Transportation in Logan

A few things caused me to ponder transportation issues lately. The first is my own increasing frustration when trying to park my car. The second was a post at Greater Greater Washington advocating more infill stations on Metro rather than suburban train sprawl.

I could feel the cold, judgemental stares of some readers even as I typed that I find parking frustrating. Yes, I drive almost daily. Let me explain: I can drive to work in about 35 minutes, but commuting by bus and train would be a 90 minute ordeal, requiring that I leave home shortly after 6 a.m. As I am not a morning person and my chosen profession is teaching sixth graders, this commute scenario conjures up visions of a Lord-of-the-Flies-like scene in my classroom as my students and I become progressively more and more exhausted throughout the week. Even in my wildest fantasies of fitness, biking would be a similar time drain. Granted, though my morning commute by car is relatively fast, my evening commute is hairier. On truly ugly nights, it can take 75 minutes, if I include the time it takes for me to get parked at home in Logan.

Mr. 14th & You also has a commute conundrum. He works about a mile from home, which is great. The conundrum part is that there is no Metro or MetroBus that will get him to work. So Mr. 14th & You takes a Capital Bikeshare bike (when one is available) and gets to work in about 10 minutes. Absent an available bike to let, Mr. 14th & You walks to work. When attired in a suit on a hot or wet day, the commute that otherwise seems like a lovely opportunity for some light exercise becomes a 20 minute slog. Though cabs are certainly an option, the price of a round-trip fare and tips is comparable to the cost of using a parking garage for the day.

Despite these (minor) commuting challenges, both Mr. 14th & You and I love our jobs and love our apartment. Depending on the day, I mostly accept the trade-offs of life in a vital urban area. I offer these scenarios not as complaints. These are the daily journeys that our household makes for better or worse.

Now, let me get to the other reason why I have been thinking about transportation options. While reading the above-mentioned post on Greater Greater Washington, I noticed the following comment from Tom Coumaris: "I live at 14th and S and Metrorail is worthless to me except for DCA." Other GGW readers jumped on Tom for this statement. One retort was, "14th and S NW? 3 blocks from the U Street Station? How is that worthless?" This back-and-forth got me thinking. How often do Mr. 14th & You and I use Metro? How often could we use it.

As it would be for many Logan/U St. residents, the U Street stop on the Green Line is our closest Metro station. My opinion, informed by eight years of experience riding the Green Line from U Street is that it rarely offers a time benefit over other alternatives. The Circulator gets me to DC USA faster than walking to U Street, awaiting a train, and riding one stop. Even driving will get me to CoHi and parked within 15 minutes for very little money. Metro is a great way to get to Penn Quarter, but cycling is still faster. Where time really starts to drag, though, is when one attempts to transfer to the Red or Blue/Orange Lines from the Green Line. In such cases, I will typically begin my trip by walking to Dupont Circle or McPherson Square, respectively. Why do I walk to McPherson? Because, if I jaywalk judiciously, I can keep pace with a bus from 14th and R to 14th and L during rush hour. When one factors in waiting for the bus to arrive, walking almost always saves time.

Speaking of the bus, it's mostly off my radar. Though I can understand the utility of using Metrobus to commute north-south along 14th or 16 streets, it doesn't get me many places where I need to be. Two summers ago as a grad student at GW, I thought I'd finally make friends with the bus. Alas, the WMATA trip planner said it would take me either a bus to Metro tranfer or two bus lines to make that 1.8 mile trip. Total trip time was optimistically estimated at 31-33 minutes by WMATA and 25 to 27 minutes by Google Maps (assuming the bus was one time, heh). Mr. 14th & You, in a push to be an enlightened non-car-dependent urban dweller, once recommended that we take the bus to Georgetown. We spent 15 minutes sitting on G2 bus at 14th and P awaiting a driver shift change that day. Once the bus finally achieved forward momentum, we stopped on the 1500 block, the 1600 block, AND the 1700 block. All members of our party agreed that taking a cab home would be wise.

So the answers to my own questions are that Mr. 14th & You and I might go weeks between using Metro and Metrobus even if we tried to use them more often. Fortunately, walking and driving are typically convenient for us. I might be better able to leave my car parked if I embraced Capital Bikeshare. I'm still overcoming my fears of urban cycling that stem from the close calls I witness between cars and cyclists every day. Also, though I can ride a bike competently on the tow path, I am easily overstimulated and have a significant lack of large motor coordination. If you ever see what appears to be a tangle of knees and elbows zig-zagging down the road, it likely means that Mrs. 14th & You is now using CaBi.

I do understand, though, that we are just one case study of travel habits among Logan Circle households. I'm curious how other residents feel about transportation options along 14th and U Streets. We have more choices in transportation than many of our DC neighbors, not to mention residents of other cities. Trends in parking space utilization at new condo developments certainly seem to show that many folks are giving up cars in the city. Do you feel like you have been able to get away from using a car? Have you tried to avoid using a car and been frustrated by the experience? If you were being 100 percent selfish, how would you re-align existing transportation options to better serve Logan residents?

P.S.: Yes, this post was penned by the Mrs. 14th & You, the very same woman who walked off of blog duty about two years ago to go back to school and change careers. You may see some more of my ramblings between now and the start of the school year.

Capital Bikeshare Installation @ 14th and Rhode Island

As promised, the city has begun installing each of the 100+ bike stations that will constitute the new Capital Bikeshare program. The program is a replacement for the existing SmartBike program, which will be discontinued this fall.

I don't know if you can tell with the crummy camera phone-quality pic, but the new stations look a bit more space-agey than the SmartBike stations.

Capital Bikeshare Bringing New Bike Stations to Logan and Shaw

The District is ready to move forward with plans to significantly upgrade its fledgling bike sharing program, and mid-city neighborhoods stand to benefit significantly.

Beginning this fall, the District will roll out the expanded program, now called Capital Bikeshare, which will replace the existing SmartBike program. SmartBike is currently a joint venture between the District and Clear Channel. As you may recall, last year the city announced plans to greatly expand the SmarkBike program, only to have Clear Channel express a less-than-enthusiastic reception. Seems that the 10 station/120 bike program was sufficient enough for them, thanks very much. But it wasn't for District transportation officials, who very much wanted to expand the program so that it mimicked programs in cities such as Paris, whose program features hundreds of stations and thousands of bikes (as well as significant amounts of theft and vandalism).

Undeterred, the District sought out a partner, and found one in Alta Bike Share, a Portland, Oregon-based firm that works with jurisdictions here and abroad to set up bike sharing programs. They recently launched a 600 bike program in Melbourne, Australia. And this fall, they will be implementing the expanded version of DC's program, which will feature 1100 bikes and 114 stations throughout the District and Arlington.

Predictably, most of the new stations are centered around the District's core, with the largest number of stations existing in the area bounded by the Mall, 25th Street, Florida Avenue and North Capitol. However, stations will be located in farther afield neighborhoods in all quadrants of the city, including Tenleytown, Petworth and 16th Street Heights in NW, Brookland and Deanwood in NE, and Fort Dupont and Barry Farms in SE, among others. Nearly 15 stations will also be located in Pentagon City and Crystal City in Arlington, with plans to expand into the Rosslyn-Ballston corridor as well.

Logan and Shaw both stand to benefit significantly from increased stations throughout the neighborhoods. Currently, the are is served by SmartBike stations at 14th and Rhode Island, 7th and T streets, and U and 14th Streets. To these existing stations, Capital Bike Share plans to add stations at 15th and P, 14th and R, 10th and U, 16th and U, 7th and M (Convention Center) and 13th and M. (See area map below for all neighborhood locations.)



According to a message I received this weekend, existing SmartBike users will be able to use Capital BikeShare at no additional cost through April 2011, at which time they must apply for Capital BikeShare membership. The Capital BikeShare membership registration will be available, according to DDOT, sometime this month.

As someone who has pined for the District to continue focusing on alternative methods of intercity transit, particularly with the likelihood of further Metro expansion likely placing somewhere between a Nationals World Series trophy and a Leo Alexander mayoral term, it's truly wonderful to see the city investing so heavily in such a program. With this program and DC's focus on the installation of bike lanes across many major corridors, and development requirements that mandate the placement of bike rails near the new development (and don't forget the recently opened Union Station Bike Center), DC is well on its way to becoming one of the country's most bike-friendly cities--and the more people who can be coaxed off of our traffic-clogged roads (and, increasingly, rider-clogged Metro)--the better off we'll all be in the long run.

One final brief transit note, for those who may have missed it: the infamous "Blue Bus" will soon be no more. Last week, the District announced what many had anticipated for some time: the Circulator will replace the Georgetown Metro Connection on its existing Dupont-Rosslyn route, which passes through Georgetown along the way. This move makes perfect sense, and will provide a roomier and, hopefully, more reliable form of transit into Georgetown. The K Street Circulator line had already replaced the Metro Connection on one route, from the Foggy Bottom Metro stop to Rosslyn. Additional information can be found at the Circulator's website.

Metro Board Threatens Yellow Line Service Cuts

Just received the following from the Mid-City Business Association. This is an important issue for our neighborhood in terms of transit access and development, and I encourage everyone to follow the link below to sign the petition.

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Save the “Yellow Line” now! Sign our petition to the WMATA board!

CLICK HERE TO SIGN THE ONLINE PETITION OPPOSING THESE CUTS! http://www.midcitylife.com/action/#petition

Hello everyone,

I have heard from Councilmember Graham regarding the series of hearings occurring now, regarding the WMATA budget shortfall and the potential elimination of the Yellow Line extension and late night hours on weekends as ways to address the shortfall. As someone who fought hard on the Metro Board for both late night weekend hours and the Yellow Line extension, Councilmember Graham voted not to include either provision as items to be considered. However he was out voted.

WMATA has proposed numerous options to address their budget shortfalls, many of which will directly impact the DC neighborhoods that were hardest hit by original delays in constructing the system. WMATA is proposing to:

End the Yellow Line Extension from Mount Vernon – Fort Totten
End the Yellow Line entirely at 9:30 during the day and all day weekends
Close the 10th & U entrance at U Street/AACWM/Cardozo stop on weekends
Close the 8th & R entrance at Shaw/Howard U entrance on weekends
End service on weekends at midnight at all stations.

CLICK HERE TO SIGN THE ONLINE PETITION OPPOSING THESE CUTS! http://www.midcitylife.com/action/#petition

While WMATA is holding a meeting on April 1, at All Souls Church at 16th & Harvard, these cuts are not an April fools joke, they are on the table for real, right now, and your voice is needed to make sure they don’ happen!

PUBLIC HEARING DATES AND LOCATIONS
http://www.midcitylife.com/action/index.cfm?mode=hearings
Scott Pomeroy
Save the Yellow Line Coalition

Another way to voice your opposition to th cuts is to visit FairShareMetro.com and ask the Mayor to fully fund DC's appropriation for WMATA as other local jurisdictions have.

DC Seeks to Fast-Track Buses, Increase Bike-Sharing Program

The 14thandyous want to like Metrobuses. Trust us, we do. But all too often, we find ourselves having highly unsatisfying rides--herky-jerky (or downright maniacal) bus operators, poorly-timed buses that arrive in bunches, and too many stops that frequently lead to rides taking so long that one could practically have walked to one's destination in that time.

Still, given the rapid expansion of the District's population and that of the surrounding area, and the fact that the planning and construction of new Metro line can take decades, the best hope for improving public transportation throughout the region is by improving the bus system--which is precisely what Metropolitan Washington Council of Governments is attempting to do.

According to a WaPo story this morning (registration required), the District is looking to grab some stimulus money--up to $300 million of it--in order to upgrade bus service throughout the region. Two lines that flow through the center of the city--the 16th Street S line, and the 70 line down Georgia Avenue--would be among the recipient lines of the improved service.

According to the story, streets with lines targeted for improvement under the new system would "have dedicated bus lanes, enabling buses to bypass intersection congestion, or electronic devices that would regulate traffic signals to favor approaching buses. At the heart of the system would be a radically restructured K Street between Ninth and 23rd streets NW...[Twelve] other roadways that currently carry 80,000 bus riders a day in the District, Virginia and Maryland would be modified with special lanes and priority signal controls to speed bus passage."

The system would be in place by 2012.

This makes so much sense it's almost inconceivable that it was proposed by the District government in the first place. A focus on the improvement of bus transit in this city is long overdue, and the implementation of a plan so broad in scope here would place the District squarely at the forefront of U.S. cities when it comes to robust rapid bus networks.

It is interesting that, particularly with the 14th Street streetscape project set to get underway within the next couple of years and the pace of development here, that 14th Street was excluded from those arteries that would benefit from this improved service. Although, the presence of the recently opened Circulator line does lessen the disappointment somewhat.

Interestingly, buried within the story was this nugget:

"The proposal also seeks federal funding to provide 1,600 bicycles to be made available for public use at 160 bike stations in the District, Alexandria, Arlington County, Silver Spring and Bethesda."

Whoah. That would be a reference to DC's bike sharing program, SmartBike, which seemed only recently to be destined for continued mediocrity for the foreseeable future. This proposal, should it come to pass, would increase the number of shared bikes thirteen fold, and would create 150 new bike kiosks throughout the region--most importantly, expanding the program from central DC to the entire District and close-in Maryland and Virginia regions.

No word on what role current SmartBike management company ClearChannel would play under this arrangement, but with the amount of federal dollars being proposed a third party management firm may not be required.

This move, too, would further the District's standing in the country as one of the few truly revolutionary transit-oriented cities (and still the only one with a public bike sharing program). Bravo, we say.

According to MWCOG's press release on the subject, the total cost of the project is nearly $700 million, although expectations are that the current figure will be decreased in order to ensure that all components of the project could be completed by 2012--a requirement for projects receiving federal ARRA funds.

Though the approval and completion of this project is by no means a certainty, the fact that so much effort and thought have gone into it--and that regional officials are even thinking at this level--is certainly cause for optimism.

Bad News for DC SmartBikers

Image courtesy of SmartBikeDC.

As a subscriber to DC's first-in-the-nation bike sharing program, SmartBike, I was delighted by the news that came out recently regarding a planned expansion for the system. The phrases coming out of DDOT--"hundreds of more bikes" "90 more kiosks" "expansion into Virginia and Maryland"--gave reassurance that the District was committed to not only preserving but expanding the system, which is in wide use in European cities such as Paris, but was launched here only on a trial basis.

Sure, the bikes are fugly, and no they don't ride very well...but for my morning commute from Logan to Penn Quarter, a bike has proven to be the fastest way from Point A to Point B. So the anticipated expansion by the end of the summer was certainly welcome news.

Courtesy of Georgetown Metropolitan, we learn that the expansion appears to be on indefinite hiatus following SmartBike operator ClearChannel's balking at operating an additional 90 kiosks. As part of their agreement to operate the program, ClearChannel received a monopoly on advertising at all District bus shelters. Since they've already gotten that, there really isn't much of a carrot left for the District to dangle in front of them in order to get them to bite on a 900% expansion of the program.

In addition, as is pointed out on Metropolitan, part of DDOT's planned expansion of the program involves opening kiosks in northern Virginia--and since bus shelter advertisements are banned in VA, ClearChannel has a less-than-zero interest in pursuing that.

The alternative at this point would be to remove ClearChannel as operator of the program and bring in someone else committed to its growth in the region. From the perspective of someone who thinks that SmartBike is a fabulous program, this is the most palatable solution. But it won't happen tomorrow, and in fact would likely take quite some time to work out such an arrangement.

So the end result is that SmartBike probably isn't going to be expanding anytime soon. Which is too bad. With the District's clogged roads, Metro's recent troubles, and a ridiculously low annual fee, SmartBike seemed poised to become an increasingly viable transportation option for those in and around the District. Guess we'll just have to wait awhile before we become a velo-clogged metropolis a la Paris.

What Could DC Learn From London?

All images by Mr. 14thandyou
Happy Memorial Day everyone!  Here's a post we've been working on for some time, and the three day weekend provided us with enough time to get it finished...
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Here at 14thandyou, we don't exactly take great pains to disguise the fact that we think DC is a pretty fabulous place to be. Our city is beautiful, the cultural opportunities are immense, the outdoor activities plentiful, the green spaces lovely, the educational institutions outstanding, and--perhaps most importantly-- the dining superb. In short, DC and its environs offers an opportunity for a pretty fantastic quality of life.
However, you can't address all of the "good" of the city without also discussing the "bad". You may find DC a great place to be, but it doesn't mean that you can't also remain on a constant vigil for ways in which the city could improve. It wasn't all that long ago, of course, that DC was viewed largely as a cultural backwater, a sleepy southern town more infamous for political follies than for anything the city itself might offer. (The District did not have a world-class performing arts venue until the Kennedy Center was erected in the early 70s, for instance.) It has come a long way in a short period of time.

Not long ago, the 14thandyous returned from a trip to London. Mrs. 14thandyou had spent some time in Britain's capital city during her college years, whereas it was Mr. 14thandyou's first visit. Central London is unquestionably one of the most beautiful, exciting and vibrant cities that the world has to offer. Visitors are welcomed to block after block of Victorian-era homes and gardens, not to mention some of the finest shopping and dining options anywhere. It is truly a magnificent city. It is with this in mind that the 14thandyous returned from our trip with an eye towards some things that DC could adopt from its British counterpart.

On its face, it may seem a bit unfair to compare one of the largest and most culturally sophisticated cities in the world with Washington, DC. To be sure, no one who has ever tired of our traffic, sweltering summers and sometimes-inept local government could ever be said to have "tired of life." And with that position of global prominence comes an equal supply of resources, both financially and otherwise. But that doesn't mean that there aren't lessons that DC could take away from London that would aid in its continued growth and development--lessons that could be implemented here, if so desired.

Relax the Residential/Commercial Zoning Laws

Imagine strolling through the leafy streets of Georgetown, Shaw, Capitol Hill or other DC neighborhoods. Rather than having commercial corridors expressly laid out along only a handful of specific streets and blocks, picture those shops, restaurants and other businesses interspersed within residential areas. Impossible to imagine in DC? Most likely, but it's something that you encounter frequently within even the toniest areas of London. In the middle of Chelsea, which contains some of the most expensive real estate in the world, you'll find commercial strips lined with pubs, restaurants, supermarkets, bookstores, homewares and more. It's not considered scandalous to locate a pub at the corner of an otherwise residential street. It creates a far more vibrant neighborhood, and not to the detriment of the people living there.

In DC, zoning laws make that idea prohibitive, and what the zoning laws don't cover ANC and neighborhood groups do in their zealousness to protect residents from interspersing residences with commercial activity. This isn't a call for unfettered development everywhere in the District mind you, but rather a call for a more sensible adoption of DC zoning laws--as well as local neighborhood opinion--that would ease the nearly complete prohibition of commercial development in otherwise residential sectors.  This type of zoning leads to vast swaths of blighted commercial corridors (found in certain central DC neighborhoods) and contributes towards more residential neighborhoods being underserved by commercial activity.  Finally, such development also encourages cohesiveness and a greater sense of community within neighborhoods, where the corner cafe or market down the street becomes an additional focal point to residents of the neighborhood. 

Encourage Density

This is certainly a highly charged topic and one that could be debated ad nauseum, so I'll try to keep this particular point focused on one particular issue:  encouraging development around Metro stations, both within the District and in the surrounding areas as well.  Within London, clustered development around Tube stations is found all around the central city, meaning that where one finds a subway station in London, one will also likely find all manner of shops, retailers, restaurants, etc.  This not only encourages smart growth land use patterns, it also leads to more walkable, cohesive neighborhoods.
DC has started to make real inroads with this type of development.  Around certain parts of downtown (Penn Quarter, Farragut Square) as well as the Orange Line corridor and certain parts of Montgomery County, dense commercial and retail development is centered around Metro stations.  Still, a number of stations are underdeveloped and lacking appropriate levels of density.  A good example of this is the U Street station, where plans are in the works to transform two underutilized corners near the station entrance into significantly denser developments more befitting of their location.  This type of development is a boon for the city, as well as for residents and visitors alike, and should continue to be encouraged.

Keep the Streets Clean

London is a remarkably clean city, and I don't even need to add the caveat "for its size". It's just clean, period. Some of that is no doubt cultural. There seems to be a greater amount of respect given to public spaces in London, in that littering is greatly frowned upon (and thus largely not practiced.) But that's only part of the explanation for why London's streets are by and large free of refuse and other debris. The city employs individuals who patrol the streets on a regular basis and sweep up the trash that accumulates. These individuals don't merely patrol the most popular and visible thoroughfares, you'll see them throughout the city, sweeping up everything in their wake. If you spend any time in central DC, you've probably seen those downtown BID employees (the ones wearing red jackets) who are stationed near Metro stations and busy tourist areas to assist tourists with directions, transportation questions and other issues. They're a great idea, but why not expand their responsibilities to street sweeping? Additionally, the city could work through the ANCs and neighborhood associations to employ individuals in neighborhoods outside of the Mall and central business district to keep the streets swept and maintained. It's surprising how something so relatively minor can go a long way in improving the quality of life in a city.

Also, the District could look to end its practice of refusing to place trash cans along residential blocks that receive significant amounts of litter. One finds trash cans throughout London--including the residential areas--and the city's trash and litter problem seems none the worse for wear.

Maintain Your Green Spaces

My, but aren't London's parks gorgeous? The lawns are lush and green, the walkways well-maintained, the ponds and lakes clean and largely free of debris. Contrasted with DC's parks and green spaces--including the National Mall--London's are simply in better shape. Why the focus on parks, you may ask? Parks are among the most valuable assets that a community and a city has. They're beautiful places that all can enjoy, and provide much-needed solace from the urban roar surrounding them. As a Logan resident, I love having places like Logan, Thomas and Dupont circles nearby for strolling and relaxing. In addition, the amount of investment, financially and otherwise, that a city invests in its park system speaks to a city's character.

Now, I know that one of the biggest strikes against this idea, as far as DC is concerned, is that a number of our parks--including the Mall, Rock Creek, all traffic circles and the downtown squares--are maintained by the NPS. But there is nothing preventing the District from seeking a partnership with NPS that would allow the two to work together to keep our city's parks free of trash and other debris. In the long term, this also means lobbying strongly for the federal funds needed to rehabilitate the Mall and other downtown DC parks. Places such as Franklin Square and McPherson could be lovely oases of urban tranquility if spruced-up and properly maintained. The amount of greenspace that DC has trumps that of many other American cities; so the groundwork has already been laid.

Continue Investment in Public Transportation and Infrastructure

One of the positive aspects of DC that people remark upon visiting our city is the public transportation options available.  The Metro does a reasonable job of covering the DC region, while the bus system, Circulator, forthcoming streetcar lines and programs such as SmartBike serve to fill in the gaps.  This is unquestionably a very positive aspect of our city, but some perspective is in order.  The Metro is a great system, but there are numerous people within the city and the area for whom commuting via Metro isn't an option.  Even within the denser, more heavily served central part of the city, some areas are not as well-served by Metro as they should be, and getting from some destinations to others is unnecessarily burdensome.

Contrast Metro with London's tube, and you'll gain an understanding of how a truly extensive public transit system functions.  Throughout central London, one is rarely more than a couple of blocks from a station entrance.  The sheer volume of lines, coupled with line duplicity along high-volume corridors, means that no two destinations are more than a few minutes' ride away.  Additionally, the existence of a central "loop" line means that the disparate lines coming into the central city all converge--in a manner of speaking--onto one centralized line (not unlike Chicago's loop).

What can DC do to continue moving in this direction?  To begin, I would suggest a renewed focus on "building out" the core of the Metro system--that is, the section of the system that serves central DC and the close-in Maryland and Virginia communities.  Focus on the ongoing development of new intercity lines--particularly a second east-west line that relieves the burden currently handled by the Orange/Blue lines--as well as the creation of in-fill stations along existing lines in underserved areas.  The construction of the Purple Line in Montgomery County is another good step forward, but should be developed in concert with a long-term plan to ultimately develop a "loop" line that encircles the core of the region.  The creation of additional Circulator lines should be another component to the city's ongoing transportation plans.  Using the recently created McPherson Square - Woodley Park line as a model, the Circulator offers the ability to connect neighborhoods in the city that are not served (or poorly served) by Metro.  Finally, an increased focus on other transit options, such as the pioneering SmartBike program, should be considered as well.

Lest one think that London has nothing to learn from DC's transit service however, I will posit this:  the Tube stops running at a ridiculously early hour.  That Metro runs until 3 AM on weekends, and until midnight throughout the remainder of the week, is a tremendous asset to the region--and one that shouldn't be taken lightly.

As I mentioned above, the point of this discussion was not to attempt to compare the two cities, as they exist on completely different levels.  Rather, it is meant simply to provoke a discussion on some things--some relatively significant, others quite simple--that the District might do order to continue its ascension to the ranks of truly global--and exceptional--cities.  By applying some of the methods and strategies employed by a city regarded as among the finest in the world, the District could continue to make improvements towards becoming a better place for the millions of us who live and work here.

So, How About That Circulator?

For anyone who has followed our rantings around here for any length of time knows, we've been advocates of more improved transportation options along the 14th Street corridor. And, godblessit if we didn't get just that recently with the debut of the new Circulator line.

In my previous post on this topic, I had advocated for some forward-thinking initiative as part of the 14th Street streetscape project (set to begin, oh, 2-10 years from now) with the installation of streetcar tracks along 14th Street to link McPherson Square with Columbia Heights and Adams-Morgan.

I still think that a more robust streetcar system is a good solution as part of a comprehensive long-term transit plan for the central part of the District. But until that day gets here, we have been blessed with the next-best thing: a Circulator line that (and this is a first for the Circulator family) actually runs like the Circulator was intended to run. That is, a limited-stop streetcar-mimicking low-cost transit option.

Last week, when the line made its debut, I took it out for a test drive. I walked down to the stop at 14th and P streets, where I waited approximately 4 minutes for a bus to arrive. The Circulator then shot up 14th street, passing not one but two 50-line buses on its way to U Street ("bunching" seems to be a problem that Metrobuses will have, forever and ever). Within less than 6 minutes I was in Columbia Heights, and in about 12 I was in Adams-Morgan. In less than 20 minutes, I was exiting the Circulator in front of the Woodley Park Metro station, where I promptly rewarded myself with a trip to the Chipotle.

And all that for $1. That, I would posit, is PRECISELY how the Circulator was designed to--and should--function. And the route is smartly designed, too. It hits all the major central city neighborhoods--downtown, Logan, U Street, Columbia Heights, Mt. Pleasant, Adams-Morgan--but does so in only five stops. Bloody brilliant, I must say. As anyone who knows me knows, my single biggest gripe about riding the Metrobus system is the unfortunate tendency to make stops along every block--and thus miss every light. With a few exceptions, my typical Metrobus excursion was a frustrating and nausea-inducing ride. But the Circulator smartly takes care of that.

Alas, it's not a perfect system. Emboldened with what I deemed to be Circulator perfection, on the following evening I headed out again, this time with a plan to head up to Columbia Heights to do some errand running at Target. It took me a little longer to catch the bus this time, but still within the "every 10 minutes" window. The trouble arose when i attempted to head back home. I ended up waiting in front of the Columbia Heights metro stop for nearly 20 minutes before giving up and hoofing it back home (I could have taken Metro, but I have a "thing" about one-stop Metro rides). Of course, no sooner do I do this but a Circulator drives by me, followed in short succession by a second one. Oh well. Guess they aren't immune from the bunching issue either.

Still, I would imagine that over time they will work the kinks out of the line, and in time it will become one of the most important transit fixtures in our neighborhood. Hopefully, it will also serve as a model for existing and future Circulator lines in terms of route development (as anyone who has ever travelled along the K Street line can attest, it's frequently as frustrating a ride as a Metrobus).

So, what has your experience been? What positive/negative comments do you have regarding the new Circulator line, and transit options in the neighborhood in general? Please share them in comments.

Also, for those who are into this sort of thing, David Alpert from Greater Greater Washington has put together a really neat map (I call it "public transit map porn") showing the Metro system along with the existing Circulator lines--check it out below. As it shows, finally, we're starting to get some connectivity throughout all of the central DC neighborhoods.

The Joys of Transportation

Please excuse this brief departure from our usual blog format to relay a personal story.

The 14thandyous are truly blessed to be able to live within such close proximity to our places of employment that transportation and its associated headaches rarely register as a concern with us. Unfortunately, that isn't always the case...as Friday night showed.

I headed out of my office in Penn Quarter around 6 PM on Friday evening to head over to meet Mrs. 14thandyou at Firefly in Dupont for a date night. My plan was simple enough: catch the Red Line at Chinatown/PQ over to Dupont, and walk over from there.

My first sign that something was amiss was when I encountered cryptic yellow signs haphazardly taped to the Metro turnstiles that stated: "MAJOR DELAYS. Save yourself money and do not enter the station." I had never encountered these before--their bluntness certainly got my attention. However, the signs didn't indicate what line(s) were affected, and since three lines pass through the Chinatown station, I decided to chance it.

The "which line is it" question was soon answered as I descended the escalator into what I could only describe as sheer pandemonium. I had never seen the Metro platform so jammed with people--you couldn't even get remotely close to the platform entrance. I hastily made a decision that the Metro was not going to be an option this evening (I later heard about the massive derailment at Friendship Heights) and decided to cab it over to Dupont.

Heading across town in rush hour is never fun, but at least I wouldn't be the one driving. I hailed a cab on 6th street, and the driver proceeded to loop around over to K in order to make a right onto Mass to get around Mt. Vernon Square. Only, traffic in the two left turn lanes onto was backed up--but my driver, ever resourceful, decided to turn into the lanes anyway. Because he was unable to complete the turn, he ended up being stuck sideways across multiple lanes of traffic, and because he was stopped so close to the car in front of him, once cars started to move he was forced to back up and then move forward.

Unfortunately, my driver did not think to look behind him before he backed up--if he had, he no doubt would have seen the other cab that had stopped behind him. Since he did not, he ended up smacking into the other cab. My driver got out and proceeded to the open window of the cab he hit. Words were exchanged. I couldn't tell if damage had been done to the other cab, but I was certain that I had heard the sound of a car door getting bent by a fender.

This lasted for about a couple of minutes, at which point I had decided to bail out of the cab. Only the cab driver returned at just that moment, got in, spat out "everything fine" and then sped off around the Square, leaving the other cab behind. I had my doubts that everything truly *was* fine, but I was too busy staring wide-eyed at my driver--unfazed by the earlier incident--zipping in and out of traffic and pedestrians along Mass Ave. to ponder the thought too deeply.

Finally, I arrived at Firefly, nearly an hour after I started out. I paid the fare, but didn't tip, and caught the driver mumbling something as I stepped out of the cab. Should have caught his license number, but at that point I was simply happy to be out of the cab. Not so bad, all things considered, and it did make the Hefeweizen I ordered taste all the better.

After a couple more drinks and some snacks, we headed out to walk home--by which time it had started raining.

But of course.

14th Street Circulator Line To Commence Next Month

According to a transportation report provided at the March CSNA meeting, a new Circulator bus line linking McPherson Square with Logan, U Street, Columbia Heights, Mount Pleasant, Adams-Morgan and Woodley Park will debut beginning next month.

The new line will begin at McPherson Square (14th and I streets) and run north along 14th Street to Irving Street. From there, it will run west along Irving, south on Mount Pleasant, southwest along Columbia Rd., then west on Calvert across the Ellington Bridge to Woodley Park. The line will run every 10 minutes from 7 AM - Midnight Sunday through Thursday, and until 3 AM on Fridays and Saturdays.

EDIT: Courtesy of the Washington Business Journal, a map showing the new route can be found here.

We feel that this expansion of the Circulator service is both welcome and long overdue. 14th Street has long needed an expansion of transportation options, and linking a neighborhood such as Logan and U Street with Adams-Morgan and Woodley will provide a much-needed transportation option between those popular areas, and will also provide a quick link between Logan and the Orange/Blue lines at McPherson.

The Circulator presents an enticing option over bus transit for a number of reasons, not the least of which is its dependable frequency and the fact that the number of stops is limited. It's also cheaper than a MetroBus ride ($1) and accepts SmartTrip cards. In other words, we look at this as a win for all involved.

The Circulator's website can be found here; unfortunately you won't find any news about this expansion in service. The most recent news item is a press release from 2007, so perhaps their website isn't the best place to find information about their service.

Buses and Streetcars and Trolleys, Oh My

Reading Metro's press release from yesterday regarding its plan to install additional "Express" bus routes throughout the city got me thinking about longer term planning for transportation solutions in the District.

Greater Greater Washington has taken the lead in thinking about Metro v2.0, and has produced a "future Metro" system map that I can only describe as mass transit porn. But the future of transportation in this city isn't simply about where the next Metro line will be built, it's about enhanced bus service, streetcars and better traffic-flow measures to help move people about. Several of these initiatives will, or could, have a direct affect on Logan and its residents.

Much has been made about the pending streetscape projects along 11th and 14th streets, but I wonder if we aren't missing an opportunity to think forward 20-30 years with our current projects. Take 14th Street, for example. In my opinion, it's a street that is a prime candidate for a streetcar line. I can envision a line running up and down 14th street, going from McPherson Square up through Logan, U St., and Columbia Heights, linking in a corridor that is underserved by Metro and expected to grow exponentially in the coming decades. Unfortunately, the idea of laying or planning for the installation of streetcar tracks was not taken under consideration for the 14th Street streetscape masterplan. Once that goes forward, it's likely to be decades before the District would feel compelled to revisit the issue.

11th Street is another underserved--yet vital--corridor that would benefit from a focus on transportation alternatives. At the very least, the development of an express bus line as part of the 66/68 route would benefit riders along the corridor considerably. It, too, would be a prime candidate for a streetcar or trolley line to move people from downtown to the residential areas that 11th street serves. Should the pace of development continue to march east (and there's seemingly no indication that it's going to stop) 11th will continue to be heavily utilized by both residents and commuters, with seemingly no plan in place to accommodate the inevitable increase in volume.

Many of the transportation options currently in place in the Logan/Shaw/U St. area were installed long before the area's development exploded, and the city and WMATA are doing a disservice to the area's residents by not taking this into consideration when planning long term projects for the neighborhood.

With that said, what do you think? What transportation initiatives or improvements would you like to see undertaken in the coming years/decades in the mid-city area? Are there alternatives that have not been discussed that should be? Share them in the comments below.

Why I'm Married to My Car

Last weekend we had occassion to go to Rhino Bar & Pumphouse on M Street in the middle of Saturday afternoon. (Buckeye football is very important in our household, and the local OSU alumni association holds game watches at Rhino.) Facing a $28 round trip cab fare and tip (three people, two zones) we elected to take the Metro bus. Mistake.

We jumped on at 14th and P right on time. Then we sat and sat some more. Apparently it was time for a driver shift change, and the new driver could not be bothered to show up on time. Once he did arrive, he spent a good five minutes chatting with the driver going off duty. During this time passengers in the back of the bus heckled him. Loudly. Our fellow passengers then requested every stop between 14th Street and Dupont Circle; no passengers disembarked during our wait in order to walk the one to five blocks to their destinations. Our average speed for the first half of the trip was two miles an hour, and the total duration of our 17 block ride was a half hour.

Now, Mr. 14th and You is a better citizen than I. He will not contribute to pollution and congestion by driving when it's not strictly necessary. He also happens to hate driving in the city. I, on the other hand, love my car. Driving a five speed with the sun roof open makes me happy. I have my limits; tight parking in certain neighborhoods and rush hour traffic quickly diminish my happy driving experience. However, both my husband and I agree that we would have been far better off parking on Wisconsin north of R Street on Saturday than taking the bus. We came to a similar conclusion when a southbound 14th Street bus between R Street and McPherson Square took over twenty minutes to get us to our destination.

Granted we could have opted for the Dupont to Georgetown mini bus on Saturday. But is it too much to ask that something be done to improve Metro bus travel in the city? Do we have to have stops on every block? Could we add a certain number of express buses with fewer stops on their routes?

A Streetcar Named (Un)desire(able)

I was of the mind that the District never takes a holistic view of traffic congestion and parking planning, but I recently heard some news about the Anacostia streetcar plan, which seemed like a step in the right direction. After some rudimentary research I found two relevant websites — the Streetcar Project page on within DDOT's site and DC's Transit Future, a fairly comprehensive report on where we need more mass transit and the available types of transit.

I really really like the idea of streetcars, both because I think they are charming and because I welcome non-vehicular transportation options. However, in order to ensure the success of any new mass transit initiative, DC has to completely understand problems with the existing transit systems, particularly the bus network. As well, they need to know why and how people travel through the city as they presently do. I encourage everyone to provide their input here and here.

One of my concerns us that any streetcar that makes the same number of stops as a bus and is subject to the same traffic lights (the current plan), would probably just be a large expensive vehicle that is not particularly convenient to use. I also fear that the definition of corridors per the Transit Future site will lead to more meandering transportation routes that no one wants to take the time to figure out — let alone the tourists and weekend drunks that we really don't need driving on city streets. So go forth and submit your comments. And keep your fingers crossed!