Posts about Baltimore
Since it opened in the 1960s, the University of Maryland Baltimore County in Catonsville has been known as a commuter school. But university officials are giving students alternatives to driving to campus, starting with a new bikeshare program.
Sitting at the intersection of interstate highways 695, 195, and 95, UMBC's campus just outside Baltimore was designed for drivers. A loop of heavy vehicular traffic encircles the campus, and most students live elsewhere. As a UMBC student, I frequently became frustrated by the amount of traffic, poor planning, and lack of parking on campus.
Recently, the university has made significant strides in becoming more sustainable. Its shuttle system now reaches nearby MARC and light rail stations, and officials have added carpool-designated parking, Zipcar services, and charging stations for electric cars. In late October, UMBC launched its first-ever on campus bikeshare program.
The bikeshare program is a partnership between UMBC's assistant athletic director, Mike D'Archangelo, and Scott Westcoat of C'Ville Bikes and The Hub in Catonsville. Any UMBC student can rent a bike free of charge with their student identification card. Students will be able to take out a bike for anywhere from a couple of hours to a week or more. This program is a little different from traditional bikesharing programs like Capital Bikeshare, which are intended for very short-term rentals.
Other area universities have expressed interest in giving their students alternatives to driving, citing the expense and harm to the environment. Towson University launched its first bikeshare program last spring, and runs shuttles to a nearby light rail station.
UMBC's future campus planning calls for additional bicycle and pedestrian paths to neighboring communities and nearby attractions, making it easier for students to travel to and from campus and explore the wider region. In 2012, Baltimore County announced plans to construct two new bike routes from UMBC to the Halethorpe MARC Station and Frederick Road in Catonsville's business district.
The UMBC bikeshare program will greatly enhance the transit opportunities available to students. The program will not only offer a free method of transport, but will also greatly improve connections to Catonsville and Arbutus. This interconnection will support the local economy in a sustainable way, and will encourage the thought process for advanced alternative modes of transportation for UMBC and southwestern Baltimore County in the long term.
This map shows every Amtrak, commuter rail, metro, light rail, and tourist rail line from Maine to North Carolina, to scale.
It comes from NortheastRailMap.com, and you can even download it in a fully-editable Adobe Illustrator format.
Cross-posted to BeyondDC.
Headed to Baltimore any time soon? If so, use this new frequent transit map, showing bus & rail routes that come at least every 15 minutes.
New Baltimore frequent transit map, by Marc Szarkowski for Envision Baltimore.
The new map borrows heavily from WMATA's 2012 bus maps that use a thick red line for more frequent routes. For Baltimore the thick lines are blue, but the effect and overall look is quite similar.
Close view of the area around Baltimore's Penn Station. Map by Marc Szarkowski for Envision Baltimore.
I've added this new map to the list of all known US frequent transit maps on BeyondDC.
Cross-posted at BeyondDC.
MARC commuter rail could eventually get new stations, more frequent service, and connections to Northern Virginia and Delaware. That's what a draft update of the system's Growth and Investment Plan calls for over the next 40 years.
The Maryland Transit Administration (MTA) envisions $467 million in capital improvements between 2013 and 2019 and another $1.8 billion for the following decade, according to the draft plan, an update of the original 2007 plan. It also includes potential plans for between 2030 and 2050.
The draft update identifies four trends affecting MARC. Over the past 15 years, system ridership has gone up an average of 3.5% per year, largely due to the Penn Line between DC, Baltimore, and Perryville. Parking is at capacity at stations on all 3 lines. MTA wants to make the system more sustainable. And MTA wants to encourage transit-oriented development.
MTA already has programmed investments for MARC that are either underway or are planned to happen soon. They include weekend service on the Penn Line, starting December 7; a new station at Halethorpe, on the Penn Line; and the purchase of 54 new railcars. MTA also plans to buy 10 new diesel locomotives, overhaul 63 bi-level railcars, and repower 6 diesel locomotives.
MTA also plans to implement positive train control, as required by law. And MTA plans to improve the track on the Camden and Brunswick Lines, build a facility for mid-day train storage in Washington, procure a maintenance facility at Riverside Yard in Baltimore, and build an interlocking at Hanson, just south of New Carrollton.
For the future, the draft update lays out four objectives for MARC: maintain a state of good repair, increase ridership, improve service, and enhance the customer experience.
On the Penn Line, MTA has $1.296 billion of planned improvements for 2020-2029, including new stations at West Baltimore and BWI and station construction at Bayview (in Baltimore) and at Elkton (in Cecil County). Plans also include expanded parking at Aberdeen, Halethorpe, Odenton, Bowie State, and Seabrook. Trains would have expanded peak and reverse peak hours and 30-minute headways for off-peak service. And there would be a shuttle link with SEPTA, the transit system for Philadelphia and southeastern Pennsylvania. MTA also plans to expand capacity at the Martins maintenance yard north of Baltimore and to build a pedestrian overpass at Odenton.
For 2030-2050, the potential plans for the Penn Line include a complete fourth track, including new bridges and tunnels, as well as service to L'Enfant Plaza and northern Virginia.
On the Camden Line, the $33 million of planned improvements for 2013-2019 include longer trains, a pedestrian crossover at Savage, 2 additional round trips, and turnback service between Washington and Dorsey. For 2020-2029, the $186 million of planned improvements include parking expansions at Laurel, Muirkirk, and Laurel Park Raceway; a third track between Savage and Laurel; one additional mid-day afternoon train; and one additional reverse-peak train. The potential plans for 2030-2050 include more third track, 20-minute headways for peak service, limited mid-day service, and weekend service.
On the Brunswick Line, the $57 million of planned improvements for 2013-2019 include longer trains and more bus connections. The $264 million of planned improvements for 2020-2029 include a third track on Barnesville Hill, east of the Monocacy River, as well as an additional or expanded station in Montgomery County and a parking garage at Germantown. There would be increased limited-stop and express service, along with one additional round trip from Brunswick and one reverse-peak trip to Brunswick. Potential plans for 2030-2050 include more third track, limited reverse-peak service, and 3 additional round trips from Frederick.
For comments on the draft update, you can e-mail MTA at MGIP@mta.maryland.gov until mid-November.
Bethesda, Silver Spring, and Arlington are some of the best suburban downtowns in America. Baltimore's suburbs, by comparison, have lagged behind. But with large infill projects coming to Towson and Columbia, Baltimore's most walkable suburbs may soon catch up with DC's.
In Towson, 1500 new residential units have opened in the past 4 years, with the largest redevelopment, Towson Row, announced just last week. The change has been enough that the Maryland Transportation Administration is now considering a Towson circulator bus network.
Columbia has further to go. Towson at least has a traditional grid of streets around which to build. Columbia, by comparison, was planned in the mid-20th Century around a mall. All Towson really needs is more buildings; Columbia must be reworked from the ground up.
But they are getting there, slowly. In 2010 Howard County adopted a master plan to make downtown Columbia more urban. And now, actual projects are in the works.
Developers are moving forward with a 9-story infill project after plans for a 22-story one on the same property fell through. The shorter project is actually denser. It will have 160 apartments, 12,000 square feet of retail, and 130,000 square feet of office space, compared to 160 apartments, 11,000 square feet of retail, and no office space in the 22-story version. The 22-story tower was proposed nearly 10 years ago, and was a more suburban design.
Unfortunately, for the foreseeable future both Towson and Columbia will continue to lack an important piece of the urban puzzle: regional transit. DC's suburban downtowns have the advantage of Metro, but Baltimore's Metro is smaller, and serves neither Towson nor Columbia. Long range plans call for an eventual light rail connection to both places, but that's decades away.
Cross-posted at BeyondDC.
Frequent transit maps highlight bus and rail lines that come at least every 15 minutes. They're great tools that help riders easily identify the most convenient routes.
Yesterday morning, the Chicago Transit Authority closed the southern end of the Red Line for 5 months of reconstruction. Should WMATA consider a similar approach? There are advantages, but also big dangers as well.
WMATA's rebuilding problem, which it dubs Metro Forward, has been going on for over 2 years with no end in sight. Almost every weekend brings at least one major closure, like on the Green Line last weekend. When it's over, Metro will be more reliable and passengers will experience fewer problems. But in the meantime, riders face service delays and other disruptions almost every weekend. Could a different approach work?
The CTA thinks so. Its Red Line South reconstruction project will close a portion of Chicago's busiest line for 5 months. According to the CTA, the project would have taken 4 years to finish if it restricted the work to weekends only.
The agency chose to give both weekday commuters and weekend riders a lot of pain over a short time, rather than stretch it out over a long time. When finished, the reconstruction project will reduce travel times between 95th Street and Roosevelt by 20 minutes and will make the Red Line more reliable. By closing the entire line at once, riders will get to see those benefits sooner.
In the meantime, riders will have many alternatives to the Red Line, including several shuttle bus options to other L stations. Because of the increased volume of riders changing from shuttles to rail, CTA has also made temporary capacity improvements to the Garfield station on the nearby Green Line, including new staircases, faregates, and bus bays.
Additionally, the Red Line itself will be rerouted over part of the Green Line, and will operate 24 hours during the closure. To prepare for this, the CTA undertook an aggressive maintenance regimen on the Green Line track and structure, since trains will be running all the time, preventing any overnight maintenance.
However, there can be trade-offs. The Baltimore Light Rail was built as a single-track system with sidings where trains could pass one another. In 2004 and 2005, the Maryland Transit Administration closed each end of the line for about 6 months to reconstruct the line with two tracks. Before the project, train headways were limited to 17 minutes. Now, trains can run much more frequently.
During that time, MTA ran local and express shuttle buses to get riders around the closure, but ridership fell by 20% due to the inconvenience and took 3 years to recover, according to a source at MTA. When riders don't have transit options for long periods of time, they make alternate arrangements, like moving or purchasing a car.
If WMATA were to close a line for a long time, the agency could help to mitigate the inconvenience to riders by working with local jurisdictions to set up temporary bus lanes, signal priority, and other transit improvements. Adding additional buses to parallel routes, routing buses to different terminals, and discounting fares are all approaches that could help keep riders on board during the work.
Metro Forward is a big undertaking, and even when it's done, weekend work may still be necessary for future repairs. But for large projects, like Metro's years-long Red Line rehab, closures might get the work done sooner. However, it would cause significant disruption and a potential drop in ridership.
- Metro maps out loop line between DC and Arlington
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- Alexandria board rejects King Street bike lanes
- Ask Congress to give DC self-rule on building heights
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- Sexist Metro ad asks "Can't we just talk about shoes?"
- Downtown & Georgia Avenue Walmarts open for business