Red Line - Baltimore Region Transit Plan

Frequently Asked Questions

Stations / Land Use

49. What is a station? What does it look like?

Surface stations might look quite different from one another depending on their location and function. The design can range from not much more than an enhanced bus stop to a large facility with several hundred commuter parking spaces and transfer areas for local buses, the Metro or the Light Rail. Depending on the location and the type of environment in which the Red Line alignment is placed, there are two types of station platform layouts:

1. The platform is located on the side of the transitway ("side platform").

2. The platform is located between the tracks of the transitway ("center platform").

If the station is located in the street "right of way", the platforms can be located as follows:

1. If the transitway runs directly along the curb, the stations would be located on the sides of the street, usually in the sidewalk area.

2. If the transitway runs one lane out from the curb next to a parking lane, the parking lane is interrupted at the station with a sidewalk widening ("bulge").

3. If the transitway runs in the median, the stations would be located in the middle of the street; riders would cross the street to get to the platforms.

Transit agencies often offer communities the opportunity to customize stations during the design phase with art, special shelters or landscape elements. Such a program could be developed in later stages of the project. Since stations are where the rider accesses the transit system, the relationship of the station to the surrounding neighborhoods is important for integrating transit into the community. MTA will work with communities and other agencies to achieve a comprehensive approach. It will seek to reinforce community development by enhancing sidewalks and streetscaping leading to the stations and promoting intensified use around stations for heightened security (eyes on the street). Much of this work would have to be funded separately through partnerships with state and local governments, private developers and public agencies. Community input will be critical in identifying and defining these improvements.

Because modern trains and buses are designed with a low floor it is not necessary to elevate platforms, as is the case with MARC trains, or build extra "high blocks" as is the case with the Light Rail. Trains or buses can be boarded from sidewalk level. To achieve level boarding that complies with federal accessibility requirements, the sidewalks would be raised two to four inches above the typical curb height of six inches. The transition to the normal sidewalk would be gradual and barely noticeable. The most visible station elements would be those that serve rider comfort (shelters) or provide riders with information (directional signs, station name signs, schedules, electronic "next service" signs). At this time structures for stations have not been designed. Only the layout has been defined: overall length is 120 feet for BRT and 200 feet for LRT, with a recommended width between 10 feet and 15 feet for the boarding areas. Stations in tunnels would be somewhat similar to underground Metro stations with escalators and elevators and normal station amenities such as signing, lighting and ticket machines.

50. How does a BRT station differ from a bus stop?

The biggest difference is that the distance between stations would be greater on a bus rapid transit system and therefore the number of people boarding at each station would be far larger. On a BRT line, riders would have a ticket before boarding, allowing quicker entry through several doors. Longer and bigger shelters would be needed to protect a larger number of riders from the elements.

A bus rapid transit line would have a "branded" sign system that is user friendly. It would display information such as schedule, arrival time of the next bus and transit maps showing all destination and transfer points.

In summary, the differences between the two types of stations would be subtle if a BRT station is compared to an existing bus stop that has amenities. However, there is a far greater difference if a BRT station is compared to a bus stop that has nothing but an identification sign.

51. What is the process for identifying station locations?

First, we determined an approximation for the overall number of stations - 20 to 25, which would provide good access without detracting from the speed and reliability of the line. The planning team reviewed current bus ridership at bus stops, number of people living within close proximity of a station, current jobs, community master plans and any proposed development activities. We also talked with community members to determine how the proposed stations could fit into their neighborhoods or even enhance their communities. This information was presented at numerous public meetings for input.

The next step involved defining the general criteria for each station, such as determining if a station should include access for walk-ups only, bus transfers and/or parking. For each potential station location, numerous concepts were developed and presented at several public meetings. The general concepts for the stations were adjusted based upon community input.

52. How many stations will the Red Line have?

The exact number of stations has not been finalized. This will be determined during the current planning stage. A key premise of the Red Line is that it be fast and reliable. As we add more stations, the Red Line will become slower. We have to strike a balance so there are enough stations for people to get where they want to go while providing a reasonable speed to the majority of riders. The Red Line will be approximately 14 miles long. We are currently studying 20 to 25 station locations. This will provide a station about every half-mile. Within the downtown area, stations will be slightly closer.

53. Will parking be provided at stations?

Yes, at some station locations there will be parking. Many stations primarily will serve nearby communities and attractions; others will serve a larger constituency. Commuter "park and ride" lots will be located at strategic points, particularly near the ends of the line. Lots are being considered at the end of I-70 and at Bayview. These stations will provide commuters with easy access from interstate highways and suburban communities to a safe, convenient parking area near the Red Line. Smaller parking lots will be considered at the Edmondson Village and Canton Crossing stations, and small lots may be considered at other stations as well.

54. Will adequate parking be provided at stations so Red Line users don't park in my neighborhood?

There will be sufficient parking provided at key stations so that commuters need not try to park on neighborhoods streets.

55. How would a large commuter park-and-ride station fit into a community?

Two large park-and-ride stations are proposed. At the western terminus of the Red Line, a commuter lot is planned at the end of Interstate 70, where it connects with Security Boulevard and Cooks Lane. This commuter park-and-ride station will not impact Leakin Park and may actually provide enhancements to the park. The existing highway interchange can be reconfigured to accommodate a park-and-ride lot without impacting adjacent neighborhoods. This available space allows us to build a park-and-ride lot with good buffers that minimize noise and light pollution. Careful planning of the lot will ensure that cut-through traffic doesn't occur along nearby streets. Trail connections with Leakin Park will allow people to use the lot to gain access to some of the park's 1,200 acres.

At the eastern terminus of the Red Line, a park-and-ride lot is planned at Bayview near the proposed Bayview MARC station.

56. What is Transit Oriented Development (TOD)?

TOD describes new buildings developed around existing or planned transit stations. The objective is to make transit stations a focal point for community growth. This brings more riders to transit, too. Ideally such developments would add residences or offices along with small-scale retail that doesn't require cars to haul purchased goods. Transit often adds value to properties and encourages new development. In many cases communities seize the opportunity presented by a new transit line to leverage the potential for planned growth that brings more services, jobs and residences to neighborhoods within walking distance of transit stations.

TOD is sometimes facilitated by government agencies that offer land they own to help stimulate development. In the case of the Red Line, the Maryland Department of Transportation has set aside funds to help communities further their growth goals through Transit Oriented Development. Examples of such win-win partnerships exist in Owings Mills and State Center in the Baltimore area and in Hyattsville, New Carrollton, Savage, and Odenton, Maryland. Communities that are interested in encouraging development near planned transit stations can contact the MTA.

In summary: Transit Oriented Development can be an important catalyst in communities where there is disinvestment (vacant houses, abandoned retail space, etc.) or where land around transit stations is underutilized or empty.

57. What is Smart Growth?

Smart Growth describes the idea that cities and metropolitan regions should grow in a sustainable way that revitalizes older communities, concentrates development in existing neighborhoods with sufficient infrastructure and protects farms and open spaces from sprawl. The Smart Growth concept accepts the fact that our region will have continuing growth but tries to channel this development so that our quality of life and our environment do not suffer. An important element of Smart Growth is revitalizing existing older communities by funneling growth and re-development into areas that already have roads and other infrastructure, thus leaving farms and forests untouched.

Laws exist in Maryland to support the Smart Growth concept.

A key component of Smart Growth that is evolving around the country is encouraging intensive use of land surrounding transit stations.

58. Are there opportunities for Transit Oriented Development at Red Line stations?

The Red Line has been identified as a priority transit project because it will connect growth areas, attractions and densely developed communities in such a way that residents can reach jobs or visitors can reach attractions. However, there are still opportunities for redevelopment or new development within a half-mile of planned stations. Because the Red Line will take years to plan, design and construct there is time to look at development trends to determine what the future might hold. Baltimore City and Baltimore County governments, in cooperation with local communities, have made some initial suggestions for possible TOD opportunities. They include the area around the West Baltimore MARC station (a community-based planning effort commenced in October 2006) and areas in Baltimore County near Security Square Mall. In several other sections of the city, MTA is coordinating planned development to optimize alignments and station locations for the Red Line.