Posts about MARC
Officials from the MARC and VRE commuter rail systems started discussing how to run trains from one state to the other through DC, instead of stopping all trains at Union Station, NBC reports. This is an important step on a long road (or track?) toward a better regional transit system.
In the segment, reporter Adam Tuss explains that while there are a lot of obstacles, there are also big benefits. "Those improvements could mean as much as two lanes of rush hour traffic on Interstate 95 or 66 could be shifted to the rails," he says.
Commuters from Maryland could ride past Union Station to Crystal City, Alexandria, Fort Belvoir, or other job centers. Or they could transfer at L'Enfant Plaza to the Orange, Blue, Yellow, and Green lines to reach jobs in many parts of Virginia, DC, and Maryland. Meanwhile, Virginia commuters could ride to Rockville, Fort Meade, Baltimore, and more.
The railcars and platforms aren't compatible. VRE uses low platforms and its cars can only access low platforms. MARC has a lot of high platforms and cars that can access both. Over time, VRE could buy compatible equipment, but until then, the only through-running possible is for MARC to send trains to Virginia, and maybe VRE could run on the Brunswick Line. Which is a good start.
The tracks don't line up. The problem with VRE on the Brunswick Line (the one that goes to Frederick) is that the Brunswick Line tracks come into Union Station on the west end, while the tunnel to Virginia is on the east end. Trains can cross over, but they would block all of the other lines as they do, delaying other trains.
There aren't enough tracks. There are 2 tracks on the Long Bridge across the Potomac, and 3 through L'Enfant Plaza. CSX controls the tracks, and lets VRE use some space on them, but only a limited amount. Except for one reverse-direction VRE train and a few Amtrak trains, all of the passenger trains go north in the morning on one track, and south in the evening. There are plans to add tracks (and platforms) at L'Enfant and a study going on for the Long Bridge, but more tracks are years and many dollars away.
There aren't enough platforms. The L'Enfant and Crystal City stations have just one platform, on one side of the tracks. These stations would have to be rebuilt with platforms for both directions for MARC trains to usefully go to Virginia.
But all of these are engineering obstacles which just require some time and money to solve. If the project can substitute for widening I-95 or I-66 and one or more Potomac River bridges by two lanes, that's a huge gain, and the equivalent highway project would be very expensive as well.
With through-running and more trains on MARC and VRE lines, the commuter rail lines could even act as a sort of express train alternative for Metro. Add in some of the new transit projects being proposed, the region's heavy rail system could conceivably one day look something like this map I made five years ago:
While it might take years, it's worth starting now. MARC and VRE (and DC, and Amtrak, and the federal government) should be talking regularly to develop a comprehensive plan for how to make this happen. Then the jurisdictions can start working to fund and design them piece by piece.
MARC and VRE are now stepping up. DC Councilmember Mary Cheh also put $500,000 from the District budget to help develop a regional commuter rail plan. This is a good time, because CSX wants permission to enlarge its Virginia Avenue tunnel through DC; that gives the public leverage to demand CSX also cooperate with projects to add commuter rail service.
It can be extremely hard to get multiple states to coordinate transit plans, but if officials in the various jurisdictions can agree on a way forward, we can all start pushing to make an intergrated commuter rail system a reality.
The Maryland Transit Administration (MTA) is seriously looking at how to let passengers bring ordinary bicycles aboard MARC trains. A background briefing by top MARC officials last week left bicycle advocates with the distinct impression that they want to allow bikes on some weekend trains within the next year or so.
MTA officials have long said that the combination of high speeds and full trains prevented allowing bikes. At a meeting three years ago, advocates pressed the matter with Simon Taylor, the Assistant Administrator of MTA, and John Hovatter, Director of MARC and Maryland Commuter Bus Operations.
Taylor and Hovatter made it clear that there was no real prospect for bikes on trains anytime soon. But they also said that MARC was planning for weekend service, and that bikes "should" be allowed if that service started.
At the time, weekend trains seemed like a remote possibility. Now they are a reality, and MARC officials are evaluating options for allowing bikes aboard some weekend trains.
Why MARC does not allow bikes on trains
Taylor and Hovatter explained their reluctance to allow bikes on trains to several advocates at the 2011 meeting. Federal safety rules require bicycles to be securely tied down on trains running faster than 70 mph, lest they become projectiles in a crash, the officials said.
On the Penn Line, trains exceed 70 mph along most segments except in Baltimore. On some stretches, the trains exceed 110 mph when pulled by electric locomotives. MTA engineers have been unable to devise a way to quickly secure bikes without permanently removing 3 to 5 seats from the car for every pair of bikes. With full trains, that is not a tradeoff that MARC is willing to make.
The Camden and Brunswick Line trains are not so full, so removing a few seats in favor of bike racks might be reasonable for those trains. But MARC rotates all train sets (except for the electric locomotives) between the three lines, so modifying cars for those two CSX lines would make Penn Line trains even more crowded.
Could MARC allow bikes on the Camden and Brunswick lines with the existing train configuration? Given that WMATA allows bikes on off-peak Metrorail trains, it might seem safe to do so. But Taylor and Hovatter countered that the CSX track is much poorer, generating side-to-side jostling which can cause bikes to slip out of the hands of the owner and strike another passenger. The low platforms at almost every station are another obstacle.
None of these problems is insurmountable, but in MTA officials' minds, they seemed to all add up to make bikes more trouble than they are worth.
A possible breakthrough emerges
Last year's gas tax increase provided additional funds for transportation, making it possible to finally add weekend service. Last summer, I reminded Hovatter that he had said "bikes should be allowed" when weekend service starts, because the trains will not be crowded. I asked if he could provide us with an update of his thinking.
I would suggest we wait a few months to see how it is working and how many passengers we will be hauling. We are only running 3 car train sets to start off. If the trains are packed, and we hope they are, I doubt we will be able to handle any bikes, except the folding ones that we allow right now. Check back with us when it starts.I was not encouraged by that response, but other members of Maryland's Bicycle and Pedestrian Advisory Committee (MBPAC) were more optimistic. Greg Hinchliffe, who represents Baltimore on the committee, pressed MDOT's Michael Jackson to set up a meeting with MARC officials and MBPAC.
As soon as the meeting began, it was clear that something had changed. Rather than listen to cyclist pleas for better service, the MDOT officials decided to have Erich Kolig, MARC's Chief Mechanical Officer, start the meeting with a presentation that gently lampooned MARC's existing policy. With a perfect deadpan, Kolig showed the MARC website:
Here is our bicycle policy: "Due to safety concerns, MARC's bicycle policy allows for the transportation of folding bicycles only... However, folding bikes are no longer restricted to those carried in a case." You see, we do have a bicycle policy.All the advocates, and Jackson, laughed loudly.
Kolig then explained that he thinks the weekend service and MARC's capital equipment upgrades provide an opportunity to start carrying bikes on some trains. While the trains have attracted more passengers than expected, they still carry fewer people than the weekday trains. His presentation included illustrations depicting how bikes can be safely stored aboard the trains. He had clearly thought through how to do it, and how to keep the cost low enough to make it economically feasible.
Kolig and Hovatter asked the advocates to not reveal any details of the proposal.
Hovatter seemed favorably disposed to the proposal, although he did not promise that MARC will actually implement it. The decision to go forward is a few steps above his pay grade. And some unanticipated problems may arise, since railroads are highly regulated and MARC owns neither the track nor the largest stations on the Penn Line.
Hopefully, the Maryland Department of Transportation will approve Kolig's recommendation and at least start a pilot project with bikes on weekend trains, as soon as practicable. The Washington Area Bicyclist Association (WABA) has offered to help MTA officials get cyclist feedback on any draft plan.
Cross-posted at WABA Quick Release.
If you have young children and don't own a car or just don't like driving, you know what a pain weekend trips can be. With the new weekend MARC service to Baltimore, Charm City can be a fun family car-free trip, especially when the weather calls for indoor activities.
I've taken my 5-year-old son to Baltimore for car-free weekends about 6 times, and he is always asking to go again. It's easily done without the hassle of a car, because most attractions are within easy walking distance of the Inner Harbor.
Getting there and back
You can take the Amtrak or MARC trains 7 days per week between Union Station and Baltimore's Penn Station. The Amtrak Northeast Regional runs between the two stations with tickets as low as $12 and takes 40 minutes. The MARC Penn Line does the same trip in an hour for only $7.00 and now runs 9 trains each way on Saturdays and 6 on Sundays. You can also spend $70 per ticket on the Acela and arrive in only 28 minutes.
My son and I either take an afternoon train on Friday afternoon in time to get him in bed in a hotel on time, or an early morning Saturday train. Kids love trains, of course, and it's wonderful to arrive without the stress of driving.
When you get to Penn Station, you need to take a bus to the Inner Harbor, which is probably where your hotel and activities are. Baltimore has a Circulator bus just like DC, but theirs is free, which is nice. It's called the Charm City Circulator, and the Purple Line runs between Penn Station and the harbor every 10-15 minutes.
The Circulator will take you down the west side of the Harbor. If you are headed to Harbor East, which is where we usually stay, you can either transfer onto the Orange Line or impress your family by taking the local Maryland Transit Administration bus directly from Penn Station to Harbor East. Check out bus directions on Google Maps on your phone and you'll find the next 11 bus running every 30 minutes between Penn Station and Harbor East. Have $1.60 ready per passenger, including kids.
Where to stay
Inner Harbor accommodations can get pricey, but we've found a fantastic hotel option. The Homewood Suites in Harbor East is situated in between all the kids' activities, and has a kiddie pool inside. A large, good breakfast is included.
It's an all-suite hotel, which is a nice perk allowing parents to relax after kids go to sleep. Advance reservations start at $170/night, while same-week reservations start at $189/night. If you're flexible, they drop prices the day before your trip when the hotel isn't filling up, and I've paid as little as $120 as a result.
What to do
There are three big things for kids to do in the Inner Harbor: the National Aquarium, the Maryland Science Center and the Port Discovery Children's Museum. Here's our time-tested routine.
We arrive Saturday morning, and after taking the Purple Line Circulator bus to Pratt Street, we walk down to Miss Shirley's for lunch. Your kids will love the kids meals in giant bento boxes, and you'll love the crab cake fried green tomatoes eggs benedict.
It may seem like the only restaurants in the Inner Harbor are chains, but there are fantastic local restaurants as well. You just have to head to the east side of the Harbor to find them.
After lunch, we head to the Port Discovery Children's Museum, which is right behind Miss Shirley's. Port Discovery is awesome, and will help your kids get their wiggles out after sitting on the train and a bus.
After the Children's Museum we walk to the Homewood Suites Harbor East, which is an easy 10 minute walk. If we have time, we stop by Vaccaro's Italian Pastry in Little Italy for ice cream, which is right on the way.
We have a little resting time in the hotel, then walk back into Little Italy to get a pizza at Isabella's Pizza, the best pizza in Little Italy.
After a good night's sleep, we wake up Sunday morning and have breakfast in the hotel before headed to the hotel kiddie pool. The big decision to make is whether to then head to the Aquarium or the Science Museum.
The National Aquarium is a very pleasant walk over a couple wooden bridges from Harbor East, away from the tourists on the west and north sides of the harbor. At $35 for adults and $22 for kids under 12, it's a pricey attraction but worth the money if your kid is old enough to really take it in.
Don't head to the aquarium for dolphin shows, because those ended in 2012. By allowing all visitors to observe dolphins in an interactive space designed for dolphins, the Aquarium was able to ensure everyone can see them.
My son likes the Maryland Science Center more than the Aquarium, so we usually go there, which is nice because it costs just $19 for adults and $16 for kids under 13. He could spend hours in the interactive Kids Room.
And any trip across the harbor, like we take from Harbor East to the Science Center, is better taken on the Baltimore Water Taxi. After a long day at the museum, we hop on the Purple Line Circulator back to Penn Station to take the train back to Union Station.
People often tell me it must be great to raise a kid in DC with so many museums. But I've wondered why all neighboring East Coast cities like Philadelphia and Richmond have both a top-tier children's museum and science museum, and DC has neither. That's why it's great to have Baltimore within such an easy reach.
Know any other car-free family trip destinations? Mention them in the comments. You can also read about Harpers Ferry for a car-free family trip.
Faced with growing ridership but limited capacity, VRE has released a plan to significantly expand commuter rail service in Northern Virginia, including reverse-commute, off-peak, and weekend services and an extension to Gainesville and Haymarket.
The $2.68 billion, 25-year capital improvement plan is split into three phases with modest capacity improvements through 2020. By 2030, it proposes major infrastructure projects including a new Long Bridge over the Potomac River, with further improvements in its last decade through 2040. It is the first new strategic plan for the railroad since 2004.
VRE planners say their vision is delivers a lot for a relatively low cost. "Significant capacity increases can take place almost entirely within the existing right of way, at a cost, and in a time frame competitive with highway and heavy rail construction projects in the region," the plan says.
Expansion is sorely needed. CSX and Norfolk-Southern own the tracks VRE's two lines use, and provide few slots for the commuter rail, limiting its schedule. Chokepoints in the region's rail network, most notably the Long Bridge, restrict the number of trains VRE can run. They also share track with Amtrak regional and long-distance trains.
During the railroad's 2013 fiscal year, which ended in June, VRE's average daily ridership was 18,878, though it regularly spikes above 20,000, according to recent comments by VRE Chief Executive Doug Allen. Capacity is about 19,000 passengers per day.
Under the plan, capacity on the commuter railroad would increase to about 43,000 passengers per day on weekdays, a 24,000 passenger increase. It also allows for about 6,000 passengers per day on weekends.
VRE would not cover the entire cost of the plan. The railroad, local, and regional jurisdictions would only be on the hook for about $1.19 billion under the plan, with the rest coming from project partners, for example CSX or Amtrak, and the federal government.
The VRE operations board unanimously approved the plan during its meeting January 17.
Plan proposes new Long Bridge, through-running with MARC
The first phase of VRE's plan, between 2015 and 2020, includes longer trains, an additional round-trip on both the Fredericksburg and Manassas lines, expanded parking at stations, and improved station facilities. These would cost the railroad $285 million. VRE says that these are cost-effective plans that can occur under its existing agreements with CSX and Norfolk-Southern.
The second phase, between 2021 and 2030, includes arguably the largest, and most important, project in VRE's plan: the Long Bridge replacement. Budgeted at about $1.1 billion, this could involve replacing the existing two-track structure with a new four-track bridge, as well as adding new tracks for four from L'Enfant Plaza to Alexandria.
VRE is participating in the Long Bridge replacement study, which the DC Department of Transportation is leading. The commuter railroad estimates that it would only need to contribute up to $111 million to the project under the plan.
Other projects during phase two include the $295 million extension to Gainesville and Haymarket, initial investments in a third tr
It's not surprising that corporate offices and sprawling suburbs are consuming the green fields between DC's and Baltimore's beltways. What is surprising is there's no real alternative: no urban places are being built at all of the MARC stations in the same corridor.
My wife and I live in Baltimore. Each morning, we splash cold water on our faces before heading to Penn Station in the dark. There, I drop my wife to catch the 5:50 MARC train to Union Station, where she will then transfer to the Metro and arrive at work by 7:30. This is a better choice than driving through morning and evening rush hour in two cities, which she has tried before.
I work in Baltimore, but have meetings in the suburbs between there and DC. By being in the middle, families and businesses can access the employment, cultural, airport, and other benefits of both regions. But the traffic is terrible, and there is pressure to use taxpayer dollars to widen roads or create new ones, like the Intercounty Connector.
The status quo development between Baltimore and DC is comprised of both commercial and residential sprawl, some of which is very close to MARC stations. But the way it's designed and sited makes it inaccessible to 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.
By contrast, all seven Penn Line stations, and most of the Camden Line stations between Baltimore and DC lie in a desert of surface parking lots (there's actually a garage at BWI Airport station). It's difficult to even get a cup of coffee at most of these outposts. But the train service offered there can deliver a passenger to the center of Washington or Baltimore roughly as fast and as comfortably as the Metro or a car.
Can we encourage transit-oriented development around MARC stations, the way we have around places like Arlington, Rockville, Bethesda, and Silver Spring, which have grown up around Metro stations? Kaid Benfield has covered Arlington's success in revitalizing neighborhoods without increasing traffic. And Chris Leinberger has described the growth of what he calls "WalkUP" development that is becoming so prevalent in the DC area.
While I advocate for infill development inside the beltways, there's still demand for development in between. It is time to start urban, mixed-use development along the MARC Penn and Camden lines.
The Maryland Department of Transportation (MDOT) proclaims they are open for business partnerships at MARC stations, and have a transit-oriented development (TOD) underway at Odenton. Private sector developers have made lots of money building urban neighborhoods at 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 Baltimore and DC while MARC stations remain constellations of barren surface parking? I speculate the issue is the cost of structured parking, which frees up room for urban development. With cheap available greenfields to build lots on, why spend the money?
The frequency of MARC service also affects the prospects for development around stations. Headways on the Penn Line are close to an hour outside of rush hour, while the Camden Line is even less frequent, and offers no trains in the middle of the day or on weekends.
More frequent MARC trains help overcome one advantage the Metro has over Maryland's commuter lines. Increased service, like weekend service on the Penn Line that started this December, makes TOD more viable because the people who live and work there can rely on it.
There are an increasingly large number of people who travel between Baltimore and Washington that may prefer a hassle-free train ride to a drive in traffic. Especially if there's a cosmopolitan urban environment where they get on and off the train. There is a premium for this in Bethesda and Arlington, and there could be at MARC stations as well.
To get on a roll at MARC stations, the public sector may have to help build and finance structured parking to open up land adjacent to stations for development. Stu Sirota, principal of TND Planning Group, says there needs to be an overarching vision coupled with marketing. "A real regional planning effort or charrette will show how all these station areas could become cool transit villages (or bigger)," he says, "and what an incredible impact that could have on the Baltimore-Washington corridor."
Once there are a few hot spots along the Penn and Camden lines, the areas around MARC stations will become coveted real estate. It is time to get started.
In 2007, the Maryland Transit Administration proposed adding a third track to the MARC Brunswick Line, which could make it possible to have all-day, two-way service. With a recent plan update proposing less third track, it's unlikely that this will ever happen.
The 2007 MARC Growth and Investment Plan proposed a third track from Georgetown Junction in Silver Spring, to Point of Rocks in Frederick County. It would have been built in three stages between now and 2035. In contrast, the 2013 draft update proposes one small portion of third track in Montgomery County and at unspecified locations elsewhere.
This reduces the chance that there will ever be all-day, two-way service. CSX owns the tracks that MARC trains use, and the agency will not allow MARC to run more service if there isn't a third track. If MARC doesn't say where they plan to put a third track, Montgomery County can't reserve the right-of-way for it, making it harder to build the third track later.
Current service on the Brunswick Line consists of 18 daily trains, peak-service headways of 40-75 minutes, one off-peak train on Fridays only, no reverse-peak service, and no weekend service. The Maryland Transit Administration's original plan for MARC called for bringing all-day, two-way service to the Brunswick Line in three stages.
In 2015, there were to be at least 6 additional peak-service trains, or 3 round trips. By 2020, there were to be shorter peak-service headways, plus some reverse-peak and off-peak service. And in 2035, there were to be reverse-commute and weekend service, as well as service to L'Enfant Plaza and Northern Virginia.
As for the third track, first, MTA would build near Rockville and along the Frederick branch of the Old Main Line. In 2020, there would be a third track on Barnesville Hill, roughly between the Monocacy River, west of Dickerson, and the Bucklodge interlocking, west of Boyds. In the long term, MTA would build the remaining sections of track between Georgetown Junction and Point of Rocks.
In comparison, the 3-stage expansion in the 2013 draft update builds up to only marginally more service. There would be no additional trains in the short term. During the 2020s, MARC would add 3 additional trains, including one reverse-peak train.
Between 2030 and 2050, there would be 6 additional peak-service trains (3 round trips), plus some off-peak service and some more reverse-peak service. The draft update only proposes building a short section of third track on Barnesville Hill in the 2020s, with "additional triple tracking" at unspecified locations in the long term.
Why is MTA's 2013 draft update so much less ambitious than its 2007 plan? Perhaps MTA is trying to hold down the costs of the plan. But unlike the 2007 plan, the 2013 draft update does not provide cost estimates for the long-term plans. So reducing the scope of the long-term plans does not affect the total cost in the 2013 draft update.
Or maybe MTA now believes that there will be insufficient demand for all-day, two-way service and weekend service on the Brunswick Line in the future. But this seems inconsistent with MTA's explicit recognition of transit-oriented development (TOD) in the 2013 draft update, including the creation of high-density, mixed-use TOD on existing surface parking lots within walking distance of MARC stations.
In Montgomery County, there are plans for MARC-related TOD at Kensington and White Flint, and construction is already underway at Gaithersburg, Germantown, and Metropolitan Grove. But will there be enough transit to support TOD at these stations, if even MARC's own Growth and Expansion Plan does not call for eventual all-day, two-way service?
And will these plans leave room for an eventual third track, if MARC's Growth and Expansion Plan does not call for one? Montgomery County's draft Countywide Transit Corridors Functional Master Plan, which proposes a countywide Bus Rapid Transit network, also covers right-of-way for MARC. But it only includes a third track northwest of Metropolitan Grove.
All of these projects should maintain a reserved right-of-way for the third track that will make it easier to provide all-day, two-way service on the Brunswick Line. And for this to happen, MTA's final update of the Growth and Investment Plan must restore both all-day, two-way service and a third track between Georgetown Junction and Point of Rocks as long-term plans.
If you support all-day, two-way service on the Brunswick Line, please e-mail MTA at MGIP@mta.maryland.gov. MTA will accept public comments on the draft update through mid-November.
When the new Rosslyn Metro entrance opened earlier this week, it became the first in what will be an exciting string of big transit projects opening in the DC region. Still to come: Metro, MARC, streetcars, and BRT.
From left to right: Alexandria's BRT, MARC, Silver Line, DC streetcar.
BRT and Metro photos from Alexandria and Fairfax County.
MARC and streetcar photos from BeyondDC.
The next big event will be on December 7, when MARC trains begin running on weekends between DC and Baltimore. MARC's transition from a commuter railroad to a more general-purpose transit system will open up Baltimore and other parts of Maryland like never before.
After that come streetcars. Sometime in late December, or possibly January, DDOT expects to start running streetcars along H Street. Then in February, the Silver Line will open, and begin carrying passengers to Tysons Corner and Wiehle Avenue.
Finally, sometime in the spring of 2014 Alexandria will open its Route 1 transitway, marking the beginning of the first bona fide bus rapid transit line in the region. All together, it's the most exciting time for transit openings in the DC area since the early 1980s, when Metrorail was opening new segments every few months.
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.
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