Transit
Bus "adjustments" may be coming to a line near you
WMATA bus planners are proposing a set of changes to bus service, including a number of cuts along with a few increases.
Photo by Beechwood Photography on Flickr.
The changes will be presented to the Riders' Advisory Council tomorrow night, the WMATA Board on Thursday, and then (if authorized by the Board) out to the general public for comments. The board will not actually approve any changes this week, but will only authorize holding public hearings in advance of making a decision.
On a number of lines, WMATA would redo the schedules to better match reality. The schedule assumes bus trips will take a certain amount of time, but often the true running time is greater. As a result, buses are more widely spaced than the schedule says they should be.
Ideally, WMATA would have money to add more buses to keep up the headways, but they don't. A few lines will get the extra buses, like the D12/13/14 in Oxon Hill and Suitland. Elsewhere, lines will get new schedules that keep service the same as it is today, but more honestly describe that service.
A large number of lines would lose "low-productive" late night trips (the 62, 64, A4, B2, C4, C22, C26, D2, D8, G2, H8, J2, P6, Q4, U4, U5, W2, W6, W8, Y7, and Y9). The 1F would lose late night service entirely.
Is this a good idea? It may turn on a policy question of whether WMATA should provide some minimal, long-headway service (such as a bus every 30 minutes) at times and in places where very few people ride the bus, or not. Providing the service gives a basic level of mobility to everyone, but also costs a lot of money compared to the numbers of people that actually use it.
Elsewhere, bus planners propose to increase service. For example, the U2 on Minnesota Avenue would get 30-minute weekend service that doesn't exist now, while the M8 and M9 in Congress Heights would be extended.
Some bus routes could be eliminated entirely and restructured with other similar routes. On Connecticut Avenue, the bus planners want to eliminate the L4, reroute the L1 in the State Department area, and move the L2. The L2 now breaks off Connecticut at Woodley Park and runs through Adams Morgan, then down 18th Street to New Hampshire Avenue and rejoins the line at Dupont Circle. The new route would stay off Connecticut for less time, returning via Columbia Road instead and using the Dupont underpass to save time.
This actually eliminates the bus stop closest to my house, on the L2. However, I find that the bus is too infrequent to be of much real use. People living farther north on 18th, at a greater distance from Metrorail, might feel differently, however.
The P1/2/6 would become a single P6 route. Currently, the P1 and P2 go from Anacostia along M Street SE/SW to downtown, the P1 continuing to the State Department, while the P6 runs through the southern edge of Capitol Hill and then up to Rhode Island Avenue. The new route would use M Street SE/SW, skipping Capitol Hill, and then follow the P6 north of downtown.
Another proposal restructures the R and F buses in Hyattsville. The R3 and R5 would disappear, while the R2 and F6 would pick up pieces of the R3 route. The F6 would now go to Fort Totten station, where the R3 now ends. In Tysons, the chronically low-performing and circuitous 3T loses all weekend service and the piece of its route between Tysons Corner and Tysons-Westpark all the time.
The C8 will divert about a half-mile to go into FDA White Oak and Archives II (to replace the R3) along the route. It's too bad these facilities weren't built to be on the way of a bus instead of requiring a long detour, but given what they are, this may be worth the extra time.
Surely there will be riders inconvenienced by these changes, though other riders may benefit. At a public hearing, inevitably we will hear most from those who lose out, and it's important to think hard about the loss. Some people may drive instead, adding traffic congestion. Transit-dependent riders might find themselves unable to travel at some times of the day. Riders with disabilities could start using paratransit more, which is far more expensive than fixed-route bus service.
At the same time, while it would be fantastic to serve every resident with great bus service, it's reasonable to ask how few riders justify keeping a very low-performing line. Having a slightly smaller number of bus lines which run more often provides advantages. People can more reliably depend on these routes, and can take them without long delays, attracting riders who might not otherwise use the bus.
I'll walk farther to get the Circulator, since I can count on its almost-10 minute headways, but rarely take that L2, which is barely 10 minutes even at its very busiest time though it stops very close. If a bus change would make one line more like the Circulator at the expense of another line like the L2, is that worthwhile even if some people lose service? I'm in good health, but what about someone with injuries or disabilities who can't make that walk?
WMATA's bus planners have considered these factors and devised a set of changes they feel are appropriate given the tradeoffs. Soon, it'll be your turn to decide if you agree or disagree. We'll all learn more at the RAC meeting, the Board meeting, and ultimately in public communications sent out for the hearings. If you want to hear more at the RAC, it meets tomorrow (Wednesday) at 6:30 in the lobby level meeting room of WMATA headquarters, 600 5th Street, NW.
 | David Alpert is the Founder and Editor-in-Chief of Greater Greater Washington and Greater Greater Education. He worked as a Product Manager for Google for six years and has lived in the Boston, San Francisco, and New York metro areas in addition to Washington, DC. He loves the area which is, in many ways, greater than those others, and wants to see it become even greater.   |
Comments
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Bus "adjustments"
may be cominghave come to a line nearyoume.Fairfax Connector started a new schedule in the south of the county. Many many changes. Lower frequency, and less regular times for me.
by Jasper on Sep 6, 2011 11:51 am • link • report
I see they want to cut down peak-AM headways on the D6 from 10 to eight minutes, to which I say: Thank friggin' god.
by CapHill on Sep 6, 2011 11:59 am • link • report
by TM on Sep 6, 2011 12:03 pm • link • report
One more suggested change - why don't 42s take 20th St off Connecticut, drop off Dupont Metro transfers on the other side of the station, then merge into the circle via Massachusetts or P Street? This avoids the (nearly 5-minute) bottleneck where Connecticut meets the circle.
by Corey on Sep 6, 2011 12:11 pm • link • report
The criss-crossing of those lines is a little bit silly.
by BeyondDC on Sep 6, 2011 12:49 pm • link • report
by Corey on Sep 6, 2011 12:58 pm • link • report
by John M on Sep 6, 2011 1:05 pm • link • report
The original routing was nice because it provided a good option for going to GW which the new route will not.
It's important to keep in mind, though, is that 18th street is now and will likely continue to be a big mess between Florida and Columbia for the foreseeable future due to the streetscape improvements and roadway reconstruction. Getting Metrobus off will reduce some mobility but save Metro a lot of money and bus riders a lot of time. I think it's smart to get buses outta there until the project is done.
by MDE on Sep 6, 2011 1:24 pm • link • report
by HogWash on Sep 6, 2011 1:25 pm • link • report
by m on Sep 6, 2011 1:38 pm • link • report
I can't count the number of times I've waited 30+ minutes for a 90/92/93 bus, only to have a cavalcade of 4-6 buses show up within a few minutes of each other.
by andrew on Sep 6, 2011 1:39 pm • link • report
by Justin..... on Sep 6, 2011 2:22 pm • link • report
by Transport. on Sep 6, 2011 2:32 pm • link • report
by r on Sep 6, 2011 2:34 pm • link • report
...so that we can end our biannual, fact-less debate on imaginary working souls who's lives are going to be crushed by streamlining bus service.
Also, can we raise bus fares so that they are equivalent to rail fares and stop duplicating service for the express purpose of further subsidizing an already subsidized transit system?
by ahk on Sep 6, 2011 3:06 pm • link • report
The big issue for buses that come every 20 mins is predictability. Since I need to get down to the Orange Line (Farragut Square - a 1.2 mile walk), the L2 really only saves me time if I wait less than 5 mins. But I'd still be sorry to see it go.
by Esmeralda on Sep 6, 2011 3:07 pm • link • report
Also, it needs a dedicated left turn arrow at North Capitol
by EB on Sep 6, 2011 3:11 pm • link • report
Shorter bus loops add more reliability.
by ahk on Sep 6, 2011 3:13 pm • link • report
When the Red line was extended in 1984 it was split at the DC line with the Maryland route diverted to DC and the DC route cut back to McPherson Square. The old terminal is now the Reagan Building. And just recently the route to Wheaton was ended, replaced by existing Ride-On service.
by Frank IBC on Sep 6, 2011 6:56 pm • link • report
And now I'm looking at the bus stops on Google Maps - the only ones left in Dupont Circle would be:
-Northbound: Jefferson Street (south of N Street), S Street
-Southbound: R Street, N Street
I suppose that they could be changed to N Street and R Street for both sides, but not exactly convenient to the Metro station anymore.
I guess the intent is to make the L2 express service for points north, and have the 40s for local service.
by Frank IBC on Sep 6, 2011 7:28 pm • link • report
by Urban Garlic on Sep 6, 2011 8:53 pm • link • report
by Frank IBC on Sep 6, 2011 9:07 pm • link • report
by Steve Strauss on Sep 7, 2011 8:39 am • link • report
by Michael on Sep 7, 2011 11:07 am • link • report
by steph on Sep 7, 2011 11:50 am • link • report
And bus stops are placed close together because a lot of passengers are elderly, disabled, or are traveling with small children, bags of groceries, etc. Two blocks doesn't sound like a lot, but if you're one of us who has to struggle with every step, it is.
by Todd on Sep 7, 2011 12:52 pm • link • report
by Ms. D on Sep 7, 2011 1:00 pm • link • report
- where people get on the bus (one entrance = one exit)
- sensors at the exit doors
- having employees/interns ride the bus and keep track
by Payton on Sep 7, 2011 9:01 pm • link • report
by Stephen on Sep 8, 2011 8:57 am • link • report
In response to #1, in reality agencies do use different types of vehicles for different routes, it's just that these vehicles are pretty much all buses of varying lengths (some bus routes use smaller 30 foot transit buses, others use 45 foot or 60 foot articulated.) The reason they don't use vans is that most routes have some time periods where a small 30 foot bus will be pretty full, and switching the route to vans for other time periods is time consuming and doesn't really save that much fuel. Also maintaining extremely different types of vehicles costs the agency more than just having one kind of vehicle.
As for #2, I think most WMATA routes are spaced pretty well at least according to schedule, but the reality is that buses bunch up due to many factors outside their control, like traffic, the fact that passengers come in bunches b/c they're all trying to get to work at the same time, etc.
by MLD on Sep 8, 2011 9:06 am • link • report
by Stephen on Sep 8, 2011 9:53 am • link • report
by snowpeas on Sep 8, 2011 10:05 am • link • report
by Bus Hire Dublin on Sep 9, 2011 8:39 am • link • report
What's happening here is that bus drivers generally drive their routes as fast as they can, often catching up to each other or passing each other on their routes. I've ridden other major city bus systems where drivers stop and wait at a stop to stay on their schedule. It can be frustrating for riders in a rush, but it is the only practical way to maintain spacing and avoid 3-4 buses arriving at once, followed by an extended wait.
I haven't had the chance to ask the question at a public forum, but it seems like there is some kind of consensus among the metro community that on balance we'd rather have the buses drive as fast as they can once we're on them rather than adhere to schedules. If that's not the majority preference among riders then more of you have to complain, because that's the core cause of the problem.
The NextBus system has done a lot to reduce the impact of DC's 'fast-as-you-can' approach to Metro asset management, but it still amazes me when a packed 32 arrives in Glover Park, followed in the same block by two empty 36s and a medium-full 31. What a silly waste of energy and resources.
by JF_DC on Sep 9, 2011 1:19 pm • link • report
by Stephen on Sep 9, 2011 2:14 pm • link • report
Have the L2 go straight down Conn Ave and extend the 90/92 to Woodley Park Station
Reroute the 90 or 92 up 16th street then Columbia Rd to Ellington Bridge or up 17th Street then some side streets to Columbia RD then Ellington Bridge
Reroute 90, 92 or 96 up Conn Ave to Woodley Park Zoo Station bypassing Adams Morgan
The ideas with the P6 are just plain stupid; they are having all buses south of Capitol Hill take M Street. This duplicates the V7,V8 & V9 routes and removes service for others with no replacement at all.
Just get rid of the P1 and P2 move 2 or 4 bus stops so that the P6 and V lines can share some stops problem solved or reroute one of the V lines to replace the P1/2.
The routes of the A4, W2, W6, W8 and all other A or W bus lines need to be looked at.
As for the U routes WMATA should just reroute them to how they were 20 years ago it was way better.
I need to see how the R3 and R5 are replaced by the F6 and R2 before an opinion can be reached
WMATA needs to get out and drive around the city to see exactly what areas need service, what areas need less service, and what areas need more service. I seriously doubt they are driving around the city and surveying areas to see what can be done.
If service is low they could atleast run 1 bus an hour so areas are atleast served instead of having no service at all.
by kk on Sep 9, 2011 9:23 pm • link • report
by Kristin on Sep 14, 2011 11:37 am • link • report
by AntoniaB on Jan 18, 2012 1:29 pm • link • report
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