History of MTA Maryland

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For current descriptions of bus routes, see MTA Maryland bus routes.

The Maryland Transit Administration (MTA) was originally known as the Baltimore Metropolitan Transit Authority, then the Mass Transit Administration before it changed to its current name. The MTA took over the operations of the old Baltimore Transit Company on April 30, 1970.[1]

Many of the current routes of the agency's bus lines are based on the original streetcars operated by the Baltimore Transit Company and its parent companies between the 1890s and 1960s. All these routes were ultimately converted to rubber tire bus operations, and many of them were consolidated, extended into newly developed areas, or otherwise reconfigured in order to keep up with the ridership demands of the times and other changes to the face of the Baltimore Metropolitan area.[2]

With the growth in popularity of the private automobile during the 20th century, streetcar and bus ridership declined, and the needs for public transportation changed. Mass transit in Baltimore and other cities shifted from a corporate operation to a tax-subsidized state-run service. The amount of service provided was greatly reduced, and some areas once served by streetcars are not even served by buses today (for example, Sparrows Point), or served very minimally (like Ellicott City).[3]

The demise of the Baltimore streetcar took place between the years of 1947 and 1963, as operators found buses to be low maintenance and more cost-efficient. As rails were demolished, Baltimore was no longer a streetcar city, and would not likely be one again. As transit needs and trends changed, rail transit did return to the city, with the Metro Subway opening in 1983 and the Light Rail in 1992.[4]

[edit] History of current bus routes

[edit] Route 1

Main article: MTA Maryland Route 1
Date Change
1895 Electrified between Fulton Avenue in Northwest Baltimore and downtown
1959 Converted from a streetcar to a bus, the route was combined with parts of others, and it operated from Druid Hill Park to Ft. McHenry
1982 Selected hourly weekday trips were extended from Druid Hill Park to Sinai Hospital
1993 All midday trips rerouted to Sinai Hospital
1998 All Druid Hill Park trips extended to the Mondawmin Metro Subway Station
2005 GBBI plan fought. Would have made Mondawmin the northern terminus on all trips and provided service on Greenspring Avenue on a new Route 28 that was never formed.
2006 Revised GBBI plan proposed, that would extend most trips to Sinai Hospital. In 2007, GBBI was canceled, and no new plans have been made for Route 1.

[edit] Route 3

Date Change
1947 Formed to replace Route 17 (St. Paul Street) streetcar line and Route T (Loch Raven Boulevard) bus, and started operating between Baynesville and downtown
1959 Combined with the Halethorpe Streetcar Line and extended to Halethorpe along Wilkens Avenue corridor
1987 Split from Wilkens Avenue corridor, where service was then provided by the new Route 31 (currently provided by Route 35)
1990 New branch formed to Sheppard Pratt Hospital primarily along Joppa Road to replace a branch of Route 8 to Eudowood
2005 GBBI plan to eliminate Sheppard Pratt branch successfully fought
2006 Revised GBBI plan proposed that would provide weekend service to Sheppard Pratt, and would change routing in Towson area to serve Osler Drive. In 2007, GBBI was canceled, and no new plans for Route 3 have been announced.

[edit] Route 4

Main article: MTA Maryland crosstown buses
Date Change
1971 Started operating between Easpoint Mall and loop on Dundalk Avenue, with southbound trips operating along North Point Road and Wise Avenue, and northbound trips operating along Merritt Boulevard corridor
1973 Selected trips added to Fort Howard Veterans Hospital via Lodge Forest
1992 Number of trips to Ft. Howard reduced by 50%
1993 Ft. Howard branch completely eliminated. Service on other parts of route reduced to one bus every 70 minutes.
2000 Extended north from Eastpoint to White Marsh Mall through Middle River and Rosedale (via routes similar to 23, 55, and 35), and south from the Dundalk loop to Turner's Station, slightly modified to serve the CCBC Dundalk campus, all providing new cross-county service. Frequency improved, and selected trips to Yellow Brick Road Industrial Park added.
2005 GBBI plan implemented:
  • Route shortened to Franklin Square Hospital Center and extended to CCBC Essex Campus (Riders wishing to reach White Marsh directed to transfer to Route 35)
  • Northbound trips modified to southbound routing via North Point Road and Wise Avenue (no bus service provided in Merritt Boulevard area; riders directed to walk to Eastpoint Mall or Wise Avenue)
  • Yellow Brick Road trips, originally proposed for elimination, reduced
  • Rush hour service was reduced to one bus an hour (same as off-peak frequency), with Route 4 buses alternating with those of Route 24 and providing more efficient service on both lines.

[edit] Route 5

Main article: MTA Maryland Route 5
Date Change
1916 Streetcar with Route 5 designation started operating between Emory Grove (near Reisterstown), through Pikesville, (with other overlapping routes from Belvedere Avenue and Gwynn Oak), then down Park Heights Avenue through the Park Heights community and past Pimlico Race Course, through Reservoir Hill (via current route), and downtown.
1921 Extended to Patterson Park after being combined with other lines
1932 Route shortened to Pikesville. Pikesville to Reisterstown service replaced with Route M bus (no relationship to current M-lines along this route).
1938 Shortened to Manhattan Avenue (near the present-day intersection of Park Heights Avenue and Northern Parkway)
1948 Streetcar operation completely replaced by buses. New Route 5/7 served route, with service to Glyndon. Reservoir Hill section replaced with other buses.
1959 Route 5/7 separated into two separate routes with these designations. Route 5 bus served the Park Heights Avenue corridor, and Route 7 Reisterstown Road.
1973 New set of branches added to Stevenson, Caves Road, and Greenwood via Villa Julie College. Originally given designation 5A before being renamed simple to Route 5.
1984 In conjunction with the opening of the first phase of the Baltimore Metro Subway, route split during Metro's hours of operation. New Route M-3 would started operating along Park Heights Avenue to Slade Avenue. Route 5 continued to travel to Slade Avenue during hours when Metro was not operating. Service on Stevenson Road branches provided by Routes P-2 and P-3 (Route M-12 starting in 1987).
1996 Modified to serve Reservoir Hill, a part of its former route, on weekdays and Saturdays, after Route 28, which served this area, was eliminated except on Sundays
2001 Service to Slade Avenue discontinued at all times, and Sunday service routed via Reservoir Hill
2005 GBBI plan to provide Reservoir Hill service on another line and eliminate all branches in East Baltimore other than Johns Hopkins delayed due to public outcry. In 2006, two other versions of this plan were announced, but not implemented. In 2007, GBBI was canceled, and no new plans have been announced for Route 5.

[edit] Route 7

Main article: MTA Maryland Route 7
Date Change
1948 Route 5/7 bus started operating as replacement for Route 5 Streetcar and buses that operated between Pikesville and Glyndon
1959 Route 7 bus combined with Route 18 bus (former streetcar) along Pennsylvania Avenue to form full-length Route 7
1970 New express branch added to Rosewood Center in Owings Mills, replacing service previously provided by Job Express Transit (JET), and providing three daily round trips. These trips operated to/from Fayette/Fremont along a varied route with limited stops in Baltimore County.
1984 In conjunction with the opening of Phase I of the Metro Subway, Route 7 split at Mondawmin Metro Subway Station during Metro's hours of operation. New Route M-2 started operating between Mondawmin and Old Court Road in Pikesville, and new Route P-1 (currently M-9 started operating between the Reisterstown Plaza Metro Subway Station and Reisterstown.
2000 Rosewood express service renamed to Route 102
2001 All service north of Mondawmin eliminated and replaced full time with Metro connection service
2005 GBBI plan to eliminate service on all parts of Route 7, requiring riders to walk a few blocks to the nearest bus line, and to provide service to Canton on Route 11 fought [5]
2006 Revised GBBI plan that would retain service on Pennsylvania Avenue, but would reroute the line to Cherry Hill and shorten the line to the Penn-North Metro Subway Station fought. A plan later in the year that would not change the routing of the line, but would reduce its frequency to one bus an hour at all times was also delayed, as GBBI was canceled in 2007.

[edit] Route 8

Main article: MTA Maryland Route 8
Predecessor: Route 8 Streetcar
Date Change
1895 Started operating as electrified streetcar from Towson to Catonsville along York Road/Greenmount Avenue and Frederick Road corridors through downtown Baltimore
1963 Converted to a rubber tire bus operation along the same route
1972 New branch added to Mt. Washington
1973 New branches added to Cockeysville, Providence, Springlake, and Eudowood
1982 Split into two separate lines in order to provide improved schedule adherence and differing frequencies along each corridor in accordance with demands. Route 8 now ran from Towson to downtown, and a new Route 2 from Catonsville to City Hall. Route 2 has since been absorbed by Route 10.
1989 Cockeysville, Providence, and Springlake branches truncated to Route 9
1990 Eudowood branch truncated to new Sheppard Pratt branch of Route 3
1992 In conjunction with the opening of the Central Light Rail line, extended north of Towson to the Lutherville Light Rail Stop on Ridgely Road except on Sundays
1993 To save costs, Saturday service between Towson and Lutherville eliminated. Improved levels of service on Route 9 provided on weekends to offset this loss of service.
2000 Routes 8 and combined, and selected Route 8 trips (about two-thirds at most times) extended from Lutherville to Hunt Valley. This consolidation saved costs and allowed single-seat service along the York Road corridor at all times, while making Route 8 one of the longest routes operated by MTA.
2005 GBBI plan implemented. Routes 8 and 9 once again split into two separate lines, with all Route 8 trips operating to Lutherville seven days a week, and Route 9 providing all service north of Ridgely Road. All special branches were eliminated, but due to public outcry, Stella Maris service provided on a new Route 12 that operates out of the Lutherville Light Rail Stop at around the same times these trips were previously provided on Route 8.

[edit] Route 9

Main article: MTA Maryland Route 9
Date Change
1974 Formed as a replacement for branches of other various lines that served Baltimore's York Road corridor north of Towson. Operated to/from downtown Baltimore during peak hours and Towson State at other times. Operated on weekdays only.
1986 Very limited weekend service introduced
1989 Several former branches of Route 8 incorporated by Route 9
1992 In conjunction with the opening of Baltimore's Central Light Rail line, all service south of Northern Parkway was eliminated, except for a few early morning northbound trips before the opening of the light rail, which followed the line's old route
1993 Midday and evening service, which previously operated hourly, were provided in 15-minute intervals. The southern off-peak weekday terminus was moved to the Lutherville Light Rail Stop to eliminate duplication with Route 8. Weekend service was also improved to every 45 minutes on Saturday and hourly on Sunday, and the terminus was moved to the Towson Courthouse. Springlake branch eliminated.
1997 In conjunction with the extensiton of the light rail to Hunt Valley, midday frequency was reduced by 50% to reduce duplication of service. Weekend frequency became 51 minutes to be a multiple of light rail's 17-minute intervals. Service on York Road between Warren Road and Wight Avenue shifted to McCormick Road.
2000 Combined with Route 8. Selected Route 8 trips were extended north of Lutherville to Hunt Valley, providing single-seat bus service along all portions of the York Road corridor.
2005 GBBI plan implemented. Route 9 re-introduced as separate line after a 5-year absence, operating along its old route between Lutherville and Hunt Valley. Trips to Loveton Business Park no longer provided. The Northern Terminus was suppose to be Hunt Valley Town Center, but due to new weight restrictions. Buses are not allowed on the property of Hunt Valley Town Center. So when the 9 was re-introduced service was routed to International Circle as the northern terminus.
2006 International Circle permanently made the northern terminus of all service

[edit] Route 10

Main article: MTA Maryland Route 10

Predecessors:' Frederick Road buses and streetcars (Routes 2 and 8) and 10 Highlandtown and 26 Sparrows Point streetcar lines.

Date Change
1893 Started operating as electrified streetcar route between Roland Park and Point Breeze (Roland Park segment similar to current Route 27), with branches to Union Avenue and Sweet Air industrial parks.
1940 Shortened to Highlandtown, and service to Point Breeze provided on Route 20.
1959 Converted to rubber tire bus operation, and extended west to Pimlico and east to Sparrows Point (incorporating Route 26).
1982 Split into two routes. Route 10 ran from State Center to Dundalk, and a new Route 27 operated between Pimlico and Albemarle Street.
1992 Sparrows Point service rerouted from Peninsula Expressway to Wise Avenue. This change, which was initially implemented due to construction, became permanent.
2005 GBBI plan implemented:
  • Route 10 combined with Route 2, and extended west from downtown to Catonsville. A portion of the route between the Lexington Market area and State Center was eliminated.
  • All trips routed to the Bullneck Road loop in Dundalk. Service to Sparrows Point, which had low ridership, was no longer provided, and all other short branches on the route were discontinued.
  • The combined route was initially identified as Route 2/10 during a transitional period. On February 5, 2006, it was renamed simply to Route 10.

[edit] Route 11

Main article: MTA Mayland Route 11

Predecessors: 11 Bedford Square and 27 Washington Boulevard streetcar lines

Date Change
1929 Started operating as streetcar between Bedford Square and Park Terminal
1947 Extended to Homeland and downtown
1959 Converted to a rubber tire bus operation, and combined with Routes 27 and 52 that ran along Washington Boulevard. In the coming years, new branches added to:
1992 Trips to Towson State extended to Towson Courthouse, and trips to Lutherville rerouted to Towson courthouse via Kenilworth Drive. Trips to Ruxton via Bellona Avenue reduced.
1996 Trips to Towson via Osler Drive discontinued due to low ridership
1997 Trips to Towson via Kenilworth were extended to Goucher College. All Saturday service was extended via this route, while intervals between trips were reduced to one hour.
1998 Plan to split line downtown, and provide service on the southern half on an extension of Route 36 scrapped
2003 Trips to Goucher College rerouted via Towsontown Boulevard as a result of complaints from residents of Kenilworth Drive. Selected trips routed to Charles Street and the Beltway.
2005 GBBI plan proposed. Plan would:
  • Modify the northern portion to a uniform route through Rodgers Forge, with various termini being proposed, including GBMC (which has complained about buses laying over on their grounds), Sheppard Pratt Hospital, and the Towson Courthouse. Service on portions of Charles Street, Bellona Avenue, and various side-streets of Homeland would be discontinued.
  • In 2006, a modified version with a peak hour branch to Roland Park to replace Route 61 was added to the plan
  • After reaching downtown, buses would operate to Canton via Fleet Street rather than Riverview, and service on the current southern end would be replaced by extending Route 36
2007 GBBI canceled. On June 10, scheduling changes will be made that will simplify service on the northern end, and would coordinate trips at Penn Station with the MARC train schedule. In October, 2006 version of GBBI plan reintroduced, but not identified as GBBI.

[edit] Route 12

Main article: MTA Maryland Route 8

Predecessor: Special branch on Route 8 to Stella Maris

Date Change
2005 Started operating in October as a replacement to a special branch of Route 8 that served the Stella Maris complex. The original route was via Ridgely and Dulaney Valley Roads.
2006 On February 5, the route was modified to operate along Cranbrook Road on a route similar to Route 9 in that area. Two weeks later, the route was changed again to its current route, which resembles the route that Route 8 took.

[edit] Route 13

Main article: MTA Maryland Route 13

Predecessors: 13 North Avenue and 22 Washington Street–Canton streetcar lines

Date Change
1890 Started operating as electrified streetcar along most of its present route
1954 Converted to a rubber tire bus operation
2005 GBBI plan implemented:
  • Routing changed in East Baltimore. All service on Washington/Wolfe Streets and on Milton Street (both branches) shifted to Patterson Park Avenue.
  • Midday and weekend frequency improved
  • Social Security and Lower Canton trips eliminated
2006 As a result of public outcry over recent changes, routing on most trips shifted from Patterson Park Avenue back to Washington/Wolfe Streets. A new branch was formed that operated via North Avenue, Milton Street, Federal Street, and Patterson Park Avenue on every 30 minutes weekdays between 6:30 am and 6:30 pm, and on Saturdays between 11:30 am and 3:30 pm to meet the needs of Senior Citizens in this area.

[edit] Route 14

Main article: MTA Maryland Route 14

Predecessor: Baltimore and Annapolis Railroad interurban

Date Change
1973 MTA started operating Route 14 buses, taking over an operation that replaced that Baltimore and Annapolis Railroad in 1950. Trains had been operating on this route since 1887.
1992 In conjunction with the opening of the Central Light Rail Line, became a feeder into the Patapsco stop during Light Rail operating hours
1993 A new deviation was formed to serve the Cromwell Light Rail Stop
1996 A new branch was formed that operated along Baltimore-Annapolis Boulevard in the Pasadena area to replace a portion of Route 17 that was routed away from this area
2005 GBBI plan fought. Would have split the route, with Route 14 stopping at Jumper's Hole, and a new Route 41 providing very limited service to Annapolis.

[edit] Route 15

Main article: MTA Maryland Route 15

Predecessors: Nos. 4, 15, and 35 streetcar lines.

Date Change
1899 No. 15 streetcar on Belair Road started operating
1954 Combined with no. 4 streetcar and extended to Walbrook Junction
1963 Converted to rubber tire bus operation
1966 Combined with Route 35 and extended to Lorraine. Later extended to Security Square Mall, with various branches and short turns
1992 Selected express trips provided to Kingsville to replace discontinued Route 43
1993 Selected trips extended to White Marsh to replaced a portion of Route 66
1998 Kingsville service shortened to Perry Hall and reduced due to low ridership
2003 Route modified in Windsor Hills area due to planned bridge closure on Forest Park Avenue. Routing changed simply to Windsor Mill Road, bypassing this area, and a new Route 68 was formed to provide shuttle service between Walbrook Junction and Windsor Hills.
2005 GBBI plan fought. This plan would have had Route 15 operating from Overlea to Sinai Hospital via the current route from Overlea to Walbrook Junction, then via the route of Route 91 to Sinai, while Route 68 would have been modified to operate between the Mondawmin Metro Subway Station and Security Square Mall along Windsor Mill Road, replacing Route 15 service west of Walbrook Junction. No service would have been provided north of Overlea or along Forest Park Avenue.
2007 Route 68 merged back into Route 15, and all service returned to Forest Park Avenue. White Marsh service provided hourly on weekdays and Saturdays.

[edit] Route 16

Main article: MTA Maryland crosstown buses

Predecessors: A branch of Route 22 that operated as an extension of selected trips.

Date Change
2000 Started operating as split-off from selected trips Route 22
2005 GBBI plan to modify route in Rosemont area to Poplar Grove Street fought. Riders complained that the new route would not serve Coppin State College.
2006 Midday and Saturday frequency doubled

[edit] Route 17

Main article: MTA Maryland Route 17

Predecessors: Route 230 express bus

Date Change
1973 Route started operating between downtown Baltimore and Gibson Island. Served the corridors of Annapolis Road/Baltimore-Annapolis Boulevard and Mountain Road, and the towns of Linthicum, Glen Burnie, and Pasadena. The route was shortened during the 1980s from Gibson Island to Lake Shore Plaza.
1992 Converted into a feeder bus into the light rail, and shortened to the Patapsco Light Rail Stop. The portion going to downtown Baltimore was eliminated. In addition, Sunday service was eliminated.
1993 In January, due to budget cuts, weekdays midday service between 9 AM and 2 PM was eliminated. Saturday service was shortened to Pinewood Village. In September of the same year, when the final stretch of the light rail opened, midday service was restored, as the route underwent even more changes. Route was modified to serve BWI Airport and the BWI business area and hotel district. The portion along Hammonds Ferry Road in Linthicum was provided on a new Route 12. Rush hour service operated to Lake Shore Plaza, and midday service only as far as the Cromwell Light Rail Stop.
1996 Due to budget cuts, all service between BWI Airport and Lake Shore Plaza was eliminated, as MTA would no longer serve some of these communities. Service to Pinewood Village was replaced with a new limited branch of Route 14, and service on Mountain Road was no longer provided. Route 17 line also combined with Route 12 line and extended to Parkway Center, thereby providing all this service on a single route.
2001 In conjunction with the opening of Arundel Mills mall in Hanover, Route 17 was extended to this area. All trips to Parkway Center were routed via Arundel Mills, and all trips terminating at BWI Airport were extended there. In addition, Sunday service was reintroduced on this line in order to serve the mall.
2005 GBBI plan fought. Plan would have completely eliminated Route 17, except for a few trips between downtown Baltimore and BWI Airport when the light rail was not operating.
2006 Revised GBBI plan would keep Route 17 operating from the Patapsco Light Rail Stop to Arundel Mills only, with service provided every 30 minutes during rush hour, and every 90 minutes at other times, and would eliminate or modify some of the deviations along the route where duplicate service is provided (such as to BWI Amtrak). Such a plan has been delayed indefinitely, as GBBI has been cancelled.

[edit] Route 19

Main article: MTA Maryland Route 19

Predecessors: 19 Harford Avenue streetcar line

Date Change
1894 Originated as electrified streetcar line along Harford Road
1952 Combined with the Route 31 streetcar and extended to Garrison Boulevard in West Baltimore
1956 Converted to a rubber tire bus operation. Combined with Route 53 (former Route R) that operated between Parkville and Carney. Later extended along Belvedere Avenue to Sinai Hospital, with branches to Northern & McLean Boulevard, Walther Avenue, Joppa Heights, and the Hickey School. Also, express trips via I-95 added.
1987 Split into two routes in order to improve schedule adherence. Route 19 then ran from State Center to the Harford Road corridor, and a new Route 91 operated from Sinai Hospital to City Hall, serving the western portion of this route.
1994 McLean branch extended to Goucher & Taylor, overlapping with and supplementing a portion of Route 55. Also converted into a full-time service. Later, the Walther Avenue branch and express trips via I-95 were discontinued, simplifying Route 19 mostly to a two-branch Route.
2005 GBBI plan delayed. Would have eliminated Joppa Heights and Hickey School branches.
2006 GBBI plan revised. Would have split Route 19 into two separate lines: Route 19 from Carney to State Center, with a minor routing change in the downtown area, and a reduced frequency, supplemented by a new Route 37, which would operate from Goucher & Taylor to Cherry Hill via the current route downtown, then via the route of Route 27 the remainder of the way. These two lines were proposed to operate on an alternating basis with coordinated schedules between Northern & Harford and downtown Baltimore.
2007 GBBI cancelled. No changed planned for Route 19 since.

[edit] Route 20

Main article: MTA Maryland Route 20

Predecessors: 15 West Baltimore Street, 20 Point Breeze, and Fairmount Avenue streetcar lines

Date Change
1940 Originated as replacement for Point Breeze branch of Route 10
1948 Converted to rubber tire bus operation, and extended west over the former streetcar Route 15, which was cut back to Belair Road only. Later extended to Edmondson Village, Westview, and Woodlawn, and was eventually extended to Rolling Road and Security Boulevard. The layover point was then moved across the street to Security Square Mall.
2005 GBBI plan modified as a result of public outcry:
  • All trips on the west side, including all short turns at Hilton Street and Franklin Street, extended to Security Square Mall. The Social Security branch was discontinued.
  • A plan to shift routing to Edmondson Avenue from other parallel streets and for Route 20 to supplement Route 23 in this area was scrapped
  • All trips on the east side were extended to CCBC Dundalk, with the exception of selected weekday trips to Dundalk Marine Terminal. All other branches and short turns were eliminated.
  • Routing in East Baltimore shifted two blocks north from Baltimore Street to Fayette Street. This new alignment overlaps with the new Route 40 and Route 23 that had long operated on the same street, allowing the schedules of the lines to be evenly spaced on one of the peak portions of the route where ridership demand is high while keeping operating costs down.
2006 Short turns at Dundalk and Center Place were reintroduced in order to improve schedule adherence

[edit] Route 21

Main article: MTA Maryland Route 21

Predecessors: 21 Preston Street–Caroline Street and Dolphin Street streetcar lines

Date Change
1895 Originated as electrified streetcar line along Preston and Caroline Streets
1938 Converted to a rubber tire bus service
1957 Extended along Carey Street to the current loop at Cumberland and Carey Streets

[edit] Route 22

Main article: MTA Maryland crosstown buses

Predecessor: Bus Route S (1937-47)

Date Change
1937 Bus Route S introduced along most of same route
1947 Route S renamed to Route 22
1971 Selected trips extended through West Baltimore to South Baltimore
2000 West/South Baltimore section split onto a separate line designated as Route 16
2006 GBBI plan implemented; frequency of service doubled at most times, though the route remained the same

[edit] Route 23

Main article: MTA Maryland Route 23

Predecessors: 23 Back and Middle Rivers, East Fayette Street, and 14 Ellicott City streetcar lines

Date Change
1897 Originated as electrified between Middle River and downtown Baltimore mostly along current route as today, with some small street variations
1950 Converted into a rubber-tire bus operation
1954 Combined with part of former No. 14 Streetcar, which had operated between Ellicott City and downtown Baltimore, and extended west to Catonsville along the U.S. 40 and Edmondson Avenue corridor, serving Edmondson Village. Over the years, a series of selected trips on each side of Route 23 were added. The communities served by these branches were:
  • West side
    • Social Security (discontinued in 2005)
    • U.S. 40 and Rolling Road (main western terminus - parking lot of Catonsville Wal-Mart)
    • Wildwood Parkway (currently served by selected trips)
  • East side
    • Bayview Medical Center (currently served on all trips)
    • Fox Ridge (current eastern terminus on all trips)
    • Hawthorne (discontinued as a result of first phase of GBBI)
    • Oliver Beach (replaced by Route 160)
    • Pulaski Industrial Park (replaced by Route 24 during first phase of GBBI)
    • Victory Villa (served by Route 24 since 1993, and exclusively by Route 24 since first phase of GBBI)
    • Wilson Point (discontinued as a result of first phase of GBBI)
2005 GBBI plan implemented; numerous changes made:
  • Fox Ridge made eastern terminus on all trips. Service on all other branches provided on Route 24 or else discontinued
  • Plan to eliminate Wildwood branch fought. Service maintained on alternating trips at most times.
  • Routing in downtown area shifted from Saratoga Street to Fayette and Baltimore Streets
  • Routing in East Baltimore shifted from Grundy/Haven Streets to Bayview Boulevard in order to serve Johns Hopkins Bayview Medical Center[6]
  • Frequency cut nearly in half, and savings generated used to operate a new, limited-stop service known as "QuickBus" (Route 40).
2006 On February 26, as a result of public outcry from businesses along Saratoga Street in Baltimore's central business district, which reported a massive loss in customers who waited for buses near their shops, route modified to serve a portion of the former Saratoga Street routing [7]

[edit] Route 24

Main article: MTA Maryland shuttles

Predecessor: A branch of Route 35

Date Change
1988 Originated as a replacement for a branch of Route 35, which provided this service to Oliver Beach on selected trips. Service was provided only as often as a single bus allowed, which was less than once an hour, even during rush hour.
1993 Route modified to serve the Victory Villa community and supplement a branch of Route 23 in this area
1995 Selected trips to Oliver Beach eliminated. These had low ridership, and shortening the route allowed the frequency of service on other portions of the route to be improved.
2005 Originally unannounced GBBI plan implemented. Frequency of service improved to one bus every hour. Selected trips routed via Pulaski Industrial Park to settle complaints from riders losing service on this branch of Route 23. This change was cost-efficient as buses alternate between the Routes 4 and 24.
2006 Layover moved from Franklin Square Hospital to CCBC Essex campus to improve exchanges with Route 4 buses
2007 Loop in Middle River modified in order to improve transfers to QuickBus and access to the Middlesex Shopping Center

[edit] Route 27

Main article: MTA Maryland Route 27

Predecessors: 10 Roland Park, 12 Westport, and 25 Mount Washington streetcar lines, Route 10 bus

Date Change
1982 Originated as a split-off of Route 10, which had operated from Pimlico to Dundalk. This allowed better schedule adherence. The two new lines at the time had overlapped between State Center and Little Italy.
1992 In conjunction with the opening of Phase I of the Central Light Rail, rerouted to Camden Yards. Service between Howard Street and Little Italy, and selected trips to Canton were eliminated. The line's frequency was also reduced, as its route duplicated that of the light rail.
1996 Selected trips extended south of Camden Yards to the Cherry Hill Light Rail Stop to replace Route 28 service to this area, which was eliminated except on Sundays. Additionally, selected late night trips were extended to either Cherry Hill or Baltimore Highlands, which were also served by Route 28 during those hours. Additional modifications in the coming years resulted in all trips being extended to Port Covington via Cherry Hill, supplementing Route 29 in this area.
2005 GBBI plan proposed and delayed. Under three different plans over the following year, Route 27 would be discontinued, and its service would be provided on other lines. These included:
  • An extension of Route 51 to the Reisterstown Plaza Metro Subway Station to replace service in Seton Business Park. The first version did not have any service in this area.
  • In the first version, an extension of Route 15 to Sinai Hospital would have served Belvedere Avenue, and a new Route 28 would have operated between Sinai and Mt. Washington. In a later version, a new Route M-5, along with the existing Route 91, would have served the Rogers Avenue to Mt. Washington portion.
  • Route 64 would have been extended north from North Avenue to Mt. Washington.
  • In the first version, 29 would have been extended to provide all service along Russell Street and in the Cherry Hill area. Later versions would have replaced this portion with either a modification on Route 7 or a new Route 37, while Route 29 would have been extended to Port Covington (not proposed to be served at all in the first version).
  • In the first version, there would have been no service on Roland Avenue. The second and third versions would have modified Route 98 (proposed for elimination in GBBI Phase I) to serve Roland Avenue.
2007 GBBI canceled. No new plans have been made for Route 27 since.

[edit] Route 29

Main article: MTA Maryland shuttles

Predecessors: Bus Route 28 and 37

Date Change
1993 Originated in conjunction with the opening of the Central Light Rail to South Baltimore. The line was a split-off from the no-longer-existent bus route 28
2002 As a cost-saving measure, modified from a bi-directional route to a circular route. Frequency reduced from 15 to 20 minutes, which matched that of light rail at the time.
2005 GBBI plan proposed that would have provided bi-directional routing. Would have had the line operating downtown, but this part was later proposed on other lines.
2006 GBBI proposal modified; would have extended service to Port Covington. Other lines proposed to operate downtown. All versions of this plan would have provided Sunday service.
2007 GBBI canceled. No new plans have been made for Route 29.

[edit] Route 33

Main article: MTA Maryland crosstown buses
Date Change
1977 Originated as experimental service between Arlington and Morgan State University. Only weekday rush hour and midday was provided [8].
1978 Extended during rush hour to the current Moravia loop, and middays to Montebello State Hospital
1986 Evening and Saturday service added. On weekdays, the line operated until 10 PM, and on Saturdays, intervals were 90 minutes, the most service allowable with a single bus.
1993 All trips extended to Moravia loop. Midday service improved from intervals of 50 to 35 minutes. Evening hours extended to midnight. Saturday service doubled to intervals of 45 minutes.
1995 Sunday service added at 90-minute intervals
2005 Unplanned GBBI change implemented. In response to riders of Route 35 who complained of losing service in the Armistead Gardens area, Route 33 was extended to Eastpoint Mall via Armistead Gardens and North Point Boulevard. This also provided improved crosstown connections. Frequencies slightly reduced.
2006 Additional GBBI plans implemented:
  • February 5 - Route extended to Essex Park-and-Ride lot in order to improve efficiency
  • October 8 - Midday frequency between Rogers and Moravia doubled

[edit] Route 35

Main article: MTA Maryland Route 35
Date Change
1970 Originated as express bus service between Franklin Square Hospital Center and downtown along the Philadelphia Road corridor in Baltimore County. In the city, the line overlapped with local Route 6 (later Route 62) for much of its route. In the coming years, special branches and deviations were added on selected trips to the following locations:
1988 Selected trips to Oliver Beach separated into a new Route 24
1993 Weekend service eliminated due to low ridership
1994 All trips extended to King Avenue loop
1997 All trips extended to White Marsh
2000 Combined with Route 62, resulting in frequency improvement. Service provided to White Marsh at least once an hour at most times, with short turns at Rosedale Industrial Park. Short turn trips also operated via Armistead Gardens, a deviation on Route 62. Weekend service re-introduced.
2005 GBBIplan implemented:
  • Route 35 combined with Route 31, and extended west to UMBC
  • All short turns in Rosedale extended to White Marsh
  • Deviations via Essex Community College, Rosedale, and Armistead Gardens provided on Routes 4, 55, and 33 respectively
  • Service to Chesaco Park and Marshfield Business Park eliminated
  • In order to reduce confusion, the new combined line, during its first three months of operation, was identified as Route 31/35

[edit] Route 36

Main article: MTA Maryland Route 36
Date Change
1947 Started operating as first Baltimore corridor bus route without a streetcar predecessor
1998 Plan to extend route to Riverview, incorporating a portion of Route 11 scrapped[9]
2005 GBBI plan to combine the route with the southern portion of Route 11 and extend service along the Washington Boulevard corridor to Riverview with short turns at Monroe Street delayed. GBBI was canceled in 2007, but this plan was introduced in February 2008.

[edit] Route 40

Main article: QuickBus (Baltimore)
Date Change
2005 Originated on October 23, providing service between Security Square Mall and Essex Park-and-Ride. Service was provided every 10 minutes on weekdays, and every 15 minutes on weekends.
2006 In response to various issues the line faced, its route was extended on February 5 to Back River Neck Road in Middle River. Weekday service was reduced to every 12 minutes during rush hour, and every 15 minutes midday. On December 21, the line was branded as "QuickBus."
2007 Eastern layover moved to a safer location at Old Eastern and Vincent Avenues

[edit] Route 44

Main article: MTA Maryland crosstown buses
Date Change
1946 Originated along most of its current route from Gwynn Oak Park to Frankford and Cedella. Later extended to the Hollander Ridge housing projects in East Baltimore. Selected trips later added to the Social Security Administration's Woodlawn headquarters, which opened in 1960.
1973 New branch added to Brighton, serving the Reisterstown Road Plaza and the Cross Country community
2001 Hollander Ridge terminus relocated to Rosedale Industrial Park following the closing and demolition of the Hollander Ridge projects
2005 GBBI plan implemented. Route extended to Security Square Mall, absorbing Route M-6. Brighton and Rutherford Business Park branches eliminated. |- 2006 In response to numerous complaints relating to GBBI changes, scheduling adjustments were made. Additionally, Route M-6 was restored, though this did not result in any Route 44 service being diminished.

[edit] Route 50

Main article: MTA Maryland shuttles
Date Change
1948 Originated as replacement for Bus Route U, which followed identical routing since 1940. Route U, and the original Route 50 provided bi-directional routing using two buses during peak hours. Frequencies ranged from 20 to 40 minutes at any given time.
1992 Counterclockwise trips discontinued to save costs and simplify service. Route 50 became a one-way circular route, operating consistently every 20 minutes during all hours of operation. Service on a few streets along the route were discontinued.
1997 Service shifted from Parkside Drive to Bowley's Lane in order to provide a connection to Route 33
2004 Weekend service was modified to serve the Parkside and Erdman shopping centers. Intervals on weekends reduced to one bus every 40 minutes.
2007 Selected trips started operating via the Claremont Senior Homes

[edit] Route 51

Main article: MTA Maryland crosstown buses
Date Change
1948 Originated as replacement for Bus Route D
1984 In conjunction with the opening of Phase I of the Baltimore Metro Subway, the route was modified to serve three stations. The line also had selected trips added to Cherry Hill.
2001 Combined with Route 30, and extended to the Patapsco Light Rail Stop via Hollins Ferry Road (Mt. Winans) and Baltimore Highlands. Cherry Hill trips were also extended to Patapsco along Hanover Street and Patapsco Avenue.
2006 GBBI plan to extend the route north to the Reisterstown Plaza Metro Subway Station delayed indefinitely, as GBBI was canceled in 2007.

[edit] Route 55

Main article: MTA Maryland crosstown buses
Date Change
1973 Originated as new service between Overlea and Towson, with branches via Joppa Road and Taylor Avenue, and to Hunt Valley
1974 Hunt Valley service replaced with Route 9[10]
1977 Combined with Route 2, which had operated limited service between Overlea and Fox Ridge, and extended to Franklin Square Hospital Center, with selected trips, mostly during rush hour, to Fox Ridge
1992 Express trips from Towson to the Essex area discontinued
1997 All trips extended to Fox Ridge
1998 Two daily trips which operated via Taylor Avenue through Parkville discontinued
2006 GBBI plan partially implemented. Sunday service introduced between Towson Courthouse and Fox Ridge.

[edit] Route 61

Main article: MTA Maryland Route 61
Date Change
1977 Originated after Route 6, which ran from Curtis Bay to either Roland Park or East Monument Street was split into four lines. Others included Route 62 (East Monument Street), Route 63 (Riviera Beach), and Route 64 (Wagner's Point).
1992 In conjunction with the opening of the Central Light Rail, selected trips rerouted to the Mt. Washington Light Rail Stop, including all midday service.
1993 Weekend service eliminated due to low ridership. A private contractor originally covered the route on weekends, but this was later discontinued.
1995 Mt. Washington service discontinued, and all trips once again operated to Lake & Roland
2005 GBBI plan to totally eliminate Route 61 and require riders on Roland Avenue to walk significantly to reach the nearest bus fought. A revised version in 2006 would have provided service on Roland Avenue on a peak hour branch of Route 11 that would have followed a similar route. This plan was relaunched in 2007.
2008 Service reduced to peak hours only, reduced in frequency to one bus every 30 minutes. Northbound routing shifted to Charles Street

[edit] Route 64

Main article: MTA Maryland Route 64
Date Change
1977 Originated after Route 6 was split into several other lines. Over the years, the route has been modified on several occasions. Mostly, branches have been added and removed. The main route was to Wagner's Point.
1993 The Davison Chemical branch was eliminated due to low ridership. Selected trips to Linthicum were also eliminated, but were provided on Route 63.
1996 A new branch to Energy Parkway and Riviera Beach was added after the line absorbed the discontinued Route 63
2003 Wagner's Point trips were shortened to Curtis Bay. Service between Curtis Bay and Wagner's Point was provided on a new Route 65, which operated between the Patapsco Light Rail Stop and Wagner's Point. Though the original purpose of this split was due to a temporary road closure, Route 65 was eliminated in 2005 due to low ridership.
2005 GBBI plan proposed, in which Route 64 would be combined with part of Route 27 and extended north to the Mt. Washington Light Rail Stop. In addition, Riviera Beach trips would be shortened to Energy Parkway, and routing through downtown Baltimore would be modified. This plan has been delayed indefinitely, and in 2007, GBBI was canceled.

[edit] Route 77

Main article: MTA Maryland crosstown buses
Date Change
1974 Originated as an experimental service between the central business district of Pikesville and UMBC.
1987 In conjunction with the opening of the Old Court Metro Subway Station, and the extension of Route M-2 to this location, the station also became the new northern terminus for Route 77
1995 Selected trips were extended south of UMBC to the Patapsco Light Rail Stop through the Halethorpe area, providing improved connections. The frequency was also slightly improved.
1997 Saturday service introduced. At first, it operated only between Old Court and Security Square Mall, but it was later extended to UMBC
2001 Sunday service introduced
2005 GBBI plan implemented. All trips extended to the Patapsco Light Rail Stop, and the route was slightly changed in this area to replace a portion of Route 31. Midday and Saturday service were improved to one bus every 30 minutes.

[edit] Route 91

Main article: MTA Maryland Route 91
Date Change
1987 Originated after being split from Route 19. This split allowed better schedule adherence of the two lines, and varying frequencies in the schedules to better match demand.
1992 In conjunction with the opening of the Central Light Rail line, MTA proposed to eliminate Route 91 and provide the service on other routes, primarily Route 13. However, this plan was scrapped as a result of public outcry.
2004 All trips routed to Sinai Hospital via the Rogers Avenue Metro Station
2005 GBBI plan fought. Route 91 would have been discontinued, and service on Garrison Boulevard would have been provided on Route 15. No bus service would have been provided on Eutaw Place in Bolton Hill, which outraged many.
2006 Second GBBI plan fought. Would have increased frequency of service, but the line would have been shortened to Lexington Market. Later in the year, a third plan, in which Route 91 would have remained on its current route at a reduced frequency, and a new Route M-5 would have been formed that would operate from the Mt. Washington Light Rail Stop to Penn-North Metro Subway Station with overlapping service between Pimlico and Penn-North, was delayed indefinitely. In 2007, GBBI was canceled, and no new plans have been made for Route 91.

[edit] Route 97

Main article: MTA Maryland shuttles
Date Change
2002 Originated as a follow-up to the Hampden Shuttle Bug
2005 GBBI plan fought. Frequency of line would have been reduced to one bus an hour, and riders would have been encouraged to use other overlapping routes.
2006 GBBI plan fought. Route would be modified to serve Reservoir Hill in order to replace a portion of Route 5 proposed for modification away from this area.

[edit] Route 98

Main article: MTA Maryland shuttles
Date Change
2000 Originated as an experiment conducted by MTA to provide a new type of service, a neighborhood shuttle. At that time of its inception, service operated every 17 minutes in order to match light rail frequencies. However, it was later reduced to one bus every 34 minutes.
2005 GBBI plan fought. Route 98 would have been totally eliminated due to low ridership. However, after community meetings, it was ultimately decided that Route 98 line would continue operating with no schedule change.
2006 GBBI plan delayed. Routing would shift from Falls Road to Roland Avenue in order to replace service on a part of Route 27 that would no longer be provided. In 2007, GBBI was canceled. But this plan was introduced in 2008.

[edit] Route M-1

Main article: MTA Maryland Metro connection services
Date Change
1984 In conjunction with the opening of Phase I of the Baltimore Metro Subway, originated along its present route
1988 Combined with Route M-13, and selected trips were extended along Milford Mill Road to the Milford Mill Metro Subway Station. Other trips operated between the Milford Mill Metro Station and a community off Scotts Level Road in Pikesville known as Bellemore Farms. This replaced a branch of Route M-13.
2001 Sunday service introduced with a schedule identical to that on Saturday
2005 GBBI plan implemented. Route M-1 returned to its original pre-1988 route. All service along Milford Mill Road was provided by the modified Route M-8. No service was provided to Bellemore Farms.

[edit] Route M-2

Main article: MTA Maryland Metro connection services
Date Change
1984 In conjunction with the opening of Phase I of the Baltimore Metro Subway, originated as split-off from Route 7, and operated from Mondawmin to the intersection of Reisterstown & Old Court Roads in Pikesville's central business district
1987 In conjunction with the opening of Phase II of the Metro, extended to Old Court Metro Subway Station
2001 Sunday service introduced with schedule identical to Saturday service

[edit] Route M-3

Main article: MTA Maryland Metro connection services
Date Change
1984 In conjunction with the opening of Phase I of the Baltimore Metro Subway, originated as a split-off from Route 5. Operated between the Mondawmin Metro Subway Station and the intersection of Park Heights Avenue and Slade Avenue, looping via Slade, Reisterstown Road, and Seven Mile Lane. Operated during hours of Metro operation only.
1985 Extended south to the Penn-North Metro Station
1987 In conjunction with the opening of Phase II of the Metro, extended to the Milford Mill Metro Subway Station
2000 Selected trips routed to serve the Greenhill Apartments in Lower Park Heights
2002 Trips via Greenhill Apartments eliminated from Route M-3 and provided on Route 97 Mondawmin Shuttle Bug
2006 GBBI plan proposed in which Route M-3 would be combined with Route M-8, alternating trips would be extended to Randallstown, and the midday frequency would be improved. In 2007, GBBI was canceled, and an announcement of any future plans is yet to be made.

[edit] Route M-6

Main article: MTA Maryland Metro connection services
Date Change
1987 Originated under Route M-6 designation, replacing Route R-3, which had operated since 1984 and followed the identical route.
2001 Sunday service introduced
2005 GBBI plan implemented. Route M-6 service completely discontinued, and all trips on Route 44 extended to replace service between Rogers Avenue and Security Boulevard area.
2006 March - Eight round trips on weekdays were restored. These trips operated hourly during peak hours only.

October - Full-time, 7-day-a-week service restored [11]

[edit] Route M-8

Main article: MTA Maryland Metro connection services
Date Change
1987 Originated as replacement for Bus Route R-4, which operated via the identical route from the Rogers Avenue Metro Subway Station to Randallstown.
1997 Proposal to extend service about a mile west of Randallstown to the intersection of Deer Park and Winands Roads in Kings Point scrapped less than three weeks before it was scheduled to be implemented as a result of community opposition.
2005 GBBI plan implemented. Buses routed to the Milford Mill rather than the Rogers Avenue Metro Subway Station.
2006 Plan to combine Route M-8 with Route M-3 proposed, but later delayed indefinitely, as GBBI was canceled in 2007

[edit] Route M-9

Main article: MTA Maryland Metro connection services
Date Change
1987 Originated as replacement for Bus Route P-4. Early morning service operated to the Owings Mills Town Center, and all other service terminated in the north at the Owings Mills Metro Subway Station. Service between Owings Mills and Reisterstown was provided by Route M-16.
1992 All trips extended to the Owings Mills Town Center, as Routes M-9 and M-16 absorbed Route M-17. Selected rush hour trips were routed to the Business Center at Owings Mills on Crondall Lane to replace a branch of Route M-15, which was eliminated. Rush hour service was reduced to one bus every 37 minutes, the frequency at other times.
1997 Combined with Route M-16 and extended to Reisterstown, with selected rush hour trips to Chartley via Dolfield. Peak hour service operated every 40 minutes over the full route, with alternating trips operating between Owings Mills and Reisterstown/Chartley only. Midday and Saturday service was provided every 45 minutes, and nighttime service hourly. Trips to the Business Center at Owings Mills were provided on a new Route M-17.
1999 Destination sign for northbound trips changed to Glyndon to reduce confusion among riders in areas where buses traveling in opposite directions overlapped
2000 Chartley trips rerouted to Reisterstown (eventually to Glyndon)
2001 Sunday service introduced, following schedule of Saturday service
2006 GBBI plan proposed, but never implemented, as GBBI was canceled in 2007. Would have provided improved midday and weekend service. The current plan would split the line to pre-1997 routing, but with non-M designations.

[edit] Route M-10

Main article: MTA Maryland Metro connection services
Date Change
1987 Originated as replacement for Route P-7. At that time, Route M-10 followed a different routing that did not serve Cheswolde or Mount Washington. The line operated via a more direct route with fewer and shorter deviations from Clarks Lane to Smith Avenue, then via Old Pimlico Road to Falls Road, with two daily selected trips that operated via Greenspring Avenue, Old Court Road, and Park Heights Avenue.
1992 In conjunction with the opening of the Central Light Rail, Route M-10 was combined with Route M-5 and modified to serve portions of the former route of M-5, including the Rogers Avenue Metro Subway Station, Cheswolde, and the Mt. Washington and Falls Road Light Rail Stops. Saturday service was discontinued.
1997 A closure on Falls Road to repair the I-695 overpass forced buses traveling to Greenspring Station to detour through Ruxton for about 8 months. As a result, the frequency was reduced to one bus every 35 minutes (every 70 minutes on each branch).
1998 Midday service was reduced to one bus every 45 minutes (every 90 minutes on each branch), and evening service was reduced to one bus every 70 minutes, all operating via Old Pimlico Road. Saturday service was introduced, operating every 70 minute to Mt. Washington via Smith Avenue. The two daily trips that operated via Old Court Road were eliminated.
2001 Sunday service introduced with a schedule identical to that on Saturday
2005 GBBI plan implemented
  • Route shortened to Reisterstown Plaza Metro Subway Station to allow improved frequency
  • Service via Old Pimlico Road discontinued, and all trips routed to Mt. Washington via Smith Avenue through Bonnie Ridge.
  • Midday service improved to one bus every 30 minutes, and weekend service improved to one bus an hour
  • Service to Greenspring was improved to one bus every 30 minutes, and rush hour service was extended to Villa Julie College to replace this service once provided by Route M-12, which was then eliminated. Originally, M-10 service on Falls Road, as well as all bus service to Villa Julie had also been proposed for elimination, but it remained due to public outcry and was improved in frequency.

[edit] Route M-17

Main articles: MTA Maryland Metro connection services and MTA Maryland shuttles
Date Change
1997 Originated as replacement for special branches of Routes M-9 and Route M-16 when the main routes of the two lines were combined. Operated between Owings Mills Corporate Campus and Business Center at Owings Mills via the Owings Mills Metro Subway Station and Owings Mills Boulevard (the most direct route) every 30 minutes during weekday rush hour.
1998 *February - Routing modified to served Rosewood Center, and extended south to T. Rowe Price Owings Mills campus. Intervals reduced to one bus every 40 minutes.
  • September - Routing extended to serve newly constructed Red Run Boulevard Business corridor (location of new ADP facility). Frequency improved to one bus every 30 minutes, using two buses.
1999 Midday service introduced briefly, but soon eliminated due to low ridership
2003 New deviation via Red Brook added
2005 GBBI plan implemented:
  • Service to the Owings Mills Corporate Campus and T. Rowe Price eliminated. The Owings Mills Corporate Campus is within a close walk of the main road, and T. Rowe Price operates its own private shuttle service. Ridership to both locations was low, and this change shortened routing to Red Run Boulevard.
  • Late night and weekend trips to Rosewood were introduced to replace service provided by the eliminated Route 102

[edit] References

  1. ^ A Concise History of Baltimore's Transit. Baltimore Transit Archives. Retrieved on 2007-08-02.
  2. ^ A Concise History of Baltimore's Transit. Baltimore Transit Archives. Retrieved on 2007-08-02.
  3. ^ A Concise History of Baltimore's Transit. Baltimore Transit Archives. Retrieved on 2007-08-02.
  4. ^ A Concise History of Baltimore's Transit. Baltimore Transit Archives. Retrieved on 2007-08-02.
  5. ^ Highlights of proposed bus route changes - Baltimore - baltimoresun.com
  6. ^ State unveils bus route changes less sweeping than prior proposal - Hospitals and Clinics, Maryland, Metropolitan Transportation Authority - baltimoresun.com
  7. ^ http://www.getontrac.org/Reports/BDOC07-016-01.pdf
  8. ^ History of the Cold Spring Crosstowns
  9. ^ Routes of Baltimore Transit - 1900 to Today
  10. ^ Routes of Baltimore Transit - 1900 to Today
  11. ^ http://www.baltimoresun.com/news/local/bal-md.mta06oct06,1,27543.story
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