TheMaryland Area Rail Commuter (MARC)[4] is acommuter rail system in theWashington–Baltimore area. MARC (reporting markMARC) is administered by theMaryland Transit Administration (MTA) and operated under contract byAlstom andAmtrak on track owned byCSX Transportation (CSXT) and Amtrak.[5][6] In 2024, the system had a ridership of 4,187,100, or about 19,300 per weekday as of the second quarter of 2025, less than pre-COVID-19 pandemic weekday ridership of 40,000.[7]
With trains on thePenn Line reaching a maximum speed of 125 miles per hour (201 km/h), MARC has the highest top speed of any commuter railroad in the United States.[8]
MARC has three lines that radiate fromUnion Station inWashington, D.C.:
The Penn Line is the only line with weekend service, having 18 trains on Saturdays and 12 on Sundays. Service is reduced or suspended on certain federal holidays.
All MARC trains operate inpush–pull mode. Thecab car is typically on the end of the train closest to Washington; on trains with diesel locomotives, this arrangement keeps exhaust further away from Union Station's terminal. Train lengths vary from the 3–5 cars to 10 cars on Penn Line rush hour trains. Shorter trains typically consist of all single level or allbilevel passenger cars while longer trains may have a combination.
The MTA contracts out operations and maintenance of MARC trains to Amtrak for the Penn Line and Alstom for the Brunswick Line and Camden Line.[6][5]
ThePenn Line is a 77-mile (124 km) line that runs along the far southern leg of Amtrak'sNortheast Corridor between Washington, D.C., andPerryville, Maryland, viaBaltimore Penn Station. Most trains operate along a 39-mile (63 km) stretch between Washington and Baltimore Penn, with limited service toMartin State Airport and Perryville. It is the fastest commuter rail line in North America, with equipment capable of operating at speeds up to 125 miles per hour (201 km/h).[8] Descended from Washington–Baltimore commuter routes operated by thePennsylvania Railroad, it is by far the busiest MARC line, with almost twice as many trains and twice as many passengers as the other two lines combined. The Penn Line is the only electrified MARC line, and its only line that operates on weekends.
TheCamden Line is a 39-mile (63 km) line that runs on CSX-owned tracks between Washington, D.C., andCamden Station inBaltimore. It is descended from B&O commuter routes running between Washington and Baltimore. The B&O began operating over portions of this route in 1830, making it one of the oldest passenger rail lines in the U.S. still in operation.[9]
TheBrunswick Line is a 74-mile (119 km) line that runs onCSX-owned tracks between Washington, D.C., andMartinsburg, West Virginia, with a 14-mile (23 km) branch toFrederick, Maryland. It is descended fromBaltimore and Ohio Railroad (B&O) commuter service between Washington and its northern and western suburbs.
MARC has run special weekend trips to and fromCumberland, Maryland, forWestern Maryland residents to attend sporting events in theWashington–Baltimore area, and to facilitate tourist excursions to Western Maryland.[10][11]
Nearly all stations served by MARC connect with local bus orMetrobus service. Washington Union Station, New Carrollton, College Park, Greenbelt, Silver Spring and Rockville offer connections to theWashington Metro subway, while Baltimore Penn Station and Camden Station both offer connections to theBaltimore Light RailLink. While theBaltimore Metro SubwayLink is not directly connected to the MARC system, itsState Center station is not far from Baltimore Penn Station. Washington Union, Baltimore Penn, BWI Airport, Aberdeen, New Carrollton, Rockville, Harpers Ferry, and Martinsburg stations are shared withAmtrak service, and Union Station also offers a connection to theVirginia Railway Express system.
All three MARC lines date from the 19th century. Service on theBaltimore and Ohio Railroad (B&O) between Baltimore andEllicott City began on May 24, 1830, over part of what is now the Camden Line.[12] B&O service between Baltimore and Washington, the modern Camden Line route, began on August 25, 1835.[9]
TheB&O's main line was extended to Frederick Junction (with a branch toFrederick) in 1831, toPoint of Rocks in 1832, toBrunswick andHarpers Ferry in 1834, andMartinsburg in 1842. The B&O completed itsMetropolitan Branch in 1873; most service from Martinsburg and Frederick was then diverted onto the Metropolitan Branch to Washington, and the old main line became a secondary route. This established the basic route for what would become theBrunswick Line.
ThePhiladelphia, Wilmington and Baltimore Railroad (PW&B) completed its line between Baltimore and Philadelphia in December 1838, save for the ferry across theSusquehanna River, which was not bridged until the 1860s. Although the B&O was chartered with the unspoken assumption that no competing line would be built between Baltimore and Washington, thePennsylvania Railroad-ownedBaltimore and Potomac Railroad (B&P) was completed between the two cities in 1872.[13] The PW&B was initially hostile to the Pennsylvania (PRR); however, the PRR acquired it in a stock battle with the B&O in 1881. The PW&B soon began operating PRR through service – the ancestor ofPenn Line service – between Washington and Philadelphia in conjunction with the B&P. Meanwhile, the PRR ended B&Otrackage rights over the PW&B in 1884, forcing it to openits own parallel route in 1886. The PW&B and the B&P were combined into the PRR'sPhiladelphia, Baltimore and Washington Railroad in 1902.[14]
The B&O ended local service on theFrederick Branch in November 1949. All B&O passenger service between Baltimore and Philadelphia ended in 1958; local service from Washington was curtailed toCamden Station. The B&O continued to offer local service to Brunswick plus long-distance service, while the PRR operated a mix of local, intercity, and long-distance service on theNortheast Corridor. Local service north of Baltimore on the PRR ended around 1964.
In the mid-20th century, passenger rail service declined owing to a variety of factors, particularly the advent of the automobile, even as commuting between suburban locations and urban business districts remained common. In 1968, the PRR folded intoPenn Central, which took over its passenger operations.[15] On May 1, 1971,Amtrak took over most intercity passenger service in the United States, including some of Penn Central's former routes.[16] The B&O and Penn Central continued to operate their Washington–Baltimore and Washington–Brunswick commuter routes without subsidies.[17]
Amtrak initially operated the Washington–ParkersburgWest Virginian, later renamedPotomac Special. ThePotomac Special was cut back to a 146-mile (235 km) commuter-based Washington–Cumberland trip, theBlue Ridge, on May 7, 1973. In early 1974, the B&O threatened to discontinue its remaining unsubsidized commuter services, citing heavy losses. On March 1, 1974, theMaryland Department of Transportation (MDOT) began a 50% subsidy of the B&O's Washington–Brunswick and Washington–Baltimore service – the first state-sponsored commuter rail service to Washington.[18][19] In 1975, the state signed an operating agreement with the B&O, under which the state provided rolling stock and reimbursed the railroad for all operating losses.[19] On October 31, 1976, Amtrak introduced the Washington–CincinnatiShenandoah and cut theBlue Ridge to a 73-mile (117 km) Washington–Martinsburg trip.[20] In the late 1970s, West Virginia began to fund the B&O shuttles between Brunswick and Martinsburg; the shuttles were soon incorporated as extensions of Brunswick service in order to secureUrban Mass Transportation Administration subsidies.[21] In December 1981, MDOT purchased 22 ex-PRR coaches for use on B&O lines.[22] The Maryland State Railroad Administration (SRA) was established in 1986 to administer contracts, procure rolling stock, and oversee short line railroads in the state.[19]
Conrail took over the unsubsidized ex-PRR Baltimore–Washington service from Penn Central at its creation on April 1, 1976.[23] MDOT began subsidizing that service after Conrail threatened to discontinue service on April 1, 1977.[24] Prior to 1978, most ex-PRR Baltimore–Washington service was operated by agingMP54electric multiple units, most dating back to the line's 1933 electrification. In 1978, Amtrak and the City of Baltimore negotiated with theNew Jersey Department of Transportation to lease a number of newArrow railcars to replace the MP54s.[25] With funding from Pennsylvania and Maryland, Amtrak used some of the cars to initiate a Philadelphia–Washington commuter trip, theChesapeake, on April 30, 1978.[25] TheChesapeake stopped at some local stations but fewer than the Conrail service; it provided commuter service from north of Baltimore for the first time since the 1960s.
BWI Rail Station opened for Amtrak and Conrail trains on October 26, 1980.[26] In August 1982, Conrail trains began stopping atCapital Beltway station, used by intercity trains since 1970.Lanham andLandover stations were closed.[27] Two additional round trips – one in the peak direction, and one reverse for commuters working in Baltimore – were added on July 5, 1983.[28] On October 30, 1983, Amtrak and MARC moved from Capital Beltway into a new platform and waiting room at nearbyNew Carrollton station, which had been served by the Washington Metro since 1978.[29][30][31] The Edmondson Avenue and Frederick Road stops in Baltimore were replaced byWest Baltimore station on April 30, 1984.[32]
In 1981, MDOT began installing highway signs to point drivers to commuter rail stations.[33] The Northeast Rail Service Act of 1981 allowed Conrail to shed its commuter rail operations in 1983 in order to focus on its more profitable freight operations.[34] On January 1, 1983, public operators (includingMetro-North Railroad,NJ Transit, andSEPTA Regional Rail) took over Conrail commuter rail systems in the Northeast.[35] MDOT began paying Amtrak to run the ex-PRR Washington–Baltimore service.[19][22] That service was branded as AMDOT (Amtrak Maryland Department of Transportation).[36] In October 1983, with low patronage and largely duplicated by the MDOT-subsidized service, theChesapeake was discontinued. In 1984, the SRA introduced a unified brand for its three subsidized lines, MARC (originally short forMarylandRailCommuter, later modified toMarylandAreaRailCommuter). Operations remained the same, but public elements such as schedules and crew uniforms were consolidated under the new name.[19][22] MARC soon dubbed its three lines the Penn Line, Camden Line, and Brunswick Line.
In October 1986, MARC began testing an AmtrakAEM-7 locomotive, aiming to replace the Arrows withpush–pull trains.[22] On February 27, 1989, MARC increased Washington–Baltimore service from 7 to 13 weekday round trips. A new park-and-ride station opened atBowie State, while the previousBowie station was closed.[22] Two more round trips were added in May 1989.[22]
On May 1, 1991, MARC service was extended north from Baltimore toPerryville with intermediate stops atMartin State Airport,Edgewood, andAberdeen.[37] Between 1988 and 1993, MARC expanded service from 34 to 70 total daily trips across the system.[38] In 1995, 800 parking spaces were added toOdenton station.[39]
From 1989 to 1996, the Camden Line had high ridership growth and substantial changes to its stations. A new station atSavage just offRoute 32 was opened on July 31, 1989.[40] MARC began service toGreenbelt station on May 3, 1993, seven months before Metro began serving the station.[41] On January 31, 1994, MARC expanded midday service on the Camden and Brunswick lines, openedLaurel Race Track station to relieve a parking shortage atLaurel station, and closed the underused Berwyn station on the Camden Line.[42] On December 12, 1994,Muirkirk station (originally planned as South Laurel) was opened to reduce congestion on nearbyRoute 1.[43] In 1996, a $1.2 million project added 600 parking spaces at Savage station to relieve crowding.[39] In July 1996, the Elkridge station was closed and replaced withDorsey station, which has a larger parking area and a dedicated interchange withRoute 100.[44][45]
On April 30, 1987, the B&O was merged intoCSX. CSX continued to operate Camden and Brunswick Line service.[22] On July 6, 1987, MARC openedMetropolitan Grove station – the first new station on the Brunswick line in over a century.[46][47]
On February 16, 1996, during the Friday eveningrush hour, an eastbound train headed toWashington Union Station via the Brunswick Linecollided with the westboundAmtrakCapitol Limited headed toChicago viaPittsburgh. The collision occurred at Georgetown Junction on a snow-swept stretch of track just west ofSilver Spring, Maryland. The crash left 11 people dead aboard the MARC train. Three died of injuries suffered in the impact alone, with the rest succumbing to the ensuing smoke and flames or a combination of the two. Engineer Ricky Orr and conductors Jimmy Major Jr. and Jim Quillen were among the victims. Eight Jobs Corps students also were killed during the accident.
The NTSB report concluded that the MARC crew apparently forgot the approach signalaspect of the Kensingtoncolor-position signal after making aflag stop atKensington station. The MARC train was operating inpush mode with the cab control car out front. The Amtrak locomotives were in the crossover at the time of the collision; the MARC cab control car collided with the lead Amtrak unit,F40PH #255, rupturing its fuel tank and igniting the fire that caused most of the casualties. The second unit was aGE Genesis P40DC #811, a newer unit that has a fuel tank that is shielded in the center of the frame. The official investigation also suggests that the accident might have been prevented if ahuman-factors analysis had been conducted when modifications to the track signaling system were made in 1992 with the closing of nearby QN tower.
In June 2010, the MTA began looking for a new operations and maintenance contractor to replaceCSX Transportation for the Camden and Brunswick lines.[48]
Controversy arose when the French-owned andMontgomery County, Maryland-basedKeolis, already operatingVirginia Railway Express trains, was the only bidder for the contract. The bidding process was suspended in late 2010 due to lack of competition. Before bidding reopened in 2011, Maryland passed a law requiring Keolis' majority owner, French state railway companySNCF,[49] to fully disclose its role in transporting Jews to concentration camps duringWorld War II, at the request of Leo Bretholz and otherHolocaust survivors. This disclosure would need to meet the satisfaction of the Maryland state archivist before Keolis would be allowed to place a bid for MARC service. Keolis faced similar issues while bidding for VRE operations in 2009 before eventually being awarded the contract. Keolis and SNCF lawyers claimed that all documentation required by the law had been produced long before.[50]
In June 2011, the future of Keolis's ability to bid on the MARC contract remained up in the air with the new disclosure law in place. No other bidder had emerged to replace CSXT. On June 5, 2011,The Washington Post ran an editorial critical of the disclosure law. The Post claimed that SNCF has been working for years on digitizing its records, and the Maryland law may require items or formats counter to SNCF's current system and/or French law. The article also stated that some in the Maryland Attorney General's Office worried the law was not Constitutional, may risk retaliation towards Maryland firms overseas, and may risk federal funding for Maryland "by imposing arbitrary procurement demands on a single company".[51][52]
MTA issued a newRFP for the operations and maintenance of MARC services on the Brunswick and Camden Lines on July 14, 2011, with a deadline for proposals on November 21, 2011. The terms specified a nearly six-year base contract with a five-year renewal option.[53] On October 17, 2012, the $204 million contract was awarded to theCanadian companyBombardier Transportation,[54] effectively ending the Keolis controversy. The pre-service transition period began on the Thursday of that week, during which time CSXT continued to operate MARC trains.[54][55] The five-year renewal was exercised in 2018.[56] The contract passed to Alstom in 2021 when they purchased Bombardier. Alstom was awarded a $401 million, five-year contract in April 2023, with two five-year extensions possible.[5]
The following tables summarize current and former MARC rolling stock.[57]
| Manufacturer | Model | Quantity | Unit Numbers | Image | Notes |
|---|---|---|---|---|---|
| EMD | GP39PH-3C | 6 | 70–75 | .jpg) | Entered service in 1988; originally built as GP39H-2, then rebuilt as GP39PH-3Cs in 2023. |
| GP40PH-2A | 1 | 4145 | Purchased fromNew Jersey Transit in 2018. | ||
| GP40WH-2 | 1 | 68 | .jpg) | Entered service in 1992; used for non-revenue work duty and rescue use. | |
| Bombardier–Alstom | HHP-8 | 6 | 4910–4913, 4915 | _(cropped).jpg) | Entered service in 1998; 125 mph (201 km/h) maximum speed; refurbished 2017–2018. 4914 is retired and used as a parts source. |
| MPI | MP36PH-3C | 26 | 10–35 | .jpg) | Entered service 2009–2011; replaced GP40WH-2s[58] |
| Siemens | Charger SC-44 | 8[59] | 80–87 | .jpg) | Entered service in 2018; replaced AEM-7s; 125 mph (201 km/h) maximum speed[60][61] |
| Manufacturer | Model | Quantity | Unit Numbers | Image | Notes |
|---|---|---|---|---|---|
| EMD/ASEA | AEM-7 | 4 | 4900–4903 |  | Replaced by the Siemens SC-44 Chargers; units placed in storage,[62] pending disposal |
| EMD | GP40WH-2 | 19 | 51–67, 69 |  | Replaced by the MP36PH-3Cs; nos. 67–69 were rebuilt fromGP40 work locomotives 30–32; no. 68 continues in non-revenue work duty and rescue use; several units rebuilt into MPI MP32PH-Q for Central Florida'sSunRail commuter train; remaining units in Columbia, Pennsylvania pending rebuild by MPI or Progress Rail, Units 54, 56, 57, and 58 sold to PNLX;[63][64] 69 was sold to CSX and renumbered 9969. |
| E9AM | 10 | 60–69 |  | Ex-Burlington Northern Railroad/Metra;[65] originally built asE8As; nos. 67–68 renumbered to 91–92. | |
| F9PH | 5 | 81–85 |  | Ex-Baltimore and Ohio Railroad; rebuilt byMorrison-Knudsen from formerF7 locomotives; former MDOT 7181–7185. | |
| F7 APCU | 1 | 7100 | .jpg) | Ex-Baltimore and Ohio Railroad F7 #4553, converted to anAPCU and equipped with a generator forhead-end power; occasionally substituted for a cab car in the early 2000s; preserved at the B&O Railroad Museum and used on the museum's railroad tour[66][67] |
| Manufacturer | Model | Quantity | When Delivered | Car numbers | Image | Notes |
|---|---|---|---|---|---|---|
| Sumitomo/Nippon Sharyo | MARC IIA | 16 coaches | 1985–1987 | 7700–7715 | .jpg) | 7710-7713 are "Bike Cars" with 16 bike racks and 22 passenger seats. 7709 destroyed in1996 Silver Spring collision |
| MARC IIB | 28 coaches | 1991–1993 | 7716–7735, 7791–7799 | Overhauled in 2009–2011 byBombardier; 7720 destroyed in1996 Silver Spring collision | ||
| 6 cab cars | 7757-7762 | |||||
| Kawasaki | MARC III | 49 coaches | 1999–2001 | 7800–7834, 7870–7876, 7890–7896 | .jpg) | Overhauled 2018–2020 by Bombardier;[68][60] nos. 7826–7834 and 7855–7858 are ex-VRE purchased in 2000, acquired by MARC in 2008[69] |
| 14 cab cars | 7845–7858 | |||||
| Bombardier | MARC IV | 39 coaches | 2014 | 8000–8034, 8090-8094 |  | Bombardier MultiLevel Coach[70] |
| 15 cab cars | 8045–8059 |
| Manufacturer | Model | Quantity | When Delivered | Car numbers | Image | Notes |
|---|---|---|---|---|---|---|
| Budd | RDC | 16 | 1984 | 1, 3, 8, 9, 11, 12, 20, 22, 23, 800, 9801, 9802, 9805, 9918, 9921, 9941 | _(cropped).jpg) | Self-propelled cars inherited from various railroads |
| MARC I | 22 | 1984 | 100–114, 130–134, 140–149, 150–154,160–169, 190–191[71] | .JPG) | Ex-Pennsylvania Railroad,Norfolk and Western Railway,NJ Transit, andSEMTA single level coaches; some used at theB&O Railroad Museum, others sold to private operators | |
| Sumitomo/Nippon Sharyo | MARC IIA | 11 | 1985–1987 | Cabs: 7745–7756 | | Single level coaches; 7752 destroyed in 1996 Silver Spring train collision; Units have not officially retired, however they have been stored since 2020. |
| Pullman Standard | Gallery cars | 12 | 2004 | 7900–7911 | _(cropped).jpg) | Ex-Metra gallery bilevel coaches often used on the Brunswick Line; replaced by Bombardier MARC IV in early 2015 and returned to Metra[72] |
In the first decade of the 21st century, MARC ridership increased significantly, and the system neared capacity for its current configuration. With the area population growing and theBRAC process poised to bring new jobs toAberdeen Proving Ground andFort Meade, both near MARC stations, the state saw the need to expand service. In September 2007, MTA Maryland unveiled an ambitious 30-year plan of system improvements. Though funding sources had not been established at that time, the plan represented the state's goals of increasing capacity and flexibility. Proposed improvements included:[73]
Some of the proposals were foreseen to take years or decades to implement, however others such as Penn Line weekend service could have begun in a matter of months, yet budgetary shortfalls prevented this. In Spring 2009, to offset such budget shortfalls, ticket sales employees at most non-Amtrak stations were replaced with Amtrak "Quik-Trak"touchscreen ticket machines, and some train services were eliminated or scaled back. Ticket machines were also added to stations that were not previously staffed, such asHalethorpe. The only remaining staffed stations, Odenton and Frederick, remained staffed by Commuter Direct.[75][76]
In 2017, the Wilmington Area Planning Council submitted ridership studies toCecil County, theDelaware Valley Regional Planning Commission,SEPTA and theDelaware Department of Transportation for the extension of MARC service fromPerryville toNewark, Delaware, and possiblyWilmington, viaElkton.[77][78] The section from Perryville to Newark is the one of only three along theNortheast Corridor not covered by commuter train service (the others are betweenNew London, Connecticut, andWickford Junction, Rhode Island, and betweenNew York Penn Station andNew Rochelle, New York). The Route 5 bus operated byCecil Transit formerly connected the two stations.[79]
On April 13, 2023, MDOT announced an agreement with the Virginia Passenger Rail Authority and theDelaware Transit Corporation for expansion possibilities beyond the current termini of MARC train service. Expansion into Virginia would allow a one seat ride from Maryland toAlexandria, Virginia and to Newark, Delaware, with the latter being initially proposed in 2017 as advocated by Cecil County residents. The extension into Delaware would require further deliberations among regional partners, while the extension into Virginia would require replacing theLong Bridge over the Potomac to safely allow more train capacity, which is slated to be completed by 2030. On August 8, 2024 VRE and MDOT announced that passenger tickets will now be cross honored on both systems.[80]
In June 2025, the Maryland Transit Administration announced the release of the MARC Growth and Transformation Plan.[81] The plan will have 3 phases. The 5-year phase(FY2026-2030), 15-Year Phase(FY2031-2040) and the unconstrained phase(FY2041 and Beyond). The plan calls for expansion of service and frequency.[82] The plan is not yet funded.
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