Posts about DC
As we seek safer streets and better transit in the greater Washington area, we encounter some big questions and little battles for how to best accomplish smarter, greater growth. Show up to support the steps we must take to realize this vision at events around the region.
Meetup for 16th Street bus lanes: This Wednesday, March 13, the Coalition for Smarter Growth kicks off its campaign for dedicated rush hour bus lanes on 16th Street NW with a happy hour from 6 to 8 pm at JoJo Restaurant and Bar, located at 1518 U Street NW. Dedicated rush hour bus lanes would help to relive overcrowding and shorten commuting times. Most mayoral candidates support the lanes. Do you? You can click here to RSVP.
After the jump: talk about Metro with David and Eleanor Holmes Norton, support bike lanes in Alexandria, get an update on Red Line rebuilding, have some one-on-one time with DC planning officials to discuss the zoning update, learn more about DC's Southwest Ecodistrict, and discuss the impact of Metro Momentum in Maryland.
Metro roundtable with David and Congresswoman Norton: What do we need and what should we expect from Metro as riders in the 21st century? GGW's David Alpert and fellow panelists will explore that topic this Tuesday, March 11 from 6 to 8 pm, at a public roundtable discussion at One Judiciary Square, 441 4th Street NW.
Organized by Congresswoman Eleanor Holmes Norton, the discussion will cover pertinent long-term Metro issues, including ridership, financing, and timeframes for construction, all in preparation for the development of a surface transportation reauthorization bill this year.
Joining David to discuss the future of Metro are General Manager and CEO Richard Sarles; Klara Baryshev, the chair of the Tri-State Oversight Committee; and Jackie L. Jeter, President of Amalgamated Transit Union Local 689. To submit a question for the panel to address, email NortonMetroRoundtable@mail.house.gov and make sure to include your name and address.
Get a Red Line progress report: Next week, hear about Metro's work to rebuild the Red Line from deputy general manager Rob Troup. He'll be speaking at the Action Committee for Transit's monthly meeting this Tuesday, March 11 at 7:30 pm at the Silver Spring Civic Building, One Veterans Place. As always, ACT meetings are free and open to the public.
Speak out for King Street bike lanes: Almost 60 percent of residents spoke up for King Street bike lanes at the last Traffic and Parking Board meeting. Now, the issue will go to the Alexandria City Council once again for a public hearing and final vote on Saturday, March 15 from 9:30 am to 12:00 pm at City Hall, 301 King St #2300. The Coalition for Smarter Growth is circulating a petition for those who would like to express their support in advance of the meeting.
Another chance to learn about DC's zoning update: The DC Office of Planning will continue to host open houses on the expected update to the zoning code through Friday, March 28. At each open house, you will have the chance to sit down one-on-one with Planning staff to learn more about the update and have any lingering questions answered. The remaining scheduled open houses are as follows:
- Tuesday, March 11, 4-8 pm at Petworth Library, 4200 Kansas Avenue NW.
- Wednesday, March 12, 4-8 pm at Deanwood Recreation Center, 1350 49th Street NW.
- Friday, March 14, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
- Saturday, March 15, 10 am-2 pm at Thurgood Marshall Academy PCHS, 2427 Martin Luther King, Jr. Avenue SE.
- Friday, March 21, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
- Friday, March 28, 8:30 am-5 pm at the DC Office of Planning, 1100 4th Street SW, Suite E650.
Join speakers Diane Sullivan, senior planner at the National Capital Planning Commission, and Otto Condon, urban design principal of ZGF Architects, at the National Building Museum, 401 F Street NW, on Thursday, March 20 for a lunchtime discussion about next steps of implementation. The event is free but registration is required here.
Talk about Metro Momentum in Maryland: How will Metro Momentum serve Montgomery and Prince George's counties? Join Shyam Kannan, Managing Director of Metro's Office of Planning, the Coalition for Smarter Growth, and local leaders to talk about Metro's plans to serve a growing Washington region, and to learn how you can get involved.
The event will take place Thursday, March 20 from 6:30 to 8:00 pm at the Silver Spring Civic Building, One Veterans Place. Advance registration is requested here.
After 15 years being represented by Jim Graham on the DC Council and several recent scandals, many Ward 1 voters feel it is time for a new face. This year, they have an excellent choice in Brianne Nadeau, and we encourage Democratic voters to choose her in the primary on April 1 or in early voting beginning March 17.
One of our contributors perhaps put it best in our survey to determine the endorsements: "I think Jim Graham has made some very respectable contributions to the city during his time in service but as of late he seems ineffective, out of touch, and inactive on the issues that really matter. I think Brianne Nadeau would be a welcome breath of fresh air."
Nadeau has been working to improve her neighborhood for many years, including a stint on the U Street Advisory Neighborhood Commission (ANC) 1B and then in the Ward 1 Democrats. She has advocated for smart growth and progressive policies such as reforming parking, adding new housing to welcome more neighbors, and providing affordable housing for less affluent residents.
She also has shown the energy that is required to be a successful candidate for political office, knocking on doors all across Ward 1, which includes U Street, Adams Morgan, Kalorama Triangle, Mount Pleasant, Columbia Heights, LeDroit Park, Pleasant Plains, and Park View.
Her success and outreach helped persuade fellow challengers Bryan Weaver and Beverley Wheeler to let her have a head-to-head contest with Graham. Those factors have propelled this race to be one of the most competitive this year, and have Graham seriously fighting for his political survival.
Unfortunately, Graham has responded to this threat by appealing to the most reactionary voters in Ward 1 on growth and development. He started the campaign simply expressing concern about certain "pop-up" additions atop row houses (some, admittedly ugly), then moved to stridently warning about "overdevelopment," and has more recently promised at a candidate forum to "do everything in my power" to halt the DC Zoning Update.
This is particularly sad because the zoning update does nothing to allow any taller buildings or more pop-ups than under current zoning, but it does create a few opportunities to add new, often lower-cost housing in existing structures. In opposing these changes, Graham is actually fighting against the very principles of housing affordability he claims to support.
That's too bad, because Graham has also been a long champion of better transit service, particularly bus service, which often gets forgotten in the public discourse. (Nadeau promises to push even harder for bus improvements, and is promoting efforts to get a 16th Street bus lane.) Graham has also been a voice for many progressive issues on the council during his tenure. Sadly, very troubling ethical scandals over the past few years have clouded Graham's legacy of positive action on many issues.
In this election, voters do not simply have a choice between Graham and not-Graham; they have the opportunity to select a very worthy councilmember for all of Ward 1. We hope voters in the Democratic primary will select Brianne Nadeau on April 1 or in early voting starting March 17.
This is the official endorsement of Greater Greater Washington. To determine endorsements, we invite regular contributors and editors to participate in a survey about their preferences and opinions about upcoming races. The editorial board then decides whether to make an endorsement based on the responses in the survey and whether there is a clear consensus.
What makes the DC Circulator different from "a regular bus"? Is it just that it's red? The lines are a little straighter? Or is the only difference that the DC government controls it instead of WMATA? If DC officials don't have a clear vision, they might wreck the success they've built.
The Circulator is a great bus because it runs on short headways of no more than 10 minutes, on easy-to-understand routes that connect key activity centers. You don't have to look at a schedule. You can just know you wait at a stop for a little while and a bus should come. And you can probably keep in your head where the stops are.
Unfortunately, transit planners at the District Department of Transportation (DDOT) are considering adding some Circulator routes with a 12-15 minute headway, Bob Thomson reported. That would be a bad call. Everyone wants the Circulator in his or her neighborhood (here's an example), but they want what the Circulator means. Water it down too much, and it stops meaning much.
In fact, according to Joe Sternlieb, the Georgetown BID director who was deeply involved in the original Circulator when he worked at the Downtown BID, the first proposals were for a bus running every 5 minutes. That changed to 10, and now the Circulator aims for a 10-minute headway but often gaps between buses can stretch much longer.
If there's a place that would support a 12-15 minute Circulator route but not a 10-minute one, DDOT would have to have a very good reason not to just make it a Metrobus route. If every neighborhood had a Circulator route, but some routes ran every 15 minutes, some even more, some not very long hours, then the brand only means it's DC's bus system and not WMATA's, like Ride On or ART. Good bus branding tells the consumer something, not about the government but about the service.
One complicating factor is that the Circulator has a cheaper fare than Metrobus. This is because DC has been willing to spend some money to keep the fares low, but not for the whole Metrobus system. That distorts transit planning, because many communities understandably want a cheap bus.
We need more routes that run frequently, not more routes that don't. The Circulator aims to connect activity centers, but it could be that the Circulator, as a brand, is not for every route in every neighborhood. Maybe we need another brand for a different type of route.
DDOT is also considering taking over "non-regional" bus routes from WMATA, which are routes that don't run in Maryland and Virginia, don't serve large numbers of Maryland and Virginia residents transferring from rail, and don't get any money from Maryland or Virginia. But some of these are low-ridership, low-frequency neighborhood routes. The Circulator wouldn't be the right brand for those either.
Not every bus has to have the same name. Let's have the Circulator keep doing what it does well, and where that can apply elsewhere, do it there also. Let's also expand and improve bus service, but without diluting what the Circulator means.
See all of the interviews here.
Left to right: Muriel Bowser, Tommy Wells, Vincent Gray, Jack Evans, Andy Shallal. Images from the candidate websites.
Love it or hate it, DC is building a streetcar, but there have been a lot of delays in getting it running. We already posted videos of Ward 6 candidates Charles Allen and Darrel Thompson criticizing the slow pace of progress on the first line, which will be in that ward. The mayoral candidates running against Vince Gray had some sharp words as well.
Tommy Wells, the councilmember most closely identified with championing the streetcar, had plenty to say.
I think that it has been managed very poorly by this administration. I know that sounds political, but let's go through why.Later in the segment, Wells also talked about how important it is for the streetcar to go east of the river, and how he thinks it should never cost more than $1.
It's being run by engineers, and seems to have almost no coordination with the Office of Planning. Ward 5 is told, you're getting a streetcar barn and you're going to like it. Or whether you like it or not, we're putting a streetcar barn in, with very little creativity.
In Seattle, their streetcar barn has affordable housing over it. The most valuable land now is going to be where the streetcar runs. There's no retail plan there showing that we can bring in restaurants or other things facing Benning Road with the streetcar barn behind it. ... I think that the administration has not been creative, has not thought out of the box. There's a way to leverage in amenities along with the streetcar barn.
And then they kept failing at being able to procure streetcars, so finally they had to piggyback on someone else's contract. That's why the streetcars are so late in coming here. And they better not run it without at least 6 streetcars. You need 5 on the tracks and 1 in reserve. Otherwise, it's just a ride at Disneyland that comes by every 30-40 minutes. ...
The other thing was that
— my understanding is that the contract for design-build, for finishing off the line, it sat with the Attorney General's office for almost 8 months. This administration, it's like someone poured molasses over the government. I think they're going to get there, but it's not with a sense of urgency. It's not real smart how they're doing it. We're missing an opportunity to do this really creatively.
But we're going to get a streetcar line. We're going to be able to touch it, ride it, so that our residents can see what the future can be like, but it's not as good as it could have been.
Muriel Bowser also talked about DDOT's procurement follies, and says the administration wasn't honest enough with residents:
I'm just as frustrated as I think most people. Mostly, I want somebody to tell the truth. Every month it seems we have a new opening time.
I have no doubt that it's a complicated project. There is nobody more excited than me to figure out all the lessons learned from went wrong in getting this thing going and how we we can fix it, and next time, Mayor Bowser can go out to the community and say, "Listen, this is going to be
— dig up your street one time. And we know how we're going to energize it, we know where we're going to turn it around. We know where we're going to store the cars and we know about how long this is going to take."
I think where this mayor and this DDOT director lack credibility is, they won't go out to the community and level with them. And I think people just want to know what gives and what do you need to do to fix it and when can we expect the streetcar to be running.
Andy Shallal was the least enthusiastic about the streetcar, or at least most overtly unenthusiastic. He referred to concerns many H Street business have been voicing that the streetcar will interfere with deliveries.
I think maybe we need to figure it out, use it as an experiment nowLater, when we were talking about political obstacles to bus lanes, he suggested doing more projects that make it possible to experiment. He said,
— it's already built — before we continue to build the rest of what's proposed. I would suggest making sure we understand the challenges that a streetcar is going to bring to a community. I know there's issues with parking that are going to get in the way; deliveries with restaurants, how are those going to happen — many of them don't have alleys and have to depend on deliveries from the front; bicycles and how they cross those tracks.
It's a lot of stuff there. I think we need to really be mindful of how we go about completing the tracks and making sure that whatever we put in place on the H Street corridor is something that's workable and manageable and doesn't create more hassles than it tries to solve.
Things like bus lanes are a great way to try something out. What's the worst that can happen? you erase them. As opposed to a trolley, where you've spent millions of dollars, hundreds of millions of dollars. You've dug up the street for years, you've caused all this disruption, you've shut down businesses.
Jack Evans was very brief and much less critical. "It's just taking forever. It's on the right track, it's just taking too long to get down the track. ... What we have to do is get the program moving. To be honest with you, with any program it takes forever to get off the ground. And now we have lines built, we have the streetcars, maybe this will be the end but it needs to be moving a little bit faster."
See the full discussions with these candidates:
See all of the interviews here.
Left to right: Muriel Bowser, Tommy Wells, Vincent Gray, Jack Evans, Andy Shallal. Images from the candidate websites.
Bus priority, bus lanes, Bus Rapid Transit
Tommy Wells is unequivocally for bus lanes, and made a case that tries to appeal not just to transit riders but to drivers who might not benefit. (He likely focused on this because I specifically asked in my question how to build a bus lane when some drivers will feel they are losing out.)
Of course I would go for the dedicated bus lanes. If we're successful in getting people to walk more and use public transportation, there will be more room for cars. The only hope our local residents have is in creating a multimodal city, so we get more people that have a choice out of their cars.Wells also had general criticism for the anemic pace of bus improvements in the city.
The amount of parking we have in the city is fixed. For the most part, the amount of lanes and roadways is fixed. So we can't say, let's widen 16th Street, because we have front yards there, sidewalks there.
We are adding jobs at a record rate. If people drive down 16th Street from outside the District, then someone who is car dependent on 16th will never be able to get there. The only way is making it faster if you take public transportation.
We've not been making improvements in public transportation with buses. It's really the last thing they do. They've had money for over 4 years to - signal prioritization
— which means when a bus comes up to a light, it turns green. It's about as basic a technology as possible. And they're a bunch of Neanderthals — not to insult Neanderthals. ... It's ridiculous that we can't expedite bus transportation through the city. The money is there, the technology is there.
Mayor Vince Gray briefly talked about how he agrees with the idea of bus lanes (and it's his transportation agency that's put them in the moveDC plan), though he pivoted to talking primarily about bicycles.
I think buses continue to be an important transportation modality. ... Many people use buses as their preferred way of ... getting from one place to the other. I think having, for example, some express lanes that move buses quickly from one place to the other is an important way to go.
I think ultimately, though, having ways in which people can get to where they want to get to because they have amenities and conveniences and work close to where they are instead of having to use vehicular transportation, is a good approach. Getting people more acclimated to using bicycles. Having more bicycle lanes.
We've got to get everybody adapted to the idea that bicycles are an increasingly important way of people getting around in the city. Not everybody has bought into that yet, and that's going to take time as well.
We now have the most robust bicycle program in America. We have well over 20,000 people who are part of our bikeshare program. Others are coming here now to learn about us so they can emulate the bikeshare program. We're increasingly putting residential opportunities in places where they didn't exist heretofore, so that folks can then have a better opportunity to walk to the amenities, to walk to work, and not have the need for vehicular transportation.
Muriel Bowser is generally open to the idea of a bus lane, but would need to see specific proposals. Speaking about the 16th Street concept, which runs through her ward, she said,
I don't know [about the lane], and I've said this before, and I know you had a series on your blog about 16th Street and dedicated bus lanes. There's been really no proposal that's been presented to me about what that would look like for 16th Street.
Let me just say more generally that I think we have to, yes, where it makes sense we should have bus lanes.
Where it doesn't make sense, have priority signalization for buses. Anything that will move buses more efficiently will help.
What I've been very impressed with over the last several years is we got express bus service on 16th Street and on Georgia Avenue. The success of that MetroExtra bus has been tremendous. So give it a special bus, give it limited stops, you make it more comfortable and convenient, and guess what? People will ride the bus.
Now imagine if they can also get there faster. So I think that wherever possible, we need to prioritize bus travel across the city. We know in many ways it's more efficient. We can't put a Metro stop everywhere. We can't put a streetcar everywhere. But we can look at the changes in demand and react pretty quickly with bus service. ... I'm very committed to making sure we have high-quality bus service in DC.
Jack Evans, having recently met with Putta and other proponents, is supportive of a 16th Street lane, provided the right design can be worked out:
What you'd have to do is a comprehensive study of 16th Street. ... I think it's a good idea that we do figure out how to get a dedicated bus lane. Now, you wouldn't do it all the time. You'd have to figure out rush hour how to do it. Maybe eliminate parking, which I think is gone on some parts of the 16th Street. Maybe run the bus lane down the center or on the side. But there's a way of making it all work for everybody. And I think that given the amount of transportation on 16th Street, it's something we absolutely must do. We just have to figure out how to do it.
Finally, Andy Shallal likes the idea of bus lanes, especially as an alternative to streetcars, which he is not very enthusiastic about. (More on that in the next post.) He said, "I think it's a great idea, I do. It certainly is a lot more effective than having to put trolley cars. So yes, absolutely, having dedicated lanes for buses is a great idea."
Also, the Coalition for Smarter Growth will kick off its campaign for the lane with a happy hour on Wednesday, March 12, 6-8 pm at JoJo Restaurant and Bar at 16th and U.
You can watch this whole portion of my interviews with each candidate below.
See all of the interviews here.
Left to right: Muriel Bowser, Tommy Wells, Vincent Gray, Jack Evans, Andy Shallal. Images from the candidate websites.
Mayor Gray has pledged to spend $100 million a year on affordable housing, and recently also agreed to devote half the city's surplus to affordable housing once the rainy day fund gets paid down. What does that money get for DC residents, and is it enough?
Gray touted 47 affordable housing projects that are underway, all across the city, which he said can "buy down" the cost of housing, particularly rental housing. Will those 47 projects make a real dent in our housing problem? He said,
I think it's a significant dent in the housing need in the city, but I think hopefully we'll set a tone in terms of the culture, to say that we've got to have economically diverse housing in the city. The commitment in the housing plan I put together is that we would either create or preserve 10,000 units by 2020.
We already have reached the point where over 2,000 units have been created or are under construction, and the pace is picking up. 10,000 is not going to solve the problem. It is a huge down payment, a huge investment.
I think, too, as opportunities become available in the city with additional resources, I want to continue to invest in housing.
Tommy Wells argued that the government has not made it enough of a priority, especially in public land deals from the Deputy Mayor for Planning and Economic Development.
We have large tracts of land, from the McMillan Reservoir to Walter Reed to Reservation 13 to Poplar Point. If we start with the idea that our city needs affordable housing, then instead of looking at which developer can make money on this and then add on affordable housing
— affordable housing on those tracts and those developments have been the secondary priority.
Wells specifically mentioned that DC has not built independent living facilities for seniors. He also suggested DC find more "creative" ways to use buildings, like the Martin Luther King, Jr. Library downtown.
We have real estate on top of MLK Library. The Mies [van der Rohe] bldg was built for 5 stories. The structure is there. That is one of the most desirable places to live in the country. It's also one of the most expensive. If we thought of that as being the possibility of affordable housing for seniors, the place whereHe also accused the government of not being "smart" enough with its investments to ensure there is affordable housing in areas that will soon become more desirable. "We need to be land banking today on every route we're planning for the streetcar," he said. "We know the land value is going to go up. We need to be land banking along the streetcar lines so that we don't come back and say, 'Oh gosh, now this is so expensive, we need more cash out of the Housing Production Trust Fund in order to have less housing than we would have had if we had been smart to begin with."
— I can't think of a better place to live as a senior. You're on top of a library, you have services, medical services, the Y nearby...
Both Wells and Bowser talked about the problems of preserving affordable housing as well as creating more, and said that even DC's current investment will only do so much. Bowser said,
$100 million will get us little. If we do it for 10 years we'll get 10,000 new units. Our waiting list for public housing closed at 70,000 people. That already demonstrates a gap. We could spend a billion dollars and still have 10,000 people who are still in need of an affordable unit. An affordable housing strategy can't just be about creating units. It has to be about preserving and investing in the units we have.Bowser also pointed the finger at the Gray administration, which she said has slowed development projects on public land to a "trickle."
When I first got on the council, we were approving city-initiated projects every month. Now it's a trickle of projects that come out of the Deputy Mayor's office. It's a trickle coming out of DHCD. And there's just not enough urgency around the creation of [affordable housing] units, and we need to get more.
More than that, we see projects getting canceled and rolled back. I can't tell you the concern over the Deputy Mayor's office canceling the Park Morton project, or Lincoln Heights. So I can tell you there's interest in developing housing in DC.
Do we have to incentivize it in some parts of the city, yes. Do we have to have some government involvement, absolutely. But I haven't seen at this point anybody saying that I don't want to build anything in DC.
Jack Evans claimed credit for the Housing Production Trust Fund existing in the first place. "Everyone you talk to is going to take credit for that, but the bottom line is, it was a piece of legislation that had been in existence that Mayor Williams, myself, and Councilmember Fenty decided to put in place and fund."
Evans also talked about his efforts to extend rent control, and to provide tax breaks for homeowners.
I championed the tax cap that started out at 25%, went down to 10%, and I'm looking to see if we can even lower it further so that people in the city, all across the city, who own homes won't find themselves in the situation where their property taxes are driving them out. And on the senior level, again I have a bill that moved out of my committee, that if you're a senior citizen and you earn less than 60,000, are 75 years old and lived in your house for 15 years, you don't have to pay property taxes at all. ...
Last night I was over at Thomas house, a senior building, and many of the residents there were talking to me about how they have homes and how helpful this will to be for them to stay in their home instead of going into a retirement home.
Evans mentioned that residents of east of the river neighborhoods say they don't want all the affordable housing over there, but spread throughout the city. He said he wants to put that housing everywhere. When I asked how some would go in Ward 3, west of Rock Creek Park, he said it should happen when there is new construction involving public land, but didn't specify further where that public land might be.
Bowser also brought up this concern from east of the river. She cited Inclusionary Zoning as a way to get affordable housing elsewhere, and seemed confident that initial "kinks" could be worked out.
Andy Shallal would go further and increase the amount of housing DC requires under inclusionary zoning. IZ "asks something from developers that receive so much. We need to ask for much more, much higher percentages." Similarly for public property, he said, "We have to be mindful of how we use that public property, and not just give it away willy nilly, to make this city a pawnshop for developers."
Watch the complete housing discussions with the candidates:
As the DC Circulator celebrates its tenth anniversary, planners are weighing options for the system's continued growth. Tuesday evening, they held a public forum at Eastern Market to talk about ways to expand the Circulator and unveiled a new bus paint scheme.
Model Circulator wearing the new "comet" paint scheme parked at Eastern Market. Photo by the author.
Having expanded from two routes to five, the Circulator's core function remains to offer a frequent, reliable, inexpensive link between DC's activity centers and its neighborhoods. Planners are considering 7 possible new routes, which were on display at the forum.
District Department of Transportation officials say the one with the greatest support is a connection between Dupont Circle and U Street, followed by a Dupont Circle-Foggy Bottom link. The proposed "Abe's to Ben's" Circulator between the Mall and U Street could serve both links. The input planners receive will inform the expansion priorities they will recommend this summer.
I see one of Circulator's roles as to fill gaps in the Metrobus network that serve to better connect DC neighborhoods. I, too, cast my top vote for a Dupont-U Street connection, preferably starting by extending the Rosslyn-Georgetown-Dupont route up 18th Street NW and across U Street to Howard University.
My second vote is for an extension of one of the routes currently ending at Union Station north into NoMa, perhaps one way on First Street NE and the other on North Capitol Street. Buses already create congestion near Union Station by using Massachusetts Avenue, E Street, and North Capitol Street as a turnaround. Having a Circulator turn around in NoMa instead helps to alleviate this, while providing bus connectivity to the heart of a rapidly developing area.
It is interesting that DDOT proposes retaking the Convention Center to Southwest route from WMATA, which incorporated it into the Metrobus network in 2011 as Route 74. A DDOT representative explained that, as part of the 70s series, the 74 is considered a "regional" rather than a "local" route, and thus it is cheaper for the District to subsidize as Maryland and Virginia also contribute to it through WMATA's funding formulas.
At the forum, DDOT also debuted a Circulator bus wearing a new exterior paint scheme. Instead of two arcs representing the route map with the names of destinations, the new design has two swooshes that a DDOT representative described as "comets."
On display inside the bus were preliminary drawings by renowned transit vehicle designer Cesar Vergara of an interior for the next generation of Circulator buses. This would make Circulators' interiors more closely resemble those of the newest members of the Metrobus fleet, products of New Flyer.
DDOT presented a map of the planned National Mall Circulator, which will connect Union Station with the Lincoln Memorial via Madison and Jefferson drives and around the Tidal Basin next spring. The agency sought input on what to include at the stops along this route, like area maps, and lists of nearby attractions, and where one or two-day passes and SmarTrip cards should be sold.
Circulator's ridership numbers have declined slightly over the past two years compared to the previous two. David Miller, a transportation planner with DDOT contractor Foursquare Integrated Transportation Planning, speculated on the reasons for the dip and offered these hypotheses:
- Metrobus's service quality has improved, siphoning off former Circulator riders who once perceived Metrobus as a less attractive service.
- DC residents, particularly young adults, are gravitating towards more flexible car and bike sharing systems, aided by better bicycling infrastructure, for short trips to see friends or go shopping for which they previously used Circulator.
- Circulator buses are starting to get shabby. The fleet is 10-14 years old and is just now starting to undergo repainting and reupholstery.
Despite Circulator's branding as a service that connects shopping, dining, and entertainment destinations, a solid majority of riders use it to get to and from work. The average rider is a young adult with at least a college education making less than $40,000 per year. Most riders use Circulator on all days of the week, with pluralities using it daily, and take it round trip.
DDOT will release a final update of the Transportation Development Plan Summary Report this summer, and will hold another semi-annual forum this fall. Beyond that, aside from the spring 2015 implementation of the National Mall Circulator, there is no timeline for implementing any expansions of the system. Once DDOT comes out with its recommendations based on public input, it will be up to DC citizens to convince the Mayor and Council to fund them.
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