Missing Connections

Aren't they already separate crew districts?

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Future Missed connection
The CTA Red line extension , with NICTD South Shore, at Riverdale.
Red line seems to be terminating at Atgeld Gardens community.
I know that interagency integration isn't great, and adding one from another state, is like getting PATH and MTA to get along. And the recent stories of occasional El violence would mean people from Indiana would protest it.
But the added time savings for those coming from south side to waterfront would be worth it.
Otherwise, Red line to kensigton, or state street METRA stations.

TheOneKEA wrote: ↑Sun Jan 05, 2025 9:19 pm There are a few missing connections in Maryland.

- The Baltimore Subway doesn't directly interchange with the MARC Penn Line or Amtrak. An indirect interchange exists but it's not ideal, and involves exiting the Lexington Market stop on the Subway, walking one city block to the Lexington Market stop on the Baltimore Light Rail, and taking a Camden-Penn shuttle directly to Penn Station.

Before we go to far, Baltimore's "MetroLink" subway is insanely incomplete and only has 2/3rds of a line built. The line there is supposed to go out to White Marsh, and several branches built off of that. A North-South line was to be built and connect at Charles Center. Funding for it got yanked early on and it's been a struggle just to get similar lines off the ground. Had it been fully built out, you would not have any Light Rail at all... and maybe one connection at Penn Station if they designed the Biddle Street North Line stop with some intelligence.

http://www.roadstothefuture.com/BRRTS.html

Now with that in mind...

- The Baltimore Subway doesn't directly interchange with the MARC Camden Line either, and also requires a trip on the Light Rail between Lexington Market and Camden stations.

The old plans wouldn't have ether. They would of required a short walk and crossover to Leadenhall Street, which is across from M&T Bank Stadium now.

- The northern main line of the Baltimore Light Rail doesn't have a direct service to Penn Station. Passengers who want to take the Light Rail directly into the station complex have to exit at the Mount Royal stop and wait for a shuttle service to the station.
- The CSX Baltimore Terminal Subdivision and the Northeast Corridor cross one another in Halethorpe, MD, with no interchange whatsoever. The nearby Halethorpe and St. Denis stations on the MARC Penn Line and Camden Line have no transit connections between them.

Agreed, but there's no room for a proper interchange as far as I can tell. I think you need a certain amount of track length as you need to climb up from the NEC to the CSX BTS... and the EPA may not be approving it because it's next to Herbert Run, a stream. The only connection you can get now is the Carroll Connector plans.

STrRedWolf wrote: ↑Sun Jan 12, 2025 1:09 pm

TheOneKEA wrote: ↑Sun Jan 05, 2025 9:19 pm There are a few missing connections in Maryland.

- The Baltimore Subway doesn't directly interchange with the MARC Penn Line or Amtrak. An indirect interchange exists but it's not ideal, and involves exiting the Lexington Market stop on the Subway, walking one city block to the Lexington Market stop on the Baltimore Light Rail, and taking a Camden-Penn shuttle directly to Penn Station.

Before we go to far, Baltimore's "MetroLink" subway is insanely incomplete and only has 2/3rds of a line built. The line there is supposed to go out to White Marsh, and several branches built off of that. A North-South line was to be built and connect at Charles Center. Funding for it got yanked early on and it's been a struggle just to get similar lines off the ground. Had it been fully built out, you would not have any Light Rail at all... and maybe one connection at Penn Station if they designed the Biddle Street North Line stop with some intelligence.

http://www.roadstothefuture.com/BRRTS.html

I first found those plans at Enoch Pratt, when I was a kid, pre internet. When we can can see what DC got, it was really taunting those in central Maryland.
It looks like at one point there was supposed to be an elevated people mover like at Jacksonville, FLA, to help connect segments together.

Now with that in mind...

- The Baltimore Subway doesn't directly interchange with the MARC Camden Line either, and also requires a trip on the Light Rail between Lexington Market and Camden stations.

The old plans wouldn't have ether. They would of required a short walk and crossover to Leadenhall Street, which is across from M&T Bank Stadium now.

- The northern main line of the Baltimore Light Rail doesn't have a direct service to Penn Station. Passengers who want to take the Light Rail directly into the station complex have to exit at the Mount Royal stop and wait for a shuttle service to the station.
- The CSX Baltimore Terminal Subdivision and the Northeast Corridor cross one another in Halethorpe, MD, with no interchange whatsoever. The nearby Halethorpe and St. Denis stations on the MARC Penn Line and Camden Line have no transit connections between them.

Agreed, but there's no room for a proper interchange as far as I can tell. I think you need a certain amount of track length as you need to climb up from the NEC to the CSX BTS... and the EPA may not be approving it because it's next to Herbert Run, a stream. The only connection you can get now is the Carroll Connector plans.

Halethorpe just got a modern station, a half a mile north, there is no way they are putting a replacement in, near wetlands. I think St Denis Station will be shutting down, at some point.
The best option is that the Thomas Bypass gets put in , winding around the Harbor Tunnel throughway,
and a station is moved to the Brewery. Have connecting buses running between the two stations regularly, and with the rest of the MTA bus network.
Even though there is also wetlands for that , too, It's been owned by CSX/B&O for over 100 years.
http://www.trainweb.org/oldmainline/wastvbp.htm

scratchyX1 wrote: ↑Fri Jan 10, 2025 4:23 pm Future Missed connection
The CTA Red line extension , with NICTD South Shore, at Riverdale.
Red line seems to be terminating at Atgeld Gardens community.
I know that interagency integration isn't great, and adding one from another state, is like getting PATH and MTA to get along. And the recent stories of occasional El violence would mean people from Indiana would protest it.
But the added time savings for those coming from south side to waterfront would be worth it.
Otherwise, Red line to kensigton, or state street METRA stations.

I could be wrong, as I have no official word on this, but I bet NICTD doesn't want this. The busiest station on the system is Hegewisch, and with that comes a generous chunk of funding from RTA (the Chicago/illinois agency). If the red line took 1/3 of the passengers from South Shore trains at Hegewisch, would that funding drop, leaving a gap for NICTD to fill?

I don't know the answer to this and normally I am pro-connection. It would allow more people to take advantage of lower housing prices in Indiana and work in areas not served by the IC electric line or immediately downtown.

scratchyX1 wrote: ↑Mon Jan 13, 2025 11:13 am Halethorpe just got a modern station, a half a mile north, there is no way they are putting a replacement in, near wetlands. I think St Denis Station will be shutting down, at some point.
The best option is that the Thomas Bypass gets put in , winding around the Harbor Tunnel throughway,
and a station is moved to the Brewery. Have connecting buses running between the two stations regularly, and with the rest of the MTA bus network.
Even though there is also wetlands for that , too, It's been owned by CSX/B&O for over 100 years.
http://www.trainweb.org/oldmainline/wastvbp.htm

If we're looking at bypass routes, go further south of the Guinnes Brewery. Guess where's there a clear strip of land?

Yes, under a power trunk line. And it connects the two lines together. Build your bypass there. The only thing needed for Halethorpe is a garage.