I was on a United Airlines flight from Dulles to LAX the day after a major ice storm in the Northeast had closed a third of the country’s airports, and the airlines were playing catch up. My flight was delayed, all of us already onboard, waiting to leave the gate. Our pilot came on the intercom giving periodic updates as to our status.

“Folks, we’ve closed the doors and are ready to push off here, but we’ve been told we have to wait for 13 pieces of luggage. Apparently, some of you were late.” No one made eye contact with anyone except the people they’d boarded with, hiding the culprits’ identity. But over the next 15 minutes, the captain came on less and less frequently with updates, more irritated each time. Finally, he reported, “Uh, folks, we’re not waiting anymore.”

The cabin lights dimmed, and the plane rocked slightly, then began the slow push back, the careful turn, the taxi toward the runway. I was relieved because I had a connection to make in LA, but I hoped my suitcase wasn’t one of the 13 we were leaving behind.

We accelerated toward takeoff, runway edge lights whipping by, each passenger in his own way preparing for that moment in the race for ascent when you feel the rear wheels leave the earth. What is it about that moment? Do we somehow know it’s like dying? Finally free of the restraints of both our own gravitational body and the earth’s?

But we didn’t take off. Instead, the plane suddenly decelerated and powered down to a stop. After a moment, the pilot explained: “Folks, Air Traffic Control isn’t happy about us leaving without the bags. Looks like we’re going to sit in a penalty box for a while.”

So, on my trip to California this spring, I decided not to check luggage. It was so much easier not to go to baggage claim, where passengers bunch and bump at the carousels like impatient cows milling at the trough. The only difficulty was lifting my carry-on into the luggage bin over my head. I couldn’t get it up over the lip, but a kind passenger several seats away intuited the struggle wasn’t going to go my way and moved around people clogging the aisle as passive as logs to offer a hand in the nick of time. I still love him. No, seriously. I love him.

I always take a seat on the aisle so I can get up without bothering anyone. Southwest 5461 was packed, but as passengers boarded, I wanted to use the restroom, and as I was seated so close to the front, I decided to go for it. There was a lovely girl in the window seat next to me—young enough to be my youngest daughter–with long dark hair like Emily’s. She was wearing a beautiful, three-diamond engagement ring, and I’d seen her Facetiming her fiancé on her tablet. He looked so affable—a big guy with reddish hair.

Seats aren’t assigned on Southwest (although they claim they are changing this policy), so I asked my seatmate if she could be sure no one else took the seat in the few minutes I’d be away. She smiled—“of course,” she said—“no worries.”

I maneuvered my way up the aisle of boarding passengers like a salmon to discover a pristine restroom in that rare spacetime anomaly in which it had not been used since the pre-flight cleaning. I then made my way back to my seat, but when I approached, I saw it had been claimed by an enormous backpack. I paused, uncertain what to do, when the girl glanced up, “Oh, that’s mine,” she said, lifting it, “I wasn’t going to let anyone take your seat,” she said, laughing. I must have looked relieved as I sank down and searched for my seatbelt. She leaned over, “I’ve got you,” she said and went back to work on her laptop.

She’s got me, I thought, ridiculous with gratitude. When you are traveling alone, little kindnesses are big. Supersized, actually.

Eventually, my seatmate put her work aside and began scrolling through wedding dresses. We didn’t say one word to each other for the next five hours, not until we started our descent. I developed this inflight protocol after years of making the nearly 13-hour flight from LAX to New Zealand after having already flown five hours cross country. Don’t start a conversation with your seatmate until the landing gear is down. There is a swimming pool salesman on board NZ 8 whom I suspect is still talking. He probably hasn’t even noticed we’ve landed, and I’m back in America.

“When’s the wedding?” I asked my seatmate as we descended over Baltimore.

She smiled, seemingly pleased to be asked. “October,” she said.

“The dresses you were looking at are gorgeous,” I said. “You will be a beautiful bride.”

We hit the tarmac with a thump, and the wing flaps caught the air to slow us. As always, it felt as if the engines powered in reverse- as if parachutes had deployed behind us. Five hours in the clouds and earth had reclaimed us.

The flight attendant came on to thank us for flying Southwest. “If you are connecting to another Southwest flight,” she said,” be sure to check the arrivals and departures board at the top of the jetway when you enter the terminal, as gate assignments can change.

 “And if you are connecting to another flight that’s not Southwest…how can I put this?… We really don’t care what happens to you.”

I pulled my carry-on down, laughing.

“Have a lovely wedding,” I said, but I meant, Have a beautiful life. Because unlike our flight attendant, I did care about her. May whatever baggage you’ve brought into this partnership be dispatched with grace. May you never miss a flight and your delays be minimal. May you have as little turbulence as possible. May your losses be small and your love be big and resilient. Keep your seatbelt on.

In October, I will wish that lovely young woman a sunny day for her wedding and a marriage that stays aloft.

As for you, may there always be someone in your life to say, “No worries, I’ve got you.” May you never miss a flight, lose your luggage, or pick the beef entré.

And may love be waiting at the Arrivals Gate.

Laura J. Oliver is an award-winning developmental book editor and writing coach, who has taught writing at the University of Maryland and St. John’s College. She is the author of The Story Within (Penguin Random House). Co-creator of The Writing Intensive at St. John’s College, she is the recipient of a Maryland State Arts Council Individual Artist Award in Fiction, an Anne Arundel County Arts Council Literary Arts Award winner, a two-time Glimmer Train Short Fiction finalist, and her work has been nominated for a Pushcart Prize. Her website can be found here.

Laura Oliver will be reading her work at the Stoltz Listening Room at the Avalon Foundation in Easton on April 24th at 6 pm as part of our Spy Nights series. Tickets can be purchased here.

The findings of a yearlong Chesapeake Bay Passenger Ferry Feasibility Study, spearheaded by a five county consortium consisting of Anne Arundel, Calvert, St. Marys and two counties on the Eastern Shore – Queen Anne’s and Somerset – were announced at this summer’s Maryland Association of Counties Conference in Ocean City.

The use of ferries for the purpose of making one’s way around the Chesapeake Bay has been part of the region’s economy and social fabric since the earliest days of colonization. Travelers on foot and horseback, catching rides up and down and across the Chesapeake, led to the iconic vessels of the steamboat era and then to the early Automobile Age ferry system that crisscrossed bay waterways to meet the needs of a more mobile vehicular culture.

These ferries, built or modified for passengers as well as their cars and trucks, were an important part of bay freight and transportation networks through three decades of the early twentieth century and still hold a nostalgic value for those who remember them. Their era of service ended in 1952 after the Bay Bridge opened to traffic. Now, seventy two years later, there is a serious initiative underway to perhaps bring a regional passenger ferry system back into existence and back into people’s hearts.

In the past there have been conversations, speculation, and even other studies undertaken as to what a new ferry system might look like, but the current process began in earnest in January 2023 when the five participating counties, all Maryland counties with bay access were invited to join, began accepting bids to conduct a feasibility study. The winners of that procedure, the Massachusetts-based transportation consultants Cambridge Systematics were  assigned to explore how a new passenger ferry service could stimulate economic growth, encourage tourism, and restore vital  links between people and their surrounding communities.

The 114-page study outlines such primary details as vessel requirements and ferry station infrastructure along with such more nuanced data as potential passenger appeal and economic projections. Initially focusing on a handful of key baseline communities that are most likely to experience success as travel destinations, including Baltimore and Annapolis, plus St. Mary’s City and Crisfield, a long term favorable outcome would see more than twenty locales included in the network.

Heather Tinelli

Heather Tinelli, the Economic and Tourism Development Director for Queen Anne’s County, says that even in these early planning stages of the proposed ferry project, the five county collaboration on both sides of the Chesapeake has proven the potential of “making the bay more of a connector than a divider.” There are two prospective route connections in Queen Anne’s, one at Matapeake Fishing Pier, one of the last and most popular dockages of the old ferry lines, and one at Kent Narrows.

As society reassess both the importance of interpersonal connections between communities and expanded access to the bay as being critical to people better understanding, appreciating, and prioritizing the area’s natural resources, the establishment of a system of passenger ferries might not only be capable of introducing Marylanders and visitors alike to parts of the state they’re unfamiliar with, but could, despite significant initial investment and risk, result in meaningful financial advantages.

Clint Sterling

Clint Sterling, the Director of Recreation, Parks & Tourism for Somerset County, says that potential benefits are numerous, including investment in the community to “increase and optimize our amenities to serve visitors, revitalization and growth for our existing tourism partners, and serve as a catalyst for economic growth across many sectors.”

The study recommends that an initial plan should include the service of two 149-passenger and five 49-passenger diesel or diesel-electric hybrid catamarans which would serve 50,000 riders on six proposed routes with fourteen stops four twenty six weeks from mid-April to mid-October. It is estimated that each low-impact rider, no cars will be added to the mix, will spend an average of $200 at their destination in food, attractions, shopping, services, and lodging.

The venture will be funded by a public and private partnership, a fiscal structure that provides access to transportation funds made available through the state and federal governments while still being driven by the goal of making a profit. The operation of the vessels used in the system would be financed by ticket and advertising revenue, in conjunction with support through the communities that will benefit from their service. There would be costs to establish the system and revenue would take time to catch up to investment, but ownership shared through public-private resources provides different avenues to reach operational goals.

The next steps to seeing the proposed Chesapeake Bay ferry network come into being will all also take time. It will take time to assess the readiness of the recommended docking locations, to contact potential private transportation companies who would oversee ferry operations (auto ferries were considered but would require more investment than current data would support), and to secure development funding, tools, and opportunities.

“Most important of those next steps,” says Heather Tinelli, “include continuing to reach out to the community for input and support and getting the results of the feasibility study into the hands of individuals, as well as businesses and politicians in the region.  Any plans made moving forward will be bolstered by positive community feedback and support. Community involvement will be crucial.” Clint Sterling emphasizes that all efforts will be made to “make sure all voices are heard.”

Tinelli says the consortium and the participating counties they represent believe that the “unique economic development opportunity to boost tourism and strengthen connections within the Chesapeake Bay region are real.” She says that the study decided the basic vision the counties have is feasible but long term, future-looking planning has to be flexible. “This is not,” she says, “an overnight process. No one would want it to be. Bringing something like this to fruition takes careful consideration. There are lots of moving parts and the numbers matter.”

Sterling concurs: “Any undertaking that is worth the effort will certainly have its challenges – for our area I look at this opportunity not necessarily as a series of challenges, but more of meeting benchmarks by creating the areas that will be appealing to the visitor and meet their needs and providing support to the potential operators of the service that will make our location an enticing place to do business.

“A far more problematic scenario,” he says, would be “if this study and potential project were taking place and we were not part of the proposal and were on the outside looking in.

“We believe this ferry has the potential to revitalize our region and develop many beneficial opportunities, create jobs, enhance our tourism industry and boost the economy, and provide access to recreational amenities.

“And” he adds, “that the real work is just beginning.”

The full Chesapeake Bay Passenger Ferry Feasibility Study can be seen here.