Posts about Buses
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.
See all of the discussions here.
Jim Graham, the councilmember for Ward 1, has always been a staunch supporter of bus transit. But he's much less sanguine about DC's plans to build a network of streetcars.
Graham pushed to keep bus fares down when on the WMATA Board, and he proposed the Circulator route that runs from McPherson Square to U Street, Columbia Heights, Adams Morgan, and Woodley Park.
I asked Graham if we should have dedicated bus lanes. He said:
I was very much an advocate for creation of express bus on 16th street and on Georgia Avenue [the S9 and 79 buses]. Both of those happened while I was involved. It's good but there's still terrific bus bunching. ...
Metro/WMATA has always treated the buses like stepchildren. They're kind of assigned to the coal bin of Metro. And it's been a slow process pulling the bus transportation out of that second-class status and into first-class status. We're not there yet. And I think a dedicated lane
— because I think rapid bus makes a lot of sense.
When we compare the cost of rapid bus to light rail, and we compare the problems of light rail to the relative ease of rapid bus, I think it's a very strong case. The notion of light rail running down Harvard or light rail running down 18th Street in Adams Morgan? It's... it's quite a profound change.
Because people forget that streetcars break down. I think nobody remembers that they break down. I rode streetcars in the '50s and '60s and they broke down. And when they broke down there was such a terrific backlog of traffic and congestion as the car had to be pulled away. That's just in the nature of things. Look at the Metro trains!
Not to mention the fact that you've got the trolleys taking up an awful lot of roadway space, and that's going to create other challenges.
"H Street is perfect" for streetcars, he said, in part because it is "very broad." But there's also a debate about whether H Street should one day have dedicated lanes (Charles Allen would like to consider it, while Darrel Thompson doesn't think it would work, for example). Graham said:
I was 12 years on the Metro Board. (I don't want to say too much about that right now.) But I became convinced that if we had really good rapid bus, people would be very happy to use it. And we wouldn't have the enormous cost of capital investment that we have related to trolleys. Trolleys in some ways are sentimental and they're kind of exciting and new. But rapid bus can deliver, and we know plenty of examples where it has delivered.Nadeau wrote in an email, "I'm fully supportive of a streetcar for Georgia Avenue and excited about the conceptual drawings circulated last week. It's a great opportunity to strengthen a commercial corridor that has largely been forgotten by our current leadership."
As for the 16th Street bus lane, she said in the interview that not only does she think it's a good idea, as Graham does, but she is pushing to make it a reality (unlike, she says, her opponent):
One of the things I'm working on right now is the 16th Street [bus] lane. That was a proposal that came up in 2009, 2010 when Graham was chair of the transportation committee, and it still has not been studied and implemented. ... When that study was done, 30% of all traffic on 16th Street was the bus. And now, it's more than 50%.
Watch the whole discussion with Graham about transportation here, including conversations about car dependence, parking, and pedestrian and bicycle safety.
We conducted the interviews at the Watha T. Daniel/Shaw library and the Gibson Plaza apartments, a mixed-income market rate and affordable housing building also in the Shaw neighborhood. Thanks to Martin Moulton for organizing the space and recording and editing the videos.
The National Park Service plans to create a new Circulator route around the National Mall. NPS and the city could also improve transit options to nearby neighborhoods with a line from the Mall to Foggy Bottom, Dupont Circle, and U Street.
The Advisory Neighborhood Commissions (ANCs) for Foggy Bottom and Dupont Circle have voted to ask NPS and the city to consider such a route, which we have nicknamed the "Abe's to Ben's" or "A to B" route.
The planned Mall Circulator route, which NPS plans to fund in part with revenue from new parking meters along the Mall and in West Potomac Park, is an excellent beginning and will improve transit accessibility to some of DC's most popular attractions.
At the same time, the route, which goes east-west along the Mall to and from Union Station, doesn't give tourists an easy path off the Mall and into the neighborhoods to support our local businesses.
More than 4 million tourists visit the Vietnam Memorial and the Lincoln Memorial, two of the most popular landmarks, each year. But the area still has poor transit service, with little Metrobus service and the nearest Metro station ¾ of a mile away.
The "Abe's to Ben's" line would begin at the triangle in between 23rd Street NW and Henry Bacon Drive, by the Lincoln Memorial. The bus would then travel north along 23rd Street and provide service to the State Department, Columbia Plaza, and George Washington University's main campus before meeting up with the Blue and Orange lines at the Foggy Bottom-GWU Metro station at 23rd and I Streets.
From there, it would proceed up New Hampshire Avenue and around Washington Circle to the southern entrance to the Dupont Circle station on the Red Line. It would continue around the circle to 18th Street and travel north to U Street before heading east to the U Street Metro station, the Green and Yellow lines. It could then end near the African-American Civil War Memorial (linking Park Service sites at each end) or Howard University.
This Circulator route would improve transit connections for both residents and tourists, providing a one-seat ride between the Mall, downtown, and mid-city neighborhoods. It would provide a direct connection to all 5 Metro lines, a crucial reliever of core Metro capacity and an alternative during service disruptions.
It would also restore bus service on the east side of Dupont Circle which ceased two years ago when Metro re-routed the L2 away from 18th Street. With this proposal, all of the bus pads that were installed as part of the streetscape project on 18th just a couple of years ago can serve a purpose again.
What about other routes?
DDOT's 2011 Circulator master plan envisions extending the current Rosslyn-Dupont route to the U Street and continue the National Mall route up 23rd Street and over into Georgetown by way of Pennsylvania Avenue.
There are better ways to expand service. An extension of the Mall Circulator into Georgetown would be redundant with the 31 Metrobus, but with less utility since the 31 serves the entirety of the Wisconsin Avenue corridor up to Friendship Heights.
Extending the Rosslyn-Dupont route, on the other hand, raises issues about service reliability and neglects to serve Foggy Bottom and the National Mall. The current route already must traverse congested L and M through Georgetown and the West End.
Our proposal introduces a more direct, less traffic-choked connection to the Blue and Orange lines for Dupont and mid-city residents, while implementing service in areas of Foggy Bottom that don't have good transit service.
Our proposal isn't perfect. We're not transit professionals; we're community activists looking to improve connectivity between our neighborhoods in a way that reduces automobile dependence and hopefully serves many of the city's goals.
We know, for instance, that there many not be enough demand for Circulator service on the National Mall at 11 pm on a Saturday, but there may be a lot of demand in U Street and Dupont Circle. We also would love to extend this route proposal farther east to Howard University, with its transit-dependent student population. We welcome suggestions as to how to resolve these, and other, potential dilemmas.
Tonight, February 25th, DDOT will hold its semi-annual forum on the Circulator, where members of the public can comment on future service. This is a critical opportunity to ask agency officials to consider our proposal.
Despite the long road and uncertainty that lies ahead, we feel that this idea is one worth sticking with and fighting for. It would benefit residents, workers, and tourists alike, while providing benefits for local businesses and inducing additional tax revenue for the District.
Now that the National Park Service has changed the rules of the game, it's time to examine the opportunities, and provide better transit options for everyone.
I've definitely had the conversation depicted on this ad, which is hanging in a Metro station. It's like WMATA doesn't get me at all.
Crossposted at BeyondDC.
Barracks Row Main Street recently presented two design alternatives for a new plaza at the Eastern Market Metro station. Both concepts go a long way to uniting the plaza, which is currently broken up into six pieces, while making it greener, cleaner, easier to traverse, and more inviting.
Last month, architect Amy Weinstein of Esocoff & Associates and landscape architect Lisa Delplace of Oehme van Sweden revealed the two concepts at a public meeting. Both designs bring life to the unkempt, desolate green space that's there today by adding fountains, play areas for children and adults, and public art. Barracks Row Main Street is accepting public comments on the two designs through the end of this week.
Proposals include a mini-Capitol Hill, shady forest
Each design addresses each of the plaza's six pieces, which are divided by Pennsylvania Avenue and 8th Street SE, and include the two median strips on Penn.
Parcel 1 is the northeast corner of the plaza and one of the two largest parcels. Both concepts turn it into a pair of "play" areas, one fenced in for children, and another open area for adults, which are separated by a diagonal path between Pennsylvania and South Carolina avenues.
In Concept A, the children's area would be larger and have two themed "playscapes," including a miniature Capitol Hill with the Capitol building, and a tiny Anacostia Watershed with rubber berms for climbing and rolling and a river with playable pumps and water wheels. In Concept B, there would be a smaller children's area themed after the Navy Yard, without any miniature buildings.
On the adjacent lawn, people can sun, do yoga, read, and socialize. This area would be larger in Concept B and have hedges along the north and west sides to create more separation from the street and homes.
Parcel 4 is the other large parcel in the southwest corner, where the Metro entrance is located. Both concepts include another lawn, as well as an interactive fountain, an "infohub," a busking area, and a redesigned Capital Bikeshare station and parking area. In Concept A, the space becomes a "shade tree bosque" with trees, tables, and chairs in a bed of gravel.
Meanwhile, Concept B proposes an extension of the Southeast Neighborhood Library in a pavilion in the plaza, which would connect to the rest of the library in a tunnel under 7th Street SE.
Parcels 2 & 5 are the medians. While community members are interested in turning them into usable park space or adding bike lanes, DDOT asked the design team not to consider these options until the agency does its own corridor-wide study of the area.
Instead, the design team proposed new landscaping with barriers to discourage jaywalking. Concept A would add fenced-in bioswales that collect and filter stormwater, while Concept B adds raised, planted medians, like those on Connecticut Avenue.
Parcels 3 & 6 are the small islands on the northwest and southeast corners of the plaza. In both concepts, they would become bioswales surrounded by a continuous bench.
The design team took time to discuss additional issues important to the community. They talked about preserving existing trees, which many residents wanted, as well as which other trees might be appropriate for planting there. The designers also talked about ways to solve the plaza's rat problem, such as solar-powered trash cans, trees that repel rats, and eliminating standing water.
The designers also looked at ways to increase pedestrian safety with refuge islands and curb extensions. To improve traffic flow, they considered removing D Street on the south side, east of 8th, and reversing the direction of D Street on the north and south sides of the plazas. Finally, they proposed some moving bus stops, taxi stands, and car sharing spaces.
No one will love every one of these ideas, and there are some desirable amenities that neither design includes, like a dog park. But there are some really interesting ideas in these plans, and either concept would go far in making the plaza more of a park, rather than a place you just walk through to get somewhere else.
The National Capital Region Transportation Planning Board approved the draft Regional Transportation Priorities Plan two weeks ago. It advocates a "fix it first" approach that directs resources towards keeping the transportation assets we have in good shape, rather than building massive new facilities that may be costly to maintain.
The plan is a significant victory for smart growth advocates because it doesn't call for building any new highways. Maintaining Metro is the highest-scoring strategy overall. The plan calls for new transit facilities including both streetcar and bus rapid transit (BRT) lines, potentially using new express toll lanes on existing highways.
It also recommends capacity improvements like expanding Metro capacity in downtown DC, and focusing growth around existing transportation hubs and employment centers, offering more alternatives to driving. However, it relies on elected officials in local jurisdictions to make it happen.
The plan's supposed to inform future updates to the region's Constrained Long-Range Transportation Plan (CLRP), a more specific list of recommended capital investments, including this year's update. The CLRP's existing baseline includes the Silver and Purple lines, the planned DC streetcar network, and Arlington's Columbia Pike and Crystal City streetcars.
But first, local governments need to invest in the transportation infrastructure we already have. "The success of all other strategies to improve transportation in our region relies on an existing system that functions properly and is safe," the plan states. That includes Metro trains that run reliably and aren't overcrowded, bus stops that are easy to get to, roads and sidewalks that are smooth, structurally sound bridges, and efficient traffic signals.
Another key aspect of the plan is its focus on the region's activity centers, places like downtown DC or Bethesda that are walkable, bikeable, and well-served by transit. Simply directing more growth to these places can reduce car trips across the region. More people would have the opportunity to live or work there, while those who still chose to live elsewhere would have more options for getting to activity centers.
As MWCOG Principal Transportation Planner John Swanson put it, "We don't just focus on supply-side additions to the system, but also on managing demand."
Creating more activity centers is one of five central long-term strategies of the plan. The others are adding more capacity on the existing transit system, enhancing circulation within activity centers, encouraging BRT and other cost-effective transit services, and more express toll lanes.
At a press event January 15, Swanson emphasized that the Regional Transportation Priorities Plan is part of on ongoing planning process. It "shows why land use matters and why a lot of little decisions like [building better] bus stops matter," Swanson added. "If they aren't accessible and attractive, other work is for naught."
The TPB recommends focusing on "modes that can move more people at lower cost." The plan generally avoids citing specific projects or locations of concern. Rather, it's intended as a guide for state, county, and municipal officials as they determine which transportation projects deserve a share of their limited budgets.
Whether the vision comes true or not will depend on the elected leaders of the member jurisdictions. It will also require restoring citizens' trust in their government, meaning government must demonstrate that it is taking citizen input seriously and is getting the most bang for taxpayers' buck.
Among its other specific suggestions:
- Local governments should help Metro reach its state of good repair goals outlined in Metro Forward.
- Give Metro the resources needed to add capacity, including by adding more eight-car trains and increasing pedestrian flow capacity at constrained stations like Union Station.
- Enhance and expand commuter rail service, primarily by addressing its two biggest constraints: limited capacity at Union Station and over the decrepit Long Bridge, the region's only crossing of the Potomac for commuter, intercity passenger, and freight trains.
- Make major investments in relatively inexpensive pedestrian and bicycle infrastructure. It cites the District's success with new bike lanes and expanding Capital Bikeshare, and says adequate sidewalks and crossing signals are still lacking in much of the region.
- Alleviate bottlenecks in the highway network by building new on- and off-ramps, extra turn lanes, and adding lanes in limited cases.
- Grow the network of electric car charging stations to incentivize their use.
- Make the road network safer and more efficient by such often-overlooked strategies as providing more real-time information to drivers, and by updating existing traffic laws, particularly to offer more protection to pedestrians and bicyclists.
The TPB's next step is to disseminate the plan to both elected and administrative officials in all member jurisdictions and explain how it works. The plan highlights broad agreement at the regional level, and gives jurisdictions a framework for decision-making.
If it agrees, for example, that maintaining the existing system is the top priority, then its practices should reflect that. Thanks to language in a resolution the TPB adopted on January 15, the RTPP will guide DC, Maryland, and Virginia when they propose projects for inclusion in the CLRP.
"This work fits into a broader picture of what people are asking for," said Todd Turner, TPB member and Bowie city councilmember. "[Once people] see the impact of funding decisions on them, they become more supportive."
Read together with MWCOG's Region Forward plan, its Climate Change Report, and its Activity Centers map, the RTPP should guide the region to a better-managed, more transit-oriented, and more sustainable transportation future.
Transit advocates want bus lanes on 16th Street, and DDOT's latest MoveDC plans call for them, but at a recent community forum, Ward 4 Councilmember and mayoral candidate Muriel Bowser expressed skepticism that they're possible.
Here's how they might be able to work.
Yes, 16th Street really is that wide
16th Street is 50 feet wide, curb to curb, for pretty much its entire length. But those 50 feet are arranged in three different configurations, depending on the location.
North of Arkansas Avenue, 16th Street has two lanes in each direction with a raised median down the middle. The presence of that median makes this section the hardest to change.
Between P Street and W Street, 16th Street only has four lanes and lacks a median. But it's still 50 feet wide. The four lanes are just excessively wide.
Between Arkansas Avenue and Park Road, 16th Street's same 50-foot width is split into five 10-foot lanes. This section is the most informative, and illustrates how a bus lane might fit in.
Two sections of 16th Street. Same width, different lane configurations.
Image by the author using Streetmix.
Flexible lanes are the key
There are many demands on 16th Street. Residents want on-street parking. Drivers want two lanes open for cars in each direction. Transit riders want bus lanes.
Ideally we could accommodate all that on one street and still keep it pedestrian-friendly. But with exactly 50 feet to work with, compromises are necessary.
At off-peak times, both car and bus traffic on 16th Street moves pretty well with just one lane in each direction, leaving the curbside lanes for on-street parking. It's only at rush hour that more lanes are really necessary.
The solution so far has been to restrict parking at rush hour, allowing the curbside lane to carry traffic at peak times. But north of Arkansas Avenue and south of W Street, where 16th Street is configured with only four total lanes, that solution leaves out a dedicated bus lane.
Using the five lane configuration, however, allows the curbside lane to become a bus-only lane at rush hour, while leaving the center reversible lane as a 2nd general traffic lane. For the most part, everybody gets what they want.
Theoretically, DDOT could apply this configuration to the existing five lane stretch of 16th Street more or less immediately. And although the median north of Arkansas Avenue is hard to change, restriping the four lane section south of W Street should be relatively easy.
And while a peak-period bus lane between P Street and Arkansas Avenue might not be as great as a full busway all the way from Silver Spring to K Street, it would still be one heck of an improvement over current conditions.
Will this actually happen?
Of course, what's theoretically possible and what's practically achievable aren't always the same. DDOT would need to study this much more closely before implementing it.
One potential holdup is that 10 feet is awfully narrow for a bus lane. Usually bus lanes are 11 or even 12 feet wide. But 10-foot lanes seem to be working now between Park and Arkansas, so why not further south as well?
A pilot project on the existing five lane section might help determine if this is a workable configuration. Dupont Circle ANC Commissioner Kishan Putta suggested a pilot project in December. According to Putta, DDOT staff "said they were interested." That's certainly encouraging.
As for Bowser, she sent this statement in an email to Ken Archer, who had tweeted about the news:
I never said I don't support bus lanes. As I recall, I believe I said I don't think it would work on 16th Street; though I was not responding to any specific proposal. My response was based on my many years of observing traffic patterns on the corridor-- but not actual data. I went on to say, which has unfortunately not shown up in your tweets, that signal prioritization is a strategy on the books, with funding that needs to be implemented. As I mentioned to you, I'm happy to review and consider an actual dedicated bus lane proposal that proves to help the most people.Cross-posted at BeyondDC.
- Is a walkable neighborhood out of reach for you?
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