• Purpose & Need /
  Project History
• Decision-Making Process
• Funding
• Environmental Process
• Schedule
• Alternatives
• Stations / Land Use
• Operations
• Ridership
• Vehicles
• Community Issues
• Public Involvement
• Safety & Security
• Parking / Traffic /
  Pedestrians / Bicycles
• Cost to Construct
• Maintenance Facilities

Community Issues

77. What areas and neighborhoods are included in the Red Line Corridor Transit Study?

The Red Line project includes 44 neighborhoods in Baltimore City and Baltimore County. These neighborhoods are listed below:

78. Will any homes or businesses be taken to build the Red Line?

One of the goals of the Red Line study is to identify transit alternatives that avoid the purchase and relocation of homes and businesses.

There are no homes we have identified that need to be taken as part of the Red Line for any of the options currently being studied.

Various options allow for the construction of the Red Line without taking any businesses. However, some of the options may require the displacement of up to three or four businesses along U.S. 40 on the west side of Baltimore, including the Social Services Building at Hilton Parkway, the Sunoco and Hess Stations at Franklintown Road and the Furniture and Mattress World store near the West Baltimore MARC Station.

79. Will the Red Line change my property value?

The addition of transit near a residence or business is one factor of many that a person considers when selecting a place to live or work. Each individual views these considerations differently - one may favor a location because it is near transit, and another may feel that closeness to transit is a disadvantage. It is also important to understand that whether one's home or business is adjacent to the transit line versus the transit station may affect the perception of value. There are no studies that conclusively show the effects of transit on property values.

80. Construction of "the ditch" along U.S. 40 is a bad memory. How will the Red Line be different?

Construction of the roadway along U.S. 40 in West Baltimore - called by critics "the road to nowhere" or "the ditch" - was intended to be part of an interstate highway system in Baltimore. The U.S. 40 portion between Martin Luther King Boulevard and Pulaski Street was to be called I-170. It was constructed between 1975 and 1979. Future segments of the Baltimore interstate were going to run through Leakin Park and along the Gwynns Falls to an interchange with I-95 near Caton Avenue. In 1981 those plans were cancelled, thereby leaving the constructed portion of I-170 with no connections to any other part of the interstate system. I-170 has subsequently been re-named U.S. 40.

As part of the 1975-1979 construction of I-170, approximately 700 homes were purchased and removed. Unlike I-170, the Red Line will run primarily within existing street rights-of-way or underground, which will not require the taking of any homes. It is a stated goal of the Red Line to minimize or eliminate the need to take residential homes as part of the project. At this point in the planning process, no homes have been identified for taking.

81. How do I know where my property line is and whether the Red Line affects my property?

Property lines are typically set several feet back from a curb or sidewalk adjacent to the street. These lines are officially recorded by Baltimore City and Baltimore County and are reflected in the deed to the property. The location of property lines is shown on various Red Line displays and maps as a blue line with a long and short dash. Should construction of the Red Line need property outside of that reserved for a street or roadway, the area is shown as a red shaded area on the Limit of Disturbance drawings. These drawings will be included in an appendix to the Draft Environmental Impact Statement (DEIS).

82. Will there be noise and vibration studies made for the Red Line?

MTA understands the concerns about noise and vibration and will perform studies to assess those effects. For the Draft Environmental Impact Statement (DEIS), MTA will be identifying affected locations and what mitigation steps can be taken. MTA has a large amount of experience from construction of the Light Rail and the Metro where noise and vibration concerns were also noted by the public and businesses along the routes. As this project moves into preliminary and then final design, details about possible noise and vibration problems that may result from construction or operation of the Red Line will be documented and shared with the public. Methods to address those problems that are effective and appropriate will be provided. The MTA's public involvement program includes an analysis of noise and vibration issues throughout the assessment process for alternatives, modes and options.

83. If the Red Line is built, how will I be protected from any damage to my property or loss of use of my property due to vibration during construction or operation?

There are strict codes, which will be enforced, governing emissions of noise and vibration during construction. In addition to properties directly adjacent to a construction site, haul routes to and from the site will be monitored. It is also an MTA requirement that properties in close proximity to a site that could potentially be damaged by vibrations must be surveyed before construction so conditions existing at the property prior to construction can be recorded. Thus, if damages do occur the property owner can be properly compensated or can make repairs that are paid by the MTA.

Vibrations resulting from construction activities generally can be mitigated by design and by a combination of monitoring and enforcement. As an example, the Johns Hopkins Metro Station, a major underground construction project, was built within 50 yards of Hopkins' Wilmer Eye Clinic - a very vibration-sensitive facility where micro-surgery is performed on human eyes. The hours of construction were limited to non-critical times of the day; a rubber-lined loading hopper and an enclosed loading shed were used along with rubberized conveyor belts; truck back-up alarms were disabled, and many other precautions were implemented. The vibration limitations were exceedingly restrictive. Vibrations were monitored by attaching geophones to the building structure in the basement under the eye clinic as well as in the lawn area between the construction zone and the building. Vibrations from construction were mitigated so well that the only movements recorded were ambient vibrations already within the building from elevators, copying machines and doors slamming.

Vibrations caused by transit operations can be mitigated by design. With a modern rail system, vibrations are virtually eliminated by using continuously welded rail (no joints), resilient wheels, elastomeric fasteners that absorb vibrations and good track and wheel maintenance. Track switches, where two tracks meet (such as at crossovers), are the most problematic. By their nature, joints exist. Where they must be placed in vibration sensitive areas, mitigation by design may include such features as placing special trackwork on floating slabs, use of flange-bearing frogs or even movable point frogs. ("Frogs" refer to the crossing point of two rails that ensure train wheels can cross to the other rail.)

If bus rapid transit (BRT) is the selected mode, vibrations will be no greater than along existing bus routes. Both ride quality and noise/vibration emissions will be improved over existing bus operations by having a dedicated busway and using a new smooth, rigid pavement structure.

84. Will any noise walls be needed if the Red Line is constructed?

Because much of the Red Line involves construction along or under existing streets, it is doubtful that noise walls will be needed as a mitigation tool. If there are specific locations where noise mitigation is required they will be identified in the Draft Environmental Impact Statement (DEIS).

85. If a tunnel alignment runs under my home or business, what is the potential impact?

The right to cross under any private property, even though there is no surface disturbance, can only be legally obtained by acquiring an underground easement from the property owner. The easement must describe vertical and horizontal limits of the underground construction as well as the property owner's rights and protections, and his obligations, in the property above, below and beside the easement.

The greatest impact usually occurs during tunnel construction. Every building over a tunnel will be examined to determine the best means of protection. Major buildings or buildings with deep foundations may require underpinning, a process where foundation loads are physically transferred out of the zone of the tunnel influence. Smaller buildings may require stabilization of their supporting soils - such as grouting or ground freezing - so the tunnels can pass safely beneath. Some minor buildings may only require monitoring, by utilizing reference points or inclinometers installed before construction begins. If settlement or movement is detected, corrective measures can be implemented before serious damage occurs.

In all cases, pre-construction surveys are conducted to record conditions, by both measurement and photographs. This provides a basis for establishing necessary repairs or, if the owner chooses, compensation for damages attributed to tunneling.

Potential damage to utilities which, if ruptured, could harm either public or private properties is a concern that will be addressed in design. Many older water and gas conduits are made of cast iron pipe with leaded joints which, over time, become brittle and intolerant to movement. These are generally replaced or relocated prior to construction. Other utilities such as sanitary sewers and storm drains may be protected by concrete encasement or by lining them prior to tunnel construction.

86. How will small businesses remain economically viable during construction of the Red Line?

Any major construction, public or private, can cause inconveniences and disruptions to businesses adjacent to the construction site. Temporary impact from construction could include:

• Decrease in roadway capacity that results in delays, congestion and detours
• Alterations to property access
• Loss of parking, especially short-term street parking
• Airborne dust
• Noise and vibrations from construction equipment and vehicles
• Loss of visibility of businesses to their customers
• Presence of construction workers and materials

The Red Line public involvement program includes an active business outreach component. Throughout the planning, design and construction phases the MTA will continue to coordinate with businesses in the corridor and especially those adjacent to the preferred alignment, when selected, to prevent or minimize short-term or long-term disruptions to parking, access or delivery. Similar to initiatives in other cities, the MTA may enter into written agreements with the business community on programs to assist impacted businesses.

87. Will the alignment be fenced anywhere?

In general, the Red Line will not be separated from adjacent land by fences. This is also the case in other cities with light rail and bus rapid transit. If there are specific areas where fencing would help with safety or operations it will be considered.

One of LRT's greatest advantages is its accessibility and openness as a transit mode. Because it derives its power from overhead wires, the tracks can be crossed at intersections with roads and walkways at-grade. This means bridges or underpasses are not needed, which saves a great expense for the project. At stations, access is critical so fencing would be undesirable. Much of the Red Line alignment between stations would be in existing streets where fencing is undesirable, impractical or unnecessary. MTA will seek community input on safety concerns and work to make stations and the transit line itself as accessible and community oriented as possible. Since much of the Red Line would travel along existing streets (which currently have no fencing for automobile, truck and bus traffic), the MTA wants to make the transit line compatible with the existing environment.

88. If LRT is selected, how often will there be poles to support overhead wires?

Typical pole spacing ranges between 100 feet and 200 feet but the poles could be closer together or further apart depending on specific conditions.

A number of factors determine the spacing between poles for the overhead wires, including the width of the area to be spanned; whether the tracks are in a straight or curved section, and the type of overhead wire system. When street widths are wider, poles need to be spaced closer together to support the longer spans of the overhead wire system. In curved transitway sections, poles need to be spaced closer together to support and guide the wires around the curve to follow the tracks.

89. Baltimore City is working with communities near the West Baltimore MARC Station on potential improvements for the neighborhood. How is that effort related to the Red Line?

The efforts of Baltimore City to make improvements in the neighborhoods around the MARC station are a separate but related initiative. Baltimore City wants the MARC Station to be a hub in West Baltimore and seeks to implement infrastructure improvements in adjoining neighborhoods. These improvements could help current residents and aid redevelopment efforts in Poppleton and Harlem Park, and could be implemented whether a Red Line project gets built or not. If the Red Line is built, the West Baltimore MARC station becomes even more important as it will serve as both a MARC and Red Line Station.

90. How is the Red Line related to plans for development in Uplands?

Although the master plan for Uplands was created before the beginning of the Red Line planning process, Uplands planners knew about the MTA's intention to create an east-west transit line on Edmondson Avenue. The main element that needs coordination is selecting the site and orientation of the Red Line station planned for the Edmondson Village area so that the station serves surrounding communities, including the new Uplands development. A master developer for the Uplands project is now being selected by Baltimore City. It is expected that the master developer will fine-tune the Uplands master plan to reflect current conditions. This will represent another opportunity to ensure that the Red Line and Uplands development are well coordinated.

91. How will the historic nature of Fells Point be taken into account in planning for the Red Line?

A detailed assessment of the potential effects of the Red Line project on historic properties has been an important part of each stage of the project planning process. Section 106 of the National Historic Preservation Act requires that all state and federal sponsored projects include plans to identify and evaluate archeological sites and historic structures within a project area. Once historic resources are identified, the project planning team works to find ways to avoid, minimize or mitigate potential project impact. Special attention has been given to the portion of the alignment that will pass through the Fells Point Historic District, one of Baltimore's most historic neighborhoods,. Ongoing cultural resource studies will take into consideration all aspects of the project, including ground disturbance and visual, noise and vibration impact. The goal of these studies is to help the project team select a transit alignment and station location that gives the community transit access while minimizing any impact on the architectural character of the historic district.

92. What job opportunities might be afforded local residents if the Red Line project is implemented?

If the Red Line is built, job opportunities will fall into two categories: new jobs and better access to existing jobs. In public works construction projects of this magnitude contractors rely heavily on the local labor pool to help build it. Both skilled and unskilled labor will be necessary. Once the Red Line is built and open for service, MTA will have numerous new positions in operations and maintenance. This can include a wide range of jobs such as drivers, security personnel, and mechanics. New jobs also could result from re-development or new development near Red Line stations, particularly from Transit Oriented Development.

Better access to existing jobs within the Red Line corridor also would occur. Major employers such as the Centers for Medicare and Medicaid Services, Social Security Administration and companies located downtown and at Inner Harbor East would benefit from higher quality transit access and service. Residents who live within the corridor not only would have better access to jobs within the corridor but to jobs they can reach by connecting to MARC, Light Rail and Metro. This would potentially allow employers to draw upon a larger worker pool within the region.

93. Will the Red Line have any impact on Leakin Park?

Based on existing park boundaries and proposed alternatives, the Red Line project will not directly impact Leakin Park. None of the proposed Light Rail Transit (LRT) and Bus Rapid Transit (BRT) alternatives or options would require the taking of parkland or the use of existing parkland property as identified and mapped by the Baltimore City Department of Parks and Recreation.

The City of Baltimore owns two properties (Parcel 7900F and Parcel 7900G) adjacent to Leakin Park that may be impacted depending on the final alignment that is selected. Both an LRT and a BRT alternative would require slight encroachment into Parcel 7900F. A proposed BRT Maintenance Facility would impact Parcel 7900G under one of those alternatives.

Parcel 7900F is a 15.79 acre lot located between Leakin Park and residences along Cooks Lane. The property was purchased by Baltimore City in 1958 and although maintained by Baltimore City there are no deed restrictions or covenants specific to public recreational use. The area is wooded with steep grades and the Baltimore City Department of Public Works recently constructed a 48-inch water transmission line along the edge of the property. Access to the property extends to Cooks Lane where a minor strip of Right of Way or Easement Area would be required for the LRT and BRT alternatives in order to widen Cooks Lane for the Red Line project. Coordination will occur with Baltimore City officials to discuss potential mitigation, including consideration of a retaining wall to avoid or minimize impacts, if deemed necessary.

Parcel 7900G is a 16.98 acre lot between Leakin Park and the I-70/I-695 interchange that is the eastern terminus of I-70. The parcel was originally purchased to prevent development and to construct an interchange. It now consists of several ramps and a park-and-ride lot. The State conveyed the remaining 16.79 acres of land to Baltimore City in 1961. There are no deed restrictions or covenants for public recreational use and the eastern limit of the property was recently used to construct the 48-inch Catonsville Transmission Line mentioned above. The Baltimore City Department of Recreation and Parks has suggested the parcel be used as a Trailhead and Parking Area for the Gwynns Falls Trail. Connections with the Gwynns Falls Trail would be an added benefit of the Red Line project.

Parcel 7900G would be impacted by the Red Line project only as a result of the selection of the LRT alternative that includes a maintenance facility there. As proposed, the maintenance facility would consist of a rail connection and storage areas. Discussions with Baltimore County and Baltimore City officials will continue on potential impacts, land use issues and opportunities associated with the Red Line.

94. Will the Red Line have any impact on the Gwynns Falls?

In accordance with federal and state guidelines and regulations to protect public parklands, direct impacts are typically defined as any property taking or use of parkland or when proximity impacts would substantially impair the normal use of the park. None of the proposed Light Rail Transit (LRT) and Bus Rapid Transit (BRT) alternatives would directly impact existing Gwynns Falls Park property as identified and mapped by the Baltimore City Department of Parks and Recreation.

This conclusion is based on several factors including: (1) the proposed widening of the Edmondson Avenue Bridge over Gwynns Falls, proposed by the City of Baltimore, would be sufficient to accommodate any Red Line construction across that bridge, and (2) the Red Line Franklin Street Tunnel Alternative, located south of Edmondson Avenue, could be constructed entirely underground without impacting Gwynns Falls Park.

Although Gwynns Falls Park would not be directly impacted by the Red Line project, the proposed LRT and BRT alternatives along Edmondson Avenue could potentially impact several small parcels east of Gwynns Falls Park that are identified as Ellicott Drive Open Space. Any impact would be the result of the need to widen Edmondson Avenue along the eastern approach to the Edmondson Avenue Bridge. This would likely require encroachment into the Ellicott Drive Open Space and would necessitate coordination with Baltimore City as owner of those two parcels. If the parcels are deemed parkland as part of Gwynns Falls Park, design efforts will be made to avoid or minimize impact to the parcels and mitigation efforts (i.e. landscaping) will be undertaken.

95. Will the Red Line have any impact on Patterson Park?

The Red Line project will not directly affect Patterson Park, which is listed in the National Register of Historic Places. None of the proposed Light Rail Transit (LRT) and Bus Rapid Transit (BRT) alternatives along Eastern Avenue would require the taking or use of Patterson Park property as identified and mapped by the Baltimore City Department of Parks and Recreation. The limit of parkland is considered the grassed edge of Patterson Park where perimeter improvements recently were made by the City, including landscaping, aesthetic lighting and entrances.

Several Red Line alternatives along Eastern Avenue include proposals for stations in the vicinity of Linwood Avenue. As proposed, the stations will not encroach onto Patterson Park. Should any of the LRT and BRT alternatives along Eastern Avenue be selected, landscaping is proposed and the station designs will be compatible with the neighborhood architecture and aesthetics. As such, transit and pedestrian access to the park will be improved. Considering the many ethnic festivals and city events held there throughout the year, this would be a benefit to Patterson Park users.

96. How would the Light Rail Transit power lines work and what would they look like?

If LRT is chosen as the mode for the Red Line, electrical power would be transmitted to the vehicles via overhead lines. Electricity is carried through a contact wire, where it is picked up by a pantograph mounted on the top of the LRT vehicle. The pantograph is in continuous contact with the wire, which runs parallel to and approximately 15 feet to 23 feet above the tracks. The contact wire is supported by a system of span wires, which are themselves supported by poles. The wires themselves will be visible above the street but they will be designed to blend into the streetscape as much as possible so as not to pose aesthetic problems.

Poles can be located either between a pair of tracks or outside of the guideway area. When located in the center of the track bed, one pole can support both contact wires at a given point. When located on the outside of tracks, span wires are hung between a pair of poles, located on either side of the tracks, and the contact wires are hung from these spans. Pole spacing will vary, with typical distances in the range of 100 feet to 200 feet. Typical poles are 20 feet to 25 feet tall and can be designed in a variety of styles, from a simple steel pole to a more decorative cast aluminum pole similar in look to streetlight poles. In fact, poles sometimes can be used both as supports for the overhead wire system and as streetlights.

97. Will the Red Line address the rodent infestation that could occur as a result of underground tunnel construction?

As with any urban construction project, it is anticipated that some rodent problems will occur. The MTA will work with any affected property owners to responsibly resolve rodent infestations that might occur during Red Line construction.