Maryland Transit Administration Police
The Maryland Transit Administration Police is the law enforcement branch of the Maryland Transit Administration directed to patrol public transportation and related facilities in and around Baltimore, Maryland. Officers are certified by the Maryland Police and Correctional Training Commission and have full police powers. In 2015 and 2016 MTA Police were awarded the APTA Gold Safety Award; the MTA Police had the lowest Part One crime reported for 2015 & 2016 among the top twelve transit agencies in the country. They reported no shootings or rapes for those two years; the current chief of police is Colonel John E. Gavrilis. Deputy Chief of Police is Lieutenant Colonel Fred Damron JR. Commander of Operations is Major Jerome Howard. District commanders are Captain Theodore McLaughlin, Captain Robert Rosendale, Captain Timothy Perry, Captain Burna McCullom, Captain Robert Stanley, Executive Officer, Director of Homeland Security and Captain Kelly Holman; the department was founded on October 1, 1971, by act of the Maryland State Legislature as the Mass Transit Administration Police Force.
On October 1, 2001, when the Mass Transit Administration was renamed the Maryland Transit Administration, the police force changed its name to reflect the change. The primary patrol vehicle of the department is the Ford Police Interceptor; the prisoner transport vehicles are Chevrolet vans. Harley Davidson motorcycles are used. Current markings are all black vehicles with yellow lettering stating transit police. Towards the front of the vehicle is the department's uniform patch and at the rear is the Maryland Transit Administration logo. Light bars are red and blue rotating lights or LED lights, though some vehicles have strobe lights incorporated into the design. Officers are each issued pepper spray, TASER and an ASP baton. List of law enforcement agencies in Maryland Official Website NOBLE Board
MARC Train Service, known prior to 1984 as Maryland Rail Commuter, is a commuter rail system comprising three lines in the Baltimore–Washington metropolitan area. MARC is administered by the Maryland Transit Administration, a Maryland Department of Transportation agency, is operated under contract by Bombardier Transportation Services USA Corporation and Amtrak over tracks owned by CSX Transportation and Amtrak. With some equipment capable of reaching speeds of 125 miles per hour, MARC is purported to be the fastest commuter railroad in the United States. MARC has three lines and operates 94 trains on a typical weekday: the Brunswick Line, the Camden Line, the Penn Line; the Penn Line is the only line that has weekend service, with 18 trains on Saturdays, 12 trains on Sundays. Service is reduced on select Federal holidays. Like most commuter rail systems in North America, all MARC trains operate in push-pull mode, with the cab car leading trains traveling toward Washington; this configuration ensures that diesel locomotive fumes are kept further from the terminal at Union Station, accommodates elevation gains by placing the locomotive at the head of trains heading outbound from Washington.
The Brunswick Line is a 74 mi line that runs on CSX-owned tracks between Washington, D. C. and Martinsburg, West Virginia, with a 14 mi branch to Frederick, Maryland. The Camden Line is a 39 mi line that runs on CSX-owned tracks between Washington, D. C. and Camden Station in Baltimore. The B&O first began service over portions of this route in 1830, making it one of the oldest passenger rail lines in the U. S. still in operation. The Penn Line is a 77 mi line that runs on Amtrak's Northeast Corridor tracks between Washington, D. C. and Perryville, via Baltimore Penn Station. It is the fastest commuter rail line in North America, with equipment capable of operating at speeds up to 125 miles per hour; the service was operated by the Pennsylvania Railroad and is the busiest line, carrying more passengers than the other two lines combined. The Penn Line is the only line. Special Western Maryland serviceTrains have made special weekend trips to and from Cumberland, Maryland. Past events have included trains for Western Maryland residents to attend sporting events in the Baltimore/Washington area, such as Baltimore Orioles or Washington Redskins games, or for Baltimore/Washington residents to attend Railfest in Cumberland and enjoy the scenic mountains and fall foliage of Western Maryland.
All three MARC lines date from the 19th century. Service on the Baltimore and Ohio Railroad between Baltimore and Ellicott City began on May 24, 1830. B&O service from Baltimore to Washington, the modern Camden Line route, began on August 25, 1835; the B&O's main line was extended to Frederick Junction in 1831, to Point of Rocks in 1832, to Brunswick and Harpers Ferry in 1834, Martinsburg in 1842. The B&O completed its Metropolitan Branch in 1873; this established the basic route for. The Philadelphia and Baltimore Railroad completed its line between Baltimore and Philadelphia in December 1838, save for the ferry across the Susquehanna River, not bridged until the 1860s. Although the B&O was chartered with the unspoken assumption that no competing line would be built between Baltimore and Washington, the Pennsylvania Railroad-owned Baltimore and Potomac Railroad was completed between the two cities in 1872; the PW&B was hostile to the Pennsylvania. The PW&B soon began operating PRR through service – the ancestor of Penn Line service – between Washington and Philadelphia in conjunction with the B&P. Meanwhile, the PRR ended B&O trackage rights over the PW&B in 1884, forcing it to open its own parallel route in 1886.
The PW&B and the B&P were combined into the PRR's Philadelphia and Washington Railroad in 1902. The B&O ended local service on the Frederick Branch in November 1949. All B&O passenger service between Baltimore and Philadelphia ended in 1958; the B&O continued to offer local service to Brunswick plus long-distance service, while the PRR operated a mix of local and long-distance service on the Northeast Corridor. Local service north of Baltimore on the PRR ended around 1964. In the mid-20th century, passenger rail service declined owing to a variety of factors – the advent of the automobile – while commuting between suburban locations and urban business districts remained common. In 1968, the PRR folded into Penn Central. On May 1, 1971, Amtrak took over most intercity passenger service in the United States, including some trains on the B&O and PRR; the remaining Washington–Baltimore and Washington–Brunswick commuter service was operated by the B&O and Penn Central without subsidies. Amtrak operated the Washington–Parkersburg West Virginian The Potomac Special was cut back to a 146-mile commuter-based Washington–Cumberland trip, the Blue Ridge, on May 7, 1973.
In early 1974, the B&O threatened to discontinue its remaining unsubsidized commuter s
Route 3 (MTA Maryland)
Route 3 is a bus route operated by the Maryland Transit Administration in Baltimore and its suburbs. The line runs from the Inner Harbor with most trips operating to Cromwell Bridge Road Park and Ride in Baynesville along the corridors of Loch Raven Boulevard and St. Paul Street, with selected trips to Sheppard Pratt Hospital in Towson via Joppa Road, some trips making short turns at Loch Raven and Taylor, it is the successor to the 17 St. Paul Street streetcar line that ran from 1893 to 1938 and the Route T bus that ran from 1939 to 1947. Streetcars on Route 17 provided service along St. Paul Street during the streetcar era of Baltimore. At this time, the Loch Raven Boulevard corridor was undeveloped. Bus service along Loch Raven did not begin to operate until 1940; this line operated along Loch Raven and 33rd Street as far north as Northwood. The no. 3 designation was not used for any part of this route until 1947. The no. 3 designation was used in Baltimore transit history for a streetcar line that operated along Linden Avenue that would be extended to Halethorpe along the Wilkens Avenue corridor.
As the Linden Avenue section would become a part of the no. 5 streetcar, bus route 3 would serve Halethorpe. The no. 3 Baynesville to downtown bus resembling today's service began in 1956, when the no. 3 line absorbed the service of Route 45, which operated between Waverly and Baynesville since 1949. In 1959, the line was combined with the Halethorpe Streetcar Line and extended to Halethorpe along the Wilkens Avenue corridor, where it served St. Agnes Hospital and UMBC, it followed this route until 1987. After that, service along the Wilkens Avenue corridor was provided by the new Route 31. Service along the same route is provided by Route 35. Route 3 gained ridership along Loch Raven Boulevard in Baltimore County prior to the corridor's development. In 1990, a new branch was added to Route 3 that operated to Towson and Sheppard Pratt along Joppa Road; this new service replaced a branch of Route 8 to Eudowood. In 2005, as part of the Greater Baltimore Bus Initiative, a comprehensive overhaul plan for the region's transit system, MTA proposed to eliminate the Sheppard Pratt branch on the route, eliminate all short turns, except for the Goucher & Taylor loop during peak hours.
Sheppard Pratt branch riders were instructed to transfer to Route 55, proposed to have an improved frequency. After a public outcry, MTA put these plans on hold, revised them in 2006; the new proposal would not only retain the Sheppard Pratt branch, but would modify its route to serve Osler Drive and provide weekend service in this area. This plan was implemented on February 17, 2008. Route 3 is to be replaced by the BaltimoreLink transit system on June 2017 by multiple routes. City Link Silver will take over the Charles Street, St. Paul Street and 33rd Street part of the route, City Link Green will take the Loch Raven Boulevard portion of the route, LocalLink 53 will take the Joppa Road, York Road and Osler Drive portion of the route in Towson. In "When the Colts belonged to Baltimore" by William Gildea, the narrator describes the no. 3 bus as his favorite bus line because it passes Memorial Stadium. The narrator of Woodholme, by DeWayne Wickham, used the no. 3 bus to reach Memorial Stadium.
Route 3 Map and Schedule, effective August 21, 2013
Route 28 (MTA Maryland LocalLink)
LocalLink 28 is a bus route operated by the Maryland Transit Administration in Baltimore. The line runs from the Rogers Avenue Metro Subway Station in Northwest Baltimore to a loop in Moravia in Northeast Baltimore. Service is provided about once every 10–15 minutes during rush hour, every 20 minutes midday, every 30 minutes on Saturdays, hourly on Sundays; the line operates along the cross-town corridor of Coldspring Lane and Moravia Road, transversing Arlington, Park Heights, Roland Park and Montebello. The line passes several universities, including Loyola College, Notre Dame, Morgan State University; the first bus route to operate along Coldspring Lane was the no. 35 bus, which operated from 1968 to 1969 before being discontinued. The line performed well on AM trips operating to Morgan State, PM trips from Morgan State, but reverse trips were nearly empty, thereby leading the route to be considered a failure at the time; the no. 33 designation was used in Baltimore transit history for three other routes, including a streetcar that served the Arlington area, near a portion of the present Route 33.
The other routes include a streetcar route along Hudson Street that operated 1920-24, was merged into the no. 18 streetcar (currently bus route 7, a bus that operated along Milton Street 1950-1954, now a part of Route 13. The current Route 33 started operating in 1977. At that time, it was introduced as an experimental service, with expectations that it would not be successful, it ran on weekdays only during rush hour and midday, there was no evening or weekend service. Its route was from Arlington to Morgan State only. About a year the line was seen as somewhat of a success. Service was extended during rush hour to the current Moravia loop, middays to Montebello State Hospital; the line saw no further improvements until 1986. During that year and Saturday service were added. On weekdays, the line operate until 10 PM, on Saturdays, intervals were 90 minutes, the most service allowable with a single bus. In 1993, the line was improved again. All trips were extended to the Moravia loop, midday service was improved from intervals of 50 to 35 minutes.
Evening hours were extended to midnight, Saturday service was doubled to intervals of 45 minutes. In 1995, Sunday service on this line was added, though it operated only once every 90 minutes, the previous Saturday frequency. In 2005, as part of the Greater Baltimore Bus Initiative, the line saw an unplanned extension; the original plan was to extend Route 33 to Eastpoint Mall via North Point Boulevard, to improve the frequency. But with a public outcry in response to the elimination of certain branches on other lines a deviation on Route 35, Route 33 was extended to provide bus service in those communities. Service, extended to Eastpoint Mall started operating via the Armistead Gardens community; this resulted in a slight reduction in service frequency except on Sundays. But the frequency of service on this line, proposed for an increase in the original phase of GBBI, was improved in 2006. Three months the route was extended again about a mile to the Essex Park-and-Ride lot in order to improve efficiency in looping.
An modification shifted service from Eastern Avenue to Rolling Mill Road. On August 30, 2009, all trips on Route 33 were shortened to the Moravia loop, Route 24 was extended west from Middle River to replace service south of Moravia. In 2017, Route 33 was renamed Route 28 under BaltimoreLink
Lutherville station is a Baltimore Light Rail station located in Lutherville, Maryland. Like most suburban stations on the system, it has two side platforms serving the line's two tracks, it opened in 1992 as part of the initial operating segment. The Northern Central Railway stopped at Lutherville until local services ceased around 1959; the former station building is still extant. Prior to the opening of the light rail system, the current parking lot was a park-and-ride lot with express bus service. In July 2009, two teenage boys were struck by a light rail train near Lutherville station; the boys were unaware of single-tracking, which caused a train to come from the opposite direction than they would have expected. Two operators were fired and six other employees disciplined in December 2009, but it remained unclear whether the deaths could have been prevented by the operators following proper procedures. MTA instituted new regulations pertaining to trespassing on light rail tracks as a result of the deaths.
These include enforcing the existing trespassing laws, alerting police if someone is spotted on or near the light rail tracks, enforcing speed regulations on trains until the trespasser is removed. MTA Maryland - Light Rail stations
Purple Line (Maryland)
The Purple Line is a 16.2-mile light rail line under construction to link the Maryland suburbs of Bethesda, Silver Spring, College Park, New Carrollton, all in the Washington metropolitan area. The line will allow riders to move between the Maryland branches of the Red and Orange lines of the Washington Metro without needing to ride into central Washington, D. C. and will offer transfers to all three lines of the MARC commuter rail system. The project is administered by the Maryland Transit Administration. Purple Line Transit Partners, a consortium led by Fluor Enterprises, will design and build the Purple Line, subsequently operate and maintain it for 36 years. Construction began in August 2017, with service projected to begin between late 2022 and 2024. Throughout the decades-long planning process, the project had been dogged by resistance from inhabitants of the upscale community of Chevy Chase, during the administration of Governor Bob Ehrlich there were plans to build a bus rapid transit line dubbed the Bi-County Transitway instead.
Legal attempts to thwart the line continued after construction had begun. S. Court of Appeals for the D. C. Circuit ruled that Purple Line construction could continue ending the legal battle over the rail project; the Purple Line started out as one project but the name was transferred to another. It was first conceived in 1994 by John J. Corley Jr. an architect with Harry Weese Associates, which designed Washington's Metro System. It was proposed as a multibillion-dollar Metro line around the 64-mile Capital Beltway; this would have served as a "ring" line, connecting suburb to suburb, as compared to the lines of the existing Metro system, which radiate from Washington. In 1998, the Beltway Purple Line got considerable political support from Montgomery County Executive Douglas M. Duncan and then-Governor Parris Glendening, but as a $10 billion, 30-mile line from National Harbor to Montgomery Mall. In 1987, CSX had expressed a desire to abandon the Georgetown Branch rail line and leaders in Maryland began to consider adapting it for transit and a trail.
Montgomery County purchased its portion of the railroad right-of-way from CSX in 1988. This became known as the "Inner Purple Line" to distinguish it from the originally-conceived Purple Line. By 2001, the idea of a Beltway Metro line had been abandoned as too costly and the name was attached to the Bethesda to New Carrollton line. Robert Flanagan, the Maryland State Secretary of Transportation under Governor Robert Ehrlich, merged the Purple Line with another transportation project, Georgetown Branch Light Rail Transit; the GBLRT was proposed as a light rail transit line from Silver Spring westward, following the former Georgetown Branch of the Baltimore & Ohio Railroad to Bethesda. Both Governor Ehrlich and Secretary Flanagan introduced an alternative mode – bus rapid transit – that might have been utilized in lieu of light rail transit. To reflect this possibility, the administration changed the name of the project to the "Bi-County Transitway" in March 2003. Another reason that "the Purple Line" was discouraged by the Ehrlich administration was that its associations with the other color-oriented names of the Washington Metro system might lead the public to expect a heavy rail option.
The new name did not catch on, however, as several media outlets and most citizens continued to refer to the project as the Purple Line. As a result, Governor Martin O'Malley and Secretary of Transportation John Porcari opted to revert to "Purple Line" in 2007. In January 2008, the O'Malley administration allocated $100 million within a six-year capital budget to complete design documents for state approval and funding of the Purple Line. In May 2008, it was reported. A draft environmental impact study was issued on October 20, 2008. On December 22, 2008, Montgomery County planners endorsed building a light rail line rather than a bus line. On January 15, 2009, the county planning board endorsed the light rail option, County Executive Isiah Leggett has expressed support. On October 21, 2009, members of the National Capital Region Transportation Planning Board voted unanimously to approve the Purple Line light rail project for inclusion into the region's Constrained Long-Range Transportation Plan.
Planners intend to utilize existing Metrorail stations and for the Purple Line to accept WMATA's SmarTrip farecard. Metro's 2008 annual report asks readers to imagine that in 2030 the Purple Line will be integrated with WMATA's existing transit system; the proposed project prompted support and opposition in the community: Support for Purple Line Purple Line Now is a non-profit dedicated to advocating for the inside the beltway light rail Purple Line from Bethesda to New Carrollton integrated with a hiker/biker trail from Bethesda to Silver Spring. The Action Committee for Transit is a community group; the Washington Post published an editorial in 2008 in support of the Purple Line light rail option. The Montgomery County Council and Prince George's County Council voted unanimously in favor of the light rail option for the Purple Line in January 2009. Maryland state officials are strong Purple Line advocates. State officials say that a Purple Line, which would run above ground, "would provide better east-west transit service for lower-income workers who can't afford cars."
The development firm Chevy Chase Land Co. is a strong proponent of the construction of the Purple Li
Route 58 (MTA Maryland)
Route 58 is a bus route operated by the Maryland Transit Administration in Baltimore and its suburbs. The line's western terminus is the Reisterstown Plaza Metro Subway Station, its eastern terminus is White Marsh Mall, though some peak hour trips make short turns in Overlea. Route 58 serves the communities of Glen, Fallstaff, a large section of Northern Parkway, a portion of Belair Road in Baltimore County; the western portion of this route is based on that of the former Route M-10, is identical to most of the route that Route M-10 followed since 1992, like that, followed since 2005, with the exception of Greenspring Station service, now provided by Route 60. The eastern half of this route is based on that of the now defunct Route 66, discontinued in 1993; the Greenspring Avenue corridor and the Cheswolde area was first served by the no. 47 streetcar prior to 1950. The no. 47 streetcar operated from Mt. Washington along Kelly Avenue, long before there was a light rail stop in the area; the line was constructed with the intention of being part of the Emory Grove Streetcar Line, but it was never completed to this extent, abandoned.
The current Routes 58 and 60 replaced Route M-10 on August 24, 2008. But the no. 58 designation was used for several other bus lines that served many common areas. Between 1984 and 2008, the no. 58 designation was not used at all, these areas were served by various Metro connection buses. The original Route 58, which started operating in 1948, operated from Brighton to Greenspring Manor, it was merged as a branch of Route 44 in 1973, known as the "Brighton" branch. The Brighton branch of Route 44 operated until 2005, when as part of the Greater Baltimore Bus Initiative, it was discontinued, riders were directed to use Route M-10, which operated nearby. Another line numbered 58 started operating in 1973 from Pimlico to Ranchleigh, but in 1975, this became a branch of Route 5. There was a Route 58A that operated from 1973 to 1975 from the Reisterstown Road Plaza to Greenwood via Villa Julie College; this service was merged into Route 5 as a special branch, which operated until 1984, when Metro connection services took over.
From 1987 to 2005, a line known as Route M-12 covered this route, serving Greenwood, Villa Julie and Caves Road. This line, which underperformed and faced numerous cutbacks over its years of operation, was eliminated in 2005 as part of the Greater Baltimore Bus Initiative. MTA stated. Following public opposition, Route M-10 was extended from Greenspring Station to Villa Julie, this area is covered by Route 60; this was after the portion of Route M-10 along Falls Road was proposed for elimination. Another line known as Route 58 operated from the Reisterstown Road Plaza to Mt. Washington from 1976 to 1978, but was discontinued. In 1984, in conjunction with the opening of the Baltimore Metro Subway, two new routes were formed, Routes P-7 and R-2. Route P-7 operated between Ranchleigh, serving Fallstaff. Route R-2 operated between the Rogers Avenue Mt. Washington serving Cheswolde. In 1987, in conjunction with the opening of Phase II of the Metro, Routes P-7 and R-2 were redesignated Routes M-10 and M-5, respectively.
Route M-5 had service to Towson State University via the Ruxton area, but this was discontinued. In 1992, in conjunction with the opening of the Light Rail, Routes M-5 and M-10 were combined into a single line, given the M-10 designation; the new Route M-10 served both the Reisterstown Plaza and Rogers Avenue Metro stations, the Mt. Washington and Falls Road Light Rail Stops, all points served by both of the previous routes, with the exception of short blocks on a few streets. Additionally, Saturday service was discontinued. In 1998, Saturday service was added back to Route M-10, a branch that operated twice daily via Old Court Road was discontinued. Sunday service was added for the first time in 2001. In 2005, as part of the Greater Baltimore Bus Initiative, service via Old Pimlico Road was discontinued, all trips were modified to operate to Mt. Washington via Smith Avenue, with all weekday trips continuing to Greenspring Station, all peak hour trips continuing to Villa Julie College, replacing a portion of Route M-12, discontinued.
The line was shortened to Reisterstown Plaza Metro Station. The original plan had been to eliminate Route M-10 service on Falls Road, operate Route M-10 via the present route of Route 58. On August 24, 2008, Route M-10 was split into Routes 58 and 60. Route 58 operated along the same routing as before from the Reisterstown Plaza station to the intersection of Smith and Greenspring via Greenspring to the new Quarry Lake development. Route 60 was formed to operate along the full length of Clarks Lane without any deviations, to serve all points of Route M-10 east of Greenspring. In February 2009, Route 58 was modified to serve Mt. Washington following complaints from Quarry Lake residents over the buses. On July 3, 2011, an extension of service to White Marsh Mall on Route 58 replaced the Route 15's service to White Marsh, allowing easier access there from the north; the extension travels via Falls Road, Northern Parkway, Belair Road, White Marsh Boulevard. Service operates hourly, except during weekday peak periods where every other trip operates between the Reisterstown Plaza Metro Station and Overlea