Lanham | |||||||||||||||||||||
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| General information | |||||||||||||||||||||
| Location | Lanham Station Road Lanham, Maryland | ||||||||||||||||||||
| Coordinates | 38°57′34″N76°51′47″W / 38.9594°N 76.8630°W | ||||||||||||||||||||
| Line(s) | Northeast Corridor | ||||||||||||||||||||
| Platforms | 2 side platforms | ||||||||||||||||||||
| History | |||||||||||||||||||||
| Opened | 1873 | ||||||||||||||||||||
| Closed | August 1982 | ||||||||||||||||||||
| Former services | |||||||||||||||||||||
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Lanham station was a regional rail station on the Northeast Corridor, located just outside the Capital Beltway off Route 450 in Lanham, Maryland. It was served by the predecessor of today's MARC Penn Line, until August 1982.
The Baltimore and Potomac Railroad opened its Washington Branch –soon after its main line –in 1872. [1] The Lanham family deeded land in 1873 to the Baltimore and Potomac Railroad for a station. [2] The B&P was formally acquired by the Pennsylvania Railroad (PRR) in 1902. [3] The PRR began its first electric service between Wilmington and Washington, D.C., on February 10, 1935, with all trains converted to electric power by April 7. [4] [5]
The PRR folded into Penn Central in 1968. [6] By this time, Lanham station was served only by a limited number of Baltimore-Washington commuter trips; intercity trains generally did not stop. The station then consisted of just a small wooden shelter and an asphalt platform on the northwest side of the tracks; the station building was long gone. [7] The grade crossing at Lanham Station Road was likely closed in 1970 when Penn Central eliminated several such grade crossings in Prince George's County as part of the construction of Capital Beltway station for the Metroliner service. [8]
Conrail took over the ex-PRR Baltimore-Washington service from Penn Central at its creation on April 1, 1976. [9] Conrail added an asphalt platform on the southeast side of the tracks and three-sided iron shelters on both sides. However, the company was displeased with the station; it was in the middle of a sharp reverse curve with poor sightlines from trains, which resulted in several pedestrians being struck by high-speed trains. [7]
In August 1982, Conrail commuter trains began stopping at Capital Beltway station, which had been used by intercity trains since 1970. This allowed Conrail to close the nearby Lanham and Landover stations. [10] Amtrak and AMDOT (the ex-Conrail service, soon thereafter the Penn Line) abandoned Capital Beltway on October 30, 1983, in favor of nearby New Carrollton, which had been a Washington Metro stop since 1978. [7] The grade crossing was closed to pedestrians at some point after the station was abandoned.
The Metroliners were extra-fare high-speed trains between Washington, D.C., and New York City which operated from 1969 to 2006. They were briefly first operated by Penn Central Transportation, then by Amtrak for 35 years.
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The Wilmington/Newark Line is a route of the SEPTA Regional Rail commuter rail system in the Philadelphia area. The line serves southeastern Pennsylvania and northern Delaware, with stations in Marcus Hook, Pennsylvania, Wilmington, Delaware, and Newark, Delaware. It is the longest of the 13 SEPTA Regional Rail lines.
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The Beacon Hill was a daily 157-mile (253 km) commuter rail service operated by Amtrak between Boston, Massachusetts, and New Haven, Connecticut, from 1978 to 1981. The Beacon Hill was one of the last long-haul commuter services operated by Amtrak. Service consisted of a single rush-hour round trip, with service eastbound to Boston in the morning and westbound to New Haven in the evening.
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The Budd Metroliner was a class of American electric multiple unit (EMU) railcar designed for first-class, high-speed service between New York City and Washington, D.C., on the Northeast Corridor. They were designed for operation up to 150 miles per hour (240 km/h): what would have been the first high speed rail service in the Western Hemisphere. Although 164 mph (264 km/h) was reached during test runs, track conditions and electrical issues limited top speeds to 120 mph (190 km/h) in revenue service. The single-ended units were designed to be arranged in two-car sets, which were in turn coupled into four to eight-car trains.
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