There’s a plan for more rail options in Baltimore, and it doesn’t involve the Red Line

The Red Line might not be happening, but that doesn’t mean Baltimore’s transportation needs have gone anywhere. A plan from 2007 recommends new stations on the MARC’s Penn Line and make it easier to travel to and from Baltimore as well as within the city itself.

Baltimore's existing heavy rail lines, along with potential MARC stops and the now cancelled Red Line route. The 2007 Plan also discusses possibilities for expanding the Camden Line. Base image from Google Maps.

Baltimore’s existing heavy rail lines, along with potential MARC stops and the now cancelled Red Line route. The 2007 Plan also discusses possibilities for expanding the Camden Line. Base image from Google Maps.

Assembled by the Maryland Transit Administration, the 2007 MARC Growth & Investment Plan featured a number of rail projects, many of which would invest heavily in Baltimore. Adding more MARC stations to Baltimore would also amount to intracity service, removing some of the sting of losing the Red Line investment.

2013 draft update omits stations and improvements planned for the city. There isn’t an explanation for why.

Moving forward with the Penn Line stations identified in the 2007 plan would provide many more places to access or depart Baltimore on the MARC regional rail line. (The 2007 plan also calls for major Camden Line investments, but they are less shovel ready)

The plan includes three new stations on the Penn Line, which runs from DC Washington’s Union to Station to Perryville, Maryland, near the Delaware border.

1.The first is Bayview, near the Baltimore City/County line. Bayview would be a strong choice for a transportation investment because has easy access to Interstates 95 and 895 and park & ride opportunities, a major hospital, and dense neighborhoods nearby. Bayview is also easy drive from large suburbs in Baltimore County such as Essex and Middle River.

Bayview was meant to have a connection to the Red Line and has considerable station planning work was completed on the $60 million project. Of all the proposed new stations, this one is the most shovel ready.

2. The second is Madison Square, in the center of East Baltimore. The 2007 plan specifically calls for proposes a connection to the Metro Green Line and Johns Hopkins Hospital, which is one of the region’s largest job centers. A stop here would provide regional rail access to Northeast Baltimore, an area currently unconnected to any passenger rail network.

3.Finally, the plan proposes a station at Upton in West Baltimore, with a proposed connection to the Metro Green Line. This proposed stop is near the epicenter of the 2015 riots. Completing this connection would require making a station that links connection between the subway and the train tunnels that pass over each other.  Work on the B&P Tunnel is being planned now.

Riders leaving the MARC at Baltimore's Penn Stations. Would more stations on the Penn Line help transit in the city? Photo by Elvert Barnes on Flickr.

Riders leaving the MARC at Baltimore’s Penn Stations. Would more stations on the Penn Line help transit in the city? Photo by Elvert Barnes on Flickr.

The MARC lines are regional in scope, but by adding stations in dense populated neighborhoods outside of downtown on both sides of the city, Baltimoreans would have more access to the line. Those coming into Baltimore, will also have much greater choice of places to get off that might be closer to their destinations.

More MARC stations in Baltimore could attract jobs

When it was still on the table, a lot of people called the Red Line the “jobs line” because it would have connected so many of Baltimore’s densest employment clusters, especially near the harbor and in Baltimore County. The MARC Penn Line runs about three miles north of the Red Line alignment, and while the proposed stations are in places with fewer jobs, they’re still close to large residential populations.

That means new Penn Line stations could very well attract new jobs in the future. Like the Red Line, the MARC lines cross from west to east (although the Red Line was to go much further west into Baltimore County). Adding stations on the Penn Line at Bayview and Madison Square in particular, appear to be feasible. With multiple new stations within Baltimore and more frequency, it could create “transit-like” service through Baltimore. If that were to happen, it would be an economic jolt for neighborhoods in the city’s interior.

As the state and city discuss transportation improvements for Baltimore, the 2007 MARC Investment Plan for Baltimore should be on the table. Adding MARC service and stations in Baltimore is not a substitute for the Red Line, but it would do a lot of good in different areas of the city.

A similar article has been posted at Greater Greater Washington

Jeff La Noue

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Baltimore’s Red Line connects more than you may think

Baltimore’s Red Line will be much more than a new transit mode for a single city. Beyond making it easier to travel across Baltimore, the Red Line will join MARC and the Purple Line to better integrate Baltimore City and County with Washington DC, Prince Georges County and Montgomery County.  In fact, by combining with the MARC, Baltimore’s Red Line destinations can be accessed by rail from seven Maryland counties.

The Red Line (not to be confused with the Washington Metro’s Red Line) is a light rail line that will run east-west through Baltimore. It will serve popular destinations like the University of Maryland Baltimore, National Aquarium, Camden Yards and M&T Bank Stadium, the Convention Center, historic Little Italy and Fells Point, and new job centers in Harbor Point and Harbor East.

Penn Line MARC riders will be able to easily transfer to the Red Line to reach harbor/stadiums/jobs. All images from Baltimoreredline.com

Penn Line MARC riders will be able to easily transfer to the Red Line to reach harbor/stadiums/jobs. All images from Baltimoreredline.com

Congestion, some narrow streets, and expensive parking make it easier for a lot of people to get to these areas by rail rather than car. Forecasts estimate it will serve 54,520 daily trips, and many will start or end their journey outside of Baltimore City. Four of the stops are in Baltimore County, but that’s only part of the story.

Linking the region by rail

The Purple line and the Red Line would provide “ribs” on the MARC “spine” from DC to Baltimore and beyond. Riders at any of the MARC Penn Line’s 13 stations or along the Purple Line will have better access to Baltimore, while Baltimoreans will be able to travel to the Washington’s Maryland suburbs like never before.

The Red Line will meet the MARC’s Penn Line at two points: the West Baltimore and Bayview stations, both of which are short trips to the jobs, tourism, and entertainment destinations near the harbor.  The area between downtown and Bayview, for example, is one of the fastest growing residential and job centers in the region.

No matter which direction they travel, Penn Line riders looking to travel to harbor-area destinations will be able to knock at least ten minutes off of current ride times by taking the Red Line from West Baltimore or Bayview to downtown. Plus, they won’t have to travel the extra distance to Penn Station in Mount Vernon.  The Red Line’s stations will bring them much closer to their destinations.

Park-and-rides will also make the Red Line accessible to drivers

The Red Line is not just for people connecting among rail transit. Five of its stations will have parking lots near interstates, giving drivers coming from both east and west of the city options for parking outside and taking the train in. Avoiding downtown Baltimore’s congestion and high parking fees is a good way to save travelers money and time.

Bayview- a MARC station and one of five park and rides planned for Baltimore's Red Line

Bayview- a MARC station and one of five park and rides planned for Baltimore’s Red Line

The park-and-ride stations should be particularly important to Governor Hogan because they make the Red Line available to a many of the outer counties and rural districts that voted for him.

Right now, it’s most important to persuade Hogan and new transportation secretary Pete Rahn of just how transformative the Red Line will be. A number of Baltimore officials are currently leading efforts to do so.

The Red Line is an example of why it’s important to think beyond just one city or one mode of transportation. When we consider the networks that multiple modes can build across multiple regions—local rail lines combined with a regional commuter train and park and rides, for example—we can reap the benefits of a more integrated Baltimore and Washington region.

Jeff La Noue

A similar article is cross-posted on Greater Greater Washington and the Sustainable Cities Collective

MARC Train Edge Cities-They Don’t Exist, Yet

We splash cold water on our early morning faces before heading to Baltimore’s Penn Station in the dark where I  drop my wife to catch the 5:50AM MARC (Maryland Area Regional Commuter) train departing Baltimore Penn Station for Washington Union, where she will then transfer to the DC METRO and arrive at her work site by 7:30. Based on time and cost, this is a better choice than driving through AM and PM rush hours in two cities, which she has also experimented. I work in Baltimore, but have meetings in DC’s Maryland suburbs.  Right now, we are a couple straddling the Baltimore/ Washington region. We are not alone.

It is not surprising that corporate offices and sprawling suburbs are consuming the green fields between the beltways. By being in the middle, families and businesses can access the employment, cultural, airport and other benefits of both metros.   It is also not surprising that traffic is terrible and there is pressure to use tax payer dollars to widen or create roads. (ICC)

Corporate sprawl 2

Image: Corporate sprawl between Baltimore and Washington alienates transit riders

The status quo development (above image) between the cities is comprised of both corporate and residential sprawl a few miles from MARC stations, but useless to arriving train passengers. The US Green Building Council (USGBC) and its LEED rating system need to play a role.  USGBC should not be giving isolated land gobbling sprawl producers green credentials for energy efficiency when  these same buildings require inefficient commuting.

What is surprising is there is nary a sprout of an urban cosmopolitan edge city that is oriented around a MARC train station between Penn and Union Stations.  Arlington, Rockville, Bethesda, and Silver Spring are small cities that have grown up around Washington Metro Stations. Kaid Benfield has covered the Arlington success story and Chris Leinberger has described the growth of what he calls “walk up” development that is becoming so prevalent in the Washington Metro Area. By contrast, all seven MARC Penn Line stations between Penn and Union or “stations in the middle” (SIM), lie in a desert of surface parking lots (there is a garage at BWI). It is difficult to even get a cup of coffee at most of these outposts. What is also important to note, that MARC trains can deliver a passenger from these SIMs to the center of Washington (and Baltimore) roughly as fast and more comfortably as the Washington Metro (or car) from the aforementioned edge cities’s metro stations.

MARC Stations 2

Image: Lots of urban development opportunity at the underdeveloped MARC stations between Baltimore and Washington. Bowie State University and BWI stations shown.

While this author advocates for infill development inside the beltways, he acknowledges the demand for development in between.  It is time to start urban mixed-use development along the MARC Penn and Camden Lines. MDOT proclaims they are open for business partnerships and have a transit-oriented-development (TOD) underway at Odenton.  Private sector developers have made lots of money building urban product at Washington Metro Stations, particularly in Montgomery and Fairfax counties. There is potential for similar opportunity adjacent to MARC stations.

So why has scattered growth continued between the two cities while MARC stations remain the nucleus of constellations of barren commercial-less surface parking?  I speculate the issue is structured parking.  With cheap available green fields, why build the more expensive structured parking for more urban development patterns?  The reason for change is this.  There are an increasingly large number of consumers and employees who operate between Baltimore and Washington that prefer a hassle free train ride complemented by a short walk to an office, a restaurant, a hotel, or a residence on both ends, especially in a cosmopolitan urban environment. There is a premium for this in Bethesda and Arlington, and there will be at MARC stations.

BethArl

Image: Arlington (left) and Bethesda (right) are among several edge cities that have grown around their train station-each about 30 minutes from the center of Washington-the same as many MARC stations

Arlington TOD corridor

Image:  Arlington is being developed like pearls on a string with the densest development nearest the train stations. This is a model for MARC.  Source: Switchboard NRDC (left) and familypedia.wikia.com

To get on a roll at MARC stations, the public sector may have to help build and finance structured parking to open land adjacent to stations for development.  Stu Sirota, Principal of TND Planning Group, says there needs to be an overarching vision coupled with marketing. Stu  continues –  “A real regional planning effort  or charrette will show how all these station areas could become cool transit villages (or bigger) and what an incredible impact that could have on the Baltimore-Washington corridor.” Once there are a few hot spots along the line, the SIMs will be coveted real estate. It is time to get started.

Red Line: An Opportunity for West Baltimore

The western side of Baltimore has a golden opportunity.  An opportunity of a generation.  An opportunity that if missed, will likely not come again in a long time.  This opportunity is the Red Line.

The author grew up on the west side of Baltimore and wants it to flourish. The area is home to tight-knit neighborhoods, a great variety of historic architecture, and the city’s biggest park; Gwynns Falls Leakin Park.  That has not been enough. Unfortunately, West Baltimore (city) has few large employers and is not seeing enough private investment flow in its direction.  This has an impact on quality of life.  The west side has a dearth of sit down restaurants, no movie-plexes, no hotels, and few thriving retail districts.  Despite the city’s overall uptick in population, the west side continues to hemorrhage residents, which results in too much crumbling housing and falling employment opportunities.

If the west side remains isolated and it does not try something new, it is hard to envision change.  The opportunity is right in front of us.  In the short run, the Red Line will put thousands to work. When it opens, the west side neighborhoods will be connected within minutes to over 113,000 downtown jobs and thousands more in southeast Baltimore. The Red Line will make easy transfers to MARC trains at West Baltimore and Camden Station, opening up the Washington region in ways never before realized. The Red Line also will make it convenient to visit restaurants, shopping, and events. Most importantly, the Red Line greatly improves the prospects for attracting new employers, restaurants, retail, and potential residents that have been spurning the west side for other parts of the region. Rail transit does not guaranty new investment as those of us in Baltimore are all too aware. However, transit-oriented-development is happening in traffic clogged cities all over the world, especially right down the tracks in Washington.  Thirty-four MARC minutes from the West Baltimore Station, New Carrollton envisions 5500 new apartment units and 6.1 million square feet of office and retail around its station.  Development at transit stations will eventually catch on here in Baltimore too, hopefully sooner than later.

Transit Oriented Development opportunity at the W. Baltimore MARC Station

Transit Oriented Development opportunity at the W. Baltimore MARC Station

Development at this West Baltimore Station is a lot more likely with these train connection combinations: 45 minutes to Washington Union Station, 34 minutes to New Carrollton and the Purple Line, 10 minutes to downtown Baltimore, and 10 minutes to Baltimore Penn Station. Image Source: West Baltimore MARC Station Master Plan

Improved transit could make development in West Baltimore more likely

Improved transit could make development in West Baltimore more likely

For households and businesses that need easy connections to Baltimore and Washington, development at the West Baltimore MARC would be ideal. Image source: West Baltimore MARC Station Master Plan

The residents and business owners of: Dickeyville, Franklintown, Rosemont, Allendale, Ten Hills, Hunting Ridge, Poppleton, Franklin Square, Union Square, Edmondson Village, Harlem Park, and other nearby neighborhoods will be the biggest beneficiaries. As it is often said “location, location, location….”  The Red Line  will again give West Baltimore a location advantage and the chance for new development that otherwise would not occur.

Maryland’s General Assembly is debating funding and the Red Line.  There are only so many times that your districts can be part of a $2.5 billion shot in the arm and the chance to transform the economic outlook for dozens of neighborhoods. It is time to seize the opportunity.

JL

Baltimore Better with Red Line

Baltimore Red Line Route Map

Baltimore Red Line route map

By Grant Corley, Chair of Red Line Now PAC

As this year’s General Assembly heads into the home stretch, it’s become clear that one of the most important economic development opportunities Baltimore has seen a generation could soon slip from our grasp.

Baltimore is in dire need of a well-connected, effective public transit system. This is no small matter. Cities around the nation — most notably, our friends down the road in Washington, D.C.  — are capitalizing on good public transportation networks to help attract residents, jobs, and investment.

Certainly, Baltimore does have its share of transit now. But we lack a fast, effective east-west transit route; this fact severely impedes the usefulness and ridership of the overall network.

There is a solid plan to fill this gap. The proposed Red Line would connect downtown with the city’s east and west sides, meeting up with the Metro, the light rail, the MARC, and hundreds of employment centers along the way.

The Red Line is a major investment in Baltimore and its people. It would be a boost for neighborhoods West and East, and it would connect the city in ways we haven’t seen in nearly a century.

But because no funding source has yet been secured, we are in danger of losing the Red Line — this month. This would be a big mistake for our city.

Baltimore’s legislators already have a heavy lift with school construction funding, the death penalty, and dozens of other issues. But I believe they can find the energy to address our transportation revenue issue.

Why should we be standing up and demanding the Red Line?

1. Economic activity and jobs creation. According to a study by the Jacob France Institute at the University of Baltimore, the construction phase of the Red Line is projected to generate more than $2 billion in economic activity, and nearly 10,000 jobs. 83% of those jobs would require less than an associate’s degree. This is relevant, because the Red Line’s community compact makes it a priority to create employment opportunities for city residents.

2. Jobs access for residents. Once completed, the Red Line will open up useful transit access to hundreds of job sites, both along its east-west corridor and via connections to other transit routes. This will provide expanded employment opportunities for the 35% of city residents who lack an automobile. It will also make more areas of the city accessible and desirable for employers to locate.

3. Ability to compete. 10,000 families? Here’s a news flash: young people today are choosing to live in cities with transit. They’re bringing talent and energy, and they’re starting new businesses and families. If Baltimore doesn’t make itself competitive for these up-and-coming urban dwellers, we’ll lose them to a dozen other cities. It’s worth noting that in 2012, the District of Columbia, with its remarkable Metro system and soon-to-be streetcar network, leapfrogged Baltimore in population for the first time in decades.

4. Neighborhood revitalization. Dozens of Baltimore communities need a major shot of investment. The Red Line, and the remarkably useful regional transit network it creates, can become a ribbon of strength weaving them together. Neighborhoods along Edmondson Avenue can build on that strength, attracting homeowners and businesses. The West Baltimore MARC station can become a hub of residential, business, and transit activity. The same goes for Highlandtown and Greektown, where the Red Line has become a cornerstone in those communities’ revitalization plans.

5. Ability to get around. Last but not least, a good transit system makes the city more useful for everyone. Parking-starved neighborhoods such as Fells Point and Canton are never realistically going to have a guaranteed space for every car — but the Red Line would give residents an attractive, convenient alternative to driving, as good transit has done in urban neighborhoods around the nation. Many of us who previously didn’t ride transit have begun to get a taste of its usefulness thanks to the Charm City Circulator. However, the Red Line would be a far more useful and permanent system, with regional economic importance.

March 2013 is make-or-break time for the Red Line and other state transportation projects. Gov. O’Malley and the General Assembly’s Democratic leaders have proposed a revenue package to pay for much-needed transportation and transit improvements in our congested state. But if our legislators from Baltimore don’t step up to secure funding for the Red Line — now — we lose a multi-billion-dollar investment in our communities and our city. If you want this investment, you need to contact your state legislators and tell them.

If Baltimore does somehow fail to build the Red Line, the enormity of the opportunity lost will become apparent over time. D.C. is already eating our lunch, all the while continuing to expand its transit options. Virginia has passed major transportation funding legislation. And Montgomery and Prince George’s Counties do have the political willpower to fund and build the similar Purple Line, which will improve those communities’ economy and quality of life.

If Baltimore fails where our neighbors succeed, the next generation of city residents will have a stark example of what might have been. Let’s hope they won’t look back and wonder why our city squandered the once-in-a-lifetime opportunity we have in front of us now.

Red Line Station

Red Line Station

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