Consolidate bus stops to speed up the 30s line

Transit

Consolidate bus stops to speed up the 30s line

by Jamie Scott • April 11, 2011 3:26 pm

Metro should consolidate bus stops on the 30s line to improve bus performance on Wisconsin and Pennsylvania Avenues. Metro streamlined other lines to stop no more than 4 or 5 times per mile, but the 30s line can stop as much as 9 times per mile.

Photo by Beechwood Photography on Flickr.

Alternatively, Metro could convert some local buses into express buses during peak hours. This option could give Metro more flexibility to meet peak demand. These buses could follow a predetermined express schedule so riders would know which stops the bus would serve.

Currently, the 30s routes serves 9 stops on the 1 mile stretch between the Friendship Heights and Tenleytown stations. Similarly, there are 9 stops on the mile-long stretch from the Tenleytown to the National Cathedral.

The buses are particularly slow through Georgetown, where the avenue narrows to one lane in each direction. There are 7 stops on the mile-long route on Wisconsin Avenue from R Street to 28th Street. The bus also stops 7 seven times downtown between 24th Street on Pennsylvania Avenue and Madison Place on H Street NW.

On many of these sections, there is a bus stop at every block for multiple blocks. The 30s stop at Dumbarton, P, Q, and R Streets in Georgetown and at both ends of Lafayette Park and 18th and 17th Streets downtown. More stops means slower trips, particularly during rush hour when crowded buses increase the probability of a passenger requesting each stop.

Metro removed some bus stops earlier this year to improve on-time performance, which lags below the 80% target level (page 25 of the PDF). However, some residents oppose these consolidations and Metro relented on many of them.

It's certainly understandable that communities would want to preserve all of their bus stops. Frequency of stops makes riding the bus more convenient and riders don't have to walk as far to reach the nearest one.

But more bus stops generally mean slower buses, which ultimately makes the bus less convenient. In certain places, removing a bus stop has little impact on the convenience of the bus. For example, do the 30s really need to stop at Jackson Place and Madison Place on either side of Lafayette Park? The park isn't that big and this stretch of H Street is often cluttered with rush hour traffic and other buses.

Alternatively, WMATA could turn local buses into express buses when demand is high. A manager at either end of a line could designate a bus "express" during peak times when the route is particularly slow and the bus could easily flash between "32 Friendship Heights" and "Express," for example, to alert riders. If WMATA published an express schedule, riders could know whether to take the express bus or wait for the local one.

WMATA does currently run an express bus on part of this route, the 37 line. This bus connects Friendship Heights with Archives, but does so via Massachusetts Avenue and Dupont Circle. While this route speeds up the connection for riders going downtown, it does not service Glover Park, Georgetown and Foggy Bottom, which are often slower parts of the route.

Turning a local 32 into an express 32, for example, would mean the bus continues to run the entirety of the Friendship Heights to Southern Avenue route. But this express service would service fewer stops with a high number of boardings. This way, riders in Glover Park and Georgetown could connect to the Blue and Orange lines at Foggy Bottom much faster.

This real-time change could be implemented soon without the need to create an entirely new express route like the S9 or X9 buses. Bus stop consolidation could take more time, but is ultimately necessary to reduce travel times.

30 comments

Tags: buses, DC, Georgetown, stop spacing, Tenleytown, WMATA

Bus stop density correlates with speed (May 20, 2010)
Metro considering limited-stop 16th Street bus (Feb 11, 2009)
Who needs GUTS when you have the D? (Jun 18, 2009)
Should Metrobus run like the Circulator on major arteries? (Jun 10, 2010)
How can DC's third busiest bus line improve? (Sep 8, 2010)

Jamie Scott is a resident of Ward 3 in DC and a regular Metrobus commuter. He believes in good government, livable communities and quality public transit. Jamie holds a B.A. in Government from Georgetown University and is currently pursuing a Masters in Public Policy at Georgetown.

Comments
Add a comment »

Amen to these suggestions!

Eliminating stops, or having staggered stops for different lines or express stops are the way to go. For example, there are two stops right in front of the National Cathedral, which could be combined. Consider an express line that stops in Glover Park, as that area has no Metro stop and lots of riders literally line up by the gas station on a narrow sidewalk to board already-crowded 30 buses.

And please, Metro, please put more attention on eliminating bunching - through supervision, better monitoring through GPS, etc. A friend armed with a morning schedule once observed bus departures from the Friendship Heights depot. One 30s bus was to leave at a certain time, but didn't, while a group of drivers stood in conversation outside the buses. A second departure time came and went but the buses stayed put. Eventually, all of the drivers got in their buses and left, including a third bus which departed ahead of schedule (the driver apparently had no one to talk to after the first two left). Is there any wonder that there's bunching?

by Bob on Apr 11, 2011 3:42 pm • link • report

Jamie:

Consolidation of the bus stops on the 30s routes on Wisconsin Avenue can't happen soon enough. In Glover Park, there are two stops on one block between Calvert and Hall Place. This decreases the speed and reliability of the buses and creates significant congestion for other vehicles as the buses have to merge and re-enter the traffic flow.

The Glover Park Transportation Study has several excellent recommendations for consolidating bus stops:

http://www.tooledesign.com/projects/gloverpark/downloads/Final%20Recommendations%20REPORT%2010_01_09.pdf

by Ben on Apr 11, 2011 3:42 pm • link • report

I meant to write "consider an express route that starts in Gloval Park" because of high bus ridership and no Metrorail service there.

by Bob on Apr 11, 2011 3:45 pm • link • report

Having lived in this area (Tenleytown), I agree with all the points you've made in this post.

I would also add:

-Get rid of street parking on Wisconsin Ave in Georgetown. There just isn't enough street capacity to allow on-street parking there. This would also allow buses to use the right lane, instead of weaving in and out of the travel lane to make stops.

-Bus-only lanes on stretches of Wisconsin Ave near Cathedral and Tenleytown neighborhoods.

-Just build a streetcar line on Wisconsin and Pennsylvania Ave. (this would be the ultimate solution to the problem)

by John M on Apr 11, 2011 3:48 pm • link • report

IF WMATA consolidated stops and there were more riders per stop, it would help justify better bus shelters at each of the stops, with maps, digital arrival displays, etc.

by Ben on Apr 11, 2011 3:52 pm • link • report

Sounds good and seems like they could follow what happened with the 70 bus which does have an express line now.

by HogWash on Apr 11, 2011 3:56 pm • link • report

the 30s are awful, but e.g. on M st I'm not sure it's the number of stops that is the primary culprit - it's the traffic. I wonder if making the right lane bus only (and enforcing it) on M and Wisconsin could substantially improve performance on all the 30s lines.

Alternatively, running some 30s (maybe the 31?) to Rosslyn rather than FB would both serve a new ridership and limit congestion in the M St corridor, while getting folks to Metrorail quicker.

by reader on Apr 11, 2011 3:58 pm • link • report

Oddly enough, the article you linked to in the first paragraph actually describes Metro capitulating to political and community pressure to return bus stops to several routes in DC. Let's not underestimate how hard it is to actually remove bus stops. Perhaps these comments could be filled with people's ideas for how to build community consensus over bus stop removal?

by MDE on Apr 11, 2011 4:00 pm • link • report

How does Metro track people getting off when counting which stops to eliminate? For example, there are several stops people use as extensions of Metrorail where people board at the bus stop near the station, and then get off at their specified stop. However, fairly few people actually board at that same stop (which can obviously be tracked by Fare Collection) due it's closeness to businesses and not neighborhoods

by Hunter on Apr 11, 2011 4:00 pm • link • report

Agree with everything that's been said here. The 30s are far from the only line that could stand to have many stops removed (the number of stops on the S2 and S4 between U Street and M Street is simply absurd).

GGW, any chance there's a post in the works about the city's complete failure to monitor tour bus parking along Lafayette Square? The tour buses drop off their tourist payloads in clearly marked Metrobus zones and simply park there for hours. Meanwhile, the Metrobuses that usually use those areas are forced to off-load in the street, which is horribly unsafe.

It's been a problem for years, if not decades, and the city/NPS/whomever's in charge of that area has simply ignored it.

by Anon on Apr 11, 2011 4:01 pm • link • report

WMATA is proposing eliminating the N8 route connecting Glover Park - Tenley, via Spring Valley, to help reduce its budget deficit.

http://washingtonexaminer.com/local/dc/2011/04/district-looks-cut-bus-service-discount-fares-fill-metro-budget-hole

We constantly hear from the anti-streetcar crowd that one of the advantages of buses is that you can change the routes according to demand. With the planned growth at American U. by several thousand students, the relocation of the Washington College of Law to Tenley Circle, the imminent construction of the Cathedral Commons development at Wisc/Newark, and other projects that are planned for the Wisconsin Avenue corridor, perhaps it is time to revaluate all the bus routes in upper Northwest and see which stops can be consolidated and which routes should be modified.

The planned introduction of two new Circulator routes from Tenley to Silver Spring and Brookland will also change demand and travel patterns for riders of the 30s buses.

Ultimately, however, John M. is right. A Wisconsin Avenue streetcar, connnecting the Friendship Heights metro station with the planned K Street streetcar route terminating in Georgetown would be a very important investment in improved mobility.

by Ben on Apr 11, 2011 4:01 pm • link • report

Ben:

That's a great point about improving bus shelters. DDOT has said it would cost about $10,000 per shelter to install electronic displays (http://greatergreaterwashington.org/post/9659/ward-7-residents-ask-for-safer-more-reliable-bus-service/) so having fewer shelters makes this a much more affordable option. It could also mean expanding opportunities to streamline fare payment and bus boarding, thereby improving bus reliability even more.

John M:

I agree about removing the on-street parking in Georgetown. Often times the southbound curb lane is blocked by one or two cars, making the problem of weaving in and out of traffic that much more difficult.

As a regular 30s rider, I hope WMATA implements some changes soon.

by Jamie Scott on Apr 11, 2011 4:03 pm • link • report

agree with "reader" above--I don't dispute that removing stops will speed service, but I do wonder how much of the poor performance on the 30s is caused by traffic rather than stop frequency...

by gogurt on Apr 11, 2011 4:09 pm • link • report

This is particularly true since, if Cathedral Commons construction starts, several bus stops adjacent to that site will have to be relocated, at least temporarily. Also, the developers have told Metro that after construction they want the "mini bus depot" on Newark between Wisconsin and Idaho to be reduced or moved entirely, because the queuing buses will interfere with the planned vehicle entrances on Newark and the bus idling noise could impact the marketability of the new residences.

"With the ...the Cathedral Commons development at Wisc/Newark, and other projects that are planned for the Wisconsin Avenue corridor, perhaps it is time to revaluate all the bus routes in upper Northwest and see which stops can be consolidated and which routes should be modified."

by Sarah on Apr 11, 2011 4:15 pm • link • report

I must say, having ridden the 30 from Southern to G'town, traffic seems to be the biggest problem. The 30 makes quite a few stops on Penn ave heading west but the problem (at least from what I see) really starts when it gets beyond Penn Quarter.

by HogWash on Apr 11, 2011 4:18 pm • link • report

I don't understand, there's already the 37 and the 39 limited-stop routes.

by Michael Perkins on Apr 11, 2011 4:19 pm • link • report

@Michael:

The problem with the 37 and 39 Express routes is that they don't serve Glover Park-Foggy Bottom, which are heavily saturated with stops and are slower parts of the route. As others have mentioned, traffic on these parts of Wisconsin and M is particularly bad.

The idea here is to continue to serve these neighborhoods without stopping so frequently.

Regarding traffic, M Street and parts of lower Wisconsin are particularly traffic-heavy during rush hour and this is definitely a factor in the 30s being so slow. But when the 30s are stopping so often on top of the traffic, it makes the line that less usable.

by Jamie Scott on Apr 11, 2011 4:30 pm • link • report

As others have noted above, amen to that suggestion. It's true that traffic is also an issue that slows down the 30s, particularly in the area on Wisconsin from R St. down to M, and on M through Georgetown. But whatever contribution to tardiness and bunching that traffic on Wisco and M generate, the too-frequent stops exacerbate these issues. (One illustration that HogWash et al can probably relate to -- the bus pulls over into the curb lane to stop, then has to pull back out of that lane to keep moving. If traffic is heavy, it may take a while before a car will let the bus back into the travel lane. And even during rush hour when the curb lane is a "no standing" zone, there's always some car or truck blocking it somewhere.)

I, for one, would be happy to volunteer to give up the stop nearest my house, and walk a couple more blocks to catch an "express," or just to make the 30s faster overall. I realize that's an empty gesture, since no one's asking me. But still, the stops in Glover Park and Burleith are ridiculously close to one another -- let's space them out a bit. It'll be better for those neighborhoods, and for those traversing them as well.)

by Paula Product on Apr 11, 2011 5:07 pm • link • report

On many of these sections, there is a bus stop at every block for multiple blocks. The 30s stop at Dumbarton, P, Q, and R Streets in Georgetown and at both ends of Lafayette Park and 18th and 17th Streets downtown. More stops means slower trips, particularly during rush hour when crowded buses increase the probability of a passenger requesting each stop.

Through this section of Georgetown there is hardly any traffic, and therefore not as much concern for frequent stops as there might be somewhere else.

by Jazzy on Apr 11, 2011 5:46 pm • link • report

oh thank god im not alone!

can we add all D buses that stop in the downtown core to the list? there is a bus stop every block from rock creek to union station! thats about 8-10 stops/mile! people dont have to always be 1 block away from a stop. they can walk and burn a calorie or two.

by thechorp on Apr 11, 2011 5:49 pm • link • report

REMOVE ALL STREET PARKING IN GEORGETOWN. Its simple, that's the biggest problem. I know that the Old Georgetown Board will never agree with this, but its necessary to improve flow.

I believe that the Wisconsin-Pennsylvania corridor has as much bus traffic as any other in the D.C. area AND as much congestion. Bus lanes would be a great solution, so long as they are not used by the many tour buses/charter buses that lure around G'town and the Cathedral.
Long live the 37!

'nuff said

by thedofc on Apr 11, 2011 6:33 pm • link • report

What's the history of the 30s' bus stops? How far back do the dense thickets of bus stops date?

by Turnip on Apr 11, 2011 7:27 pm • link • report

While this won't help if it gets stuck in traffic, why doesn't WMATA use double buses like with the 70's and X2 on the Wisconsin Ave corridor? I understand that it can't extend all the way to SE because of the residential nature of the neighborhoods (though I'm skeptical of that since the 70's go through residential neighborhoods in SW), but how about from Friendship Heights to Washington Circle or Archives?

by Shipsa01 on Apr 11, 2011 9:37 pm • link • report

I have first-hand knowledge that WMATA rolled over on the G8 stop consolidation. Consider this: The decision was made to remove the G8 stops at second and Rhode Island NW. There were already stops at 1st and 3rd & Rhode Island. Predictably, a few people, but just a few, complained and our local ANC commissioner invited a rep from WMATA to attend the local community meeting and explain the decision. Upon hearing of the invite, I told the commissioner that eliminating the stop improved the service for all riders. He agreed, said he'd heard the same thing from other constituents and thought that this meeting would just serve as an opportunity for the few complainers to vent while allowing Metro to explain why their action was necessary.

So what happened?

WMATA decided not to send the rep at the last hour and announced that they would be restoring the stops!

by Eckington, DC on Apr 11, 2011 10:35 pm • link • report

As Eckington stated, it's really quite hard for WMATA to get rid of stops. All it takes is one vocal person calling his or her ANC rep or City Council member, and that's that.

WMATA has enough problems. No matter how much sense it makes to get rid of many stops, the agency does not want to be seen as the agency that made a sainted 88-year-old grandmother walk an extra two blocks to her stop.

by Anon on Apr 11, 2011 10:55 pm • link • report

@Anon 10:55

Isn't this why WMATA is paying a significant amount of money each year for MetroAccess?

by Ben on Apr 11, 2011 11:08 pm • link • report

@reader
They already did that some years ago i think it was called the B11 it went from Bethesda to Rosslyn.

-------

Why not just run an express bus for the
1 entire length of the 32/36 route
2 express route from Friendship Hgts to Archives and one or two from Archives to Naylor Rd or Southern Ave Stations.
4 express route Naylor Rd & Alabama Ave to Foggy Bottom

WMATA should give a plan for how they determine which stops to remove so no one is surprised with the removal. All bus stops should be equally space throughout all areas no special treatment. In some areas you have stops on every block while in other areas they are a mile apart.

Stops should either be a certain amount of feet or blocks apart.

1 List how they decided which stops go
2 Determine if it would effect transfers between routes
3 Place signs on buses and bus stops

Show changes on site with a map stating where old stop/s was/were and where the bus can now be board instead of a paragraph that does a piss poor job

by kk on Apr 12, 2011 12:25 am • link • report

They need to stick to a standard 4 stops per mile. I suggest in neighborhoods with heavy traffic they create stops at the entrances to the neighborhood with great shelters, maps, community information, etc. that more than make up for fewer stops.
For M Street - I think the 30s should re-route down to Water/K street and reconnect with Pennsylvania Ave at Washington Circle.
In the afternoons I have given up on the 30s and take the N2/4/6 up Mass to Glover Park as they are so much faster and worth the two train rides.
I also think DDot should run the circulator up to Glover Park to augment Metrobus and to support commercial development in Glover Park (and make my life easier).

by Andy(2) on Apr 12, 2011 10:22 am • link • report

@Shipsa01

I'm not 100% sure why the articulated buses aren't used, but I think it may have to do with all the turns and weaving these lines involve. The 70's and X2 lines are pretty much straight except for the termini.

by John M on Apr 12, 2011 4:48 pm • link • report

Maybe for the 32, 36 and 37, but it could easily be done for the 31. The 31 (if it ended at Washington Circle) would have one (1!) turn - going South, a left onto M, which would actually be an easy turn for a bus like that. Even ending where it does, it only adds two more turns and both are those are fairly similar to the ones the 70 makes through SW.

by Shipsa01 on Apr 12, 2011 4:58 pm • link • report