MD State layous out vision for MARC TOD

https://www.thebaltimorebanner.com/anne ... ICVOXR5BY/

A law that passed in Annapolis this year aims to help with that. It allows for greater housing density than what zoning regulations typically allow if a lot is within a half-mile of a train station — it is meant to encourage construction of apartments, townhomes, grocery and retail stores and more on land dominated by parking lots and empty space.
...At Odenton, the state owns about 20 acres, most of which is now parking, where it says it could build more 900 residential units. The state could “build on the momentum of the Odenton Town Center developments that have been happening,”

https://mdot.maryland.gov/ORED/MARC-Pen ... 9.2024.pdf for the report. And here's a render of what Odenton would look like:

The strategy looks good on paper, but in practice there are some problems with the implementation, especially in Odenton, that need to be fixed first.

1. The residential parts of the TOD around Odenton MARC station appear to be OK but the commercial parts are not even remotely successful, in my opinion. The commercial spaces at the mixed-use development adjacent to the main southbound parking lot at the station are still mostly empty, and have remained so since the construction was completed. I believe that the purported financial shenanigans that have kept those spaces empty have seriously depressed any opportunity for the TOD to organically grow into the sort of development that the planners were hoping for. Also, the complete absence of meaningful commercial TOD at Halethorpe, Bowie State and Seabrook is becoming very noticeable to me, and I would like to see serious efforts to improve those stations' facilities get started as soon as possible. The rendering of Bowie State is fantastic IMO!
2. Non-automobile pedestrian and transit options are appearing too slowly! The ongoing absence of the multi-use trail from the 10th Street heritage park in Old Town Bowie to Bowie State MARC station, the absence of the additional master planned NEC crossings north and south of MD Route 175 in Odenton, and the perceived lack of pedestrian access to BWI Marshall station from the southbound side of the NEC are all examples of pedestrian and transit options that, in my opinion, are seriously restricting access to these stations. BWI Marshall and Halethorpe have decent pedestrian and transit access, especially the latter after the replacement of the US Route 1 overpass over the Baltimore Terminal Subdivision, but there are likely some improvements to be made there too. I also believe that there's a lot of improvement needed to existing road crossings of the NEC to make it easier and safer for pedestrians and transit users to get across the Corridor, and I also believe that several former road crossings should have ADA-compliant pedestrian crossings built (e.g. the former Stoney Run Road crossing).
3. Long-term multi-day parking needs to be embraced by the MTA as a reasonable and proper use of their parking facilities! I could easily be persuaded that a significant minority of prospective transit users who would like to go into the District and stay in a hotel there for weekend activities are strongly discouraged by the absence of long-term multi-use parking at every station except BWI Marshall. If the artist's rendering of the Odenton TOD included above is actually realized, there needs to be dedicated multi-day parking available with the infrastructure to support it, and a means to pay for it with as little friction as possible.
4. Once the NEC is widened to four tracks between WINANS and GROVE, I believe that there needs to be some serious study performed into a prospective infill station between BWI Marshall and Odenton. The area west of the Corridor is increasingly being built up and becoming much denser, and I believe that a new station in the area that integrates cleanly with the existing residential neighborhoods with sympathetic TOD would radically improve the chronic traffic problems and remove a lot of cars trying to drive to those two stations from the local roads.

TheOneKEA wrote: ↑Fri Oct 11, 2024 6:38 pm 1. The residential parts of the TOD around Odenton MARC station appear to be OK but the commercial parts are not even remotely successful, in my opinion. The commercial spaces at the mixed-use development adjacent to the main southbound parking lot at the station are still mostly empty, and have remained so since the construction was completed. I believe that the purported financial shenanigans that have kept those spaces empty have seriously depressed any opportunity for the TOD to organically grow into the sort of development that the planners were hoping for.

I'm sorry, what? Hold on, I'm a short drive away... let me...

...okay, back from the short drive down to the station area, and I will say, the build layout and location are not ideal for the 9 businesses there, let alone the 9 other open storefronts there. Would you park there on a busy restaurant (there's a steakhouse in the corner)? Now granted, there is housing and parking for that behind and in the nearby garage... but then the apartments start at $2000 a month. Ummm... yeah. Not all that full in total, isn't it?

But then, where's the grocery store? Where's the take-out food places? You're only going to hit that coffee shop that's next to the steakhouse if you're living there, and last time I checked, they didn't serve straight coffee. There's a little coffee shop right next to the stationhouse itself that does gonzo business (if the coffee is back up to par. I heard it's not as good now).

So yes for the parking garage. It's very well needed as Odenton is a VERY busy place -- so much so that they should build a secondary station on the far southbound side first with the parking garage there, then move everyone to park over there while they work on the parking garage closest to the old station. Then fill in the pavilion and housing, and you better have restaurants and vendors ready to go in.

Also, the complete absence of meaningful commercial TOD at Halethorpe, Bowie State and Seabrook is becoming very noticeable to me, and I would like to see serious efforts to improve those stations' facilities get started as soon as possible. The rendering of Bowie State is fantastic IMO!

I really doubt we can get good TOD at Halethorpe. Yes we did get a proper station there, but where are you going to put the parking garage and such? Bowie State and Seabrook however can be developed better and Seabrook I think will take some time and a new station.

To #2, BWI Station is an Amtrak property, and there's nothing much you can do about that except rebuild it to accommodate four tracks. Most of these plans would benefit on having four tracks New Carrolton to Halethorpe and beyond.

3. I agree with long term parking, but I can't see how that would fit nicely. Okay, weekend convention, leave Thursday come back Monday. Take Lyft or a taxi from my home to the BWI train station. One way averages $24. Meanwhile park at the station, it's $12/day. That's $60 total VS $48. Why would you park there in this economy?!?

4. Once the NEC is widened to four tracks between WINANS and GROVE, I believe that there needs to be some serious study performed into a prospective infill station between BWI Marshall and Odenton. The area west of the Corridor is increasingly being built up and becoming much denser, and I believe that a new station in the area that integrates cleanly with the existing residential neighborhoods with sympathetic TOD would radically improve the chronic traffic problems and remove a lot of cars trying to drive to those two stations from the local roads.

The only logical infill station location is Severn, where an existing passenger tunnel exists... but it may not support four track operations, you're dealing with a church nearby (if not two), a lot of homes to displace, a bad intersection a la Jessup, and you're expanding Odenton's capacity anyway.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm

TheOneKEA wrote: ↑Fri Oct 11, 2024 6:38 pm 1. The residential parts of the TOD around Odenton MARC station appear to be OK but the commercial parts are not even remotely successful, in my opinion. The commercial spaces at the mixed-use development adjacent to the main southbound parking lot at the station are still mostly empty, and have remained so since the construction was completed. I believe that the purported financial shenanigans that have kept those spaces empty have seriously depressed any opportunity for the TOD to organically grow into the sort of development that the planners were hoping for.

I'm sorry, what? Hold on, I'm a short drive away... let me...

...okay, back from the short drive down to the station area, and I will say, the build layout and location are not ideal for the 9 businesses there, let alone the 9 other open storefronts there. Would you park there on a busy restaurant (there's a steakhouse in the corner)? Now granted, there is housing and parking for that behind and in the nearby garage... but then the apartments start at $2000 a month. Ummm... yeah. Not all that full in total, isn't it?

But then, where's the grocery store? Where's the take-out food places? You're only going to hit that coffee shop that's next to the steakhouse if you're living there, and last time I checked, they didn't serve straight coffee. There's a little coffee shop right next to the stationhouse itself that does gonzo business (if the coffee is back up to par. I heard it's not as good now).

I agree with the points you've cited here. At a minimum you would expect there to be multiple restaurants, multiple small businesses, and several more storefronts selling various classes of goods and services. The existing restaurant is clearly very successful and appears to hold its own on both weeknights and weekend nights, but there is so much more room for expansion of the culinary offerings. I would love to see a bakery with really good bagels, for example.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm So yes for the parking garage. It's very well needed as Odenton is a VERY busy place -- so much so that they should build a secondary station on the far southbound side first with the parking garage there, then move everyone to park over there while they work on the parking garage closest to the old station. Then fill in the pavilion and housing, and you better have restaurants and vendors ready to go in.

Works for me! Vast single-level parking lots are just not pleasant to look at. A parking garage can at least be clad in something interesting to look at.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm

Also, the complete absence of meaningful commercial TOD at Halethorpe, Bowie State and Seabrook is becoming very noticeable to me, and I would like to see serious efforts to improve those stations' facilities get started as soon as possible. The rendering of Bowie State is fantastic IMO!

I really doubt we can get good TOD at Halethorpe. Yes we did get a proper station there, but where are you going to put the parking garage and such? Bowie State and Seabrook however can be developed better and Seabrook I think will take some time and a new station.

Halethorpe has the Dunkin Donuts across US Route 1, which is properly equipped with pedestrian facilities and went on a road diet to keep cars from speeding through, but that's all. I sincerely believe that there's a lot of room for expansion, especially because of the potential for growth among the UMBC students who use the station. Seabrook will need a complete reconstruction anyway to make room for four tracks, and I would argue that the station platforms could get relocated to the north to make sufficient space for a proper station building and for expanded parking and transit facilities.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm To #2, BWI Station is an Amtrak property, and there's nothing much you can do about that except rebuild it to accommodate four tracks. Most of these plans would benefit on having four tracks New Carrolton to Halethorpe and beyond.

It could happen as part of the reconstruction, but one "cheap" fix right now would be to provide proper wayfinding signage for the existing pedestrian access to the station footbridge. The existing access is hard to find and once it is found, the general vibe of the parking area and pedestrian path is "not available to the general public". A small weather-resistant awning with ticket machines and a destination board would be a fantastic addition that could encourage people to use this side of the station.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm 3. I agree with long term parking, but I can't see how that would fit nicely. Okay, weekend convention, leave Thursday come back Monday. Take Lyft or a taxi from my home to the BWI train station. One way averages $24. Meanwhile park at the station, it's $12/day. That's $60 total VS $48. Why would you park there in this economy?!?

Frankly, yes I would. Speaking from my own personal experience, I would prefer to use my own vehicle to drive to and from the station, especially because of the amount of "stuff" my family would need for a multi-night stay in the District. The risk of friction with a car hire or a private transit option is too high; I would rather drive myself and ensure that all of us and all of our stuff gets to the station properly, on my own terms. Your point is well made though and there are definitely folks who would eschew the parking and use a car hire service to save money.

STrRedWolf wrote: ↑Sat Oct 12, 2024 3:23 pm

4. Once the NEC is widened to four tracks between WINANS and GROVE, I believe that there needs to be some serious study performed into a prospective infill station between BWI Marshall and Odenton. The area west of the Corridor is increasingly being built up and becoming much denser, and I believe that a new station in the area that integrates cleanly with the existing residential neighborhoods with sympathetic TOD would radically improve the chronic traffic problems and remove a lot of cars trying to drive to those two stations from the local roads.

The only logical infill station location is Severn, where an existing passenger tunnel exists... but it may not support four track operations, you're dealing with a church nearby (if not two), a lot of homes to displace, a bad intersection a la Jessup, and you're expanding Odenton's capacity anyway.

I've spent a lot of time studying the maps of the original site of the Severn station, and the only way it could work at the original site would be to buy up at least 5 houses, demolish them, and install enough parking for 15-20 cars and enough space for any local buses to easily call at the station. In my opinion, the only other location where an infill station could be built would be adjacent to the Jasons Landing Community Center, along Jasons Landing Way. There's an existing parking lot there but you would have to build a much larger parking lot on the west side of the Corridor and put all the transit stuff on that side, and I'm sure that someone living there would have opinions about a MARC station being built in that area.

TheOneKEA wrote: ↑Sat Oct 12, 2024 8:37 pm Halethorpe has the Dunkin Donuts across US Route 1, which is properly equipped with pedestrian facilities and went on a road diet to keep cars from speeding through, but that's all. I sincerely believe that there's a lot of room for expansion, especially because of the potential for growth among the UMBC students who use the station. Seabrook will need a complete reconstruction anyway to make room for four tracks, and I would argue that the station platforms could get relocated to the north to make sufficient space for a proper station building and for expanded parking and transit facilities.

I would contend having a 3-4 story garage between the Francis Ave bridge and the second-most southern entrance (where there are two isles of parking and two-way driving). Building it would be very disruptive, though. That would free up room north of Francis Avenue for some mix use (vendor+student apartments).

It could happen as part of the reconstruction, but one "cheap" fix right now would be to provide proper wayfinding signage for the existing pedestrian access to the station footbridge. The existing access is hard to find and once it is found, the general vibe of the parking area and pedestrian path is "not available to the general public". A small weather-resistant awning with ticket machines and a destination board would be a fantastic addition that could encourage people to use this side of the station.
...
Frankly, yes I would. Speaking from my own personal experience, I would prefer to use my own vehicle to drive to and from the station, especially because of the amount of "stuff" my family would need for a multi-night stay in the District. The risk of friction with a car hire or a private transit option is too high; I would rather drive myself and ensure that all of us and all of our stuff gets to the station properly, on my own terms. Your point is well made though and there are definitely folks who would eschew the parking and use a car hire service to save money.

I'll grant you the above. Having a ticket machine on the southbound side (with some better build-up of that bridge, TBH) would be useful, and I do have to agree with you on the family trip having too much stuff.

I've spent a lot of time studying the maps of the original site of the Severn station, and the only way it could work at the original site would be to buy up at least 5 houses, demolish them, and install enough parking for 15-20 cars and enough space for any local buses to easily call at the station. In my opinion, the only other location where an infill station could be built would be adjacent to the Jasons Landing Community Center, along Jasons Landing Way. There's an existing parking lot there but you would have to build a much larger parking lot on the west side of the Corridor and put all the transit stuff on that side, and I'm sure that someone living there would have opinions about a MARC station being built in that area.

Hi! I'm one community over in Severn Sides. And yes, there would be considerable traffic issues along Jasons Landing Way. There's already issues with the MD-170/MD-174 intersection, and a prelim plan to fix the issues (widen the road to 4 lanes down to the fire station) was met with a lot of push back (both from me and also the developer of many housing properties on Faith Road.

Besides, not everyone who's here goes to DC. Some go to Baltimore and a ton actually go to Ft. Meade.

You have to remember the Penn Line is *very* busy on it's own right. Odenton is a major station that just from traffic alone keeps floating ideas of making it four track/three platform so it could serve express trains (which is a good idea if BWI has to shut down and be reconstructed from the ground up).

STrRedWolf wrote: ↑Sun Oct 13, 2024 8:23 am

TheOneKEA wrote: ↑Sat Oct 12, 2024 8:37 pm Halethorpe has the Dunkin Donuts across US Route 1, which is properly equipped with pedestrian facilities and went on a road diet to keep cars from speeding through, but that's all. I sincerely believe that there's a lot of room for expansion, especially because of the potential for growth among the UMBC students who use the station. Seabrook will need a complete reconstruction anyway to make room for four tracks, and I would argue that the station platforms could get relocated to the north to make sufficient space for a proper station building and for expanded parking and transit facilities.

I would contend having a 3-4 story garage between the Francis Ave bridge and the second-most southern entrance (where there are two isles of parking and two-way driving). Building it would be very disruptive, though. That would free up room north of Francis Avenue for some mix use (vendor+student apartments).

It could happen as part of the reconstruction, but one "cheap" fix right now would be to provide proper wayfinding signage for the existing pedestrian access to the station footbridge. The existing access is hard to find and once it is found, the general vibe of the parking area and pedestrian path is "not available to the general public". A small weather-resistant awning with ticket machines and a destination board would be a fantastic addition that could encourage people to use this side of the station.
...
Frankly, yes I would. Speaking from my own personal experience, I would prefer to use my own vehicle to drive to and from the station, especially because of the amount of "stuff" my family would need for a multi-night stay in the District. The risk of friction with a car hire or a private transit option is too high; I would rather drive myself and ensure that all of us and all of our stuff gets to the station properly, on my own terms. Your point is well made though and there are definitely folks who would eschew the parking and use a car hire service to save money.

I'll grant you the above. Having a ticket machine on the southbound side (with some better build-up of that bridge, TBH) would be useful, and I do have to agree with you on the family trip having too much stuff.

I agree with everything you’ve said here.

STrRedWolf wrote: ↑Sun Oct 13, 2024 8:23 am

I've spent a lot of time studying the maps of the original site of the Severn station, and the only way it could work at the original site would be to buy up at least 5 houses, demolish them, and install enough parking for 15-20 cars and enough space for any local buses to easily call at the station. In my opinion, the only other location where an infill station could be built would be adjacent to the Jasons Landing Community Center, along Jasons Landing Way. There's an existing parking lot there but you would have to build a much larger parking lot on the west side of the Corridor and put all the transit stuff on that side, and I'm sure that someone living there would have opinions about a MARC station being built in that area.

Hi! I'm one community over in Severn Sides. And yes, there would be considerable traffic issues along Jasons Landing Way. There's already issues with the MD-170/MD-174 intersection, and a prelim plan to fix the issues (widen the road to 4 lanes down to the fire station) was met with a lot of push back (both from me and also the developer of many housing properties on Faith Road.

I drive through this area regularly on various trips and errands and I agree that any expansion of the existing roads at this intersection will at best provide minimal improvement. There’s just not a lot of space to expand things without seriously messing up the existing residences and making the locals’ quality of life even worse with the chronic traffic problems that this area already has.

STrRedWolf wrote: ↑Sun Oct 13, 2024 8:23 am Besides, not everyone who's here goes to DC. Some go to Baltimore and a ton actually go to Ft. Meade.

You have to remember the Penn Line is *very* busy on it's own right. Odenton is a major station that just from traffic alone keeps floating ideas of making it four track/three platform so it could serve express trains (which is a good idea if BWI has to shut down and be reconstructed from the ground up).

Exactly! I think an infill station here has the potential to clear out a lot of the chronic congestion caused by commuters going to Odenton and BWI Marshall to commute into Baltimore and D.C., which could help with the local commuter flows and make road expansion less necessary. But an infill station only works if the Corridor is four tracks and if BWI and Odenton have already been rebuilt with four platforms and the associated pedestrian infrastructure; it would be profoundly silly to even try to study a station until the fourth track is in place, the existing stations have been reconstructed and the schedules reworked and “bedded in”.

One of the benefits of the four tracking project is the planned reconstruction of the Reece Road overpass. A new structure will have wider lanes, wider shoulders and should be suitable for pedestrian use, and that will keep cars from slowing down unnecessarily.

TheOneKEA wrote: ↑Sun Oct 13, 2024 11:33 am

STrRedWolf wrote: ↑Sun Oct 13, 2024 8:23 am Besides, not everyone who's here goes to DC. Some go to Baltimore and a ton actually go to Ft. Meade.

You have to remember the Penn Line is *very* busy on it's own right. Odenton is a major station that just from traffic alone keeps floating ideas of making it four track/three platform so it could serve express trains (which is a good idea if BWI has to shut down and be reconstructed from the ground up).

Exactly! I think an infill station here has the potential to clear out a lot of the chronic congestion caused by commuters going to Odenton and BWI Marshall to commute into Baltimore and D.C., which could help with the local commuter flows and make road expansion less necessary. But an infill station only works if the Corridor is four tracks and if BWI and Odenton have already been rebuilt with four platforms and the associated pedestrian infrastructure; it would be profoundly silly to even try to study a station until the fourth track is in place, the existing stations have been reconstructed and the schedules reworked and “bedded in”.

One of the benefits of the four tracking project is the planned reconstruction of the Reece Road overpass. A new structure will have wider lanes, wider shoulders and should be suitable for pedestrian use, and that will keep cars from slowing down unnecessarily.

I will agree that going four track and making BWI and Odenton three-platformed is worth it. Of course, it will require reworking schedules and introducing proper express service on MARC, with possible requirement of expansion of the FD tunnels.

Where I differ is putting an infill in Severn (or more easily, Harmans along Dorsey Road). By schedule, it's 7 minutes on the departure times. You know they're going faster to account for the amount of dwell on boarding at both stations -- it's like three minutes during rush hour/rush direction. You can get away with a minute-ish stop if the station's lightly loaded... but between BWI and Odenton being the busiest stations, my fear is that Severn would get just as busy.

STrRedWolf wrote: ↑Mon Oct 14, 2024 12:21 pm

TheOneKEA wrote: ↑Sun Oct 13, 2024 11:33 am

STrRedWolf wrote: ↑Sun Oct 13, 2024 8:23 am Besides, not everyone who's here goes to DC. Some go to Baltimore and a ton actually go to Ft. Meade.

You have to remember the Penn Line is *very* busy on it's own right. Odenton is a major station that just from traffic alone keeps floating ideas of making it four track/three platform so it could serve express trains (which is a good idea if BWI has to shut down and be reconstructed from the ground up).

Exactly! I think an infill station here has the potential to clear out a lot of the chronic congestion caused by commuters going to Odenton and BWI Marshall to commute into Baltimore and D.C., which could help with the local commuter flows and make road expansion less necessary. But an infill station only works if the Corridor is four tracks and if BWI and Odenton have already been rebuilt with four platforms and the associated pedestrian infrastructure; it would be profoundly silly to even try to study a station until the fourth track is in place, the existing stations have been reconstructed and the schedules reworked and “bedded in”.

One of the benefits of the four tracking project is the planned reconstruction of the Reece Road overpass. A new structure will have wider lanes, wider shoulders and should be suitable for pedestrian use, and that will keep cars from slowing down unnecessarily.

I will agree that going four track and making BWI and Odenton three-platformed is worth it. Of course, it will require reworking schedules and introducing proper express service on MARC, with possible requirement of expansion of the FD tunnels.

Where I differ is putting an infill in Severn (or more easily, Harmans along Dorsey Road). By schedule, it's 7 minutes on the departure times. You know they're going faster to account for the amount of dwell on boarding at both stations -- it's like three minutes during rush hour/rush direction. You can get away with a minute-ish stop if the station's lightly loaded... but between BWI and Odenton being the busiest stations, my fear is that Severn would get just as busy.

So , induced demand.
I've not checked, is there regular bus service along dorsey road there?

scratchyX1 wrote: ↑Mon Oct 14, 2024 7:02 pm So , induced demand.
I've not checked, is there regular bus service along dorsey road there?

Nope. It got canceled about 12 years ago. I was the only one being picked up there... and frankly put they gotta advertise more.

There are still some local bus routes that serve Arundel Mills but the local advertising is very poor and the totems for the bus stops are easy to miss.

A station in Harmans is an interesting idea that I hadn’t considered. Depending on where the platforms are placed, the station would be far enough away from BWI Marshall, and close enough to the existing mixed-use development and its oversized parking lot to make the station immediately useful. There’s lots of space for TOD on the eastern side of the Corridor too.

TheOneKEA wrote: ↑Tue Oct 15, 2024 9:10 pm There are still some local bus routes that serve Arundel Mills but the local advertising is very poor and the totems for the bus stops are easy to miss.

A station in Harmans is an interesting idea that I hadn’t considered. Depending on where the platforms are placed, the station would be far enough away from BWI Marshall, and close enough to the existing mixed-use development and its oversized parking lot to make the station immediately useful. There’s lots of space for TOD on the eastern side of the Corridor too.

I rode Penn line today, to work thing.
There is a lot of space around Harmons for TOD.
And it looks like the WB&A remains at Odenton were ripped out.
I wonder if that will be a trail for the housing that replaced that one customer.

scratchyX1 wrote: ↑Wed Oct 16, 2024 3:13 pm I rode Penn line today, to work thing.
There is a lot of space around Harmons for TOD.
And it looks like the WB&A remains at Odenton were ripped out.
I wonder if that will be a trail for the housing that replaced that one customer.

That "one customer" has been gone for decades. It went from WB&A yard to Specialty Filaments to Nevamar to an empty lot. The tracks have been removed/paved over on MD-170 and MD-175. It's a bit of a shame, but then in my book(s) I figured I put a wye north of that so it only crosses MD-170 at an existing intersection that gets traffic/protection signals.

STrRedWolf wrote: ↑Thu Oct 17, 2024 6:25 am

scratchyX1 wrote: ↑Wed Oct 16, 2024 3:13 pm I rode Penn line today, to work thing.
There is a lot of space around Harmons for TOD.
And it looks like the WB&A remains at Odenton were ripped out.
I wonder if that will be a trail for the housing that replaced that one customer.

That "one customer" has been gone for decades. It went from WB&A yard to Specialty Filaments to Nevamar to an empty lot. The tracks have been removed/paved over on MD-170 and MD-175. It's a bit of a shame, but then in my book(s) I figured I put a wye north of that so it only crosses MD-170 at an existing intersection that gets traffic/protection signals.

Is the additional track plan for odenton still to replace the tunnel with an overhead bridge, with elevators?

scratchyX1 wrote: ↑Thu Oct 17, 2024 10:29 am Is the additional track plan for odenton still to replace the tunnel with an overhead bridge, with elevators?

No need. The tunnel goes under long enough to fit that fourth track and a new platform. The exiting platform is 12' wide and there's another 17' between it and the tunnel. You can do it now if you upgrade a yard track, rebuild the platform, lay out more track to GROVE, and rework the parking.

But I have a better idea: Move the platform north and widen it so you can put in a 12'-17' wide island platform connected to the tunnel. Yes, express service at Odenton.