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Appendix H: Transit Study Review Appendix H: Transit Study Review A review of previous transit studies reveals that many have tried, with varying degrees of success, to address the issue of how to improve the regional transit system. Appendix H - Transit Study Review Review of Studies/Reports Baltimore Metropolitan Council staff scanned and compiled a variety of documents to inform this exercise. A subject- based search of the Regional Information Center, housed within the offices of BMC, found more than 200 reports, the oldest of which dates to the 1930s. A manual sort was undertaken to determine the relevance, and to set the priority, of each report for review. An initial list was created and distributed to solicit recommendations for additional relevant studies and reports. A second list resulted which included transit-specific studies and reports, including transit service plans as well as general plans / comprehensive plans. The narrative below summarizes and provides a general historical context from the most germane studies/reports. TRANSPORTATION PLANNING IN CITIES In 1938, the Maryland State Planning Commission issued a report, Five Years of State Planning, that identified pressing needs and a choice of courses that the state could take to alleviate and offset future problems1. Its focus was on the demands that Maryland’s growth would create on land, water, and public and social infrastructure. At that time, Baltimore’s transit network was in the hands of a private company, and, unlike highway development, was not seen as a concern to the state. There was recognition that if growth were not “controlled” it would result in premature subdivision of rural areas and in “stringtown growth” along state and local highways. It promoted highway capacity (of the primary road system) as the means to address safety and congestion issues. In the decades following World War II, Maryland and the Baltimore region in particular saw very rapid increases in population, home ownership, and auto ownership. Much of this growth created an unprecedented demand for households and businesses outside of Baltimore City and throughout the surrounding suburbs. This growth was enabled by good financing for education, home mortgages, auto loans, inexpensive land, and cheap fuel, leading to increased road congestion and reductions in transit use. The subsequent report by a subcommittee of the State Planning Commission curiously recommended the establishment of a Baltimore Metropolitan Commission to complement and connect with other existing planning agencies (e.g., the Maryland-National Capital Park and Planning Commission). To determine the transportation needs of a more suburban Baltimore metropolitan area, the City of Baltimore and the State of Maryland conducted/commissioned numerous studies. Studies such as the Childs Report and the Smith Report2 recommended a number of high-speed, limited-access roads (I-95, I-83, and MD 295, for example) to reduce road congestion and decrease travel time in the Baltimore area. This preceded Congress’s passage of the Federal Aid Highway and Highway Revenue Acts of 1956,3 which appropriated $25 billion and established a permanent fund source to construct 41,000 miles of roads. 1 Maryland State Planning Commission, Five Years of State Planning, 1938. 2 Baltimore Metropolitan Council, Major Transportation Milestones in the Baltimore Region since 1940, Accessed August 2015, url. 3 Weingroff, Richard F., Federal-Aid Highway Act of 1956: Creating The Interstate System, United State Department of Transportation, Federal Highway Administration, 2004 Accessed August 2015, https://www.fhwa.dot.gov/publications/ publicroads/96summer/p96su10.cfm. H-2 Appendix H - Transit Study Review Review of Studies/Reports TRANSPORTATION PLANNING IN METROPOLITAN AREAS Baltimore Metropolitan Council staff scanned and compiled a variety of documents to inform this exercise. A subject- The Omnibus Housing Act of 1961 (Section 701) permitted based search of the Regional Information Center, housed within the offices of BMC, found more than 200 reports, the federal aid to be used to develop comprehensive urban oldest of which dates to the 1930s. A manual sort was undertaken to determine the relevance, and to set the priority, of transportations studies and plans. It also specified additional each report for review. An initial list was created and distributed to solicit recommendations for additional relevant studies requirements for the use of federal aid on transportation planning and established, for the first time, limited federal aid and reports. A second list resulted which included transit-specific studies and reports, including transit service plans as 4 well as general plans / comprehensive plans. The narrative below summarizes and provides a general historical context from for mass transportation . the most germane studies/reports. The Federal Highway Act of 1962 required state and local governments to undertake a cooperative, comprehensive, and TRANSPORTATION PLANNING IN CITIES continuing (3C) transportation planning process in order to be 5 In 1938, the Maryland State Planning Commission issued a report, Five Years of State Planning, that identified pressing eligible for federal aid . needs and a choice of courses that the state could take to alleviate and offset future problems1. Its focus was on the Three years later, metropolitan planning organizations were in demands that Maryland’s growth would create on land, water, and public and social infrastructure. operation in all 224 urban areas to facilitate this 3C planning At that time, Baltimore’s transit network was in the hands of a private company, and, unlike highway development, was process—collecting and analyzing data, forecasting travel not seen as a concern to the state. There was recognition that if growth were not “controlled” it would result in premature patterns, and evaluating alternatives. Concurrent advances subdivision of rural areas and in “stringtown growth” along state and local highways. It promoted highway capacity (of the in mainframe computers enabled programmers and planners primary road system) as the means to address safety and congestion issues. to develop, use, and adapt software to model future travel In the decades following World War II, Maryland and the Baltimore region in particular saw very rapid increases in demand for metropolitan areas. Ever since then, 50 years on, population, home ownership, and auto ownership. Much of this growth created an unprecedented demand for households the 3C process and travel demand models have continued to and businesses outside of Baltimore City and throughout the surrounding suburbs. This growth was enabled by good shape transportation plans in metropolitan areas nationwide. financing for education, home mortgages, auto loans, inexpensive land, and cheap fuel, leading to increased road In the Baltimore metropolitan area, the first comprehensive congestion and reductions in transit use. The subsequent report by a subcommittee of the State Planning Commission road and transit plans to utilize the 3C approach were curiously recommended the establishment of a Baltimore Metropolitan Commission to complement and connect with published in 1964 and 1965. Both plans, the Baltimore other existing planning agencies (e.g., the Maryland-National Capital Park and Planning Commission). Metropolitan Area Transportation Study6 and the Baltimore Area 7 To determine the transportation needs of a more suburban Baltimore metropolitan area, the City of Baltimore and the Mass Transportation Plan, provided recommendations for State of Maryland conducted/commissioned numerous studies. Studies such as the Childs Report and the Smith Report2 the improvements needed to support a continued increase in recommended a number of high-speed, limited-access roads (I-95, I-83, and MD 295, for example) to reduce road population and a continued shift to a more suburban metropolitan area. These efforts looked to 1980, when the population congestion and decrease travel time in the Baltimore area. This preceded Congress’s passage of the Federal Aid Highway in the metropolitan area was expected to reach 2.2 million. Both plans informed programs for capital investments and laid and Highway Revenue Acts of 1956,3 which appropriated $25 billion and established a permanent fund source to construct the foundation for future plans. 41,000 miles of roads. In particular, the Baltimore Area Mass Transportation Plan recommended, for the first time, a six-line (plus a downtown loop), 64-mile network of rapid rail (29.2 miles) and express bus (34.6 miles) at an estimated cost, in 2015 USD, of 1 Maryland State Planning Commission, Five Years of State Planning, 1938. approximately $2.2 billion. 2 Baltimore Metropolitan Council, Major Transportation Milestones in the Baltimore Region since 1940, Accessed August 2015, url. 3 Weingroff, Richard F., Federal-Aid Highway Act of 1956: Creating The Interstate System, United State Department of Transportation, Federal Highway Administration, 2004 Accessed August 2015, https://www.fhwa.dot.gov/publications/ publicroads/96summer/p96su10.cfm. 4 United States Department of Transportation, Federal Transit Administration, About FTA, Accesses August 2015, http://www.fta. dot.gov/about/14103.html. 5 Weiner, Edward, Urban Transportation Planning in the United States: an Historical Overview, United States Department of Transportation, 1992, Accessed August 2015, http://ntl.bts.gov/DOCS/UTP.html. 6 Wilbur Smith Associates, Baltimore Metropolitan Area Transportation
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