Greater Baltimore Bus Initiative

Greater Baltimore Bus Initiative

Company type	Transit restructuring plan
Industry	Public transportation
Founded	2005
Fate	Terminated in 2007
Area served	Baltimore metropolitan area
Key people	Robert Ehrlich (Governor), Robert Flanagan (Transportation Secretary)

The Greater Baltimore Bus Initiative (GBBI) (commonly pronounced GIBBY) represented a comprehensive restructuring effort proposed by the Maryland Transit Administration during the tenure of Governor Robert Ehrlich and Transportation Secretary Robert Flanagan. This initiative marked the most extensive single-phase reorganization in the agency’s history.

Governor Ehrlich and Secretary Flanagan presented GBBI as a significant enhancement to Baltimore’s transit system. While certain modifications improved service quality, numerous changes encountered substantial resistance from passengers, community leaders, and advocacy groups who viewed them as reductions rather than improvements. As a result, a scaled-down version of the plan, referred to as Phase I, was rolled out on October 23, 2005, encompassing roughly one-third of the original proposals with various adjustments. Several suggestions were either abandoned or postponed.

In 2006, proposals for Phase II were introduced but remained contentious, leading to legislative setbacks despite ongoing endorsement from Flanagan.

Following political shifts and a change in Maryland’s leadership, the GBBI was officially terminated on May 9, 2007, with no further developments under that designation. Nevertheless, in September 2007, the MTA announced public hearings for new service adjustments closely resembling earlier GBBI concepts. Most of these revisions were implemented on February 17, 2008.

Background

Unveiled in the summer of 2005, the GBBI blueprint called for alterations to routes and schedules affecting 53 out of 59 local bus lines operated by the agency, along with some commuter routes. The proposal encompassed route expansions, increased trip frequencies on select corridors, consolidation of routes, and elimination of others.

The MTA emphasized several anticipated service enhancements:

1. Higher frequency levels across numerous corridors
2. Streamlined routes featuring consistent trip patterns
3. Extended layover times to improve schedule adherence
4. More direct routes minimizing transfers and detours
5. Optimized bus stop locations balancing accessibility with operational efficiency
6. Introduction of a rapid west-east crosstown service on Route 40 connecting Security Square Mall to Essex Park-and-Ride
7. Merging of lines to enable one-seat rides to additional destinations
8. Reduction of route redundancies allowing resource reallocation for expanded service
9. Improved access to major destinations such as colleges, hospitals, and shopping centers
10. Enhanced crosstown connectivity reflecting rider travel beyond downtown areas
11. Expanded midday service to meet increasing demand

Despite these proposed benefits, the plan encountered vigorous opposition from riders, local activists, and government officials. Key criticisms included:

• The removal of bus service from certain streets, which increased walking distances for vulnerable populations
• Discontinuation of lightly used route branches that served employment centers
• More complicated travel requiring additional transfers, posing difficulties for some users
• A perceived lack of transparency that highlighted improvements while minimizing discussion of service reductions

Public hearings held during that summer attracted intense criticism and resulted in delays or cancellation of many proposed changes.

Phase I

On October 23, 2005, a reduced iteration of the initiative, known as Phase I, was launched, impacting 26 bus routes where the MTA anticipated minimal adverse effects. The affected lines included numbers 2, 4, 8, 10, 13, 20, 23, 24, 31, 33, 35, 44, 65, 77, 86, 102, 103, 105, 150, 160, as well as M-1, M-6, M-8, M-10, M-12, and M-17 (refer to "changes").

Although the scope was limited, the modifications encountered substantial resistance from passengers, the NAACP, and labor unions. Many commuters faced longer walking distances, additional transfers, and extended waiting periods; some lost access to service altogether. Complaints highlighted decreased reliability and increased travel complexity. Prominent problems reported by the Baltimore Sun included:

• Passengers who formerly used Route 10 along Wise Avenue for direct trips into Baltimore City were compelled to depend on the hourly Route 4, which bypassed several neighborhoods along Wise Avenue.

• The newly introduced Route 12, which replaced a segment of Route 8, offered inconsistent service to Stella Maris, resulting in forced transfers and missed connections.
• Alterations to Route 13 eliminated stops on Washington Street, Wolfe Street, and Milton Avenue, requiring senior riders to walk distances up to six blocks.
• Service on Route 44 to the Social Security Administration campus was inefficient compared to former Route M-6 coverage, causing employee tardiness and lack of off-peak trips.
• The discontinuation of Route M-6 compelled elderly passengers to cover several blocks on foot to reach alternative routes.
• The substitute Route M-10 served Villa Julie College but excluded communities along Stevenson and Caves Roads.
• Several routes—including numbers 2/10, 8, 9, 20, and the new number 40—experienced poor adherence to schedules; ridership on route number 40 was particularly low. Overall punctuality across the system declined.

These operational difficulties underscored considerable customer dissatisfaction and reliability problems following Phase I's rollout.

Revisions to Phase I

By early January 2006, in response to operational shortcomings, the MTA announced modifications to the initial Phase I changes. Major revisions included:

• Enhanced peak period service frequency on Route 9, extended to International Circle.
• Certain weekday trips on Route 10 (the new designation for Route 2/10) and Route 20 were adjusted to short turn in Dundalk to improve timetable reliability.
• Route 13 resumed its prior routing through Washington and Wolfe Streets for most trips while introducing a new branch serving Milton Street.
• Extension of Route 40 service reached Middle River, accompanied by a minor reduction in frequency.

Advocates expressed disappointment that no full restoration was announced for Route M-6, although a limited number of trips were reinstated in March—insufficient to appease critics.

Phase II

In 2006, the MTA introduced a contentious Phase II proposal that called for modifications to twenty-three local bus routes, involving adjustments in routing, scheduling, and route consolidations, with an initial implementation date set for June 11, 2006. Maryland’s transportation secretary, Robert Flanagan, asserted that only 46 passengers would experience a loss of daily service and characterized the overall changes as predominantly advantageous.

The proposal encountered opposition due to the lack of additional public hearings; Flanagan contended that earlier hearings were sufficient and invited stakeholders to submit written comments. Nonetheless, the 2006 General Assembly required a minimum of two public hearings before any bus service enhancements could proceed, resulting in a postponement of the plan.

Complying with this legislative mandate, two hearings were conducted in late June 2006, during which riders voiced concerns about the changes introduced in October 2005 as well as the forthcoming proposals.

A modified version of Phase II was presented later that year, incorporating adjustments to address public feedback; however, only limited elements were enacted initially—specifically, increased service on five routes in October—with the remainder slated for February 11, 2007.

Following the transition from Governor Robert Ehrlich to Governor Martin O'Malley, the new administration paused further GBBI rollouts to reassess the proposed modifications. On May 9, 2007, the comprehensive plan was abandoned in favor of implementing smaller-scale adjustments three times annually. The first batch of these minor revisions impacting nineteen routes was put into effect on June 10, 2007.

February 2008 plans

In September 2007, MTA announced upcoming hearings concerning alterations to ten bus lines. Although distinct from the canceled GBBI initiative, these plans shared some similarities. Key proposals included:

• Redirecting Route 11 toward Canton and extending Route 36 to cover its southern segment
• Eliminating Route 61, with service replaced by Route 11
• Adjusting Routes 3, 11, and 55 within the Towson area
• Revising Routes 27 and 98 in Hampden
• Modifying Route 16 routing and doubling frequency during peak hours

Additional proposed changes outside of GBBI included:

• Launching a new Route 6 to supplement peak service on parts of Routes 5 and 20
• Altering Routes 36 and 77 in Arbutus to serve a newly opened Wal-Mart Supercenter
• Dividing Route M-9 into two separate routes: 56 and 59

These adjustments were implemented on February 17, 2008, except that Route 61 continued operating during peak hours only.

Changes

-|Route61(MTA Maryland)‎#61 -|Discontinue full service requiring riders on Roland Avenue segment to walk despite partial coverage by other lines. Peak hour service maintained on a branch of Route11 starting around2007-08 at reduced frequency.| -|Route64(MTA Maryland)‎#64 -|Extend northward to Mt.Washington replacing part of discontinued Route27 branch; shorten Riviera Beach trips; improve downtown routing and frequency at times proposed but not implemented yet.| -|Route65(MTA Maryland)‎#65 -|Discontinued due to low ridership as planned.| -|Route68(MTA Maryland)‎#68 -|Convert temporary shuttle into regular route replacing portions of modified routes proposed but ultimately reabsorbed into Route15 by2007 without prior GBBI changes.| -|Route77(MTA Maryland)‎#77 -|Extend all trips to Patapsco station replacing portions of discontinued routes including part of combined Route31/35 corridor improvements fully implemented in Phase I along with midday/Saturday frequency enhancement.| -|Route86(Maryland Transit Administration)‎#86 -|Discontinued encouraging transfers onto Route44 as planned.| -|Route91(Maryland Transit Administration)‎#91 -|Discontinue route replaced by extensions of Route15 between Sinai Hospital and Walbrook Junction eliminating Eutaw Place coverage without replacement—no actual reductions made under GBBI though alternative plans considered reducing frequency or shortening downtown segment.| -|Route97(Maryland Transit Administration)‎#97 -|Reduce frequency encouraging use of overlapping routes—no actual change made.| -|Route98(Maryland Transit Administration)‎#98 -|Proposed discontinuation reversed—route adjusted in2008 serving Roland Avenue replacing part of modified Route27 corridor.| -Metro Lines -52(M-1) -Operate all trips to Milford Mill loop replacing Milford Mill Road segments via modified M-8 route while discontinuing Bellemore Farms service—fully implemented redesignated 52 in2009.| -53(M-2) -No planned or implemented changes redesignated 53 in2009.| -54(M-3) -Phase II plan combined this line with M-8 alternating trips improved midday frequency realized in2008 under unified 54 designation.| -57(M-6) -Eliminated line replaced by extended Route44 service causing controversy due lack of Gwynn Oak Avenue city coverage partially restored by reintroduced M-6 trips then full restoration renumbered 57 in2008.| -54(M-8) -Rerouted as planned serving Milford Mill Metro Subway Station instead of Rogers Avenue without Owings Mills extension—later combined into unified 54 route.| -59(M-9 split) -Phase II plan split M-9 into Routes56 and59 improving midday/weekend frequencies fully implemented by2008.| -60(M-10) -Portions discontinued as planned while increasing frequencies including peak extensions replacing discontinued M-12 service.| -61(M-12) -Discontinued as planned with peak hour coverage shifted onto extended M-10.| -62(M-17) -Portions discontinued replaced light night Rosewood Center service replaced by extended59 route after Rosewood closure in2009 with some segments unserved thereafter.|

Route No.	Proposal	Result
1	Eliminate segment between Mondawmin and Sinai Hospital; introduce new Route 28 for coverage; adjust routing in South Baltimore.	Implemented during Phase II with extended service reaching Sinai Hospital and routing changes downtown finalized by 2008.
2	Merge with 10 and extend service to Dundalk.	Fully executed in Phase I.
3	Boost service frequency on Loch Raven Boulevard; discontinue branches including Sheppard Pratt.	No changes in Phase I; Sheppard Pratt branch retained with routing modifications applied in February 2008.
4	Remove Franklin Square to White Marsh segment; eliminate Yellow Brick Road branch; alter North Point routing.	Phase I implementation moved terminus to CCBC Essex; two daily trips on Yellow Brick Road branch maintained.
5	Bypass Reservoir Hill; route all trips through Johns Hopkins Hospital area; discontinue other branches.	No alterations made; new Route 6 introduced in 2008 to enhance east side service.
7	Discontinue service; provide Canton coverage via modified Route 11.	No significant changes executed; suggested reroutes or frequency cuts were not adopted.
8	Divide into two routes: Route 8 from downtown to Lutherville station; new Route 9 from Lutherville to Hunt Valley; remove Loveton and Stella Maris branches.	Implemented during Phase I; Stella Maris served by new Route 12; Loveton covered by private contractor services.
10	Merge with Route 2; extend westward to Catonsville; remove segment between Lexington Market and State Center plus Sparrows Point and Wise Avenue services.	Fully realized in Phase I.
11	Split downtown routing; southern portion replaced by Route36; operate from GBMC to Canton via Rodgers Forge with new downtown extension.	Implementation delayed but completed February17,2008 with modifications serving Wal-Mart Supercenter.
13	Simplify East Baltimore routing; remove Social Security and Lower Canton branches.	Phase I implementation included main route adjustments plus addition of Patterson Park branch.
14	Split route introducing new Route41 from Cromwell station to Annapolis at reduced frequency.	No changes applied.
15	Alter Walbrook Junction northbound routing to Sinai Hospital via Route91 alignment; Security Square served by modified Route68; eliminate segment north of Overlea loop.	No GBBI-related changes; Route68 merged back into Route15 in June2007 restoring Forest Park Avenue service.
16	Double frequency except Sundays; reroute through Rosemont eliminating Violetville trips.	Midday and Saturday frequencies improved in2006; peak hour frequency doubled in2008 with modified routing retaining Violetville trips.
17	Cut all trips except downtown-BWI Airport when light rail inactive; promote Howard Transit for Arundel Mills access.	No initial changes made; later partial trip eliminations occurred without reducing overall service levels.
19	Eliminate Joppa Heights and Hickey School branches.	No modifications made; alternative proposals for shortening or splitting were not implemented.
20	Extend all trips to Security Square Mall; reroute Edmondson Village via Edmondson Avenue; extend some trips to CCBC Dundalk campus.	Implemented except continued Old Frederick Road service retained; half weekday trips shortened in February2006 for schedule adherence.
21	No planned alterations.	Extended northward to Mondawmin in2009.
22	Mostly double frequency; discontinue Lombard & Kane branch.	Frequency doubled October2006; Lombard & Kane branch later discontinued.
23	Extend all trips to Route40 and Rolling Road; shift downtown routing from Saratoga Street to Fayette and Baltimore Streets; serve all trips to Fox Ridge eliminating other eastern branches.	Modified as planned but Saratoga Street restored after merchant complaints. Wildwood branch maintained with selected trips serving it directly or via Wildwood.
24	Initially no planned changes.	Frequency increased compensating for lost Route23 service without added costs. Shortened to Middle River then extended to Moravia replacing part of Route33 by2009.
27	Discontinue Route27 but replace coverage via extensions of Routes64 and29 plus new Route28 serving Cross Country. No replacements planned for Roland Avenue, Seton Business Park, or Port Covington areas.	No initial changes made. In2008, routing modified via Falls Road with Route98 covering Roland Avenue while retaining Route27 operation.
28	New route between Mt. Washington and North Avenue light rail stations using segments of Routes1,5,27.	Never launched; coverage provided by other lines subsequently.
29	Operate bi-directionally every30 minutes downtown along Russell Street.	No initial changes applied. Proposed extensions to Port Covington not adopted.
31	Merge with Route35; extend eastward to White Marsh eliminating downtown-Penn Station segment; operate all trips to UMBC replacing Beltway Business Park service with modified Route77.	Implemented except some rush hour trips still serve Beltway Business Park. Initially identified as 31/35 before adopting 35 designation.
33	No routing alterations planned but increase midday frequency.	Extended service area to Eastpoint Mall covering Armistead Gardens previously served by Route35. Frequency improvements started October2006.
35	Merged with Route31 extending west from downtown to UMBC via Wilkens Avenue corridor; eliminate CCBC Essex, Rosedale area, Chesaco Park, Armistead Gardens branches. Change downtown routing pattern.	Fully implemented as planned with replacement services provided via Routes4 and33.
36	Extend route southward replacing southern portion of split Route11.	Implementation delayed until February2008 including reroute through Arbutus serving Wal-Mart Supercenter.
40	New limited-stop route connecting Security Square Mall and Essex Park-and-Ride along Edmondson Avenue and Eastern Boulevard corridors.	Launched October23,2005, extended February5,2006 branded as Quickbus, a name later used for new Route48 in2009.
44	Extend trips to Security Square Mall or Social Security Administration offices; discontinue Brighton and Rutherford Business Park services.	Modified as proposed with later frequency doubling between Rogers Avenue Metro Subway Station and Rosedale Industrial Park areas.
50	No planned modifications.	Remained unchanged.
51	-| -|55 -|Increase midday frequency to every30 minutes, add Sunday service; discontinue Marshfield Business Park trips. Replace Towson Courthouse-GBMC segment with Routes3 and11 starting February17,2008. Sunday service added earlier on new routes.|

External links

• Official website of MTA
• MTA's GBBI brochure