Lutherville is a census-designated place in Baltimore County, United States. As of the 2010 census it had a population of 6,504. Prior to 2010 the area was part of the Lutherville-Timonium CDP. Within its borders lies the Lutherville Historic District. Lutherville is located at 39°25′26″N 76°37′3″W. According to the United States Census Bureau, the CDP had a total area of 2.1 square miles, all of it land. The town is located north of Baltimore City along York Road, it is bordered on the north by Timonium, on the west by Interstate 83, on the south by Towson, on the east by the Hampton neighborhood. The boundary between Lutherville and Timonium is Ridgely Road. Lutherville is located in the Piedmont region of the United States, lies in the Humid subtropical climate zone, with hot and humid summers leading into winters that are chilly but not extreme by American standards; the average annual snowfall is 25 inches and average annual rainfall is 42 inches. As of the 2010 census, there were 6,504 people and 2,672 households in the CDP.
The racial makeup of the CDP is 85.0% White, 3.4% African American, 0.2% Native American, 8.2% Asian, 0.2% Native Hawaiian and Pacific Islander, 3.3% Hispanic or Latino. Out of the 2,672 households recorded in the 2010 census, 28.3% had children under the age of 18 living with them. Major roads in Lutherville include: Dulaney Valley Road, forming part of Lutherville's eastern boundary with Hampton Ridgely Road, forming Lutherville's northern boundary with Timonium Seminary Avenue York Road The Maryland Transit Administration's light rail line serves the community with the Lutherville Light Rail Stop. In addition, bus routes 8 and 9 provide regular service along the York Road corridor, meeting at the Lutherville Light Rail Stop. There is a limited amount of bus service on Bus Route 12 along Dulaney Valley Road to Stella Maris Hospice; the MTA light rail line uses the right-of-way of the old Northern Central Railway. During the Civil War, President Abraham Lincoln travelled through Lutherville on this railroad en route to Gettysburg, Pennsylvania, to deliver the Gettysburg Address on November 19, 1863.
Less than two years on April 21, 1865, Lincoln's funeral train passed through Lutherville on its way from Washington, D. C. to his final resting place at Springfield, Illinois. The Pennsylvania Railroad operated long-distance passenger trains from Baltimore over the line to Chicago, St. Louis, Buffalo as late as the 1960s; the former PRR Lutherville freight and passenger station on Railroad Avenue is now a private residence. The oldest section of Lutherville dates back to 1852, when it was founded by two Lutheran ministers as a planned community, anchored by a Lutheran seminary and church; the land was part of the vast Hampton Estate of Charles Ridgely, from whom it was purchased in 1851. The two ministers, John Kurtz and John Morris, named the community after the 16th-century German reformer Martin Luther; the Lutherville Female Seminary, as it was called when chartered in 1853, was built near the tracks of the Baltimore & Susquehanna Railroad, a forerunner of the Northern Central Railway. In 1895, the institution was renamed the Maryland College for Women.
Following a devastating fire in 1911, the college was rebuilt and continued in operation until 1952. Its campus is now College Manor; the Lutherville Historic District was added to the National Register of Historic Places in 1972. Notable structures, in addition to the old college building and the many Victorian homes, include: St. Paul's Lutheran Church, started in 1856 by John Morris; the present stone sanctuary was built in 1898. St. John's Methodist Church, built in 1869. Church of the Holy Comforter, an Episcopal church built in 1888 Oak Grove, the house of Lutherville founder John Morris, built in 1852 on Morris Avenue Octagon house on Kurtz Avenue, built of concrete in 1855 by another Lutheran minister who served as the town's postmaster. All Time Low, pop punk band Raymond Berry, Baltimore Colts Hall of Famer Ryan Boyle, professional lacrosse player Bosley Crowther, film critic Cinder Road, rock band Divine, actor Samuel Durrance, astronaut/physicist Conor Gill, professional lacrosse player Mark Hamilton, Major League Baseball player Billy Hunter, former Major League Baseball shortstop and manager Phil Karn, internet engineer Santa J. Ono, medical scientist, 28th President, University of Cincinnati.
Talbott, U. S. congressman 1878–1918 Bob Turley, former Major League Baseball pitcher Jerry Turner, television news anchorman Johnny Unitas, former Baltimore Colt and Hall of Famer John Waters, filmmaker Derek Waters, actor & comedian Public schoolsDulaney High School Hampton Elementary School Lutherville Laboratory Elementary School Ridgely Middle SchoolA portion of Lutherville's high school-age students attend nearby Towson High School. Images of Lutherville
Pennsylvania Station (Baltimore)
Baltimore Pennsylvania Station is the main transportation hub in Baltimore, Maryland. Designed by New York architect Kenneth MacKenzie Murchison, it was constructed in 1911 in the Beaux-Arts style of architecture for the Pennsylvania Railroad, it is located at 1515 N. Charles Street, about a mile and a half north of downtown and the Inner Harbor, between the Mount Vernon neighborhood to the south, Station North to the north. Called Union Station because it served the Pennsylvania Railroad and Western Maryland Railway, it was renamed to match other Pennsylvania Stations in 1928; the building sits on a raised "island" of sorts between two open trenches, one for the Jones Falls Expressway and the other the tracks of the Northeast Corridor. The NEC approaches from the south through the two-track, 7,660-foot Baltimore and Potomac Tunnel, which opened in 1873 and whose 30 mph limit, sharp curves, steep grades make it one of the NEC's worst bottlenecks; the NEC's northern approach is the 1873 Union Tunnel, which has one single-track bore and one double-track bore.
Penn Station is the eighth-busiest rail station in the United States by number of passengers served each year. Penn Station is served by Amtrak, MARC, the Maryland Transit Administration's light rail system; the station is the northern terminus of the Light Rail's Penn-Camden shuttle, connecting the Mount Vernon neighborhood with downtown. MARC offers service between Washington, D. C. and Perryville. Amtrak Acela Express and Northeast Regional trains from Penn Station serve destinations along the Northeast Corridor between Boston and Washington, D. C; some Regional trains from the station continue into Virginia and serve Alexandria, Newport News, Norfolk and points in between. Other long-distance trains from the station serve: St. Albans, Vermont Charlottesville, Virginia Raleigh and Charlotte, North Carolina Atlanta, Georgia New Orleans, Louisiana Jacksonville, Orlando and Miami, Florida Huntington, West Virginia Cincinnati, Ohio Indianapolis, Indiana Chicago, IllinoisIn the 1970s and 1980s, Amtrak offered service to Harrisburg and Pittsburgh, Pennsylvania, St. Louis and Atlantic City, New Jersey.
Before Amtrak's creation on May 1, 1971, Penn Station served as the main Baltimore station for its original owner, the Pennsylvania Railroad, though passenger trains of the Western Maryland Railway used Penn Station as well. Until the late 1960s, the PRR operated long-distance trains over its historic Northern Central Railway line from Penn Station to Harrisburg and beyond, such as "The General" to Chicago, the "Spirit of St. Louis" to its Missouri namesake, the "Buffalo Day Express" and overnight "Northern Express" between Washington, DC, Buffalo, New York; as late as 1956, this route hosted the "Liberty Limited" to Chicago and the "Dominion Limited" to Toronto, Canada. The Baltimore Light Rail now operates over much of the Northern Central Railway's right of way in Baltimore and Baltimore County. Baltimore Light Rail service began in 1997; as part of the Northeast Corridor Improvement Project, the station was restored to its 1911 appearance in 1984. The station's use as a Western Maryland station stop allowed passengers from Penn Station to ride directly to various Maryland towns such as Westminster and Cumberland.
Passenger service on the Western Maryland ended in 1958. Baltimore Penn Station is used for MARC train storage during the weekends and overnight via off-peak service times on tracks 1, 3, 5, F. Pennsylvania Station opened on September 15, 1911, it is the third railroad depot on its North Charles Street site. The first one was a wooden structure built by the Northern Central Railway that began operating in 1873; this was replaced in 1886 by the Charles Street Union Station, which featured a three-story brick building situated below street level with a sloping driveway that led to its entrance and a train shed that measured 76 by 360 feet. The old station was demolished in January 1910. During what became known as the Checkers speech, on September 23, 1952, Richard Nixon a U. S. Senator from California and the Republican Party's nominee for Vice President, cited Penn Station as the place where a package was waiting for him, containing a cocker spaniel dog his daughter Tricia would name "Checkers."
Nixon referred to the station by its former name, "Union Station in Baltimore." In 2004, the City of Baltimore, through its public arts program, commissioned sculptor Jonathan Borofsky to create a sculpture as the centerpiece of a re-designed plaza in front of Penn Station. His work, a 51-foot -tall aluminum statue entitled Male/Female, has generated considerable controversy since, its defenders cite the contemporary imagery and artistic expression as complementing an urban landscape, while opponents criticize what they decry as a clash with Penn Station's Beaux-Arts architecture, detracting from its classic lines. Penn Station offers a magazine store that sells quick necessities, two restaurants, including Dunkin' Donuts, Java Moon Cafe. Parking is available at the station through a garage with 550 parking spaces, owned by the Baltimore Parking Authority. ZipCar has three vehicles based at the station. Several proposals have been made to convert the upper floors of the station into a hotel. Proposals from 2001 and 2006 were never completed.
In 2009, Amtrak reached an agreement with a developer for a 77-room hotel to be called The Inn at Penn Station. This project stalled along with many other hotel proposals in Baltimore. An agreement
Northern Central Railway
The Northern Central Railway was a Class I Railroad connecting Baltimore, Maryland with Sunbury, along the Susquehanna River. Completed in 1858, the line came under the control of the Pennsylvania Railroad in 1861, when the PRR acquired a controlling interest in the Northern Central's stock to compete with the rival Baltimore and Ohio Railroad. For eleven decades the Northern Central operated as a subsidiary of the PRR until much of its Maryland trackage was washed out by Hurricane Agnes in 1972, it is now a fallen flag railway, having come under the control of the Penn Central and broken apart and disestablished. The southern part in Pennsylvania is now the York County Heritage Rail Trail which connects to a similar hike/bike trail in Northern Maryland down to Baltimore, named the Torrey C. Brown Rail Trail. Only the trackage around Baltimore remains in rail service; the Baltimore and Susquehanna Railroad Company was chartered by an act of the General Assembly of Maryland on February 13, 1828, as the second designated rail system in the state with authority to construct a railroad from Baltimore northeast to the Susquehanna River.
To reach the Susquehanna at any commercially useful point, the new line would have to cross the state line into York County, Pennsylvania. However, the Pennsylvania General Assembly did not look favorably on the prospect of the trade of its southern counties being tapped for the benefit of Baltimore, instead of its own Philadelphia. In spite of the fact that Pennsylvania would have gained access to the Chesapeake Bay, its legislature would not grant a charter for a connecting railroad. Construction of the Baltimore & Susquehanna Railroad had begun in 1829, reached as far north as the York Road at Cockeysville, north of Baltimore, by 1831. At that time, the B&S obtained an amendment to its charter from the Maryland legislature which allowed it to be built in a northwestern direction via Westminster, the seat of Carroll County; the line would continue into the headwaters of the Monocacy River and reach Gettysburg, Pennsylvania. New construction began at Hollins and ran west through the Green Spring Valley north of Baltimore.
The line reached the Reisterstown Road at Owings Mills on June 13, 1832. Despite continuing fierce opposition from Philadelphia business and political interests, the Pennsylvania legislature chartered the York and Maryland Line Rail Road on March 14, 1832, authorizing it to connect the Baltimore & Susquehanna, at the Mason and Dixon Line/state line, with York, Pennsylvania, a commercial city center in the southern part of the Keystone State, with water access on Codorus Creek; the directors of the Baltimore & Susquehanna did not give up their planned route via Westminster, the terms of the new charter being somewhat onerous. The Adams County Railroad was chartered on April 6, 1832, in Pennsylvania, to run from Gettysburg to the Maryland state line, but was never constructed, nor was the line to Westminster extended further northwest. A further amendment to the York & Maryland Line's charter in 1837, allowed it the unlimited use of the Wrightsville and Gettysburg Railroad, which it had aided financially.
The Baltimore & Susquehanna, York & Maryland Line had completed the line from Baltimore to York by 1838. This line included the use of the Howard Tunnel, near Seven Valleys, constructed 1836-1837, opened 1838, the earliest railroad tunnel in the U. S. still in use today. In 1832 the railroad purchased its first locomotive, the Herald, run along the route from Baltimore to Owings Mills; this purchase was a major undertaking, for it was built in England and transported by ship The America's. Because the age of railroading was new to America, an engineer was sent with the locomotive to ensure that he could teach others the finer art of locomotive engineering. John Lawson went on to own, be first engineer to the Cherokee steamboat, which helped with the Confederate Army effort during the American Civil War. In 1832, the Railway built Bolton Station, the first in Baltimore, with an adjacent roundhouse and shops, at Bolton and North Howard Streets in old northern Baltimore City, overlooking the west bank of the Jones Falls, near the former George Grundy estate of Bolton mansion.
In April 1840, the Wrightsville, York & Gettysburg R. R. had been completed on the Susquehanna. There a connection was made to the Columbia-Wrightsville Bridge, allowing trains to cross the river and reach the Philadelphia and Columbia Railroad and the Pennsylvania Railroad just prior to the Civil War; the railroad provided an alternative method of shipping cargo from central Pennsylvania to the Maryland seaports versus the Tide Water and Susquehanna Canal. However, the cost of expansion and inconsistent tariff policies plagued the Baltimore & Susquehanna and limited further growth; the York and Cumberland Railroad Company was chartered on April 21, 1846 to connect the York & Maryland Line with the Cumberland Valley Railroad somewhere north of Mechanicsburg. It was opened on February 10, 1851, running north from York to the Susquehanna and following the river to Lemoyne, across the river from Harrisburg, it was operated by the Cumberland Valley, but the Baltimore & Susquehanna took over operations on June 7.
Work began on the Hanover Branch Railroad, a line connecting Hanover with the York & Maryland Line at Hanover Junction. The Baltimore & Susquehanna system built and opened Calvert Street Station, an Italianate-style structure of
Hamburg Street station
Hamburg Street station is a Baltimore Light Rail station in Baltimore, located adjacent to M&T Bank Stadium. Although built to serve the stadium, it provides access to the nearby Federal Hill and Pigtown neighborhoods; the station name was changed to reflect this adjacency with the subtitle of Ravens Stadium–Federal Hill. The station was not part of the initial operating segment, which opened in 1992. At that time, the line ran between a large group of parking lots. Construction began on a new stadium for the Baltimore Ravens adjacent to the light rail line in 1996, an infill station was added; the cost of constructing the stop was $6 million - 12 times the average amount of a light rail stop - part because of a pedestrian bridge that had to be constructed to allow access to the stadium. The state contributed $5 million, with the remaining $1 million from the Ravens. Much of the light rail line outside of downtown had only one track, which forced trains to run on a tight schedule; the station opened for the first Ravens Stadium game on September 6, 1998, but it was only open for Ravens games to avoid upsetting the balanced schedules.
After the completion of double-tracking work on the southern half of the line, Hamburg Street station was opened for full-time service on July 1, 2005. Media related to Hamburg Street station at Wikimedia Commons MTA - Light RailLink Stations Station from Hamburg Street from Google Maps Street View
Baltimore Metro SubwayLink
The Metro SubwayLink, known locally as the Metro Subway, The Subway, or the Baltimore Metro, is a rapid transit line serving the greater area of Baltimore, Maryland, in the United States, operated by the Maryland Transit Administration. Despite its name, less than half of the line is underground; the origins of the Metro Subway lie in the Baltimore Area Mass Transportation Plan, published in 1965, which envisioned six rapid transit lines radiating out from a central city loop. Planning studies from 1968 proposed a rail transit system 71 mi long; as the vision was translated into reality, the original concept was trimmed to a 28 mi system in the Phase 1 plan, published in 1971. This plan involved two of the original six lines: a northwest line from Downtown Baltimore to Owings Mills and a south line to Glen Burnie and the airport. Phase 1 was approved for funding by the Maryland General Assembly in 1972. In response to crime concerns of Anne Arundel County residents, the MTA eliminated the south line from Phase 1 plans in 1975.
When the Baltimore Metro opened on November 21, 1983, only the "Northwest" line of the 1965 plan had come to fruition. This 7.6 mi segment provided service between Charles Center in Downtown Baltimore and Reisterstown Plaza in the northwest section of the city. On July 20, 1987, a 6.1 mi addition extended the line from Reisterstown Road Plaza to Owings Mills in Baltimore County, much of it running in the median of I-795. A further extension of 1.6 mi from Charles Center to Johns Hopkins Hospital was opened on 31 May 1995. Once the project was completed in 1995, the total cost for the Metro Subway was $1.392 billion. The current system is 15.4 mi long, including 6.2 mi underground, 2.2 mi elevated, 7.0 mi at grade level. Eight of its 14 stations are underground, at depths of 52 ft to 112 ft below street level, its elevated stations stand from 25 ft to 28 ft above ground. When the system started operation, it became the largest single user of Susan B. Anthony dollar coins. On February 11, 2018, the MTA announced a month-long closure of the entire subway system to complete emergency track repairs identified during a safety inspection.
An aboveground portion of the system had been shut down due to emergency inspections and repairs. The system reopened on March 9. Farebox recovery is only 28%; this is comparable to other similarly-sized system is the continental United States, although low for international standards. The Metro Subway has a single line, shaped like a reverse "J". Trains head south underground from Johns Hopkins Hospital, turn west as they pass under Baltimore's central business district north and northwest towards Owings Mills; the route leaves its tunnel northwest of Mondawmin station, entering an elevated structure that parallels Wabash Avenue and the Western Maryland Railroad. The route leaves the older railroad right of way to enter the I-795 median, which it occupies all the way to the system's Owings Mills terminus. Trains heading for Johns Hopkins Hospital are referred to as "eastbound" trains, while trains heading towards Owings Mills are said to be "westbound". A trip from one end of the line to the other takes about half an hour.
Headways range from 8 minutes during daytime peak on weekends. Trains run from 5 a.m. to midnight on weekdays, 6 a.m. to midnight on weekends. These are the current fare prices for MTA buses, Light Rail, Metro Subway travel. Note: People who qualify for paratransit services can use Metro Subway free of charge. Most Metro Subway stations are served by a number of MTA bus routes. In 1984, just months after Metro first started operating, many feeder routes were created that were given the designation of a letter followed by a number. In 1987, many of these routes were renamed and only the prefix "M" was used. Over the years, the number of M-lines has shrunk. In 2008, routes that were designated with the letter "M" have been renamed to plain two-digit designations. On August 30, 2009, the last four were either renumbered or eliminated, with no routing changes made. There is no direct connection to the Baltimore Light Rail or to MARC; the Metro Subway's Lexington Market Station is a 200-yard walk from the Light Rail stop of the same name and the State Center Station is about 1.5 blocks away from Light Rail's Cultural Center.
In addition, MARC Penn Station is about a one-half mile walk from State Center, MARC Camden Station is about five blocks from Lexington Market. Source: For fiscal year 2010, the MTA reported 95% on-time performance for the system, it averaged 3.0 passenger trips per revenue mile, with a total of 13.4 million passenger trips for the year. Vehicles operated at an average cost of $11.59 per revenue mile. Local buses, in comparison, performed at a cost of $13.57 per revenue mile. These cars were manufactured by the Budd/TransitAmerica Red Lion plant in Northeast Philadelphia. Most were delivered in 1983 with a supplementary set of identical cars being purchased in 1986 for the line expansion; the cars, marketed by Budd as the Universal Transit Vehicle, are identical to those used on the Miami Metrorail because the two agencies built their systems at the same time and saved money by sharing a single order. These cars were among the last railcars to be built by Budd. Trains draw power from the electric third rail.
The cars are 75 feet long, 10 feet wide, have a top speed of 70 mph. Cars are semi-permanently attached in marr
Woodberry station is a Baltimore Light Rail station in Baltimore, United States. The stop is located at the corner of Union and Clipper Avenues in Baltimore, near the areas of Clipper Mill and Television Hill. Nearby are Druid Hill Park and Hampden; the station is served by Bus Route 22. Riders transferring between this bus and the light rail must walk a few blocks, but the Hampden Shuttle lays over at the station's platform. There is no commuter parking at the station. Woodberry is in close proximity of the site of a non-light rail station, owned by the Northern Central Railway, an affiliate of the Pennsylvania Railroad; the station intersects Union Avenue. Clipper Mill Buena Vista Park Druid Hill Park Hampden - The Avenue, 34th Street Loyola University Maryland Athletic Campus Meadow Mill Television Hill Roosevelt Park Union Mill Woodberry Media related to Woodberry station at Wikimedia Commons Schedules Station from Union Avenue from Google Maps Street View
Baltimore Light RailLink
Light RailLink is a light rail system serving Baltimore, United States, as well as its surrounding suburbs. It is operated by the Maryland Transit Administration. In downtown Baltimore, it uses city streets. Outside the central portions of the city, the line is built on private rights-of-way from the defunct Northern Central Railway and Annapolis Railroad and Washington and Annapolis Electric Railway; the origins of the Light Rail lie in a transit plan drawn up for the Baltimore area in 1966 that envisioned six rapid transit lines radiating out from the city center. By 1983, only a single line was built: the "Northwest" line, which became the current Baltimore Metro Subway. Much of the plan's "North" and "South" lines ran along right-of-way, once used by interurban streetcar and commuter rail routes—the Northern Central Railway, Washington and Annapolis Electric Railway and Baltimore and Annapolis Railroad—that still remained available for transit development. Beginning in the late 1980s, Governor William Donald Schaefer pushed for building a transit line along this corridor, motivated in part by a desire to establish a rail transit link to the new downtown baseball park being built at Camden Yards for the Baltimore Orioles.
The Light Rail lines were built and inexpensively and without money from the U. S. federal government, a rarity in late 20th century U. S. transit projects. The initial system was a single 22.5-mile line, all at-grade except for a bridge over the Middle Branch of the Patapsco River just south of downtown Baltimore. The line ran from Timonium in Baltimore County in the north to Glen Burnie in Anne Arundel County in the south; the line opened in stages over a 14-month period. The initial segment from Timonium to Camden Yards opened for limited service for Orioles games on April 2, 1992, for full service on May 17. A three-station extension to Patapsco opened on August 20, 1992, followed by a 4-station extension to Linthicum on April 2, 1993, an additional 2-station extension to Cromwell/Glen Burnie on May 20, 1993. Station placement and design were intended to be flexible and change over time, as stations could be built or closed at low cost. However, they were at times dictated by politics rather planning: proposed stops in Ruxton and Village of Cross Keys were not built due to local opposition, while nearly-cut Mt. Royal and Timonium Business Park stations were built because the University of Baltimore and a local business group funded them.
Falls Road station was built with less parking than ridership required because of community requests, a fence - erected in response to a homeowner objecting to the visual impact of the station - prevented riders from accessing a nearby commercial building. Three extensions to the system were added in 1997. On September 9, the line was extended north 4.5 miles to Hunt Valley, adding five stations that served a major business park and a mall. On December 6, two short but important branches were added to the system: a 0.3-mile spur in Baltimore that provided a link to the Penn Station intercity rail hub, a 2.7-mile spur to the terminal of BWI Airport. On September 6, 1998, the Hamburg Street station opened as an infill station between the existing Westport and Camden Yards stations. Adjacent to M&T Bank Stadium, it was only open during Ravens games and other major stadium events. To save money, much of the system was built as single-track. While this allowed the Light Rail to be built and opened it made it difficult to build flexibility into the system: much of the line was restricted to 17-minute headways, with no way to reduce headways during peak hours.
Federal money was acquired to make the vast majority of the system double-tracked. The northern section up to Timonium reopened in December 2005; the line north of the Gilroy Road station & on the BWI Airport spur remain single tracked. The Light Rail network consists of a main north-south line; because of the track arrangement, trains can only enter the Penn Station spur from the mainline heading north and leave it heading south. Various routing strategies have been used on the network; as of 2015 there are three basic services: BWI Airport to Hunt Valley Camden Yards to Penn Station Cromwell/Glen Burnie to Timonium Cromwell/Glen Burnie to Hunt Valley Cromwell/Glen Burnie/BWI/Hunt Valley to North Avenue Although these routes are colored blue and yellow on some MTA maps and schedules, they do not have official names as such. Some trains heading north from either BWI Airport or Cromwell/Glen Burnie may terminate at North Avenue to go out of service until peak operation hours resume. During these times, ridership is not high enough to send trains all the way through.
The light rail operates 3:30 a.m.–1:30 a.m. on weekdays, 4:15 a.m.–1:15 a.m. Saturdays, 10 a.m.–10 p.m. on Sundays and major holidays. At peak hours on weekdays, the BWI-Hunt Valley and Cromwell/Glen Burnie-Timonium routes see 20-minute head