If a new Red Line is constructed, what could happen to existing bus service in the corridor? How will the Red Line connect with MTA bus routes?

Similar to the Light Rail and the Metro, the Red Line is viewed as a "trunkline" or mainline service, providing a faster, more frequent and higher quality ride than buses on city streets. An important component of this trunkline service, however, is connecting to the rest of the transit system, including local bus routes within the corridor. Therefore, the MTA is examining existing bus routes to determine if they should be modified to serve one or more Red Line stations.

Changes to existing bus service could differ, depending on the mode chosen for the Red Line, either Bus Rapid Transit or Light Rail Transit. The primary goal with any service change is to enhance accessibility to the transit system.

If Light Rail Transit is selected, portions of the bus routes operating within the corridor parallel to the Light Rail Transit guideway (e.g., portions of bus routes 10, 15, 20, 23 and 40) would likely be modified to serve transit stations. Those bus lines would become "feeder" routes, operating locally through neighborhoods and along major streets, terminating at a transit station so passengers can transfer to the faster and better ride via the Red Line. This is how the "M" routes and other bus routes operate today to Metro and Light Rail stations. The rationale is that once the investment is made in a Red Line rapid transit line, the MTA should reduce redundant bus routes that parallel or duplicate service provided by the Red Line. Some local bus service would continue running along streets adjacent to the guideway to serve local bus stops not convenient to Red Line stations.

If Bus Rapid Transit is selected for the Red Line, the majority of existing bus routes within the corridor likely will be routed onto the guideway or dedicated bus lane and serve the Red Line stops through downtown. In addition, existing buses would operate locally through neighborhoods and then join the dedicated guideway at an appropriate location and continue through town as express buses. In this way, the passenger won't have to transfer from the local bus to the express route and the passenger's total transit trip would be faster than it is today. Some local buses would continue to run along streets adjacent to the guideway to serve local bus stops not convenient to Bus Rapid Transit stations.

Regardless of the mode selected for the Red Line, bus routes outside of the corridor and those crossing the corridor (such as routes 13, 16 and 77) would only be modified, if appropriate, to serve an adjacent Red Line station and allow transfers between those routes and Red Line service.

What days of the week would the Red Line operate?

As with Metro, Light Rail and local bus service, the Red Line would operate seven days a week. Service would be more limited on weekends and Holidays.

What would be the hours of operation for the Red Line?

The Red Line likely will have similar hours as Metro and the Light Rail. Metro generally operates from 5 a.m. to 12:30 a.m. on weekdays and 6 a.m. to 12:30 a.m. on weekends. The Light Rail generally operates on a slightly reduced schedule, from 6 a.m. to 11 p.m. Monday through Saturday and 11 a.m. to 7 p.m. on Sunday due to the fact that ridership is lower in the late evening and on weekends. The Red Line would not have this conflict. It should be noted that extended service is available on the Light Rail when there are special events such as baseball and football games. As demand warrants, service for any or all of these lines can be extended to 24 hours, seven days a week.

How often would Light Rail Transit or Bus Rapid Transit operate?

Light Rail currently operates every 10 minutes and Metro every eight minutes on weekdays during the peak morning and evening travel periods. Service is less frequent, every 15 minutes, at other times and on weekends. The Red Line, whether it uses light rail or bus rapid transit, will probably operate as frequently, about every 6-10 minutes during weekday morning and evening peaks. The final schedule will be determined in conjunction with cost and projected service demand.

What are the estimated travel times for the Red Line?

This will depend on the final design of the guideway; how much of the transit line is separated from automobile traffic through the use of tunnels or dedicated lanes, and what type of traffic signal priority is provided to Red Line vehicles when operating in the street median. There are approximately 65 traffic signals along the proposed Red Line alignment between the western terminus west of Rolling Road to the eastern terminus at Bayview. Each traffic signal increases the probability of delay. The Red Line study is examining a range of alternatives with different levels of investment in tunnels - the most expensive component of any transportation project. The range of alternatives vary from all surface operations, a tunnel through the downtown area, a tunnel west of downtown and a tunnel from downtown to east of Haven Street. Generally, longer lengths of tunnel will allow faster speeds and shorter travel times through urban areas. Estimated travel time for all Red Line alternatives will be presented at the fall 2007 public workshops and in the DEIS.

How fast would Light Rail travel on existing streets?

The answer is linked to several factors, including posted speed limit, the extent of exclusive lanes for the Red Line in the median or alongside the street, the number of roadway or pedestrian crossings and the radius of turns. Normally, Red Line vehicles will travel at the posted speed when the guideway is within or adjacent to the roadway.

Will riding the Red Line be faster and cheaper than driving?

The answer to this question depends on which costs are included in the comparison and whether you already own a car. For car owners, costs include car payments and insurance plus fuel, tires, and maintenance. There is also the cost of parking for some, depending on their job location.

Transit is generally less expensive than driving a car, if all the costs associated with car ownership are included. Over a four-year period, and assuming 15,000 miles traveled per year, it costs between 38 cents and 76 cents per mile to own and operate an automobile, or $5,700 to $11,400 per year (depending on whether you drive a compact, standard or luxury car).

But even with the lower rate for a compact car, taking transit is typically less expensive. For example, the trip from Security Square Mall to Pratt and Charles Streets downtown is nine miles in length. At the lower rate of 38 cents per mile, the total cost to own and operate an automobile is $6.84 for the round trip - roughly twice the $3.20 direct cost of transit. Add monthly parking at your destination and driving to work increases to $13.20 per day. Overall savings for the year could range from $910 to $2,500 for work trips alone. These figures are based on the lower compact car rate; actual savings could be 30 percent to 50 percent higher.

Since the Light Rail on Howard Street seems to run slowly, how will the Red Line alternatives running on surface streets differ?

The Light Rail running on Howard Street operates in a portion of roadway where traffic signals are not synchronized well, nor can priority be give to transit vehicles so that signals turn green as the train approaches. In addition, the large light rail vehicles share portions of the street with more nimble automobiles.

Red Line concepts anticipate enhancements to the east-west traffic signal system so the Red Line receives signal priority, thus minimizing delays. In areas where the Red Line may be at the surface, it usually will be separated from vehicular traffic so it rarely will share space with cars and trucks. There are also tunnel options for the Red Line that completely avoid congested city streets.

How much will it cost to ride the Red Line?

The Red Line will probably cost the same to ride as Metro, Light Rail or local bus. Currently it costs $1.60 per day one-way, within one trip and route, to ride these services. Transfers to other MTA routes or services cost the price of an additional fare. For $3.50 per day, a rider is issued a Day Pass that allows unlimited trips on Metro, Light Rail or local bus. Fare discounts are available for weekly and monthly passes; for seniors and the disabled, and for participating K-12 schools and colleges. For more information about fare discounts, call 1-866-RIDE-MTA or visit http://www.mtamaryland.com/fares/currentfares/

Will the Red Line be accessible to people with disabilities?

Yes. The Red Line will be accessible to all riders. New technologies such as low floor vehicles will enable easier boarding and departing for passengers with disabilities. Stations are being designed with consideration for the needs of all passengers so everyone can easily access public transit.

If LRT is built, will there be gates, bells, horns and flashing lights at crossings?

As MTA did for the current Light Rail, gates and flashing lights will be implemented at roadway crossings where it is deemed necessary, based on traffic studies, Baltimore City and Baltimore County discussions and community input. This will be kept to a minimum as the time required for the gates to close and then open impact traffic flow. For example, in Baltimore County gates are used at Seminary Avenue and Timonium Road but not at entrances to businesses along Gilroy Road in the Hunt Valley area. Each crossing will be assessed individually and in concert with nearby crossings so train and traffic operations are maintained to the greatest extent possible. The trains will have bells and horns intended for use at crossings, surface tunnel transitions, nearing stations and along the corridor as warning tools. MTA understands the noise effects of these tools and will work closely with communities and businesses on how they will be used on a case-by-case basis.

How much will it cost to operate the Red Line?

In general, operating expenses for transit systems include the salaries of vehicle operators (drivers) and supervisors; maintenance of the vehicles (shops and mechanics); maintenance of the guideway (track and power systems); utility bills for vehicles and stations, and cleaning of vehicles and stations.

The specific costs to operate the Red Line would depend on the length of the final alignment selected and the operating speeds of the line. The faster the system operates the fewer number of trains or buses would be required to operate the same level of service. A slow system costs more to operate and attracts fewer passengers.

Based on the alternatives considered to date, the estimated operating cost for the Red Line ranges from $17 million to $31 million per year. This compares to the existing operating costs of about $37 million per year for the Light Rail and $44 million for the Metro subway.

Will the Red Line operation pay for itself?

While more detailed ridership and operating cost estimates will be developed as part of the continuing planning work for the Red Line, it is safe to say that similar to other Maryland transit operations in Baltimore and Washington, as well as mass transit systems throughout the United States and the world, public funding will be needed for the Red Line to have an affordable fare.

Maryland law requires the Maryland Transit Administration (MTA) to maintain a 40 percent farebox recovery for Baltimore area transit services (core bus, commuter bus, Light Rail and Metro). The farebox recovery rate is the ratio of fare-generated revenues to total operating expenses.

When transit fares are reduced with public funding, this makes them more affordable and a rate encourages ridership and lowers traffic congestion. Additionally, air quality benefits are realized through the reduction of single-occupant vehicles on the roads due to greater use of mass transit. No North American transit system and, with very few exceptions, no transit system in the world operates entirely without public funding; even the New York City subway system with its high ridership requires additional funding.

It is important to remember that automobile travel also requires public investment. According to a 1998 report from the International Center for Technology Assessment, the cost of gasoline to the consumer is subsidized by the government in "five primary areas: (1) Tax Subsidization of the Oil Industry; (2) Government Program Subsidies; (3) Protection Costs Involved in Oil Shipment and Motor Vehicle Services; (4) Environmental, Health, and Social Costs of Gasoline Usage; and (5) Other Important Externalities of Motor Vehicle Use. Together, these external costs total $558.7 billion to $1.69 trillion per year, which, when added to the retail price of gasoline, results in a per gallon price of $5.60 to $15.14."