Posts about Buses
Redeveloping DC's McMillan Sand Filtration site will not choke neighborhoods in new traffic as long as the District follows through on transit plans, says a transportation study from the project team.
The most important element: better transit
The study says that it's quite possible to avoid burdening busy roads in the surrounding neighborhoods, as long as planned improvements to transit actually happen. The report says is transit is actually necessary regardless of whether the project goes forward or the site remains fenced off.
In the short run, improving the Metrobus 80 bus line on North Capitol Street, which WMATA has already designated a "bus priority corridor," will help the most. Other bus lines also need improvements that previous studies have identified.
The report also calls for building the proposed streetcar line along Michigan Avenue from Woodley Park to Brookland Metro. If these projects get delayed, he report recommends coordinated shuttles to the Brookland Metro station.
Along with some tweaks to surrounding roads, the traffic will be no worse with the McMillan project than if nothing gets built.
The report also calls for better bicycle and pedestrian infrastructure, including completing the street grid through McMillan, multiple pedestrian access points in each building, ample bicycle storage, and space for three Capital Bikeshare stations.
Top: Transit today around McMillan. Bottom: Proposed transit. Images from the report (p. 92 and 97).
While the study demonstrates the redevelopment can move forward without burdensome traffic impacts, it also points to potential problems that the project team will need to take care to address.
There needs to be ongoing pressure on the city and DDOT to move forward on transit. The city has moved slowly to upgrade transportation elsewhere, so project partners need to keep a close eye on progress.
Walking and bicycling conditions on and off the site also need more attention. Busy driveways on Michigan Avenue pose potential new conflict points for pedestrians and bicyclists. As the city reviews this project, it should take every chance to improve access and safety in the area. Also, while it's great to leave space for three Capital Bikeshare stations, the development should pay for at least one.
The transportation plan specifically cites a proposed DC Circulator route from Brookland to Tenleytown, which covers the same ground as the current H buses. Instead of duplicating existing service, DC and Metro could work together to improve existing H bus service. In fact, Metro recently studied the H lines and made several recommendations to make service faster and more reliable through the area.
New traffic signals will help pedestrians and bicyclists, but the added turn lanes and driveways on Michigan Avenue and First Street NW could pose additional barriers and hazards.
The report also recommends incentives to reduce driving, lower vehicle parking ratios, and encourage transit use in later phases. Instead, these efforts should start now.
With a redevelopment as large and controversial as McMillan, it's important to push for the right policy decisions. To voice your support for the right policy decisions regarding the McMillan redevelopment, head over to the Coalition for Smarter Growth to sign up to speak at an upcoming hearing.
The map shows where riders are going on Metro's busy 16th Street, 14th Street, and Georgia Avenue lines, plus a couple of smaller routes in the same part of town.
Every circle on this map is one bus stop. The larger the circle, the more riders get on or off at that stop.
It's a fascinating look at transit ridership patterns in DC's densest corridor. And it correlates strongly with land use.
Georgia Avenue is a mixed-use commercial main street for its entire length. Thus, riders are relatively evenly distributed north-to-south.
16th Street, on the other hand, is lined with lower density residential neighborhoods north of Piney Branch, but is denser than Georgia Avenue south of there. It's not surprising then that 16th Street's riders are clustered more heavily to the south.
14th Street looks like a hybrid between the two, with big ridership peaks south of Piney Branch but also more riders further north of Columbia Heights. 14th Street also has what appears to be the biggest single cluster, Columbia Heights itself.
DDOT produced this map as part of its North-South Corridor streetcar planning. It's easy to see why DDOT's streetcar plans are focusing on 14th Street to the south and Georgia Avenue to the north.
Likewise, this illustrates how a 16th Street bus lane south of Piney Branch could be particularly useful.
Cross-posted at BeyondDC.
In his last budget as mayor of DC, Vincent Gray continued to put funding into the DC Streetcar and also will expand the Circulator.
Likely transit projects in the near future. Map by the author.
Purple: streetcar; red: Circulator; green: Park Service Mall Circulator. Thin lines are running today or under construction. Thick lines represent extensions or new lines being studied.
All routes are approximate and don't include every twist and turn or multiple alternatives.
The capital budget devotes significant money on an ongoing basis to the streetcar. One quarter of all extra revenue above the base estimate for 2015 will go into streetcar construction (assuming future mayors keep it going). Over the next 6 years, that will bring in about $810 million.
DDOT is currently working to finish the H Street-Benning Road line, and planning to extend it east to Minnesota Avenue and west to Georgetown. Another line, which is under study, would go from the Southwest Waterfront to Takoma or Silver Spring, and DDOT is wrapping up a study on how to run a line through Anacostia and over the 11th Street bridge.
The budget also includes operating funds to start running the H Street-Benning Road segment once it is ready.
On buses, Gray has budgeted $56.6 million over 6 years to buy new buses for Circulator extensions:
- The Rosslyn-Dupont line to U Street and Shaw
- The Union Station-Georgetown line to the National Cathedral
- The Union Station-Navy Yard to the Southwest Waterfront
The budget does not, however, include any capital projects to design or build new dedicated bus lanes. This continues DDOT's pattern of indifference toward reducing delays in the city's bus lines.
There is $28 million to clear out the backlog of sidewalk rehabilitations and repairs, and money to fix up more alleys.
While his transportation department has made slow progress on the streetcar and virtually none on speeding up buses, Mayor Gray has shown a sustained commitment to fund transit projects. Will his successor do the same?
Update: It's worth pointing out that the east-west streetcar on K Street will get dedicated lanes for most of the length between Mount Vernon Square and Washington Circle, in the proposed K Street Transitway. Some buses will also be able to use that transitway. However, there are no bus-specific dedicated lane projects, and most designs for the north-south streetcar do not dedicate lanes, though a few do.
Watering can image from Shutterstock.com.
Streetcar opponents in Arlington have been arguing that better buses on Columbia Pike could provide as many benefits as streetcars, for much lower cost. This new study shows that claim simply isn't true.
Although streetcars on Columbia Pike will cost $200 to $250 million more than enhanced buses, rail will return $3.2 to $4.4 billion in economic benefits, compared to only $1.0 to $1.4 billion for bus.
This means the $2.2 to $3 billion worth of additional benefits from streetcars are approximately 10 times as great as the additional cost.
Arlington commissioned this new study to analyze the economic costs and benefits of streetcars and enhanced buses on Columbia Pike in a side-by-side, apples-to-apples way. The study also takes into consideration new data that's come out since previous studies, leading to more realistic forecasts.
An independent firm, HR&A Advisors, conducted the study. They took several steps, including literature reviews, case studies, and interviews, to establish the study's credibility as not advancing a predetermined outcome.
Enhanced bus isn't BRT
Streetcar opponents had hoped this report would demonstrate stronger benefits for buses, citing analysis from the Institute for Transportation and Development Policy (ITDP) that examined the benefits of Bus Rapid Transit (BRT) projects around the country.
The Columbia Pike study found that while many BRT projects do indeed have strong returns on investment, the conditions in those cities cannot be replicated on Columbia Pike.
Labels for transportation projects matter, and "enhanced bus" is not the same as "BRT." While the enhanced bus option on Columbia Pike would mean longer buses and off-board payment, these improvements wouldn't be enough to see the gains of true BRT. According to HR&A, citing the benefits of "full BRT" on Columbia Pike makes for "flawed comparisons."
The bus option costs more than earlier studies assumed
Although the streetcar option is more expensive than the bus option, the difference isn't as great as previously believed. The return on investment study notes some additional costs for enhanced buses that weren't a part of previous analysis.
Since the bus option would bring new articulated buses into the corridor, that would require building a new operations and repair facility for the buses somewhere nearby. Previous studies only counted a cost for a maintenance and operations yard for the streetcar, not for bus.
Also, adding more heavy 60-foot buses on Columbia Pike would require repaving the roadbed using more durable concrete, to handle the weight of the new buses. Previous studies assumed the streetcar would require roadbed and track construction, but didn't for the bus alternative. They had instead projected that buses would use the existing roadbed for no additional cost.
Enhanced buses are a good tool in many corridors, but the claim that they can provide equal benefits to streetcars on Columbia Pike should be put to rest once and for all.
The snail's pace of progress on speeding up DC's busy bus routes has taken another step, but a step backward: A dedicated bus lane east and west across downtown has moved from being on the list of projects to build in the near future back to the purgatory of projects in planning.
Elected leaders and transportation officials have been talking for several years about designing dedicated bus lanes for H and I Streets past the White House, which carry some of the highest volumes of bus traffic in the region. Numerous routes all converge there to travel east and west.
In 2011, staff from then-transportation chair Tommy Wells' office, the District Department of Transportation (DDOT), and WMATA were talking about how to move forward on bus lanes. Wells was really pushing the city to do more for bus riders, and WMATA had recently issued their "Priority Corridor Network" vision that recommended bus lanes, queue jumpers, signal priority, and more to maximize the region's large investment in bus service.
There was a consensus at the time around starting with one really high-quality bus route with dedicated lanes, real enforcement to make the lanes work, signal priority, and more. This demonstration project would go in a corridor where there are enough buses to make such a project really improve travel times for a lot of bus riders. Folks at the time agreed that a good place to start was H and I.
DDOT started collaborating with WMATA on a study about how to design these lanes. It also added a bus lane project for H and I onto the regional Constrained Long-Range Plan (CLRP), a regional mechanism for DC, Maryland, and Virginia to assemble their lists of transportation projects and ensure they comply with federal air quality rules.
Momentum stalls, and DDOT stops being supportive
The study took a long time to get through procurement, and there were other bureaucratic obstacles that slowed things down. Still, by late 2012 WMATA was close to having options ready to go. Instead, DDOT basically pulled out of the study.
In June of 2013, DDOT Director Terry Bellamy sent a letter to WMATA planning head Shyam Kannan, which we have been able to obtain. The letter says DDOT wasn't interested in pursuing the option of two-way buses using a contraflow lane on H Street, which is what the study ended up recommending.
This year, DDOT removed the bus lanes from the CLRP, and is listing them as a study rather than a project to actually happen. Councilmember Mary Cheh asked about the project this spring in preparation for the annual oversight hearing, and DDOT's response is a classic engineer non-answer saying, in effect, that there are a lot of technical details to work out, and maybe they will work them out sometime in the future, but not now.
What's going on? Mostly, DDOT couldn't do this and the streetcar on K Street at the same time. According to Sam Zimbabwe, DDOT's Associate Director in charge of planning, building the K Street dedicated lanes for the streetcar will likely require moving buses temporarily off K, rerouting traffic, and more, although DDOT has not decided the details this time. DDOT may need the flexibility to configure H and/or I in various ways during construction on K.
The agency is also concerned about operational issues, such as how driveways into parking garages and deliveries would work with the lane. As DDOT's responses to Mary Cheh show, the agency also wants to look at fixes identified by the WMATA study that don't involve a lane, such as ways to reduce bus dwell times at stops or prohibiting right turns at some intersections during rush hours.
Sources who participated in internal bus lane discussions, and insisted on remaining anonymous, also say that during the study, DDOT was going through environmental review for the K Street streetcar, and having better bus service on H and I would have reduced the apparent benefit of investing in the streetcar.
Will bus lanes take a generation?
DDOT is still keeping this project on its list of projects under design, and the moveDC long-range plan still shows bus lanes here. But it's clear that, perhaps because of staff turnover or political priorities, DDOT has gone from trying hard to build a bus lane to thinking of this as a low priority at best.
There's more momentum at the moment for a 16th Street bus lane, and maybe that can be the first example instead of H and I. But any lane will need a detailed analysis that could take a year or more, and would have to go onto the CLRP. The H and/or I Street concept had already surmounted at least these obstacles, and could have become reality more quickly.
Even if DDOT has good reasons to wait on H and I, there are always reasons to slow down or not to move forward. Over the years, there has also been plenty of off-the-record finger pointing between DDOT and WMATA about which agency is not doing what needs to be done. Ultimately, it takes courage and commitment to actually work through all of the issues, problems, and community concerns and build something, just as DDOT is now doing with several streetcar lines.
The streetcar is a good project, but there will still be many bus lines serving large numbers of riders. The streetcar will attract a lot of transit riders and drive growth in corridors like H Street, but without dedicated lanes (and in most places, there won't be), it won't be a speedy way to get from one part of the city to another. There also won't be streetcars everywhere in the city, and definitely not Metrorail lines, which are extremely expensive.
Buses move a lot of people today, and if they could spend less time in traffic, could move a lot more without more expense, or save a lot of money. (On 16th Street, for example, the delay around not having bus lanes adds $8 million a year in costs that either could go to more bus service or other city priorities.)
The reasons are clear, and many opportunities are available if and when the transportation department wants to pick up on them. It will just require leadership that's interested in actually making it happen.
The Metrobuses on 16th Street NW carry half of all traffic during peak hours, using only 3% of the vehicles. But buses share street space with cars. If they had their own lane, WMATA could save close to $8 million a year.
It goes without saying that it costs money to run buses. But it's less obvious that the speed of a bus is directly related to the cost of providing the service. Simply put, if we double the speed of a bus, we can provide the same service for half the cost. Or for the same cost, we can provide twice as much service.
Bus lanes are one of the tools we can use to make buses move faster and be more efficient. On 16th Street, since buses carry such a large proportion of the users of the street, bus lanes are a perfect tool. Talk of a bus lane has even made it into the mayoral race, though it's not entirely clear how strongly each of the candidates would support it.
WMATA's Priority Corridor Network study looked at several corridors, including 16th Street. It determined that, if nothing changed, by 2030 a bus would take about 40 minutes to get from Silver Spring to McPherson Square. However, if there were a bus lane, buses in 2030 would be able to cover the same distance in just over 20 minutes.
That means a bus lane would cut transit travel time in half. It would also mean that a bus rider could cover the distance between Silver Spring and downtown DC faster than a motorist, which would make transit more competitive.
But even with one fewer lane, estimates show that motorists' travel time wouldn't increase significantly. With the bus lanes, a 2030 car trip would be 4 minutes longer than without them.
Right now, it costs $16.1 million dollars each year to run the 16th Street buses, the S1, S2, S4, and S9. Bus lanes could cut those costs in half. And that means there's an opportunity cost of not installing the lanes. That cost is about $8 million dollars a year.
Of course, because the 16th Street Line is a regional route, that money wouldn't all go back to the District's coffers. It would go back to all the jurisdictions. DC would save about $3.3 million, Prince George's would save about $1.4 million, and Montgomery and Fairfax would save about $1.1 million each.
The District should support bus lanes on 16th Street not only because it's good for transit users. They should also support the bus lanes because they represent a more efficient use of the space (remember, buses move 50% of the people on 16th Street already). But just as importantly, the District should support bus lanes because there's a real monetary cost to the region for not supporting them.
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.
Alexandria is putting the finishing touches on their part of the region's first Bus Rapid Transit line, the Crystal City/Potomac Yard Transitway, and Arlington has begun work on their section. The transitway's first phase will open this summer, and it will be completely open in 2015.
This project will speed up bus service along the Route 1 corridor between Arlington and Alexandria by creating transit-only lanes. Buses will come every 6 minutes and will operate earlier in the morning and later at night. Stations will have real-time arrival screens and ticket kiosks to allow people to pay before boarding the bus, speeding up service.
Arlington has already created a limited-stop bus service, the Metrobus 9S, as a precursor to what's coming. In addition, a new Metrobus 9X route branded "Metro Way" will travel the entire busway between Braddock Road and Crystal City and continue to Pentagon City. Other buses will use the transitway as well, including the Fairfax Connector and private shuttles.
The transitway is a joint effort between Arlington, Alexandria, WMATA, and the federal government. It will serve Crystal City and Potomac Yard, which are both growing rapidly. Alexandria is planning a new Metro station at Potomac Yard as well. But many of these areas are too far to walk to that station or the existing Crystal City and Braddock Road Metro stations, so officials are hope the transitway will make them easier to reach.
Eventually, Arlington will run streetcars in the transitway that connect with the future Columbia Pike streetcar at the Pentagon City Metro station.
Meanwhile, Alexandria no longer has any streetcar plans and will use the transitway for BRT indefinitely. Alexandria may also eventually add streetcars to their portion, but Alexandria's planning is on hold while they focus on their infill Metro station.
I asked county officials why Arlington didn't put in streetcar infrastructure in the first place. The federal government provided a grant for busway construction, and although Arlington is free to upgrade to streetcar later, the original construction has to follow that busway agreement. But Arlington's Capital Improvement Plan, to be released this spring, will include an updated streetcar construction schedule.
This project has largely flown under the radar, and without the controversy that has followed other transit projects in Arlington like the Columbia Pike streetcar or the "million dollar bus stop." I asked why this was, and was told that the Crystal City/Potomac Yard Transitway enjoyed a lot of community support from residents and businesses who want better transit service.
It seems that people generally agreed that the transitway could help make Crystal City easier to get around. And since the line passes mainly through office buildings and what are currently empty fields, there weren't the same concerns about gentrification on Columbia Pike. The county should definitely look at the specific differences for why these projects were received so differently, and how to apply those lessons in the future.
Bus ridership in the DC area is growing, and in some congested corridors, buses carry half of all traffic. Regardless of mode, dedicated transitways are a great way to provide dramatic improvements to transit riders. This will be a great BRT line, and eventually a great rail line as well. Metro Way and the Crystal City/Potomac Yard Transitway are a big, but not final, step in the right direction.
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.
A new MetroExtra bus route could connect the entire Rhode Island Avenue corridor between downtown DC and Mount Rainier for the first time. Unfortunately, there isn't any funding yet.
The proposed MetroExtra G9, based on this map from WMATA. Click for an interactive map.
At a Bloomingdale Civic Association meeting Monday night, WMATA unveiled a proposal for a route that would run along the Rhode Island Avenue corridor from downtown DC to Mount Rainier with a single-seat ride. Today, this can't be done without changing buses at least once, a holdover from DC's original transit system planned and built over 80 years ago.
The proposed MetroExtra route G9 is an outcome of the latest of several studies of major bus corridors, this one encompassing the G8 Metrobus, which runs between Michigan Park and Farragut Square, and the 80s, which run between the Rhode Island Avenue Metro station, College Park, and Calverton. (This study does not appear on the Metrobus Studies Website yet.)
The route would make more limited stops than the other bus routes along the corridor, stopping at about every half-mile. It would give residents of Ward 5 and Mount Rainier more frequent and more direct service to downtown, and offer them quicker connections with other major bus routes, such as the 70s, 90s and 80.
Today's bus routes are a legacy of DC's old streetcar
Today, most buses along Rhode Island Avenue follow routes set decades ago, when DC and its travel patterns were very different. A look at the 1958 map of the DC Transit system shows the 82 streetcar line, which went to Branchville (now part of College Park), followed its own right-of-way in Prince George's parallel to the B&O (now CSX) railroad tracks that now host MARC's Camden Line. From there, it turned south off of Rhode Island Avenue onto 4th Street NE, cut through Eckington onto New York Avenue, then south on 5th Street NW into downtown.
Today's P6 bus roughly traces this part of the old streetcar route. There were also E2 and F2 buses that came east on Rhode Island Avenue from downtown: the F2 took 9th Street NW, as does today's G8, and the E2 went around Logan Circle and took 15th Street NW. Both of these buses turned north from Rhode Island Avenue onto 4th Street NE into Edgewood and Brookland, right where the 82 streetcar turned south.
Section of the 1958 DC Transit map showing Rhode Island Ave and 4th St NE. Reprinted map available at the National Capital Trolley Museum.
Today, the G8 and P6 buses do the same thing. But there's still no bus route that continues on Rhode Island Avenue west of 4th Street NE. As a result, those traveling from Mount Rainier or Ward 5 into downtown must either transfer from the 81, 82, 83 or 84 bus to the Red Line, or take the P6 or walk about 1900 feet under the railroad overpass to get the G8 at 4th & Rhode Island NE to continue west.
The G9 route, as proposed, would terminate at Mont Rainier's former streetcar turn-around. WMATA should consider extending it further north into the rapidly developing Hyattsville Arts District, or perhaps to Route 1 and East-West Highway, where the new Whole Foods will go, or even into downtown College Park. This would make it more of a regional connector that, if it ran frequently enough, might attract a few more commuters out of their cars on this congested portion of Route 1.
It is unclear whether the proposed G9 bus would, like currently operating MetroExtra routes, only run during the day on weekdays and possibly Saturdays, or if it would be a more round-the-clock operation. That will likely depend on the level of funding that is available.
But it is good to see WMATA planners thinking outside the box of historical patterns of bus service to come up with a more sensible service along one of DC's major arteries.
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