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Posts Tagged ‘Top 5’

There are so many transit projects worthy of funding; not just in Baltimore, but around the country, municipalities are struggling to balance their budgets while some of the more basic needs such as access to reliable public transportation remain unmet. Below is a wish list of the top 5 transit and infrastructure projects Baltimore should work towards. This is not a comprehensive list, just a few suggestions.

1.)  A simple connection between the southbound Light Rail and Penn Station. It makes no sense that Penn Station wasn’t included on the original Light Rail line and why, when they added a Penn Station connection, they only added it for trains heading south out of the station. It’s past time this situation was rectified and travelers could connect directly to Penn Station from the North.

An image showing the one way connection between the Light Rail and Penn Station

2.)  The Red Line. While I don’t fully agree with the route, an east-west transit connection is sorely needed. In addition, there are some great opportunities to connect MARC commuter rail to the Red Line at two points along its path: West Baltimore and Hopkins’ Bayview Campus. The West Baltimore MARC station is an existing station and, under the current proposal, would be part of a larger redevelopment effort aimed at making the area transit accessible.

Courtesy of the Baltimore Department of Planning, this is a map of the area surrounding the West Baltimore MARC station. A connection between the Red Line and MARC would be part of a larger revitalization effort.

The Bayview stop would be a new stop and should help provide a transit anchor in that area. The area is currently without too much in the way of public transit despite the fact that the MARC Penn Line runs very close to Bayview.

An aerial view of Hopkins' Bayview Campus shows the MARC Penn Line running through the northernmost section of the screen without a station stop.

3.)  A new downtown transit hub: several sites could be used but the one that makes the most sense is the current location of the 1st Mariner Arena. As is noted in an op-ed in The Baltimore Sun, the 1st Mariner site would sit at the intersection of the existing light rail line and the proposed Red Line. The site could play host to retail, apartments and offices. It could also serve regional bus operators such as Greyhound and potentially a MARC station if CSX should ever expand or sell its right of way to the Howard Street Tunnel. This project presents tremendous opportunity for an area that needs a little push through this recession. It should also be noted that the Lexington Market Metro and Charles Center Metro stops are only a few blocks away and an underground connection could be built to allow for transfer between all three transit lines. It should go without saying that this building should include a “fare only” area to allow for smooth transfers between MTA lines and prevent fare evasion. A connection between all transit lines would be a real boon to Baltimore.

A very rough sketch of the intersecting lines around 1st Mariner Arena

4.)  A pedestrian bridge connecting Rash Field and Federal Hill with Harbor East was proposed as part of the redevelopment of Rash Field, which has been planned for quite some time. The bridge would not only cut off a significant distance for pedestrians and cyclists trying to cross between sides of the harbor but could also be an iconic addition to the City’s skyline.

A rendering provided by the Greater Baltimore Committee of the proposal to add a pedestrian bridge connecting Federal Hill to Harbor East as part of the redevelopment of Rash Field

If Baltimore were a bit more ambitious and had a bit more vision, added width and carrying capacity could be included in the bridge design so that it would actually be able to hold MTA buses (and ONLY MTA buses) and potentially even a light rail (see item 5). Providing such a shortcut to mass transit users would allow the MTA to actually compete with and ideally beat out automotive use for short trips around Downtown Baltimore. There is one complication with such a bridge: it must be high enough to allow tall ships to pass through for infrequent albeit important visits to the Inner Harbor. As a  potential solution to this problem: the Greater Baltimore Committee has proposed a bridge that would swing open like a gate- if the bridge were to be used for buses or rail transit as well, this option would likely be infeasible making a traditional drawbridge the more likely option.

5.) A new transit line. There are a few options here, none of them even close to being a reality. After all, this is a wish list. A new transit line should essentially parallel the current Light Rail line, connecting Penn Station with City Hall. Connections with the Shot Tower Metro and, eventually, the Red Line at Harbor East are also options. Connections to existing the Metro and proposed Red Line were the key criteria for determining this route. After all, connections are what make a transit system effective. Cost and ease of construction were also taken into account.

The purple, light blue and yellow lines represent several potential options for new transit corridors serving Downtown Baltimore. The red and dark blue lines show the red and light rail lines, respectively.

The purple, yellow and light blue lines each offer different advantages and disadvantages. The purple option is perhaps the most reasonable so its path is the dominant one, meaning the other lines should be assumed to continue upon its route except where they diverge. Each route would use the the right of way created by the southernmost, elevated portion of Interstate 83 (trains would travel under the highway which is currently used as municipal parking). The lines diverge toward the end of 83 where the median of President Street, the Red Line tunnel through downtown, the median of Light Street and Holliday Street represent different possible alignments. The yellow route would take advantage if item number 4 (see above), a pedestrian and transit bridge, is built. These routes are far from a reality but could be a part of the larger regional plan. In fact, the Baltimore Rail Plan calls for the construction of a similar line connecting Towson, Towson University, Hopkins Undergraduate Campus and Penn Station to Charles Center and the Inner Harbor and converging with the existing light rail at Camden Yards. It may seem a bit far off but the downtown, elevated portion of I83 is to be redesigned, reinforced or destroyed in 2020. Whatever happens to that section of highway, a transit line should be included.

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