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Richmond will have BRT

Bus rapid transit will come to Richmond in 2018. The long-planned Broad Street BRT project won a federal TIGER grant this week to cover half its cost, allowing the project to move forward into final design and construction.


Rendering of Broad Street BRT. Image from the Greater Richmond Transit Company.

Broad Street is Richmond’s most successful transit corridor, and main bus spine. It runs through or near most of Richmond’s densest urban neighborhoods and most important central city hubs. It’s the natural place for rapid transit.

The BRT project will run from the Willow Lawn shopping center in suburban Henrico County, through Virginia Commonwealth University and downtown Richmond, all the way to Rocketts Landing on the city’s east side.

It will use a mix of dedicated curbside bus lanes and a median busway through the busiest sections of the central city, with mixed-traffic operation on either end.


Map of Broad Street BRT. Original image from the GRTC.

Projections say the BRT line will carry about 3,300 riders per day. That’s low compared to the standards of a transit rich metropolis like DC, but it’s huge for a place like Richmond, where there are only about 35,000 total daily bus riders in the entire region.

 Cross-posted at Greater Greater Washington.
 
 
 

September 11th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



DC Circulator is such a great brand it’s expanded to Ohio

Earlier this year Columbus, Ohio launched CBUS, the Columbus Circulator. It’s a special overlay bus route running along the main street through the city’s densest, most urban neighborhoods. It comes every 10 minutes, has a low (actually free) fare, and limited stops. Sound familiar?

Oh, and here’s a photo:


Photo by Darius Pinkston on Flickr.

Look familiar? That sweeping line, the destinations labeled on the side, “CIRCULATOR” in a modern sans-serif font right in the middle. It looks nothing like Columbus’ standard bus livery, but it is all very reminiscent of the DC Circulator.

In fact, Ohio transit advocates had the DC Circulator in mind during planning for CBUS.

Columbus isn’t alone, either. “Circulator” is spreading as an increasingly common brand choice for short-distance, high-frequency buses in mixed-use areas, especially near DC. There’s a Bethesda Circulator, a Tysons Circulator, and a Baltimore Circulator.

Just how far will this brand spread?

 Cross-posted at Greater Greater Washington.
 
 
 

September 10th, 2014 | Permalink | {num}Comments
Tags: bus, transportation



The biggest bikeshare station in each US city

click to enlarge
New York’s 67-dock station.
Photo from Google.

Throughout 2014, DC and New York have jockeyed back and forth over which city’s bikeshare system has the most stations in the United States. But who has the biggest stations?

DC currently leads in the number of stations race, 335 to 324. But the number of stations only tells part of the story. New York’s stations are vastly bigger than DC’s, and by far the largest in the US.

New York’s biggest station, which is outside of Penn Station, has a whopping 67 docks. It’s almost 50% larger than the next city’s largest station.

Here’s the number of docks at the biggest station in America’s main big-city bikeshare systems:

Largest individual bikeshare station
Rank City Largest station Docks at largest station
1 New York Penn Station 67
2 Boston South Station 46
3 Washington Dupont Circle 45
4 Chicago Michigan/Washington 43
5 Minneapolis Coffman Union and Lake/Knox 32
6 Miami Beach 46th/Collins 31
7t Denver REI 27
7t San Francisco Market/10th and 2nd/Townsend 27

 Cross-posted at Greater Greater Washington.
 
 
 

August 29th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



Why build protected bike lanes, in one happy quote

A father and son comfortably bike down a slow Arlington street. They approach the new Hayes Street cycletrack. The father asks “Want to take the special bike lane?” The son responds with an excited “Yeah!”


The father and son.

I overheard that interaction this past weekend, and had to stop and smile.

That one brief conversation sums up why protected bike lanes are so great: They make city streets safe, comfortable, and fun for even children to bicycle on. Not to mention older people, less-able people, and novice cyclists.

If Americans ever hope to make cycling for transportation a mainstream activity, cycling must feel comfortable for everyone. Getting bikes out of the path of speeding cars is a big part of that.

 Cross-posted at Greater Greater Washington.
 
 

August 27th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



Photos of Alexandria’s Metroway BRT, open and carrying passengers

The DC region’s first Bus Rapid Transit line opened this weekend. Metroway runs from Crystal City to Braddock Road, using a transitway along Route 1 in Alexandria.

> Continue reading at Greater Greater Washington
or
> See the full flickr set

August 25th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



Protected bike lanes could fit in DC’s traffic circles; here’s how

London is adding protected bike lanes to one of its traffic circles. Could the same design work in DC? Would we want it to?


London traffic circle, with protected bike lanes in green. Image by London.

London city workers recently began rebuilding the Queen’s Circus traffic circle to include protected bike lanes. Since central DC has so many traffic circles, it’s worth considering whether the Queen’s Circus design could work here too.

DC’s big traffic circles are notoriously difficult places to bike. They have multiple lanes of intimidating and zig-zagging car traffic, and sidewalks too packed with pedestrians to be good bike paths. Most of the circles lack bike lanes, and those that have them (Columbus Circle and Thomas Circle) are still far from comfortable places to bike.

But the traffic circles are key destinations. People want to use them. Making the circles more bike friendly would be great for DC.

Would we want to do this?

This is sort of a good design. It’s better than nothing. But with so many crossings, it’s still pretty confusing what’s the bike lane and what’s for cars. It seems likely there will still be a lot of intimidating cross traffic.

In fact, the actual design doesn’t even have the green paint; I added that to make the rendering clearer.

The other big problem with the London example is that pedestrians are mostly absent. Unlike DC’s circles that typically have popular parks in the middle, this London circle is just a road. The central grassy section isn’t a useful park, and there are no pedestrian crossings into it. That obviously changes how the entire thing functions.

Look to the Dutch

Perhaps a better example might come from this traffic circle in Rotterdam, where in typically Dutch fashion the bike lanes are much more well protected.


Rotterdam traffic circle, with protected bike lanes in red. Image by Google.

Rather than fight with cars, the Dutch put the bike lanes up on the sidewalk. That’s more ideal from a cyclist perspective, but it’s also much harder to accomplish.

The sidewalks around DC’s downtown circles are too narrow in many places to accommodate bike lanes. DDOT could theoretically rebuild the circles to have wider sidewalks and narrower roadways, but that would be controversial to say the least, not to mention a lot more expensive than striping a bike lane on the street.

The Dutch example is better, but the British example is more achievable.

 Cross-posted at Greater Greater Washington.
 
 
 

August 21st, 2014 | Permalink | {num}Comments
Tags: bike, transportation



A cycletrack appears in Pentagon City

Arlington’s first significant protected bike lane quietly popped up last week in Pentagon City. It runs on South Hayes Street from 15th Street to Fern Street, next to Virginia Highlands Park.


South Hayes Street cycletrack. Photo by Darren Buck.

There are actually two cycletracks. There’s a grassy median in the middle of Hayes Street, so in order to serve bicyclists going both directions, each side of the street has its own one-way cycletrack next to the curb.

The cycletrack connects to the new green-painted bike lanes on Hayes Street further north, forming a spine for cycling through Pentagon City.

Technically speaking this is Arlington’s second cycletrack. The first one, in Rosslyn, is so short that it hardly counts. Hayes Street is the first significant one.

It’s great to see such high quality bike infrastructure appearing in more jurisdictions. Who will be next? Maybe Montgomery?

 Cross-posted at Greater Greater Washington.
 
 
 

August 19th, 2014 | Permalink | {num}Comments
Tags: bike, transportation



More households near transit mean more transit riders

Pop quiz: Can you name the 5 Metro stations that have the highest number of households within a half-mile walk? Here’s a hint: More riders walk to those 5 stations each morning than to just about any others in the system.

It’s not a coincidence. According to WMATA’s PlanItMetro blog, “the more people can walk to transit, the more people do walk to transit — and data across Metrorail stations prove it.”

But there’s at least one surprise: 3 of the 5 stations with the most households nearby are in Maryland or Virginia, not the District.


Households and walk ridership per Metro station. Image by WMATA.

Columbia Heights has by far the most households within walking distance. That makes sense. It’s one of DC’s densest neighborhoods, and the Metro station is right near its center.

But the number two most household-rich Metro station is Arlington’s Court House. Others in the top 5 are Ballston, Silver Spring, and Dupont Circle.

All 5 are among the 10 stations with the most riders who walk to the station each morning. The rest of the top 10 walking stations are Woodley Park, Cleveland Park, Pentagon City, Crystal City, and Bethesda.

More riders may be walking to jobs from the downtown stations, or from Rosslyn, but those are the destinations, where riders in the morning are getting off. The origin stations are the more residential ones.

All in all, Metro’s stations fit neatly along a trendline that shows a strong correlation between more households nearby and more riders arriving to stations by foot.

Even the outliers tell a story. U Street and Mount Vernon Square have the 6th and 7th highest number of households nearby, but they under perform on walking Metro ridership. One might speculate that Mount Vernon Square is so close to so many offices that more people simply walk. U Street is a little farther away, but it’s still close enough to downtown that buses and bicycles may be better options for a large portion of riders.

What else pops out as interesting?

 Cross-posted at Greater Greater Washington.
 
 
 

August 13th, 2014 | Permalink | {num}Comments
Tags: demographics, land use, metrorail, transportation



Photo: An actual bus running in the Route 1 transitway

This bus is not in service. But it is running in Alexandria’s Metroway BRT corridor, presumably on a test run. It’s pretty exciting to see the region’s first BRT so close to starting.

The BRT opens for real on Sunday, August 24.

 Cross-posted at Greater Greater Washington.
 
 
 

August 12th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



DDOT’s 5-point plan to improve 16th Street buses

DDOT isn’t yet willing to install a bus lane on 16th Street, but the agency is moving forward on a host of other improvements, and will study a bus lane next year.

The 16th Street bus line is bursting at the seams. It carries more than half of rush hour trips on 16th Street. But the buses are slow, and they’re so full that riders in the city’s close-in neighborhoods often can’t board.

Advocates have been pressuring for bus improvements on 16th Street since 2010. ANC Commissioner (and District Council candidate) Kishan Putta has championed the cause. Now, DDOT has adopted a 5-point plan to fix 16th Street.

Here are the 5 points:

Already complete: Signal optimization pilot program: In July 2014, DDOT retimed 44 of the traffic signals along 16th Street to improve their efficiency. After a few weeks of results, it appears to have sped up traffic (including buses). DDOT will continue to evaluate the results the rest of this summer.

August 2014: More articulated buses: Metro will reshuffle its bus fleet, to provide more long “accordion” buses on 16th Street. WMATA will move the articulated buses currently running on the Y series in Maryland to the 70 line in DC, then move the articulated buses currently on the 70 line to 16th Street. The Y series will have shorter buses, but they’ll come more often.

Fall 2014: Longer rush hour operations: DDOT is considering extending the hours of rush hour parking restrictions on 16th Street, to keep more travel lanes open up to an hour longer in each direction. That will keep two lanes open to moving traffic, including buses.

Mid 2015: Transit signal priority & full optimization: By mid 2015, DDOT will expand its signal optimization pilot program to the entire corridor, and install new software that instructs traffic signals to hold a green light a few seconds longer if a bus is about to pass through an intersection. That will speed up buses along the route, so they’re less likely to have to stop at red lights.

2015-2016: Bus lane study: Beginning in 2015, DDOT will begin a comprehensive study of transit improvements along 16th Street, including the potential for bus lanes and other long-term construction projects. The study will take about a year to complete, meaning 2016 is the earliest DDOT could install bus lanes.

None of these 5 points are new. DDOT has been working on them all for some time. But it’s good to have them listed all in one place.

 Cross-posted at Greater Greater Washington.
 
 
 

August 11th, 2014 | Permalink | {num}Comments
Tags: BRT, bus, transportation



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