Langley Park is currently the busiest bus transfer location in the region that isn’t connected to a Metro station. But it’s a mess. Bus stops are spread all around the busy crossroads of New Hampshire Avenue and University Boulevard. Transit users hoping to transfer have to cross up to 14 lanes of traffic, and have to memorize which curbside bus stops their route uses. It’s a complicated and dangerous situation.
Solution: bus station.
Langley Park transit center, including future Purple Line connection. All images from Maryland MTA.
To solve this problem, Maryland has been planning for years to build a Langley Park bus station. The station would centralize all bus routes in the area under a single building, with vastly improved customer amenities.
Funding for the station was lined up in 2010 when MTA received a TIGER grant for it, but a land ownership issue delayed construction until now. Groundbreaking is expected this summer, with completion in fall of 2015.
Location map.
Transit center plan.
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Frequent transit maps highlight bus and rail lines that come at least every 15 minutes. They’re great tools that help riders easily identify the most convenient routes.
Memorial Day was a huge weekend for bikesharing in America, and not just because New York’s Citibike eclipsed Capital Bikeshare to become the largest network in the country.
That was the biggest news, naturally, but lost in the shuffle was that Chicago is getting close to its own launch. They held a test-ride on Sunday, and will begin to sell memberships this week. The system will be called Divvy, and is expected to launch in June with 75 docking stations. By this time next year, DC-vet Gabe Klein is hoping to have 400 Chicago stations online.
Chicago Divvy bike. Photo by Steven Vance on flickr.
New York Citibikes. Photo by Shinya Suzuki on flickr.
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Arlington Memorial Bridge opened in 1932, amidst the very depths of the Great Depression. It was a major event in Washington, which drew President Herbert Hoover, the first lady, and the vice president.
This vintage newsreel illustrates the excitement. The newsman is particularly enthusiastic that the bridge is wide enough for “4 cars to pass abreast.”
Video from British Pathe.
By the way, did you know the bridge doesn’t actually go to Arlington? Both sides are totally within the District of Columbia.
It’s a common misconception that the boundary between DC and Virginia is the middle of the Potomac. But in fact, the entire river is part of the District. If you are standing on the Virginia shore and step one foot into the river, you have technically crossed into DC.
The Memorial Bridge technically connects mainland DC and Columbia Island. The island is best known for the traffic circle on the far side of the bridge, often-confusing ramps on and off the George Washington Parkway, unsafe pedestrian/bicycle crossings, and Park Police who yell at drivers when they stop for pedestrians.
Since Columbia Island is fully within DC, so is Memorial Bridge. The actual Virginia boundary is along the much-shorter Esplanade Bridge, between Columbia Island and the Virginia mainland. This also means the GW Parkway and Mount Vernon Trail are partially within DC, since they run through Columbia Island.
DC/VA border. Image from Google.
Periodic protest organizer Adam Kokesh might benefit from consulting this map. He’s trying to lead a July 4th march with guns on DC, but since DC prohibits carrying guns around, including loaded ones, he’s now planning to march on the Memorial Bridge up to the District line and meet police there. He might have a hard time, since the District line doesn’t cross the Memorial Bridge.
LA’s Orange Line is one of America’s most well-planned and successful BRT routes. It’s real BRT, with a dedicated busway and rail-like amenities. And it has a big problem: Just 8 years after opening, it’s hitting maximum capacity.
At rush hour, the Orange Line runs 60′ articulated buses every 4 minutes. That’s already peak efficiency.
More buses would add more seats, but would also disrupt the traffic signals along the line, slowing buses and causing bunching. Capacity would technically go up, but the line would slow down for everyone, and traffic on surrounding streets could get worse.
Even with a dedicated busway, you just can’t run vehicles more often than about every 4 minutes without a lot of negative effects. Not unless you fully separate every single intersection with elevated flyovers.
At some point, the most effective way to increase capacity is with larger vehicles. That means rail. And at about 30, 000 riders per day, LA’s Orange Line is hitting that threshold.
Oh by the way, Arlington’s Columbia Pike corridor is projected to have over 30, 000 transit riders by 2030. And it won’t have a dedicated busway.
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When the Washington Monument topped out at 555 feet tall in 1884, it became the world’s tallest structure. Our champion status lasted only 5 years, until the Eiffel Tower put it to shame in 1889.
This vintage 1884 diagram shows the tallest buildings at that time, with Washington occupying the top.
From Cram’s Unrivaled Family Atlas of the World, Chicago IL. Lithograph color print.
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There was good news and bad news for Maryland transit yesterday.
The bad news was Maryland’s decision to cut bus service on the ICC. The good news was that the Purple Line, Corridor Cities Transitway, and Baltimore Red Line are all advancing, and that MARC’s Penn Line will start running on the weekend.
Overall, that’s a huge net gain for transit in Maryland.
The new BRT and light rail lines are still years away, but weekend MARC service could start as soon as this winter. The MARC news alone is a bigger win for transit than the ICC buses are a loss.
Not that there’s actually any trade here. MARC isn’t expanding service because ICC buses are going away. The two are unrelated. Just that, as a transit user, if I were given the choice between those two things, I’d definitely pick weekend MARC.
And although Maryland is deservedly criticized for the ICC, it’s also worth noting that the ICC is in the past, and the state’s current plans are extremely progressive.
Most of the new state’s new transportation money is going to transit instead of roads, and most of the road projects are relatively reasonable. There are plenty of proposed interchange improvements and widenings, but there’s no sprawl-inducing, traffic-generating outer beltway.
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Maryland may eliminate 3 of the 5 bus routes on the Intercounty Connector. The move is a classic bait and switch from highway builders: Get political buy-in with the promise of a multimodal road, then cut the multimodal aspects at the first opportunity.
The Maryland Transit Administration operates 5 bus routes on the ICC. They’re proposing to eliminate routes 202, 203, and 205. Only the 201 and 204 would remain, running from Gaithersburg to BWI and Frederick to College Park.
When planning the ICC, Maryland promised it would include good transit service and a high quality bike trail. They cut much of the trail in 2004. The bus service was never very good either, so it never got many riders. Now the state is citing that as a reason to cut it significantly.
Of course, cars aren’t held to the same standard.
There also aren’t many drivers on the ICC. Around 21, 000 cars per day use the road. The state says that meets projections, but the projections seem to change. At one point they were as high as 71, 000.
But is anyone proposing the state shut the road? Nope. Instead, the strategy is to try and boost car use.
Lawmakers hoped to induce more traffic with lower tolls last year, although that proposal was never accepted. This year the state raised the speed limit to make driving more attractive.
When it comes to bikes and transit, it’s cut and run at the first hint of a problem. For cars, it’s roll out the red carpet and hope for more traffic.
This isn’t the first time this has happened. When Virginia’s I-95 HOT lanes were first proposed, the firm hoping to expand the highway called its proposal “BRT/HOT lanes, ” but of course nothing resembling actual BRT was ever built.
Transportation advocates should remember this the next time someone proposes a “multimodal” highway. Odds are they won’t deliver.
