Intercity Buses - Greater Greater Washington

Metro backs out of transit center

Fri, 26 Apr 2013 08:38:00 EDT

WMATA does not want to run the Silver Spring Transit Center. While they will still run Metrobuses at the facility, they've abandoned their plan to also use it for intercity buses. (Post)

Comment

And and...

Wed, 27 Feb 2013 08:03:00 EDT

by David Alpert

Fung Wah takes most of its buses out of service after finding cracks. (Post) ... A hit-and-run driver killed a woman crossing Connecticut Avenue in Wheaton. (Post) ... VRE will make it cheaper to ride Amtrak trains. (Potomac Local)

Comment

Ivy City sues to stop buses

Mon, 13 Aug 2012 11:16:00 EDT

by David Alpert

The Gray administration proposed storing intercity buses in Ivy City when they're not loading or unloading at Union Station, but residents have sued to stop the plan, saying Ward 5 is being used as a "dumping ground." (Post)

Comment

Deregulate our streets!

Tue, 05 Jun 2012 12:16:00 EDT

by Diana Lind

Last Thursday, officials from the federal department of transportation closed down 26 bus operators who provide service in chinatowns along the East Coast, citing safety violations.

Photo by willandbeyond on Flickr.

If you've ever been a passenger on what is commonly known as "the Chinatown bus," regulators' concerns should come as no surprise. The buses are old, dirty and often lack basic amenities like air conditioning; their providers dismiss the idea of customer service and have been evasive with regulators in the past.

But while closing these bus companies may save lives (only 26 people died in bus accidents in 2009, compared with more than 13,000 in passenger cars and more than 10,000 in light trucks such as SUVs), the way we regulate transportation in cities results in a paucity of inexpensive and safe transit options that could save us all time, money and environmental costs.

The Chinatown buses were able to flourish for two reasons: A loophole in parking rules allowed buses to idle on certain streets in Chinatown, and Ronald Reagan's Bus Regulatory Reform Act of 1982, which made it easier for interstate buses to pick up passengers and set rates as they pleased. By eliminating the costs of infrastructure, amenities and marketing, the Chinatown buses only have to pay for a fleet of buses, a limited staff and gas; this translates into $10 fares from New York to Boston.

Major operators like Greyhound caught on, leading them to develop the BoltBus, which follows the Chinatown bus model and is nearly as cheap, seemingly a lot safer and has reliable wi-fi. This is how the market is supposed to work in favor of people: Increasing the options for consumers and thereby lowering prices.

But that's not how it usually works in transportation. As someone who believes that strong regulation is incredibly important for industries such as Wall Street, which is literally tied to the economy of the rest of the world, or the energy industry, whose impacts on the environment can be irreversible, I also believe that transportation regulation at all levels of government is holding our cities and our economy back.

In many cities around the country, people are marooned by public transit that is often unreliable, infrequent, unsafe or just nonexistent. Private providers find it nearly impossible to supply alternatives. A start-up website called Uber that allows people to hail a licensed black taxi, recently was set up in a sting operation in Washington, DC by the local taxi commissioner for failing to comply with District regulations. Regulation has zeroed out private alternatives to public transit in cities, forcing people to take transit into their own hands—or, more accurately, into their own cars.

Photo by danielkaempfe on Flickr.

But what if there were other options? In New York, which has transit options that any other American city would envy, there's such great density that it supports many more niche transit options. "Dollar vans," which largely fly under the regulatory radar, are a popular service for many people in Brooklyn.

These kinds of systems called colectivos flourish in Latin and South America, as well as other regions of the world, where private cars and public transportation fail to meet users' needs.

A lack of competition in transportation options has caused all transit modes to be more expensive than they need to be. Why should an Amtrak from Philadelphia to New York routinely cost $45? A private Japanese company has just opened an office in Texas with plans to amass $10 billion to support a high-speed line between Houston and Dallas-Ft. Worth—one imagines that will beat Amtrak not just in terms of price, but speed of completing the project.

If we opened our streets and rails more transportation operators, undoubtedly it would benefit our intertwined problems of high prices, congestion and slow service. But just last Friday, the New York State supreme court thwarted Mayor Michael Bloomberg's attempt to sell more than $1 billion worth of taxi medallions that would have increased taxi service in underserved boroughs and allowed for street hailing.

To be sure, the idea of deregulated transportation sounds bad. Deregulated transportation in many developing countries is notoriously unsafe and can have grave consequences. But there needs to be a middle ground between rolling death traps and a transportation system that is killing our economy. New York Sen. Chuck Schumer's proposal of creating a clearly posted letter-grade system to identify the quality of Chinatown bus services is a great one; this model could be applied to other kinds of new transit providers that serve niche markets. Auctioning off transportation licenses or city-owned property to support infrastructure for alternative transportation modes could be a new source of revenue in other cash-strapped cities.

The Chinatown bus companies emerged from strong immigrant communities with an entrepreneurial work ethic; while the practices that prompted government intervention seem shady, let's not forget this country needs this kind of ingenuity to survive and our government should be working its hardest to support those who have found ways to bring new, inexpensive transportation options to our roads and rails.

Cross-posted at Next American City.

34 comments

For: alternatives to cars, civil rights online (Apr 21, 2003)
Banishing buses to L'Enfant (Jun 18, 2008)
Can a private model build the transit we need? (Feb 8, 2010)
Uber deserves a chance to succeed (Jan 14, 2012)
Nadler transit amendment passes on voice vote (Jan 28, 2009)

Bye dangerous buses

Fri, 01 Jun 2012 08:33:00 EDT

by Steven Yates

USDOT has shut down 26 intercity bus companies including 2 "Chinatown" buses in DC as part of a safety crackdown in the wake of fatal crashes. (Bloomberg, Examiner, charlie)

Comment

Banishing buses to L'Enfant (Jun 18, 2008)
DC2NY says DDOT rules will kill their business (Jun 23, 2008)
Proof and Examiner monger fear of youth in Chinatown (Aug 11, 2011)
Should Chinatown be Times Square? (Mar 10, 2010)
Struck in DC this week: 5 pedestrians, 1 cyclist (Oct 3, 2010)

Battle of the buses

Thu, 29 Dec 2011 10:22:00 EDT

by David Edmondson

MegaBus has petitioned the U.S. Surface Transportation Board to break up BoltBus, a joint project between Greyhound and Peter Pan bus lines, arguing the regulations that allowed the BoltBus partnership are out-of-date. (Bloomberg)

Comment

Not so deluxe

Thu, 25 Aug 2011 08:45:00 EDT

by David Alpert

A Washington Deluxe bus from New York City crashed with a tractor trailer on the New Jersey Turnpike. "About a dozen" people suffered minor injuries. (Post)

Comment

Why isn't an Amtrak ticket cheaper in the Northeast?

Mon, 22 Aug 2011 14:45:00 EDT

by Malcolm Kenton

Many DC-area residents would prefer to travel by train rather than by bus to other Northeastern cities, but some often find tickets too expensive. There are several reasons for higher fares, and a primary reason is simple economics.

Photo by tracktwentynine on Flickr.

The train is faster, statistically safer, and more comfortable—additionally, trains have greater energy efficiency and smaller carbon footprint. But many opt for curbside carriers like Bolt Bus and Megabus because they charge, at most, half what Amtrak's lowest fare is for a round-trip from DC.

There are three main factors that cause Amtrak's fares to generally be at least twice the highest competing bus fare:

Supply and demand: Amtrak still manages to fill most of the seats it carries between Washington, New York, and Boston on both on Acela Express and Northeast Regional services. This despite charging fares many consider to be too high. As long as Amtrak is under pressure from Congress to reduce the amount of federal subsidy it requires by maximizing ticket revenue, the railroad has very little incentive for lowering fares, outside of the occasional special promotion.

Besides, if Amtrak is selling almost every seat at its current fare points, there's little economic incentive to lower the fare. Lowering the fare wouldn't sell any more seats since they're selling out already. And it would bring in less revenue.

Capacity: Amtrak simply does not have enough coaches in its fleet to handle the amount of passengers who would want to ride the train if Amtrak fares were comparable to those of curbside buses. Furthermore, there is very little room on the existing railroad to add new trains, particularly at peak hours when tracks leading into New York Penn Station (from New Jersey) are already at capacity with both Amtrak and commuter train traffic.

Giving Amtrak the ability to handle the passenger volume that it could if it were price-competitive with buses would require sustained higher levels of capital investment from the federal government, or from private sector partners, which are loathe to make such investments loathe to make such investments absent a strong federal commitment. Unlike highways and aviation, Amtrak lacks a dedicated source of reliable annual funding.

An Amtrak cafe car. Photo by MoDOT on Flickr.

Amenities: Aside from being generally faster (even Northeast Regionals hit top speeds of 125 mph between Washington and New York, while buses never top 80 mph), train travel is generally considered more pleasant than bus travel. Trains offer a smoother ride, more legroom, the ability to get up and walk around while in motion, and on-board food and beverage service. These amenities provide many passengers a justification for paying more than they would to take a bus.

Unlike buses, which operate over highways built and maintained by federal gas tax dollars (along with some general federal and state tax revenue), Amtrak owns its own tracks in the Northeast Corridor and has to bear the full cost of maintaining them, with limited federal assistance. If the bus companies had to pay their full share of highway maintenance, they could not get away with charging the fares they do.

Railroading, by nature, is characterized by high fixed costs. Fixed costs are those that do not vary based on how many people use a good or service (in this case, buy an Amtrak ticket). It will cost Amtrak roughly the same to maintain the tracks, signals and stations on the Northeast Corridor regardless of how many trains run and how many riders use them. Railroad labor costs are also largely fixed. Remarkably, Amtrak nevertheless covers over 80% of its total costs through revenue from passengers, whereas most of the world's passenger train operators fall in the 50% to 60% range.

Despite this, Amtrak trains in the Northeast Corridor actually make an "above-the-rail" profit. Fares bring in enough revenue to pay for operating costs on the Northeast Corridor, though not enough to pay for the maintenance backlog of the corridor.

The need to promote energy efficient travel, lessen highway congestion, and spur the development of walkable, livable communities around train stations are good reasons to encourage greater numbers to use the train instead of flying, driving or taking a bus. Increased federal investment in Amtrak infrastructure and equipment—in the Northeast Corridor and elsewhere—would allow the railroad to increase the frequency, speed and capacity of its trains. This would allow more riders to be carried over the line, thus spreading the fixed costs over more paying passengers, leading to lower fares.

Some form of ongoing public capital investment will be needed to keep the infrastructure and equipment in good shape. Federal funding should come from a dedicated "trust fund" with its own revenue source rather than from a Congressional appropriation, which would make the amount of funding reliable year after year.

If you support higher and more reliable funding for passenger trains as a viable leading choice for intercity travel, join us in the National Association of Railroad Passengers in calling on Congress to fully fund Amtrak and the High-Speed and Intercity Passenger Rail grant program.

253 comments

Amtrak celebrates 40 years today (May 1, 2011)
FY11 budget threatens national high-speed rail network (Apr 14, 2011)
Are private operations on the Northeast Corridor the means to an end, or just an end? (Jun 20, 2011)
Metro isn't the NYC subway, part 2: Don't forget transfers (May 26, 2010)
WMATA budget deep dive, part 4: A better fare increase? (Feb 25, 2010)

Are intercity buses hurting Amtrak?

Tue, 02 Aug 2011 08:41:00 EDT

by Jamie Scott

Intercity buses are growing in popularity and are diverting passengers from rail more than cars. Many routes serve cities Amtrak doesn't, but Amtrak may not be suffering. (Transportation Nation)

Comment

Banishing buses to L'Enfant (Jun 18, 2008)
Amtrak celebrates 40 years today (May 1, 2011)
Virginia rail service has successful first day (Oct 2, 2009)
The evolution of Amtrak, 1971-2011 (May 1, 2011)
Weekend video: Amtrak: The First 40 Years (May 7, 2011)

Intercity buses join the Union (Station)

Mon, 01 Aug 2011 08:17:00 EDT

by David Alpert

Intercity buses will start operating out of the Union Station garage. Union Station will add utilities and Greyhound, Bolt Bus, Megabus and Washington Deluxe will move operations there. (Post) ... Some integrated departure information signs would help a lot, too. (RPUS)

Comment

Greyhound terminal may move to Union Station (May 12, 2008)
Union Station Intermodal meeting recap (May 30, 2008)
Building over Union Station rail yards (Jan 22, 2008)
Banishing buses to L'Enfant (Jun 18, 2008)
Norton berates Union Station reps over photography, intermodal plans (Jul 22, 2008)

No Megabus, no videotaping

Fri, 01 Jul 2011 08:20:00 EDT

by David Alpert

Megabus didn't have enough buses to serve its routes ~~this~~ yesterday morning. Some riders were waiting for hours in the heat and a few passed out. They responded by trying to ban the reporters from the lot. (WUSA via TBD)

Comment

New staggered bus schedules help Greenbelt riders (Apr 19, 2011)
Greenbelt advocates educate bus riders on changes (Dec 16, 2010)

Chinatown bus crashes, killing 4

Wed, 01 Jun 2011 08:12:00 EDT

by Erik Weber

A bus traveling from Greensboro, North Carolina to New York City's Chinatown veered off the road and crashed, killing 4 and injuring more than 50. The company and the driver have numerous safety violations, leading USDOT to shut the company down. (Post, WAMU)

Comment

Two cases where reporters, police don't dismiss crashes (Apr 7, 2009)
Should Chinatown be Times Square? (Mar 10, 2010)

All curbside buses at Union Station?

Wed, 11 May 2011 08:51:00 EDT

by Erik Weber

The District is slowly corralling curbside intercity bus services into the Union Station parking garage. DDOT wants to charge operators for public space permits to continue using curbside stops. (Washingtonian)

Comment

Union Station Intermodal meeting recap (May 30, 2008)
Union Station Intermodal Transportation Center meeting tonight (May 29, 2008)
Building over Union Station rail yards (Jan 22, 2008)
Greyhound terminal may move to Union Station (May 12, 2008)
Then and Now: Union Station (Feb 22, 2009)

Safer intercity buses more expensive

Tue, 29 Mar 2011 12:06:19 EDT

by Erik Weber

A rash of accidents on discount intercity buses has raised calls for better safety oversight. Union officials say higher driver pay would also increase safety. Either solution likely leads to pricier trips. (Transportation Nation)

Comment

Banishing buses to L'Enfant (Jun 18, 2008)
Fare hike loses more riders than necessary (Apr 28, 2010)
Rogoff: Federal oversight mustn't push riders onto highways (Apr 21, 2010)
Can oversight help transit safety without hurting transit? (Nov 16, 2009)
Don't permanently slow Metro for minor added safety (May 11, 2010)

Are intercity buses safe enough?

Tue, 15 Mar 2011 08:43:00 EDT

by David Alpert

Do "Chinatown buses" have enough safety regulation? Leaders are again asking the perennial question after a deadly bus crash in the Bronx last weekend. (NYT)

Comment

New rules for big buses

Mon, 14 Mar 2011 08:31:00 EDT

by Erik Weber

DDOT is proposing new rules regulating intercity curbside bus services as well as chartered tour buses, that will require companies to register pick-up and drop-off points. The proposal is open for public comment. (Post)

Comment

DC2NY says DDOT rules will kill their business (Jun 23, 2008)
Bus rules: let's call a time out (Jun 26, 2008)
Banishing buses to L'Enfant (Jun 18, 2008)
DDOT calls a time out (Jul 4, 2008)
Metro plans 99 express bus on new route to Dupont (Sep 27, 2010)

Bus pickups move

Fri, 25 Feb 2011 09:09:00 EDT

by David Alpert

Now that construction is about to start at the CityCenter site, Megabus and Bolt Bus have moved to new locations. Bolt Bus's is right by Union Station, but Megabus's is a few blocks north, a little far from Metro. (DCist, Jessica C.)

Comment

And...

Tue, 22 Feb 2011 08:42:00 EDT

by Erik Weber

Megabus is adding more buses to Philly, and dropping the White Marsh stop on many of its NYC-bound buses. (Dr. Gridlock) ... Transportation Nation's audio documentary Back of the Bus about race, inequality and transit is now available online or for download. ... Much like DC, even in a strong real estate market, San Francisco still struggles to improve blighted sections. (Post)

Comment

Klingle rebuild probably dead (Apr 26, 2008)
Brown and Orange talk parking tickets (Sep 4, 2010)
Schwartz to run as a write-in; at-large race gets more interesting (Sep 16, 2008)
Cheh, Brown ask to shelve Tenley library PPP (Oct 29, 2008)
Live chat: Kwame Brown, DC Councilmember at-large (Mar 27, 2009)

Remembering freedom bus rides

Tue, 08 Feb 2011 08:57:00 EDT

by Erik Weber

50 years ago, 13 people, black and white, hopped a Greyhound bus from DC to Mississippi in a protest that would help end segregation on intercity buses. An old bus on the campus of the University of Mary Washington in Fredericksburg remembers those riders. (WAMU)

Comment

Racial politics kept College Park Metro far from campus (Dec 4, 2007)
DC2NY says DDOT rules will kill their business (Jun 23, 2008)
Banishing buses to L'Enfant (Jun 18, 2008)
Who needs GUTS when you have the D? (Jun 18, 2009)
UMD fights phantom fences from Purple Line (May 28, 2010)

Megabus expands service from DC

Wed, 17 Nov 2010 08:28:00 EDT

by Erik Weber

Discount motor coach Megabus plans to make DC its fifth travel hub, adding 10 new routes from the District starting next month. The company is seeking a new pick-up/drop-off space since the lot they currently use will close in March to make way for construction on the City Center project. (Post, Cavan)

Comment

Transportation service

Thu, 14 Oct 2010 15:37:00 EDT

by David Alpert

VRE is working on adding free Wi-Fi (PDF) to its trains (mcs) ... Based on feedback, the "Hipster Express" will run directly to Brooklyn instead of stopping in Manhattan (TBD) ... CaBi's $50 annual introductory rate ends October 31. (Gavin)

Comment

"Hipster Express" ties U Street, Brooklyn

Thu, 14 Oct 2010 08:32:00 EDT

by David Alpert

A new DC-NYC bus, TheKnowItExpress, will travel from U Street to Brooklyn (and Manhattan). Not surprisingly, it's being dubbed the "Hipster Express," and also features Wi-Fi, laptop borrowing, and bicycle storage. (TBD) ... But will the stop in Manhattan, at Penn Station, take too much time? (City Desk)

Comment

Brooklyn puts retail in municipal building (Oct 31, 2007)
A Silver Line express without more tracks? (Oct 13, 2009)
Why is the Circulator now one way on K Street? (Sep 7, 2010)
The blank wall today (Jan 2, 2008)
Quantitatively compare New York neighborhoods (Apr 12, 2010)

The New Yorkers are coming!

Wed, 29 Sep 2010 15:16:51 EDT

by David Alpert

The Huffington Post is sponsoring a caravan of buses to haul New Yorkers to DC's upcoming Jon Stewart/Stephen Colbert rally. We wonder if they might have been able charter a train instead. (We Love DC)

Comment

Germans back aboard intercity buses

Sun, 12 Sep 2010 03:35:00 EDT

by Erik Weber

After 79 years, Germany is poised to reintroduce domestic inter-city private bus service. Chancellor Angela Merkel's Christian Democrats and the Free Democrats are intent on removing the decades-old ban originally designed to protect the state rail company. (NY Times)

Comment

The eternal question: New York via train or bus?

Tue, 03 Aug 2010 15:03:00 EDT

by Dan Malouff

What's the best way to get between New York and Washington?

This is worth about $50 to me. Photo by Kynan Tait on Flickr.

It depends how you define "best", of course. Just about everybody knows that the cheapest way to do it is via bus, but cheapest isn't always best.

For the extra price of an Amtrak ticket you get more seating space, nicer and bigger bathrooms, a faster ride (even on the slow train, never mind Acela), the ability to get up and walk around, and a cafe car. Buses these days are pretty nice, but they're not nearly as comfortable as Amtrak.

Just how much extra cash is that comfort worth?

It's usually about $20 one-way on a bus and $100 one-way on Amtrak's Northeast Regional train. For a round trip, that's a difference of $160. If you're traveling with a partner (as I usually am), then that's a round-trip two-person cost difference of $320. I like the cafe car, but not that much. For those prices, I'll take the bus every time.

But what if the price difference were less? How much closer would it have to get for Amtrak to start looking reasonable?

It so happens that this weekend I'll be driving up to New York with family, but coming home alone and without a car. For that one-way, one-person trip, the cost difference between Amtrak ($100) and bus ($20) isn't as severe. It isn't negligible though. $80 still seems like too much, at least on my budget.

However, I'll be traveling fairly late at night, and Amtrak's night discount is bigger than Bolt's. The train I want is only $74, while the bus I want comes out to $23. That's a difference of only $51. That cafe car is looking a lot more attractive now.

After thinking about it a few minutes, I booked on Amtrak. Being able to walk around, use a nice restroom, and get food when I want was worth the extra $51 to me, but just barely. If the difference had been much more I don't think I could have justified it to myself. $30 difference: Done in a heartbeat. $60 difference: I'm not so sure.

What would you do? How much extra will you pay for the luxury of a train?

Cross-posted at BeyondDC.

104 comments

Quantitatively compare New York neighborhoods (Apr 12, 2010)
Metro's trip planner should offer service alerts (Jan 14, 2011)
Cuts spur new New York subway map (May 30, 2010)
Gas prices: Obama still gets it; Friedman slams Clinton (Apr 30, 2008)
Obama-Biden: the train ticket? (Aug 18, 2008)

First class bus to NY

Sat, 19 Jun 2010 10:55:00 EDT

by David Alpert

There's now another bus option to NY: Vamoose's first class "Gold Bus," which will leave from Bethesda and cost $50 one way. Sounds similar to the Boston-NYC LimoLiner. It's half the (last minute) price for Amtrak, but Lydia DePillis points out it lacks Amtrak's biggest advantage: the ability to usually not get stuck in traffic. (Housing Complex)

Comment

DC2beach

Mon, 07 Jun 2010 09:50:00 EDT

by David Alpert

DC2NY has started weekend service from DC to Rehoboth and Dewey beaches in Delaware. ~~Previously,~~ In recent years, there has been no public transportation there ~~whatsoever~~ from the DC region, whether planes, trains or buses. (Post, Cavan)

Comment

Union Station more intermodal now with buses

Tue, 26 Jan 2010 08:54:00 EDT

by David Alpert

Bolt Bus, DC2NY, and Washington Deluxe will now stop at Union Station, in a 6-month pilot of having intercity buses stop in the station's garage. (DDOT)

Comment

Busing around

Wed, 05 Aug 2009 09:06:00 EDT

by David Alpert

Intercity bus passengers dropped 66% from 1960 to 2002, but are on the rise again since 2006 with the popularity of Chinatown buses and new low-cost carriers with Wi-Fi and new buses. Demand is strongest in the Northeast and Midwest. Those buses move a lot of people very cheaply and with very low fuel consumption. (The Goodspeed Update)

Comment

Breakfast links: hardball negotiations

Fri, 13 Feb 2009 08:31:00 EDT

by David Alpert

Photo by Jake Mates on Flickr.

PG United? DC United's owner has announced his intention to move the team to Prince George's County, though he has no firm deal yet. Owner Victor McFarlane wanted DC to pay 75% of the cost of the new stadium, the Post writes, potentially costing DC up to $225 million in public money. McFarlane also offered to "let" DC use some of the tax revenue from ticket and concession sales (which it ought to get anyway) to the construction, Yet according to WTOP, the team will pay the full cost of a Maryland stadium.

Vélib not dying: The operator of Paris's extremely successful Vélib bike sharing program is claiming high rates of theft and vandalism. Streetsblog explains that it's a negotiating tactic by private operator JCDecaux to get more money from the city. Don't be surprised if Clear Channel pulls something similar one day regarding SmartBike.

Greenbelt wants zoning control: Prince George's state delegates can't agree on whether to let municipalities make their own land use decisions. Doing so could enable towns to force better quality developments in their borders, but could also start a race to the bottom where towns try to attract big auto-dependent malls right at the edges of town, raising tax revenue while pushing undesirable traffic effects off on the neighboring jurisdiction.

Et tu, Schume? New York's arts organizations are upset with Senator Charles Schumer (D-NY) for voting for Tom Coburn's amendment prohibiting spending stimulus money on casinos, zoos, swimming pools, parks, museums, theaters, art centers, highway beautification projects, and more. Schumer says he didn't read the amendment before voting for it, and though it only applied to casinos and golf courses.

Cleveland Park anti-walkability association: The Cleveland Park Citizens Association is meeting Sunday to consider a resolution on the proposed Wisconsin Giant. Giant supporters point out that CPCA has already filed to be a party in opposition at next Thursday's Zoning Commission hearing, prior to letting members vote on the association's position. Supporters encourage CPCA members to show up and vote against the opposition resolution.

Sorry, Alexandria: There will be no Metro service at or through Pentagon this weekend. Shuttle buses will connect Pentagon City, Pentagon, and L'Enfant Plaza. Track Twenty-Nine has a handy map and more information.

And: GOOD compares the fuel usage of various modes of transportation over the same distances. Bikes win, buses come in second. ... Casey Trees is running a workshop for homeowners to learn how to plant their own trees. Attendees get a free tree. Tip: Lynda. ... Another DC (area) to NYC bus is starting up. This one, TripperBus, will stop in Rosslyn, Bethesda, and midtown Manhattan. Will it take Wisconsin Avenue between the two? If so, might a stop in Georgetown draw a lot of riders?

15 comments

Wisconsin Giant opponents file lawsuit (Sep 11, 2009)
CPCA board postpones election amid campaign for change (May 26, 2009)
CPCA election delay brings "Unity." Will it also bring unity to Cleveland Park? (Sep 30, 2009)
Cheh: "broad-based support" for Wisconsin Giant project (Feb 20, 2009)
DC versus New York (Mar 6, 2008)

DDOT calls a time out

Fri, 04 Jul 2008 17:09:00 EDT

by David Alpert

We did it! After a flood of public comments to DDOT and the DC Council, DDOT decided to suspend the proposed rules forcing buses to load at L'Enfant Plaza. Emails from busruletimeout.com and customers of DC2NY to DDOT and Councilmember Jim Graham tipped the balance. Great work!

13 comments

Bus rules: let's call a time out (Jun 26, 2008)
DC2NY says DDOT rules will kill their business (Jun 23, 2008)
Banishing buses to L'Enfant (Jun 18, 2008)
DDOT moving streetcar toward actual residents (Oct 23, 2008)
Tommy Wells gets transportation chair, WMATA Board (Dec 22, 2010)

Where should the buses go instead?

Mon, 23 Jun 2008 13:59:00 EDT

by David Alpert

DCist front-pages some thoughtful comments about the bus loading issue. The one making fun of DC bureaucrats is vapid, but the others make a valuable point: it's good to have the buses load and unload near offices and hotels, in areas with restaurants and shops so the bus riders can patronize the businesses, and in lively streets to give riders a good impression of DC.

Suggestions include taking out a block of parking near Metro Center, or building a bus loading area in the old convention center development. For that matter, if we really need a low-traffic area for the buses, why not use some of that enormous convention center parking lot in the meantime, maybe in the corner near Metro Center at 11th and H?

Where would you put a bus loading zone?

17 comments

Banishing buses to L'Enfant (Jun 18, 2008)
Which K Street do you prefer? (Oct 22, 2009)
Bad architecture of the day, and a quiz (Jun 18, 2008)
Then and Now: Woodward & Lothrop building (Jun 9, 2010)
Balancing neighborhood retail, part 2: Incentives and supply (Apr 30, 2009)