Metro is re-imagining the region’s bus network to improve travel times, enhance connectivity, and deliver service cost-effectively.
Over the past year, as part of the Metrobus Network Effectiveness Study, Metro began exploring potential future Metrobus restructuring scenarios based on the region’s growth trajectory over the next two decades. The scenarios also reflect the market segments where Metrobus can be more effective — places like the urban core, activity centers, and major arterial streets. Planners took the Metrobus network in the region’s Constrained Long-Range Plan (CLRP) for 2030 as the basis of comparison and formulated several network restructuring alternatives. This post will introduce the alternative networks, while future posts will present the performance of the networks, as well as a completely new proposed network built from the ground up. The flow chart below illustrates the network alternatives, followed by a brief explanation about each alternative.
Transit expansion is in demand but Metrorail, light rail, and other high capacity transit projects can be expensive to build, operate and maintain. With limited resources to invest, our region must ensure that these projects serve the most robust transit markets and are supported by strong transit friendly policies.
Informed by our peers and local performance measures, Metro is developing guidelines that the region can use to inform development of high capacity transit projects. As we’ve explored previously, there’s much more to transit expansion than Metrorail. In fact, due to the cost associated with Metrorail expansion along with existing land uses and built environment in much of the region, most of our future high capacity transit projects will be made up of other transit modes. But what is the best way to decide what mode best fits each corridor? The goal of the expansion guidelines is to inform those decisions.
Development in Arlington’s Rosslyn-Ballston Corridor has validated initial and ongoing investments in Metrorail. (source: Arlington County)
A literature and peer review included policy documents from BART (PDF), the Bay Area Metropolitan Transportation Commission, Florida DOT, Virginia DRPT, Federal Transit Administration (PDF), and research from the University of California Transportation Center (UCTC). The review found that ridership, density, the presence of walkable streets and sidewalks, local plans and policies, and cost effectiveness are the most relevant criteria to evaluate transit projects and that rigorous performance targets are needed to support each transit mode. Read more…
Categories: Strategic Planning > RTSP BART, BRT, corridors, DRPT, Light Rail, Metrorail, plans, ridership, Streetcars, tod, transit-oriented development
Ridership patterns on the Silver Line show that Metro’s new line is serving a truly regional market.
Now that school is back in session, the new Silver Line just completed its first full week where “normal” travel patterns are beginning to emerge. Ridership is strong, but where are these new passengers going? The diagram below shows destinations of all riders entering a Silver Line station in the week of September 8-12, 2014.
Some observations emerge from this: Read more…
After just two months, ridership on the Silver Line is off to a solid start: Wiehle Ave is already over projections, reverse commuting is strong, and more.
Now that school is back in session and most summer vacations over, here is an in-depth look at the week of September 8-12, 2014, when “normal” routines may have begun to emerge.
At around 15,000 entries per weekday, the Silver Line is off to a solid start. Compared to the official projections from the 2004 Final Environmental Impact Statement (FEIS), we are achieving about 60% of the ridership projected for the end of the line’s first year:
Wiehle station is already over opening-year projections and shows the highest ridership of all the new stations. Tysons Corner station is strong as well, but we still have room to grow at all four stations located in the Tysons area.
Looking at ridership by time of day shows the Wiehle is a commuting powerhouse, but also that a strong reverse commute market is emerging at the other stations:
- McLean (in blue) is showing an early lead as a a “traditional” commute station, where most riders enter in the morning.
- Tysons Corner is much more dominated by reverse commuters, and its morning rush extends into mid-morning (around 10:00am). Evening ridership at Tysons Corners is also heavy. (More on off-peak ridership at Tysons coming soon)
- Greensboro and Spring Hill show relatively light ridership so far, but ridership is expected to grow over time as development catches up with the new station.
What do you think? Have you taken the Silver Line on a weekday? What was your experience?
The raw data by quarter-hour interval underlying this analysis is available in two formats: by station alone (2MB, .xlsx), and by origin-destination station (3MB, zipped tab-delimited .txt).
When the Nationals reached the playoffs in 2012, about 12,000 fans per game took Metrorail – from all over the region, and even late at night!
Now that the Nationals have clinched a spot in the playoffs, Nationals Park will once again host October baseball beginning this afternoon. How many fans might take Metrorail to and from the game?
To answer that, let’s look back to 2012, the last time the Nats reached the playoffs. Games 3, 4, and 5 of the National League Division Series (NLDS) were played here at Nationals Park – Wednesday at 1:07 pm, Thursday at 4:07 pm, and Friday at 8:37 pm. Attendance at all three games was around 45,000 people. Here’s what ridership (Metrorail system entries) looked like at Navy Yard-Ballpark station on those days:
The sheer volume of passengers through Navy Yard station were impressive. Sustaining over 4,000 entries per half-hour for nearly two hours is roughly equivalent to 4-lane highway, and exceeds what even the busiest stations achieve on a typical day. For comparison, normal peak-of-peak volumes through Union Station, Metro Center, and Farragut West rarely exceed 3,000 entries per half hour. Read more…
Demand for bicycle parking at the new McLean Station exceeded capacity in the Silver Line’s first few weeks, so Metro has already added more racks.
When Metro planners learned that bike racks were not prominent in the Silver Line station designs (completed by our partners in Virginia), Metro fought hard to make sure that bike racks were planned for and installed at the stations. And that’s good news, indeed, because by August, nearly all of the bike racks were full at McLean station. Recognizing this need, Metro added space for 20 more bicycles (10 racks) at the station. The new racks bring the total capacity for bikes to 72 on racks. Bike lockers are still available at McLean, too.
Increasing bike access to the Silver Line is a good sign for ridership, revenue, and station access. Metro will keep an eye on utilization this fall and add capacity where needed.
Nearly full bike racks at McLean station on the Silver Line a few weeks ago, before Metro added more racks.
Even though Tysons Corner station on the Silver Line is only two months old, off-peak ridership is particularly strong. Saturdays are busier than weekdays, and the station stays busy past 10:00pm.
Tysons Corner station is already serving a solid reverse commute market, but ridership is also strong during midday hours, and reaches its peak during the afternoon rush and evening hours.
Ridership is fairly well balanced throughout the day, relative to other Metrorail stations. There’s a clear reverse commute market exiting the station during morning rush and re-entering in the evening. In the evening, however, nearly just as many people are exiting the station as are entering the stations, suggesting the commuters are mixing with other riders bound for the malls or other activities. Read more…
Local leaders are set to commit to Metro’s long term state of good repair needs for the first time through the region’s transportation plan, but the plan omits key investments that are critical to solving some of the region’s most critical needs.
This fall the region’s transportation leaders will approve an update the Constrained Long Range Plan (CLRP) financial plan, required by federal law every four years, to ensure the region’s ability to pay for transportation expenditures with reasonably anticipated revenues. During the 2014 update, Metro collaborated with staff from the Transportation Planning Board (TPB), the region’s Metropolitan Planning Organization, and the three state DOTs to identify funding for the system’s long-term operations and maintenance (O&M) and capital needs. The draft plan, which expresses the region’s major transportation priorities, is scheduled to be adopted by the TPB on October 15th.
Projection of Metro’s future fleet State of Good Repair (SGR) capital needs
Many pledge to leave their car at home for a day on Car-Free Day September 22,but 20% of Metrorail riders don’t own a car and go car-free every single day!
Of course, Metrorail riders from zero-car households vary significantly across the stations – from over half of all riders at places like Columbia Heights, Benning Road, and Dupont Circle – to less than 10% at more suburban areas like Rockville, East Falls Church, or Franconia-Springfield. The diagram below shows the share of riders who live in a zero-car household, by station:
Of course, ridership varies across stations too, so the next diagram shows the total number of rail riders from zero-car households:
In addition to riders who are completely car-free, many others come from “car-light” households of one or no cars. 58% of Metrorail riders come from “car-light” households. For many, access to Metrorail and Metrobus and other transit services is a big reason they can drop down to one or zero cars and still get around. In fact, DC’s zero-car households number is climbing, with 88% of new DC households car-free. For others, car ownership is a heavy financial burden they may not be able to afford. Stay tuned for a coming post which estimates riders who are car-free by choice, vs. by necessity.
Do you live in a car-free household? How does Metro help meet your mobility needs?
The data shown here is derived from our 2012 Metrorail Passenger Survey and the raw data is available (.xlsx, 19k).
Old freight railroad tracks in Astoria, Oregon become a major tourist attraction, with the installation of an old historical trolley train.
Astoria’s riverfront view of Washington
Astoria, Oregon was once slated to be the largest port on the west coast of the United States. Well situated at the mouth of the Columbia River, there was booming trade — fur trade early on, and later fishing, fish canning, and timber — with its deep water port and connection to the Pacific Ocean. In fact, Astoria had the first US Post Office west of the Rocky Mountains. For about 100 years, from the late 1800s, Astoria was an economic center with its port, but by the mid 1970s, the economy had tanked with the decline of canneries and timber. Read more…