by Derek Moore
In the shadows of Northeast heavy and light rail transportation systems that are over 100 years old, the transportation network in Baltimore is unique in the Northeast cluster of mega cities for its lackluster offerings. We’ve returned to a generational moment, also experienced in the 1920s, Baltimore started planning a streetcar network that stretched into the surrounding counties. The famed street cars of Baltimore took their last ride on November 3rd 1963. The master plan for the original subway system , proceeding the streetcars legacy, was created in 1968. Out of 3 heavy rail lines, only 1 was built as a subway. The existing subway line was built in 3 sections. The Northwest Line from Owings Mills to Charles Center and later extended to Johns Hopkins Hospital in East Baltimore began service in 1983. The North and South line was completed as “second generation” light rail and opened its first segment in 1992. This 40 year old system birthed a new transit culture in the Baltimore/ Central Maryland region.
In the 2020s, the Maryland Department of Transportation is back again to plan a modern, fast and well integrated transportation network. Several projects are happening simultaneously to improve the transportation options for Baltimore residents, such as the Frederick Douglass Tunnel, Red Line Light Rail project, RAISE North Avenue, North-South Transit Corridor Study, among several others. Although they are a decade or two from completion, the time to begin rebuilding Baltimore neighborhoods based around public transportation, walkability, and bikeability is now.
Despite a competing century of car dominance, misguided highway construction, and the loss of the streetcar, Baltimore is still in the middle of the pack in regard to American transit infrastructure. According to Walkscore, a website that ranks transit connectivity and scores North American cities. Baltimore ranks 16th in transit, 22nd in walkability, and 44th in bikeability. There is certainly room for growth, but it will happen with direct action advocacy and intentional investment for and from people living in transit deserts and neighborhoods well served by transportation.
Washington D.C. ranks number 5 respectively on Walkscore. Significant improvements over the last 50 years has completely turned around the cities transportation system and rider culture. Fortunately, Baltimore’s proximity to Washington D.C, Philadelphia and New York makes it a key link in a multimodal Mid-Atlantic Northeast Regional. Connected by the Maryland Area Regional Commuter (MARC) train and Amtrak, Baltimore Subway and Light rail are important and critical assets to support in the Northeast region’s transportation network.
The Central West Baltimore (CWB) neighborhoods of Bolton Hill, Madison Park, Upton, Druid Heights, Sandtown, and Penn North are served by 3 subway stations (State Center, Upton, and Penn North) and 2 light rail stations (North Avenue and Cultural Center). These 6 neighborhoods comprise an unofficial Midtown Baltimore transit district* west of Martin Luther King Jr Boulevard. These are highly walkable neighborhoods and easily navigable by foot, bike and scooter. Between North Fremont Street to Mt. Royal Avenue and North Avenue to Martin Luther king Jr. Boulevard, a person is approximately 15 minutes or less walk from a subway or light rail station.
These neighborhoods are fortunate to be diverse by income, race, ethnicity, and occupations. However, the historic dividing streets of Eutaw Place and Madison Avenue continue to divide residents by income, homeownership rates, and race. Neighborhoods west of Madison Avenue face increasingly high vacancy, crime, and unemployment. These neighborhoods have suffered divestment and stigma from the outside that even direct access to public transportation has not been able to solve in its 40 year history. The Upton and Penn North subway stations surround some of the poorest and most vacant neighborhoods in Baltimore. The need for accessible transit in Baltimore is dire for residents that earn less than $60,000 a year. Almost half of households in Central West Baltimore do not own a car.
As the population of Downtown increases, the migration across Martin Luther King Boulevard into Midtown and surrounding neighborhoods is already happening. Downtown ridership of the Subway is dramatically higher than in other stations in the system. In 2023* ,the average weekday ridership of the metro system is about 6500 people. Lexington Market (850), Johns Hopkins (800), and Charles Center (700) are the top 3 most used stations. In Midtown, the Penn North (500) and Upton (450) stations are the 6th and 7th most used stations respectively.
Population growth is happening in core city neighborhoods. Midtown has several blocks that are prime opportunities to live in walkable neighborhoods with access to transportation. Promoting the neighborhood based on acess to public transportation can become a catalyst for higher transportation use and access. Newer residents can increase ridership and support Baltimore’s existing transportation system by:
Being an advocate for transit oriented lifestyles and walkability and bikeability in all neighborhoods in Baltimore City
Consider forgoing car ownership and use car share programs like Zipcar
Becoming a transit rider and document the experience
Reach out to the elected leaders who represent neighborhoods around transportation stations (City Council District 1, 9, and 11)
Invest in Central West Baltimore neighborhoods through purchasing a home or becoming a renter
Attracting new residents that want to live near and use public transportation will first require the city and state to support people living in neighborhoods within a 15 minute walk of our existing transit network. Moving Baltimore back to a transit oriented and walkable city will begin with the revitalization of the Central West Baltimore neighborhoods. The West North Avenue Development Authority and Reconnecting Communities in West Baltimore Coalition is a step in the right direction to focus development energy in an important east-west corridor in Central Baltimore.
Encouraging transit oriented lifestyles will require a fresh perspective of our communities. Born and raised residents that have been long neglected by private investment will soon be able to access jobs solely along transit lines. Promoting transit oriented lifestyles for every economic level will require a fresh perspective of neighborhood boundaries and acknowledging the realities of living in our communities. The ridership of the system is supported by the students in primary, secondary education, essential workers whose hours extend outside of 9AM to 5PM, and seniors over 60 who attend medical appointments. Promoting jobs accessible by transportation, public safety, access to fresh foods, and quality schools must be the first priorities to encourage people to use the transportation system and know they and their families will be safe and supported.
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