Station Planning Process
The transit station is the area in which transit users get on and off the system and have their first impressions of the Red Line Corridor. Because of this, the planning of stations will be critical to the overall success of the Red Line Study.
Determine the Number and General Location of Stations
The proposed Red Line is a 14.1-mile east-west corridor that connects major employment, residential communities, other existing transit services, and tourism opportunities. This project has examined the various key areas along the corridor to ensure transit service is provided. These key areas include the following:
- Security Boulevard at CMS
- Security Square Mall
- I-70 over Woodlawn Drive (Social Security Administration)
- I-70 Park-and-Ride
- Edmondson Avenue/Swann Avenue (Edmondson Village)
- Allendale Street
- Poplar Grove Street/Edmondson Avenue/Franklin Street/ (Rosemont)
- W. Baltimore MARC Station
- U.S. 40 between Calhoun and Carey Streets (Harlem Park)
- Martin Luther King, Jr. Blvd. at Saratoga Street (Poppleton)
- Lombard Street/Howard Streets (University Center)
- Lombard Street between Light and Charles Streets (Charles Center)
- Lombard Street between Gay Street and Market Place (Government Center)
- Fleet Street/Central Avenue (Harbor East)
- Fleet Street/South Broadway (Fell's Point)
- Boston Street/Lakewood Avenue (Canton)
- Boston Street/S. Conkling Street (Canton Crossing)
- Eastern Avenue/Haven Street (Highlandtown/Greektown)
- Bayview MARC (future) Station
- Bayview Main Campus Station
Because each stop made by the transit vehicle adds time to the overall trip, a rapid system requires fewer stops along the entire corridor to ensure faster commuting times. The number of stations for the Red Line Corridor must be a balance between ensuring that the key areas are provided transit service and maintaining a rapid transit system.
Define the Type of Station
A station type is defined based upon the purpose of that station in its particular environment. For example, a station in the Central Business District of a city would be defined as a Walk-Up Station Type, not a Station with Parking for Regional Access.
The following lists each station type studied within the Red Line Corridor:
Neighborhood Walk-Up Station
A neighborhood walk-up station refers to a station that is intended for use by patrons within a quarter of a mile of the station. All patrons would walk to this station, thereby eliminating the need for parking accommodations as a part of the station. This type of station can be located within the curb lane of the roadway, the median of the roadway, or split across and intersection within the median of a roadway. Figures 1 and 2 illustrate these layouts. For the Red Line Study, neighborhood walk-up stations would best be used through the Central Business District, Inner Harbor East, Fell's Point, and Canton areas.
Neighborhood Walk-Up Station with Parking
A neighborhood walk-up station with parking is similar to the station without parking and has the same station locations (curb lane, median, median-split) as listed above. The difference is that this type of a station would accommodate a minimal parking lot, requiring 20 - 50 spaces. This type of station would be used within the Red Line Corridor and may occur at CMS, Security Square Mall, and Edmondson Village.
Multi-modal Station (with Bus Transfers)
A multi-modal (with transit transfers) station refers to both the commuter park-and-rides planned for the east and west end of the Red Line Study, as well as the connections with other transit systems in the Baltimore Region, specifically West Baltimore MARC. This type of station would incorporate the appropriate parking facilities, pedestrian wayfinding for the other transit systems, and the necessary bus sawtooths for transfers to the bus system.
Tunnel stations refer to the station platforms that will be located underground for use on the tunnel alignments. These stations (as seen in Figure 3) require adequate platforms for exiting and entering the transit vehicle. In addition, these stations also require pedestrian access from the tunnel station platform to the surface through a pedestrian headhouse. This headhouse is to include both stairwells and ADA compliant vertical component to move pedestrian form underground to the surface.
|Tunnel Access – Bilbao, Spain||Tunnel Access – Baltimore, MD||LRT Station – Portland, OR||Tunnel Station Cross Sections|
Conceptual Design – Community-Friendly Stations
As stations are being developed, the following items need to be considered:
Character of Station: The architecture of the station should reflect the neighborhoods. They will be consistent with existing master plans.
Interconnectivity: Transfers between modes should be designed to provide a seamless ride.
Pedestrian Access: Pedestrian connections to the station areas should be safe and convenient between the community and transit station.
Safety: Safety at station areas should be addressed with adequate lighting, security, and maintenance.
Parking: Each station will be identified for commuter parking, local parking, or no parking.
The community will play an important role in considering these items and the overall design and feel of the station, as all stations need to be designed with the surrounding community in mind. The most effective way to design a station is to work with the community planners. Through these community planning efforts, the following can happen:
- Strengthen existing communities and future growth
- Provide types of development, or no development, as appropriate to communities
- Promote and encourage transit ridership
- Provide for walkable connection between the community and transit stops
- Be car-accessible, but not car-dominated