This map shows the corridors being studied by the region for potential light rail, streetcar, or bus rapid transit lines. Click the image for a larger version.

The Washington, DC metropolitan region may be the home of a light rail line and several streetcar lines in the near future according to regional plans.  The state of Maryland is in the preliminary engineering phase of the Purple Line, a 16-mile light rail line that is proposed to run between Bethesda in Montgomery County to New Carrollton in Prince George’s County.  The District of Columbia has almost completed construction of the H Street-Benning Road streetcar line, with scheduled revenue operation expected to begin later this year, and has also planned an expanded streetcar network.  Meanwhile, Arlington and Fairfax Counties have submitted an application for federal Small Starts funding to begin project development for the Columbia Pike Streetcar line, running almost five miles from Pentagon City in Arlington to Bailey’s Crossroads in Fairfax County.  Arlington County is also advancing planning for its Crystal City Streetcar project, which would run from Pentagon City, through Crystal City, to the southern Arlington County line in Potomac Yard.   (The Crystal City Streetcar project can be considered a follow-up to the Crystal City Transitway project currently under construction.)

Recognizing that Metro isn’t the sponsor or funding agent for these LRT and streetcar systems, and that key decisions made early in the process on the Columbia Pike and H Street streetcar lines have the potential to affect other systems for years to come, Metro has been coordinating with the sponsors since 2010 through the LRT and Streetcar Interoperability Study.  A briefing on this study was presented to the Metro Board in early 2011. Read more…

Photo of a 1969 1968 map of DC Transit System Inc routes. Many routes listed here are still running today.

WMATA bus began operations in 1973, when it consolidated the four Washington-region bus operators under one system and brand.  As many commented in MindMixer, many of these lines were originally streetcar lines established in the late 19th century and majority of services were based in the inner areas.

The inclusion of old streetcar lines in the current Metrobus network informs a rich history about natural progression of transit network and the interaction between urban development and transit investment.  The century-old streetcar investment  helped develop those areas and transform them into transit-friendly markets. In return, these areas and corridors are among the most transit supportive markets today, generating high bus ridership.

Over the past 30 years, strong growth in jobs, population and urban development in the DC region continued to demand the expansion of bus transit service from the central core to suburbs, from traditional activity centers and corridors to the new or emerging local centers and corridors, some of which are near or beyond the edge of Metrobus market.  Metro currently operates nearly 300 revenue bus routes organized into approximately 150 lines throughout the jurisdictions in the Metro compact area.

To better understand how the current Metrobus system serves travel needs in the DC region, Metro’s planners are conducting the Metrobus Market Effectiveness Study to identify market constraints and opportunities for Metrobus, and most importantly, strategically position Metrobus toward building an effective network that can better serve current and future demand, enhance productivity and efficiency, and improve integration between Metrobus and local services.

Every Metrobus has a bike rack on the front of the bus with room for two bikes. But if you ride the F12 or F13 bus routes around the Cheverly and Landover areas, you may have noticed a different kind of rack on one of our buses – with space for three bikes, not two.  Our Bus group is testing out this new style of rack on one bus operating on the F12 and F13 routes to see how it works. The instructions for using this test rack are the same as the standard racks.

Have you seen or tried this rack? Did you try the middle or back-most rack? What do you think?

Let us know in the comments below.

Metro is testing a new style of bicycle rack on buses with space for 3 bikes.All Metrobuses currently have racks for 2 bikes.

Bikes are allowed on Metrobus at all times, even during peak times. Unsure about how they work? See instructions for how to use the standard racks.

The L’Enfant Plaza Station is one of busiest stations in the Metrorail system and handles thousands of passenger transfers on four of the five Metrorail lines.  It ranks third among all stations in absolute ridership growth over the last five years.

Earlier this year, Metro initiated a station capacity improvements study, similar to previous studies that evaluated the feasibility of station access and capacity improvements and station circulation enhancements at Gallery Pl-Chinatown and Union Stations.  The purpose of this study is to identify and address the physical and operational internal capacity constraints of L’Enfant Plaza Station.  Both short-term and long-term capacity enhancement solutions will be sought with operational improvements and constructability in mind.

Current and Future “Hot-Spots” at L’Enfant Plaza Station Platforms during the AM Peak

In order to assess the current and future conditions within L’Enfant station, Metro has used a pedestrian simulation tool that enables the quantification of crowded conditions.  The maps included here show existing and future condition profiles of the upper and lower level platforms within the station.  Future conditions were estimated using MWCOG/TPB travel demand model, Metrorail ridership growth forecasts and Metro origin-destination data sources.  Cumulative mean density maps help to identify “hot-spots” within the station – areas where high levels of crowding are sustained.

Analysis of current pedestrian activity during the AM peak 15-minute interval showed that the station currently operates at safe levels on both platforms in the morning peak hour, and identified a large volume of transfers between the northbound upper platform where Green and Yellow lines run and the westbound lower platform where Orange and Blue lines operate.   By year 2030, however, these conditions are expected to worsen with growth of transfers.  The levels of crowding in the transfer areas leading to the lower platform intensify due to increased passenger flows and space restrictions adjacent to escalators.  Also, high passenger densities are shown to occur at the westbound Orange and Blue platform during the morning rush hours.

A reversed pattern of crowding is shown between the eastbound lower platform and the southbound upper platform for the returning passengers during the PM peak 15-minute interval.  As expected, conditions worsen with increased passenger flows and transfer activity forecast for 2030 on the southbound upper platform.

Current and Future “Hot-Spots” at L’Enfant Plaza Station Platforms during the PM Peak

Given the existing and future “no-build” scenarios presented here, Metro is currently working to develop short and long-term design alternatives for detailed evaluation.  Stay posted for additional simulation and conceptual design results as they become available.

While Montgomery County’s Bus Rapid Transit (BRT) plan moves forward through the master plan update process, the county has prioritized some of these corridors for more detailed study.  One of these is the Veirs Mill Road corridor, generally stretching between the Rockville and Wheaton Metrorail Stations.  Managing the effort on behalf of the county is the Maryland Department of Transportation (MDOT) through the State Highway Administration (SHA) and the Maryland Transit Administration (MTA).  SHA, MTA, and Montgomery County hosted an open house in May to introduce the study to local residents and solicit feedback on some of the issues present along the corridor.  You can view the study’s webpage for more information, where you can access the May 2012 Open House material.

Strategic Importance

Why is the county advancing the study of this corridor?  One reason is apparent with a quick look at the area’s geography and relationship to major transportation corridors.

Veirs Mill Road (highlighted in black) in context

Read more…

Conceptual rendering of the Columbia Pike Streetcar.

While many area residents think of Metro as the only regional transit provider, many transit projects under development in the region are being sponsored by Metro’s partner agencies. For example, the Silver Line is currently being managed by the Metropolitan Washington Airports Authority, and the Purple Line by the Maryland Transit Administration.

That doesn’t mean that Metro doesn’t have an important role to play in these projects. In fact, sometimes the project sponsors request that Metro – using its resources and expertise as the fourth-busiest transit system in the nation – manage aspects of the project development process.

For Arlington and Fairfax Counties, Metro managed the study of the Columbia Pike streetcar project. The study, which ended this past October, included an alternatives analysis/environmental assessment, conceptual plans and an application to enter the Small Starts program of the Federal Transit Administration.  Many of these documents are available online.  Arlington County continues the project’s development, soon to enter preliminary engineering.

For the District of Columbia, Metro has managed the feasibility study of the Benning Road streetcar extension. The study, which will end shortly, includes alignment alternatives and evaluation of bridge structures.

Metro is also coordinating the interoperability of the multiple streetcar lines.View the press release and the board presentation (PDF) about this study. Metro will be addressing Metrobus service and Metrobus fare transactions on streetcar lines.

Metro is proud to play a large and important role in the planning and coordination of transit projects around the region and is using its strategic planning process, Momentum, to explore ways that it can best serve the region’s transit coordination, operation, and development needs.

Metro’s Parking Office recently completed new bike rack installations at Shady Grove and Brookland-CUA stations, with parking for over 80 additional bicycles. This work was completed as part of our Pedestrian and Bicycle Capital Improvement Program.

The new racks at Brookland are located on the west side of the station, just off the Metropolitan Branch Trail. At Shady Grove, the new bicycle racks are in two places on the west side: near the station entrance and bus loop, and near the Kiss & Ride loop where bicyclists had previously locked to handrails.

Next up? Pedestrian improvements at Glenmont station – stay tuned!

Are you eager to tell us what needs to happen to make bus service more predictable and make your trip faster?

Do you have a great idea to help move more passengers through heavily-traveled stations in Washington and Arlington?

Do you sit in traffic and think, if only there were a fast, quick, comfortable transit option, life would be so much better?

Have you noticed a great concept or idea in another city’s transit system that Metro should implement?

If the answer to any of these questions is “Yes!” then please join the conversation about the future of your transit system at Momentum: The Next Generation of Metro.  We are using asking the public about how we can better serve their needs, and among other ways we are hosting questions at wmata.mindmixer.com!

MindMixer, our online community engagement tool, has been live for more than two weeks. We started the conversation to gather your thoughts on some of the key questions facing Metro and the region in the future, such as:

• What do you think our priorities should be for future infrastructure investments?
• What areas should be better connected by transit?
• What concepts that work in other cities should we use here?

Response has been high, the discourse has been positive, and several great ideas have been proposed!  For example, some of the ideas include:focus expansion and development in the core before any end of line expansion; develop an all inclusive mobile application for next bus, schedules, SmarTrip^® balance, and alerts; and add mezzanines, improved signage, and stairs to our stations.

As of of October 15^th, there were 325 active participants who have cast 1,300 votes to our survey questions, posted 375 comments, and have generated 66 ideas.  The site has been visited 2,900 times, with nearly 2,000 by unique individuals.  The next set of questions is slated to go live on October 27, so please check back next week and invite your colleagues, friends, and family too. We’re listening!