Perdue) - Worcester Highway (US113)
_ ~
Residence - 6570 Worcester Highway (US113)
Residence - 6641 Worcester Highway (US113)
Residence - 6858 Basket Switch Road
Residence - 7016 Worcester Highway (US 113)
Residence on LangmaidRoad with no address posted; 250 feet west of US 113
-7
-8
-9
Residence on
Residence - &
Residence - 7
Residence on Worcester Highway (US 113) with no address posted; 2000 feet
south of Gunning Club Road ^
Residence on Worcester Highway (US 113) with no address posted; 450 feet
south of Croppers Island Road
Residence - 9118 Croppers Island Road
Residence - 7575 Worcester Highway (US 113)
Residence-7620 Worcester Highway (US 113)
i—^•^^•••^^^^^^
Residence - 9314 Goody Hill Road
.
Residence - 7809 Worcester Highway (US 113)
65
59
58
64
67
111-73
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US 113 Planning Study
Table III.-20: Sensitive Receptor Sites and Ambient Noise Levels, continued
•- • .- ' V . • • ' -1 - " '*. .- ?£*£".' , ,= , " ' * .. :
4-8
4-9
4-10
4-11
4-12
6-1
6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-9
6-10
6-11
6-12
6-13
6-14
6-15
6-16
6-17
6-18
6-19
Residence -7924' Worcester Highway (US 113)* '•' .—•••-
Residence - 8028 Worcester Highway (US 1 1 3)
Residence - 8 1 1 Shire Drive
Residence on Worcester Highway (US 113) with no address posted; 750 feet
north of Shire Drive
Residence on Worcester Highway (US 113) with no address posted; 300 feet
south of Ironshire Station Road • .
Residence - 1 0347 Worcester Highway (US 113)
Residence - 10421 Worcester Highway (US 1 13)
Residence - 10485 Worcester Highway (US 1 13)
Residence - 10494 Worcester Highway (US 113)
Residence on Worcester Highway (US 113) with no address posted; 450 feet
south of Carey Road
Vic's Store - US 1 13; 125 feet south of Jones Road (Historic Site)
Residence on Carey Road with no address posted; 500 ft. west of US 1 13
Residence - 10239 Carey Road
Residence - 10680 Worcester Highway (US 1 13)
Residence- 10804 Worcester Highway (US 113)
Calvary Chapel - Victory Lane
Residence- 11047 Worcester Highway (US 113)
Residence - 1 1 206 Worcester Highway (US 113) (Historic Site)
Residence - 1 1217 Worcester Highway (US 1 13)
Residence - 1 1 241 Worcester Highway (US 113)
St. Martin's Church - Worcester Highway (US 1 13);300 ft. north of MD 589
(Historic Site)
Residence - 1 1 628 Worcester Highway (US 113) (Historic Site)
Residence - 10129 Pitts Road
Showell Methodist Church - corner of Pitts Road and Church Road
63
64
58
63
65
63
69
69
64
63
72
59
58
67
60
52
67
54
65
66
65
65
65
65
7/7-74
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US 113 Planning Study
Table 111-20: Sensitive Receptor Sites and Ambient Noise Levels, continued
[ SifcNo.
. '•-. V«; ..
7-1
7-2
7-3
7-4
7-5
7-6
7-7
7-9
7-10
7-11
7-12
7-13
7-14
7-15
7-16
Residence on Worcester Highway (US 1 13) with no address posted; 500 feet
south of Shingle Landing Road
Residence - 10122 Shingle Landing Road
Residence - 10204 Shingle Landing Road
Residential Property - 10045 Worcester Highway (US 1 13)
Residential Property - 12235 Worcester Highway (US 1 13)
Residence - 12538 Old Stage Road
Residence - 12558 Old Stage Road
Mausoleum- 1800 feet north of BishopvilleRoad
Residence - 12914 Worcester Highway (US 1 13)
Residence - 13102 Worcester Highway (US 1 13)
Residence on Worcester Highway (US 113) with no address posted; 400 feet
north of MD 610
Residence - 13222 Worcester Highway (US 1 13)
Elk's Lodge 2173 on Worcester Highway (US 1 13) - no address posted; 1050
feet south of Hotel Road
Residence - 13419 Morris Road
Transpemnsular Line Marker (Historic Site)
^^Vi%?iK''iHkK-V V~'i'''"- V"' V
^.^nira^nftN<)ise; Jueyel _ ,; "
73
55
59
60
68
56
53
61
69
70
69
70
72
62
65
7/7-75
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175113 Planning Study
L. Visual Quality ,,.«?»
From a recreational standpoint, it is common for Americans to drive for pleasure along scenic roads.
Additional mobile viewers of the landscape include commuters to work and truck drivers, among
others. Stationary viewers of visual landscape include residents, farmers, business employees,
consumers, and tourists.
1. Existing Visual Environment
The topography of the study area is relatively flat and the viewsheds are large. No scenic
vistas or visually sensitive receptors exist within the study area.
The existing study area is predominantly rural farmland with small residential areas and
communities scattered along the project limits. The visual landscape in the study area is
dominated by these farms, mostly chicken farms, with vegetation bordering the roadway.
2, Methodology
Viewsheds were determined by review of land use mapping and field reconnaissance
throughout the study area to, assist in the evaluation of the visual quality of the area. A
viewshed is "the surface area visible from a given viewpoint or series of viewpoints; it is also
the area from which that viewpoint or series of viewpoints may be seen" (FHWA, 1981). It
may also be defined as, "a tool for identifying the views that a project could actually affect"
(FHWA, 1981).
M. Municipal, Industrial and Residual Waste Sites
1. Initial Site Assessment
Municipal, industrial and residual wastes and other environmentally sensitive materials may
pose a considerable threat to human or environmental health if improperly treated, stored, or
disposed of. An Initial Site Assessment (ISA) was conducted to identify and inventory
municipal, industrial, and private properties which are known to or suspected to contain waste
materials. The investigation consisted of a database search, property records research, field
reconnaissance, and potential liability determination. The following databases were used
during the background research:
National Priority List (NPL)
Delisted NPL (NPL Deletions)
Resource Conservation and Recovery Information System (RCRIS-TSD)
Comprehensive Environmental Response, Compensation, and Liability Information
System
7/7-76
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US 113 Planning Study
(CERCLIS)
• Comprehensive Environmental Response, Compensation, and Liability Information
System
(CERC-NFRAP)
Corrective Action Report (CORRACTS)
• Permitted Aboveground Storage Tanks (AST)
• RCRA Administrative Action Tracking System (RAATS)
• Hazardous Materials Information Reporting System (HMIRS)
PCB Activity Database System (PADS)
• Toxic Chemical Release Inventory System (TRIS)
• Federal Superfund Liens (NPL Liens)
• Toxic Substance Control Act (TSCA)
• Former Manufactured Gas Sites (Coal Gas)
• EPA Emergency Response Notification System (ERNS)
State Hazardous Waste Site (SHWS)
The search of available Federal and state databases was conducted in accordance with the
specific requirements of American Society for Testing and Materials (ASTM) standard
practice for Environmental Site Assessment (E 1527-94). Full documentation for all sites
found within the ASTM-specified study radii is located in the Initial Site Assessment prepared
for this project in December, 1995 (Ganett Fleming, 1995). A review of the Maryland
Department of the Environment (MDE) Hazardous Waste Management Section's files was
made in conjunction with this study.
2. Preliminary Field Reconnaissance Results
In general, the corridor is characterized agricultural and residential land uses. Many of the
residential properties use fuel oil for home heating. This however, represents a minimal threat
to the project and unless other factors of concern were noted, these residential sites were not
included in the potential waste inventory.
The preliminary field reconnaissance revealed 23 potentially contaminated sites within the
southern and northern study areas. Sites were ranked, based upon the perceived potential to
pose a waste materials liability to the proposed project. The rankings are high, moderate, and
low potential liability. Factors influencing the ranking of perceived potential threats include:
• The nature of the site activity,
• History of site use,
• Location of the site in relation to the study area,
• The observed condition of the site,
• Significance of database records for the site,
• Whether the site has a history of controlled material spills, hazardous materials
handling, or waste production.
777-77
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US 113 Planning Study
Sites that possess a high potential for liability are sites that either via direct observation,
database records, or site use history present some potential to contain contamination. Sites
that possess a moderate potential usually are included based on current or historic site use or
documentation, but no evidence of potential contamination was revealed during the ISA.
Sites that possess a low potential are included based on current or historic site use or
documentation, however evidence gathered during the ISA revealed little likelihood of
contamination. The analysis of the databases and preliminary field reconnaissance data that
these sites may warrant further investigation and possible sampling and analysis. Three sites
have a high potential for liability and warrant formal Phase I study and may require Phase n
investigation. Sixteen sites possess a moderate potential for liability and while needing
formal Phase I study will probably not require a Phase n investigation. Four additional sites
have a low liability potential and should not require any additional investigation after the
formal Phase I studies. Table ID-21 lists the identified potential waste sites with the nature
of the contamination and potential for liability. The locations of these sites are shown on
Figures IH-14A through 14D. More detailed information concerning the assessment
methodology and findings is contained in the Hazardous Waste Initial Site Assessment
(Gannett Fleming, 1995) and Preliminary Site Screening Investigations (PSI) (Gannett
Fleming, 1997).
i
An area containing drums was identified by the U.S. Army Corps of Engineers during wetland
field reviews. This area was not identified as a site during preparation of the ISA. There are
no records of waste material sites or source events at the identified location. The contents of
the drums is unknown. This site, identified as site 24, was added to the list of potential waste
sites. During the PSI, an additional site was identified. This site, located at the northwest
corner of US 113 and Bishopville Road and identified as Site 25, appeared to be a
"demolished abandoned service structure of undetermined use".
-------
, I « --, /.,- .• , J
'' • '<• I' /
I 11 t If t/
US 113 PLANNIN* STUDY
Potential Waste
Site Locations
SOUTHERN STUDY AREA
Figure
III-14A
February 19S8
-------
NEWARK /
US 113 PLANNING STUDY
Potential Waste
Site Locations
SOUTHERN STUDY AREA
Mvytemf
SIM* Hlghtny
Admlnlttrmtlon
Figure
I1I-14B
February 1998
-------
lRCNSHlRi=
US 113 PLANNING STUDY
Potential Waste
Site Locations
SOUTHERN STUDY AREA
Usryfand
StttfHfghwty
AdmMftrmtton
Figure
III-14C
February 1998
-------
MARYLAND
BISHOPVILLE
US 113 PLANNING STUDY
Potential Waste
Site Locations
NORTHERN STUDY AREA
Figure
1H-14D
February 1998
-------
US 113 Planning Study
Table 111-21: Potential Wastes Sites
Site
ID
I
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
33
24
23
Potential Site .;•/
Ocean Designs Fiberglass and Boat Works
Cross Roads Carry Out
Abandoned Rendering Plant
TMT Design Co. 12829 Worcester Highway
Sharpgas Propane Tank Enclosure
Open Field
Kary Asphalt
Perdue Farms Hatchery #7
Hammonds Store
Showell Poultry Processing Plant
Davis Electric
Vic's Country Store
Sandbar Marine
9941 Deer Park
The Little Country Store Deli/Gas Station
Newark Station Strip Stores
Air Illusions Paint Shop
Custom Screen Printing Company
Town of Newark Sewage Treatment Ponds
Residential/Manufacturing Property
Landfill Office
Worcester County Roads Maintenance
Facility
Duck-in Convenience Store
Station 23154
Northwest corner of US 1 13 end Bishopville
Road
Nature of the Potential Contamination,
•*-•*'•' , ' • ;; "' •'•' "^'u'l?' '^^^kl^1,T>^t*i-K^^-^> v" ''•' ?:'
Boat repair; paint, solvent, petroleum products storage
Possible former gasoline pumping station
Former industrial site; abandoned tanker trucks,
process vessels, and 55-gallon drums found on site
Vehicle storage
Propane storage and 55-gallon drums of solvents
Possible former mobile home manufacturing site;
rusted paint cans and a 55-gallon drum found on site
Active asphalt processing facility
Above-ground and underground storage tanks
Gasoline pumps, a small repair garage, propane tank,
fuel oil tank, and several 55-gallon drums on site
Underground storage tanks
Old gasoline pump
Former gasoline pumping station
Boat repair; paint, solvent, petroleum products storage
55-gallon drums
Former Gasoline pumping station
Gasoline pumping station and kerosene pump; offices
of Ocean Petroleum
Paint and solvent storage
Inflammable materials storage
Sewage treatment ponds and chlorine storage
Vehicle storage and gasoline pumping
Underground storage tanks
Vehicle maintenance and storage, materials storage,
and fuel pumping
Gasoline pumping station
Drums of unknown content
Demolished Enterprise
/;: Potential
^jtiabitfty:,..':
Moderate
Low
High
Low
Low
Moderate
Moderate
High
Moderate
High
Moderate
Moderate
Moderate
Moderate
Low
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Moderate
Not Applicable
Not Applicable
m-79
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IV.
ENVIRONMENTAL CONSEQUENCES
US 113 Planning Study
Snow Hill, Maryland to Delaware State Line
Office of Planning and Preliminary Engineering
Maryland State Highway Administration
-------
II
tt
II,
• Si,
....... "' ......
ll
'
iji:!? C
'K1;11 I;'1!';:; 'i
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'o. -•
I
m
'-'4*1
i
IS!
Sill; ;,:.
;i
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If •
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US 113 Planning Study
IV. ENVIRONMENTAL CONSEQUENCES
\
Introduction - Preferred Alternatives
On the basis of public and agency comments received as a result of circulation of the Draft EIS/
Section 4(f) Evaluation in May, 1997 and the Combined Location/Design Public Hearing held
June 17,1997, the Project Planning Team recommended the Preferred Alternatives. Federal and
state resources agencies have concurred with this preference as follows: US Environmental
Protection Agency (letter dated September 15,1997); US National Marine Fisheries (September 15,
1997); Federal Highway Administration (September 16, 1997); Maryland Department of the
Environment (September 16,1997); Maryland Department of Natural Resources (September 16,
1997); US Fish and Wildlife Service (September 17, 1997); and, US Army Corps of Engineers
(September 18,1997) - copies of these letters are presented in Section V of this document.
For the purpose of simplicity throughout this section of the Final EIS, the term Preferred
Alternatives means the combined full-length Southern Preferred Alternative plus the Northern
Preferred Alternative. Please see Section H.E. of this document for a full description and typical
sections of the Preferred Alternatives. Individually, the Southern and Northern Preferred
Alternatives are briefly described as follows:
SOUTHERN PREFERRED ALTERNATIVE
from South of Snow Hill, Maryland
to South of Berlin, Maryland
16.3± Miles
DRAFT EIS ALTERNATIVE
3S - 34' Median
The dualization of existing US 113 consists of two northbound lanes (with shoulders) and
two southbound lanes (with shoulders) typically separated by a median 34-feet hi width with
guardrail (8-feet paved and 26-feet grass). At the crossing of Purnell Branch (Wetland W-8),
a narrower 16-foot wide median and an epoxy coated sheet pile retaining wall will be
provided along the west side of the roadway to minimize wetland impacts. At Wetlands W-
15, W-16 and W-17, a 16-foot wide median is also provided, and at Wetlands W-2 and W-
12, the median further narrows to 10-feet paved, also to minimize wetland impacts. The
design speed and roadside grading will be consistent with AASHTO standards for 60 MPH.
For the majority of this length, existing US 113 is used as either the northbound or
southbound roadway. See Figures S-3A -3B and -3C. The seven (7) plates for the Southern
Preferred Alternative are presented in Appendix A of this document (scale: 1" = 400').
rv-i
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US 113 Planning Study
NORTHERN PREFERRED ALTERNATIVE
from North of Berlin, Maryland
to Delaware State Line
7.3± Miles
DRAFT EIS COMBINATION
ALTERNATIVE
- 3N/4N Modified - 34' Median
These improvements will provide a new four-lane divided highway (with shoulders) from
north of Berlin to Shingle Landing Road/Peerless Road and dualization along existing US
113, consisting of two northbound lanes (with shoulders) and two southbound lanes (with
shoulders). A new interchange will be provided at MD 90, and the roadway will typically be
separated by a median 34-feet in width with guardrail (8-feet paved, 26-feet grass). At
wetland W-30, the dualized roadway will be separated by a 10-foot wide paved median to
minimize impacts. At Wetland W-31, a median 16-feet wide in width will be provided.
Near Racetrack Road, the alignment has been shifted slightly west to permit use of a portion
of the existing US 113 box culvert crossing of Church Branch, thereby reducing impacts at
Wetland W-28 and avoiding W-29. This shift places the southbound roadway for new US
113 in approximately the same location as the existing two-lane/two-way roadway for US
113 adjacent to St. Martin's Church. The design speed and roadside grading will be
consistent with AASHTO standards for 60 MPH. See Figure S-3D. The three (3) plates for
the Northern Preferred Alternative are presented in Appendix A of this document (scale:
r=400').
The environmental consequences of the alternatives presented in the Draft ElS/Section 4(f)
Evaluation and at the Public Hearing, as well as the Preferred Alternatives, are described in this
chapter. Following receipt of public and agency comments, extensive avoidance and minimization
studies were completed for thePreferred Alternatives; these studies are also presented in this
chapter. During preliminary ef!|hieering and final design, these measures to avoid and minimize
impacts will be further refined.
A. Traffic and Transportation Network
Worcester County's transportation system is dominated by a combination of Federal, state and
county roads. US 113, the major north-south route serving the county, accommodates a wide range
of vehicular traffic, including rural agricultural/residential trips, commercial trips, recreational trips,
and through trips. Bus service consists of numerous school bus trips and demand response rural
transit operated by the County's Commission on Aging. As discussed in Section ULA, the extensive
poultry industry throughout the Eastern Shore contributes to the truck traffic along US 113. Tourist
attractions, such as Ocean City, Pocomoke River State Forest, Shad Landing State Park, Assateague
Island State Park and National Seashore and additional shoreline attractions located along the
Eastern Shore, contribute to traffic demands that increase substantially during the summer months.
US 113 is a four-lane divided roadway south of Snow Hill, through the Berlin area, and north of the
Delaware State line. The remaining two segments of US 113 consist of two-lane undivided highway.
7V-2
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US 113 Planning Study
The current ADT (year 1995) ranges from 3,500 to 7,500 vehicles per day for the southern study area
and 6,400 to 12,200 vehicles per day for the northern study area. The current summer ADT (1995)
ranges from 4,900 to 8,900 vehicles per day for the southern study area and 8,300 to 18,500 vehicles
per day for the northern study area. Summer ADT volumes range from 19 percent to 52 percent
higher than the yearly ADT for the same portion of US 113. Existing ADT volumes are presented
in Table 1-1 and on Figures IV-1A through ID. Trucks currently make up 14 percent of the ADT
volumes on US 113.
Design year (2020) traffic forecasts were prepared in accordance with the Comprehensive
Development Plan for Worcester County and assume completion of four lanes along US 113 in
Delaware. These design year forecasts indicate a 1 percent difference in traffic volumes among the
alternatives considered (i.e., between the No-Build and Dualize alternatives). The design year ADT
for the southern study area ranges from 5,000 to 10,800 vehicles per day and 7,000 to 12,900
vehicles per day during the summer months. The design year ADT for the northern study area ranges
from 10,100 to 20,000 vehicles per day during non-summer time frame (or months) and 13,600 to
30,400 vehicles per day during the summer months. Projected ADT volumes are presented in Table
1-1 and Figures IV-1A through ID.
A comparison of traffic volumes between 1995 and 2020 indicates that on average, the ADT for the
southern study area will increase by approximately 44 percent during both the summer and non-
summer months. The greatest increase is expected to occur just south of Berlin where the ADT is
anticipated to increase by 45 percent In the northern study area, the ADT is expected to increase
by an average of 62 percent between 1995 and 2020 during the summer months. The higher traffic
volumes in the northern study area are consistent with the higher levels of development expected
north of Berlin, as explained in Section I (Purpose & Need). The greatest increase is anticipated to
occur just south of the Delaware State line where the ADT is anticipated to increase by
approximately 64 percent in both the summer and non-summer months.
Traffic flow is measured by determining a level of service (LOS) for the roadway (see Chapter I,
Section C for a description of each level of service). Each level of service coincides with conditions
that drivers experience while traveling along a roadway. LOS designations, from A to F, are used
to define traffic operations on any given section of highway. LOS A indicates ideal conditions and
LOS F indicates severe congestion with substantial delays. In the rural/agricultural areas through
which US 113 passes (i.e., outside of the corporate limits of Berlin), travelers expect traffic
conditions to be free of congestion, as represented by LOS A, B, or C.
The following paragraphs summarize expected traffic operations under the alternatives presented hi
the Draft ElS/Section 4(f) Evaluation as well as the Preferred Alternatives:
1. No-Build Alternatives Baseline
(Alternatives IS and IN)
The No-Build Alternatives, as described in Section n.D.2, would not provide major
improvements to the existing US 113 roadways. Specific improvements recently
implemented or programmed for implementation are listed hi Tables II-l A through ID, and
IV-3
-------
T
\
J) iu 'At* f-y
":..* !l sjsfiole:aoor
Legend
Avorago Daily Traffic (ADT)
Sumnwr
(S»lurel«ys
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Level of Service (LOS)
Summer
Yearty (Satunteys
(weekdays Memorial
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ADT
LOS
1995
2020
1995
2020
KEY MAP
US 113 PLANNING STUDY
1995 & No-Build 2020
ADT & LOS
SOUTHERN STUDY AREA
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February 1998
Figure
IV-1A
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0 1000 2000 3000 4000 ,. V
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Legend
Average Daily Traffic (ADT)
Summer
Yearty {Saturdays
(weekdays Memorial
all year) Day to
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Level of Service (LOS)
Summer
>*arry (Saturdays
(weekdays Memorial
all year) Day to
Labor Day)
ADT
1995
2020
LOS
1995
2020
KEY MAP
US 113 PLANNING STUDY
1995 &No-Buiid 202©
ADT & LOS
SOUTHERN STUDY AREA
JUMMUMfon
February 1998
Figure
IV-1B
-------
Average Dally TVaffic (ADT) Level of Service (LOS)
Summer
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(weekdays Memorial
all year)
Sumrow
(Saturdays
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Day lo
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US 113 PLANNING STUDY
1995 & No-Build 2020
ADT & LOS
SOUTHERN STUDY AREA
Figure
IV-1C
February 1998
-------
Average Daily Traffic (ADT) Level of Service (LOS)
Summer Summer
Yearly {Saturdays Yearly (Saturdays
(weekdays Memorial" (weekdays ' Memorial
all year) Dayto alt year) Day to
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US 113 PLANNING STUDY
1995 & No-Build 2020
ADT & LOS
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BV-1D
February 1998
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US 113 Planning Study
the locations of these improvements are shown on Figures II-2A through E-2D. Typical
sections are shown on Figure IE-3. The routine maintenance operations are not expected to
measurably affect roadway capacity. Spot improvements would continue as funding
becomes available. Although the No-Build Alternatives would not meet the project need,
they were used as a basis of comparison for the analysis of the other alternatives. Existing
and design year 2020 levels of service for the No-Build Alternatives are presented on Figures
IV-1A through ID and summarized on Table S-l.
2. Transportation Systems Management Alternatives
(Alternatives 2S and 2N)
The Transportation Systems Management (TSM) Alternatives, as described in Section HD.3,
would have provided improvements along the existing roadway to enhance safety and reduce
traffic congestion without adding through traffic capacity or other major alterations to the
existing two lane highway. The TSM improvements included intersection improvements and
additional measures to improve the safety of the existing two-lane roadway. The TSM
Alternatives included continued short-term spot improvements such as signing and marking,
street lighting, and warning flashers, and addresses longer-term improvements with
additional turning, acceleration/deceleration, and bypass lanes; skid resistant pavement
overlays; and rumble slots along the centerline and along the outside edges of pavement. The
improvements would have been prioritized during the final design phase. The TSM
improvements are listed in Tables II-1A through ID, and locations of these improvements
are shown on Figures 1I-2A through 2D. Typical sections are shown on Figure II-3. Traffic
operations (LOS) would be similar to the No-Build Alternatives, as shown on Figures IV-1A
through ID and as summarized on Table S-l.
3. Two-Lanes with 20' Median Alternative (Alternative 2S-20' Median)
This alternative would have provided a 20-foot wide median (either paved or grass) with
guardrail and typically one (1) lane per direction along existing US 113 in only the southern
study area (see Section n.D.4.). At intersections, left turn lanes would have been provided
in the median; right turn lanes would have been provided where warranted by traffic
volumes. In order to facilitate passing maneuvers, four (4) passing lanes 12-feet hi width and
approximately 1 to 1.25 miles hi length (2 for northbound and 2 for southbound traffic)
would have been provided. Typical sections are shown on Figure n-4. The seven (7) plates
for this alternative were presented in Appendix A of the Draft ElS/Section 4(f) Evaluation.
Traffic operations at intersections under this alternative would have improved over the No-
Build due to the provision of turn lanes at cross streets; although the basic number of lanes
would have remained at two with passing opportunities being severely limited in comparison
to the No-Build and all other alternatives (i.e., passing would only be permitted along the
four (4) passing lanes). In summary, traffic operations (LOS) would have probably averaged
slightly better than the No-Build Alternative IS, as shown on Figures IV-1A through 1C and
as summarized on Table S-l.
IV-4
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US 113 Planning Study
4. Dualization Alternatives and Preferred Alternatives
(Alternatives 3S, 3N, 4N Modified, and 3N/4N Modified Combination
Alternatives)
Each of the dualization alternatives (described in Sections n.D.5. through HD.9) including
the Preferred Alternatives (described in Section HE.), propose a four-lane divided roadway
with a median (both 20- foot wide and 34-foot wide medians were evaluated). Access would
be partially controlled. The dualization alternatives in the southern study area were evaluated
in accordance with 60 MPH design criteria; 50 MPH and 60 MPH design criteria were
evaluated for the dualization alternatives along existing US 113 in the northern study area
(3N alternatives); and the new location and combination alternatives were evaluated for 60
MPH design criteria. The Preferred Alternatives will be designed with 60 MPH criteria.
The typical sections for the Preferred Alternatives are presented on Figures II-9 and tt-10;
the ten (10) plates for the Preferred Alternatives are presented in Appendix A of this
document.
Traffic volumes for the design year 2020 are forecast to increase slightly (less than 1 percent)
over the No-Build, primarily because the land use and new development are assumed to be
essentially unchanged between the Build and No-Build. LOS, however, would greatly
improve given the increased operational flexibility and capacity of the roadway under the
dualization alternatives.
Intersections projected to operate at LOS F under No-Build conditions in the year 2020
would improve to LOS C or D under each of the dualization alternatives, including the
Preferred Alternatives. Through traffic on the roadway would improve to LOS C or better
under each of the dualization alternatives. See Figures IV-1A through ID and the summary
on Table S-l.
5.
Safety
Table 1-2 presents a detailed analysis of the accidents that occurred along the two-lane
portions of US 113 for the 7-year period from 1990 through 1996. Accident statistics from
other routes hi Maryland are presented in Appendix D of this Final ELS. The following
observations may be drawn from these 7-years of accident data:
• the statistically determined fatal accident rate is equal to or higher than the statewide
average rate for both study areas and significantly greater in the northern study
area.
• the injury accident rate and the overall accident rate hi the northern study area are
both greater than the respective statewide average rates for each category.
IV-5
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US 113 Planning Study
the accident rates in the northern study area for angle collisions, fixed object and
left turn accidents are greater than the statewide average, and significantly greater
statistically for angle collisions.
furthermore, in the northern study area, the wet surface related accident rate and
alcohol related accident rate are significantly greater statistically than the statewide
average rate. In the southern study area, the nighttime accident rate is greater than
the statewide average rate.
Accidents occurring in the study area are discussed in Chapter I, Purpose and Need.
The high number of fatal accidents is a primary purpose for conducting this study.
Fall and summer have represented the seasons that experience the highest number of
fatal accidents. Figures I-1A through ID identifies the locations and provides a
description of the 42 fatal accidents for the period January 1980 through September
1997 (17 years plus 9 months). A total of 49 people have died as a result of
vehicular accidents along the two-lane portions of US 113 during the January
1980 through September 1997 period. Additional details on these fatal accidents
are presented in Table 1-3.
An analysis of the potential consequences of the alternatives presented for
consideration hi the Draft ElS/Section 4(f) Evaluation as well as the Preferred
Alternatives hi terms of the total number of accidents has been completed, as
follows (and are summarized hi Table IV-1 and Table S-l).
Alternatives IS and IN (No-Build) The No-Build alternatives would not have
provided major improvements to the existing US 113 roadways. The minor
improvements which would occur as part of normal maintenance and safety
operations do not provide features that would prevent further opposite direction
collisions where the probable cause was identified as the failure to drive hi the
designated lane or failure to keep right of the centerline. In addition, the No-Build
alternatives would not have removed obstructions along the edges of the existing
shoulders, obstructions which contribute to hit-fixed-object accidents. Therefore,
accidents would have been expected to occur at a rate similar to the historical rate
along the two-lane portions of US 113 for Alternatives IS and IN. Increasing traffic
volumes will, correspondingly, increase the total number of accidents from the
number being experienced today.
Alternatives 2S and 2N (TSM) The TSM Alternatives would have provided
operational improvements as previously discussed and could have been expected to
produce minor improvements in the overall accident rates. The pavement overlays,
rumble strips, and intersection improvements would slightly reduce the overall
accident rate, although opposite direction and hit-fixed-object accidents would not
have been substantially altered. While the rate at which these accidents are predicted
to occur would have been lower than the rate anticipated for the No-Build, the total
number of accidents would, with increasing traffic volumes, also increase.
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US 113 Planning Study
Alternative 2S-201 Median: This alternative would have provided a 20-foot wide
median with traffic barrier separating the single northbound and southbound traffic
lanes. Designed in accordance with 60 MPH criteria, 10-foot wide paved shoulders
and 20-foot wide safety grading would have been provided (except in
environmentally sensitive areas, where the safety grading would have been replaced
by guardrail to reduce impacts). The provision of this median would have nearly
eliminated opposite direction accidents (although the narrow median could have been
expected to increase the number of bit-fixed-object accidents due to the presence of
guardrail in the median). The provision of full safety grading would have reduced
the hit fixed object accidents now occurring along the roadside edges. Because this
typical section (i.e., one lane per direction separated by a median with traffic barrier)
is somewhat unusual, and due to the narrow median width, however, the overall
accident rate was expected to experience an improvement in comparison to the No-
Build but less than the degree of improvement anticipated for the dualization and
Preferred Alternatives.
Alternatives 3S, 3N, 4N Modified, 3N/4N Modified Combination and Preferred
Alternatives: An analysis of the accident rates for the dualized/new location
alignments was conducted based on two sources of research pertaining to median
widths and their relation to accident experience. The first source (NYS DOT Traffic
Safety Report, 1985, printed hi Traffic Conflict Techniques for Safety and
Operations, USDOT/FHWA, 1990) lists proposed roadway improvements and their
predicted effect on overall accident rates. Based on this research, reconstructing a
two-lane road to provide a median (no width specified) with left turn refuge areas
should reduce accidents by 24 percent. A second source (Association of Median
Width and Highway Accident Rates, TRR 1401, 1993) provided a log-linear
regressionj^nalysis to predict the effect of median width on accident rates. This
research, based on research from the states of Utah and Illinois, predicted a net
reduction of accidents of 25 percent by increasing the median width from 0-feet to
34-feet. Applying the results from these sources to the dualization of US 113 with
a median, a 24 percent reduction of the existing accident rates for both the northern
and southern study areas is appropriate to establish the corresponding predicted
accident rates.
As indicated in the safety discussion for Alternative 2S-20' Median, the provision of
a dualized roadway would virtually eliminate opposite direction collisions. The use
of a wider median will also provide greater recovery area for vehicles that leave the
roadway. The full-length median traffic barrier/divider included in the Preferred
Alternatives will eliminate the majority of the opposite direction accidents.
Access control measures along the new location portions of the Preferred
Alternatives and the provisions of roadside safety grading (20-feet for the 60 MPH
design speed) will also reduce angle collisions and hit fixed object accidents.
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US 113 Planning Study
While the predicted number of accidents shown in Table IV-1 for the duali/ation
alternatives and Preferred Alternatives may not be dramatically less than the
numbers shown for the other alternatives, the accident severity is predicted to be
substantially improved due to the provision of safety recovery areas, medians, and
control of access to the extent possible.
The following table summarizes the results of these accident analyses:
Table IV-1: Projected Accident Data
^pgj^ii^^^^^S::^.V^'^fe^^.
Alt, IS No-Build
32 accidents
44 accidents
AU.2S-TSM
42 accidents
Alt, 2S - 20' Median (60 MPH)
38 accidents
Alt. 3S - 20' Median (60 MPH)
34 accidents
Alt 3S - 34' Median (60 MPH)
34 accidents
SOUTHERN PREFERRED ALTERNATIVE
34 accidents
Alt. IN No-Build
41 accidents
81 accidents
A11.2N-TSM
77 accidents
Alt,3N-20'(50MPH)
65 accidents
Alt.3N-20'(60MPH)
62 accidents
Alt.3N-34'(50MPH)
65 accidents
Alt.3N-34'(60MPH)
62 accidents
Alt. 4N Modified-20' Median (60 MPH)
57 accidents
Alt. 4N Modified-34' Median (60 MPH)
57 accidents
Alt. 3N/4N Modified-20' Median (60 MPH)
60 accidents
Alt. 3N/4N Modified-341 Median (60 MPH)
60 accidents
NORTHERN PREFERRED ALTERNATIVE
60 accidents
Footnote: Fatal accidents are much more difficult to predict. Clearly, however, the provision of a highway
separated by a median with traffic barrier will result in fewer catastrophic opposite direction and
sideswipe accidents, and should reduce the fatal accident rate.
IV-8
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US 113 Planning Study
B. Social, Economic and Land Use
1. Social Environment
a. Residential Displacements
Residential property acquisition and relocations would be required in certain areas by
Alternative 2S-20' Median, and all dualize alternatives, including the Preferred Alternatives
(see mapping in Appendix A). All properties will be acquired in accordance with the
requirements of the Uniform Relocation and Real Property Acquisition Policies Act of 1970,
as amended in 1987. Residential property acquisition includes unimproved property not
owned by SHA that does not require the acquisition of a structure as well as relocations that
will require the acquisition of a structure for any of the alternatives. Most of the residences
are one- to two-story detached dwellings and mobile homes. Table IV-2 shows the number
of relocations and estimated right-of-way cost of each alternative.
Alternatives IS and IN would not impact any residential properties, nor would it displace
any residences. Alternatives 2S and 2N would not require any residential relocations,
although right-of-way would need to be acquired from some residential properties. This
would allow for intersection improvements, roadside safety modifications and improved
signalization.
The Coastal Association of Realtors, located in Salisbury, Maryland, was contacted to
determine the availability of housing in the study area. As of April 1997, over 90 single
family houses are available in Berlin, Newark and Snow Hill. The list price of housing
ranges between $25,000 and $692,000. There are also over 100 residential lots for sale in
these areas ranging hi price from approximately $10,000 to $1.4 million. Most of the
residences displaced by this project are valued between $50,000 and $200,000. According
to SHA's District 1 Right-of-Way Office in Salisbury, adequate replacement housing within
the area is available for these price ranges.
The provisions of the Federal and State laws require SHA to provide payments and services
to persons displaced by a public project. The payments include replacement housing
payments and moving costs. In the event comparable replacement housing is not available
within the monetary limits for owners and tenants to rehouse persons displaced by public
projects or available replacement housing is beyond their financial means, replacement
"housing as a last resort" will be utilized to accomplish the rehousing. Detailed studies must
be completed by SHA before "housing as a last resort" can be utilized. A person displaced
by the acquisition of property by the State will not be required to move from their house until
at least one comparable house or apartment has been located and offered to that person. A
summary of the Relocation Assistance Program of the State of Maryland is provided in
Appendix C of this document.
IV-9
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£75113 Planning Study
After the SHA relocation counselor's study has been completed, the displaced person(s) will
receive a letter stating the amount of replacement housing payment eligibility. This letter
contains a promise that the displaced person will not have to vacate the property for at least
90 days. Once the state acquires the property, the displaced person(s) will receive a 30-day
notice which contains a specific date to vacate (Maryland State Highway Administration, no
date).
Title VI Statement
It is the policy of SHA to ensure compliance with the provisions of Title VI of the Civil
Rights Act of 1964 and related civil rights laws and regulations which prohibit
discrimination on the grounds of race, color, sex, national origin, age, religion, physical or
mental handicap or sexual orientation in all SHA projects funded in whole or in part by the
Federal Highway Administration. SHA will not discriminate in highway planning, design,
or construction, the acquisition of right-of-way, or the provision of relocation advisory
assistance. This policy has been incorporated into all levels of the highway planning process
to ensure that proper consideration may be given to the social, economic and environmental
effects of all highway projects. Alleged discriminatory actions should be addressed to the
Equal Opportunity Section of SHA for investigation.
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US 113 Planning Study
Table IV-2: Right-of-Way Impacts and Displacements by Alternative
IS-No-Build
None
None
None
None
2S - TSM
Minimal
None
None
Minimal
2S-201 Median
31 acres
1*
Minimal
3S-20' Median
67 acres
1*
$1.6M
3S-34' Median
74 acres
1*
$1.7M
SOUTHERN PREFERRED
ALTERNATIVE
74 acres
1*
$1.7M
IN-No-Build
None
None
None
None
2N - TSM
Minimal
None
None
Minimal
3N-20' Median (50 MPH)
86 acres
19
$12.8 M
3N-201 Median (60 MPH)
122 acres
23
$12.8 M
3N-34' Median (50 MPH)
78 acres
22
$12.8 M
3N-341 Median (60 MPH)
136 acres
24
$14.2 M
4N Modified -20' Median
111 acres
4*
$ 9.4 M
4N Modified -34' Median
123 acres
4*
$10.4 M
3N/4N Modified -20' Median
102 acres
15
4*
$8.8M
3N/4N Modified -34' Median
113 acres
15
4*
$9.8M
NORTHERN PREFERRED
ALTERNATIVE
109 acres
15
4*
$9.8M
Notes: *
One business is located on one of the residential units to be displaced
b. Effects on Elderly and Handicapped Groups
There are no known concentrations of elderly residents in the study area. Alternatives IS, IN,
2S, and 2N would not displace any elderly residents. All of the proposed alternatives in the
northern study area (including the Northern Preferred Alternative) are located in census
tracts 9913, 9915, 9916, and 9917, which have elderly populations of 16.0 percent, 14.4
percent, 21.8 percent, and 16.0 percent, respectively. All of the proposed alternatives hi the
southern study area (including the Southern Preferred Alternative) are located in census
TV-11
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US 113 Planning Study
tracts 9919 and 9920, which have elderly populations of 14.2 percent and 17.2 percent,
respectively. Adverse impacts to the elderly community are not anticipated as a result of the
proposed improvements.
Concentrations of handicapped individuals are located either in the existing dualized portion
of the US 113 study area or outside of the proposed right-of-way of any of the alternatives.
Adverse impacts to this population group are not anticipated by any of the alternatives. If
required, appropriate relocation advisory services will be offered to displaced elderly and
handicapped individuals.
c. Environmental Justice
Some minority residential displacements would be required as a result of the proposed
roadway improvements. In order to determine the likelihood that minority communities may
be impacted, each alternative was studied to determine which census tract it would impact
and what percentage of minorities are present in those census tracts. The SHA District Office
of Real Estate conducted an evaluation to determine the presence of minority-owned and
occupied residences and businesses in the study area and drafted a Detailed Relocation
Assistance Report.
African-Americans are the predominant minority population hi Worcester County. The
proposed alternatives in the northern study area (including the Northern Preferred
Alternative) are located hi census tracts 9913,9915,9916, and 9917, which have African-
American populations of 15.6 percent, 28.4 percent, 1.1 percent, and 1.6 percent,
respectively. The proposed alternatives hi the southern study area (including the Southern
Preferred Alternative) are located in census tracts 9919 and 9920, which have African-
American populations of 24.1 percent and 40.7 percent, respectively. This information may
not be indicative of the local racial population group distribution where displacements are
projected to occur. In a public outreach effort to supplement the census tract information, the
SHA sent correspondence to area churches requesting then: assistance in informing their
members of the project and helping to identify minority and/or low income concentrations
in the project area, SHA also offered to meet with the churches to discuss the project.
All of the northern study area dualization alternatives (including the Northern Preferred
Alternative) would widen the existing roadway on the east side where the minority
community of twelve houses is located just south of Bishop between US 113 and Old Stage
Road. None of these houses will be displaced as a result of these alternatives. No additional
right-of-way would need to be acquired from the unimproved roadway leading into this
community. Indirect impacts as a result of land use growth patterns are not anticipated as a
result of the proposed transportation improvements. This community is located in a light
industrial (M-l) zone adjacent to land zoned agricultural A-l. A worst case scenario of five
residential dwellings (which is the allowable residential density for a parcel of land zoned A-
1) being constructed adjacent to this community is not anticipated to create adverse living
conditions for this community.
IV-12
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175 113 Planning Study
Alternatives IS, IN, 2S, 2N, 4N Modified -20' Median and 4N Modified -34' Median would
not generate any minority displacements and would not impact any minority communities.
All of the 3N alternatives would require the acquisition of five minority residences. The
3N/4N Modified alternatives (including the Northern Preferred Alternative) would require
the acquisition of four minority residences, located at individual locations along the
alignment. The 3S alternatives (including the Southern Preferred Alternative) would
require the acquisition of one minority residence as would Alternative 2S-20' Median. No
minority businesses will be displaced by any of the proposed alternatives.
According to SHA, income levels of families affected by the proposed improvements range
from middle to lower income. Appropriate relocation advisory services will be offered to
displaced minority or low income persons, if required. Adequate replacement housing is
available within the study area. Related environmental justice impacts will be addressed
according to the provisions of Executive Order 12898, "Federal Actions to Address
Environmental Justice in Minority Populations and Low-Income Populations." Also, Title
VI of the Civil Rights Act, as highlighted previously in the "Residential Displacements"
discussion of this Chapter, ensures that no person will be discriminated against by actions of
the SHA, relating to the project.
Noise and air quality sampling were conducted in the small minority community along Old
Stage Road near Bishop. The ambient and design year (2020) noise levels did not exceed
FHWA noise abatement criterion (see Table IV-18). The air quality analysis indicates that
carbon monoxide impacts generated by any of the proposed alternatives would not result in
a violation of the S/NAAQS 1-hour CO concentration of 35 ppm or the 8-hour CO
concentration of 9 ppm (see Tables IV-15). Adverse noise and air quality impacts to this
community are not anticipated as a result of the proposed alternatives.
The analysis of minority population groups and low income population groups in the study
area indicates that no disproportionate adverse impacts will occur as a result of any of the
proposed alternatives, including the Preferred Alternatives. The proposed dualization
alternatives would provide better access to community facilities and services for minority and
low income populations living in the study area,
d. Effects on Community Facilities
Places of Worship
No places of worship would need to be acquired with any of the alternatives considered.
Alternatives IS, IN, 2S and 2N do not require acquisition of right-of-way from places of
worship in the study area. All of the proposed dualization alternatives (including the
Preferred Alternatives) would provide unproved access to worship facilities in the study
area with the additional lane provided in the design of these alternatives. All of the 3N
Alternatives would provide a service road or improved driveway to Calvary Chapel and
Temple Bat Yam. Parishioners of the Calvary Pentecostal Church near Bishop who travel
north on US 113 would have to perform a U-turn at an intersection north of the church, to
17-13
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US 113 Planning Study
access it. The Snow Hill Mennonite Church would have a median break placed in front of
it allowing left turns with the 3S Alternatives, including the Southern Preferred
Alternative.
The Southern Preferred Alternative will require approximately 0.1 acres of right-of-way
from the Snow Hill Mennonite Church property. The Northern Preferred Alternative will
require approximately 0.3 acres of right-of-way from the Calvary Pentecostal Church.
Alternative 3N-34' Median (60 MPH) would have required 0.3 acres of right-of-way from
Temple Bat Yam, 0.5 acres of right-of-way from Calvary Chapel, 0.4 acre of right-of-way
from the site of Trinity Charismatic Episcopal Church and approximately 0.3 acre from
Calvary Pentecostal Church. Impacts would have been less with the 20' median alternatives.
SHA will negotiate the acquisition of right-of-way with affected property owners. The
Maryland Historical Trust (MHT) has determined that the Northern Preferred Alternative
(along with all of the northern build alts.) would have an adverse visual effect on the St.
Martin's Church, because of the change in the historic setting, which is one of the
characteristics which qualifies the church for eligibility hi the National Register. The
existing direct access onto US 113 will be closed and a service road will be provided to
access US 113 opposite Racetrack Road.
Emergency Services
US 113 is the primary north/south route used by emergency personnel and is a crucial link
between study area communities and emergency services. According to the Worcester
County Fire Marshal's office, there have been no problems or complaints regarding response
times to fires and other emergencies with existing US 113 (Taylor, 1996). The dualization
alternatives (including the Preferred Alternatives) would each add one travel lane in each
direction, and the 2S-20' Median alternative provided an approximately one mile long
passing lane in both the northbound and southbound lanes in the vicinities of Basket Switch
and Snow Hill, allowing emergency vehicles to safely pass other vehicles. The proposed
interchange at US 113 and MD 90 associated with all of the dualize alternatives hi the
northern study area (including the Northern Preferred Alternative) would provide better
access to emergencies as compared to the existing interchange (a flashing red light at the
existing interchange warns vehicles to stop before proceeding onto MD 90 as the speed limit
here is 50 miles per hour). The TSM Alternatives (Alternatives 2S and 2N) incorporated
additional turning, acceleration/deceleration and bypass lanes hi its design which would have
provided better accessibility for emergency vehicles. The No-Build Alternative would not
have adversely impacted emergency services.
Response times by emergency vehicles may increase with the alternatives that include a
median, including the Preferred Alternatives. The median acts as a barrier, changing the
access route for emergency vehicles. For example, emergency vehicles traveling north would
have to perform a U-turn at the nearest intersection to reach an emergency situation located
on the southbound side of the road. This may be offset somewhat by the increased level of
service associated with the dualization alternatives, including the Preferred Alternatives.
The Worcester County Office of Emergency Services was requested to review the
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US 113 Planning Study
alternatives under consideration and provide additional analysis as to how the alternatives
might affect response times and service. Each Fire Chief in the effected service areas
responded in favor of an expedient completion of the dualization and identified a slight
increase in response times as the only negative issue. The Chiefs' requested SHA to insure
that an adequate number of .cross overs be included for emergency responders. Specific
locations for crossovers will be determined during final design.
The Showell volunteer fire department, located on the northbound side of US 113 in the
northern study area, is the only fire station located directly along US 113 in the study area.
This fire station is not effected by the Northern Preferred Alternative.
Other Community Facilities
No libraries, health care facilities, schools, public parks, or senior citizens centers will be
displaced or require the acquisition of land by the proposed alternatives. The additional travel
lane incorporated into the dualization alternatives (including the Preferred Alternatives),
along with the passing lanes associated with the 2S-20' Median alternative would provide
better access to these facilities within the study area.
Recreation Opportunities
The additional travel lanes incorporated into the dualization alternatives (including the
Preferred Alternatives) and the passing lane included in the design of Alternative 2S-20'
Median would improve access to recreational facilities and the beach resorts within the study
area. Newark Road, which is part of the View Trail 100 Scenic bike trail, intersects with US
113 at Newark. Bicyclists would have additional travel lanes to cross on US 113 with
Alternatives 3S-20' Median and 3S-34' Median (the Southern Preferred Alternative);
however, the median provides refuge. The View Trail 100 will remain in the same location.
There will be no loss in use or continuity of the trail, even during the construction phase.
Construction will occur within SHA right-of-way and will not require additional right-of-way
from other roads which comprise the trail. No parks or recreational facilities in the study area
will be adversely affected by any of the alternatives, including the Preferred Alternatives,
or require the acquisition of right-of-way.
As a separate project, SHA may look at ways to alert motorists to the presence of bicyclists
in the area where the View Trail 100 crosses US 113. No other mitigation measures are
considered necessary for recreational facilities in the study area.
Utilities
Permanent disruption of utility services is .not anticipated as a result of any of the alternatives
considered, including the Preferred Alternatives. Temporary disruption of utility service
may occur if utility lines located along the right-of-way need to be relocated. It will be
necessary for SHA to coordinate with the utility companies and Worcester.County to locate
utility lines and prevent or minimize the amount of disruption of electric, gas, water, sewer,
telephone and cable television service within the study area. The utility companies, in
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US 113 Planning Study
conjunction with the SHA, should inform their service areas by signage and/or media outlets
regarding any planned service interruptions as a result of the proposed roadway
improvements.
The Worcester County Comprehensive Development Plan states that one of the most
powerful growth management tools available is the provision of sewerage and sewage
disposal systems. The plan states that "new service should be extended only to those areas
where control sewer facilities are required to accommodate anticipated higher growth" and
that "new sewer service should not be extended to areas where high density growth is not
desired." Futu^ high density growth is not anticipated in the areas adjacent to US 113. Most
of the future development is anticipated to occur east of US 113 along the waterfront of the
coastal bay areas.
Transportation Systems
No adverse impacts to the County's transportation network are anticipated with the proposed
alternatives, including the Preferred Alternatives. The TSM Alternatives 2S and 2N
provided improvements to the existing roadway without major alteration to enhance safety
and reduce traffic congestion. Improvements would have been prioritised, based on detailed
accident and traffic analyses. The dualize alternatives (including the Preferred Alternatives)
and Alternative 2S-20' Median reduce the risk of a head-on collision between vehicles by
separating northbound and southbound traffic with a median. The interchanges incorporated
into the design of all of the northern study area dualization alternatives at US 113 and MD
90, including the Northern Preferred Alternative, provide safer east/west and north/ south
access.
Air and water transportation would not be disrupted as a result of the proposed action. The
Maryland and Delaware Railroad crosses US 113 just south of Market Street near Snow Hill;
near the intersection of US 113 and Newark Road; and just north of Bishop within the study
area. Coordination between the railroad and SHA will be undertaken to avoid delays in any
scheduled rail service during construction and to determine if additional signage or traffic
control devices are needed for safety.
e. Disruption of Neighborhoods and Communities
Impacts to the existing level of community cohesion are anticipated with the i
2S-20' Median alternatives (including the Preferred Alternatives), i
j dualization and
alternatives would not physically bisect any communities not already divided by US 113, they
would create residential relocations as previously identified in Table IV-2 and disrupt the
community cohesion of several communities with residences located on both sides of US 113
in the study area. These alternatives have a median incorporated into their designs. The
median is a physical barrier, allowing only right in/right out access to and from the existing
roadway. The median would change the access and travel patterns compared to the unlimited
access northbound and southbound that US 113 currently provides. For example, a resident
who lives on the northbound side of US 113 and wants to go somewhere located on the
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southbound side would have to drive northbound to the nearest intersection and perform a
U-turn.
The Northern Preferred Alternative will displace 15 residences. The 3N-34' Median (60
MPH) alternative would have required the displacement of 24 residences, the highest number
of residential displacements out of all of the alternatives under consideration. The IS, IN,
2S and 2N alternatives did not displace any residences. The communities that will
experience residential displacements are the Showell area, with 5 residential displacements,
and the Bishop area, with 10 residential displacements.
Relocating displaced residents in proximity to their former residences would reduce the
impacts of the dualization and 2S-20' Median alternatives considered on community cohesion
in the study area. The construction phase of the proposed project may lead to increased travel
times between communities as detours and delays in the flow of traffic are enacted to allow
construction equipment access to the project area. This is considered a temporary impact.
Alternatives IS and IN would not have directly impacted any neighborhoods; however, these
alternatives would do nothing to improve safety between neighborhoods for motorists,
bicyclists and pedestrians, negating any opportunities for better community cohesion. By
providing localized intersection and safety improvements, the 2S and 2N Alternatives would
have benefitted neighborhoods to a limited degree on an interim basis and provided
opportunities for improved community cohesion throughout the US 113 corridor.
County land use objectives include "encourage new development projects to locate in or near
the existing population centers and service centers (where planned) but also discourage
development of the rural areas of the county" and "maintain the rural character of Worcester
and its existing population centers, small towns and villages" (Worcester County Planning
Commission, 1989). The responsibility of regulating land use and development rests with the
Worcester County Commission and the Worcester County Planning, Permits and Inspections
(WCPPI) office. Some new single family houses have been constructed along Shingle
Landing Road in the northern study area adjacent to the lot where a new garden center is
being developed. A new place of worship, Temple Bat Yam, is presently under construction
just north of the MD 90/US 113 interchange. No new development is currently taking place
in the southern study area. New development is being targeted toward the existing
population centers where infrastructure and community facilities and services are located.
Development is occurring along the coastal bay areas of Ocean Pines, Cape Isle of Wight,
St. Martin's Neck and West Ocean City.
Citizens of the Friendship/Jones community located in the northern study area along both
sides of existing US 113 have expressed their concern regarding property values, residential
displacements, access issues and noise levels as they related to Alternative 3N-34' Median
(60 MPH). Because of its proximity to the existing roadway, Alternative 3N-34' Median (60
MPH) would have required right-of-way from property located adjacent to US 113, with
some residential units and businesses being displaced. Eight residences in the
Friendship/Jones area would have been displaced with this alternative. This alternative was
perceived by the community as a disruption to their cohesion because of the dualization of
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the existing road. In addition, residents who wanted to enter their vehicles onto the roadway
from their driveways would not be able to cross the highway in most locations because of
the grass median associated with this alternative separating northbound and southbound
traffic.
The citizens in this community were in support of the 4N Modified and the 3N/4N Modified
alternatives (including the Northern Preferred Alternative) because they avoided impacts to
this established community and the quality of life currently experienced. The Northern
Preferred Alternative follows the 4N Modified -34' Median alignment in the area of the
Friendship community. The Northern Preferred Alternative will not impact any of the
residences in the Friendship/Jones area that would have been displaced by Alternative 3N-341
Median (60 MPH). Alternative 3N-201 Median (50 MPH) was designed in an effort to
minimize the amount of right-of-way required. The right-of-way line would have been
located further away from residences and would have required less residential takes than
Alternative 3N-341 Median (60 MPH). The changes in accessibility associated with
Alternative 3N-34' Median (60 MPH) would have also occurred with those alternatives.
Access control issues (see Section n.E.) will be addressed on a property-by-property basis
during the final design phase of the project. There are no new residences in the study area
that would become frontal property as a result of the dualize alternatives. Residences already
front existing US 113 where the 3S, and 3N alternatives, including the Southern Preferred
Alternative, would be located parallel to the existing roadway. Farmland and forest front
the 4N Modified and 3N/4N Modified alternatives, including the Northern Preferred
Alternative. According to the Worcester County Assessment Office, property values, in the
long term, may increase with the dualize alternatives (Slater, 1997).
f. Effects on Access to Services and Facilities
The schools, churches, health care faculties, recreational facilities, libraries and senior citizen
centers would be provided with improved accessibility with the dualization and 2S-20'
Median alternatives. The additional lane of travel incorporated into the design of the
dualization alternatives (including the Preferred Alternatives) and the passing lane
associated with the 2S-20' Median would allow faster moving vehicles to safely pass slower
moving vehicles. The service roads incorporated into the design of the 3N Alternatives would
have provided access to businesses, residences, and emergency vehicles in Jones and
Showell. The service roads also limit the number of access points to US 113, which would
improve safety. Although the latest data shows that there have been no head-on collisions
involving public safety vehicles, (Wilson, 1997), the dualization and 2S-20' Median
alternatives provide additional lanes allowing northbound and southbound traffic to safely
pass without the risk of a head-on collision. The alternatives with a median also allow
motorists to stop .for school buses traveling in the same direction letting motorists in the
opposite travel lanes to continue moving. Alternatives 4N Modified -20' Median, 4N
Modified -34' Median, 3N/4N Modified -20' Median and 3N/4N Modified -34' Median
(including the Northern Preferred Alternative) would separate through traffic from local
traffic in sections of its design. This would allow those who want to bypass the local services
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US 113 Planning Study
to do so while providing motorists the opportunity to visit a local business, residence, or
community facility. The 2S and 2N alternatives would have only provided localized
improvements and would not have reduced traffic congestion in the region over the long
term. Alternatives IS and IN did not provide improved access to the services and facilities
in the study area.
The dualization alternatives (including the Preferred Alternatives) and 2S-20' Median
alternatives would change the access for area residents compared to current conditions.
Motorists and emergency vehicles requiring access to the opposite side of US 113 from
which they are driving would have to travel to the nearest intersection to make a U-turn. This
situation would slightly increase the travel time to a destination compared to the existing
condition of unlimited northbound and southbound access on US 113.
2. Economic Environment
a. Effects on Existing Businesses
Businesses would be displaced by roadway improvements associated with Alternative 2S-20'
Median and by the dualization alternatives, including the Preferred Alternatives. Table IV-3
shows the business displacements associated with each alternative. Alternatives 2S-20'
Median, 3S-20' Median and 3S-34' Median (the Southern Preferred Alternative) would
require the acquisition of one business. The relocation of a produce stand will also be
required with both 3S alternatives. Alternatives 3N-20' Median (50 MPH) and 3N-34'
Median (50 MPH) would have required the acquisition of seven businesses. Alternatives
3N-20' Median (60 MPH) and 3N-341 Median (60 MPH) would have required the acquisition
of six businesses. Alternatives 4N Modified -20' Median, 4N Modified -34' Median, 3N/4N
Modified -20' Median and 3N/4N Modified - 34' Median (the Northern Preferred
Alternative) would require the acquisition of four businesses (see Table IV-3). The IS, IN,
2S and 2N Alternatives did not generate any business displacements.
All of the proposed dualization alternatives in the northern study area (including the
Northern Preferred Alternative) would indirectly impact three businesses. Storage areas
associated with Ocean Designs and a welding shop will be displaced by these alternatives
(see Table IV-3). In addition, approximately half of the existing parking area in front of the
Delmarva Veterinary Hospital will be relocated to the northern side of the facility. The
welding shop and Ocean Designs may require total acquisition if replacement storage areas
cannot be provided. A more detailed analysis of this situation will occur during final design
of the Northern Preferred Alternative.
The employees of displaced businesses will also be affected by the roadway improvements.
The distance and commute times to the relocated locations may increase so that employees
would not be able to remain with their current employers. These business owners also have
the option of relocating their businesses outside of the study area. No minority-owned
businesses will be displaced as a result of the proposed roadway improvements. An inventory
of the number of people employed at each displaced business was not conducted; however,
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US 113 Planning Study
the types of businesses that are to be displaced do not appear to employ a significant number
of people and therefore, would not create a hardship to the community.
Based on a review of the local real estate market, suitable commercial property is presently
available in all areas of the project. All commercial properties acquired by SHA for
construction of the project will be compensated at fair market value and hi accordance with
the requirements of the Uniform Relocation and Real Property Acquisition Act of 1970, as
amended in 1987. It is the responsibility of the individual owners to select new properties
for their businesses.
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Table IV-3: Business Displacements by Alternative
SOUTHERN
PREFERRED
ALTERNATIVE
IN-No-Build
0
0
2N - TSM
0
3N-20' Median
50MPH
X
X
X
X
X
3N-341 Median
50MPH
X
X
3N-201 Median
60MPH
X
X
3N-341 Median
60MPH
X
0
X
X
X
4N Modified-20'
Median
X
4N Modified -34'
Median
0
X
X
3N/4N Modified -
20' Median
0
X
X
3N/4N Modified -
34' Median
0
X
X
X
NORTHERN
PREFERRED
ALTERNATIVE
0
0
0
0
X
X
Note - Alternatives IS, IN, 2S and 2N do not displace any businesses
X - Denotes displacement
L - Left of centerline of alternative (looking north)
R - Right of centerline of alternative (looking north)
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US 113 Planning Studv
Alternatives with a median, including the Preferred Alternatives, would change the access
to local businesses compared to the existing conditions. For example, potential customers
traveling northbound may have to travel to the nearest intersection and make a U-turn,
generally less than 1/4 mile travel distance, to visit a business located on the southbound side
of the road.
The types of businesses hi the study area are mixed. There are some restaurants, produce
stands, and retail merchants that rely on drive-by traffic for their business. There are other
businesses of a more industrial nature (feed mills, poultry-related industries) that do not rely
on drive-by traffic for their business. There may be some loss of patronage of businesses by
motorists not familiar with the study area or area residents who may decide it is not worth
the effort to make a U-turn to patronize a business. However, it is anticipated that most area
residents will make the turning movements necessary to patronize businesses with which they
have a relationship. Providing more signing along US 113 to alert motorists to businesses
located on the opposite side of the roadway would increase the visibility of local businesses
and may encourage patronage.
b. Effects on Regional Business Activities
US 113 provides a critical link to the movement of goods and services along the east coast
between Philadelphia and the Virginia Tidewater area. Roadway improvements can be an
incentive to businesses to relocate or remain in an area by providing a safer, more efficient
transportation system.
The poultry and tourism industries are vital to the regional economy. Farmers in the area
contract with poultry processors to grow crops for feed and raise chickens for processing.
Trucks use US 113 to travel to and from farms, processing plants and feed mills in the region.
The addition of a travel lane in each direction associated with the dualization alternatives,
including the Preferred Alternatives would facilitate the efficient movement of goods and
services, improve safety, reduce traffic congestion, and reduce travel time. Improvements
to US 113 would also make it safer for vacationers and truck drivers traveling in the
Delmarva region. A one percent increase in traffic volume over the No-Build Alternative
traffic volume is projected with the Build Alternatives. Travel characteristics are not
anticipated to change with any of the Build Alternatives, including the Preferred
Alternatives. The interchange associated with the dualization alternatives hi the northern
study area, including the Northern Preferred Alternative, would provide an easier and safer
connection between US 113 and MD 90. Alternatives 2S and 2N would have provided only
localized improvements hi safety conditions and would not reduce traffic congestion in the
region over the long term. Alternatives IS and IN would not have improved the safety or
improved the efficiency of traffic flow along US 113.
The majority of the land use in the study area is agricultural. The County's 1989
Comprehensive Development Plan, and supported by the 1997 Supplement, states that the
County's land use objectives include encouraging growth in the existing population centers
and discouraging new development in the rural areas. The proposed build alternatives,
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US 113 Planning Study
including the Preferred Alternatives would not adversely impact the local economy with
the loss of businesses required for right-of-way.
c. Tax Base Effects
Residential, commercial and agricultural property would be displaced for this project with
the proposed Build Alternatives, including the Preferred Alternatives; According to the
Worcester County Assessment Office, an adverse effect on the tax base is not anticipated
with the right-of-way acquisition and displacements associated with the proposed roadway
improvements. If traffic volumes are increased by the dualization (although this is not
expected) of the roadway, the value of properties fronting the roadway may increase, which
would also increase the tax base (Slater, 1997).
3. Land Use
a. Existing
The purpose of the proposed roadway improvements is to improve the safety of the existing
US 113 roadway. Current land use would be altered by the proposed dualization and 2S-20*
Median alternatives through conversion of residential and commercial properties, farmland
and natural resources to transportation use. Table IV-4 shows the additional right-of-way
required by each proposed alternatives.
Presently, the following residential and commercial developments are taking place in the
northern study area; each of the residential developments is anticipated to include large single
family homes (typically 2,500 SF and greater) on individual lots with septic systems
(indicated lot sizes include preservation of forested areas):
Hudson Farm: US 113 @ Shingle Landing Road
5 lots (ranging in size from 5± Acres to 12± Acres)
Bishop Farms: 1,400' east of US 113 along Shingle Landing Road
5 lots (ranging in size from 4± Acres to 6± Acres)
Baker Farm: US 113 @ Bunting Road
4 lots (ranging in size from 11± Acres to 16± Acres)
1 lot @ 49± Acres
Sea Bright Garden Center:
US 113 @ Shingle Landing Road
1 lot - Garden Center and proposed green house and display area
1 lot @ 7.39 Acres
US Post Office:
US 113 @ Pitts Road
1 lot @ 0.88 Acres
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US 113 Planning Study
The US Post Office in Showell is proposing a relocation to the west side of US 113 just south of its
current location. In addition, in the vicinity of the US 113/MD 90 interchange, a new place of
worship (Temple Bat Yam) is being constructed. The site of the future home of the Trinity
Episcopal Charismatic Church is also located near this interchange.
Table IV-4: Additional Right-of-Way Impacts by Alternative
IS-No-Build
None
2S-TSM
Minimal
2S-20' Median
31
3S-20' Median
67
3S-341 Median
74
SOUTHERN PREFERRED
ALTERNATIVE
IN -No-Build
74
None
2N-TSM
Minimal
3N-20' Median (50 MPH)
86
3N-341 Median (50 MPH)
78
3N-20' Median (60 MPH)
122
3N-341 Median (60 MPH)
136
4N Modified -20' Median
111
4N Modified -34' Median
123
3N/4N Modified - 20' Median
102
3N/4N Modified - 34' Median
113
NORTHERN PREFERRED
ALTERNATIVE
109
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US 113 Planning Study
b. Future
Worcester County's population is projected to grow from 35,028 today to 46,000 by the year
2000; 58,000 by the year 2010; and 67,000 by the year 2020 (Hagar, 1997). New residential
development, businesses, community facilities and services will likely be needed to
accommodate the anticipated growth in the county's population. A study is underway by the
Worcester County Planning, Permits and Inspection (WCPPI) to evaluate the need for
additional housing units in the county. According to the WCPPI office, there has been little
interest in developing areas along the US 113 corridor. Most of the new development has
been projected to occur in the coastal bays in the northern and central portions of the county.
Based on a review of county plans and discussions with local government officials, there
does not appear to be any development in the study area that is dependent on the US 113
roadway improvements for access. Access to land areas adjacent to existing US 113 is
expected to remain virtually the same with all of the alternatives under consideration,
including the Preferred Alternatives. The actual growth distribution will depend on the
implementation of land use controls to focus potential growth into appropriate areas. The
responsibility to guide development and land use rests with the Worcester County
Commission and the WCPPI office.
Coastal Bay Area
The entire northern study area and the southern study area between Berlin and Newark are
located in the Maryland Coastal Bay area. This area is an ecologically sensitive watershed
in Worcester County that drains into the coastal bays. A review of the Maryland Coastal
Bays Projected Land Use (Year 2005) Map was conducted to evaluate future land use in this
area. Land use projections are consistent with those stated in the County's 1989
Comprehensive Development Plan and its 1997 Supplement. Generally, higher density
residential and commercial development are projected for the northern part of the coastal bay
area east of the US 113 project area, while little development is projected for the southern
coastal bay area.
Most of the land in the US 113 study area located in the coastal bay area is projected to be
cropland/agriculture and forest/orchard. Some additional low density residential development
is projected east of US 113 in the area bounded by Ocean Pines, US 113, St. Martin's Neck
and US 50. Today, most of this land is farmland or forest. Medium density residential
development exists around the communities of Bishopville in the northern study area and
Newark in the southern study area and is projected to remain at this density. The only
extensive high density residential development in the study area is in Ocean Pines in addition
to a small amount of commercial development. There is sufficient land in this community
to support additional high density residential development. No additional commercial/
industrial development is projected along US 113 in the coastal bay area.
Regions of the coastal bay area outside of the study area where high density residential
development exists and is projected for expansion include Berlin, Ocean City, West Ocean
City, Cape Isle of Wight, the MD 611 corridor paralleling Sinepuxent Bay and the area east
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US 113 Planning Study
of Berlin between US 50, MD 611 and Assateague Road. Commercial/industrial
development exists and is projected to expand for Berlin, Ocean City, West Ocean City and
the US 50 corridor east of Berlin. The rest of the coastal bay area is projected for cropland/
agriculture, forest/orchard, beaches and wetlands.
Much of the land hi the northern study area that is projected for future low-density residential
development is currently in agricultural use. The commitment to retaining the rural nature
of the county and preservation of agricultural lands as stated in the 1997 Supplement to the
1989 Worcester County Comprehensive Development Plan, makes the development of this
land unlikely. The dualization alternatives considered, including the Preferred Alternatives,
provide improved access to these areas with the additional travel lanes and may encourage
residential development in Ocean Pines and St. Martin's Neck, areas currently zoned for low
density residential development. The southern study area is projected to remain mostly
forested or cropland. The alternatives under consideration in the southern study area are not
anticipated to promote residential development in this area.
Maryland has a federally approved Coastal Zone Management Program. The US 113 project
is located in the Maryland coastal zone as defined by Maryland's federally approved
program. The requirements of Section 307 of the Federal Coastal Zone Management Act of
1972 apply to the project and are being addressed through the NEPA/404 review process.
These requirements are carried out by the Maryland Department of the Environment.
Indirect Impacts
Indirect impacts are described hi the Council on Environmental Quality regulation
(401508.8(b)) as "...caused by the action and are later in time or further removed hi distance,
but one still reasonably foreseeable". In general, an improved transportation facility may
result in future zoning change requests to allow higher density development hi areas not
currently zoned for such development. However, Worcester County, the 1989
Comprehensive Development Plan and its 1997 Supplement, has stated their commitment
to conserving the rural character and natural resources of the county. Among the indirect
impacts associated with the proposed roadway improvements is the potential for secondary
development. Secondary development is defined as development which could potentially
occur as a result of new highway construction.
Although the potential for secondary development exists, there are physical conditions, land
use controls, and legislative regulations which limit the amount of development occurring
within the study area. In addition, the suitability of some of the soils to support development
within the study area is questionable (Winbrough, 1997). Except hi Newark, public sewer
service is not available within the US 113 corridor. Although this does not prohibit
development from occurring, a developer would be responsible for installing the sewerage
and sewage disposal facilities if the proposed development cannot be supported by septic
systems. In addition, there has not been much interest hi developing areas along US 113 as
most of the people who relocate to the area want to live adjacent to the water (Morris, 1997).
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C75 113 Planning Study
For that reason, most of the growth in Worcester County is projected for the northern and
central coastal bays east of the US 113 study area.
County land use objectives stated within the Worcester County Comprehensive Development
Plan are to "encourage new development projects to locate in or near the existing population
centers and service centers (where planned) but also discourage development of the rural
areas of the county" and "maintain the rural character of Worcester and its existing
population centers, small towns and villages". In addition, most of the land located within
or in proximity to the study area is zoned for agricultural use. Minor subdivisions of five
residential units per property are allowed under this zoning classification. A description of
the zoning classifications and a zoning map are located in Section IDLA., Land Use. Any
request for a zoning change requires a public hearing by the Worcester County Commission.
Development of agriculturally-zoned land for non-agricultural use is not consistent with the
goals and objectives expressed in the County's Comprehensive Development Plan or its 1997
Supplement.
The Maryland Office of Planning which has determined the Preferred Alternatives to be
consistent with the Maryland Economic Growth Resources Protection Planning Act, has
projected future land use changes to the year 2020. These land use changes are shown on
Table m-10 and are projected to occur regardless of any roadway improvements to US 113.
Worcester County does not have an adequate public facilities (APF) ordinance. An APF
ordinance is a land use control measure that requires adequate schools, transportation
facilities, and sewer and water services to be in place to support development before the
development is allowed to occur.
In the northern study area, the 3N alternatives would have provided only right-in/right-out
access from driveways and minor service roads. The median incorporated into the design of
each of these alternatives would have changed the access compared to the unlimited access
now associated with the existing roadway. These four alternatives would also have had a new
partial cloverleaf interchange which would replace the existing US 113/MD interchange.
New loops and ramps would be located in the northeast and southwest quadrants of the
interchange. The land area around this interchange is developed or is in agricultural
production.
The 4N Modified alternatives would have provided east/west access at a new interchange
with MD 90 located west of existing US 113. As currently planned, no driveways or minor
service roads would have been given direct access to the new dualized US 113. Median
breaks and left turn bays would have been restricted or limited to local public roads. The
3N/4N Modified alternatives (including the Northern Preferred Alternative) would also
provide east/west access at a new interchange with MD 90 located west of existing US 113
and right-in/right-out access above Bishopville Road. Wetlands, forest and farmland are
adjacent to the location of the proposed interchange associated with these alternatives
(impacts to these resources are tabulated in other sections of this Chapter).
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US 113 Planning Study
In the southern study area, the additional travel lane associated with the 3S alternatives
(Lluding the Southern Preferred Alternative) would generally increase the efficiency of
"Iment of goods and services within the corridor. The 2S-20' Median alternative
provided two passing lanes in each direction spaced approximately 4 miles apart. The
S^dJLd wim these alternatives would have allowed only right-m/nght-out access
from existing minor access points along US 113.
Existing US 113 currently provides access to developable land from the northbound and
southbound lanes. Under the No-Build and TSM alternatives this access would not change^
The majority of the land in the study area is zoned for agriculture use (A-l). Farming activity
-- minor subdivisions up to five dwelling units are permitted in these zones Adding one
in each direction with the dualize alternatives along existing alignment (3S and 3N
; including the Southern Preferred Alternative) and a passing lane with
' 1-20' Median would not substantially improve access to developable lands.
nanves change the existing access by providing right-in/right-out access only from
driveways aS rmnor service roads The 4N Modified and 3N/4N Modified alternatives,
including the Northern Preferred Alternative, would be partially controlled access in some
SL Because access will be permitted only at existing public crossroads, no new access
nevdop^e lands is provided^Access management strategies o all alternatives under
consideration are discussed in Chapter H. If land is to be developed, p ans must be submitted
SSlte or federal agencies, or a combination thereof, for review, depending^the
scale of the project and appropriate permits obtained prior to approval of the proposed
nroiLt A pubSaring is reqdred b^the Worcester County Commission for any reques
foTa^gchange. The" W^estercLty Commission and the WCPPI office are the local
government agencies responsible for guiding land use.
As previously discussed ^the Future Land Use sections in Chapters ffl and IV, the future
growth projected for Worcester County is not projected to occur in the US 113 sd^»«•
Growth is projected to occur in the northern and central coastal bay areas of *e county
Sated easioftheUS 113 study area. This growth is not contingent on theduahzationofUS
113 providing access.
TheUS 113 corridor was added to SHA's Access Management Program in 1997. Corridors
in this program are eligible to use funds programmed in the Consolidated Transportation
ProgJfofthepurchase of access ^^
to Srchase residential and commercial property, m the near term, the Myyland Mate
ffiSwav Administration's Access Management Team (AMT) will meet every few weeks to
review all access permit requests in the corridor to make recommendations on limiting; the
Liber of access points and in some situations to recommend denial of access. The goal of
fcTe hkitives is to balance access to adjoining land with the need to preserve the flow of
traffic and to improve safety and capacity of the highway system.
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US 113 Planning Study
The AMT mqets a..minimum, of once, every.Jhree weeks., Thg Team .consists of
representatives from SHA Office of Planning and Preliminary Engineering, Division of
Engineering Access Permits, the Office of Council, Office of Real Estate and the Office of
Traffic and Safety. The AMT will meet regularly to review opportunities for improving
access to US 113. This will be done through the development process by reviewing site
plans, building permit application, property sale listings and access permit applications.
These reviews will be coordinated with the Worcester County Office of Planning. Access
management has been ongoing within the SHA since 1987.
Property owners and developers submit their plans to the local planning offices who in turn
forward those on the Primary Highway System, to the Access Management Team. The plans
are reviewed on a case by case basis to determine the best options.
• If the property has access via another public road the team will recommend that the
owner use me alternate means of access to me Primary highway.
• If access can only be obtained via a future service road or a public road a
"TEMPORARY" access permit may be issued. Once the improvement is realized,
access to the Primary highway would be via the service road or public road and the
"temporary" access would be closed.
• If a property were to be landlocked by the State Highway Administration's proposed
improvement or it is not cost effective to construct a service road the team may
recommend the purchase of the property.
Existing permitted entrances remain as long as there is no change in land use or traffic
operation problems do not occur. However, these entrances could be closed as alternate
access is provided.
Through enforcement at the local level of the county's zoning ordinance and subdivision
controls; use of the guidelines established in the county Comprehensive Development Plan;
and implementation of SHA's Access Management Program, county land use objectives can
be achieved, economic and population growth can be accommodated and unplanned
development can be avoided.
The alternatives with a median, including the Preferred Alternatives, would also increase
indirect impacts to farmland, travel patterns and community cohesion, as discussed in Section
IV.B. The alternatives on new alignment (4N Modified and 3N/4N Modified, including the
Northern Preferred Alternative) would bisect some productive farmland parcels, creating
access difficulties for the property owners. Farmland impacts are discussed in more detail
in Section IV.D. The alternatives with a median would only allow residents living on US 113
right in/right out access to and from their driveways. Left turns would be allowed only at
intersections with these alternatives. These alternatives would change the travel patterns for
area residents, emergency vehicles, farm machinery and those who frequent the area for
business or social purposes. The community cohesion would be disrupted temporarily as area
residents would need some time to adjust to a new travel pattern.
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C. Cultural Resources
1. Historic Structures
Historic resources in the study area were identified and evaluated in accordance with the
requirements of 36 CFR 800.4 for each alternative under consideration. Table IV-5
summarizes the effects of the various construction alternatives on identified historic standing
structures. The specific effects of each alternative are described below, and the overall
impacts on historic resources of each alternative are evaluated. No historic structures were
identified in the southern study area. Therefore, none of the alternatives considered for the
southern study area, including the Southern Preferred Alternative would impact historic
structures. The Maryland Historical Trust (MHT) rendered an adverse effect determination
(see Draft ElS/Section 4(f) Evaluation Chapter VI, MHT letter April 23,1997) for the 3N
alternatives, the 4N Modified alternatives and 3N/4N, and the Combination Alternative as
identified on the table below. The Maryland Historical Trust determined that the Northern
Preferred Alternative, as well as other dualization alternatives considered, resulted in an
adverse effect on St. Martin's Church (see MHT letter dated October 31,1997 in Chapter V
of this document).
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US 113 Planning Study
Summary of Impacts to Historic Structures
S - No-Build
2S-TSM
n/a
n/a
n/a
n/a
n/a
n/a
,S-20' Median
n/a
n/a
n/a
n/a
n/a
n/a
3S-201 Median
n/a
n/a
n/a
n/a
n/a
n/a
3S-34' Median
n/a
n/a
n/a
n/a
n/a
n/a
SOUTHERN PREFERRED
ALTERNATIVE
n/a
n/a
n/a
n/a
n/a
IN - No-build
n/a
n/a
2N - TSM
No Effect
No Effect
No Effect
No Effect
No Effect
No Effect
3N-201 Median / 50 MPH
Adverse
Adverse
Adverse
Adverse
Adverse
NAE
3N-341 Median / 50 MPH
Adverse
Adverse
Adverse
Adverse
Adverse
NAE
3N-20'Median/60 MPH
Adverse
Adverse
Adverse
Adverse
Adverse
NAE
3N-341 Median / 60 MPH
Adverse
Adverse
Adverse
Adverse
Adverse
NAE
4N Modified-20' Median
No Effect
No Effect
Adverse
NAE
No Effect
NAE
4N Modified-341 Median
No Effect
No Effect
Adverse
NAE
No Effect
NAE
3N/4N Modified- 20' Median
No Effect
No Effect
Adverse
NAE
No Effect
NAE
3N/4N Modified -34' Median
No Effect
No Effect
Adverse
NAE
No Effect
NAE
NORTHERN PREFERRED
ALTERNATIVE
No Effect
No Effect
Adverse
NAE
No Effect
NAE
1. Key to Resources:
WO-283 - Hale Farm/ Mariner Farm
WO-472 - Vic's Country Store
WO-23 - St. Martin's Church
WO-284 - Lemuel Showell House
WO-289 - Showell Store
WO-479 - Transpeninsular
2. Legend
n/a - not applicable
NAE - No Adverse Effect
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St. Martin's Church. St. Martin's Church (WO-23), which is on the National Register, is
within the APE (Area of Potential Effect) of all of the 3N alternatives, 4N Modified
alternatives and 3N/4N Modified alternatives. These alternatives share an alignment segment
south of Racetrack Road, but begin to diverge on the north side of the road just north of the
church. The resource is on a slight rise above existing US 113 as the highway descends to
cross Church Branch to the north. The area through which 4N Modified alternatives would
cross is at the same elevation as the resource. The Northern Preferred Alternative is at the
same elevation as the existing two-lane/two-way US 113.
TSM improvements consisting of a skid resistant pavement overlay and rumble slots along
the centerUne and outside edges of the roadway, are proposed within existing right-of-way.
Because the resource already fronts on a major highway, it does not appear that these minor
improvements will affect the resource or substantially alter its setting. The location, setting,
and use of the resource will remain the same. For these reasons, MHT concurred that the
TSM improvements will have no effect on the St. Martin's Church.
Although no right-of-way will be acquired from the resource under any of these alternatives,
the Maryland Historical Trust (MHT) has determined that the 3N, 4N Modified, and 3N/4N
Modified alternatives, including the Northern Preferred Alternative, will all adversely
affect its setting. Under all of these alternatives, the new roadway would be wider than the
existing, and would have an adverse visual impact. This visual impact will likely occur due
to the placement of the alternatives in agricultural and forested land east of the resource. The
Maryland Historical Trust has determined that this visual effect will be adverse, because the
increased width of the roadway would cause a change in the historic setting (March 18,1997
letter to SHA). The MOA has been submitted to the Advisory Council on Historic Places
(ACHP) for signature. A final signed MOA will be appended to this Final EIS.
The MOA's stipulations require SHA to:
• design and construct a new entry from US 113 to the church and a parking area with a
connecting accessible pathway to the church*^
• retain the traffic signal at the corner of US 113 and Racetrack Road (MD 598) and
maintain a 55 mph speed limit in the vicinity of the church (this is consistent with the
60 MPH design speed)
• provide historic markers for the church and, after consultation with the MD SHPO on
content and site, a monument related to the church's history*
• construct a suitable fence on the eastern and southern boundary of the church property*
• coordinate with the MD SHPO to consider the effects of proposed church mitigation
measures on archeological resources
• obtain approval of the Director of the Maryland Historical Trust, pursuant to the terms
of the perpetual historic preservation easement the Trust holds on the property
Consultation with the Maryland SHPO will be required for all designs and constructs.
Identification of Waters of the U.S., including jurisdictional wetlands, will be done prior to the design of
parking area and pathway. Aquatic resources will not be altered for these mitigation measures.
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The criteria for constructive use of a Section 4(f) resource was examined and determined not
applicable because the proximity impacts to St. Martin's Church are not "so severe that the
protected activities, features, or attributes that qualify a resource for protection under Section
4(f) are substantially impaired".
Regarding audible impacts, the predicted noise level for a No-Build scenario is higher at 69.9
dBA than the levels predicted for the 3N alternatives (65.3 dBA) and for the 4N Modified
and 3N/4N Modified alternatives (63.7 dBA). Additionally, the predicted noise level for the
4N Modified and 3N/4N Modified alternatives is lower than the existing level at the resource
(64.9 dBA).
The projected noise level increase attributable to the Preferred Alternative is, at 69 dBA,
only four (4) dBA above the existing noise level and one (1) dBA below the projected No-
Build level of 70 dBA. These changes were deemed to be barely perceptible. Since
approximately half of the existing traffic will be farther away from the church than it is
presently (due to the median and additional lanes), there will not likely be a perceivable
increase in noise levels at the church.
Although MHT determined that the Preferred Alternative will adversely affect the setting
of the St. Martin's Church, the "proximity of the proposed project does not substantially
impair the aesthetic features or attributes considered important contributing elements to the
value of the resource." The church, being architecturally significant as one of the few mid-
18th century structures in Maryland (criterion A) and significant under criterion C for its fine
construction features, conveys a strong association with the early history of Worcester
County. Although part of that conveyance lies in the church's placement hi an agricultural
and forested setting, which would be changed, its existing proximity to the roadway would
not. The adverse effect is attributed solely to the visual changes associated with a four-lane
divided highway as compared to the existing two-lane road. However the setting is only part
of that association with the county's early history; the architectural type is another, and its
architectural significance (its fine construction features) would remain unaltered.
The Preferred Alternative does not result in a "restriction of access which would
substantially diminish the utility" of the church. Access and utility would be improved with
a safer access and a parking lot whose design has been coordinated with the property owners,
MHT, and the Trust's Easement Committee. The location of the proposed parking area has
not been finalized. The potential effects to farmlands, woodlands, and wetlands from the
parking area will be investigated and a wetland delineation completed.
Hale Farm/Mariner Farm. The National Register eligible Hale Farm/Mariner Farm (WO-
283) is in the area of potential effect of the 3N, 4N Modified, and 3N/4N Modified
alternatives.
TSM improvements, consisting of a skid resistant pavement overlay and rumble slots along
the centerline and outside edges of the roadway, would have been within existing right-of-
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way. Because the resource already fronts on a major highway, it does not appear that these
minor improvements will affect the resource or substantially alter its setting. The location,
setting, and use of the resource will remain the same. For these reasons, MHT concurred that
the TSM improvements would have had no effect on the Hale Farm/Mariner Farm.
Each of the 3N alternatives would have affected the setting and use of the resource. The
effect will be adverse because elements of the resource's integrity - its design, setting,
materials, workmanship, and feeling - will be diminished. Approximately 17,500 square feet
along the west edge will be acquired for right-of-way, amounting to roughly 14 percent of
the total square footage of the historic property.
In accordance with 36 CFR Part 800.9, this action would have constituted an adverse effect
because a portion of the historic resource will be physically destroyed and altered, and visual,
audible, and atmospheric elements out of character with the resource and its setting will be
introduced. Construction of Alternative 3N would have resulted hi locating the highway 60
feet closer to the existing residential structure within the site boundary (at a distance of 465
feet instead of the existing 520 feet). A portion of the yard, entrance driveway, and
ornamental plantings would have been removed, as will the two brick walls flanking the
driveway. Regarding audible impacts, the predicted noise level (56.0 dBA) will increase
over the existing level (53.9 dBA) and that of the predicted for a No-Build scenario (54.2
dBA). For the above reasons, MHT has determined that all of the 3N alternatives will have
an adverse effect on the Hale Farm/Mariner Farm.
The 4N Modified and 3N/4N Modified alternatives, including the Preferred Alternative,
will not affect the location, setting, or use of the resource. These alternatives, which share
the same alignment hi this segment, will lie much farther from the resource boundary than
the existing highway (some 565 feet farther to the northwest and 1,000 feet or more to the
west and southwest). No right-of-way will be acquired from the resource boundary; however,
right-of-way will be taken from the larger tax parcel containing the resource. It does not
appear that a visual impact on the setting outside the boundary will occur due to the distance
involved and the placement of the alignment in areas already concealed by tree lines and
plantings. Where sections of the new road will be visible - to the southwest and northwest -
the views will be distant, and the road will be on existing grade. In addition, the ornamental
plantings along the resource's south and north boundaries will partially obscure some views
in those directions. The end result will be a road farther from and better concealed from the
resource. This will provide the resource with an ample new buffer. Views toward the new
road will be similar to those available at present. Due to the distance, which is more than 970
feet, noise levels should be much reduced in the area of the resource. For these reasons, the
MHT has concurred with the determination that the 4N Modified and 3N/4N Modified
alternatives will have no effect on the Hale/Mariner Farm.
Lemuel Showell House. The National Register eligible Lemuel Showell House (WO-284)
is in the area of potential effect of the National Register eligible Lemuel Showell House
(WO-284) include the 3N, 4N Modified, and 3N/4N Modified alternatives.
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US 113 Planning Study
TSM improvements, consisting of a skid resistant pavement overlay and rumble slots along
the centerline and outside edges of the roadway, were proposed within existing right-of-way.
Because the resource already fronts on a major highway, it does not appear that these minor
improvements will affect the resource or substantially alter its setting. The location, setting,
and use of the resource will remain the same. For these reasons, MHT concurred that the
TSM improvements would have had no effect on the Lemuel Showell House.
The 3N alternatives would not have affected the location, setting (within the historic
boundary), or use of the resource. These proposed alternatives will lie some 90 feet farther
west of the resource boundary than the existing highway (Figures 2 and 7). Access to the
new road will be provided via a four-way intersection at Pitts Road (existing US 113 will
become a local access road). No right-of-way will be acquired from the resource boundary.
An adverse visual impact on the setting would have occurred, however, due to changes in the
setting necessitated by the construction of the road. Alternative 3N would have required the
removal of the Showell Store (WO-289) at the intersection of US 113 and Pitts Road and the
removal of a non-eligible historic dwelling across US 113 from the resource (part of the
Showell Survey District, previously determined not eligible for the National Register). This
would have resulted in the loss of the west side of the cluster of buildings at the intersection
that helps to define the character of Showell and will open up views to the west and
northwest that currently do not exist. A line of small trees on the west side of US 113 may
provide some concealment; however, this line would have been removed some 500 feet to
the south as the 3N alternatives rejoin the existing US 113 alignment. Although the new road
would have been farther from the resource, the changes in the setting across US 113 would
appear to negate this benefit. In accordance with 36 CFR Part 800.9, the construction of the
3N alternatives would have constituted an adverse effect because visual elements out of
character with the resource and its setting would have been introduced. Regarding audible
impacts, the predicted levels associated with 3N alternatives (64.1 dBA) would have been
slightly lower than the existing level (65.7 dBA) and those predicted for a No-Build scenario
(66.4 dBA). For the reasons noted above, MHT has concurred with the determination that
the 3N alternatives would have had an adverse effect on the Lemuel Showell House.
The 4N Modified and 3N/4N Modified alternatives, including the Northern Preferred
Alternative, will not affect the location, setting (within the historic boundary), or use of the
resource. The alternatives, which share the same alignment in this segment, will lie
approximately 585 feet east of the resource boundary. Additional right-of-way will not be
acquired from the resource boundary. A visual impact on the setting will likely occur,
however, due to the placement of the alternative in open land east of the resource that is
presently used for crops and forest. For a number of reasons, it does not appear that this
visual effect will be adverse. First, the resource already fronts on a major highway and is
located at a major intersection. Second, the new alignment will be farther from the resource,
affording it a buffer zone that currently does not exist. Third, the new alignment will run at
existing grade. Fourth, a heavy buffer of mixed evergreen/deciduous vegetation currently
shields views from the resource to the north and northeast, and this buffer will remain in
place under the new alignment. Fifth, non-historic buildings currently obscure views from
IV-35
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US 113 Planning Study
the resource to the south, and these will remain in place under the new alternative. Sixth,
views of the fields and tree lines farther east will still be possible with the new road hi place.
Concerning noise impacts, the predicted noise level for the 4N Modified and 3N/4N
Modified alternatives (53.6 dBA) is substantially lower than the levels predicted for the 3N
alternatives, the No-Build scenario, and existing US 113. For the above reasons, MHT
determined that the 4N Modified and 3N/4N Modified alternatives and the Northern
Preferred Alternative will have no adverse effect on the Lemuel Showell House.
Showell Store. The National Register eligible Showell Store (WO-289) is in the area of
potential effect (APE) for 3N, 4N Modified, and 3N/4N Modified alternatives. The resource
is on a slight rise above existing US 113. The 3N alternatives would have run at this
elevation, while the 4N Modified, and 3N/4N Modified alternatives would run at the slightly
lower grade equal to that of existing US 113.
The 3N alternatives would have affected the location, setting, and use of the resource. The
effect will be adverse because all elements of the resource's integrity will be destroyed by
demolition of the resource. The setting outside the historic resource boundary would have
also been adversely affected through the loss of the resource and a non-eligible historic
dwelling on the south side of Pitts Road (part of the Showell Survey District, WO-286,
previously determined not eligible for the National Register). The loss of these two buildings
would have removed the western edge of the cluster of buildings at the US 113/Pitts Road
intersection, a cluster that defines the character of Showell. In addition, views to the west
and northwest would have been opened up. Noise levels for the Showell Store were not
monitored or modeled because the structure would have been taken under the 3N alternatives.
Additionally, noise and atmospheric levels would be essentially the same as those for the
Lemuel Showell House which is just across the street from this site. For the above reasons,
MHT concurred with the opinion that the 3N alternatives would have had an adverse effect
on the Showell Store.
TSM improvements, consisting of a skid resistant pavement overlay and rumble slots along
the centerline and outside edges of the roadway, were proposed within existing right-of-way.
Because the resource already fronts on a major highway, it does not appear that these minor
improvements will affect the resource or substantially alter its setting. The location, setting,
and use of the resource will remain the same. For these reasons, MHT concurred that the
TSM improvements would have had no effect on the Showell Store.
Investigations to date indicate that the prehistoric and historic archeological site 18WO209
identified on the property of the Showell Store is potentially eligible for the National
Register, based on criterion D (ability to provide important information). The investigations
indicate that the site does not warrant preservation in place. The 3N alternatives would have
adversely impacted 18 WO209.
The 4N Modified and 3N/4N Modified alternatives, including the Preferred Alternatives,
will not affect the location, setting, or use of the resource. These alternatives, which share the
same alignment in this segment, will lie much farther from the resource boundary than the
' IV-36
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US 113 Planning Study
existing highway (some 865 feet farther to the east). No right-of-way will be acquired from
the resource boundary. It does not appear that a visual impact on the setting will occur due
to the distance involved and the placement of the alignment in areas already concealed by
buildings, tree lines, and plantings. The end result will be a road farther from the resource
and better concealed from the resource. This will provide the resource will an ample new
buffer zone than today. Views toward the new road will be the same as those available at
present. Due to the distance, audible levels would be much reduced in the area of the
resource. For these reasons, MHT concurred that the 4N Modified and 3N/4N Modified
alternatives and the Northern Preferred Alternative will have no effect on the Showell
Store.
Vic's Country Store. The National Register eligible Vic's Country Store (WO-472) is in
the area of potential effect of the 3N, 4N Modified, and 3N/4N Modified alternatives.
Improvements (under the No-Build Alternative) have been proposed for the intersection of
US 113 and Friendship Road. These will consist of a northbound acceleration/deceleration
lane and a southbound bypass lane. TSM improvements, consisting of a skid resistant
pavement overlay, rumble slots along the centerline and outside edges of the roadway, and
painted stop lines at Carey Road and Jones Road. All of the improvements would have been
constructed within existing right-of-way. Due to the fact that the resource already fronts a
major highway within a major intersection, MHT concurred that these minor improvements
would have had no effect on the resource or substantially alter its setting, location, or use.
The 3N alternatives would have affected the setting and use of the resource, and the effect
would have been adverse because right-of-way acquisition would have diminished or
destroyed its integrity. The alternative called for the edge of pavement for the northbound
lanes to be moved closer to the resource. The new lanes will require acquisition of
approximately 13,440 square feet of additional right-of-way, equaling roughly 27 percent of
the historic property area, and may require demolition of the structure. For the above reasons,
MHT concurred that the 3N alternatives would have had an adverse effect on Vic's Country
Store.
A visual impact on the setting outside the boundary would have also occurred, due to shifting
of the northbound lanes to the east and the provision for southbound lanes on the west side
of US 113 (the existing highway will be incorporated into the northbound lanes and the
median in this area). For a number of reasons, it does not appear that this visual effect would
have been adverse. First, the resource already fronts on a major highway and is located
within a major intersection. Second, much of the area to be used for the northbound lanes
is already paved in front of the resource. Third, the new alignment will follow the same grade
as the existing highway. Fourth, the buildings and landscape features on both sides of US
113 will be retained, except for the eastern edge of a large wooded tract on the west side of
US 113 north of Carey Road. The majority of this tract will remain, however. Fifth, views
of the fields, tree lines, and buildings beyond the existing highway will still be possible with
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US 113 Planning Study
the new alignment in place. Concerning noise impacts, the predicted noise levels for the 3N
alternatives (70.6 dBA) and the No-Build improvements (69.7 dBA) would have been
slightly lower than the existing level (72.1 dBA).
\
Investigations to date indicate that historic period archeological site 18WO213 identified on
the property of Vic's Country Store is ineligible for the National Register, and gave no
indication that the site warrants preservation hi place. The 3N alternatives would not have
impacted significant archeological resources.
The 4N Modified and 3N/4N Modified alternatives, including the Northern Preferred
Alternative, will not affect the location, setting, or use of the resource. These alternatives,
which share the same alignment in this segment, will lie much farther from the resource
boundary than the existing highway (some 2,600 feet farther to the west). No right-of-way
will be acquired from the resource boundary. It does not appear that a visual impact on the
setting outside the boundary will occur due to the distance involved and the placement of the
alignment hi areas already concealed by buildings, tree lines, and plantings. The end result
will be a road farther from the resource and better concealed from the resource. This will
provide the resource with an ample buffer not presently provided. Views toward the new
road will be the same as those available at present. Due to the distance (more than 2,600
feet), audible and atmospheric levels should be much reduced hi the area of the resource. For
these reasons, MHT concurred that the 4N Modified and 3N/4N Modified Alternatives and
Northern Preferred Alternative will have no effect on Vic's Country Store.
Transpeninsular Line Marker. The National Register eligible Transpeninsular Line
Marker (WO-479) is hi the area of potential effect for the 3N, 4N Modified, and 3N/4N
Modified alternatives. All of these alternatives share the same alignment hi the vicinity of
this site.
TSM improvements, consisting of a skid resistant pavement overlay, rumble slots along the
centerline and outside edges of the roadway, the addition of a southbound acceleration lane
from Morris Road and oversized intersection warning and stop signs, were proposed within
existing right-of-way. Because the resource already fronts on a major highway, it does not
appear that these minor improvements would have affected the resource or substantially
altered its setting. The location, setting, and use of the resource would have remained the
same. For these reasons, MHT concurred that the TSM improvements would have had no
effect on the Transpeninsular Line Marker.
The 3N, 4N Modified and 3N/4N Modified alternatives, including the Preferred
Alternatives, will not affect the location, setting (within the historic boundary), or use of the
resource. These alternatives call for the edge of pavement for the northbound lanes in front
of the resource to remain as is. No right-of-way will be required.
A visual impact on the setting outside the boundary will likely occur, due to the shifting of
the southbound lanes and the incorporation of a much larger median. For a number of
reasons, it does not appear that this visual effect will be adverse. First, the resource already
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US 113 Planning Study
fronts on a major highway and has direct views of the wider US 113 alignment in Delaware.
Second, the new alignment will follow the same grade as the existing highway. Third, the
buildings and landscape features on both sides of US 113 will be retained. Fourth, views of
the west side of US 113 from the resource will still be possible with the new alignment in
place. Concerning audible impacts, the predicted noise levels for the dualize alternatives
(66,6 dBA) are slightly higher than the existing levels of 65 dBA and No^Build of 62 dBA
range (see Table IV-18). For the above reasons, MHT has concurred that the alternatives
including the Northern Preferred Alternative will have no adverse effect on the
Transpeninsular Line Marker.
2. Archeological Sites
Identification of archeological resources was carried out in accordance with the requirements
of 36CFR800.4 for each alternative under consideration.
The Phase IB archaeological survey of the US 113 corridor covered all of the high-
probability areas for which access was obtained, as well as a 20 percent sample of the low-
probability areas. The survey identified 18 potentially significant archeological sites that
might be impacted by one or more of the proposed alternates, 12 of which would be affected
by the Preferred Alternatives. Preliminary eligibility recommendations are summarized in
Table IV-6. A Phase n site evaluation has been initiated for the Preferred Alternatives.
At the close of Phase I identification survey, about one-half of the recorded prehistoric sites
were considered potentially eligible for the register under criterion D, based on their potential
to provide important information about the past. The Phase I archeological survey indicates
that the remaining prehistoric sites lack the artifact density, patterned artifact distributions,
or intact deposits necessary to provide significant data concerning the prehistoric occupation
of the Eastern Shore. For these reasons, they are unlikely to yield important information,
and are not considered eligible for the National Register of Historic Places.
Supplemental survey investigations identified three additional archeological sites that may
be affected by proposed wetland mitigation sites identified for the project, one of which may
require further work, Phase n investigations, if it is impacted by the project.
The preh'minary indications from the Phase n site evaluations are that prehistoric sites
18WO185 and 18WO203 are ineligible for listing on the National Register of Historic
Places. Preliminary results indicate that 18WO184 and 18WO193 may be eligible for the
Register, pending completion of detailed artifact analysis.
Survey data suggested that about one-third of the historic period sites are also potentially
eligible for the Register under criterion D, their information potential. The presence of
structural features, intact subplowzone remains, and information-rich artifact assemblages
were used to identify potentially significant historic sites. The remaining historic period sites
appear to lack the artifact density, patterned artifact distributions, or intact deposits necessary
to provide important information about the history of the region. For these reasons, they are
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unlikely to be able to yield important information, and are not considered eligible for the
National Register of Historic Places.
Preliminary indications from the Phase n site evaluations, sites 18WO181, 18WO183,
18WO185,18WO190,18WO191,18WO204, and 18WO212 are ineligible for the National
Register of Historic Places. Site 18WO201 is preliminarily considered eligible for the
National Register, pending completion of detailed artifact analysis, while no preliminary
determination has yet been made regarding the eligibility of 18WO196.
Completion of the Phase n evaluation studies will allow conclusive evaluation of the 12
potentially significant archeological sites that may be impacted by the Preferred
Alternatives.
Based on the results of archeological investigations to date, all potentially significant
archeological resources that might be affected by the project are considered important chiefly
for the information they contain. At this stage of work, there is no evidence to suggest that
any of the sites warrant preservation in place, although confirmation of this must await
completion of Phase n investigations. Avoidance and/or minimization of the impacts of
construction will be considered for National Register archeological resources. Any mitigation
efforts required for archeological resources would be accomplished chiefly through data
recovery investigations, along with other appropriate measures such as interpretation of the
results of investigations.
Preliminary eligibility recommendations are summarized in Table IV-6.
IV-40
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US 113 Planning Study
Table IV-6: Preliminary National Register of Historic Places
Archeological Site Recommendations For US 113 Sites
Prehistoric
Woodland
Unknown
Prehistoric Total
7*#
Historic
18th-19th century
18th-20th century
19th century
19th-20th century
20th century
Unknown
0
Historic Total
24*
17*
TOTAL SITES!
22*
21±
#
$
The assessment of three of the potentially National Register eligible prehistoric/historic
period sites is based on the potential of the prehistoric component only; the remaining three
have both prehistoric and historic components that may be eligible for the National Register.
One potentially eligible prehistoric/historic period site is outside the Area of Potential Effects
(APE) of the undertaking.
Two potentially eligible historic period sites are outside the Area of Potential Effects (APE)
of the undertaking.
Summary of Impacts to Cultural Resources
Section 106 of the National Historic Preservation Act requires that Federal agencies take into
account the effects of their undertakings on properties included hi or eligible for National
Register of Historic Places, and afford the Advisory Council the opportunity to comment on
such undertakings. Section 101(a)(l) of the Act defines properties "significant in American
history..." among those that may be included in the Register.
Council comments are rendered through the process described in the Council's regulations
(36 CFR Part 800). This process characteristically involves consultation among the
Executive Director, agency officials, and the responsible State Historic Preservation
Officers) to decide on methods to avoid, reduce, or mitigate adverse effects on historic and
IV-41
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US 113 Planning Study
cultural properties. In this consultation process, the Executive Director is guided by certain
basic principles about the nature of such properties and about appropriate and inappropriate
methods of treating them.
Review of inventories and documentary resource material was undertaken in an integrated
approach of the full range of cultural properties. The potential of the Area of Potential Effect
to yield sites of cultural significance was assessed using the Maryland Historical Trust
historic standing structures and archeology inventory maps. In compliance with this, SHA
has undertaken studies to identify significant cultural resources in the project's Area of
Potential Effect, and is now evaluating the significance of the resources identified. SHA will
explore means of avoiding and minimizing any adverse effects to significant archeological
and historic resources and will undertake actions to mitigate any adverse effect that can not
be avoided.
The Maryland Historical Trust has determined that Alternative 2S - 20' Median would have
impacted two archeological sites that are potentially eligible for the National Register:
118WO190 and 18WO196. Alternative 3S (and the Southern Preferred Alternative) will
impact ten archeological sites that may be eligible for the National Register of Historic
Places: 18WO181, 18WO183, 18WO184, 18WO185, 18WO190, 18WO191, 18WO196,
18WO201, 18WO203, and 18WO204. Alternative 3N would have impacted six
archeological sites that may be eligible for the National Register: 18WO194, 18WO195,
18WO197, 18WO202,18WO209, and 18WO214. Two sites that may be eligible for the
National Register would have been impacted by Alternative 4N Modified: 18WO193 and
18WO212. The same two potentially eligible National Register sites will be impacted by the
Combination Alternatives, including the Northern Preferred Alternative: 18WO193 and
18WO212.
The Maryland Historical Trust (MHT) has determined that the Northern Preferred
Alternative does have an adverse effect on the National Register St. Martin's Church and
a no adverse effect determination on the National Register eligible Transpeninsular line
Marker and the Lemuel Showell House. Because the Preferred Alternatives do not require
the acquisition of property from any National Register Eligible historic properties, a Section
4(f) Evaluation is not required in this Final Environmental Impact Statement.
The Northern Preferred Alternative is preferable since it results in adverse effects on one
historic standing structure (St. Martin's Church) as compared to the 3N alternatives which
resulted in adverse effects on five historic standing structures (St. Martin's Church,
Hale/Mariner Farm, Lemuel Showell house, Showell Store, and Vic's Country Store).
Coordination with MHT and the Advisory Council for Historic Preservation (ACHP) was
carried out in accordance with Section 106 of the National Historic Preservation Act of 1966.
To address the adverse effects to St. Martin's Church, a Memorandum of Agreement (MOA)
(summarized in Section IV.C. and presented in Appendix F of this document) was
coordinated with MHT.
TV-42
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US 113 Planning Study
D. Farmlands , L
Active farmland (including properties which raise poultry), prime farmland soils and farmland soils
of statewide importance will be impacted as a result of this project. Based on the alignments of the
alternatives considered in the Draft EIS, no farming operations will be put out of business. Table
IV-7 is a summary of farmland and soil impacts.
m accordance with the Farmland Protection Policy Act (FPPA), a Farmland Conversion Impact
Rating form has been completed for this project and evaluated by the Worcester County NRCS office
to fulfill FPPA compliance. On this form, the amount hi the block 'Total Acres in Site" was derived
from SHA right-of-way calculations which do not include right-of-way already owned by SHA.
Farmland impacts, however, include farmland within SHA right-of-way limits. A copy of the
completed rating form along with the rationale used for the evaluation of the site assessment criteria
is included in Appendix B.
According to the FPPA, the USDA recommends that the alternatives scoring more than 160 points
be given higher levels of consideration for protection and alternatives receiving less than 160 points
be given a minimal level of consideration for protection. Alternatives 4N-20' Median, 4N-34'
Median, 3N/4N - 20' Median, 3N/4N -34' Median and the Northern Preferred Alternative all
scored above 160 points. The USDA recommends for alternatives scoring 160 or more points that
agencies consider alternatives that would serve the proposed purpose but convert either fewer acres
of farmland or other farmland that has a lower alternative value.
In the southern study area, the Southern Preferred Alternative will directly impact the most
agricultural land (115 acres) of all alternatives considered. The Northern Preferred Alternative
will directly impact 60.4 acres of active farmland. The IN alternative directly impacts approximately
0.5 acres of farmland on one parcel associated with the relocation of Bunting Road. The 2S
alternative would only require small sliver takes of farmland for bypass and acceleration/deceleration
lanes. The proposed dualize and 2S-201 Median alternatives would generally improve access on US
113 by allowing faster moving vehicles to safely pass slower moving farm machinery, however, slow
moving farm machinery requiring access to the opposite side of the roadway from which they are
traveling would have to cross 2 or 3 lanes (depending on if the equipment is traveling on the
shoulder or right lane) to get to the left turn lane at an intersection in order to make a U-turn.
The alternatives on new alignment are the only alternatives that would have indirect impact to
farmland. These alternatives would bisect the same six farmland parcels, creating accessibility
difficulties for the property owner. The amount of indirect impacts are shown on Table IV-7.
SHA will look at ways to minimize, where possible, the amount of farmland acreage necessary while
maintaining required safety standards. Accessibility concerns will be addressed on a property-by-
property basis during final design. Just compensation at fair market value will be offered to farm
owners whose property is needed for right-of-way or for acquired property that is too small to
profitably farm.
IV-43
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US 113 Planning Study
Table IV-7: Farmland Impact Summary
IS-No-Build
0.0
0.0
0.0
0.0
0
0
2S-TSM
0.2
0.0
0.2
0.0
0
2S-20' Median
20.0
10.0
19.8
0.0
19
0
3S-20' Median
39.4
19.4
103.5
0.0
48
0
3S-341 Median
43.8
21.6
115.0
0.0
48
0
SOUTHERN PREFERRED
ALTERNATIVE
43.8
21.6
115.0
0.0
48
IN-No-Build
2N-TSM
0.0
0.0
0.0
0.0
3N-20' Median 50 MPH
42.6
31.5
34.9
0.0
24
3N-34'Median 50 MPH
47.9
35.5
39.2
0.0
24
3N-20' Median 60 MPH
47.9
35.5
39.2
0.0
24
0
3N-34'Median 60 MPH
53.2
39.4
43.6
0.0
24
0
4N Modified-20' Median
103.4
81.1
55.0
47.0
19
4N Modified-34' Median
114.9
90.1
61.1
40.9
19
3N/4N Modified - 20' Median
107.1
68.4
55.7
47.1
20
3N/4N Modified - 34' Median
119.0
76.0
61.9
40.9
20
NORTHERN PREFERRED
ALTERNATIVE .
116.1
74.2
60.4
39.9
20
* Indirect impacts are a result of the alternatives bisecting a productive farmland parcel which may create
accessibility difficulties for fanners.
Note; Additional farmland acreage may be required for wetland mitigation requirements.
E. Soils, Geology and Topography
The No-Build and TSM Alternatives would have had minor localized impacts to soils where
acceleration/deceleration, bypass and turning lanes would have been constructed. These small
projects may have required earth disturbances of up to 0.25 acres for construction. No bypass or
turning lanes were planned for the southern study area under either Alternative IS (No-Build) or
Alternative 2S (TSM). Alternative IN (No-Build) in the northern study area included the planned
relocation of the Jarvis Road intersection as well as the construction of three acceleration/
IV-44
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US 113 Planning Study
The majority of water to recharge aquifers comes from precipitation that filters through the soil or
water that seeps in from streams. Precipitation will recharge aquifers to sufficient levels throughout
the year. Fluctuations of the groundwater level depend on variations in temperature and
precipitation. Aquifers in this region are generally saturated. It is anticipated that a minimal change
in relief and decrease in recharge area will not significantly affect water recharge to the aquifers in
this region. Additional usage of ground water as a result of an increase in growth and population is
not anticipated to significantly affect the water supply in the study area (Maryland Department of
Geology, Mining and Water Resources, 1955; Heath, 1984).
Highway runoff can have a substantial impact on groundwater quality in the vicinity of the highway
(Barrett et al., 1993). The potential constituents of highway runoff have been characterized in
Section IV.G. of this Final EIS. Elevated groundwater concentrations of metals, nitrogen
compounds, and organic compounds have been found in the vicinity of highways and runoff control
structures. It has also been found that the effects of runoff on groundwater are often spatially limited
and attenuated by natural soil processes (Young et al., 1996; Barrett et al., 1993). Yousef et al.
(1990) found that high metal concentrations found in the sediments of highway stormwater ponds
were almost completely attenuated in the top eight inches (20 cm) of the pond bottom. The highway
runoff control methods described in Section IV.G. of this Final EIS should help to rninimize the
potential adverse impacts to groundwater quality.
Adverse impacts to groundwater quality during construction of the Preferred Alternatives will be
mitigated through strict adherence to the Maryland Department of the Environment's (MDE) erosion
and sediment control procedures. All borrow material will be obtained from clean upland sites. All
areas of exposed soil will be vegetatively or structurally stabilized as soon as practical. An SHA
approved stormwater management plan will also be required for this project. The stormwater
management plan will include both quantity and quality management for stormwater runoff prior to
discharge into receiving waters.
•a
Stormwater management facilities can cause several negative environmental impacts including:
increasing downstream water temperatures, reducing downstream dissolved oxygen level during dry 11
weather discharge, sacrifice of upstream channels, provide a barrier to the downstream movement —
of bedload, provide a barrier to fish movement, and the disturbance of wetlands (Schuler and Galli,
1991). These negative impacts will be minimized by the careful placement of these facilities outside
stream channels and wetlands. —
G. Surface Water Resources
Surface water resources consisting mainly of major streams, minor drainage ditches, and intermittent
stream channels, may be impacted by pollutants within highway runoff. The constituents of this
runoff may include particulates, metals, oil and grease, organics, nutrients and other substances.
Table IV-8 lists common highway runoff constituents and their primary sources. All of these
constituents may not be found in runoff from the proposed US 113 project. __
Roadway traffic directly and indirectly contributes much of the pollutants found in highway runoff.
As seen in Table IV-8, vehicle operation is a source of the metals, chemical oxygen demand (from _
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US 113 Planning Study
rubber and other organic compounds), oil and grease, sulphates, and other materials deposited on
highways (Barrett et al., 1993; Muschack, 1990; Kobringer, 1984). The maintenance of the roadway
can also contribute chloride, sodium, calcium, cyanide, PCB's, pesticides, and other compounds
(Young et al., 1996; Muschack, 1990; Kobringer, 1984). Relatively high levels of pathogenic
bacteria can also be found hi the runoff from highways routinely used to haul livestock (Barrett et
al., 1993) such as US 113. Other major sources of contaminants include atmospheric dustfall and
dissolved constituents in the rainfall itself (Barrett et al., 1993; Muschack, 1990; Kobringer 1984).
Rainfall can contribute up to 78% of the major ionic contaminants and 48% of the suspended solids
representing a substantial portion of the pollutant loadings. This is especially true for highways near
urban areas (Barrett, 1993; Muschack, 1990). Thus, the surrounding land use has a major impact
on the amount of pollution in dustfall deposited on a highway and on the resulting quality of highway
stormwater runoff (Barrett, 1993; Muschack, 1990).
Traffic volume is an important factor in predicting highway runoff quality (Barrett, 1993). Driscoll
et al., (1990) found that roadways with Average Daily Traffic (ADT) greater than 30,000 vehicles
produced two to five times the pollutant levels present in runoff from rural highways (less than
30,000 ADT). Table IV-8A shows the mean pollutant concentrations based on over 900 storm
events in 31 states for high and low ADT roadways. Barrett et al., (1993) found that while some
studies show that ADT greatly influences runoff pollutant levels, other studies show less correlation
between ADT and pollutant loads and suggest that ADT may simply be an indicator of the
surrounding land-use (e.g., urban, high ADT roadways versus rural, low ADT roadways). In these
low correlation cases, the pollutant sources from surrounding land uses (i.e., atmospheric deposition
from urban pollution sources) may be more important than ADT in determining pollutant loads
(Barrett et al., 1993; Young et al., 1996). Muschack (1990) found that fieeways generally had lower
pollutant loads than local streets due to the acceleration/deceleration activities associated with traffic
lights and stop signs, increased tire and roadway abrasion, brake wear, and vehicle emissions and
leakages.
IV-47
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US 113 Planning Study
Table IV-8A: Mean Pollutant Concentrations in Highway Runoff from
Urban and Rural Highways*
• •" Pollutant :\, -••-•^:^~:
_ <.=/. --**&«^??^&$$
.'',, •• ' " '^ "•''''''''' ''•'^•=:lAV^-^^^:
Total Suspended Solids
Volatile Suspended Solids
Total Organic Carbon
Chemical Oxygen Demand
Nitrite + Nitrate
Total Kjeldahl Nitrogen
Phosphorus
Total Copper
Total Lead
Total Zinc
c'i^"y^-
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US 113 Planning Study
deposited in waterways may be a reservoir for toxic metals and a primary source for the
bioaccumulation of metals (Barrett et al., 1993; Yousef et al., 1990).
Dupuis (1985) reported that highways with traffic densities ranging from 12,000 to 120,000 ADT
had little effect on the biota of receiving waters. Various studies cited by Barrett et al., (1993) show
conflicting results regarding the chronic and acute effects of highway runoff on aquatic organisms.
While some studies showed that highway runoff had little or no effect on aquatic life, other studies
did identify the bioaccumulation of metals with ADTs as low as 10,000 (Barrett et al., 1993).
Dilution of runoff can play an important role in the toxic effect of highway pollutants and smaller
receiving bodies may be at greater risk (Barrett et al., 1993; Muschack, 1990). The ADT of US 113
for the build design year is expected to range from 5,000 to 11,000 vehicles for the Southern
Preferred Alternative and from 14,000 to 20,000 vehicles for the Northern Preferred Alternative.
Control of pollution from highway runoff can be achieved through both source management and
structural controls. Because much of the pollutant load is either suspended paniculate matter or
material adsorbed to the suspended solids, control measures that reduce the amount of particulates
available or settle and/or filter particulates are most effective. Non-structural source management
controls may include the elimination of curbs and other barriers, limiting the use of fertilizers on the
right-of-way and the implementation of various Best Management Practices (BMP) such as
integrated pest management, litter and debris controls and other similar techniques (Young et al.,
1996; Barrett et al.,1993). The proposed open typical section for the US 113 build alternatives,
including the Preferred Alternatives, does not use curbs and therefore encourages overland flow
conditions which should help improve water quality. Beyond the initial establishment of vegetative
cover on the right-of-way, SHA generally avoids the use of fertilizers in the regular maintenance of
its right-of-ways.
Structural controls for water quality improvement appropriate for highways may include attenuation
and vegetative practices, ponds, and constructed wetlands. Vegetative controls, including grass lined
swales and vegetated buffer strips, have been shown to be effective at reducing metals, oil and
grease, and suspended solids but are generally less effective at reducing nutrient loads. The
efficiency of vegetative controls is influenced by various factors such as vegetation type and density
and the length of contact. Detention ponds (stormwater management ponds that are designed to
detain water for only a short time and are generally dry between rain events) are effective at reducing
peak discharges and therefore reducing stream bank erosion but, are generally not reliable or
effective for water quality treatment of highway runoff. Extended-detention ponds with shallow
marsh systems (stormwater management ponds that are designed to temporarily detain water for
longer periods of time and support the growth of various emergent wetland plants) and retention
ponds (stormwater management ponds that are designed maintain a permanent pool of water and
retain a certain amount of storm runoff) have been shown to be much more effective at pollutant
removal (Young et al., 1996; Barrett et al., 1993). Physical and biological processes in these ponds
have been shown to be very effective at removing pollutants, including metals (Young et al., 1996;
Barrett et al., 1993; Yousef et al., 1990). Constructed wetlands have the ability to assimilate large
quantities of dissolved and suspended solids and nutrients. Pollutant removal is achieved through
plant uptake, physical filtration, adsorption, gravitational settling, and microbial decomposition
(Young et al., 1996; Barrett et al., 1993). Combinations of control measures may increase the ability
__
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US 113 Planning Study
to effectively filter suspended solids and the redundancy can increase the overall reliability and
performance of the pollutant removal (Barrett et al., 1993). The design of stormwater management
facilities and the selection of appropriate water quality control measures will be completed during
final design when detailed hydrology data is available. The stormwater management plans
developed for the US 113 project will not be placed in Waters of the US or wetlands and will be
designed to minimize adverse effects on aquatic resources. These stormwater management plans
will have to be approved for both quantity and quality management of highway runoff by the
Maryland Department of the Environment. The resulting approved plan will reduce the adverse
effects of highway runoff pollution.
During construction of the build alternatives, including the Preferred Alternatives, surface water
quality may be temporarily impacted by increased sedimentation associated with grading operations.
Further discussions of construction related impacts on water quality are included hi Section IV.F.5
of this Final EIS.
The proposed construction will add 43.6 acres of impervious surface hi the approximately 324,128
acre Pocomoke River watershed (Sipple, 1994) representing only 0.013% of the watershed. The
Southern Preferred Alternative will also require the filing of 1.87 acres of the approximately
63,422 acres of wetlands (0.003%) hi the Pocomoke River watershed (Sipple, 1994). Also, the
Pfiesteria outbreaks have been linked to high levels of nitrogen hi runoff (North Carolina State
University, 1997) and highway runoff is not a major source of nutrient rich runoff (Kobringer, 1984).
The primary sources of nitrogen and phosphorus in highway runoff are atmospheric deposition and
fertilizers used on the right-of-ways (Kobringer, 1984). The atmospheric deposition of nitrogen and
phosphorus will continue to occur with or without the construction of this project (although nutrient
loads ate likely to be somewhat higher from impervious surfaces). As standard practice, SHA only
uses fertilizers on their right-of-ways for the initial establishment of vegetation, therefore, this will
not be a persistent source of nutrients.
impacts to the aquatic biota of the streams located within the study areas will include a variety of
temporary and permanent construction impacts and may impact local biota hi various ways. Impacts
to the streams and then- biota may result from structures such as culverts, pipes, piers and abutments.
Stream crossings using culverts and/or pipes have the potential to disrupt fish migrations, cause
streambank and cause substrate instability which could lead to the loss of invertebrate biota and
suitable fish habitat, especially fish spawning habitats. These situations can be avoided with the
careful design of the stream crossings. Measures to maintain fish passage can include maintenance
of low flow channels, provision of baffles, and the suppression of the culvert bottom to maintain a
natural stream bottom or other methods and will be incorporated into the design of all new culvert
crossings and culvert extensions.
The TSM Alternatives are not expected to cause any disruption of major or minor stream systems.
Alternative 2S-20' Median and the dualization alternatives, including the Preferred Alternatives,
will require the crossing of several streams, tributaries and other drainageways within the study
areas.
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US 113 Planning Study
The perennial streams have water quality which is conducive to the support of aquatic plant
materials, migratory fish species as well as other aquatic organisms. Other waterways are minor
drainage ditches or intermittent streams which provide spatially and temporarily limited habitats for
aquatic organisms. Table IV-9 lists the number, probable type, and preliminary size of each proposed
stream crossing. Culvert sizes, the possible use of bridges, and the expansion of culvert and bridge
crossings to facilitate animal passage will be investigated during final design when detailed
hydrologic and hydraulic data become available.
TV-51
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US 113 Planning Study
Table IV-8: Common Highway Runoff Constituents and Their Primary Sources*
Constituent , , . ' /:', • ' >; ,L •
Particulatcs
Nitrogen, Phosphorous
Lead
Zinc
Iron
Copper
Cadmium
Chromium
Nickel
Manganese
Bromide
Cyanide
Sodium, Calcium
Chloride
Sulphate
Petroleum
Polychlorinated Biphenyls
Pesticides, Pathogenic
bacteria (indicators)
Rubber
Asbestos
Pavement wear, vehicles, atmosphere, maintenance
Atmosphere, roadside fertilizer application
Leaded gasoline (auto exhaust), tire wear (lead oxide filler material),
lubricating oil and grease, bearing wear
Tire wear (filler material), motor oil (stabilizing additive), grease
Auto body rust, steel highway structures (guardrails, etc.), moving engine parts
Metal plating, bearing and bushing wear, moving engine parts, brake lining
wear, fungicides and insecticides applied by maintenance operations
Tire wear (filler material), insecticide application
Metal plating, moving engine parts, brake lining wear
Diesel fuel and gasoline (exhaust), lubricating oil, metal plating, bushing wear,
brake lining wear, asphalt paving
Moving engine parts
Exhaust
Anticake compound (ferric ferrocyanide, Prussian Blue or sodium ferrocyanide,
Yellow Prussiate of Soda) used to keep deicing salt granular
Deicing salts, grease
Deicing salts
Roadway blends, fuel, deicing salts
Spills, leaks or blow-by of motor lubricants, antifreeze and hydraulic fluids,
asphalt surface leachate
Spraying of highway right-of-ways, background atmospheric deposition, PCB
catalyst in synthetic tires
Soil, litter, bird droppings and trucks hauling livestock and stockyard waste
Tire wear
Clutch and brake lining wear
* Source: Kobriger, 1984
IV-52
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US 113 Planning Study
Table IV-9: Number, Probable Type, and Preliminary Size
of Stream Crossings by Alternative
/{^-Ajite'fcMtive'l/s.'lf
•.•Jy:&£ff:f£i-zf4'£$£;j
|§|?*re^»^^^«§;
^'SSize^lfSfira^^S;
"'/&" '> '.*'<:•'•'£;**''' ''•'!>'•'••-£
£SljiH^.-Feet-iofe
"••StreSmSniJafitS
IS -No-Build
2S - TSM
2S - 20' Median
3S - 20' Median
3S - 34' Median
SOUTHERN
PREFERRED
ALTERNATIVE
Purnell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Pumell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Pumell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Pumell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Pumell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Pumell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Porter Creek
Goody Hill Branch
Catbird Creek
Poplartown Branch
Box Culvert :
Reinforced Concrete Pipe
Box Culvert
Reinforced Concrete Pipe
Reinforced Concrete Pipe
Box Culvert
Corregated Metal Pipe
Box Culvert
Box Culvert
Reinforced Concrete Pipe
Box Culvert
Reinforced Concrete Pipe
Reinforced Concrete Pipe
Box Culvert j
Corregated Metal Pipe
Box Culvert
Box Culvert
Reinforced Concrete Pipe
Box Culvert
Reinforced Concrete Pipe
Reinforced Concrete Pipe
Box Culvert
Corregated Metal Pipe
Box Culvert
Box Culvert
Reinforced Concrete Pipe
Box Culvert
Reinforced Concrete Pipe
Reinforced Concrete Pipe
Box Culvert
Corregated Metal Pipe
Box Culvert
Box Culvert Extension
Reinforced Concrete Pipe Ext
Box Culvert Extension
Reinforced Concrete Pipe Ext
Reinforced Concrete Pipe Ext.
Box Culvert Extension
Corregated Metal Pipe
Box Culvert
Box Culvert Extension
Reinforced Concrete Pipe Ext
Box Culvert Extension
Reinforced Concrete Pipe Ext.
Reinforced Concrete Pipe Ext
Box Culvert Extension
Corregated Metal Pipe
Box Culvert
3 cell-23 feet
3 cell-60 inches
6 feet x 8 feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
3 cell-23 feet
3 cell-60 inches
6 feet x 8 feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
3 cell-23 feet
3 cell-60 inches
6feetx8feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
3 cell-23 feet
3 cell-60 inches
6 feet x 8 feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
3 cell-23 feet
3 cell-60 inches
6 feet x 8 feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
3 cell-23 feet
3 cell-60 inches
6 feet x 8 feet
2 cell-48 inches
2 cell-52 inches
6 feet x 14 feet
36 inches
5 feet x 9 feet
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
60
90
60
40
55
75
50
50
480
170
80
80
80
100
115
80
85.
790
180
90
90
90
110
125
90
95
870
180
90
90
110
110
125
90
25
870
IV-53
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US 113 Planning Study
Table IV-9: Number, Probable Type, and Preliminary Size
of Stream Crossings by Alternative (continued)
^.,-V; Alternative ;;•'.,<. v-:"
!' 'Stream Cijo|sjjng|S
5^;^^£&§^is$S
^•KEype an^'l«ngtKf|®
^^ii^S^aiirl ,
*i$ii$j^?ftF^V& '£K. '
^lMear:|NetrC^
iSftr^iini'imipacfe.
IN -No-Build
2N-TSM
3N- 20' Median
(50MPH)
3N- 34' Median
(50MPH)
3N- 20' Median
(60MPH)
3N- 34' Median
(60MPH)
4N Modified -
20' Median
4N Modified -
34' Median
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Crippen Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Corregated Metal Pipe
iox Culvert
Jox Culvert
Jox Culvert
Jox Culvert
Corregated Metal Pipe
Box Culvert
Box Culvert
Box Culvert
Box Culvert
Corregated Metal Pipe
3ox Culvert
Box Culvert
Box Culvert
Box Culvert
Corregated Metal Pipe
Box Culvert
Box Culvert
Box Culvert
Box Culvert
Corregated Metal Pipe
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
Corregated Metal Pipe
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
New Box Culvert '
New Box Culvert '
Box Culvert Extension
Box Culvert Extension
New Box Culvert '
New Box Culvert '
Box Culvert Extension
Box Culvert Extension
2 cell-36 inches
S'/afcetx 15 feet
7 '/z feet x 9 feet
7 feet x 16 feet
6 feet x 1 1 feet
2 cell-36 inches
SVifeetxlSfeet
7»/zfeetx9feet
7 feet x 16 feet
6 feet x 1 1 feet
2 eell-36 inches
8 Vz feet x 15 feet
7 Yz feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
2 cell-36 inches
8 % feet x 15 feet
7 Yt. feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
2 cell-36 inches
8 Vi feet x 15 feet
7 Vi feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
2 cell-36 inches
8 Yz feet x 15 feet
7 Vi feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
8 Vt feet x 15 feet
7 Vi feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
8 V4 feet x 15 feet
7 V* feet x 9 feet
7 feet x 16 feet
6 feet x 1 1 feet
0
0
0
0
0
0
0
0
0
0
85
120
350
140
80
775
95
130
380
150
m
845
105
140
415
160
111
935
115
160
430
170
130
1005
270
500
160
115
1045
285
520
170
130
1,105
IV-54
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£75 773 Planning Study
Table IV-9: Number, Probable Type, and Preliminary Size
of Stream Crossings hv Alternative (continued)
Alternative .
3N/4N Modified -
20' Median
3N/4N Modified -
34' Median
NORTHERN
PREFERRED
ALTERNATIVE
•• • ',.'•"
Stream CrdsSrag^
.- ,,.•' '''-.- V- •rV;.i:.''T-L'. >:v;\:;-.
1 ••!•"•-• ' ..4i*:-?'rti.V->.!'-lv»'
Church Branch
Middle Branch
Birch Branch
Carey Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
Church Branch
Middle Branch
Birch Branch
Carey Branch
:". AType:and2^gth^j;
•;• :^: •;df.Cr«ssuBgfi§?-®:^
New Box Culvert
New Box Culvert '
Box Culvert Extension
Box Culvert Extension
New Box Culvert '
New Box Culvert 1
Box Culvert Extension
Box Culvert Extension
Box Culvert Extension
New Box Culvert '
Box Culvert Extension
Box Culvert Extension
*Size,:of . Structure
£l^:£.V.vV-i •*'••••:• *:•'.,-.'
8 Vz feet x 15 feet
7 '/a feet x 9 feet
7feetx 16 feet
6 feet x 11 feet
8 Vi feet x 15 feet
7,V£ feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet
8 Vi feet x 15 feet
7 Vi feet x 9 feet
7 feet x 16 feet
6 feet x 11 feet.
^.Linear,Feet of
.vStream Impact
270
500
160
115
1045
285
520
170
130
1,105
210
520
170
130
1,030
1 The new box culvert sizes shown are based on the type and size of the existing US 113 crossing. Larger culverts
and/or bridges will be considered during final design to minimize impacts and facilitate animal passage.
Abrupt changes in channel width which can result in increase scouring and erosion in areas where
the channel has been narrowed and may also result in a broader shallower stream channel in areas
where the stream is widened will be considered. This will avoid disruption of fish migration due to
a decrease in stream depth and channel formation.
Broader, shallower streams promote warming of the stream and a decrease in dissolved oxygen
which can limit fish populations or result in changes in fish populations. They can also disrupt
invertebrate populations and affect how pollutants such as metals are processed through the aquatic
ecosystem.
During final design, culverts will be designed to maintain the geomorphic stability of the stream
channels. Consideration will also be given to "dayUghting" portions of the culverts to maintain
stream production and encourage animal usage, and maintaining the active floodplain of the streams
crossed.
New stream crossings at Church Branch and Middle Branch would be required with the relocation
alternatives (Alternatives 4N Modified and 3N/4N Modified). In an effort to reduce wetland and
stream impacts and forest fragmentation, the Northern Preferred Alternative has been realigned
to use, to the extent possible, the existing US 113 crossing at Church Branch. Only one new stream
crossing, at Middle Branch is required for the Northern Preferred Alternative. The type, size, and
location (TS&L) of the new crossing will be determined during final design when detailed
hydrologic data is available. During final design, consideration will be given to maintaining
geomorphic stability of the stream channels and the maintenance the active floodplain of the streams
crossed. Full or partial bridging options will be given full consideration. Coordination with resource
agencies will continue throughout the design phase of this project.
The enlargement of existing stream culverts to facilitate animal passage will also be considered
during final design when detailed hydrologic data is available.
7V-55
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US 113 Planning Study
The benefits of the provision of animal passage through these culverts must be weighed carefully
against the potential for increased downstream flooding due to the larger culvert openings. Wetland
and other environmental impacts may also be increased by enlarging culverts because the raised
roadway profile will require more fill.
The restoration of streams within the study area to compensate for stream loss will be considered
during final design. Until detailed hydrologic data is available it is not possible to identify
appropriate restoration methods.
The Pocomoke River, a Maryland scenic river, is located at least 2,500 feet to the west of US 113.
Because the river flows roughly parallel to the roadway, US 113 does not cross it. No impacts to the
scenic resource are expected. The Pocomoke River is not protected by federal wild and scenic river
designation (Haubert, 1997).
Adverse impacts to water quality during construction of the roadway or borrow pits will be
minimized through strict adherence to the SHA erosion and sediment control procedures. All borrow
material will be obtained from clean upland sites. All areas of exposed soil will be vegetatively or
structurally stabilized as soon as practical. An SHA approved stormwater management plan will also
be required for this project. The stormwater management plan will include both quantity and quality
management for stormwater runoff prior to discharge into receiving waters.
Stormwater management facilities can cause several negative environmental impacts including:
increasing downstream water temperatures, reducing downstream dissolved oxygen level during dry
weather discharge, sacrifice of upstream channels, provide a barrier to the downstream movement
of bedload, provide a barrier to fish movement, and the disturbance of wetlands (Schuler and Galli,
1991). These negative impacts will be minimized by the careful placement of these facilities outside
stream channels and wetlands.
Other measures to minunize construction related impacts include:
• Initiating temporary stream closures where necessary.
• Minimizing equipment operation within the stream channels.
• Constructing temporary in-stream measures (Coffer dams, stream crossings) with clean
materials.
• Locating equipment fueling and service staging areas away from aquatic resources.
• Constructing culvert extensions or new structures at stream crossings in such a manner as to
promote continued easy fish migration and/or avoid any additional impact within stream
channels.
All Waters of the United States including Jurisdictional Wetlands are regulated under Section 404
of the Clean Water Act (CWA). These areas also regulated by the State of Maryland through its
wetlands and waterways statutes. Project activities impacting Jurisdictional waters and wetlands will
require authorization from the Corps of Engineers and the Maryland Department of the Environment.
H. Floodplains
The No-Build and TSM Alternatives will not cause additional impacts to any 100-year floodplains.
Each of the Build Alternatives, including the Preferred Alternatives will traverse the 100 year
floodplains associated with major stream systems in the study areas which include Purnell Branch,
Poorhouse Branch, Five Mile Branch, Massey Branch, Porter Branch, Goody Hill Branch, and
Poplartown Branch in the southern study area and Crippen Branch, Church Branch, Middle Branch,
Birch Branch and Carey Branch on the northern study area. Table IV-10 shows the area of impact
to these 100-year floodplains by each alternative.
TV-Jo"
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US 113 Planning Study
Table IV-10: Impacts to the 100-Year Floodplain
IS - No-Build
No Impact
2S-TSM
No Impact
2S - 20' Median
9.5
3S - 20' Median
7.1
3S-34'Median
8.4
SOUTHERN PREFERRED ALTERNATIVE
IN-No-Build
8.4
No Impact
2N - TSM
No Impact
3N - 20' Median / 50 MPH
5.2
3N - 34' Median / 50 MPH
5.7,
3N - 20' Median / 60 MPH
8.0
3N - 34' Median / 60 MPH
8.5
4N Modified - 20' Median
2.7
4N Modified - 34' Median
3.0
3N/4N Modified - 20' Median
2.9
3N/4N Modified - 34' Median
3.1
NORTHERN PREFERRED ALTERNATIVE
2.6
These estimates are based on preliminary structure sizes. Final determination of sizes will be made
during the design phase of the project.
In accordance with the requirements of 23 CFR 650 Executive Order 11988, each encroachment was
evaluated to determine its significance. A significant encroachment would involve one of the
following:
IV-57
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US 113 Planning Study
• a significant potential for interruption or termination of a transportation facility which is needed
for emergency vehicles or provides a community's only evacuation routes,
• a significant risk, or
• a significant adverse impact on natural and beneficial floodplain values.
The use of standard hydraulic design techniques for all waterway openings which limit upstream flood
level increases and approximate existing downstream flow rates will be utilized where feasible.
Use of state-of-the-art sediment and erosion control techniques and stormwater management controls
will ensure that none of the encroachments would result in risks or impacts to the beneficial floodplain
values or provide direct or indirect support to further development within the floodplain. Preliminary
analyses indicate that no significant floodplain impacts are expected to occur as a result of any
proposed Build Alternatives including the Preferred Alternatives.
All of the proposed culverts, culvert extensions or other structures at stream crossings will be sized so
that upstream and downstream flood elevations will remain unchanged if possible. Sections of
roadway which may traverse a floodplain shall be located above the 100-year flood level for protection
from flood damage. At the final design phase of the project, the plans will be reviewed by federal,
state and local agencies to ensure that the design complies with state and local floodplains regulations.
Proposed floodplain encroachments will be in accordance with the provisions of Executive Order
11988.
I.
Wetlands
Impacts to Waters of the United States including jurisdictional wetlands within the study area are
unavoidable for any of the Build Alternatives including the Preferred Alternatives. The placement
of fill within some wetlands and the construction of stream crossings on others will cause the loss of
wetland acreage which, in turn, may also impair one or more of the wetland functions detailed in
Chapter HI. Wetland values and functions may be further impaired by any impacts to surface water
quality caused by the construction or operation of US 113 (Surface Water Resources, Section IV-G).
Alternative alignments, slope limits, right-of-way, and wetlands locations are shown in Appendix A.
The acreage of encroachment for each wetland within the dualization alternatives are included in Table
3V-11. Total acreage of encroachment for each wetland class are included in Table IV-12.
IV-58
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175 113 Planning Study
Table IV-11: Impacts To Wetlands Within The Study Area By Each Build Alternative
Wetland
Number 2
W-l
W-2
W-3
W-4
W-5
W-5A
W-6
W-7
W-8
W-9
W-10
W-ll
W-12
W-13
W-14
W-15
W-16
W-17
W-18
W-19
W-20
W-21
W-22
Wetland
Classification 3
PEM
PFO
PFO
PFO
PEM/PSS
PFO/PEM
PFO
PFO
PFO
PSS/R2
PFO
PFO/R2
PFO
PFO
PFO
PFO
PFO
PFO
PFO
PFO
PFO
PFO/R2
PFO
Stream
Hardship Branch
Patty's Branch
Patty's Branch
Patty's Branch
Patty's Branch
Patty's Branch
Patty's Branch
Patty's Branch
Purnell Branch
Poorhouse Branch
Five Mile Branch
Massey Branch
Massey Branch
Porter Creek
Bassett Creek
Bassett Creek
Bassett Creek
Bassett Creek
Catbird Creek
Poplartown Branch
Poplartown Branch
Poplartown Branch
Poplartown Branch
Total
Wetland
A *. 4
Area
(Acres)
100
>500
200
2.0
11.0
2.0
>500
>500
>500
200
>500
100
>500
100
100
5.0
200
0.8
100
1.0
50
200
200
TOTAL WETLAND IMPACTS: DRAFT EIS (5/97)
TOTAL WETLAND IMPACTS: FINAL BIS
Impacted Area (acres) 5
DRAFT EIS Alternatives
2S - 20'
Median
<0.1
1.1
<0.1
_
..
_
_
0.6
0.8 6
<0.1
<0.1
1.7
0.3
__
<0.1
0.2
<0.1
0.7
_
_
_
0.2
5.8
2.0 «
3S-20'
Median
0.2
1.1
<0.1
- - —
0.4
0.5
0.8
__
1.4
0.1
0.1
3.6
0.6
0.6
0.5
0.4
1.2
_
—•
0.3
11.8
4.7 7
3S - 34'
Median
0.3
1.3
<0.1
—
0.5
0.6
0.9
_
1.6
0.1
0.1
4.0
0.7
0.7
0.6
0.5
1.3
»
M
0.4
13.6
5.5 7
PREFERRED
ALTERATIVE
0.13
0.32
0.02
0.20
0.25
0.61
0.32
0.02
0.01
1.25
0.39
0.10
0.26
0.16
0.80
.»_
0.22
—
5.06
SAY 5 to 5 Vi acres
Note: Apparent errors due to rounding.
1. Stream (Waters of the U.S.) impacts are discussed in Section IV-G and in Table IV-2.
2. Fanned wetlands to be verified during final design.
Legend: PFO - Palustrine Forested Wetland, PSS - Palustrine Scrub/Shrub Wetland
PEM - Palustrine Emergent Wetland, R2 - Perennial Stream
Total wetland area outside of the study area is estimated from Soil Survey and NWI information.
NOTE - Impacts in the Draft EIS were presented based on right-of-way line to right-of-way line impacts; impacts
7.
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US 113 Planning Study
Table IV-12: Impacts To Wetlands By Alternative By Wetland Classification
IS - No-Build
2S - TSM
0.0
0.0
0.0
0.0
2S - 20' Median
5.8
0.0
0.1
3S - 20' Median
11.3
0.2
0.3
0.1
3S - 34' Median
13.0
0.3
0.3
0.2
SOUTHERN PREFERRED
ALTERNATIVE
IN-No-Build
4.7
0.2
0.1
0.0
2N-TSM
0.0
0.0
0.0
0.0
3N - 20' Median / 50 MPH
2.3
0.0
1.3
3N - 34' Median / 50 MPH
2.8
0.0
1.4
3N - 20' Median / 60 MPH
5.1
0.0
1.5
0.3
3N - 34' Median / 60 MPH
6.0
0.0
1.6
0.4
4N Modified - 20' Median
21.1
0.2
1.1
1.2
4N Modified - 34' Median
23.3
0.2
1.3
1.4
3N/4N Modified - 20' Median
9.2
0.2
1.8
1.1
3N/4N Modified - 34' Median
10.2
0.2
2.0
1.2
NORTHERN PREFERRED
ALTERNATIVE
5.0
0.5
1.0
0.6
1 Approximate impact to fanned wetlands to be
Apparent errors due to rounding.
verified and surveyed during final design.
IV-61
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US 1T3 Planning Study
In addition to direct impacts to wetlands caused by earthworjc and highway structures, post-
construction impacts to wedand values and functions may also be realized. These may include such
impacts as: the loss of wetland flora, fauna and habitat due to sediment and pollutant deposition or
hydrologic changes; the rnterraptipn pf animal reproductive cycles by highway related noise; and the
interruption of migration into and out of wetland areas by highway traffic or structural barriers
(Erickson, et al., 1980).
'tin -,. •••.,•".' .
Existing functions for each wetland within the rjight*>f-way for the alternatives were determined using
New England Corps of Engineers Descriptive method. The definition and assessment criteria that
were used during the field review of wetland functions is provided in Section IJJ.H,3. The results of
the wetland function assessment are summarized in Table El-16,
it , ......, ,.|, t , . .
in . (, ,, , j • ••.. -. \ , ...
In general, most of the existing functions will continue to be provided by remaining portions of the
wetlands although the quantity or magnitude of these functions would be reduced proportionally with
the area lost. For some wetlands, the introduction of new sediment/toxicant sources; the introduction
or loss of inlets, outlets or constrictions; the change in the input area; etc, will impact the wetland's
effectiveness and/or opportunity to perform some or all fiwctions. The wefland functions most
impacted or limited by the Build Alternatives include; sedirnentAoxicant retention, flood flow
alteration, wildlife habitat and nutrient removal/transformation,
Section 404(b)(l) Guidelines
The Section 404(b)(l) guidelines are the substantive criteria wed to evaluate discharges of dredged
or fill material under Section 404 of the Clean Water Act, The purpose of Section 404(b)(l) guidelines
is to restore and maintain the chemical^ physical, and biological integrity of Waters of the United
States through the control of discharges of dredged or fill material, From a national perspective, the
degradation or destruction of special aquatic sites, such as filling operations in wetlands, is
considered to be among the most severe environmental impacts covered by the guidelines, The
guiding principle should be that degradation or destruction of special aquatic sites may represent an
irreversible loss of valuable resources. (40 CFR §230,))
This Final Environmental Impact Statement, in compliance with Section 404 of the Clean Water Act
addresses the requirements of the 4Q4(b)(l) guidelines Subparjy B through F, The provisions of
Subparts B through F and the manner in which they are addressed in this document are detailed
below:
Subpart B: Compliance with the Guidelines
,, : ih .'•• |{!>,,•' mi nil,(!' .i1!1' _'. •'.
Subpart B addresses the analysis necessary for compliance with the guidelines and establishes four
conditions which must be satisfied to determine that the proposed action complies with the 404(b)( J)
guidelines. Subpart B further sets forth factual determinations to be qpnsidered when determining if
the proposed action satisfies the conditions of compliance.
7V-
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US 113 Planning Study
230.10 Restrictions on Discharge - The discharge of dredged or fill material in the aquatic ecosystem
including wetlands, is not permitted if there is a practicable alternative that would have less adverse
impact. Commonly referred to as the "Alternatives Analysis," these provisions of the guidelines
require that alternative actions and locations be considered to avoid impacts to aquatic resources. The
analysis must demonstrate that there is no practicable alternative to the proposed discharge of dredged
or fill material which would have less adverse impact to the aquatic ecosystem. These alternatives are
not considered practicable if they have other substantive adverse environmental consequences. The
provisions also require the determination of the project's water dependency and compliance with
NEPA and the Coastal Zone Management Program.
230.10(a)(l) Alternatives Analysis - As detailed in Chapter H (Alternatives Considered) of this Final
EIS, a range of alternatives were considered for this project including: No-Build, TSM, and several
Dualization alternatives. Section n-D reviews each of the alternatives studied in detail in the Draft EIS
and explains why each alternative was not selected as the Preferred Alternative. Section n-E provides
a detailed discussion of the Preferred Alternatives and their reasons for selection. The findings of this
analysis demonstrate that there are no practicable alternatives which completely avoid aquatic impacts
and still meet the purpose and need for the project.
230.10(a)(2) Avoidance Alternatives - Due to the aerial extent and linear nature of the wetlands in
the project area only the No Build and TSM alternatives completely avoid direct impacts to aquatic
resources. However, as determined in Section n-D of this Final EIS, and discussed above
(230.10(a)(l) Alternatives Analysis) these alternatives do riot meet the purpose and need for this
project. Therefore, there are no practicable alternatives which completely avoid aquatic impacts.
Where possible, the Build alternatives were located to avoid and minimize impacts to individual
aquatic resources including wetlands during preliminary design. Avoidance of stream systems that are
generally perpendicular to the alternative alignments was not possible while still meeting the project's
purpose and need. Unavoidable impacts to aquatic resources including wetlands were minimized by
circumventing the resources to the extent possible and maximizing slopes, thereby reducing fill.
Culverts or bridges will also be used to maintain existing stream channels and hydrologic connections.
Beyond preliminary design, numerous strategies were developed to further avoid and minimize
individual wetland impacts. These strategies considered the function and value of the impacted
wetland and the safety and economic ramifications of adopting the avoidance and minimisation effort.
The general strategies used to further reduce wetland impacts are as follows:
• Structural measures - Structural measures evaluated consisted of an epoxy coated steel sheet
pile retaining walls, mechanically stabilized slopes, and bridge spans. Based on the minor
reductions in impacts and the high cost of these measures, the use of structural measures were
not considered economically feasible except at the highly sensitive Wetland W-8. Additional
options may be considered during final design, once detailed hydrologic and hydraulic data are
available to evaluate the merits and costs of these structures.
IV-63
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US 113 Planning Study
* Reduction in median width - For safety and operations, the full width median was maintained
in the vicinity of all intersections. Where wetland areas were located more than 1,500 feet
away from an intersection, reduced median widths were considered. An attempt was made to
taper the median to 10 feet to reduce direct wetland impacts. On curves where sight distance
was a safety concern, the median could only be reduced to 16 feet.
• Alignment shifts and modifications to the alternative alignments were considered to reduce
wetland impacts.
• Construction operation restrictions - Due to the high value and function of all the wetlands in
the study area, operation of heavy equipment will not extend beyond the limit of disturbance
in wetlands.
Specific strategies at individual wetlands impacted by the build alternatives are detailed below. Further
avoidance or minimization of impacts to these individual wetlands would cause additional
displacements, alignment difficulties or cause additional impacts to other wetlands and may
compromise the safety of the roadway. The following provides the analysis of avoidance alternatives,
in accordance with the Section 404(b)(l) guidelines and Executive Order 11990 for the build
alternatives.
* Southern Study Area Alternative Presented in the Draft EIS (see Draft EIS, Appendix A,
Figures 1 through 7 and 8 through 14)
- Alt. 2S - 20' Median
- Alt. 3S-20'Median
- Alt 3S - 34' Median
Wetiand 1 is located on both sides of existing US 113, north of Castle Hill Road. This wetland is not
directly impacted by the 2S - 20* Median Alternative with the application of minimization measures.
Shifting the dualization to the east would reduce the wetland impact to W-l, but would require
approximately 1,500 feet of additional road reconstruction. Reduced median width is not feasible due
to the proximity of the US 113/Casfle Hill Road intersection. To minimize the proposed impacts, 2:1
outside slopes with guardrail have been used to reduce the southbound roadway footprint. This
combination of minimization measures reduces the wetland impacts without compromising the safety
and integrity of the roadway or increasing impacts to other resources.
Wetland 2 is located on both sides of existing US 113, south of Snow Hill Road. Direct impacts by
the 2S - 20' Median Alternative can not be avoided because of the need for a northbound passing lane
in this area. Shifting the dualization to the east would cause additional direct impacts to W-2. To
minimize the proposed direct impacts, a 10-foot median and 2:1 outside slopes with guardrail have
been used to reduce the southbound roadway footprint. Construction operations will also be limited
to the limit of disturbance. This combination of minimization measures reduces the direct wetland
impacts without compromising the safety and integrity of the roadway or increasing direct impacts to
other resources.
TV-64
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US 113 Planhihg Study
Wetland 3 is located on both sides of existing US 113, just south of Snow Hill Road. This wetland
is not directly impacted by the 2S - 20' Median Alternative with the application of minimization
measures. Shifting the construction to the east would directly impact approximately the same acreage
of wetland of W-3 and increase the direct impact to W-2. Proximity to Snow Hill Road requires the
use of a full median width. Proposed direct impacts have been minimized through the use of 2:1
outside slopes with guardrail to reduce the southbound roadway footprint and the limiting of
construction operations to the limit of disturbance. This combination of minimization measures
reduces the direct wetland impacts without compromising the safety and integrity of the roadway or
increasing direct impacts to other resources.
Wetland 4 is located to the east of US 113, south of Brick Kiln Road. This wetland is not directly
impacted by any of the southern study area alternatives.
Wetland 5 is located to the west of US 113, north of Washington Street. This wetland is not directly
impacted by the 2S - 20' Median Alternative. Shifting the dualization to the east would require
approximately 2,000 feet of additional road reconstruction and cause a direct impact to a fanned
wetland and also the higher functioning W-7 not directly impacted by the alternative considered.
Proximity to Brick Kiln Road/Washington Street requires the use of the full median width. To
minimize proposed direct impacts, 2:1 outside slopes with guardrail have been used to reduce the
roadway footprint. This combination of minimization measures reduces the direct wetland impacts
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 5A is located to the west of US 113, south of Public Landing Road. This wetland is not
directly impacted by the 2S - 20' Median Alternative. Shifting the dualization to the east would
require approximately 2,400 feet of additional roadway construction and cause a direct impact to a
farmed wetland and the higher functioning W-7. Proximity to Public Landing Road requires the use
of the full median width. To minimize the proposed direct impacts to Wetland 5A, 2:1 outside slopes
with guardrail have been used to reduce the southbound roadway footprint. This combination of
minimization measures reduces the direct wetland impacts without compromising the safety and
integrity of the roadway or increasing direct impacts to other resources.
Wetland 6 is located to the west of US 113, north of Public Landing Road. This wetland is not
directly impacted by the 2S - 20' Median Alternative. Shifting the dualization to the east would
require approximately 2,000 feet of additional roadway construction and cause a direct impact to a
farmed wetland and the W-7. Proximity to Public Landing Road requires the use of the full median
width. Direct impacts to Wetland 6 are minimized through the use of 2:1 outside slopes with guardrail
to reduce the southbound roadway footprint and by limiting construction operations to the limit of
disturbance. This combination of minimization measures reduces the direct wetland impacts without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 7 is located to the east of existing US 113, north of Public Landing Road. This wetland is
not directly impacted by any of the southern study area alternatives.
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Wetland 8 is located along Purnell Branch on both sides of existing US 113, south of Market Street.
This wetland is not directly impacted by the 2S - 20' Median Alternative. Shifting the dualization to
the east would result in greater direct impacts to the wetlands. Because of the high value of this
cypress wetland, the resource was of critical concern and special minimization measures were
developed. Because the wetland is located along a curve on US 113 and sight distance was a concern,
a 16-foot median was employed to minimize direct impacts (10-foot median could not be used at this
location due to site distance limitations). The combination of minimization measures reduces the
direct wetland impacts without compromising the safety and integrity of the roadway or increasing
direct impacts to other resources.
Wetland 9 is located along Poorhouse Branch on both sides of existing US 113, north of Cedartown
Road. Direct impacts to this wetland could not be avoided with the 2S - 20' Median Alternative
because of the need for a southbound passing lane in this area. Shifting the dualization to the east
would increase direct wetland impacts. Due to the close proximity of Cedartown Road, the full
median width must be used. The use of 2:1 outside slopes with guardrail and the limiting of
construction operations to the limit of disturbance will minimize direct wetland impacts. This
combination of minimization measures reduces the direct wetland impacts without compromising the
safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 10 is located along Five Mile Branch to the east of existing US 113, North of Central Site
Lane. This wetland is not directly impacted by the 2S - 20' Median Alternative with the application
of minimization measures. This wetland is not directly impacted by the southern study area
dualization alternatives.
Wetland 11 is located on both sides of existing US 113, south of Langmaid Road. This wetland is
not directly impacted by the 2S - 20' Median Alternative. Shifting the dualization to the west would
not decrease direct wetland impacts and would cause a direct impact to the Newark Sewage Treatment
Plant. The full median width is required because of the close proximity to Langmaid Road. Direct
impacts to Wetland 11 are minimized through the use of 2:1 outside slopes with guardrail along the
northbound roadway and by limiting construction operations to the limit of disturbance. This
combination of minimization measures reduces the direct wetland impacts without compromising the
safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 12 is located along Massey Branch on both sides of existing US 113, between Langmaid and
Newark Roads. Direct impacts to this wetland could not be avoided with the 2S - 20' Median
Alternative because of the need for a northbound passing lane hi this area. Shifting the dualization to
the west would decrease the direct wetland impacts, but would require approximately 3,500 feet of
additional roadway construction. To minimize the proposed direct impacts, a 10-foot median, 2:1
outside slopes with guardrail along the northbound roadway have been proposed to reduce the roadway
footprint. Construction operations will also be limited to the limit of disturbance to further reduce
direct impacts. This combination of minimization measures reduces the direct wetland impacts
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
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Wetland 13 is located along Porter Creek on both sides of existing US 113, north of Newark Road.
Direct impacts to this wetland could not be avoided with the 2S - 20' Median Alternative because of
the need for a northbound passing lane in this area. Shifting the dualization to the west could reduce
the direct wetland impact, but would require approximately 3,000 feet of additional roadway
construction and direct impact the W-13A. Reduced median width is not feasible at W-13 due to
proximity to the Newark Road/Gunning Club Lane intersection. To minimize the proposed direct
impacts to W-13, 2:1 outside slopes with guardrail have been proposed to reduce the roadway
footprint. This combination of minimization measures reduces the direct wetland impacts without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 14 is located to the east of existing US 113, between Newark and Goody Hill Roads. This
wetland is not affected by any of the southern study area alternatives.
Wetlands 15 and 17 are located to the west of existing US 113, with Wetland 16 located on both
sides of US 113 along Goody Hill Branch, near Goody Hill Road. Direct impacts to these wetlands
could not be completely avoided with the 2S - 20' Median Alternative because of need for a
southbound passing lane in this area. Shifting the dualization to the east would avoid W-15 (a wetland
of special state concern) and W-17, and directly impact approximately the same acreage from W-16,
but the shift would require approximately 2,000 feet of roadway construction and directly impact a
farmed wetland and increase direct impacts to W-18. Reducing the median at wetlands W-15, W-16,
and W-17 to 16-feet, will decrease direct impacts at each wetland, but will require the construction of
2,400' of frontage road for access to US 113. Further reduction of the median width is not possible due
to the presence of a curve on US 113. Direct impacts to each wetland are further minimized through
the use of 2:1 outside slopes with guardrail to reduce the southbound roadway footprint and by limiting
construction operations to the limit of disturbance. This combination of minimization measures
reduces the direct wetland impacts without compromising the safety and integrity of the roadway or
increasing direct impacts to other resources.
Wetland 18 is located along Catbird Creek on both sides of existing US 113, south of Bays End Lane.
Shifting the construction of the southern study area alternatives to the east would increase the direct
impacts to W-18. Proximity to Bays End Lane requires the use the full median width. Direct impacts
to W-18 have been minimized through the use of 2:1 outside slopes with guardrail to reduce the
southbound roadway footprint and by limiting construction operations to the limit of disturbance. This
combination of minimization measures reduces the direct wetland impacts without compromising the
safety and integrity of the roadway or increasing direct impacts to other resources.
Wetlands 19 and 20 are located to the east of existing US 113, between Bays End Lane and Mason
Road. These wetlands are not affected by any of the southern study area alternatives.
Wetland 21 is located along Poplartown Branch to the east of existing US 113, south of Harrison
Road, and is not directly impacted by any of the southern study area alternatives.
Wetland 22 is located along Poplartown Branch to the west side existing US 113, south of Harrison
Road. Shifting the construction of any of the southern study area alternatives to the east would directly
impact the W-21 and require approximately 2,500 feet of additional roadway construction. Reduced
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median width is not feasible due to proximity to Harrison Road. Direct impacts to W-22 have been
minimized through the use of 2:1 outside slopes with guardrail to reduce the southbound roadway
footprint. Direct impacts are further minimized by limiting construction operations to the limit of
disturbance. This combination of nainimization measures reduces the direct wetland impacts without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
• Northern Study Area Alternatives Presented in the Draft EIS (see Draft EIS, Appendix A,
Figures 15 through 17)
- Alt. 3N-20'Median/50 MPH Design Speed
- Alt. 3N - 20' Median/60 MPH Design Speed
- Alt. 3N - 34' Median/50 MPH Design Speed
- Alt. 3N - 34' Median/60 MPH Design Speed
- Alt. 4N Modified - 20' Median
- Alt. 4N Modified - 34' Median
- Alt. 3N/4N Modified - 20' Median
- Alt. 3N/4N Modified - 34' Median
Wetland 23 is located to the west of existing US 113, north of Deer Park Road. Direct impacts to this
wetland by the 3N Alternatives could not be avoided without causing increased direct impacts to W-
24 and W-25 and additional residential displacements. The 4N Modified and 3N/4N Modified
Alternatives can not avoid this wetland because of the proximity of the Maryland and Delaware
Railroad and the existing US 113 tie-in/take-off points. Direct impacts are minimized by using 2:1
outside slopes with guardrail to reduce the roadway footprint and by limiting construction operations
to the limits of disturbance. This combination of minimization measures reduces the direct wetland
impacts without compromising the safety and integrity of the roadway or increasing direct impacts to
other resources.
Wetlands 24 and 25 are located to the east of existing US 113 of the Three Penny Lane intersection
and are not directly impacted by the 3N/4N Modified Alternatives. Shifting the 3N alternatives to the
west would reduce direct impacts to W-24 and W-25 but, increase direct impacts to W-23, increase
the number of residential displacements, and require approximately 1,000 feet of additional roadway
construction.
Wetland 26 is located to the west of existing US 113, north of Deer Park Road. The 3N Alternatives
will not directly impact this wetland. The 4N Modified and 3N/4N Modified Alternatives can not
avoid this wetland because of the proximity of the Maryland and Delaware Railroad, the existing US
113 tie-in/take-off points and the graded US 113/MD 90 interchange. Direct impacts to W-26 have
been minimized using 2:1 outside slopes with guardrail to reduce the roadway footprint and by limiting
construction operations to the limits of disturbance. This combination of minimization measures
reduces the direct wetland impacts without compromising the safety and integrity of the roadway or
increasing direct impacts to other resources.
Wetland 27 is located 2,400 feet to the west of existing US 113 between Carey Road and MD 90. The
3N Alternatives will not directly impact this wetland. This wetland could not be avoided by the 4N
Modified and 3N/4N Modified Alternatives because of its size and being located so close to the
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existing graded MD 90 Interchange. Reducing the median width is not possible because of the
proximity of the interchange ramp movements (left turns). The use of 2:1 outside slopes with guardrail
to reduce the roadway footprint and limiting construction operations to the limits of disturbance will
minimize direct wetland impacts. This combination of rmnimization measures reduces the direct
wetland impacts without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
Wetlands 28 is in the stream valley of Church Branch and located on both sides of existing US 113,
north of Racetrack Road. This wetland could not be avoided by any of the northern study area
alternatives because of its length. The median could not be reduced due to the close proximity to the
Racetrack Road intersection. Direct impacts to W-28 have been minimized through the use of 2:1
outside slopes with guardrail to reduce the roadway footprint and by limiting construction operations
to the limits of disturbance. This combination of minimization measures reduces the direct wetland
impacts without compromising the safety and integrity of the roadway or increasing direct impacts to
other resources.
Wetland 29 is located 500 feet east of existing US 113, north of Church Branch. The 3N Alternatives
will not directly impact this wetland. The median width of the 4N Modified and 3N/4N Modified
Alternatives could not be reduced due to the proximity of the "old" US 113 intersection. The use of
2:1 outside slopes with guardrail to reduce the roadway footprint and the limiting of construction
operations to the limits of disturbance will minimize direct wetland impacts. This combination of
minimization measures reduces the direct wetland impacts without compromising the safety and
integrity of the roadway or increasing direct impacts to other resources.
Wetland 30 is in the stream valley of Middle Branch and located on both sides of existing US 113,
north of Racetrack Road. This wetland could not be avoided by any of the northern study area
alternatives because of its length. For the 3N Alternatives, the median could not be reduced due to the
close proximity to the Pitts Road intersection. Direct impacts by the 4N Modified and 3N/4N
Modified Alternatives have been minimized through the use of a 10-foot wide median, 2:1 outside
slopes with guardrail to reduce the roadway footprint and by limiting construction operations to the
limits of disturbance. This combination of minimization measures reduces the direct wetland impacts
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 31 is in the stream valley of Birch Branch and located on both sides of existing US 113,
north of Shingle Landing Road. This wetland could not be avoided by any of the northern study area
alternatives because of its length. For the 3N Alternatives, the median could not be reduced due to the
close proximity to the Pitts Road intersection. Direct impacts by the 4N Modified and 3N/4N
Modified Alternatives have been minimized through the use of a 16-foot median and 2:1 outside
slopes with guardrail to reduce northbound roadway footprint and by limiting construction operations
to the limit of disturbance. Further reduction of the median is not feasible because of the close
proximity of intersections and curves. This combination of minimization measures reduces the direct
wetland impacts without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
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Wetland 32 is located to the east of existing US 113, between Shingle Landing and Bishopville Roads.
This wetland is not directly impacted by any of the northern study area alternatives.
Wetland 33 is located to the west of existing US 113, between Shingle Landing and Bishopville
Roads. This wetland is not directly impacted by any of the northern study area alternatives.
Wetland 34 is located to the west of existing US 113, between Shingle Landing and Bishopville
Roads. This wetland is not directly impacted by any of the northern study area alternatives.
Wetland 35 is located to the east of existing US 113, between Shingle Landing and Bishopville Roads.
This wetland is not directly impacted by any of the northern study area alternatives.
Wetland 36 is located to the east of existing US 113, south of Bishopville Road. This wetland is
directly impacted by all of the northern study area alternatives. Shifting the dualization to the west
would directly impact the W-33 and require the taking of the C&P Telephone building along with
approximately 600 feet of additional roadway construction. Reduced median width is not feasible at
W-36 due to proximity of the US 113/Bishopville Road intersection. Proposed direct impacts are
minimized with the use of 2:1 outside slopes with guardrail to reduce the northbound roadway
footprint and through limiting construction operations to the limit of disturbance. This combination
of minimization measures reduces the direct wetland impacts without compromising the safety and
integrity of the roadway or increasing direct impacts to other resources.
Wetland 37 is located to the west of existing US 113, between Bishopville and Whaleyville Roads.
The wetland could not be avoided with any of the northern study area alternatives due to its size and
proximity to US 113. Shifting the 3N and 3N/4N modified Alternatives to the east would cause two
additional residential and two additional business displacements. Reduced median width is not
feasible at W-37 due to the proximity of the Maryland and Delaware Railroad crossing, the MD 610
intersection, and sight distance problems. To minimize the proposed direct impacts, 2:1 outside slopes
with guardrail have been used to reduce the roadway footprint. This combination of minimization
measures reduces the direct wetland impacts without compromising the safety and integrity of the
roadway or increasing direct impacts to other resources.
Wetland 38 is located to the east of existing US 113, north of the Maryland and Delaware Railroad
crossing. This wetland is not directly impacted by the 4N Modified Alternatives. This wetland is
completely impacted by the 3N and 3N/4N Modified Alternatives and could not be avoided because
of its proximity to US 113. Shifting the 3N or 3N/4N Modified alignments to the west or east would
increase the direct impacts to W-37 or require seven additional residential and business displacements,
along with additional roadway construction. Reducing the median width, using 2:1 outside slopes, and
limiting construction operations do not avoid or mmimize direct impacts at this wetland.
Wetland 39 is located 300 feet to the west of existing US 113, north of Whaleyville Road. This
wetland is not directly impacted by the 3N and 3N/4N Modified Alternatives. The wetland could not
be avoided with 4N Modified Alternatives due to its size and proximity to US 113. Reduced median
width is not feasible at W-37 due to the proximity of the MD 610 intersection. To minimize the
proposed direct impacts, 2:1 outside slopes with guardrail have been used to reduce the roadway
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footprint. This combination of minimization measures reduces the direct wetland impacts without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 40 is located along Carey Branch on both sides of existing US 113 and south of Morris Road.
This wetland could not be avoided by any of the northern study area alternatives due to its proximity
to the existing US 113 tie-in/take-off points. Shifting the alignment to the east would increase the
direct impacts to W-40, along with additional residential/business displacements and roadway
construction. This shift would also directly impact the Transpeninsular Line Marker historical
property. Tie-in with the existing dualized alignment in Delaware requires the use of the full median
width. To niinimize the proposed direct impacts, 2:1 outside slopes with guardrail have been used to
reduce the southbound roadway footprint and construction operations are limited to the limits of
disturbance. This combination of minimization measures reduces the direct wetland impacts without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
During the preparation of this Final ESS, additional modifications have been made to the alternative
alignments, further reducing wetland and other environmental impacts. These modifications have
resulted in the preferred alternatives for the southern and northern study areas.
*• Southern Preferred Alternatives (see Figures 1 through 7 in Appendix A)
Wetland 1 is located on both sides of existing US 113, north of Castle Hill Road; shifting the
dualization to the east would reduce the direct wetland impact to W-l, but would require
approximately 1,500 feet of additional road reconstruction. Reduced median width is not feasible due
to the proximity of the US 113/Castle Hill Road intersection. To minimize the proposed direct
impacts, 2:1 outside slopes with guardrail have been used to reduce the southbound roadway footprint.
This combination of minimization measures reduces the direct wetland impacts to the extent possible
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 2 is located on both sides of existing US 113, south of Snow Hill Road; shifting the
dualization to the east would cause additional direct impacts to W-2. To minimize the proposed direct
impacts, a 10-foot median and 2:1 outside slopes with guardrail have been used to reduce the
southbound roadway footprint. Construction operations will also be limited to the limit of disturbance.
This combination of minimization measures reduces the direct wetland impacts to the extent possible
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 3 is located on both sides of existing US 113, just south of Snow Hill Road; shifting the
dualization to the east would directly impact approximately the same acreage of wetland of W-3 and
increase the direct impact to W-2. Proximity to Snow Hill Road requires the use of a 34-foot median.
Proposed direct impacts have been minimized through the use of 2:1 outside slopes with guardrail to
reduce the southbound roadway footprint and the limiting of construction operations to the limit of
disturbance. This combination of minimization measures reduces the direct wetland impacts to the
extent possible without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
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Wetland 4 is located to the east of US 113, south of Brick Kiln Road, and is not directly impacted by
the Preferred Alternative.
Wetland 5 is located to the west of US 113, north of Washington Street; shifting the dualization to
the east would require approximately 2,000 feet of additional road reconstruction and cause a direct
impact to a farmed wetland and also the higher functioning W-7. Proximity to Brick Kiln
Road/Washington Street requires the use of a 34-foot median. To minimize proposed direct impacts,
2:1 outside slopes with guardrail have been used to reduce the roadway footprint. This combination
of minimization measures reduces the direct wetland impacts to the extent possible without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 5A is located to the west of US 113, south of Public Landing Road. Shifting the dualization
to the east would require approximately 2,400 feet of additional roadway construction and cause a
direct impact to a farmed wetland and the higher functioning W-7. Proximity to Public Landing Road
requires the use of a 34-foot median. To minrmize the proposed direct impacts to Wetland 5A, 2:1
outside slopes with guardrail have been used to reduce the southbound roadway footprint. This
combination of rmrurnization measures reduces the direct wetland impacts to the extent possible
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 6 is located to the west of US 113, north of Public Landing Road. Shifting the alignment to
the east would require approximately 2,000 feet of additional roadway construction and cause a direct
impact to a farmed wetland and the W-7. Proximity to Public Landing Road requires the use of a 34-
foot median. Direct impacts to Wetland 6 are minimized through the use of 2:1 outside slopes with
guardrail to reduce the southbound roadway footprint and by limiting construction operations to the
limit of disturbance. This combination of minirnization measures reduces the direct wetland impacts
to the extent possible without compromising the safety and integrity of the roadway or increasing
direct impacts to other resources.
Wetland 7 is located to the east of existing US 113, north of Public Landing Road. This wetland is
not directly impacted by the Preferred Alternatives.
Wetland 8 is located along Pumell Branch on both sides of existing US 113, south of Market Street.
Shifting the dualization to the east would result in greater direct impacts to the wetlands. Because of
the high value of this cypress wetland, the .resource was of critical concern and special minimization
measures were developed. Because the wetland is located along a curve on US 113 and sight distance
was a concern, a 16-foot median was employed to minimize direct impacts (10-foot median could not
be used at this location due to site distance limitations). In addition, the use of 815 linear feet ofepoxy
coated sheet pile wall with guardrail on the west Side of the southbound roadway will limit
encroachment on this wetland. Another option included realigning the roadway to center the proposed
dualization on the existing fill and placing sheet pile wall's on both sides to reduce direct impacts by
another 0.26 acres. This option however, would cost an additional $2.2 million, therefore making it
not practicable. The preferred combination of minimization measures reduces the wetland direct
impacts to the extent possible without compromising the safety and integrity of the roadway or
increasing direct impacts to other resources.
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Wetland 9 is located along Poorhouse Branch on both sides of existing US 113, north of Cedartown
Road. Shifting the dualization to the east would increase direct wetland impacts. Due to the close
proximity of Cedertown Road, a 34-foot median must be used. The use of 2:1 outside slopes with
guardrail and the limiting of construction operations to the limit of disturbance will minimize direct
wetland impacts. This combination of minimization measures reduces the direct wetland impacts to
the extent possible without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
Wetland 10 is located along Five Mile Branch to the east of existing US 113, North of Central Site
Lane. Shifting the dualization to the east would increase direct wetland impacts. Due to the close
proximity of Central Site Lane and Five Mile Branch Road, a 34-foot median must be used. The use
of 2:1 outside slopes with guardrail along the southbound roadway and the limiting of construction
operations to the limit of disturbance will minimize direct wetland impacts. This combination of
minimization measures reduces the direct wetland impacts to the extent possible without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 11 is located on both sides of existing US 113, south of Langmaid Road. Shifting the
dualization to the west would not decrease direct wetland impacts and would cause a direct impact
to the Newark Sewage Treatment Plant. A 34-foot median is required because of the close proximity
to Langmaid Road. Direct impacts to Wetland 11 are minimized through the use of 2:1 outside slopes
with guardrail along the northbound roadway and by limiting construction operations to the limit of
disturbance. This combination of minimization measures reduces the direct wetland impacts to the
extent possible without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
Wetland 12 is located along Massey Branch on both sides of existing US 113, between Langmaid and
Newark Roads. This wetland could not be avoided because of its size and location along US 113.
Shifting the dualization to the west would decrease the direct wetland impacts, but would require
approximately 3,500 feet of additional roadway construction. To minimize the proposed direct
impacts, a 10-foot median, 2:1 outside slopes with guardrail along the northbound roadway have been
proposed to reduce the roadway footprint. Construction operations will also be limited to the limit of
disturbance to further reduce direct impacts. This combination of minimization measures reduces the
direct wetland impacts to the extent possible without compromising the safety and integrity of the
roadway or increasing direct impacts to other resources.
Wetland 13 is located along Porter Creek on both sides of existing US 113, north of Newark Road.
Shifting the dualization to the west could reduce the direct wetland impact, but would require
approximately 3,000 feet of additional roadway construction and directly impact the W-13A. Reduced
median width is not feasible at W-13 due to proximity to the Newark Road/Gunning Club Lane
intersection. To minimize the proposed direct impacts to W-13,2:1 outside slopes with guardrail have
been proposed to reduce the roadway footprint. This combination of minimization measures reduces
the direct wetland impacts to the extent possible without compromising the safety and integrity of the
roadway or increasing direct impacts to other resources.
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Wetlands ISA and 14 are located to the west and east respectively of existing US 113, between
Newark and Goody Hill Roads. These wetlands are not affected by the Preferred Alternatives.
Wetlands 15 and 17 are located to the west, with Wetland 16 located along Goody Hill Branch, near
Goody Hill Road. Shifting the alignment to the east would avoid W-15 (a wetland of special state
concern) and W-17, and directly impact approximately the same acreage from W-16, but the shift
would require approximately 2,000 feet of roadway construction and directly impact a farmed wetland
and increase direct impacts to W-18. The Preferred Alternatives will reduce the median at wetlands
W-15, W-16, and W-17 from 34-feet to 16-feet, thereby decreasing direct impacts at each wetland, but
will require the construction of 2,400' of frontage road for access to US 113. Further reduction of the
median width is not possible due to the presence of a curve on US 113. Direct impacts to each wetland
are further minimised through the use of 2:1 outside slopes with guardrail to reduce the southbound
roadway footprint and by limiting construction operations to the limit of disturbance. This combination
of minimization measures reduces the direct wetland impacts to the extent possible without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland IS is located along Catbird Creek on both sides of existing US 113, south of Bays End Lane.
This wetland could not be avoided. Shifting the dualization would increase the direct impacts to W-
18. Proximity to Bays End Lane requires me use a 34-foot median. Direct impacts to W-18 have been
minimized through the use of 2:1 outside slopes with guardrail to reduce the southbound roadway
footprint and by limiting construction operations to the limit of disturbance. This combination of
minimization measures reduces the direct wetland impacts to the extent possible without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetlands 19 and 20 are located to the east of existing US 113, between Bays End Lane and Mason
Road. These wetlands are not affected by the dualization.
Wetland 21 is located along Poplartown Branch to the east of existing US 113, south of Harrison
Road, and is not directly impacted by the dualization.
Wetland 22 is located along Poplartown Branch to the west side existing US 113, south of Harrison
Road. Shifting the dualization to the east would directly impact the W-21 and require approximately
2,500 feet of additional roadway construction. Reduced median width is not feasible due to proximity
to Harrison Road. Direct impacts to W-22 have been minimized through the use of 2:1 outside slopes
with guardrail to reduce the southbound roadway footprint. Direct impacts are further minimized by
limiting construction operations to the limit of disturbance. This combination of minimization
measures reduces the direct wetland impacts to the extent possible without compromising the safety
and integrity of the roadway or increasing direct impacts to other resources.
• Northern Preferred Alternative (see Figures 8,9 and 10 in Appendix A)
Wetlands 23 and 26, are located to the west of existing US 113, north of Deer Park Road. The
Preferred Alternatives will realign the northbound-roadway, reducing the existing 110-foot median
along the currently dual portion of US 113 to the proposed 34' wide median prior to Wetland W-23
(in order to minimize impacts at this wetland, approximately 1,800 LF of the existing northbound US
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113 roadway would be removed). Additionally, the spur intersection with Three Penney Lane will be
shifted south. Further reductions in median width are not feasible due to the close proximity of
intersections. Direct impacts to W-23 and W-26 have been minimized using the alignment changes
along with 2:1 outside slopes with guardrail to reduce the roadway footprint and by limiting
construction operations to the limits of disturbance. This combination of minimization measures
reduces the direct wetland impacts to the extent possible without compromising the safety and integrity
of the roadway or increasing direct impacts to other resources.
Wetlands 24 and 25 are located to the east of existing US 113 of the Three Penny Lane intersection
and are not directly impacted by the Preferred Alternatives.
Wetland 27 is located 2,400 feet to the west of existing US 113 between Carey Road and MD 90.
This wetland could not be avoided because of its size and being located so close to the existing graded
MD 90 Interchange. Reducing the median width is not possible because of the proximity of the
interchange ramp movements (left turns). The use of 2:1 outside slopes with guardrail to reduce the
roadway footprint and limiting construction operations to the limits of disturbance will minimize direct
wetland impacts. This combination of minimization measures reduces the direct wetland impacts to
the extent possible without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
Wetlands 28 is hi the stream valley of Church Branch and located on both sides of existing US 113,
north of Racetrack Road. This wetland could not be avoided because of its length. Additionally, the
median could not be reduced below 34-feet due to the location on a 4-degree curve and its close
proximity to the Racetrack Road and old US 113 intersections. The Preferred Alternatives shifts the
proposed alignment to the west, to the area of the existing US 113 crossing, thus reducing direct
impacts. Direct impacts to W-28 have been minimized through the use of 2:1 outside slopes with
guardrail to reduce the roadway footprint and by limiting construction operations to the limits of
disturbance. This combination of mhiimization measures reduces the direct wetland impacts to the
extent possible without compromising the safety and integrity of the roadway or increasing direct
impacts to other resources.
Wetland 29 is located 500 feet east of existing US 113, north of Church Branch. The Preferred
Alternative will shift the alignment to the west decreasing the direct impact to W-29. The median
width could not be reduced due to the proximity of the "old" US 113 intersection. The use of 2:1
outside slopes with guardrail to reduce the roadway footprint and the limiting of construction
operations to the limits of disturbance will minimize direct wetland impacts. This combination of
minimization measures reduces the direct wetland impacts to the extent possible without
compromising the safety and integrity of the roadway or increasing direct impacts to other resources.
Wetland 30 is in the stream valley of Middle Branch and located on both sides of existing US 113,
north of Racetrack Road. These wetlands could not be avoided by shifting the dualization or realigning
the alignment. Direct impacts to W-30 have been minimized through the use of a 10-foot wide
median, 2:1 outside slopes with guardrail to reduce the roadway footprint and by limiting construction
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operations to the limits of disturbance. This combination of minimization measures reduces the direct
wetland impacts to the extent possible without compromising the safety and integrity of the roadway
or increasing direct impacts to other resources.
Wetland 31 is in the stream valley of Birch Branch and located on both sides of existing US 113,
north of Shingle Landing Road. These direct wetlands impacts could not be avoided but were reduced
by shifting the alignment to use the existing US 113 crossing. Direct impacts to W-31 have been
minimized through the use of a 16-foot median and 2:1 outside slopes with guardrail to reduce
northbound roadway footprint and by limiting construction operations to the limit of disturbance.
Further reduction of the median is not feasible because of the close proximity of intersections and
curves. This combination of minimization measures reduces the direct wetland impacts to the extent
possible without compromising the safety and integrity of the roadway or increasing direct impacts to
other resources.
Wetlands 32 and 35 are located to the east, with Wetlands 33 and 34, located to the west of existing
US 113, between Shingle Landing and Bishopville Roads. These wetlands are not directly impacted
by the Preferred Alternatives.
Wetland 36 is located to the east of existing US 113, south of Bishopville Road. Shifting the
dualization to the west would directly impact the W-33 and require the taking of the C&P Telephone
building along with approximately 600 feet of additional roadway construction. Reduced median
width is not feasible at W-36 due to proximity of the US 113/Bishopville Road intersection. Proposed
direct impacts are minimized with the use of 2:1 outside slopes with guardrail to reduce the
northbound roadway footprint and through limiting construction operations to the limit of disturbance.
This combination of minimization measures reduces the direct wetland impacts to the extent possible
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
Wetland 37 is located to the west of existing US 113, between Bishopville and Whaleyville Roads.
The wetland could not be avoided due to its size and proximity to US 113. Shifting the roadway to
the east would cause two additional residential and two additional business displacements. Reduced
median width is not feasible at W-37 due to proximity to the Maryland and Delaware Railroad crossing
and sight distance problems. To minimize the proposed direct impacts, 2:1 outside slopes with
guardrail have been used to reduce the roadway footprint. This combination of minhnization
measures reduces the direct wetland impacts to the extent possible without compromising the safety
and integrity of the roadway or increasing direct impacts to other resources.
Wetland 38 is located to the east of existing US 113, north of the Maryland and Delaware Railroad
crossing. This wetland is completely impacted by the Preferred Alternatives and could not be
avoided because of its proximity to US 113. Shifting the alignment to the west or east would increase
the direct impacts to W-37 or require seven additional residential and business displacements, along
with additional roadway construction. Reducing the median width, using 2:1 outside slopes, and
limiting construction operations do not avoid or minimize direct impacts at this wetland.
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Wetland 39 is located 300 feet to the west of existing US 113, north of Whaleyville Road and is not
directly impacted by the dualization.
Wetland 40 is located along Carey Branch on both sides of existing US 113 and south of Morris Road.
This wetland could not be avoided. Shifting the alignment to the east would increase the direct
impacts to W-40, along with additional residential/business displacements and roadway construction.
This shift would also directly impact the Transpeninsular Line Marker historical property. Tie-in with
the existing dualized alignment in Delaware requires the use of a 34-foot median. To minimize the
proposed direct impacts, 2:1 outside slopes with guardrail have been used to reduce the southbound
roadway footprint and construction operations are limited to the limits of disturbance. This
combination of minimization measures reduces the direct wetland impacts to the extent possible
without compromising the safety and integrity of the roadway or increasing direct impacts to other
resources.
• Only Practicable Alternative Finding
Because of the distribution and extent of the wetlands and the linear nature of this project, there is no
practicable alternative to completely avoid construction in wetlands and still satisfy the project purpose
and need and avoiding other substantial adverse environmental consequences. Based on the
information available as presented in this section and in Section n of this Final EIS, all practicable
measures to minimize harm to wetlands have been incorporated into the Preferred Alternatives
according to the requirements of the Section 404(b)(l) guidelines and Executive Order 11990.
As greater detail becomes available during the final design, the feasibility of further wetland avoidance
and minimization measures will be evaluated including the use of innovative engineering technologies
such as the use of geotextiles and geogrid materials to reduce fill slope requirements. Additional
concerns regarding dewatering for the construction of culverts and bridges and the hydraulic impacts
of new roadside ditches on existing wetlands will be evaluated during final design as additional
detailed hydrologic and hydraulic data becomes available. Priority will be given to maintaining the
existing acreage and functions of wetlands within the corridor. Where unavoidable impacts remain,
mitigation measures will be employed.
230.10(a)(3) Water Dependency - This project is proposed to improve traffic safety in the US 113
corridor. The project is not water dependent because the highway does not need to be located within
an aquatic site to fulfill the project purpose of improved safety. As demonstrated in the alternatives
analysis and avoidance alternatives however, complete avoidance of special aquatic sites is not
possible.
230.10(a)(4) NEPA Compliance - This Final EIS serves as the required environmental documentation
in compliance with NEPA requirements. This jdpcument contains a range of alternatives for the
evaluation of environmental impacts hi compliance with NEPA and the Section 404(b)(l) guidelines.
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30.10(a)(S) Coastal Zone Management Program Consistency - The range of alternatives evaluated
in this Final EIS are consistent with the requirements of the Coastal Zone Management Program.
Continued consistency with this program will be maintained through ongoing coordination with and
review by the National Marine Fisheries Service and Maryland Department of the Environment.
230.10(b)(l) Water Quality Standards - The Maryland Department of the Environment will be
reviewing the proposed discharges for compliance with the state's water quality standards. It is
anticipated that the required Section 401 Water Quality Certifications and National Pollutant Discharge
Elimination System (NPDES) permits will be issued for this project These certifications and permits
will contain special conditions to help ensure that the discharges will not violate the state's water
quality standards.
230.10{b)(2) Toxic Pollutants - The proposed project will not violate any applicable toxic effluent
standard or prohibition under Section 307 of the Clean Water Act If the proposed discharges disturbs
any hazardous materials identified during Phase I Hazardous Waste Investigations and any subsequent
studies, they will be appropriately contained and/or disposed of in accordance with Maryland
Department of the Environment regulations.
230.10(b)(3) Endangered Species - The proposed discharges will not impact any species listed as
threatened or endangered under the Endangered Species Act The proposed discharge will not
jeopardize the continued existence or destroy or adversely modify critical habitat of federally listed
species.
The state rare seaside alder (Alnus maritina) and the blackbanded sunfish (Enneaconthus chactadon),
a "species in need of conservation" have been identified in the project corridor. Mitigation for
potential impacts to these species is discussed in Section IV.J.3 of this Final EIS.
230.10(b)(4) Marine Sanctuaries - The proposed discharges will not violate any requirement imposed
to protect any marine sanctuary designated under Title HI of the Marine Protection, Research, and
Sanctuaries Act of 1972.
230.10(c) Findings of Significant Degradation - As discussed in Sections IV.F, IV.G and IV.I of this
Final EIS, the proposed discharges of fill material are not expected to substantially contribute to the
degradation of Waters of the United States.
230.10{d) Minimization of Potential Adverse Impacts - The proposed discharges and other associated
work incorporate appropriate and practicable steps to minimize potential adverse impacts to the aquatic
ecosystem. These steps include impact minimization, application of best management practices
(BMP's), and compensatory mitigation for unavoidable wetland losses.
230.11 Factual determinations - The potential short-term and long-term effects of the proposed
discharge on the physical, chemical and biological components of the aquatic environment must be
determined in light of the considerations of Subparts C through F of the Section 404(b)(l) guidelines.
These factual determinations are used by the US Army Corps of Engineers to make a finding of
compliance or non-compliance with the restrictions on discharge (Section 230.10).
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230.1 l(a) Physical Substrate Determinations - The substrate at the proposed discharge sites is
composed of various mixtures of sands, silts and clays with rock, stones and pebbles intermixed in
varying amounts within the substrate. The discharges will be composed of clean borrow, excavated
material from the surrounding area, or clean stone which will be placed as controlled fill within Waters
of the United States over, or in place of, existing substrate. The placement of the discharge will
elevate the bottom contours creating a controlled, compacted, dry surface suited for the highway grade
or temporary construction access. Once the permanent discharge is placed and stabilized, no
movement of the fill is anticipated.
230.11(b) Water Circulation, Fluctuation and Salinity Determinations - The proposed discharges
of fill material are located in nontidal areas and will not involve any tidal exchange. The discharges
will consist of natural material found within the area or clean stone and should not alter the existing
water chemistry, salinity, clarity, color, odor, taste, dissolved gas levels, temperature, nutrients, or
cause eutrophication. The discharges may in some cases have effects on the flow patterns within those
wetlands located immediately down gradient. With this exception, the discharges will not substantially
change the current patterns, circulation and normal water fluctuation.
230.1 l(c) Suspended Particulate/Turbidity Determinations • The proposed discharges may cause an
initial increase in water turbidity down gradient from the fill site. This will be controlled through the
use of sediment and erosion control structures and devices. The discharges of clean stone may also
increase water turbidity by disturbing bottom sediments and can be mitigated for by instream work
restrictions (e.g., low flow periods).- Both of these impacts will be temporary in nature. Possible time
of year discharge restrictions (where applicable) and the use of BMPs will mitigate adverse effects.
230.1 l(d) Contaminant Determinations -The discharges will involve natural materials and clean
stone and will not require bioassay or bioaccumulation testing. The stone will be sized to avoid
dislocation or movement by current and heavy flows. Earthen discharges will be controlled through
BMPs and other measures to minimize the potential for contaminant releases outside of the discharge
areas.
230.11(e) Aquatic Ecosystem and Organism Determinations - Aquatic organisms will be displaced
or eliminated from the discharge areas by the placement of the fill material. Minor, temporary effects
on aquatic organisms may result from suspended particulates during the discharges. The confined
discharges will elevate bottom contours and create dry substrate that will not be recolonized by aquatic
organisms. Temporary discharges will be removed and the areas will be returned to pre-discharge
contours and conditions. The loss of aquatic habitat resulting from the permanent discharges will be
compensated for by compensatory wetland mitigation and the establishment of natural bottoms in
culverts. The removal of existing blockages to movements of aquatic species will be investigated at
the existing crossings.
230.11(f) Proposed Disposal Site Determinations • The placement of fill in special aquatic sites
where the movement of water could cause the mixing of suspended paniculate matter and water will
be limited to the smallest practicable zone through the use of appropriate control measures and will
be further inhibited by the use of clean stone to reduce the erosion of fill material.
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230.1 l(g and h) Determination of Cumulative and Secondary Effects on the Aquatic Ecosystem -
Cumulatively, the proposed discharges should not result in a major impairment of the water resources
or interfere with the productivity and water quality of the aquatic ecosystem outside of the discharge
areas. Secondary effects will occur on Waters of the United States immediately down gradient of the
proposed discharges, but are not expected to result in a major impairment of the water resources or
interfere with the productivity and water quality of the aquatic ecosystem outside of the discharge
areas. As discussed in Section IV.Q.4 of this Final EIS, additional cumulative impacts to aquatic
resources may be expected due to development and economic growth occurring within the highway
corridor.
Subpart C: Potential Impacts on Physical and Chemical Characteristics of the Aquatic
Ecosystem
Subpart C addresses the potential for impacts to the physical and chemical characteristics of the
impacted wetlands. The separate portions of Subpart C have each been addressed in other sections of
this document and are detailed below.
230.20 Substrate - The placement of fill material will alter substrate elevation or contours may cause
changes in the water circulation, depth, current pattern, water fluctuation and water temperature.
Additionally, benthic organisms may be adversely impacted by smothering immobile forms or forcing
mobile forms to migrate.
23031 Suspended Particulates/Turbidity - The placement of fill material may increase the levels of
suspended particulates, which may reduce light penetration and lower the rate of photosynthesis and
primary productivity of an aquatic area. In addition, the biological and chemical contents of the
suspended material may become biologically available to organisms or result hi oxygen depletion.
230 22 Water - The placement of fill material, which may change the chemistry and physical
characteristics, may alter clarity, color, odor and taste; thereby affecting the water bodies' stability for
aquatic organisms, human consumption, recreation and aesthetics. Clean borrow, excavated material
from the surrounding area and clean stone will be used and are not expected to change the chemical
and physical characteristics of the water.
230.23 Current Patterns and Water Circulation - The placement of fill material may change the
dimensions of a water body, resulting hi alteration of suspended particle deposition; shoreline and
substrate erosion; location, structure and dynamics of aquatic communities; rate and extent of water
column components' mixing; and water stratification. Changes to current patterns and water
circulation are expected to be minimal outside of the discharge zones.
230.24 Normal Water Fluctuations - The placement of fill will permanently de-water the areas within
the discharge zone. The discharge's effect on the hydrologic regimes will be mitigated so that there
will be no effect on the flow patterns within those water bodies located immediately down gradient
of the discharge. Therefore, the discharge would not substantially change hydologic regimes or normal
water fluctuation within or between other water bodies. Normal water fluctuations are expected to
remain outside of the fill areas.
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Subpart D: Potential Impacts on the Biological Characteristics of the Aquatic Ecosystem
Subpart D addresses the potential for impacts to the biological characteristics of the impacted
wetlands. The separate portions of subpart D have each been addressed below.
230.30 Threatened and Endangered Species - As discussed in Section IV. J.3 of this Final EIS, there
are no federally listed threatened or endangered species known to occur in the project area. Mitigation
for potential impacts to state listed species is discussed in Section IVJ.3 of this Final EIS.
230.31 Fish, Crustaceans, Mottusks and Other Aquatic Organisms in the Food Web - The
placement of fill material could release contaminants or suspended particles resulting in an adverse
effect on the balance of populations of adults, juveniles, larvae or eggs, which may modify the overall
productivity and nutrient export capability of the ecosystem. The use of clean borrow, natural
excavated material from the surrounding area, and clean stone is expected to minimize this impact.
230.32 Other Wildlife - The placement of fill material can change water levels, water flow and
circulation, salinity, chemical content and substrate characteristics and elevation, which may result in
the loss or change of breeding and nesting areas, escape cover, travel corridors, and preferred food
sources for resident and transient species. Additionally, plant and animal species diversity may
decrease, disrupting the normal functions of the ecosystems and reducing overall biological
productivity. Permanent impacts to wetland resources will be offset by compensatory mitigation.
Impacts to aquatic resources will be minimized by encouraging the deposition of natural sediments in
culvert bottoms, thereby creating benthic habitat.
Subpart E: Potential impacts on Special Aquatic Sites
Subpart E addresses the potential for impacts to special aquatic sites within the rights-of-way of the
alternatives. These sites comprise wetlands and riffle and pool complexes as detailed below. No other
special aquatic sites are found in the project area.
230.41 Wetlands - The placement of fill material may damage or destroy habitat and adversely affect
the biological productivity by smothering, dewatering, permanently flooding or altering substrate
elevation or periodicity of water movement. Additionally, destruction or reduction hi wetland
vegetation, nutrient exchange, water quality, floodwater storage, buffering ability, and fish and wildlife
habitat may occur. Permanent impacts to wetland resources will be offset by compensatory mitigation.
230.45 Riffle and Pool Complexes - The placement of fill material can eliminate riffle and pool areas
by displacement, hydrologic modification of complexes may reduce aeration/filtration capabilities and
stream habitat diversity, alter stream hydrology, destroy habitats, create anaerobic conditions, and
increase floodwater velocities. Impacts to riffle and pool complexes will be minimized by encouraging
the deposition of natural sediments in culvert bottoms, thereby creating benthic habitat.
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Subpart F: Potential Effects on Human Use Characteristics
Subpart F addresses the potential for impacts to the human use characteristics of the impacted
wetlands. The separate portions of Subpart F have each been addressed below.
230.50 Municipal and Private Water Supplies - The placement of fill or discharges can affect the
quantity and quality of water supplies with respect to color, taste, odor, chemical content, and
suspended particulate concentration which reduces the fitness of the water for consumption. Water
supplies are not expected to be impacted by the proposed discharges.
230.51 Recreational and Commercial Fisheries - No commercial fisheries are found in the study area.
The placement of fill material may cause chemical contamination, interfere with reproductive success,
reduce populations and affect habitat for populations of consumable aquatic organisms. Recreational
fisheries are not expected to be impacted outside of the discharge zones.
230.52 Water-Related Recreation - The disposal of fill material may adversely modify turbidity,
suspended particulates, temperature, dissolved oxygen, dissolved materials, toxic materials, pathogenic
organisms, quality of habitat and the aesthetic qualities of sight, taste, odor and color. Some of these
modifications are expected to be short-term.
230.55 Aesthetics - The placement of fill material can affect the beauty of natural aquatic ecosystems
by degrading water quality, creating distracting disposal sites, encouraging unplanned and
incompatible human access and by destroying vital elements that contribute to the compositional
harmony or unity, visual distinctiveness, or diversity of an area. When on new location, the project
will create a visual intrusion and be a noise source which may decrease the monetary and/or intrinsic
values of the aquatic resources.
230.54 Parks, National and Historic Monuments, National Seashores, Wilderness Areas, Research
Sites and Similar Preserves - The placement of fill material into such areas may modify the aesthetic,
educational, historical, recreational and/or scientific qualities, thereby reducing or eliminating their
uses. None of these features are found within the project area, therefore, no impact will occur.
• Other Wetland Impacts
Construction activity in wetlands and waterways will adhere to the time of year restrictions specified
as part of the Section 404 permit and Section 401 Water Quality Certification. Specific time of year
restrictions will be developed by the Corps and MDE during the permitting process, in consultation
with the National Marine Fisheries Service, U.S. Fish and Wildlife Service, and Maryland Department
of Natural Resources.
In order to minimize impacts to existing wetlands, strict enforcement of the erosion and sediment
control measures minimize construction-related impacts. These measures include:
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• use of surface mattings.
• temporary and permanent seeding.
• use of channel linings and slope rock protection.
• use of energy dissipators.
• use of silt barrier fencing.
• use of turbidity curtains
The increase of impervious surface area associated with the highway construction will produce higher
peak runoff discharges and velocities. Many wetland species have specific water depth requirements,
and the potential for exceedance of those requirements is great. The biotic potential of some wetland
species may be jeopardized by increased peak discharges and velocities.
Increased velocities may also lead to erosion and sediment transport and the eventual formation of
significant channels and/or aggradation which could limit the areas of inundation, thus shrinking
wetland areas. Discharges and velocities will need to be controlled through the use of detention
facilities that simulate pre-development conditions. This can be achieved through the use of detention
basins and flow regulators. These water quantity measures will protect wetland areas from post
development impacts. Best management practices will be used to ensure water quality.
All borrow material will be obtained from clean upland sites. All areas of exposed soil will be
vegetatively or structurally stabilized as soon as practical. An SHA approved stormwater management
plan will also be required for this project. The stormwater management plan will include both quantity
and quality management for stormwater runoff prior to discharge into receiving waters.
Stormwater management facilities can cause several negative environmental impacts including:
increasing downstream water temperatures, reducing downstream dissolved oxygen level during dry
weather discharge, sacrifice of upstream channels, provide a barrier to the downstream movement of
bedload, provide a barrier to fish movement, and the disturbance of wetlands (Schuler and Galli,
1991). These negative impacts will be minimized by the careful placement of these facilities outside
stream channels and wetlands.
Stormwater management facilities have the potential to alter base flow within streams particularly if
stormdrains divert water from natural discharge areas. Stormwater management facilities for this
project are not expected to affect stream baseflow for the following reasons: 1) runoff from the road
will be normally conveyed to SWM facilities by open, grassed swales, which will allow for infiltration
of runoff and recharge of groundwater, 2) SWM facilities will be sited to collect runoff within natural
drainage areas and will outfall to natural discharge streams, and 3) the purpose of SWM facilities is
to reduce the impact on baseflow by reducing peak runoff and encouraging infiltration. Final design
of stormwater management facilities will be planned to minimize hydrological alterations to receiving
streams.
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Mitigation
Mitigation planning for unavoidable wetland impacts has followed the sequencing guidelines of the
Maryland Compensatory Mitigation Guidance (1994). The sequencing guidelines specify that after
avoidance and minimization alternatives have been examined, the characteristics of the impacted
wetlands (functions and values) must be considered to determine the goals of the mitigation plan. The
site selection process was initiated with a search for areas that are suitable for "in-kind" replacement
of wetlands, adjacent to proposed impact areas or within the same sub-watershed in which the impacts
occur.
Initially, 25 sites were identified for review by the resource agencies based on location within the
watershed, amount of excavation required, adjacent land use, connection to existing habitats, and
opportunity to replace functions and values of the impacted wetlands. Of these 25 sites, 19 were
considered candidate mitigation sites by the resources agencies and were recommended for additional
site evaluations (see meeting minutes in Chapter VI). Landowners of the 19 sites were then contacted
to determine their interest in participating in the wetland mitigation plan, which resulted in the
identification of 8 sites as potential wetland mitigation sites for the Preferred Alternatives. These
8 sites provide sufficient area within each subwatershed to mitigate for wetlands impacted by the
Preferred Alternatives as shown in Table IV-12A. The location of each wetland mitigation site is
shown in Figures IV-2A through -2D.
Table IV-12A: Wetland Impacts by the Preferred Alternatives and Available
Mitigation Area by Watershed (acres)
Lower Pocomoke
1.7
0.1
1.8
Upper Pocomoke
0
0
0
80
Newport Bay
3.2
0
3.2
12
Isle of Wight Bay
5.6
1.0
6.6
30
Totals
10.5
1.1
11.6
125+
* Scrub/shrub wetlands included
On-site investigations will be conducted within each potential mitigation area to further evaluate
hydrologic and subsurface characteristics, and to select preferred sites for final design. An
environmental inventory including a Section 106 review (National Historic Preservation Act) will be
conducted for mitigation sites outside the original area of potential effects (APE) of the project. The
environmental inventory will also include coordination with the USDA Natural Resources and
Conservation Service (NRCS) to determine the presence of prior converted cropland and/or fanned
wetlands. A description of each potential wetland mitigation area is provided below which
summarizes the source of hydrology, proposed earthwork to obtain wetland hydrology, soil types,
landscape position, and land use.
Site 4A is located in the Lower Pocomoke subwatershed along the east side of Brick Kiln Road,
approximately 1,000 feet south of U.S. 113. The 10-acre site is currently cultivated and is surrounded
by forested wetlands on three sides. Two drainage ditches convey water to an unnamed tributary of
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Nassawango Creek
Sub-Watershed
Lower Pocomoke
Sub-Watershed
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Potential
Wetland Mitigation Sites
SOUTHERN STUDY AREA
Wetland Mitigation Site
February 1998
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Upper Pocomoke
Sub-Watershed
Newport Bay
Sub-Watershed
Lower Pocomoke
Sub-Watershed
ChlncoteagueBay \-' r
Sub-Watershed } |
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Wetland Mitigation Sites
SOUTHERN STUDY AREA
Legend
Wetland Mitigation Site
February 1998
T
I
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Upper Pocomoke
Sub-Watershed
Newport Bay
Sub-Watershed
US 113 PLANNING STUDY
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Wetland Mitigation Sites
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Wetland Mitigation Site
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MARYLAND "
BISHOPVILLE
'•- -;- *7 ^"••W^<
^-^...Xls%/
Isle of Wight Bay
Sub-Watershed
Wetland Mitigation Site
KEY MAP;
FRIENDSHIP
US 113 PLANNING STUDY
Potential
Wetland Mitigation Sites
NORTHERN STUDY AREA
t/pper «
Pocomoke
Sub-Watershed
Figure
IV-2D
,
Newport Bay
Mwytend
St*t»Highwmy
Admlnl*tr»tion
Februaty1998
\Sub-Watershed,
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US 113 Planning Study
Patty's Branch that is located along the eastern boundary of the site. Patty's Branch is located
approximately 1,000 feet downstream of the site. Surrounding land use is woodland, forested
wetlands, and agriculture. Soils on the site are mapped as Fallsington, Woodstown, and Sassafras,
which include poorly drained to well drained soils. Wetlands would be created on the site by filling
drainage ditches and excavating a minor amount of soil to create a diversity of habitat types. Wetland
hydrology would be supported by flooding and groundwater. This site would expand existing wetland
habitat and offers the opportunity to replace wetland functions associated with wildlife habitat,
groundwater recharge/discharge, nutrient transformation, sediment retention, and floodflow alteration.
Site 6C is located in the Lower Pocomoke subwatershed, approximately 700 feet east of U.S. 113 at
station 1235 near the intersection with Rt. 394. The site is adjacent to the floodplain of Campground
Branch, which supports a community of bald cypress. Current use of the site is a hay field, and
adjacent land use is forested wetlands and agriculture. This site includes 3 to 5 acres of the cypress
swamp and adjacent buffer that would be preserved as part of the mitigation plan, pending future
agreements with the landowner.
Site 7A is located in the Upper Pocomoke subwatershed along Timmonstown Road, approximately
1 mile west of Rt 374. The site is adjacent to Franklin Swamp, which forms a contiguous wetland
corridor with the Pocomoke River. Several ditches drain the site for agricultural use. Adjacent land
use includes forested wetlands, agriculture, and rural residential. The site includes approximately 80
acres and is mapped as Othello silt loam, a poorly drained soil. Wetland creation is proposed on the
site by filling several drainage ditches to restore wetland hydrology, with minor excavation to provide
a diversity of habitat. This site would expand existing wetland habitat and offers the opportunity to
replace wetland functions associated with wildlife habitat, groundwater recharge/ discharge, nutrient
transformation, and floodflow alteration. In addition, existing maps of the area indicate that a natural
waterway may have been diverted along the eastern boundary of the site for agricultural purposes. If
future site investigations confirm that this was a natural channel, the site also offers the opportunity
to provide essential fish habitat and stream restoration.
Site 11C is located in the Newport Bay subwatershed along Sinepuxent Road, approximately one-half
mile east of Rt. 376. The site is adjacent to a forested wetland that drains to Kitts Branch and Trappe
Creek. Approximately 5 acres may be available for wetland creation, pending future agreements with
the landowner. Forested wetlands would be created by filling two drainage ditches and/or excavating
less than two feet of soil, and planting the site with species that are native to adjacent wetlands. Open
water may be included in the mitigation design at the request of the landowner; however, open water
areas will not be used to offset mitigation requirements for impacts to vegetated wetlands. Fifteen acres
of adjacent forested wetlands may also be included in the mitigation plan as preservation of existing
wetlands. Ongoing consultation with the resource agencies and landowner will be conducted to
determine if wetland preservation is feasible at this location. This site would expand existing wetland
habitat and offers the opportunity to replace wetland functions associated with wildlife habitat,
groundwater recharge/discharge, nutrient transformation, sediment retention, and floodflow alteration.
Site 12C is located in the Newport Bay subwatershed along Queponco Road, approximately one-half
mile west of U.S. 113. The 10-acre site is surrounded by woodland on three sides and is bisected by
three ditches that drain to Marshall Creek. Ditches from an adjacent poultry operation drain into the
site, which offers excellent opportunity for nutrient removal. Addition wetland functions that would
be replaced at the site include wildlife habitat, groundwater recharge/discharge, and sediment/toxicant
reduction. Forested wetlands could be created by filling the three ditches that drain the site; however,
hydrological studies will be needed to ensure that modifying the ditch network does not adversely
affect adjacent farmland. The ditches may also be rerouted, or the site could be graded to achieve
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US 113 Planning Study
wetland hydrology. The owner of this site also harvested timber from approximately 10 acres of
adjacent land that would be preserved as part of the mitigation plan.
Site 19 is located along Crippen Branch in the Isle of Wight Bay subwatershed, approximately 600 feet
east of the proposed right-of-way between Carey Road and Three Penny Lane. The 10 to 20 acre site
and surrounding agricultural land was extensively ditched in the mid-1980's, at which time Crippen
Branch was channelized and maintained as a public drainage ditch. Wetland hydrology would be
restored by filling several lateral ditches provided that future hydrological studies determine that
surrounding agricultural land would not be affected. Alternatively, a minor amount of grading would
be done to inhibit drainage from the site, which would also provide an opportunity to replace
floodplain functions along Crippen Branch. This site would expand existing wetland habitat and offers
the opportunity to replace wetland functions associated with wildlife habitat, groundwater
recharge/discharge, nutrient transformation, sediment retention, and floodflow alteration.
Site 28 is located in the Isle of Wight Bay subwatershed, adjacent to the proposed right-of-way at the
realignment of Jarvis Road. Surrounding land use includes agriculture and forested wetlands.
Approximately 5 to 10 acres of the site would be suitable for wetland creation by filling drainage
ditches and/or minor excavation. The site drains to Birch Branch, which is located approximately
1500 feet west of the parcel. Wetland hydrology would be supported by groundwater and surface
runoff. This site would expand existing woodland habitat and offers the opportunity to replace wetland
functions associated with wildlife habitat, groundwater recharge/discharge, nutrient transformation,
and sediment retention.
Site 34 is located along an unnamed tributary to Church Branch in the Me of Wight Bay subwatershed,
and is adjacent to the proposed right-of-way on the south side of Carey Road. Surrounding land use
includes agriculture and woodland. Approximately 5 acres of the site would be suitable for wetland
creation by filling drainage ditches and/or minor excavation. Wetland hydrology would be supported
by groundwater and surface runoff. This site would expand existing woodland habitat and offers the
opportunity to replace wetland functions associated with wildlife habitat, groundwater
recharge/discharge, nutrient transformation, and sediment retention.
A wetland mitigation plan for the Preferred Alternatives is being developed in consultation with the
US Army Corps of Engineers, US Environmental Protection Agency, US Fish and Wildlife Service,
and Maryland Department of the Environment. The mitigation plan includes creation of new wetlands
and preservation of existing wetlands and adjacent upland habitat. The goal of the mitigation plan is
to replace the principle functions and values of impacted wetlands by integrating aquatic and
terrestrial habitat using an ecosystem approach. The resource agencies recommend the following
replacement ratios when new wetlands are created as mitigation for unavoidable impacts:
2:1 (i.e., 2 acres created for each acre impacted)
2:1
Forested Wetlands
Scrub/Shrub Wetlands
Emergent Wetlands
These ratios are only a guideline for wetland mitigation and may be adjusted based on the final
selected mitigation site(s) ability to replace the principal functions of the impacted wetlands as outlined
in the functional analysis. For example, the cypress dominated wetlands associated with Wetland-8
are of critical concern because the loss of this habitat can not easily be replaced. Consequently,
additional mitigation will be required to off-set unavoidable impacts to Wetland-8. The resource
agencies have suggested that a perpetual conservation easement on remaining portions of the cypress
swamp may be considered as an integral part of the mitigation plan for impacts to Wetiand-8.
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US 113 Planning Study
Landowners of Wetland 8 will be contacted to discuss possible arrangements for preserving the
wetland through purchase or perpetual conservation easements. When preservation of existing
wetlands is feasible, resource agency guidelines recommend a mitigation ratio of 10:1 after the
minimum 1:1 replacement is accomplished to satisfy the goal of no net loss of wetlands.
The goals and objectives of the wetland mitigation plan are provided in Table 12B. Proposed
mitigation ratios may be adjusted during future coordination with federal and state regulatory agencies
prior to permit issuance. In addition to the specified compensation ratios and acreage, the mitigation
process followed by SHA will incorporate the following goals:
• Continue to minimize wetland impacts during final design
• Replace principle wetland functions and values within same subwatershed as the wetland
impact
• Implement wetland mitigation before impacts are completed to allow early evaluation of
mitigation success in replacing functions and values
• Preserve existing wetlands and buffers when proposed mitigation site does not provide all
functions
• Negotiate with Public Drainage Associations to increase or preserve buffers around public
drainage ditches to improve water quality in subwatershed
• Coordinate with the Coastal Bays Management Program to identify additional mitigation
opportunities for stream and wetland impacts
A Technical Report for Wetland Mitigation has been prepared to address specific details of the wetland
mitigation plan. The Technical Report includes an assessment of each mitigation site to replace
specific functions and values of the impacted wetlands. Final site assessments will include monitoring
of groundwater elevations and an interagency review to determine which sites offer the best potential
for replacing the functions and values. The questions and considerations presented in the New
England Functional Assessment Method will be used to assist in the evaluation of each mitigation site.
Many of the questions used to determine wetland functions and values pertain to non-wetland related
features such as landscape position, location in the watershed, adjacent land-use, potential sediment
sources, and potential nutrient sources. Therefore, the answer to such questions would indicate the
potential for the mitigation site to perform the related function if wetland hydrology were created.
In addition to vegetated wetlands, unavoidable impacts to streams will occur during construction of
the Preferred Alternative. Many of the natural streams in the project area have been ditched or
otherwise modified for agricultural purposes, and restoration of natural channel characteristics or
stream buffer plantings may be possible to compensate for unavoidable impacts. Ongoing
coordination with local resource agency personnel will be conducted to identify opportunities for
stream restoration as part of the wetland mitigation plan. In addition, federal, state, and local resource
agencies will be consulted to identify opportunities for removal of blockages to aquatic species on
streams being impacted by the Preferred Alternatives.
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US 113 Planning Study
Table 126- Goals and Objectives for Wetland Mitigation
Wetland
1
2
3
5
A
6
8
9
11
12
13
IS2
16
17
18
22
23
26
27
28
30
31
36
37
38
40
Type
PEM
PFO
PFO
PEM/SS
PEM/PFO
PFO
PFO
PFO
PFO
PFO
PFO
PFO
PFO/PSS
PFO
PFO
PFO
PFO
PFO/PSS
PFO
PFO
PFO
PFO
PEM
PFO
PEM
PFO
Subwatershed l
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Lower Pocomoke
Newport Bay
Newport Bay
Newport Bay
Newport Bay
Newport Bay
Newport Bay
Newport Bay
Newport Bay
Isle of Wight Bay*
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
Isle of Wight Bay4
TOTALS
Wetland
Impact
("acres)
0.13
0.32
0.02
0.20
0.25
0.61
0.32
0.02
0.01
1.25
0.39
0.14
0.26
0.16
0.80
0.22
1.45
0.82
1.15
0.90
0.49
0.50
0.37
0.02
0.64
. 0.23
12 +
Proposed 5
Ratio
1.5:1
2:1
2:1
2:1
2:1
2:1
2:1
2:1
2:1
2:1
2:1
3:1
2:1
2:1
2:1
2:1
2:1
2:1
2:1
3:1
3:1
3:1
1.5:1
2:1
1.5:1
3:1
Proposed
Acres
0.20
0.64
0.04
0.40
0.50
1.22
0.64 3
0.04
0.02
2.50
0.78
0.42
0.52
0.32
1.60
0.44
2.90
1.64
2.30
2.70
1.47
1.50
0.56
0.04
0.96
0.69
25+
1. The following sites are proposed to compensate for impacts within each subwatershed:
Lower Pocomoke - Sites 4A and 7A
Newport Bay - Sites 11C and 12C
Me of Wight Bay - Sites 19,28, and 34
2. Wetland 15 is a wetland of Special State Concern due to the presence of seaside alder (state
status rare). Prior to construction in Wetland 15, individual plants may be transplanted to
mitigation site 11C.
3. Mitigation for impacts to Wetland 8 (cypress swamp) includes preservation of 3.2 acres of the
cypress swamp and adjacent buffer at Site 6C.
4. Additional mitigation in the Newport Bay subwatershed includes preservation of approximately
15 acres of forested wetlands and adjacent woodland at Site 11C.
5. Proposed mitigation ratios may be adjusted during future negotiations with the resource agencies
based on the ability of the final selected mitigation sites to replace the principle functions and
values of the impacted wetlands.
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US 113 Planning Study
J. Vegetation and Wildlife
1. Vegetation
The No-Build (Alternatives IS and IN) and TSM (Alternatives 2S and 2N) alternatives are not
expected to cause additional impacts to natural vegetation hi the study area.
Alternative 2S-20' Median, the dualize alternatives and the Preferred Alternatives will require
the clearing and grubbing of existing vegetation and the conversion of land for transportation
purposes. This will result in the loss of agricultural, forest land, meadow land and residential
and commercial frontage.
Some impacts to natural vegetation, crop fields and miscellaneous lawns and ornamental plants
are expected to result from each of the 3S and 3N alternatives even as the proposed dualization
of US 113 closely parallels the existing roadway.
The 4N Modified alternatives avoid impacts to many residential and commercial properties as
the alignments diverges from the existing roadway and impacts primarily agricultural fields,
forested and wetland areas.
The 3N/4N Modified alternatives, including the Northern Preferred Alternative would impact
less forest, wetland, and meadow acreage and would impact more landscaped and turfed acreage
than the 4N Modified alternatives.
A summary of the impacts on vegetation by each alternative alignment is shown in Table VI-13.
Three specimen trees, one Southern Red Oak and two Tulip Poplars, are located in the study
area. They are clustered together, located just north of Harrison Road. A specimen tree is
identified as any tree with a DBH (diameter at breast height) of 30 inches, or greater. These trees
will be impacted by the Alternative 2S-20* Median, and by the 3S alternatives, including the
Southern Preferred Alternative. Impact to the Southern Red oak may be avoided during final
design through the inclusion of guardrail.
Impacts to forested areas will require reforestation hi accordance with the revised Reforestation
Law. The replacement of forested area lost due to the construction of the Preferred
Alternatives will be accomplished at a 1:1 ratio within SHA right-of-way or on nearby state
lands. The mitigation of wetland impacts is addressed hi Section IV-I of this document. Other
mitigation options such as landscaping, for the impacts to vegetation by the dualization
alternatives including the Preferred Alternatives will be further defined and finalized in later
stages of this project.
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US 113 Planning Study
Table IV-13: Impacts to Vegetation
IS - No-Build
0
0
0
0
0
0
2S-TSM
0
0
0
0
0
2S - 20' Median
20
39
8
5.8
56
129
3S - 20' Median
104
47
10
11.8
67
240
3S - 34' Median
115
52
11
13.6
74
266
SOUTHERN
PREFERRED
ALTERNATIVE
115
52
11
5.1
IN - No-Build
0
0
0
0
74
0
257
0
2N-TSM
0
0
0
0
3N - 20'Median / 50 MPH
35
14
15
3.6
46
114
3N - 34' Median / 50 MPH
39
13
14
4.3
42
112
3N-20'Median 760 MPH
39
15
17
6.6
51
129
3N-34'Median 760 MPH
44
17
19
7.5
57
145
4N Modified - 20' Median
102
53
15
22.4
15
207
4N Modified - 34' Median
102
59
17
24.8
17
220
3N/4N Modified-201
Median
103
48
17
11.2
17
196
3N74NModified-34'
Median
103
53
19
12.4
19
206
NORTHERN
PREFERRED
ALTERNATIVE
100
56
19
6.6
19
201
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US 113 Planning Stiidy
2. Wildlife
Impacts to wildlife habitat and wildlife were assessed qualitatively based on the loss of areas of
natural vegetation which is used as habitat. Based on the vegetative types various wildlife
species would be impacted by the roadway alternatives.
Wildlife habitat may be impacted hi several ways as a result of this project. The construction of
the proposed roadway will cause the physical destruction of habitats but may also cause the
fragmentation and/or degradation of habitats as well (Southerland, 1993). Each of the
dualization alternatives, including the Preferred Alternatives, would require the destruction of
some habitat along the existing roadway. This destruction of natural environments will result
in the loss of habitat and the wildlife found there. This loss of wildlife is explained in the
concept of capability ratings, where each unit of habitat has a proportional wildlife carrying
capacity (Schemnitz, 1980). The relocation alternatives (the 4N Modified, 3N/4N Modified
alternatives, and Preferred Alternatives) also will cause habitat fragmentation. The breaking
up of large, contiguous tracts of habitat into smaller blocks may have negative impacts on area-
sensitive species such as many forest interior dwelling species. The construction of the roadway
may also act as a barrier to wildlife movement to and from these habitat fragments. The
degradation of habitats may occur due to the disturbance of resident species by light and noise
along the road, contamination with pollutants, and the introduction of exotic species The
relocation alternatives have the potential to further degrade and fragment the habitat along the
proposed new roadway (Southerland, 1993).
The construction of the US 113 build alternatives has the potential to break up large, contiguous
tracts of forested habitat into smaller blocks which could have potential negative impacts on area
sensitive species such as many forest ulterior dwelling species. In the southern study area, the
2S-20' Median and 3S alternatives and the Southern Preferred Alternative minimize potential
negative impacts to forest interior dwelling species by following the existing US 113 alignment,
eliminating forest fragmentation. Also, these southern alternatives including the Southern
Preferred Alternative will not reduce the size of any large, existing forested tracts to below the
100 acre threshold required by many forest interior dwelling species (Maryland Department of
Natural Resources, 1986).
In the northern study area, the 3N alternatives also minimize potential negative impacts to forest
interior dwelling species by following the existing US 113 alignment, eliminating forest
fragmentation and will not reduce the size of any large, existing forested tracts to below the 100
acre threshold (Maryland Department of Natural Resources, 1986). The relocation alternatives
in the northern study area have the potential to cause some fragmentation of large forested tracts
Some of these potential impacts were addressed during the planning of this project with the
elimination and modification of several of the preliminary alternatives due in part, because of
the habitat fragmentation they caused (see Section H.C.4 of the Final EIS) The current
relocation alternatives (4N Modified and 3N/4N Modified alternatives and the Northern
Preferred Alternative) minimize forest fragmentation to the extent possibly by impacting forest
tracts near their existing edge and maintaining large, contiguous expanses where possible. The
Northern Preferred Alternative would have the least potential impacts on forest interior
dwelling species of the relocation alternative currently considered. The proposed alignment of
the Northern Preferred Alternative avoids further fragmentation of a forested area associated
with Church Branch which is impacted by both the 4N Modified and 3N/4N Modified
alternatives. Also, both the Northern Preferred Alternative and 3N/4N Modified alternative
avoid further fragmentation of two forested areas in the vicinity of MD 610 (Whaleyville Road)
which is impacted by the 4N Modified alternative.
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US 113 Planning Study
The construction of the roadway improvements may also act as a barrier to wildlife movement
to and from wildlife habitat areas remaining. The degradation of habitats may also occur due to
the disturbance of resident species by light and noise along the road, contamination of roadside
areas with pollutants, and the introduction of exotic species (Southerland, 1993).
The No-Build Alternative will not cause any additional impacts to wildlife or wildlife habitat
within either the southern or northern study areas. Because the TSM (Alternatives 2S and 2N)
and 2S-201 Median, 3S and 3N alternatives, and the Southern Preferred Alternative closely
parallel the existing roadway, the degradation and fragmentations of wildlife habitat will be
minimized. The widening will require the removal of natural vegetation from the proposed right-
of-way and a proportional loss of wildlife habitat and the wildlife using that habitat.
The 4N Modified alternatives would have required the provision of right-of-way area sufficient
enough to include the divided roadway, shoulders and safety grading (minimum of 200 feet).
This alternative as well as portions of the 3N/4N Modified alternatives and the Northern
Preferred Alternative on new location, primarily impact agricultural fields and forested areas
resulting in fragmentation of wildlife habitat within the corridor in addition to the physical
removal of natural vegetation. By maintaining more of the existing roadway alignment, the
Preferred Alternatives reduces habitat fragmentation.
The dualization of US 113 will increase the possibilities of migratory animal mortality. Research
(Michael, 1975; Burke and Sherburne, 1983) found that the construction of a new roadway had
little effect on the distribution or density of animals within the remaining habitats. The new
right-of-way vegetation (such as grasses) may however attract some species to areas which had
formerly been forested such as American robin and woodchuck. Also, the edge created between
two habitat types known as the ecotone, will be beneficial to other species such as the white-tail
deer and black rat snake (Leedy and Adams, 1997). These effects will be minimal however
because of the large, existing areas of open agricultural land and the existing ecotones throughout
the study areas.
Wildlife species found in the areas of new alignment may be exposed to new noise elements.
Noise levels may have a negative impact on breeding birds who depend on vocal communication
for attracting mates (Memphis State University, 1971; Dooling, 1982). It is expected that
additional pollutants carried into adjacent water resources by surface runoff could result in some
water quality degradation, thereby affecting biota within the receiving water resources, however,
as shown in Section IV-G these effects are expected to be minimal. Minor additional air
pollution is not expected to have an adverse affect on wildlife as it will be readily dispersed by
wind.
The associated loss of wildlife caused by alternatives may be mitigated by the enhancement of
the wildlife habitat through reforestation including vegetation with high wildlife food value
(mast producing trees, seed or berry producing shrubs, etc.), and plants which will provide cover
for wildlife.
The enlargement of existing stream culverts and proposed culverts or bridges to facilitate animal
passage will also be considered during final design when detailed hydrologic data is available.
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US 113 Planning Study
The benefits of the provision of animal passage through these culverts must be weighed carefully
against the potential for increased downstream flooding due to the larger culvert openings.
Wetland and other environmental impacts may also be increased by enlarging culverts because
the raised roadway profile will require more fill.
To protect aquatic resources including anadromus fish species such as yellow perch, white perch,
alewife, and blueback herring, no instream construction will be permitted between February 15
and June 15. Construction activity in wetlands and waterways will adhere to the time of year
restrictions specified as part of the Section 404 permit and Section 401 Water Quality
Certification. .Specific time of year restrictions will be developed by the Corps and MDE during
• . the permitting process, in consultation with the National Marine Fisheries Service, U.S. Fish and
Wildlife Service, and Maryland Department of Natural Resources.
3. Rare, Threatened and Endangered Species
There are no federally listed rare, threatened, or endangered (RTE) species known to occur
within the study area, therefore no impacts will occur. Of the five state listed RTE species
recorded in the project area, two of these, the state rare seaside alder (Alnus maritimd), in the
southern study area, and the blackbanded sunfish (Enneaconthus chactadori), in the northern
study area, which is hi need of conservation, are potentially impacted by the dualization
alternatives, including the Preferred Alternatives. The presence of several seaside alders within
the southern study area was verified during field surveys in July 1996. Although the presence of
the blackbanded sunfish was not confirmed during this study, it has been identified during
previous surveys of Carey Branch hi the northern study area.
The No-Build and TSM alternatives are not expected to cause any impacts to rare, threatened,
or endangered species or their habitats within the northern or southern study area.
The potential for impacts to the seaside alder by Alternative 2S-20' Median and the 3S
alternatives will be reduced through minimizing'encroachment on the wetland habitats where it
is found (Davidson, 1996). Prior to disturbance by the Southern Preferred Alternative, the
seaside alders that occur within the proposed impact area could be transplanted to other suitable
habitat. Consideration will be given for including seaside alder groves in wetland creation/
restoration areas if possible.
Impacts to the blackbanded sunfish by the 3N, 4N Modified, and 3N/4N Modified alternatives
including the Northern Preferred Alternative will be minimized by strictly adhering to the
required stream closure for in-stream work from February 15 to June 15 (Dintman, 1995). To
protect aquatic resources no instream construction is allowed to take place during the closure
period. Impacts will be further minimized by strict sediment and erosion control measures which
will prevent sediment contamination of Carey Branch.
K. Air Quality
The air quality analysis indicates that carbon monoxide impacts resulting from the implementation of
the No-Build, TSM, or the Build Alternative including the Preferred Alternatives, would not result
in a violation of the S/NAAQS 1-hour CO concentration of 35 ppm or the 8-hour CO concentration
of 9 ppm, at any air quality receptor location, in either analysis year. Table IV-14 shows the predicted
No-Build/TSM and Build 1-hour and 8-hour CO concentrations for the southern study area for 200
and 2020 (NOTE: the Build Alternative includes the Preferred Alternatives). Table IV-15 shows the
IV-93
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US 113 Planning Study
predicted No-Build/TSM and Build CO concentrations for the northern study area for the same
analysis years.
The construction phase of the proposed project has the potential to impact the local ambient air quality
by generating fugitive dust through activities such as demolition and materials handling. The State
Highway Administration has addressed this possibility by establishing "Standard Specifications for
Construction and Materials" which specifies procedures to be followed by contractors involved in site
work.
The Maryland Air Management Administration was consulted to determine the adequacy of the
"Specifications" in terms of satisfying the requirements of the "Regulations Governing the Control of
Air Pollution in the State of Maryland". The Maryland Air Management Administration found the
specifications to be consistent with the requirements of these regulations. Therefore, during the
construction period, all appropriate measures (Code of Maryland Regulations 10.18.06.03 D) would
be incorporated to minimize the impact of the proposed transportation improvements on the air quality
of the area.
In conclusion, the Preferred Alternatives will not result in violations of the 1-hour or 8-hour
S/NAAQS in 2000 or 2020.
JV-94
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US 113 Ptimning Study
Table IV-14: CO Concentrations- Southern Study Area
1-1
1-2
1-3
2-1
2-2
2-3
2-4
2-5
2-6
3-1
3-2
3-3
3-4
3-5
3-6
3-7
3-8
3-9
4-1
4-2
4-3
4-4
4-5
4-6
4-7
4-8
4-9
4-10
4-11
4-12
2.6
2.7
2.7
2.7
2.9
2.9
3.2
3.1
3.5
3.0
3.3
2.9
3.4
3.0
2.9
3.1
2.8
2.9
3.0
3.0
2.8
2.9
3.1
3.4
2.9
3.0
3.2
2.8
2.9
2.9
0.9
0.9
0.9
0.9
1.0
1.0
1.1
1.1
1.3
1.1
1.2
1.0
1.2
1.1
1.0
1.1
1.0
1.0
1.1
1.1
1.0
1.1
1.1
1.3
1.0
1.1
1.1
1.0
1.0
1.0
2.7
2.8
2.7
2.8
2.8
2.9
3.0
3.1
3.3
3.1
3.2
3.0
3.0
3.1
3.0
3.1
2.8
2.9
3.2
2.9
2.7
3.1
2.9
3.2
3.0
2.9
3.1
2.8
3.0
2.9
^femi,
0.9
1.0
0.9
0.9
1.0
1.1
1.1
1.1
1.3
1.1
1.2
1.1
1.2
1.1
1.1
1.1
1.0
1.1
1.1
1.1
0.9
1.1
1.1
1.1
1.1
.0
.1
.0
.1
.1
2.6
2.8
2.7
2.7
2.9
2.9
3.1
3.0
3.5
3.0
3.3
2.9
3.4
3.0
2.9
3.1
2.8
2.9
3.0
3.0
2.8
2.9
3.1
3.4
2.9
3.0
3.2
2.8
2.9
2.9
isiSiJHirS
0.9
0.9
0.9
1.0
1.0
1.0
LI
1.1
1.3
1.1
1.2
1.0
1.2
1.1
1.0
1.1
1.0
1.0.
1.1
1.1
1.0
1.1
1.1
1.3
1.1
1.1
1.1
1.0
1.0
1.0
,Q2$..v; -.., "":ii
liPiiw
ijiijipjf*
2.7
2.8
2.7
2.8
2.8
2.9
3.0
3.1
3.3
3.1
3.2
2.9
3.0
3.1
3.0
3.1
2.8
2.9
3.2
2.9
2.7
3.1
2.9
3.2
3.0
2.9
3.1
2.8
3.0
2.9
0.9
1.0
0.9
0.9
1.0
1.1
1.1
1.1
1.2
1.1
1.2
1.0
1.1
1.1
1.1
1.1
1.0
1.1
1.1
1.1
0.9
1.1
1.1
1.1
1.1
1.0
1.1
1.0
1.1
1 1
Notes: 1-hour average CO concentrations include a 2.6 ppm background concentration.
Worse Case (a.m. or p.m.) shown.
8-hour average CO concentrations include a 0.9 ppm background concentration.
The S/NAAQS for the 1-hour average is 35.0 ppm.
The S/NAAQS for the 8-hour average is 9.0 ppm
* Includes the Preferred Alternatives
IV-95
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US 113 Planning Study
TABLE IV-15: CO Concentrations - Northern Study Area
1
1
Receptor
1 -•;•.: •-•'.
6-1
6-2
6-3
6-4
6-5
6-6
6-7
6-8
6-9
6-10
16-11
6-12
6-13
6-14
6-16
6-17
6-18
6-19
7-1
7-2
7-3
7-4
7-5
17-6
7-7
7-8
7-9
7-10
7-11
7-12
17-13
7-14
7-15
•••.' . -2000 ;- v>^,iv. :•;•= «
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1-Hr.?
3.0
3.1
3.7
2.9
3.1
2.6
2.7
3.3
3.3
2.9
3.0
2.9
2.9
3.0
3.1
5.4
3.1
2.8
3.1
3.5
2.8
2.8
3.0
3.2
2.9
2.8
3.0
3.3
3.4
5.7
3.4
3.4
3.7
3.0
8rHr*:
1.0
1.1
1.3
1.0
1.1
0.9
1.0 ,
1.2
1.2
1.0
1.0
1.0
1.0
1.1
1.1
2.0
1.1
1.0
1.1
1.3
1.0
0.9
1.1
1.2
1.0
1.0
1.0
1.2
1.2
2.4
1.2
1.2
1.3
1.1
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2.9'
2.6
2.6
2.6
2.6
2.9.
2.6
2.6
2.6
2.7
2.8
2.7
2.6
2.7
2.9
3.9
2.6
2.6
2.6
3.2
2.8
2.8
3.1
3.7
2.9
2.9
3.1
3.1
3.1
4.9
3.6
3.2
3.4
3.2
29
H8-Hfct
1.1
0.9
0.9
0.9
. 0.9
1.0
0.9
0.9
0.9
0.9
1.0
0.9
0.9
0.9
1.0
0.9
. 0.9
0.9
1.2
1.0
0.9
1:8
1.5
1.1
1.1
1.1
1.2
1.2
2.0
1.4
1.2
1.3
1.1
' "
^1f£&$@®Jt£&3&
^Hr£fi
3.0
3.1
3.7
3.0
3.1
2.6
2.7
3.3
3.4
3.0
3.0
2.9
2.9
3.0
3.2
3.1
2.9
3.2
3.6
2.8
2.8
3.0
3.3
2.9
2.8
3.0
3.4
3.4
5.6
3.6
3.4
3.8
3.0
tS-Hrm
1.0
1.1
1.4
1.0
1.1
0.9
1.0
1.2
1.3
1.0
1.1
1.0
1.0
1.1
1.1
1.1
1.0
1.1
1.3
1.0
1.0
1.1
1.2
1.0
1.0
1.1
1.2
1.3
2.5
1.3
1.2
1.4
1.1
fg^ffiii]
llglr^
2.9
2.7
2.6
2.6
2.6
2.9
2.6
2.6
2.7
2.7
2.8
2.7
2.7
2.8
2.9
2.7
2.6
2.6
3.3
2.8
2.8
51 '
3.7
2.9
2.9
3.1
3.1
3.2
5.0
3.7
3.3
3.5
3.1
1 3.0
^i^ia;;.
figiB|i||
1.1
0.9
0.9
0.9
0.9
1.0
0.9
0.9
0.9
0.9
1.0
0.9
0.9
0.9
1.0
0.9
0.9
1.2
1.2
1.0
1.0
1.2
1.5
1.1
1.1
1.2
1.2
1.2
2.1
1.4
1.2
1.3
1.1
1.1
Notes: 1-hour average CO concentrations include a 2.6 ppm background concentration.
Worse Case (a.ra or p.m.) shown.
8-hour average CO concentrations include a 0.9 ppm background concentration.
The S/NAAQS for the 1-hour average is 35.0 ppm.
The S/NAAQS for the 8-hour average is 9.0 ppm
* Includes the Preferred Alternatives
IV-96
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US 113 Planning Study
L. Noise Quality
1. Criteria for Determining Noise Impact
The existing noise environment of the areas residential receptors involved in this study
reflects a base of steady "background" noise, which is the sum of many distant noise sources.
Super-imposed on this background noise is the noise from traffic on US 113.
To describe noise environments, and to assess impact on noise sensitive areas, a frequency
weighing measure which simulates the human perceptions is customarily selected. A-
weighted ratings of noise sources, which reflect the human ear's reduced sensitivity to low
frequencies, have been found to correlate well with human perceptions of the annoying
aspects of noise, particularly from traffic noise sources. Consequently A-weighted noise
levels, described in decibels-A or dBA, are the values cited by Federal Highway
Administration (FHWA) in its noise criteria,
i--!"" '
One area of environmental acoustics that has received considerable attention is the
development of methods to describe the impact of highway noise on the community.
Attempts to correlate noise environments with community annoyance have led to the
development of several single-number noise descriptions for the assessment of community
reaction. To accurately reflect peoples' reactions to noise, a descriptor should describe the
fluctuating noise levels completely by including intensity and frequency characteristics along
with the variation of both over time. Furthermore, it should describe, in a single number, the
known effects of noise on humans. A descriptor that satisfies these requirements is the
Equivalent Noise Level, L^, which is the constant noise level that contains the same amount
of acoustical energy as the actual fluctuating level of interest over the same period of time.
The FHWA has designated the hourly Equivalent Noise level value, 1^01), in its noise
criteria.
Criteria adopted by the Maryland SHA for the determination of an impacted receptor have
been implemented throughout the analysis for this project and are summarized as follows:
According to the procedures described hi FHWA Title 23 of the Code of Federal Regulations
Part 772, noise impacts occur when predicted noise levels for the design year (2020)
approach or exceed the noise abatement criterion for a particular land use category, or when
predicted noise levels are substantially higher than existing ambient noise levels. The
Maryland State Highway Administration and FHWA defines "approach" as 66 dBA or
above, and uses a 10 dBA increase to define a substantial increase. Under SHA's current
noise policy, once an impact has been identified, the following factors are evaluated to
determine whether mitigation is feasible and reasonable:
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US 113 Planning Study
Feasibility
Can noise levels be reduced by at least 3 decibels at impacted receptors? The noise
reduction goal for receptors with the highest noise levels (first right-of-way receivers)
is 7-10 decibels.
Will the placement of a noise barrier restrict pedestrian or vehicular access or cause
a safety problem, such as limiting sight distance or reduction of a vehicle recovery
area?
Will the construction of a noise barrier result in utility impacts?
Will the construction of a noise barrier have an impact upon existing drainage?
Will an impact occur to a Section 4(f) resource? Section 4(f) resources include
publicly owned recreation areas and parks, wildlife areas, conservation areas and
historic sites that are either on or eligible for the National Register of Historic Places.
n • '
Are there other non-highway noise sources in the area that would reduce the
effectiveness of a noise barrier?
Reasonableness
Acceptability of proposed abatement. SHA requires that 75% of impacted and
benefitted residents approve of the proposed abatement.
Comparison of no-build to build noise levels. Noise abatement is considered
reasonable if a 3 decibel or greater change in design year build noise levels over
design year no-build levels will result from the proposed highway improvements.
The effects of the highway improvements made after the original construction of the
highway will also be considered.
If noise levels equal or exceed 72 decibels at impacted receptors, SHA will consider
noise abatement reasonable for any proposed improvements that will increase the
noise levels.
Is the cost of abatement reasonable? SHA defines reasonable cost as a maximum of
$50,000 per residence. SHA feels it is reasonable to include in the cost calculation
all impacted receivers that would receive a 3 decibel or greater reduction from a
barrier. SHA will consider all receptors that will not experience noise levels equal
to or greater than 66 decibels or an increase of 10 decibels over ambient levels as
benefitted by a noise barrier if they receive a 5 decibel or greater reduction from a
noise barrier.
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US 113 Planning Study
The most recent five years of bidding experience will be used to calculate the square
foot factor used to estimate noise barrier cost. Currently, SHA is using a cost of
$178.03 per square meter ($16.54 per square foot). This cost figure is based upon
current costs of panels, footings, and installation.
• Will the noise barriers have a significant negative visual impact at impacted
receptors?
• Are there any special circumstances, i.e., historical/cultural significance at the
receptors that should be evaluated?
2. Predicted Noise Levels
Analysis Procedures
This analyses was conducted in accordance with standard Federal Highway Administration
guidelines and current State Highway Administration procedures and policies. The analysis
began with the determination of existing noise levels along US 113 by measuring ambient
noise levels at 65 receptor sites. Existing noise levels were recorded using a Metrosonic db-
308 Sound Analyzer for a 15-minute period. An acoustic analysis was performed utilizing
the STAMINA 2.0 traffic noise prediction model. The computer model incorporates the
following:
• Traffic characteristics (volume, speed, percentage of heavy and medium trucks)
• Topography (distance, elevation, vegetation, barriers)
• Roadway characteristics (distance and elevation)
• Sensitive receptors (distance and elevation)
The STAMINA 2.0 computer model was established based upon proposed roadway
improvements and projected future traffic conditions which included prediction points along
the existing roadway, and the aforementioned field receptors. The predicted increase in noise
levels was computed by subtracting the predicted noise levels from the existing noise levels.
Additionally, a future No-Build scenario was modeled. The No-Build model is based upon
the existing roadway conditions and projected future traffic conditions. This allows
comparison of the future noise levels between the No-Build and build alternatives. The SHA
criteria for determining an impacted receiver can be applied.
Traffic Data
Traffic data were recorded in 15 minute samples during monitoring at several ambient
receptor sites and then converted to hourly volumes. The traffic samples were utilized in
calibrating the STAMINA 2.0 models. Samples were recorded for autos, medium trucks and
heavy tracks and their associated speeds
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US 113 Planning Study
Build conditions, including truck percentages and directional split, were predicted by the
SHA Travel Forecasting Section.
Under some conditions, future traffic volumes were predicted whi
of Service (LOS) »C. Volumes were analyzed using the 1985 Highway Capacity Manual
procedures. Maximum noise levels due to roadway traffic occur whena roadway operates
atLOS 'C'. Therefore, for these areas, the roadway volume which produces LOS C wa*
defined and utilized in the noise model. For conditions where the roadway operatesatatevel
better than LOS 'C', the predicted actual traffic volumes were used in the noise model.
Predicted Results
Table IV-16 presents the predicted noise levels for the design year No-Build alternative.
The noise sensitive receptors analyzed for the study area are ««*£* la^Sl 13.* V*
f Northern Preferred Alternative on «jw alignment.
he sections of Northern reerre ernav .
-laMimdivid^
within the study area,
Therefore, the baseline condition aueued for the itudy ana is the No-Build nolle level
Sf^
used as the basis for fcteflnining the N»*ofeechofthedtti^
analysis of noiie quality in the itudy areas is available in the Noise Quality Study Report
published u a technical memorandum to the Draft BIS.
Thirty of the receptor locations analyzed wto^^*1^^11
havVamblent noiselevels in excess of 67 dB A, fair ^teswc^d approac o
fo7fo?N*Bulld condition in the design year (2020) and five sites would be
noise levels which approach or exceed 67 dBA for the 3S altemstives, Including the
Southern Prelirr^ Alternative,
Thlrtyfour of the receptor locations w^
sites have projected (2020) noise levels w
3N, six slte^ have projected noise levels which appioach or
criteria for AltemsJve 4N Modified^'
me Combination Alternative, ten sites
Alternative 3NMN Modlfled44l Median end eleven sites would becMside^iinP**!*?
the Nortiisra Preferred Alternative*
Tablti IV46 tnd!V47 present a
eomMnd to noise levels under the duaUn alternatives,
Alt^attvt§, and TaMtt IV-1 1 end IV-19 present § summery
" ' * , ,* ___ A_l__4. ^.^..1^^ Ij&MK^l
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US 113 Planning Study
Table IV-16: Summary of Noise Levels No-Build Versus Dualization Alternatives,
including the Southern Preferred Alternative - Southern Study Area
Shaded area indicates a receptor meets SHA impact criteria,
Bold indicates a receptor approached or exceeds the FHWA desigri^nojse level. ^
IV-101
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nil
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US 113 Planning Study
Table TV-IS: Summary of Noise Levels Ambient Versus Dualization Alternatives, Including Southern
*aD Preferred Alternative-Southern Study Area
Shaded area indicates a receptor meets SHA impact criteria.
BoKdicates a receptor approached or exceeds the FHWA design noise level.
IV-104
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US 113 Planning Study
Impact Assessment and Feasibility of Noise Control
Receptor 2-6 represents three homes on the east side of US 113 near the residence of 6224
Worcester Highway across from Potters Crossing Road. Projected (2020) noise levels of 67
dBA for Alternative 3S-341 Median and the Southern Preferred Alternative meet the
design noise level criteria, however, the receptor does not meet the reasonableness criteria
of 3 dBA for the Build versus No-Build condition to warrant consideration of noise
abatement. In addition, construction of a barrier is not feasible because driveway openings
are required to provide access to the residences, resulting in a potentially unsafe condition,
as well as, a degradation in the barrier effectiveness. To achieve a noticeable reduction in
noise levels, 5 dBA or more, a noise barrier system must be continuous. A break in the
barrier system to allow access to the property would degrade the barrier's effectiveness (see
Table IV-20A).
Receptor 3-3, representing one home on the east side of US 113 south of Basket Switch
Road, receives projected (2020) noise levels for Alternative 3S-341 Median and the Southern
Preferred Alternative of 70 dBA which exceeds the design noise level of 67 dBA for the
build alternative. The receptor site does not meet the reasonableness criteria, as the increase
in Build noise level is less than 3 dBA over the No-Build condition to warrant consideration
of noise abatement. Additionally, mitigation is not feasible because driveway openings are
required to provide access to the residence. To achieve a noticeable reduction in noise levels,
5 dBA or more, a noise barrier system must be continuous. A break in the barrier system to
allow access to the property would degrade the barrier's effectiveness, thereby eliminating
the barrier as a feasible mitigating measure (see Table IV-20B).
Receptor 3-4 represents five homes on the west side of US 113 south of Basket Switch
Road. Projected (2020) noise levels are 67 dBA for Alternative 3S-34' Median and the
Southern Preferred Alternative, however, the receptor does not meet the reasonable
criteria of 3 dBA for the Build versus No-Build condition to warrant consideration of noise
abatement. In addition, construction of a barrier is not feasible because driveway openings
are required to provide access to the residences, resulting in a potentially unsafe condition,
as well as, a degradation in the barrier effectiveness. To achieve a noticeable reduction in
noise levels, 5 dBA or more, a noise barrier system must be continuous. A break in the
barrier system to allow access to the property would degrade the barrier's effectiveness (see
Table IV-20C).
Receptor 4-7, representing one home at 7809 Worcester Highway north of Goody Hill Road,
is predicted (2020) to receive noise levels of 67 dBA for Alternative 3S-34' Median and the
Southern Preferred Alternative. The noise sensitive area does meet the reasonableness
criteria for a 3 dBA increase in Build versus No-Build, however, construction of a barrier is
not feasible because a driveway opening is required to provide access to the residence,
resulting in a potentially unsafe condition, as well as, a degradation in the barrier
effectiveness. To achieve a noticeable reduction in noise levels, 5 dBA or more, a noise
barrier system must be continuous. A break in the barrier system to allow access to the
property would degrade the barrier's effectiveness (see Table IV-20D).
W-107 '.
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US 113 Planning Study
Receptor 4-9, representing one home at 8029 Worcester Highway north of Bays End Lane
has projected (2020) noise levels for Alternative 3S-34' Median and the Southern Preferred
Alternative of 66 dB A which approaches the design noise level of 67 dBA. however the
receptor does not meet the reasonableness criteria of 3 dBA for the Build versus No-Build
condition to warrant consideration of noise abatement. Li addition, construction of a barrier
is not feasible because the driveway opening required to provide access to the residence
results in an unsafe condition, as well as, a degradation in the barrier effectiveness To
achieve^ a noticeable reduction in noise levels, 5 dBA or more, a noise barrier'system must
be continuous. A break in the barrier system to allow access to the property would degrade
the barrier's effectiveness (see Table IV-20E).
Receptors 6-2 and 6-3 represent eight residences on the west side of US 113 south of
Friendship Road near 10421 and 10485 Worcester Highway. Projected (2020) noise levels
for Alternative 3N-34' Median are 69 and 71 dBA which is in excess of the noise abatement
criteria of 67 dBA. However, the receptor does not meet the reasonableness criteria of 3
dBA for the Build versus No-Build condition to warrant consideration of noise mitigation
In addition, construction of a barrier is not feasible because the driveway openings required
to provide access to the residences results in a potentially unsafe condition as well as a
degradation in the barrier effectiveness. To achieve a noticeable reduction in noise levels
5 dBA or more, a noise barrier system must be continuous. A break in the barrier system to
allow access to the property would degrade the barrier's effectiveness (see Table IV-20F).
Receptor 6-4, representing four residences on the east side of US 113 south of Friendship
Road near 10494 Worcester Highway, is predicted (2020) to receive noise levels for
Alternative 3N-34' Median of 68 dBA which is in excess of the design noise level of 67 dBA
The noise sensitive area does meet the reasonableness criteria for a 3 dBA increase in Build
versus No-Build, however, construction of a barrier is not feasible because driveway
openings are required to provide access to the residences, resulting in a potentially unsafe
condition, as well as, a degradation in the barrier effectiveness. To achieve a noticeable
reduction in noise levels, 5 dBA or more, a noise barrier system must be continuous A
break in the barrier system to allow access to the property would degrade the barrier's
effectiveness (see Table IV-20G).
Receptor 6-5 represents one residence on the west side of US 113 approximately 450 feet
south of Carey Road. Projected (2020) noise levels for Alternative 3N-34' Median of 71
dBA are in excess of the 67 dBA design noise level, however, the receptor does not meet the
reasonable criteria of 3 dBA for the Build versus No-Build condition to warrant
consideration of noise mitigation. In addition, construction of a barrier is not feasible
because a driveway opening is required to provide access to the residence, resulting in a
potentially unsafe condition, as well as a degradation in the barrier effectiveness To achieve
a noticeable reduction in noise levels, 5 dBA or more, a noise barrier system must be
continuous. A break in the barrier system to allow access to the properly would degrade the
barrier's effectiveness (see Table IV-20H). .
IV-J08
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US 113 Planning Study
Receptor 6-6 represents two residences and Vic's Country Store which is eligible for the
National Register of Historic Places in this vicinity. Projected noise levels of 71 are in
excess of the noise abatement criteria of 67 dB A for the Alternative 3N-341 Median build
condition, however, the receptor does not meet the reasonable criteria of 3 dBA for the Build
versus No-Build condition to warrant consideration of noise mitigation. Additionally, the
location of existing driveways as well as the MD 452 and Jones Road intersections prevents
a feasible method of mitigation at this location (see Table IV-20I).
Receptor 6-15 represents one residence on the west side of US 113 south of Racetrack Road
at 11241 Worcester Highway. Projected noise levels for Alternative 4N Modified-34'
Median, the 3N/4N Modified-34' Median Alternative»and the Northern Preferred
Alternative are 67 dBA which meets the design noise level, however, the receptor does not
meet the reasonable criteria of 3 dBA for the Build versus No-Build condition to warrant
consideration of noise mitigation. In addition, construction of a barrier is not feasible because
a driveway opening is required to provide access to the residence (see Table IV-20J).
Receptor 6-16 represents the St. Martin's Church on the west side of U.S. 113 north of
MD589. Projected (2020) noise levels for the Northern Preferred Alternative of 69 dBA
exceeds the 67 dBA design noise level, however, the receptor does not meet the reasonable
criteria of 3 dBA for the Build versus No-Build condition to warrant consideration of noise
mitigation (see Table IV-20K).
Receptor 6-13 represents one residence on the west side of US 113 at 10129 Pitts Road.
Projected (2020) noise levels for Alternative 3N-34' Median of 66 dBA approaches the
design noise level of 67 dBA, and the Build condition increases noise levels over the No-
Build condition by more than 3 dBA. However construction of a barrier is not feasible
because of the intersection of Pitts Road with U.S. 113 and private access driveways would
result in a potentially unsafe condition, as well as, a degradation in the barrier effectiveness.
To achieve a noticeable reduction in noise levels, 5 dBA or more, a noise barrier system must
be continuous. A break in the barrier system to allow access to the property would degrade
the barrier's effectiveness (see Table IV-20L).
Receptor 7-4, representing one residence on the west side of US 113 south of Jarvis Road
at 10045 Worcester Highway, is predicted (2020) to receive noise levels of 66 dBA for
Alternative 3N-341 Median and 67 dBA for Alternative 4N Modified-341 Median, the 3N/4N
Modified-341 Median Alternative and the Northern Preferred Alternative which meets the
design noise level criteria. The noise sensitive area does meet the reasonableness criteria for
a 3 dBA increase in Build versus No-Build, however, construction of a barrier is not feasible
because a driveway opening is required to provide access to the residence, resulting in an
unsafe condition, as well as, a degradation in the barrier effectiveness. To achieve a
noticeable reduction in noise levels, 5 dBA or more, a noise barrier system must be
continuous. A break in the barrier system to allow access to the property would degrade the
barrier's effectiveness (see Table IV-20M).
IV-109
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US 113 Planning Study
Receptor 7-5, representing one residence on the west side of US 113 north of Jarvis Road
at 12235 Worcester Highway, is predicted to receive noise levels of 71 dBA for Alternative
3N-341 Median and the 3N/4N Modified-341 Median Alternative, and 72 dBA for Alternative
4N Modified-341 Median and the Northern Preferred Alternative which is in excess of the
design noise level of 67 dBA criteria. The noise sensitive area does meet the reasonableness
criteria for a 3 dBA increase in Build versus No-Build, however, construction of a barrier is
not feasible because a driveway opening is required to provide access to the residence,
resulting in an unsafe condition, as well as, a degradation in the barrier effectiveness. To
achieve a noticeable reduction in noise levels, 5 dBA or more, a noise barrier system must
be continuous. A break in the barrier system to allow access to the property would degrade
the barrier's effectiveness (see Table IV-20N).
Receptor 7-10, representing one residence on the east side of US 113 north of Bishopville
Road at 12914 Worcester Highway, is predicted to receive noise levels for Alternative 3N-34'
Median, the 3N/4N Modified-34' Median Alternative and the Northern Preferred
Alternative of 71 dBA which is in excess of the design noise level of 67 dBA for the build
alternative. The noise sensitive area does meet the reasonableness criteria for a 3 dBA
increase in Build versus No-Build, however, construction of a barrier is not feasible because
a driveway opening is required to provide access to the residence, resulting in an unsafe
condition, as well as, a degradation in the barrier effectiveness. To achieve a noticeable
reduction in noise levels, 5 dBA or more, a noise barrier system must be continuous. A
break hi the barrier system to allow access to the property would degrade the barrier's
effectiveness (see Table IV-20O).
Receptor 7-11 represents four residences on the east side of US 113 north of Whaleyville
Road near 13102 Worcester Highway. Projected noise levels of 69 dBA are in excess of 67
dBA criteria for Alternative 3N-341 Median, the 3N/4N Modified-341 Median Alternative,
and the Northern Preferred Alternative, however, the receptor does not meet the
reasonableness criteria of 3 dBA for the Build versus No-Build condition to warrant
consideration of noise mitigation. Additionally, construction of a barrier is not feasible
because driveway openings are required to provide access to the residences (see Table IV-
20P).
Receptor 7-12, representing two residences on the west side of US 113,400 feet north of
Whaleyville Road, is predicted (2020) to receive noise levels for Alternative 3N-341 Median,
the 3N/4N Modified-34' Median Alternative and the Northern Preferred Alternative of 72
dBA which is in excess of the design noise level of 67 dBA for the build alternative. The
noise sensitive area does meet the reasonableness criteria for a 3 dBA increase in Build
versus No-Build, however, a barrier is not feasible because of the location of driveways and
the intersection of Whaleyville/ Hammonds Road with U.S. 113 (see Table IV-20Q).
Receptor 7-13, representing one home, has projected (2020) noise levels for Alternative 3N-
34' Median, the 3N/4N Modified-34' Median Alternative and the Northern Preferred
Alternative of 70 dBA which is in excess of the design noise level criteria. The noise
sensitive area does meet the reasonableness criteria for a 3 dBA increase in Build versus No-
IV-UO
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£75113 Planning Studv
Build, however, construction of a barrier is not feasible because driveway openings are
required to provide access to the residence, resulting in a potentially unsafe condition, as well
as, a degradation in the barrier effectiveness. To achieve a noticeable reduction in noise
levels, 5 dBA or more, a noise barrier system must be continuous. A break in the barrier
system to allow access to the property would degrade the barrier effectiveness (see Table IV-
20R). .
Receptor 7-14, representing the Elk's Lodge, has projected (2020) noise levels in excess of
the design noise level of 67 dBA for all alternatives, however, the receptor does not meet the
reasonable criteria of 3 dBA for the Build versus No-Build condition to warrant
consideration of noise mitigation. Additionally, mitigation measures are not feasible at this
location because of the location of the entrance/exit to the lodge (see Table IV-20S).
Receptor 7-15 representing three residences on the west side of US 113 near 13419 Morris
Road and Receptor 7-16 representing the Tans Peninsula Line Marker which is eligible for
the National Register for Historic Places has projected (2020) noise levels hi excess of 67
dBA for all alternatives. The noise sensitive area does meet the reasonableness criteria for
a 3 dBA increase in the Build versus No-Build, however, mitigation measures are not
feasible at this location because of the openings for driveways and the intersection of Hotel
Road/Morris Road (see Tables IV-20T and IV-20U).
Conclusion
The spacing of residential driveways and intersecting roadways prevents the construction of
feasible noise mitigation for impacted receptor sites along any of the proposed Dualize
Alternatives, including the Preferred Alternatives. To achieve a noticeable reduction in
noise levels, 5 dBA or more, a noise barrier system must be continuous. A break in the
barrier system for intersections and property access would degrade the barrier's effectiveness,
thereby eliminating the barrier as a feasible mitigating device. However, between Shingle
Landing Road/Peerless Road and the Delaware State Line, the Preferred Alternatives will
consider frontage roads to serve existing development and limit access points to the new
roadway. If, during final design, frontage roads are developed adjacent to impacted receptor
sites, noise mitigation measures shall be analyzed to determine if it is feasible and reasonable
to reduce traffic noise levels.
3. Construction Impacts
As with any major construction project, areas around the construction zone will experience
varied periods and degrees of noise which differ from that generated by traffic. The noise
produced by construction can vary greatly based upon the type of construction, the mix of
equipment, and the construction procedures being employed. A project such as the
dualization of U.S. 113 would probably require the following types of equipment to be
utilized during construction:
IV-lll
-------
Bulldozers and Earthmovers
Graders
Front End Loaders
Dump and other Diesel Trucks
Compressors
Jackhammers
The noise generated by these types of equipment will tend to increase the .ambient _noise
levels in the vicinity of the work areas. However, a number of measure can be considered
es. Suchmeasures include butmay
not be limited to:
Conduct all construction activities during normal working hours on weekdays, when
noise intrusion would probably not occur during sleep or outdoor recreation periods.
Any internal combustion engine used for any purpose on or related to the job should
be equipped with a proper operating muffler.
Maintenance of construction equipment should be regular and thorough to mimmize
noise emission because of inefficiently tuned engines, poorly lubricated moving
parts, etc.
When appropriate, locate continuously operated diesel-powered equipment, such as
compressors or generators, in areas distant or shielded from noise sensitive area.
IV-112
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US 113 Planning Study
Table IV-20A:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 2-6
1.
2.
3.
4
5.
6.
II
1.
2.
3.
3a.
4.
5.
6.
•>^^;U&l^&i$y£^^^
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a barrier will cause a safety or maintenance problem.
Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(f) resource.
There are non-highway noise sources that would reduce barrier effectiveness.
The majority of impacted residences will receive at least a 7 dBA noise reduction.
75% or more of impacted and benefitted residents approve of proposed noise abatement.
A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
Noise Levels equal or exceed 72 dBA at impacted receptors.
Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
There is special circumstances, i.e., historical/cultural significance at this receptor.
Mtf&m-
-
X
X
X
-
-
iJ^NoliU
-
X
X
-
-
X
X
X
-
X
Table IV-20B:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 3-3
1.
2.
3.
4
5.
6.
f*^i
•IP
1.
2.
3.
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a barrier will cause a safety or maintenance problem.
Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(f) resource.
There are non-highway noise sources that would reduce barrier effectiveness.
The majority of impacted residences wiU receive at least a 7 dBA noise reduction.
75% or more of impacted and benefitted residents approve of proposed noise abatement.
A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
Noise Levels equal or exceed 72 dBA at impacted receptors.
Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
There is special circumstances, i.e., historical/cultural significance at this receptor.
IV-113
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Table IV-20C:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 3-4
t^^^?mmmimmmmtm
1, The mtioritv of impacted residences will receive at least a? dBA noise reduction
75% or more of impacted and benefilted residents approve of proposed noise abatement
were made is equal to or greater than 3 dBA.
3l. Noise Levels equal or exceed 72 dB A at impacted receptors
4. Make Barriers will have significant negative visual impact at impacted receptors
5 -nw.««. rf tot noise dement is equal to or less than $50.000 per residence, impacted and benefited
lal circumstances, i.e.. historical/cultural significance at this r
Table IV-20D:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
OISE RECEPTOR 4-7
1. Noise Levek can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
I 4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
[7 Noise Birrler wiUadversely impact on Section 4(f) resource.
I 6. There are non-highway noise sources that would reduce hairier effectiveness.
"
1. The majority of impacted residences will receive at least a ^ dBA noise reduction.
I 2. 75* ~» «f '™racled and benefmed residents approve of proposed noise abatement.
were nude is equal to or greater than 3 dBA.
I 3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
I 4. Noise Barriers will have significant negative visual impact at impacted receptors.
I 5. The cost of the noise abatement is equal to or less than $50.000 per residence, impacted and benefmed.
| 6. There is special circumstances. U.. historJcaVcultural significance at this receptor.
IV-114
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US 113 Planning Study
Table IV-20E:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
1 Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2 Placement of barrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier will adversely impact on Section 4(f) resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1 . The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75 % or more of impacted and benefitted residents approve of proposed noise abatement
3 A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
4 Noise Barriers will have significant negative visual impact at impacted receptors.
5. The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
X
X
X
-
-
-
-
X
X
-
-
X
X
X
-
X
Table IV-20F:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
1.
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2. Placement of barrier will restrict pedestrian or vehicular access.
T
4
Construction of a barrier will cause a safety or maintenance problem.
Noise Barrier can be constructed given topography, drainage, utilities, etc.
S. Noise Barrier will adversely impact on Section 4(0 resource.
6.
There are non-highway noise sources that would reduce barrier effectiveness.
1.
The majority of impacted residences will receive at Ipast a 7 dBA noise reduction.
2. 75 % or more of impacted and benefitted residents approve of proposed noise abatement.
3.
la
4.
5.
A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, ae the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
Noise Levels equal or exceed 72 dBA at impacted receptors.
Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitled.
X
X
X
-
-
-
X
X
-
-
X
X
X
-
X
IV-115
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US 113 Planning Study
Table IV-20G:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 6-4
: ••*•'•-.
I.
2,
3.
4
5,
6.
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a barrier will cause a safety or maintenance problem.
Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(f) resource.
There are non-highway noise sources that would reduce barrier effectiveness.
fBS^llPB^K^Ii:IIM^M^e^^i®^I^^i^i^^^^^^^^^^^^
j.
Z
3.
3*.
4.
5.
6.
The majority of impacted residences will receive at least a 7 dBA noise reduction.
75% or more of impacted and benefitted residents approve of proposed noise abatement.
A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, a the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were mide is equal to or greater than 3 dBA.
Noise Levels equal or exceed 72 dBA at impacted receptors.
Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
There is special circumstances, i.e., historical/cultural significance at this receptor.
-
X
X
X
-
-
X
-
-
X
X
-
-
X
X
-
X
Table IV-20H:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 6-5
1, Note Levels can be reduced by 7 dBA or more at impacted receptors.
2. Placement of barrier will restrict pedestrian or vehicular access.
3, Construction of a btrrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier win adversely impact on Section 4(0 resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75ft or more of impacted and benefitted residents approve of proposed noise abatement.
3. A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, px fte cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3*, NoSse Levels equal or exceed 72 dBA at impacted receptors.
4, Noise Barriers will have significant negative visual impact at impacted receptors.
5. The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
6. There is special circumstances, i.e.. historical/cultural significance at this receptor.
IV-116
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US 113 Planning Study
Table IV-20I:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
1 Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2 Placement of barrier will restrict pedestrian or vehicular access.
3 Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5 Noise Barrier will adversely impact on Section 4(f) resource.
6 There are non-highway noise sources that would reduce barrier effectiveness.
1 The majority of impacted residences will receive at least a 7 dBA noise reduction.
2 75% or more of impacted and benefmed residents approve of proposed noise abatement.
3 A3 dBA or neater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3a Noise Levels equal or exceed 72 dBA at impacted receptors.
4 Noise Barriers will have significant negative visual impact at impacted receptors.
5 The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefmed.
MsSsfiSllSw
-
X
X
X
-
-
-
*SlSo;-fel
-
X
X
-
-
X
X
X
-
X
Table IV-2IJ:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
1. Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2 Placement of barrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier will adversely impact on Section 4(f) resource.
6 There are non-highway noise sources that would reduce barrier effectiveness.
1 The majority of impacted residences will receive at least a 7 dBA noise reduction.
2 75% or more of impacted and benefitted residents approve of proposed noise abatement.
3 A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, a the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3a Noise Levels equal or exceed 72 dBA at impacted receptors.
4 Noise Barriers will have significant negative visual impact at impacted receptors.
5 The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
__
X
X
X
-
-
-
-
X
X
-
-
X
X
X
-
X
TV-117
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US 113 Planning Study
Table IV-21K:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
...,.,,-,.-*• '^»'.^'^--*M^::few^bv^^
1 . Noise Levels can be reduced by 7 dB A or more at impacted receptors.
2. Placement of barrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5, Noise Barrier will adversely impact on Section 4(1) resource.
6. There arc non-highway noise sources that would reduce barrier effectiveness.
1 . The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75ft or more of impacted and benefited residents approve of proposed noise abatement.
3. A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
•cttoo, a the cumuteive effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
-------
US 113 Planning Study
Table IV-20M:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTORJM_
^
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(f) resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75 % or more of impacted and benefitted residents approve of proposed noise abatement
3 A3 dBA or ereater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
£*£& SeSLSec" of Highway improvements on the design year noise levels at receptors that existed when pnor movements
were made is equal to or greater than 3 dBA. ____^————
3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
4. Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
6. There is special circumstances, i.e.. historical/cultural significance at this receptor.
Table IV-20N:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
IOISE RECEFTQR2rI_
1. Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a.barrier will cause a safety or maintenance problem.
X
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(1) resource.
6. There are non-highway noise sources that would reduce barrier effectiveness,
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
75% or more of impacted and benefitted residents approve of proposed noise abatement.
3 A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
actfonfsc thecumuladvleffect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA. __________________________———
3a. Noise Levels equal or exceed 72 dBA at impacted receptors..
4. Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
IV-119
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US 113 Planning Study
Table IV-20O:
Criteria for Determining Feasibility and Reasonableness
or Noise Abatement
NOISE RECEPTOR 7-10
: -,- ' ;*,•-.- :,,- ' -•*:*, j;&V*tf^
I, Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2, Placement of barrier will restrict pedestrian or vehicular access.
3, Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier will adversely impact on Section 4(0 resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1, The majority of impacted residences will receive at least a 7 dBA noise reduction.
2, 75% or more of impacted and benefitted residents approve of proposed noise abatement.
3. A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, pj; the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were mtde is equal to or greater than 3 dBA.
3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
4. Noise Barriers will have significant negative visual impact at impacted receptors.
5, The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefilted.
6. There is special circumstances, i.e., historical/cultural significance at this receptor.
•*«:'¥«£'£
-
X
X
X
-
-
X
-
'.SZvNb-f.', ";
-
X
X
-
-
X
X
-
X
Table IV-20P:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 7-11
1, Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2. Placement of birrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Nolle Barrier can be constructed given topography, drainage, utilities, etc.
5, Noise Barrier will adversely impact on Section 4(0 resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
*fffliflHE
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
2, 75% or more of impacted and benefitted residents approve of proposed noise abatement.
3, A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, a the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3*. Noise Levels equal or exceed 72 dBA at impacted receptors.
4. Noise Barriers wiU have significant negative visual impact at impacted receptors.
5, The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
6, There is special circumstances, i.e.. historical/cultural significance at this receptor.
IV-120
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US 113 Planning Study
Table IV-20Q:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 7-12
1,
2.
3.
4,
5.
6.
.££&&$
i.
2.
3.
3a.
4.
5.
6.
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier will restrict pedestrian or vehicular access.
Construction of a barrier will cause a safety or maintenance problem.
Noise Barrier can be constructed given topography, drainage, utilities, etc.
Noise Barrier will adversely impact on Section 4(0 resource.
There are non-highway noise sources that would reduce barrier effectiveness.
^^^^^^^^K|^^^^^^^^^^^^^^^^^^^^^K^g^^^^^^^^^^^^^^^^^^^^^^^|^^
The majority of impacted residences will receive at least a 7 dBA noise reduction.
75% or more of impacted and benefitted residents approve of proposed noise abatement.
A 3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
Noise Levels equal or exceed 72 dBA at impacted receptors.
Noise Barriers will have significant negative visual impact at impacted receptors.
The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
There is special circumstances, i.e., historical/cultural significance at this receptor.
-
X
X
X
-
-
X
X
-
^S'iA^stT" **• —"•'•;
*Stff?t$Si-sVR
-
X
X
-
-
X
-
X
Table IV-20R:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RECEPTOR 7-13
1. Noise Levels can be reduced by 7 dBA or more at impacted receptors.
2. Placement of barrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier win adversely impact on Section 4(0 resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75% or more of impacted and benefitted residents approve of proposed noise abatement.
3. A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, or the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
4. Noise Barriers will have significant negative visual impact at impacted receptors.
5. The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
6. There is special circumstances. i.e., historical/cultural significance at this receptor.
IV-121
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Table IV-20S:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
NOISE RKC'EITOR 7-14
kyiT N I '
I 1 Nowc Uvcls can be reduced by 7 dBA or more a! impacted receptors.
1 " ... , -~~"
| 2. Placemen! of btrrier will restrict pedestrian or vehicular access.
,^i^"^™•*"
| 3. Construction of t barrier will cause a safety or maintenance problem^
I 4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
i.
I 5, Note Barter will adversely impact on Section 4(0 resource.
U The,e „« non-highway noise sources that would reduce barrier effectiveness^.
I " -i-1--' " •"•^••••'•^'q^H^B-
| 1. The majority of impacted residenceTwill receive at least a 7 dBA noise reduction.
75% or mote of impacted and benefitted residents, approve of proposed noise abatement
»•
^^
j 3». Noise Levels equal Of exceed 72 dBA at impacted receptors.
Note Birriw will have significant negative visual impact at impacted receptors.
[ 5. The cost of the noise abatement is equaUoor less than $50.000 per residence, impacted and benef.Ued.
L
j cimimstances. i.e.. historical/cultural significance at this recep
Table IV-20T:
Criteria for Determining Feasibility and Reasonableness
of Noise Abatement
7-15
;_; " .... | m it ^—• "" ~ • '"-—
Noise Levels can be reduced by 7 dBA or more at impacted receptors.
Placement of barrier wffl restrict pedestrian or vehicular access.
. — — "
Constructkin of a barrier will cause a safety or maintenance problem^
^^^••^•-
Noise Btrrier can be constructed given topography, drainage, utilities, etc^
.1
Noise Barrier will adversely impact on Section 4(f) resource^
There arc non-highway noise sources that would reduce barrier effectiveness..
The majority of impacted residences will receive at least a 7 dBA noise reduction.
75% Of more of impacted andbenefitted residents approve of proposed noise abatement.
r design year no-build noise levels is expected to result from the proposed
tefcn ££ noise levels at receptors that existed when prior improvements
3».
Noise Levels equal or exceed 72 dBA at impacted receptors.
n«tt. R^riers will have significant negative visual impact at impacted receptors.
___ """~ "^
The cost of the noise abatement is equal to or less than $50.000 per residence, impacted and benefitted.
There is speciil circumstances, i.e.. historical/cultural significance at this receptor.
IV-122
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US 113 Planning Study
Table IV-20U:
Criteria for Determining Feasibility and Reasonableness
• • of Noise Abatement
NOISE RECEPTOR 7-16
1 . Noise Levels can be reduced by 7 dB A or more at impacted receptors.
2. Placement of barrier will restrict pedestrian or vehicular access.
3. Construction of a barrier will cause a safety or maintenance problem.
4 Noise Barrier can be constructed given topography, drainage, utilities, etc.
5. Noise Barrier will adversely impact on Section 4(f) resource.
6. There are non-highway noise sources that would reduce barrier effectiveness.
1. The majority of impacted residences will receive at least a 7 dBA noise reduction.
2. 75% or more of impacted and benefitted residents approve of proposed noise abatement.
3. A3 dBA or greater change in design year build noise levels over design year no-build noise levels is expected to result from the proposed
action, pr the cumulative effect of highway improvements on the design year noise levels at receptors that existed when prior improvements
were made is equal to or greater than 3 dBA.
3a. Noise Levels equal or exceed 72 dBA at impacted receptors.
4. Noise Barriers will have significant negative visual impact at impacted receptors.
5. The cost of the noise abatement is equal to or less than $50,000 per residence, impacted and benefitted.
- '
X
X
X
-
-
X
-•
X
-
X
X
-
-
X
X
-
IV-123
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US 113 Planning Study
M. Visual Quality
The No-Build and TSM alternatives would not have directly alter any visual resources. The quality
of tovelers' and residents' view sheds would have deteriorated to the extent that traffic congestion
would have increased.
Dualization along the existing alignment (the Alternatives 3S, including the Southern
Amative, and 3N) would more than double the pavement wklth, *"^*»"*' °f*°
™Swav Viewsheds along the alignment would include the expanded roadway. Alignments which
S^^^SS?S?SS. rf Stated areas do not eliminate the full depth of vegetation and
SorewMnotslbstantiWimpactmevisualcharacterofmeseareas. Alternatives3N, wouldbe
wSSe^ewsLeds of five historic properties. Visual impact on historic properties is presented in
Section IV.C of this Final EIS.
location to minimize impacts to residential and commercial properties. The new alignment is primarily
through vegetated areas creating a viewshed similar to much of the existing alignment.
4N Modified would be within the viewshed of one historic property; the Transpeninsul*
located near the Delaware state line. This property is located along the existing
propoVed alignments would maintain the existing distance from the historic property ^±S£
K propertymay be minimized through landscaping designs at this location to be determined during
later phases of this project.
Alternatives 3N/4N Modified (including the Northern Preferred Alternative)
the 3N and 4N Modified alternatives to avoid impacts to areas of environmental concern. These
Stematives foUow m7Alteniative 4N alignment from the southern limit of the northern study area,
SSSSSSSJStee it follows theSrnative 3N alignment «^^ff^SS^t
state line. The impact of these alternatives on visual quality is as described for the sections ot
Alternatives 3N and 4N Modified that it utilizes.
The Preferred Alternatives involve the visual impacts as described above for Alternatives 3S jand
S/4NSed ^S^nicallyregarding visual impacts to Wstoricpro^
Alternative would impact the St. Martin's Church and the Transpemnsular Line Marker only. The
MaryTand ffl^cal Trust has determined the visual effect to St. Martin's Church te jte Adverse and
with State Highway Administration has written a Memorandum of Agreement (MOA) to
effect, as described in Section IV.C, Cultural Resources and presented m Appendix D.
N. Municipal, Industrial and Residual Waste Sites
As noted in Section ffl.M, a preliminary field reconnaissance revealed 23 potentially contaminated
sUeTm me vfcinity of either the southern and northern study areas. Three of these sites have a Jug£
SaT for liability and if impacted warrant formal Phase I study and will probably require Phase H
nSStion Sixteen sites possess amoderate potential for liability and if impacted i will need formal
pSSSdy These sites wul probably not require a Phase II investigation. Four additional sites have
a^w liabmty poSnS and should not requke any additiona] I investigation ^ : tta ^^^5?
studies (see Table ffl-19). A definition of high, moderate, and low potential for liability is provided
in Section ELM of this Final EIS.
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The No-Build, the TSM, and the Alternative 2S-20' Median will not impact any of the potential waste
sites identified. s
None of the nine potential sites in the vicinity of the Alternative 3S alignments (including the
Southern Preferred Alternative) will be impacted by that alternative. Of the fourteen sites in the
vicinity of the Alternatives 3N alignments, eight may be impacted by the proposed alignment. Two
of these sites have low potential for liability, five have a moderate potential for liability, and one site
has a high potential for liability. The alignment of Alternatives 4N Modified may involve four sites.
Of these sites, one has a low potential for liability, two sites have a moderate potential for liability and
one site has a high potential for liability. The Alternatives 3N/4N Modified, including the Northern
Preferred Alternative, may impact five sites. Two of these sites have a low potential for liability,
two sites have a moderate potential for liability and one site has a high potential for liability. Table
ffl-19 lists the identified potential waste sites along with the potential for liability. The locations of
these sites are shown on Figures IE-14A through 14D.
Phase n - Screening Investigations (see Table IV-21) determined that no further action was necessary
on any of the sites possibly impacted by the Preferred Alternatives, with the exception of a new site,
identified as Site 25, in the vicinity of Site 5, at the northwest corner of the intersection of US 113 and
Bishopville Road. Phase n reconnaissance located the apparent remnants of an abandoned razed
service station for which no record was obtained in previous database searches. Although there were
no major concerns noted in the field and it was thought to have low liability potential, the site was
referred to MDE for a detailed records re-investigation. The site was submitted to Maryland
Department of the Environment for a records search and no records or data for this site were found.
Therefore Site 25 was removed from further study. The PSI, published in December 1997, resulted
in the findings of No Further Action Required for all 25 sites included in the investigation (Gannett
Fleming, 1997).
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Table IV-21: Results of Screening Investigations
Site,#
1
2
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
22
23
24
25
Site Namie^'-v 'i; :•';-: _;..;.;• ;
Ocean Designs
Cross Roads Cafe
TMT designs
Sharpgas Enclosure
Open Field
Kary Asphalt
Perdue Hatchery #7
Hammonds Store
Showell Poultry
Davis Electric
Vic's Country Store
Sandbar Marine
9941 Deer Park Road
Little Country Deli
Newark Station Shops
Air Illusions Paint
Screen Printing
Newark Sewage Pond
Residential Property
Worcester Co. DPW
Duck-In store
Unidentified Drums
Demolished Enterprise
Haz.Rank
M
L
L
L
M
M
H
M
H
M
M
M
M
L
M
M
M
M
M
M
M
N/A
N/A
f Findings/ Recommendation
NFA
NFA
NFA
NFA
NFA
NFA
NFA1
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NFA
NOTES
H High potential to pose a hazardous materials liability.
M Moderate potential to pose a hazardous materials liability.
L Low potential to pose a hazardous materials liability.
N/A Not applicable. This site was not assessed in the Phase I report.
NFA No Further Action Required
FA Further Action Required
1 This site contains septic fields and vents within the proposed right-of-way. Septic fields do not present a hazardous
materials liability.
As part of final design, any site still suspect will be thoroughly investigated and necessary site specific
measures to minimize impacts will be identified. This will most likely involve the removal and
disposal of the waste at an authorized and permitted disposal facility.
Any solid waste including construction, demolition and land clearing debris, from this project shall
be properly disposed at a permitted solid waste acceptance facility or recycled if possible.
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Table IV-22, identifies the sites potentially affected by each of the dualize alternatives.
Table IV-22: Potential Waste Sites Affected by Each Build Alternative
3N-201 Median (50 MPH)
3N 34' Median (50 MPH)
3N-20' Median (60 MPH)
3N-341 Median (60 MPH)
4N Modified-20' Median
4N Modified-34' Median
3N/4N Modified-201 Median
3N/4N Modified-341 Median
Preferred Alternative
3N-201 Median (50 MPH)
3N 34' Median (50 MPH)
3N-20' Median (60 MPH)
3N-341 Median (60 MPH)
3N/4N Modified-201 Median
3N/4N Modified-341 Median
Preferred Alternative
3N-201 Median (50 MPH)
3N 34' Median (50 MPH)
3N-201 Median (60 MPH)
3N-34' Median (60 MPH)
4N Modified-20" Median
4N Modified-34' Median
3N/4N Modified-20' Median
3N/4N Modified-34' Median
Preferred Alternative
4N Modified-20' Median
4N Modified-341 Median
Preferred Alternative
4N Modified-20' Median
4N Modified-34' Median
Preferred Alternative
3N-20' Median (50 MPH)
3N 34' Median (50 MPH)
3N-20' Median (60 MPH)
3N-34' Median (60 MPH)
Preferred Alternative
3N 34' Median (50 MPH)
4N Modified-20' Median
4N Modified-34' Median
3N/4N Modified-20' Median
3N/4N Modified-341 Median
Preferred Alternative
3N-201 Median (50 MPH)
3N 34' Median (50 MPH)
3N-201 Median (60 MPH)
3N 34' Median (60 MPH)
Preferred Alternative
3N-201 Median (50 MPH)
3N 34' Median (50 MPH)
3N-201 Median (60 MPH)
3N 34' Median (60 MPH)
Preferred Alternative
1
2
4
5
new
8
9
12
13
Ocean Designs Fiberglass and Boat Works
Cross Roads Carry Out
12829 Worcester Highway
Sharpgas Propane Tank Enclosure
??? BYSHA
Perdue Farms Hatchery #7
Hammonds Store
Vic's Country Store
Sandbar Marine
Moderate
Low
Low
Low
Low
High
Moderate
Moderate
Moderate
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O.
Energy
A comparison of the energy usage requirements for the operation, maintenance and construction of the
alternatives was completed for the Draft EIS. This comparison found that the long term energy
requirements of the No-Build, TSM, and 2S-20' Median alternatives will be similar. Although the
energy requirements for construction are not applicable for the No-Build Alternative, this savings will
be off-set somewhat by the increased energy consumption due to projected traffic congestion in the
design year. The TSM Alternative and the 2S-201 Median alternative will require a relatively low
amount of energy for construction but some long term savings will be realized through the reduction
of traffic congestion.
It has been determined that each of the dualize alternatives and the Preferred Alternatives will have
similar energy requirements. Each dualize alternative will require the expenditure of energy for the
manufacture of construction materials, the transportation of the materials to the site, and the
construction of the roadway. Maintenance energy requirements for the dualize alternatives will be
similar to those of the No-Build, TSM alternatives, and Alternative 2S-201 Median. Operational
energy expenditures for the dualize alternatives will be lower than those for the other alternatives
because the traffic congestion will be reduced and safety will be greatly improved reducing the need
for emergency services.
The No-Build Alternative will require the least amount of expended energy over the design life of this
project. The TSM! Alternative will require slightly more energy than the No-Build for the construction
of the additional intersection improvements. The Dualize Alternatives (including the Preferred
Alternatives) will require the greatest amount of energy, with Alternatives 4N Modified needing more
energy than Alternative 2S-201 Median or Alternatives 3N because less of the existing road will be
retained. The 3N/4N Modified-34' Median alternatives (including the Northern Preferred
Alternative) will have energy requirements intermediate to those of Alternatives 3N and 4N Modified.
P.
Construction Impacts
Construction activities for the Preferred Alternatives will have temporary impacts to resources,
residences, and travelers within the immediate vicinity of the project. These impacts will include
traffic detours, potential air and fugitive dust emissions, increased noise levels, natural resources, and
visual quality. Because the funding schedule for right-of-way acquisition and construction of the
Preferred Alternatives is anticipated to extend over many years, construction activities will likewise
extend over many years. For example, construction of the Northern Preferred Alternative is
anticipated to be accomplished in three separate construction contracts, each approximately 2»/2 miles
in length. Similarly, construction of the Southern Preferred Alternative will be divided into several
construction contracts. Completion of each individual construction contract should take approximately
18 to 24 months. Therefore, the following discussion of construction impacts should be viewed as
occurring in discrete 2Vfc to 4 mile segments for a period of 18 to 24 months.
1. Traffic Detours
Detours and road closures during construction of the Preferred Alternatives will create
temporary inconveniences for residents, business owners and travelers. Maintenance and
protection of traffic plans will be developed during final design to mitigate access impacts
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and to minimize delays throughout the project. These plans will include appropriate signs,
pavement markings, and media announcements. Access to all businesses and residences will
be maintained through construction scheduling. At the present time, construction activities
are not anticipated to require closure of existing US 113.
2. Air Emissions
The operation of heavy equipment would have minor, temporary impacts on air quality
during construction of the Preferred Alternatives. The primary source of impact would be
windblown soil and dust in active construction zones, and secondarily from increased levels
of exhaust pollutants.
Measures will be taken to reduce fugitive dust and other emissions generated during
construction by wetting disturbed soils, staging soil-disturbing activities, and prompt
revegetation of disturbed areas. Emissions from construction equipment will be controlled
by the contractors in accordance with state and federal regulations.
3. Construction Noise Impacts
Temporary noise impacts will occur in the study area during the construction of the
Preferred Alternatives. Sources of this noise would include earth moving equipment,
vibratory rollers, pavers, trucks, jackhammers, and compressors. In most cases, the effects
of increased noise levels associated with construction equipment are limited to within 300
feet of the source. These effects would typically be limited to weekday, daylight hours in
accordance with local ordinances.
Several mitigation procedures can be followed to assist in nunimizing the temporary impacts
of construction noise. Adjustments to the equipment, varying the construction activity areas
to redistribute noise events, good communication with the public, and monetary incentives
to the contractor could be considered to lessen the temporary noise impacts. These
mitigation measures will be examined during final design to minimize public impacts and
annoyances during construction.
Construction noise impacts are also addressed in Section IV.L.
4. Natural Resources - General
Temporary construction-related impacts to soils, surface waters, and wetlands are anticipated
to occur as the result of this project. Temporary and permanent impacts to these resources
have been addressed in throughout Chapter IV.
Temporary impacts to soils include increased erosion potential from areas cleared of
vegetation for construction activities. Standard sediment and erosion control measures will
be implemented in accordance with state and local regulations to minimize adverse impacts.
Temporary impacts to surface water resources are also anticipated from construction-related
activities. Temporary impacts would result from temporary stream crossings, dikes and coffer
dams, temporary channel relocations, and suspended solids from increased erosion and
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sedimentation. Runoff from disturbed areas may contain high sediment loads, which can
reduce both the diversity and numbers of organisms in the aquatic environment. Physical
impacts such as temporary stream crossings and coffer dams, disrupt the stream substrate and
could affect fish migrations through these areas. This will eliminate benthic
macroinvertebrate populations in this portion of the stream during the construction period,
and for a short period after construction until migration and drift allow for the re-colonization
of the area. Changes to the channel widths resulting from coffer dam construction may
generate excessive scouring of the substrate and generate sediment impacts immediately
downstream of the construction area.
5. Wetlands and Waters of the U.S.
Temporary construction-related impacts to wetlands include increased sedimentation, in-
stream and in-wetland work for the construction of abutments and other structures, and
temporary construction crossings. The use of surface mats, clean rock fills, and other
measures to be determined at final design will be used to minimize temporary impacts to
wetlands. Original grades will be restored in temporary wetland impact areas and native
vegetation will be re-established. The following Best Management Practices will be
observed to avoid and minimize environmental impacts while working in wetlands and
Waters of the United States:
Operation of heavy equipment will not extend beyond the limit of construction where
practicable and, if required, will minimize soil and vegetation disturbance by using
techniques such as construction mats, geotextile fabric, and low pressure tire vehicles.
Temporarily disturbed areas in wetlands will be restored to preconstruction contours
upon completion of the work. Work within Wetland W-8 (Bald Cypress Swamp) will
be prohibited beyond the limit of construction.
To protect important aquatic species, in-stream work will be prohibited during the
stream closure dates as determined by the classification of the stream. Discharge in fish
and shellfish spawning or nursery areas during the spawning season will be avoided,
and impacts to these areas will be avoided or minimized to the maximum extent
practicable during all other times of the year.
Construction activity in wetlands and waterways will adhere to the time of year
restrictions specified as part of the Section 404 permit and Section 401 Water Quality
Certification. Specific time of year restrictions will be developed by the Corps and
MDE during the permitting process, in consultation with the National Marine Fisheries
Service, U.S. Fish and Wildlife Service, and Maryland Department of Natural
Resources.
No excess fill, construction material, or debris will be stockpiled or stored in the
wetlands or buffer. Material placed at an upland site will be suitably contained to
prevent erosion and transport to a wetland or waterway.
Excavated material will not be used as backfill if it contains waste metal products,
unsightly debris, toxic material or any other deleterious substance which may adversely
impact surface or subsurface flow into and out of the wetlands.
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• Sedimentation during the construction period will likely increase turbidity and
suspended solids in receiving streams and wetlands and can have negative impacts on
aquatic biota. The turbidity and suspended solids can interfere with the photosynthetic
process, smother fish eggs and other aquatic organisms, and abrade fish gills (Barrett,
et al., 1993). Although the period of active erosion and sedimentation should be
limited to the construction period, the negative effects of sediment deposition in
streams and wetlands may persist long after construction area is vegatatively stabilized.
• Adequate sedimentation and erosion control management measures, practices and
devices, such as vegetated filter strips, geotextile silt fences, phased construction, or
other devices, will be installed and properly maintained to reduce erosion and retain
sediment on-site during and after construction. These devices will be removed upon
completion of work and the disturbed areas will be permanently stabilized at the
earliest practicable date,
• The stormwater management plan for this project will include both quantity and quality
management of stormwater runoff prior to discharge into receiving waters. The
facilities will be placed outside of stream channels and wetlands and will be planned
to minimize hydrologic alternatives to receiving streams.
6. Floodplains
During final design, detailed hydrology and hydraulic analyses will be completed for each
stream crossing and floodplain involvement. In accordance with Executive Order 11988
addressing flooldplain impacts (including the booklet "Floodplain Management Guidelines
For Implementing E.O.I 1988"), Maryland State Highway Administration will complete final
design and construction of the Preferred Alternatives with full consideration of flood
hazards and flood plain management. At the conclusion of design, all supporting technical
data will be submitted to the Federal Energy Management Agency (FEMA) for the purpose
of revising the effective Flood Insurance Rate Map as appropriate.
7. Visual Quality
Construction activity and some of the materials stored for the project may be displeasing to
residents in the immediate vicinity of the project. This visual impact will be temporary and
should pose no substantial problem in the long-term.
8. National Geodetic Survey Monuments
Maryland SHA's design engineers and contractors will utilize the National Geodetic
Survey's (NGS) monuments for project survey controls. Should construction activities
require the relocation of one of these monuments, SHA will so advise NGS no less than 90
days prior to this impact.
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9. Hazardous Materials
During construction, SHA's contractor will properly dispose of all demolition and land
clearing debris generated by individual construction contracts at permitted solid waste
acceptance facilities (or recycled if possible). Furthermore, in the event that spills or other
releases of petroleum or hazardous materials occur from construction activities, Maryland
Department of the Environment (MDE) will be promptly notified.
Q. Cumulative Effects
1. Introduction
The Council on Environmental Quality's (CEQ) regulations for implementing the National
Environmental Policy Act (NEPA) define cumulative effects as:
the impact on the environment which results from the action when added to other
past, present and reasonably future actions regardless of what agency (Federal, or
non-federal) or person undertakes such actions (40 CFR § 1508.7), 1997.
A cumulative effects analysis begins with identifying the scope of the analysis for a particular project.
Scoping consists of identifying the issues to be addressed, the time frame, and the geographic
boundaries for the analysis. The cumulative effects methodologies are then chosen based upon issues
included in the scope. Both the scope and the methodologies for the cumulative effects analysis of US
113 described below were developed in close consultation with Federal and state resource agencies.
The purpose of this analysis is to discuss the potential for cumulative effects.
2.
Scoping
Issues
Based on comments from the Federal and state resource agencies, resource issues that are of potential
concern for a cumulative effects analysis have been identified based on the list of resources described
in Chapter HI, Affected Environment. The issues are described in the following section.
Land Use
Previous changes in land use in Worcester County have affected the natural and socioeconomic
environment of the county. Future changes in land use will continue to create impacts, both positive
and negative.
• Residential, Commercial and Industrial Development
The conversion of forests, agricultural, and wetlands to residential, commercial and industrial
development have been studied. To understand potential development, County projections
for development have been supplemented by information collected from state, regional and
local sources. The potential for development has been estimated both with and without
taking into account the proposed US 113 project.
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• Agricultural Lands
The protection of farmland is related to concerns for the rapid conversion of agricultural land
to nonagricultural uses and for the conservation of highly productive agricultural land and
thereby the maintenance of sustainable food production for the region. Farm land and soils
conservation legislation, as well as farmland conservation programs in the county have been
reviewed to further determine potential changes to this land use in Worcester County.
• Forested Lands
Forests are highly efficient at recycling nutrients and conserving water and soil. The
importance of forest lands also lies in then- importance as vegetative communities which
serve as wildlife habitats. Wildlife depend on forests for feeding, nesting, cover, and travel
corridors. The historic changes in forested areas of the county have been studied. Potential
development has been analyzed to determine this resource. Recent legislation regarding
forest conservation have been reviewed to further determine the likely effect implementing
these statutes will have on potential effects on potential changes to forested areas in
Worcester County.
Waters of the U.S.
The quality of aquatic resources associated with Worcester County stream and coastal bays has been
examined on the basis of historic trends and current status. Potential impacts have been assessed based
on expected growth in the county.
• Wetlands
Wetlands have been evaluated because of the recognized importance of the functions
wetlands provide and their relative susceptibility to direct and indirect disturbance by
development.
• Floodplains
Because of the potential for increased upstream and downsteam flooding due to floodplain
modification, the effect of past loss of fioodplains has been examined. The potential for
future loss of fioodplains hi light of current regulations regarding construction in flood prone
areas has also been examined.
Other resources that were not addressed in the present cumulative effects analysis include:
Cultural Resources - Although the nature of Worcester County has historically been rural in character
and focused on agriculture and fisheries, cultural resources including standing historic structures and
archeological remains are coming under increasing pressure. Cultural resources are non-renewable,
and cannot be replaced if they are lost. Only federally funded actions are subject to Section 106 of the
National Preservation Act unless a federal permit is required. Therefore damage or the destruction
of cultural resources can occur due to non-federal actions. While archeological investigations
associated with federal actions or projects can record important information about the history and
prehistory of Worcester County, archeological site information can be lost by inadvertent destruction.
Additionally, archeological information can be lost when sites are subjected to collection without
recording the "provenience" or locations from which artifacts were collected. Cumulative effects to
cultural resources can be addressed by preparation of Cultural Resource Management Plans, typically
done by a State Historic Preservation Office (SHPO). A management plan has not yet been prepared
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for the Eastern Shore. Cumulative effects can also be addressed by thoughtful application of
information derived from research conducted as required by law for projects such as the US 113
Planning Study. Development which may occur in the county, with or without this project, may
impact cultural resources. The County, through their 1989 Comprehensive Development Plan and its
1997 Supplement have reconfirmed commitment to maintaining the rural nature, as discussed in the
cumulative effects analysis of land use.
Topography, Geology, and Soils - The topography of Worcester County is very flat and generally
requires minimal modification for any development project. Although Worcester County has
identified steep slopes as a sensitive area of concern for the county, steep slopes represent 0.3% of the
land in Worcester County and are not in the impact area of this project. Development on steep slopes
is regulated for the purpose of soils protection and therefore future impact on this resource is expected
to be minimal. Impacts to geology and soils are generally minimal as a result of development projects.
The greatest potential impact is by soil erosion. Maryland's strict erosion and sediment control
regulations are designed to minimize these adverse impacts and are applicable to any project disturbing
more than 5,000 square feet.
Vegetation and Wildlife - Vegetation, wildlife, wildlife habitat, and rare, threatened and endangered
species are indirectly addressed within the land use (forest lands) and Waters of the U.S. cumulative
effects analyses.
Air Quality - The air quality analysis presented in this Final EIS (Chapters m and IV) shows that none
of the alternatives studied would result in a violation of the State and National Ambient Air Quality
Standards. Also, Worcester County is not a non-attainment area for carbon monoxide, dioxide and
ozone. This finding is based on the regional model used by Maryland Department of the Environment
(MDE) which is itself an analysis of cumulative effects. Therefore, this item was not included in the
scope of this analysis.
Noise Quality - Noise impacts are discussed in Chapter IV of this Final EIS. While specific locations
will experience noise impacts, these impacts are location specific and therefore have not been
addressed in the cumulative effects analysis for US 113.
Visual Quality - Cumulative visual changes to the landscape due to individual development projects
have, and may continue to occur in Worcester County. The cumulative impacts of land use changes
indirectly addresses the visual nature of the area. However, the relevance of these visual changes to
this particular project, the lack of available data and assessment tools regarding this resource have led
to the determination that cumulative effects have not been analyzed for this issue for US 113.
Municipal, Industrial and Residual Waste Sites - Impact to municipal, industrial, and residual waste
sites by public or private development requires the clean up of these sites. Therefore cumulative
impacts of municipal, industrial and residual waste issues that have and may continue, to occur in
Worcester County have not been addressed in the cumulative effects analysis for US 113. Waste sites
in the US 113 corridor were identified (see Final EIS Chapters IH and IV) and the proposed design was
guided in part by this information. As part of final design, the area of contact with any of the sites will
be thoroughly investigated and necessary site specific measure(s) to minimize impacts will be
identified.
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b.
Time Frame
The time frame covered by the cumulative effects analysis for US 113 was determined to be from the
early 1970's through the design year, 2020. This time frame covers approximately 25 years of historic
development and 25 years of future development in Worcester County. The time frame was
determined by reviewing recent and historic growth trends, the initiation of environmental protection
policies; the implementation of other area transportation improvement projects; available data; and,
the project's design year. More specifically, the following factors were considered:
Large changes in population (26.4 percent) in the 1970's, due in part to the development of
water and sewer treatment facilities( see Table HI-1, Worcester County Population Growth.
The parallel bridge of the Chesapeake Bay Bridge opened on June 28, 1973. This
transportation project affected the recreation choices of the Baltimore and Washington
Metropolitan area populations by improving access to the Atlantic coast resort areas of
Delaware and Maryland. This also changed the market for agricultural products from the
county by improving access to the markets in the Baltimore-Washington area.
The 1970's were a time of increased environmental awareness, with legislative support, to
protect our nation's natural and cultural resources. The National Environmental Policy Act
(NEPA), passed in 1969, provided the legislation and guidelines that have enabled the
identification and protection of our nation's resources;
• The development of an extensive data base of Worcester County by the county and the
Maryland Office of Planning in the 1970's. The Maryland Office of Planning in particular has
studied development changes throughout Maryland, including Worcester County, between
1973 and the present;
Additional highway projects constructed in the 1970's, namely the Snow Hill bypass MD
90, and the dualization of US 113 around Berlin.
c.
Geographic Boundary
The geographic boundary for a cumulative effects analysis is typically larger than for the analysis of
direct impacts. Geographic boundaries can be either political or resource based. Boundaries may also
be determined by the availability of data. Therefore, the choice of boundaries was kept flexible.
Land use changes have been studied on a county-wide basis because US 113 is a major north-south
route through Worcester County. The analysis boundary for wetlands focuses on upper and lower
portions of the Pocomoke River, Newport Bay and Isle of Wight Bay sub watersheds for potential
impacts while considering wetland impacts throughout Worcester County for past impacts (primarily
due to the lack of sub watershed data for the 1970's and 80's).
The evaluation boundary considered historic trends of wetland loss in the watersheds and sub
watersheds, the current status and functions of wetlands, and the potential for loss of wetlands and
wetland function. The cumulative effects boundary for floodplains and other Waters of the U S was
the whole County.
3.
Methodology
Various methods are available for conducting cumulative effects analyses. Each method is appropriate
for analyzing specific issues. Some methods require a specific data base and/or technology to be
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cmp,oye<, .
.
generdly ^alitative. Below is a review of the methods used for this analysis.
Trends analysis - used to identify cumulative effects over time and to project future
* jJliCrVlCWo — cuiww WJLW wvrAA.wwfc-.-w-- -w- — — ^
. SS^^^^ - en^ed for
analyzing the cumulative effects to wetlands.
4. Cumulative Effects Analysis
Land Use
projects.
Growth Resource Protection and Planning Act and the Smart Growth Act of 1997.
are assumed to change in relation to the acreage used by development.
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US 113 Planning Study
Both the 1991 and the 1992 MOP documents reflect the legislative acts and regulations, and land use
plans as of 1990. The numerous legislative acts and public policies, on the Federal, state and local
level which have been initiated since then affect MOP projections. Following is an analysis of these
initiatives and their effect on land use changes projected for Worcester County. In addition,
information on building activity and permits in the county since 1990 has been reviewed and compared
to the projections made by MOP.
• Residential, Commercial and Industrial Development
The conversion of forests, agricultural lands, and wetlands to residential, commercial and industrial
development has been studied for cumulative effects. To understand potential development, county
projections for development have been supplemented by information collected from state, regional and
local sources.
Between 1973 and 1990, Worcester County experienced a 33% increase in total development, most
of which was residential development (see Table IH-9). This corresponds to less than 2% growth per
year over this 17 year period. The MOP land use forecasts for 1990 through 2020 indicate there will
be a 27.5% increase in total development in the county, about 1% growth per year for the 30 year
period. This forecast assumes that similar to the past land use changes, future development will be
predominantly residential (see Table HE-10). Worcester County Department of Economic
Development has compiled new residential construction building permits which also projects an
annual percentage change of[ 1%.
Maryland Office of Planning has published an additional study regarding Worcester County residential
development; The Potential for New Residential Development in Maryland: An Analysis of
Residential Zoning Patterns. County zoning maps, water and sewerage plans, and land use information
were used as the source data for this analysis. This report projects 6,683 housing units for Worcester
County by 2020, and that the development potential is 53,000 housing units. This potential for
residential development was derived based on the assumption of one unit for every eleven acres of
land and taking into consideration Worcester County's zoning which allows for only minor
subdivisions of five units or less per agricultural parcel, regardless of the parcel size. Worcester
County recently amended this zoning to allow for 19 units or less to be developed, however, this is not
anticipated to alter the projections for residential development.
The Worcester County Planning Commission adopted their Supplement to the 1989 Comprehensive
Plan in September 1997. The Supplement addresses issues identified in Maryland's Economic
Growth, Resource, Protection and Planning Act of 1992.
A majority of the development in the county has occurred in the Ocean City and Ocean Pines areas
(Worcester County, Department of Economic Development). Additional large growth areas in the
county are Berlin and Newark. The County plans to direct future growth in these locations to areas
surrounding them because they are developed consistent with 1992 State Growth Management Act.
Figure DI-4B illustrates the zoning classifications around the Newark area. Newark is considered an
unincorporated crossroad community. The primary zoning for the area is Agricultural (A-l) and
Village (V-l). As shown in Table ffl-8: Zoning Classifications, the A-l zoning classification states
that "agriculture and forestry are preferred land uses; minor subdivision of up to five dwelling units
per parcel permissible". According to County planning officials, the minor subdivision requirement
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is a tool for planners to curb growth in agriculturally zoned land areas without fully prohibiting
development. The County believes that development growth can be better controlled if it is allowed
on a smaller scale. Through this zoning classification, small single family residential developments
are allowed. The V-l zoning classification "provides for and preserves the character of the existing
non-incorporated population center. Mixing of land uses should not be permitted unless deemed
consistent with the existing community character".
It has been noted hi Chapter ffi, that "new development is to be carefully considered for its impact on
the existing community character". Evaluation of the existing land use and zoning for the area
indicates that growth will be limited hi accordance with the zoning requirements, unless the Worcester
County Planning Commission changes the zoning classifications to encourage higher density
development. It is important to note that Newark's growth is consistent with the county's policy to
redistribute growth to already developed areas of the county.
South and north of Berlin, prime commercial properties are available for development but there is little
infrastructure to support development (Rosenthal, 1997). Redevelopment is taking place in Berlin at
US 113 and MD 50, outside the US 113 project study area (Rosenthal, 1997).
According to economic development officials in the county, industrial development sites are available
at two locations adjacent to or near US 113. One site is located in the Pocomoke City Industrial Park
in Pocomoke City. The Park has made 60 acres of industrial land available for immediate sale. The
industrial park is served by all municipal utilities and a community rail dock on the Eastern Shore
Railroad line (including connections to Norfolk Southern and Conrail). The location of this site, one
mile from U.S. 13 (which connects to southern study area of U.S. 113), makes it attractive because of
the direct north-south access to Norfolk, Virginia and Wilmington, Delaware. In addition, the
Pocomoke City Industrial Park is part of the Maryland State Enterprise Zone (Worcester County
Department of Economic Development, 1997). This program offers corporate income and property
tax credits to qualified firms. Currently there is a 25,000 square foot industrial shell building available
on the site (Worcester County Department of Economic Development, 1997).
The other site along US 113 is an abandoned industrial site owned by Tyson Foods, at the intersection
of US 113 and Business 113 in Snow Hill (Rosenthal, 1997). The site is described as being "suitable
for development" due to the available infrastructure. Currently, the site remains unsold due at least in
part to the high asking price (Rosenthal, 1997).
Maryland real estate and development professionals concur that Worcester County is not in high
demand for development activity. Representatives from Colliers Pinckard, Hammer, Siler, George,
and Legg Mason have stated that most of the development activity in the State of Maryland has
remained between the Baltimore and Washington corridor. These organizations have not prepared any
market analyses for potential development in response to interest hi opportunities in Worcester County.
One method of monitoring development growth consists of examining the number of municipal
development permit requests within a given time period. Within the last five years, there has not been
any municipal development permit requests processed for areas within Worcester County (Luckman,
1997). In the past, these permit requests for water treatment facilities (wells, septic systems, or public
water systems) have been processed by the Maryland Department of the Environment (MDE). MDE
does not monitor development trends or control development in any jurisdiction (Luckman, 1997).
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However, since the passage of Maryland's Smart Growth Act in 1997, MDE's role in this regard will
change for state funded projects in that MDE will have to determine whether proposed projects comely
with provisions of the Act.
An important development in Worcester County is the upgrading of the waste water treatment facility
by Perdue, Inc. The present facility, located off of Pitts Road about 1/4 mile west of US 113 is
considered to be antiquated and not capable of complying with Maryland Department of the
Environment's (MDE's) current discharge limits (Parsons, 1997). In addition, the chicken processor
anticipates an increase in discharge. County officials approached Perdue regarding the possibility of
using a portion of the upgraded waste water treatment facility to accommodate future development but
no agreement was reached (Rosenthal, 1997). Perdue contends that the upgrade will be used solely
to serve their own operations and will not be available to support other development. The upgrade is
currently under construction and expected to be operational by the spring of 1998. An increase in
personnel is not anticipated to result from the upgrade of the facility. The County will review and
issue the necessary permits for Waste Water Treatment Facility upgrades and evaluate their
consistency with County water and sewage plans (Rosenthal, 1997).
Based on recent legislation and Worcester County's 1997 Supplement to the 1989 Comprehensive
Development Plan development will be encouraged in the existing town centers and in the northeast
quadrant of the county. The Supplement encourages that impacts to natural resource be avoided to the
extent possible and unavoidable impacts to natural resources will be mitigated (Worcester County
Planning Commission, 1997).
Residential, Commercial and Industrial Development Conclusions
As shown in Section IV-B of the Final EIS, the Preferred Alternatives for the US 113 project will
have minimal direct impact on development in the study area. Development pressures are not driven
by roadway capacity for this particular project, and, other constraints on development exist in the
county. While the overall potential for conversion of farmlands and other natural resources to urban
land uses exists, the market pressure to develop in Worcester County is minimal other than in the
vicinity of the coast. The county has the authority to guide and direct and should be encouraged to
follow state and federal regulations protecting the natural resources found in Worcester County
Access control plans for the Preferred Alternatives are discussed in Section IV-B.3.b.
• Agricultural Lands
The protection of farmland is related to concerns for the rapid conversion of agricultural land to
nonagricultural uses and for the conservation of highly productive agricultural land and thereby the
maintenance of sustainable food production for the region. Farm land and soils conservation
legislation as well as farmland conservation programs in the county have been reviewed to further
determine potential changes to this land use in Worcester County.
Historic and projected loss of farmlands in Worcester County are presented in Chapter m, Tables ffl-9
and m-10. Between 1973 and 1990, 0.8 percent of the county's agricultural land was converted to
other uses. This compares to 11 percent of the State's agricultural land which was converted to other
uses during the same time period. The County is projected to convert an additional 2,523 farmland
acres, (2.5 percent) between the years 1990 and 2020, while the State is projected to convert 231 781
acres (11 percent) during those years. The Preferred Alternatives for US 113 will directly'and
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indirectly impact 215 acres of farmland. This represents less than 0.09 percent of the county's
projected loss.
The County projections were forecasted by the Maryland Office of Planning. Since this work was
completed, Worcester County has adopted the Supplement to their 1989 Comprehensive Development
Plan. In the Supplement they recognize the importance of fanning to their economic base (50%) and
reaffirm their commitment to the preservation of agriculture both as an economic base and as a way
of life for Worcester County. The Worcester County 1989 Comprehensive Plan states that "to avoid
conflicting land uses within agricultural areas and to permit Worcester County farmers to mechanize
their operations as competitive conditions warrant, the county should provide special agricultural
zoning which gives preference to farm operations above all other uses." According to the Supplement,
the county will employ the following tools to preserve farmlands: agricultural easements, conservation
easements and the Maryland Agricultural Land Preservation Program. County planning officials also
state that a consideration will be made to utilize Maryland's Rural Legacy Program (WCPPI, 1997).
One result of Maryland's 1997 Smart Growth and Neighborhood Conservation initiatives, the Rural
Legacy Program was developed to protect and preserve the State's most important natural features and
resources, agricultural lands among them. Through this program, local governments and private land
mists select "Rural Legacy" areas. Once the areas have been identified, local governments and private
land trusts can apply for competitive funding to assist present and create new conservation activities.
The State is optimistic that the program "will save thousands of acres of large contiguous tracts of
farms surrounding Maryland's cities, towns and villages". Furthermore, the State will have the ability
to buy public land and voluntary conservation easements at a faster rate while protecting land from
development. Through the Rural Legacy Program, Worcester County may be able to help fund the
plan to protect farmlands along US 113 from future development.
Another farmland preservation program, the Maryland Agricultural Land Preservation Foundation, was
created by the Maryland General Assembly in 1977. The Foundation created the Agricultural Land
Preservation Program to preserve agricultural lands and to ensure the production of food and fiber for
the residents of Maryland. Through this program, the State of Maryland has purchased 884 Permanent
Development Rights Easements or 128,031 Easement Acres across the state since 1987. According
to the Foundation, "preservation of agricultural land and woodland helps to curb the expansion of
random development, protects wildlife and preserves the environmental quality of the Chesapeake Bay
and its' tributaries".
Landowners must establish an Agricultural Land Preservation District in order to participate in the
Foundation's program. After assessing the landowners property for the program's minimum criteria,
a voluntary document is signed by the landowner agreeing to maintain the land for agricultural use
exclusively for a minimum five year period. This agreement prohibits the property from being
subdivided for residential, commercial or industrial use while under the Agricultural Land Preservation
District status. After the Agricultural Land Preservation District status has been met, the landowner
maintains the right to sell an agricultural land preservation easement to the State through the
Foundation.
According to State officials, each year the same landowners in Worcester County participate in the
program. Between 1993 and 1997, seven Snow Hill, one Berlin and two Pocomoke City landowners
participated in the program (MD Dept. Of Agriculture, 1997). Six agricultural land preservation
casements were purchased by the State from Worcester County landowners between 1994 and 1997
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(MD Dept. Of Agriculture, 1997). Four of these easements were purchased from land owners who
own property in the town of Snow Hill. For the fiscal year 1998, three Snow Hill area land owners
have applied to the state to sell their agricultural land preservation easements (MD Dept. Of
Agriculture, 1997).
As discussed under Land Use, the lack of infrastructure (water and sewer treatment facilities) and the
poor suitability of soils for on site septic disposal in the county will inhibit future conversion of
farmlands.
Agricultural Lands Conclusions
The Preferred Alternatives of the US 113 project will directly and indirectly impact a total of 215
+ acres of active farmland during the 10 to 15 year construction period. This total represents less than
0.09 percent of the county's projected total loss for the 1990 to 2020 time period. Agriculture land
preservation programs enacted since land use projections were calculated in 1990 can effectively slow
or stop the projected loss of agricultural land of 0.08 percent per year. As described in this cumulative
effects analysis, numerous programs have been initiated to encourage the preservation of agricultural
lands and to ensure the continued production of agricultural products. These federal and state
programs should be encouraged and supported by county land use planners to further reduce the
conversion of farmland to non-agricultural uses.
• Forested Lands
Forests are highly efficient at recycling nutrients and conserving water and soil. The importance of
forest lands also lies in their importance as vegetative communities which serve as wildlife habitats.
Wildlife depend on forests for feeding, nesting, cover, and travel corridors. Large, undisturbed
forested tracts as described in Section ffl-I of this Final EIS are essential habitat for forest interior
dwelling bird species (Maryland Department of Natural Resource, 1986). The continued existence of
these species are dependent on the preservation of these unfragmented forest lands.
The historic changes in forested areas of the county and future development have been analyzed to
determine cumulative effects on this resource. Recent legislation regarding forest conservation have
been reviewed to further determine the likely effect implementing these statutes will have on projected
changes to forested areas in Worcester County.
Forestry is one of the most important industries of Worcester County (Worcester County Planning
Commission, 1997). Worcester County has been aggressive in its conservation and protection of forest
lands. The county acknowledges that its commitment to this industry means a continued commitment
to the maintaining rural landscape. The county has made aggressive use of legislation and
conservation programs to realize this commitment. Utilizing Worcester County's Forest Conservation
Law and the Maryland Seed Tree Law, Worcester County has the highest rate of reforestation in the
State of Maryland.
Between 1973 and 1990,2.8 percent of Worcester County's forest lands were converted to residential,
commercial, industrial, agricultural and other uses. The County is projecting the conversion of 4,186
additional acres, (2.5 percent) between the years 1990 and 2020. In Chapter HI, Tables IE-9 and Ht-10
the historic and projected loss of forest lands in Worcester County are presented. These projections
were forecasted by the Maryland Office of Planning. Since this work was completed, Worcester
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County has adopted a Supplement to their 1989 Comprehensive Development Plan. Worcester County
understands the importance of the maintenance and preservation of their ecosystems, including forests.
The County will seek methods to alleviate any long-term and cumulative human impacts to forests
among other ecosystem units (Worcester County, 1997).
Regulations that protect forested lands and enforce mitigation are briefly described below.
• 1989 Maryland Reforestation Law as described in Article 5-103 of the Annotated Code of
Maryland. This law states that all highway construction projects utilizing a dollar or more
of State funding must implement forest mitigation as a result of the impact.
• Maryland State Forest Conservation Act, created in 1990, requires reforestation and/or
afforestation when forest land is lost as a result of new development including roadway
construction. According to the Maryland Department of Natural Resources, The Maryland
Forest Conservation Act "requires (the) identification of existing forest stands, protection of
the most desirable forest stands and establishment of areas where new forests can be planted.
Forest conservation planning occurs during the initial design or site plan of a proposed
development, when forest conservation can occur without causing undue economic costs."
Sensitive areas as identified by the local planning or comprehensive land use process are also
protected by the Act. The Maryland State Forest Conservation Act applies to any action that
requires a permit for subdivision, grading permit, or sediment control permit "on areas
40,000 square feet or greater is subject...and will require a forest conservation plan." A
Forest Stand Delineation and a Forest Conservation Plan is required of any individual who
applies for a subdivision, grading permit or a sediment control plan.
• The Chesapeake Bay Critical Area Program provides protection to 10,000 acres of mostly
forested land along Pocomoke River.
• The Chesapeake Bay Critical Area Program further restricts development by requiring
buffers and filter strips around tidal waters, wetlands, and tributary streams within 1,000 feet
of the tidal limit within the Pocomoke River watershed.
• The Chesapeake Bay Critical Area Program requires that protection be provided to forest
interior dwelling birds and their habitat. Management and protection measures should be
considered for large forested tracts within the Chesapeake Bay Critical Area that contain
forest ulterior dwelling species
• Maryland Seed Tree Law - provides for the maintenance and reproduction of the pine
resources to provide significant recreational, aesthetic, wildlife, and environmental benefits
as well as wood fiber essential to commerce and industry.
• The Maryland Agricultural Land Preservation Program, as described hi the farmlands section
of this analysis, also preserves and protects forest lands. Again, the participating landowners
properties must meet the minimum State criteria for an Agricultural Land Preservation
District.
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Forested Lands Conclusions
""•'; - "f* ' '
The Preferred Alternatives for US 113 will impact 108 acres of forest land (See Table IV-13). This
represents less than 0.03 percent of the county's projected loss. The Maryland Reforestation Law
requires SHA to replace the 108 acres impacted by this project, see Section IV- J of this Final EIS.
The County's commitment to forest land preservation and the constraints of water and sewer treatment
facilities together with the Maryland State Forest Conservation Act of 1990 suggests that the
projections of future forest land conversions are overestimated. Specifically, the Maryland Seed Tree
Law, the Maryland Reforestation Law, the Maryland Forest Conservation Act, and the Chesapeake Bay
Critical Area Program, all have provisions to protect existing forest lands and replace forests which
are impacted by development. The Maryland Forest Conservation Act requires reforestation/
afforestation for all other public and private development impacting forested lands.
SHA's replacement/mitigation of the 108 acres of forest land impacted by the US 113 Preferred
Alternatives will reduce to some extent reasonably foreseeable cumulative effects to this resource. The
cumulative effects on this resource by other projects will be reduced by the enforcement of the laws
and programs outlined above. The enforcement of these laws is encouraged and should be supported
by all state and local agencies. Other programs such as the Chesapeake Bay initiatives which include
the restoration of forest lands should also be supported and encouraged within Worcester County.
Waters of the UJS.
Water Quality
Streams, the Atlantic coastal bays and other water bodies are important economic, recreational and
aesthetic resources in Worcester County. The maintenance of good water quality is vital to the health
of these ecosystems.
The streams in Worcester County support hunting, recreational fishing, boating, bird-watching,
photography and provide spawning areas to support a large commercial fishery. These stream
corridors also support a wide variety of plant and animal species which contributes to the area's
biodiversity (Worcester County Planning Commission, 1997).
The coastal bays and barrier islands which form them attract millions of visitors each year. Ocean City
is a popular vacation destination and Assateague Island (a National Seashore) is an important outdoor
recreational resource. The tourism industry associated with the entire coastal bay/barrier island system
adds in excess of $2.1 billion to the local economy. The maintenance of this economic activity is
dependent on the maintenance of the ecological health and water quality of the estuary (Worcester
County Planning Commission, 1997).
Sources of pollutants impacting the water quality of Worcester County include both point and non-
point sources. Excess nutrients from agricultural and urban runoff (causing eutrophication), chemicals
(pesticides, PCBs, heavy metals, etc.), fecal coliform contaminated runoff from livestock feeding
operations, and discharges from waste water treatment plants and septic systems are the main threats
to water quality in the area (Bohlen et al., 1997).
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According to a recent water quality inventory for the Pocomoke River watershed, water quality in the
river is generally considered to be good to fair throughout the basin (Maryland Department of the
Environment, 1996). Worcester County's lower coastal bays are currently relatively healthy and some
key indicators of aquatic health such as seagrass distribution are on the increase. There are reasons
for concern (Bohlen et al., 1997). These concerns are highlighted by eutrophication and the recent fish
kills in the Pocomoke River (Shelsby and Dresser, 1997), eutrophication in the coastal bays and the
Pocomoke River, and the precautionary closure of several areas for shellfish harvesting due to fecal
coliform contamination (Bohlen et al., 1997; Maryland Department of the Environment, 1996).
Although the cause of the recent fish kill by Pfiesteria in the Pocomoke River is still under
investigation, the available evidence points to the cumulative effect of various stresses on the system
including eutrophication from runoff. A discussion of Pfiesteria and eutrophication in the Pocomoke
River basin and actions currently being undertaken to combat problems can be found in Section IHF. 1
andrV.GofthisFEIS.
Eutrophication is also the greatest environmental concern for the coastal bays area. The northern bays
(Assawoman and Isle of Wight Bays), their major tributaries (St. Martin River, Turville Creek, and
Trappe Creek) and artificial canals (built to provide boat access to waterfront properties) are more
degraded than the southern bays which still have relatively good health. This north/south gradient
reflects the pattern of decreasing population from north to south (Bohlen et al., 1997).
Chemical and pathogenic contamination also threaten the health of the coastal bays. These threats are
likely to increase with population growth especially in the watershed of the northern bays (Assateague
and Isle of Wight) (Bohlen et al., 1997).
Another threat to the health of water resources in Worcester County is the loss of natural terrestrial and
aquatic habitat. The loss of forested and wetland buffer areas along the streams and bay shores makes
these water resources more susceptible to degradation by changes in land use. These buffers of natural
vegetation help to filter nutrients, sediments, and other pollutants before they reach the water. These
buffer areas also provide habitat for a wide variety of plants and animals (Bohlen et al., 1997;
Worcester County Planning Commission, 1997).
Water quality data collected for the St. Martin River, Me of Wight Bay and Assawoman Bay in the
summer of 1983 and 1992 show somewhat similar conditions. Table IV-22A shows water quality
constituent and parameter data for a selected monitoring station located in the Isle of Wight Bay near
the mouth of the St. Martin River. This monitoring station was chosen for inclusion here because of
it's location relative to both the St. Martin River and the Isle of Wight Bay (giving an indication of
water quality in both water bodies) and the completeness of the its monitoring record (not all
constituents and parameters were collected at all of the stations in both years). Although overall
nutrient concentrations throughout the water bodies were lower in 1992, further examination revealed
that the spring of 1983 had substantial runoff increasing nutrient loads whereas the summer of 1992
was preceded by below average runoff and higher summer flows may have diluted nutrient
concentrations. One positive factor was that nutrient loads from point sources were lower in 1992
(Lung, 1994). Although the reduction of nutrient loads between 1983 and 1992 appears to be positive,
actual water quality trends are impossible to establish from this limited data.
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Table IV-22A -1983 and 1992 Water Quality Constituents and Parameters for
a Selected Monitoring Station in the Isle of Wight Bay*
Water Quality Constituents
andTarameters
Temperature (°C)
Salinity (ppt)
Total Kjeldahl Nitrogen (mg/L)
Ammonia (mg/L)
Nitrite/Nitrate (mg/L)
Total Phosphorus (mg/L)
Orthophosphate (mg/L)
Chlorophyll a ( g/L)
Dissolved Oxygen (mg/L)
Summer 1983 Sampling
'"jir*~*»
24.6
28.3
0.79
0.12
0.15
0.12
0.01
15.3
7.0
Summer 1992 Sampling
*" f
24.46
25.63
0.70
0.07
0.01
0.12
0.01
17.06
6.37
Source: Lung, 1994
The current status of the water resources of Worcester County can be viewed as the net result of past
land use changes throughout the county. Prior to the 1970's, most of the loss of wetlands and forests
was due to the conversion of land to agricultural production (Tiner and Burke, 1995; Bohlen et al.,
1997). Runoff from these agricultural lands increased the nutrient loads received by the county's
streams, rivers and bays. Population growth during this period was very slow (less than 5 percent
annually between the 1940's and 1970's) and urbanization accounted for a small percentage of the
natural habitat loss (WCPPI, 1997; Tiner and Burke, 1995; Bohlen et al., 1997).
During the 1970's, the county's population began to grow rapidly, mostly with the development of the
tourism industry associated with the Ocean City resort hi the northern coastal bays area. With this
population growth and urbanization came additional impacts to natural habitats, increased runoff from
developed areas, and increased sewage discharges (Bohlen et al., 1997). Current surveys of the relative
health of the aquatic resources of Worcester County show that eutrophication due to excess nutrients
from runoff is the major cause of water quality degradation throughout the county (Bohlen et al., 1997:
Maryland Department of the Environment, 1996). In fact, eutrophication in the Pocomoke River has
been potentially linked to the recent Pfiesteria outbreak and fish kill (Shelsby and Dresser, 1997). The
development of the Ocean City resort area, the Ocean Pines community and other developments has
caused the loss of aquatic and adjacent terrestrial habitats, an increase in non-point source urban
runoff, and an increase in sewage discharge in the northern coastal bays and their tributaries. This has
resulted in the further degradation of water quality. The southern bays, which lack this urbanization
in their watersheds, remain relatively healthy (Bohlen et al., 1997).
Traffic volumes for the dualized US 113 are expected to increase by approximately 1% over the No-
Build design year 2020 condition. This is expected to result hi little increase in pollutant loadings for
the dualized vs. No-Build condition. The dualization of US 113 will however increase the impervious
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area and therefore stormwater runoff volume is expected to increase. Stormwater management
facilities constructed as part of this project should reduce peak runoff discharges to approximate pre-
project conditions and also have the added benefit improving water quality through best management
practices.
With population growth projected in Worcester County between 1990 and 2020 (with or without the
US 113 project), the county and environmental resource agencies recognize the potential for future
threats to water quality and have identified a number of policies and actions to maintain good water
quality which strengthen existing regulations protecting water resources. A discussion of some of
these policies and actions follows.
The Pocomoke River system is designated a "scenic river" under the state's scenic river program. This
designation includes a 100-foot wide buffer zone along the river. The river corridor is also zoned C-l
(conservation) by the county with the goal of limiting the scope and potential negative impact of
development. The Nassawango Creek corridor (a major tributary of the Pocomoke) is almost entirely
owned and protected by The Nature Conservancy. The Chesapeake Bay Critical Area Program further
restricts development by requiring buffers and filter strips around tidal waters, wetlands, and tributary
streams within 1,000 feet of the tidal limit within the Pocomoke River watershed. The Great Cypress
Swamp area and a portion of the Pocomoke State Forest were designated as State Wildlands in 1980,
further protecting part of the Pocomoke River watershed (Worcester County Planning Commission,
1997). The Natural Resource Conservation Service also recently announced an incentive program to
convert up to 100,000 acres of farmland and other land to forests and wetlands within the Chesapeake
Bay watershed (including a portion of Worcester County) to help reduce nutrients in agricultural runoff
(Shelsby and Dresser, 1997). The Lower Eastern Shore Tributary Team was formed to assist the state
in improving the water quality of tributaries to the Chesapeake Bay and is made up of representatives
from Federal, state, and local government as well as academia, business, industry, environmental
organizations, and private citizens. The team identifies and recommends appropriate best management
practices for use in the watershed and monitors their implementation and effectiveness (Lower Eastern
Shore Tributary Team, 1996).
The county's shoreline protection setback regulations require that a 25-foot vegetated buffer be
maintained on lots, created after 1992, which lie along the tidal waters of the coastal bays and their
tributaries (Worcester County Planning Commission, 1997)".
Best management practices are also required for a variety of land development and land disturbance
activities throughout the county. For forestry operations, an uncut stream buffer is required (typically
50-feet) by the county's forestry manager. For all but the smallest development projects, erosion and
sediment control and stormwater management control techniques are required to reduce sediment loss
and storm runoff. The Soil Conservation District encourages farmers to maintain vegetated strips
along drainage ditches as part of a voluntary nutrient management program (Worcester County
Planning Commission, 1997). The Lower Eastern Shore Tributary Team (1996) has found that the
voluntary implementation of best management practices on farms to be very high (Lower Eastern
Shore Tributary Team, 1996).
There are numerous other regulations which have a role in protecting the water resources of the county.
State and federal water quality protection laws require permits for the discharge of pollutants
(including dredged and fill material) into Waters of the U.S. and the state, including jurisdiction^
wetlands. The county also strongly discourages any development which will disturb "Wetlands of
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Special State Concern" and wetlands of "Significant Plant or Wildlife Value". The county's
Hoodplain Management Law of 1992, in accordance with federal policy, encourages the preservation
and enhancement of "natural floodplain characteristics" and further requires that development and
structures built in the 100-year floodplain meet certain flood protection measures. The county also
encourages the dedication of the 100-year floodplain for open space for new subdivisions where
feasible. The Worcester County Forest Conservation Law identifies streams and their 50-foot buffer
as "retention priority areas" to further encourage the retention of natural habitats to protect the county's
water resources (Worcester County Planning Commission, 1997). Most of these County
environmental protection and land use planning mechanisms are still exploratory or in the early stages
of development and therefore their effectiveness cannot yet be measured (Lower Eastern Shore
Tributary Team, 1996). Other on-going restoration programs include the Ocean City Water Resources
Study by the US Army Corps of Engineers which involves beach replenishment, habitat restoration,
and maintenance of navigation.
The 1989 Worcester County Comprehensive Development Plan has identified several planned growth
areas in the county including the existing town centers of Ocean City, Berlin, Snow Hill, and
Pocomoke City and the entire northeast quadrant of the county (Lower Eastern Shore Tributary Team,
1996; Worcester County Planning Department, 1989). With the preponderance of the planned growth
projected to occur hi the Northern Coastal Bays Watersheds, the potential cumulative degradation of
water quality in the remaining portions of the county due to development are somewhat ameliorated
(Lower Eastern Shore Tributary Team, 1996).
Water Quality Conclusions and Recommendations
With the projected population growth in the already stressed northern coastal bays watershed, there
is the continued possibility of further degradation of water quality. The development associated with
this growth will have a number of negative impacts on the health of the northern bays and their
tributaries. First, runoff from these new urban lands will likely contain higher levels of nutrients,
sediments, chemical contaminants, and pathogens from septic tank leachate, wastewater treatment
plant discharges, and roadway and parking lot runoff. Second, the development will increase
impervious surfaces, decreasing groundwater infiltration and increasing the volume of runoff. Third,
the development is likely to result in additional losses of wetlands and forests in the watershed which
provide valuable habitat and help protect water quality by filtering pollutants and absorbing runoff
(Bohlen et al., 1997). However, given the current level of concern for the health of these aquatic
systems; the variety of federal, state, and local regulations and policies currently in place, including
the National Pollutant Discharge Elimination System (NPDES), which protect water resources; and
the number of programs to restore degraded habitats it is likely that the current trend of aquatic
resource degradation will at least slow. In light of the recent water quality issues in this area, it is
recommended that all projects be reviewed by the federal and state groups organized to address these
concerns. Programs that are aimed at restoring and improving water quality in the region should be
encouraged. SHA's participation in this effort is exemplified by the commitments to encourage the
restoration and improvement of water quality during the construction of the Preferred Alternatives,
as specified throughout this document. The implementation of these commitments will reduce the
cumulative impacts on water quality.
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• Wetlands
By the 1960's and 1970's, wetlands were becoming increasingly recognized for the economic and
ecological benefits they provide. Wetlands have been evaluated because of the recognized importance
of the functions wetlands provide and their relative susceptibility to direct and indirect disturbance by
development.
In 1970, Maryland passed a law protecting coastal (tidal) wetlands. The federal government began
regulating impacts to wetlands with the passage of the Federal Water Pollution Control Act of 1972
(later amended as the Clean Water Act of 1977). In the 1989, Maryland also passed legislation
protecting non-tidal wetlands in the state (Tiner and Burke, 1995). Prior to the passage of these
wetland protection laws, the annual loss of wetlands in the State of Maryland was estimated at as much
as 1,000 acres per year primarily due to the conversion of wetlands to agricultural production. With
this legislation in place, however, the estimated loss has slowed to approximately 20 acres per year in
the state (Tiner, 1987).
The estimation of past wetland losses is exceedingly difficult due in-part to the difficulty of obtaining
accurate and appropriate estimations of the previous extent of wetlands. Many sources contain
contradicting information and estimates are often not consistent over time.
In 1982, it was estimated that Worcester County had approximately 59,486 acres of tidal and non-tidal
wetlands according to the US Fish and Wildlife Service's National Wetlands Inventory. Wetlands
accounted for approximately 19.6 percent of the county's land area (Tiner and Burke, 1995).
Prior to the early 1970's, ditching and channelization, agricultural development, and the creation of
farm ponds accounted for approximately 90 percent of wetiand losses. Beginning in the 1970's,
urbanization started to play an increasing role in wetiand losses in Worcester County, especially in the
Ocean City and Ocean Pines areas.
Between 1955 and 1978, Worcester County lost approximately eight percent of its estuarine wetlands
and six percent of its palustrine wetlands representing the loss of about 4,000 acres of tidal and non-
tidal wetlands. This translates to an annual loss of about 170 acres per year in the county. During the
period from 1982 to 1989, wetland losses in the county were substantially reduced with an additional
loss of 0.5 percent of its estuarine wetlands and 1.4 percent of its palustrine wetlands. This represented
a loss of approximately 650 acres of tidal and non-tidal wetlands or about 93 acres annually (Tiner and
Burke, 1995). From 1991 through 1996, during which time Maryland has had regulatory authority of
over non-tidal wetlands in the state, Worcester County has experienced the loss of approximately 30
acres of additional tidal and non-tidal wetlands (about five acres per year annual loss). Most of these
wetlands impacts were in non-tidal wetlands. The most heavily impacted area in the county was the
Isle of Wight Bay watershed, which includes the Ocean Pines area, which accounted for nearly 20 of
the 30 acres impacted (Walbeck, 1997).
Although the population growth in the county has greatly increased in the past several years, annual
wetland losses have been reduced as a result of increasing wetland regulation. Table IV-23 compares
the rate of wetland loss with the population growth in the county.
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US 113 Planning Study
Table IV-23 Comparison of Approximate Annual Population Growth Rate to
Approximate Annual Wetland Loss
Approximate Annual Growth
Rate
1.3%
2.9%
2.4%
Approximate Annual Wetland
Loss (acres)
170
93
To compensate for the wetland losses experienced between 1991 and 1996 the Maryland Department
of the Environment has recorded nearly 27.5 acres of mitigation and other programmatic gains in the
county. This results in a net loss of about 3.5 acres in the county for the period. The Isle of Wight Bay
watershed sustained the greatest losses with a net loss of nearly 4.5 acres. During this period several
watersheds in the county actually had net gains in wetland acreage (Sinepuxent Bay, 0.6 acres;
Newport Bay, 0.6 acres; Chincoteague Bay, 1.9 acres; and Lower Pocomoke River area, 0.8 acres)
(Walbeck, 1997).
The US 113 corridor is a very old north-south route along the high ground between the Pocomoke
River and Sinepauxent Bay. A roadway was in-place by 1697. The roadway has undergone many
minor and a few major relocations through the years. The construction of the modern roadway
impacted wetlands, farmland, forests and other resources. In an effort to quantify the impacts to
wetlands caused by the reconstruction projects along US 113 in this century, historical construction
plans were reviewed and approximations of acres of wetlands impacted were made. Using the current
wetland designations along existing US 113 (see the figures in Appendix A for these numbers) and
grouped by subwatershed the following summarizes the wetland impacts associated with the existing
two-lane highway for US 113:
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US 113 Planning Study
Table IV-24: Approximate Wetland Impacts Associated With Existing US 113
*•,
W-l
0.2
PFO
W-2
1.5
PFO
W-3
0.05
STREAM
W-7
3.1
PFO
W-8
3.4
PFO (Cypress Swamp)
W-9
0.2
PFO
TOTAL
8.5± Acres
ill
w-io
0.4± Acres
PFO
W-ll
0.02
STREAM
W-12
4.8
PFO
W-13
0.9
PFO
W-14
NONE
W-15
1.0
PFO
W-16
Combined with W-15
W-17
NONE
W-18
1.1
PFO
W-l 9
0.4
PFO
W-20
1.4
PFO
W-21
W-22
0.4
PFO
Combined with W-21
TOTAL
10± Acres
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US 113 Planning Study
Wetland Number
Wetland Impacts
Wetland Classification
*• • :;i: Me of Wight Bay Area: / -|"i-*- .-~. ^
W-23
W-24
W-25
W-26
W-27
W-28
W-29
W-30
W-31
W-32
W-33
W-34
W-35
W-36
W-37
W-38
W-39
W-40
Total
GRAND TOTAL
0.3
NONE
0.4
NONE
NONE
1.1
NONE
0.02
1.1
NONE
NONE
1.1
NONE
0.5
1.0
Combined with W-37
NONE
0.5
6± Acres
25± Acres
PFO
PFO
PFO
STREAM
PFO
PFO
PFO
PFO
PFO
_
-
Some of this 25 + acres of historic impact occurred prior to 1950 and this loss is not counted for in this cumulative effects
analysis. Other wetland impacts would have occurred during roadway improvements constructed between 1950 and the
early 1970's and these wetland losses are accounted for in the 1950 to 1980 wetland loss figures shown in Table IV-24.
The build alternative, including the Preferred Alternatives, for US 113 will impact wetlands within
four of the county's sub watersheds. The build alternatives for the southern study area, including the
Southern Preferred Alternative will impact the Lower Pocomoke River drainage, the Upper
Pocomoke River drainage of the Pocomoke River watershed, and the Newport Bay drainage of the
Coastal Bays watershed . The alternatives for the northern study area, including the Northern
Preferred Alternative, will impact the Isle of Wight Bay drainage of the Atlantic Coastal watershed.
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US 113 Planning Study
These unavoidable impacts will be compensated by the creation of new wetlands at the same or greater
ratios compared to that lost.
Wetland Conclusions
With the estimated population growth for Worcester County between 1990 and 2020, there will be a
continued threat of additional wetland loss in the county, especially in the Isle of Wight Bay sub
watershed where most of the projected development is to occur. Based on the past trends of the
reduction of annual wetland loss and the fact that population growth is expected to slow somewhat in
the next twenty years, it is likely that further wetland losses can be minimized.
Protection of the county's wetland resources could be accomplished through careful planning and
stringent regulation. As shown hi Section IV-I of the Final EIS, the 12 + acres of direct wetland
impacts of the Preferred Alternatives of the US 113 project will be mitigated through the creation
of 25 ± acres of new wetlands. The proposed mitigation sites were chosen to maintain wetlands within
the affected watersheds and for their potential to recreate the wetland functions impacted in each
watershed (see Technical Report for Wetland Mitigation, 1998). The replacement of these impacted
wetlands reduces the overall cumulative effect to this resource.
On-going restoration programs including the Ocean City Water Resources Study by the US Army
Corps of Engineers and the Chesapeake Bay Watershed restoration incentive program by the Natural
Resource Conservation Service and other programs may also serve to offset overall wetlands impacts
in the drainage area.
• Floodplains
The potential for increased upstream and downsteam flooding due to floodplain modification have
warranted a cumulative effects analysis of this resource. In light of current regulations, past loss and
potential for future loss of floodplains regarding construction in flood prone areas have been examined.
The 100-year floodplain refers to an area which is inundated by a flood with the probability of
occurring once every one hundred years. The 100-year floodplain is defined through engineering
studies and statistical analysis. There are 100-year floodplains associated with both tidal and non-tidal
waters (Worcester County Planning Commission, 1997).
An analysis of development in the floodplain compared to development in the county as a whole was
completed. Acreage for all land use types in the county were quantified (301,532 acres total). The
total acreage of floodplains in the county (65,886 acres, or 21.85% of the county) and the acreage of
land use types within the floodplains was quantified. Developed land included low, medium and high
density residential, commercial, and industrial land uses. Because virtually all of the barrier islands
area (including Ocean City) is in the 100-year floodplain of Worcester County, that geographic area
was excluded from the county and floodplain totals in order to better understand the development
history in the remainder of the county. The ratio of development in the floodplain was compared to
that in the county as a whole for each land use.
The issue of concern regarding development within floodplains is related to the amount of actual
structures within the floodplain. To quantify this "built development," sample areas of the county were
randomly selected and areas of development (low, medium, and high density residential, commercial,
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US 113 Planning Study
was
and industrial land uses) were chosen. The footprint of structures inside and outside o
measured and applied to the county as a whole to determine the average area footprint per acre for each
of these land uses (see Table IV-24). The results of this analysis are presented in Table IV-25.
The analysis, based on development as of 1989, indicates that the county has allowed a large
developmen within floodplains than has been developed for the county as a whola When this
development occurred is not known as photography of the county was available for 1989 only.
Table IV-25 - Average Percentage of Footprint of Development
Land Use
===
Low Density Residential
Medium Density Residential
High Density Residential
Commercial
Percent of Development Per Acre
!
6.27
6.77
22.76
27.82
Table IV-26 Comparison Development in the County Versus the Floodplam
Land Use
Low Density
Residential
Medium Density
Residential
High Density
Residential
Footprint *
Acreage of
Development
in the County
141
88
Footprint of
Development
in the County
(Percent) *t
12.4
7.8
Development in
the Fioodplain
37
Development
in the
Fioodplain
(Percent) *f
14.8
2.0
Comparison of
Percentages *t
5.54
19.63
-74.04
* Excludes Barrier Island development.
t Percent of urban land uses only.
Data Sources: DNR Digital Orthophoto Quarter Quad Maps - April 1989
MOP Land Use and Land Cover - 1994
DNR Fioodplain-1995
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US 113 Planning Study
There are a number of mechanisms in place to minimize adverse impacts to floodplains in Worcester
County and protect then-natural values. In 1992 the county adopted the Hoodpl JManagemenTSw
The purpose of this ordinance is to protect human health and life; minimize property darnage- protct
water supply, sewage disposal, andnatural drainage; promote construction prLticesfcat pre^eSre
damage; and preserve the natural characteristics of floodplains and their water bodies. The ordinance
Sfi^6 T™™ fe^.^irements. While not restricting development in the 100-year
floodplain, the ordinance requires that development and new structures in the floodplain meet certain
flood protection measures. The county also encourages the dedication of the 100-year floodplain for
K-r06, ^ sf^v.lsl^whe^ feasible. The Worcester County Forest Conservation Law
Kientifies streams a^d then- 50-foot buffer as "retention priority areas" to further encourage tte
mention of natural habitats to protect the county's water resources. The state's Chesapeake Bay
Sver^W^^r311 C-l Conservation" *>ning also protect the floodplains along the Pocomoke
River (Worcester County Planning Commission, 1997).
The current distribution of 100-year floodplains in Worcester County is depicted on based on FEMA
C£ K*fPS' ^ NassawanSO CK** 100-year floodplain is almost entirely ownedand
by The Nature Conservancy. The county also supports and encourages land trusts and
Uon °r^zaU°f jo .ac**» Parties in the 100-year floodplain so that these areas
or be returned to their natural condition.
Floodplains Conclusions
„„ „.„ ».m.Ta«. and Executive Order (EO) 11988 regulations ensure that th*» inn ™o,.
K3±±£&t^ ^^rfSS^^^X1^
». u^vciujjment in Worcester County this project wiU not add to the cumulative
dftwlnnm^nt"«*i^?' T^T ^^ development permits are the strongest tool available to guide
development outside of the floodplains. The county's Floodplain Management Law of 1992 in
accordance with federal policy, encourages the preservation and enhancement of "natural floodplain
me^Sfn0^ ^"J reqUkeS ** devel°Pment "d structures built in the 100-year floodplain
meet certain flood protection measures. The county also encourages the dedication of the 100-year
floodplain for open space for new subdivisions where feasible. County efforts in this area can be
strengthened and enforced through a commitment to zoning.
5. Conclusion
1? developmtnt wiU °.ccur ™ Worcester County. This development will be primarily
residential development with supporting commercial services. Natural resources potentially hnpacted
by future development will be either avoided or mitiated wher ™!»CK»
or mitigated, where possible.
Agriculture land preservation programs enacted since land use projections were calculated in 1990 can
effectively ^slow or stop ttie projected loss of agricultural land of 0.08 percent per year. Statewide tte
±±! , ^Ref°fftl
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US 113 Planning Sfudy
. .-_..,,.., ._ .. ^ . . . , ,„ .. v. .,.. v .. .... ; « '
areas is regulated to both protect the natural values of floodplains and to minimize the p^temiaf harm
to life and property. ., ^ r, ; ....... .,.,/.,• -.-.-?;~- .- r ,
•• ''- ' ' ''•' '"'
Federal, state and local agencies responsible fbrJregula^g^ni^^mn^arai ^purees through the
permitting processes toge±er with Worcester County 's'pMi^^ arein place to
help in the protection of these natural resources. The pern^ttirig process, 15; also the vehicle through
which mitigation measures are identified to avoid or minimize cumulatiy^e,fr^cts. of development.
R. ^^Relationship Between Local Short-Term Uses of Man's Environment and the
t-^.,-.;, Maintenance and Enhancement of Long-Term Productivity '", i ; """
The iohg-tenn benefits of the dualize alternatives- would bccuf'at me ejjense of
; "^ttoctigntlmpacts in the immediate vicinity of project area. These short-term effects would mclude
r^Fllfltion' and minor tiafRc delays- With proper controls, they would not have
• ''
Jhe loM.;sliQrtdenn impacts by the construction of the dualize alternatives are cohsistenrwith the
^ma|ntenance.and enhancement of long-term productivity for the local area, state, and regioir^The
|f Gomprehensive,pevelopment Plan for Worcester County identifies US 113 as a key element^ the
-counts-regional arterial highway system. The Plan calls for US 113 to be upgradedtofouTlaries
«.,»!.«.,*..*. i—^ Thiaproject has been included in the Highway Needs Inventory (HNI)sincejhe
:-»—tf therefore, with the Comprehensive Plan that encompasses the,study area.
~^*-5 addressed in this document have been considered-and proposed in
ei™vPlan. ---••• : - .-.,_.- ,.-.,,.,,w.,.,^^ - i •
'' «r~t"^ r~"'--^7^:-'-ra^«!:~-»-^re»~s-~.iJS 1.13 to four lanes throughout its length, consistent With the
jr-Wc^rcestehCoung 1989 Comprehensive Development Plan and its adopted^ 1997lSu^emenir™f^
^ 4—4 " ^P •=*'-» J^I**^'**«™T^=-^-.^:.^..; » ... .OTK, ,>.,,._.-.„. ,; ^ __ ,. . ._ ''- -^^ , $-h, ' ' = -«g ^ , , . ^ ' II
~s—.i-rever^ible and Irretrievable Commitments of Resources Which Would be Inyplyed
i ' '':.' """ : • ' ' - ;--.----.-,,= _______ »;.-;™™__ _5
f the rdualize alternatives (including the n«lierrad-Alteriia^e8)4md
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US 113 Planning Study
• the commitment of land to new highway construction,
• fossil fuels, labor, and construction materials,
• labor and natural resources used in the quarrying, manufacturing, mixing, and
transporting of construction materials,
• state and federal funds for right-of-way acquisition, materials, construction, and annual
maintenance,
• loss of tax revenues from private land taken for highway use.
The commitment of these resources is established on the premise that the local and regional residents,
commuters, and business communities will benefit from the proposed highway improvements.
Benefits would include increased safety, accident reduction, improvements to traffic flow, and
reduction in travel time.
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