Greater Greater Washington

Posts about BRT

Transit


Alexandria's Metroway BRT: Open and carrying passengers

The DC region's first Bus Rapid Transit line opened this weekend. Metroway runs from Crystal City to Braddock Road, using a transitway along Route 1 in Alexandria.


All photos by Dan Malouff.

The transitway runs down the center of Route 1, with one lane in each direction. Stations are on either side, in medians separating the transitway from the general lanes.

The Metroway buses themselves have a unique brand and paint scheme, but are otherwise similar to other WMATA Metrobuses.

But Metroway isn't the only route that uses the transitway. Any Metrobus route traveling down that stretch of Route 1 can use it.

The transitway stations are more comparable to light rail stations than normal bus stops. They're larger, have better protection against the elements, more seats, raised platforms, and better information. Unfortunately so far they lack real-time arrival displays or pre-pay.

For now, the Metroway is only really BRT for part of the Alexandria portion of its route. The Arlington portion of the transitway is still under construction, so the bus runs in mixed traffic through Arlington for now.

But in 2015, new sections of transitway and dedicated bus lanes will open in Arlington, making Metroway even better.


Metroway initial route (left) and route starting in 2015 (right). Map from WMATA.

Visit the full Flickr album to see more photos.

Transit


Photo: An actual bus running in the Route 1 transitway

This bus is not in service. But it is running in Alexandria's Metroway BRT corridor, presumably on a test run. It's pretty exciting to see the region's first BRT so close to starting.

The BRT opens for real on Sunday, August 24.


Photo by BeyondDC on Flickr.

Transit


How do you get people excited about Bus Rapid Transit? Bring a bus to the county fair

Bus Rapid Transit has become an increasingly popular concept for communities in the DC area, but to see it in action, you'd have to travel to Cleveland or Los Angeles. This week, you can get a glimpse of our possible future at the Montgomery County fair in Gaithersburg.


Photo by betterDCregion on Flickr.

Communities for Transit, a local nonprofit that promotes Montgomery County's Bus Rapid Transit plan, set up a brand-new bus to display outside the gates of the fair, which began last Saturday and runs through this Saturday, August 16. Visitors can learn about the county's concept for an 80-mile system of bus lanes on major streets like Rockville Pike, Georgia Avenue, and Columbia Pike, and tour the bus, which will eventually make its way to Denver.

At a press conference yesterday, county councilmembers and County Executive Ike Leggett said they hope to ride BRT here within four years. Getting there will require more detailed studies, which are currently underway, and securing a funding source.


Fairgoers check out the bus while CFT's Scott Williamson explains how it works. Photo by the author.

While the BRT plan faced intense opposition from wealthier neighborhoods like Chevy Chase West and Woodmoor, those at the fair were more receptive, asking Communities for Transit staff and volunteers when it was going to happen. Parents searched a route map to find the closest stop to their jobs, while their kids hopped into the bus driver's seat and pretended to drive.

Most people don't participate in traditional community meetings, meaning a vocal minority can dominate the conversation. That's why there's a bus parked outside the county fair: it brings people into the conversation who otherwise wouldn't get engaged, revealing that public support is actually greater than we thought. And the display vehicle, with its big windows, cushioned seats, and overpowering new smell, may have changed any negative impressions some visitors may have had about riding the bus.

Hopefully, Montgomery County officials will encourage people to ride the Metroway BRT line that will open in Arlington and Alexandria in two weeks. It'll be the region's first chance to actually ride BRT in person, and a prime opportunity to build support and allay some residents' concerns.

Until then, you can see the Bus Rapid Transit vehicle for yourself from 12 pm to 8 pm every day this week through this Saturday at the Montgomery County Agricultural Fairgrounds, located at 16 Chestnut Street in Gaithersburg.

Transit


Montgomery and DC officials start talking about working together on transit

DC is designing a streetcar that could end just shy of the Maryland line, while Montgomery County is planning Bus Rapid Transit lines that could dead-end at the border with the District. Can the two transportation departments work together? Officials from both jurisdictions met last week to see if they could build some cooperation.


Image from the DC Office of Planning's streetcar report.

Montgomery and DC leaders recognize that their residents don't consider political boundaries as they go about their daily lives, yet have so far been planning new transit lines in their own silos. New transit lines will be more successful if leaders ensure they serve the right destinations and have integrated schedules, payment, and pedestrian connections.

Will the streetcar go to Silver Spring?

DDOT planners have specified either Takoma or Silver Spring as possible endpoints for the Georgia Avenue streetcar. Jobs and housing density, not to mention the "vast majority of comments" that DDOT has received, point to Silver Spring as the best destination.

Montgomery planner Dave Anspacher said that the county's master plan includes dedicated lanes for transit on Georgia Avenue south of the Metro. But DDOT Associate Director Sam Zimbabwe noted that there would be many challenges. Montgomery County would probably not let DC construct the streetcar into Silver Spring on its own, so any connection would require very close coordination.

Will BRT connect to DC?

Several routes in Montgomery County's Bus Rapid Transit plan run up to the DC line, but there are no plans for what to do beyond that. Officials discussed how these lines could reach into the District to either get farther downtown or end at a suitable Metro station.

New Hampshire Avenue: The line for New Hamsphire Avenue could end at Fort Totten Metro, just like the current K6 and K9 WMATA buses that serve that corridor. Zimbabwe said that leaving New Hampshire out of MoveDC "may have been a gap," but also expressed skepticism about dedicated lanes within DC because New Hampshire narrows from six to four lanes at the DC line.


WMATA's K buses on New Hampshire Avenue currently cross into DC to serve Fort Totten Metro. Map from WMATA.

Wisconsin Avenue: Last fall, the Montgomery County Council approved a "dotted line" for the 355/Wisconsin Avenue BRT line to Friendship Heights (and beyond), pending collaboration with the District. The idea, said Anspacher, would be to bring BRT south towards Georgetown to serve the parts of Wisconsin without Red Line service.

Wisconsin Avenue is in fact a "high capacity transit corridor" in the moveDC plan, DDOT officials pointed out, so this connection is a distinct possibility, though potentially far off.


Proposed transit lanes in DC from the moveDC plan.

16th Street: The BRT master plan includes the short part of Colesville Road/16th Street to the DC line south of the Silver Spring Metro for dedicated transit lanes. Anspacher said the county would be willing to explore uses this space to help with DC and WMATA's efforts to improve the overcrowded S bus lines.

There's more work to be done

Arlington and Fairfax counties have worked together on the Columbia Pike streetcar. Arlington and Alexandria are collaborating on the Potomac Yards-Crystal City BRT project. And of course Montgomery and Prince George's have worked together on the Purple Line. These show that cooperation is possible.

At the same time, all of those examples sit entirely within one state, so it may take more work to create a Montgomery-DC transit service. WMATA could also help serve a convening role and has the authority to act as the regional transit planning authority.

Montgomery and DC officials agreed to meet again soon on specific projects, with 16th Street and Wisconsin Avenue as the top priorities. As Montgomery County's transportation committee chair Roger Berliner said, "Every day tens of thousands of commuters clog our roads to get to you, and then clog your roads. We have a mutual interest in solving that problem."

This meeting was a great start, but there will have to be many more at many different levels to truly build the best transit projects and the most effective integrated network for riders and the region.

Transit


Maryland SHA needlessly draws community ire with poor Georgia Avenue Bus Rapid Transit options

Last November, Montgomery County passed a master plan envisioning high-quality Bus Rapid Transit on its eight busiest corridors. Unfortunately, Maryland officials are pushing to design BRT in an unreasonable way that would harm the community along the route, and have unnecessarily stirred up opposition to BRT as a result.

The Maryland State Highway Administratrion (SHA) hosted an open house in May to discuss alternatives for BRT on Georgia Avenue from Olney to Wheaton. This image from SHA's map of the area shows how it would add two bus lanes to a three-block stretch north of Glenmont:


Image from Maryland SHA.

On this segment, SHA shows a 200-foot wide right of way. The current road is only 88 feet wide, with 6-foot sidewalks on each side, meaning that SHA wants to widen the road by 100 feet just to add two bus lanes. This would require destroying 34 residencesthe red R's on the mapalong with a business and a church.

And that's just one small part of the corridor. From Wheaton up to Olney, SHA estimated that adding a single reversible dedicated transit lane in the median would mean destroying 142 properties. Adding two dedicated BRT lanes brings the number to 155.

Not surprisingly, these numbers have generated concern along Georgia Avenue. Opponents point to them as one more reason to stop BRT.

Thankfully, there's no reality to these numbers. This is true for two reasons.

First, SHA's assumptions for road widths, busway widths, and necessary buffers are unnecessarily large. For example, SHA assumes six traffic lanes and two bike lanes are 88 feet wide, while the Montgomery County Planning Department scopes the exact same road at 66 feet wide. SHA overestimates the width of a two-lane busway by six more feet as well, making the road 28 feet wider than the county believes necessary.

Second, on top of these bloated road widths, SHA routinely tacks on anywhere from 28 to 62 additional feet of width for no clear reason. Here, just adding two bus lanes to a regular 6-lane road somehow adds a full 100 feet to the cross-section. Clearly, the lanes are not each 50 feet wide.

A better study of BRT alternatives for Georgia Avenue would have applied the standards used by Montgomery County's planning staff when they developed the county's BRT master plan last November. The planning staff's cross-sections for the exact same roadway (meaning the same number of travel lanes, turn lanes, and bus lanes) are more than 20 feet narrower curb-to-curb than the cross-sections used by the SHA. Excluding the extra unexplained width in the SHA cross-sections makes an even bigger difference.

To illustrate this point, here's the same three-block stretch of Georgia Avenue north of Glenmont, preserving all lanes and turns, drawn using the Planning Department's design standards:


Image by Communities for Transit using Google Maps base image.

Just by changing which agency's assumptions we rely upon, the number of endangered properties drops from 36 to exactly 1 (marked with a red pin). The reason is simple: instead of requiring around 200 feet of right-of-way, as SHA does, this layout requires only 106 to 112 feet, with sidewalks adding another 12 feet. All this space is saved without changing the number of traffic lanes, turn lanes, and bus lanes.

Switching from SHA to Planning assumptions totally changes the story of BRT's impact on the community along Georgia Avenue. Under the Planning standard, the number of endangered properties would drop by more than 80%.

And this is just a first cut. Shifting the road's centerline or using a narrower sidewalk and planting strip than Planning's recommended 20 feet could save nearly all of the remaining threatened properties.

Finally, repurposing a traffic lane to transit-only won't affect any properties. That's an important option to consider, especially in constrained areas.

The question remains why SHA ignored the planning department's recommended BRT cross-sections and instead produced alternatives that affect so many properties, which they must have known would provoke opposition. If SHA repeats this unnecessarily destructive approach when it studies BRT alternatives on MD-355 (Bethesda to Clarksburg) and on US-29 (Silver Spring to Burtonsville), it will only compound the harm.

The county's residents deserve a realistic assessment of how BRT would fit in our communities. If you live nearby, you can submit a comment to SHA asking them to create community-sensitive BRT alternatives for Georgia Avenue.

Transit


The Potomac Yard transitway is looking good

Construction on Alexandria's Route 1 transitway is coming along, in anticipation of its August 24 opening. These pictures show the station at Route 1 and Custis Avenue.


All photos by Dan Malouff.

While Alexandria's transitway is just about ready, the second phase of the same project, in Arlington, is still a grassy strip. But preliminary construction work started earlier this year, and Arlington will host an official groundbreaking on Friday, July 18, at 9 am.


Arlington's portion, next in line for construction.

Cross-posted at BeyondDC.

Transit


The DC region lost 60 miles of bus lanes. It's time to get them back

Prior to 1976, the Washington region had at least 60 miles of bus-only lanes, with even more proposed. This map shows where they were.


Image from WMATA.

On the map, from PlanItMetro, the red lines show existing bus lanes as of 1976. Blue and black lines show proposals that never materialized. The network reached throughout DC, Northern Virginia, and into Maryland.

Unfortunately, all the bus lanes were converted to other purposes after the Metrorail system was built.

It's no coincidence or surprise that some of the old bus lanes were on the same streets where they're now proposed again, like 16th Street and H and I Streets downtown. Those are natural transit corridors, with great need for quality service.

Will we ever get this system back? The region is off to a good start, with moveDC's 25 miles of proposed transit lanes, and the upcoming Crystal City Potomac Yard Transitway. But the 60-mile system from the 1970s shows we still have a lot of work to do.

Cross-posted at BeyondDC.

Transit


BRT comes to Northern Virginia on August 24

The first bus rapid transit line in the DC region will officially begin service on August 24.

The "Metroway" route will run from Crystal City to Braddock Road, partly in mixed traffic and partly in a dedicated transitway. A later phase to open in 2015 will extend the route to Pentagon City, and shift more of it into dedicated lanes.


Route 1 Transitway under construction in Alexandria. Photo from the City of Alexandria.

Metroway is a joint project between Alexandria, Arlington, and WMATA. Alexandria and Arlington are building the transitway in two phases, and WMATA will operate the buses.

For now, only the Alexandria phase is ready. Arlington's phase just began construction and should be finished next year.

But rather than wait until 2015 to start service, WMATA will begin running buses in August, and simply run in mixed traffic through Crystal City until Arlington's phase is complete.


Metroway initial route (left) and route starting in 2015 (right). Images from WMATA.

Metroway will run every 6 minutes at peak times, dropping to every 12 minutes at midday and every 20 minutes on weekends.

Arlington will eventually convert its portion of the route to streetcar.

Cross-posted at BeyondDC.

Events


Events roundup: Our next happy hour, Rockville transit, bike in Tysons, and more

It's time for Greater Greater Washington's next happy hour! This month's will be Thursday in Tenleytown. Also, learn about BRT plans in Rockville, see Tysons by bike, and more at events around the region.


Map of Montgomery BRT by Communities for Transit.

Join us Thursday, June 26 for a happy hour with Ward 3 Vision at Public Tenley, 4611 41st St NW. Stop by at 6:30, or come earlier to watch all or part of the 4:00 World Cup games. Neil Flanagan and others will be watching the game, then segue to discussing how to make the region more walkable, affordable, and vibrant.

Rockville rapid transit open house: Learn more about Montgomery County's planned 80-mile Bus Rapid Transit system, especially proposals on MD-355 and Veirs Mill Road. Communities for Transit and the Coalition for Smarter Growth will talk about the projects, show maps, and provide free refreshments Wednesday, June 25th, 6:30-8 pm.

After the jump: Tour Tysons by bike; public meetings on Virginia Route 7, Canal Road, Braddock Road; plus online maps and your vote.

Tour de Tysons: The Tour de Tysons bicycle race is Sunday, June 29. But FABB is making sure it's not just for racers. While racers take a break from noon to 1, the one-mile race course will be open to everyone for a family-friendly bike ride that's also a great chance to experience Tysons streets without trafficbasically an Open Streets event.

In the morning, a League of American Bicyclists instructor will hold a bike commuting seminar. Members of the Fairfax Advocates for Better Bicycling (FABB) will also lead "bike trains" to help teach potential bike travelers safe routes to the Silver Line from three locations: the Barns of Wolf Trap, Mosaic District, and the Vienna caboose.

Widening Route 7: VDOT plans to widen Route 7 west of Tysons Corner. You can encourage them to design it in a way that's more walkable, bikeable, and good for transit at the public meeting tonight, Tuesday Jun 24, 6-8:30 pm at Forestville Elementary School, 1085 Utterback Store Road in Great Falls, just off Route 7.

Canal Road safety: DDOT is studying how to make Canal Road safer between Chain Bridge and M Street. The second public meeting for the study is Thursday, June 26 from 6:30-8:30 pm in the Palisades Neighborhood Library, 4901 V Street NW.

Braddock Road Metro: WMATA is holding a public meeting Thursday, June 26th to get community input as the agency starts planning to redevelop the area around Braddock Road station. The meeting is in the Charles Houston Recreation Center on Wythe Street in Alexandria.

Try out Alexandria's interactive maps: The City of Alexandria is setting up a new online, interactive map system, and they want people to kick the tires. Many of you can probably give them very valuable feedback! There are six in-person sessions in the next few weeks to try them out, or you can try them online and send in your feedback.

And vote! If you're a Maryland resident, don't forget to vote in the primary today if you haven't already! See our election coverage for information on candidates in competitive Montgomery council races.

Do you know an event that should be on the Greater Greater Washington calendar? Send an email to events@ggwash.org with the details and a link to a page on the web which has more information.

Correction: The first version of this post erroneously listed the date of the happy hour as for tomorrow, Wednesday, June 25 instead of Thursday, June 26. The happy hour is Thursday.

Politics


Montgomery at-large candidates diverge on growth, development issues

The most controversial primary in Montgomery County this year might be for the at-large council seat. More so than any race, this one focuses on how the county should grow and whether it can meet the increasing demand for urban, transit-served communities.


Photo by dan reed! on Flickr.

There are six candidates vying for four at-large seats on the County Council. The incumbents include Nancy Floreen and George Leventhal, both elected on a pro-growth slate in 2002 and finishing their third terms; former teacher Marc Elrich, who won on a slow-growth platform in 2006; and Hans Riemer, a former political campaign director elected in 2010. The challengers are Beth Daly, director of political ad sales for Telemundo, and Vivian Malloy, retired Army nurse and member of the county's Democratic Central Committee.

All six candidates filled out the Action Committee for Transit's questionnaire for the scorecard, which is based on both their responses and public statements. This year, how ACT rated the candidates' responses has become a story of its own.

Riemer, Leventhal, and Floreen want more housing in urban areas; Daly and Elrich say we'll have enough

As with the Purple Line, all six candidates say they support building in the county's downtowns and near transit, where more people are interested in living and where an increasing share of the county's growth is happening. But they disagreed on where exactly to build, and how much new housing was necessary.


Riemer. Image from Maryland Manual On-line.
Most of the candidates focused on ways to meet the growing demand for housing in urban areas. Hans Riemer, George Leventhal, and Nancy Floreen all voted in favor of five master plans that would allow over 15,000 new homes to be built around Metro or future Purple Line stations, especially on the less-affluent eastern side of the county.

Riemer pointed to accessory apartments as one way to increase affordable housing, while Floreen named specific impediments to building more affordable housing, such as the county's parking requirements and developer fees. Both Riemer and Vivian Malloy advocated increased funding for the county's affordable housing programs.

Meanwhile, Elrich and Daly both say the county is growing too fast, though much of the county is pretty stable. Elrich has been especially critical of plans to around future Purple Line stations at Long Branch and Chevy Chase Lake, both of which he voted against.


Daly. Image from her campaign website.
Both candidates have said that there are 46,000 approved but still-unbuilt homes in Montgomery County, suggesting that the county doesn't need more. But Lisa Sturtevant, a researcher at the Center for Housing Policy, says that the county will actually need nearly 84,000 new homes to meet the demand for housing over the next 20 years.

Candidates say they support the Purple Line, though Daly is hesitant


Leventhal. Image from his campaign website.
All four incumbents support the approved Purple Line route between Bethesda and New Carrollton, which the federal government has approved and could break ground next year if Congress approves the final piece of funding. "The Purple Line is my top priority," said Councilmember George Leventhal, who co-founded the group Purple Line Now! Councilmember Elrich has been lukewarm to the project in the past, but replied that he supported it as well.


Malloy. Image from her campaign website.

Both Vivian Malloy and Beth Daly wrote in their questionnaires that they support the Purple Line. Daly has expressed some skepticism about the Purple Line both in the questionnaire and in public appearances, which earned her a minus on the scorecard.

Support for complete streets, but disagreement over how to make them


Floreen. Image from Maryland Manual On-line.
Most of the candidates unequivocably supported pedestrian- and cyclist-friendly streets. Riemer noted that he and District 1 councilmember Roger Berliner are working on a new "urban roads" bill that would create safer streets for pedestrians and cyclists in the county's urban areas.

Elrich and Floreen say they support complete streets, but have also pointed to the road code bill they passed in 2008, which encourage pedestrian- and cyclist-friendly street design but allowed wide roads that encourage drivers to speed. Daly wrote that she supported complete streets "in the more densely populated regions of the county."

Strong support for Bus Rapid Transit, and opposition to new highways


Elrich. Image from Maryland Manual On-line.
Candidates also generally supported the county's Bus Rapid Transit plan, which Marc Elrich first proposed. When asked if they would convert existing traffic lanes to bus lanes, Elrich, Leventhal, Riemer and Malloy all said yes. "Studies show that repurposing a curb lane already being used by buses, the increase in transit riders can offset the drivers displaced from the curb-lane," wrote Elrich.

Daly testified in favor of BRT at public hearings last year, but said she wanted to "look at creative solutions" for creating bus lanes on narrow, congested roads. Floreen, who has been skeptical of the BRT plan, said her support would "depend on the particular location."

Meanwhile, all six candidates say they oppose the M-83 highway, which would go from Montgomery Village to Clarksburg, and would prefer a less costly alternative that involved transit.

Voters face two different paths in this race

The conventional wisdom is that Nancy Floreen, who's raised the most money, and Marc Elrich, who received the most votes four years ago, are safe. That makes the real contest between George Leventhal and Hans Riemer, who have spent their terms encouraging new investment in the county's downtowns and discouraging it in environmentally sensitive areas, and Beth Daly, who's called herself "Marc's second vote" and has mainly talked about slowing things down across the board.

Of all of the races in Montgomery County, this one may offer the starkest differences in candidates' positions when it comes to transportation and development issues. Simply because the voices in the at-large race have been so strong, changing any one of them this year could have a big impact on the county's direction over the next four years.

Full disclosure: Dan Reed worked in George Leventhal's council office from 2009-2010.

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