East Capitol Street-Cardozo Line (Route 96/97)

Transcription

1 Metrobus Service Evaluation Study East Capitol Street-Cardozo Line (Route 96/97) Technical Memorandum #1 Transit Service Assessment January 213 TOC - 1

2 TOC - 2

3 Table of Contents Section Page 1. Existing Service Summary Service Overview Service Characteristics Hours of Service Preliminary Findings Hours of Service Average Service Frequency Preliminary Findings Service Frequency Ridership and Productivity Daily Ridership Cost Recovery from Fares Boardings per Trip Subsidy per Passenger Boardings per Revenue Mile Preliminary Findings Boardings and Alightings by Stop and Segment Preliminary Findings Passenger Loads and Loading Patterns Preliminary Findings On-Time Performance and Actual Run Time versus Scheduled Run Time Preliminary Findings Bus Stop Evaluation Preliminary Findings Bus Operator Interview Results Preliminary Findings Platform Hour to Revenue Hour Ratio and Block Length Analysis Preliminary Findings TOC - 3

4 List of Tables Table Page 1 Route 96 Weekday Hours of Service Evaluation 8 2 Route 97 Weekday Hours of Service Evaluation 9 3 Route 96 Saturday Hours of Service Evaluation 9 4 Route 96 Sunday Hours of Service Evaluation 1 5 Routes Weekday Service Frequency Evaluation 11 6 Route 96 Weekend Service Frequency Evaluation 11 7 Evaluation of Daily Ridership 12 8 Evaluation of Cost Recovery from Fares 12 9 Evaluation of Boardings per Trip 13 1 Evaluation of Subsidy per Passenger Evaluation of Boardings Per Revenue Mile Ridership Trend On-Time Performance, Percentage of Trips On-Time Average Difference between Scheduled Run Time and Actual Run Time 3 15 Westbound Stops to be Considered for Consolidation Eastbound Stops to be Considered for Consolidation Stops Missing a Sidewalk or Bus Stop Pad Stops Missing Information Cases Stops Missing Bus Stop Flags 37 2 Candidates for Installation of Trash Receptacle Candidates for Installation of Shelter and Bench Platform Hours to Revenue Hours Ratio 4 23 Route Weekday Block Length 4 24 Route 96 Saturday Block Length Route 96 Sunday Block Length 42 TOC - 4

5 List of Figures Figures Page Figure 1 Map of Existing Metrobus Routes Figure 2 Map of Service Area: Population Density 5 Figure 3 Map of Service Area: Low Income Households 6 Figure 4 Map of Service Area: Minority Populations 7 Figure 5 Map of Westbound Boardings & Alightings by Stop 16 Figure 6 Map of Eastbound Boardings & Alightings by Stop 17 Figure 7 Routes Westbound AM Peak Weekday Boardings & Alightings 18 Figure 8 Routes Westbound PM Peak Weekday Boardings & Alightings 18 Figure 9 Routes Eastbound AM Peak Weekday Boardings & Alightings 19 Figure 1 Routes Eastbound PM Peak Weekday Boardings & Alightings 19 Figure 11 Routes Westbound All Day Weekday Boardings & Alightings 2 Figure 12 Routes Eastbound All Day Weekday Boardings & Alightings 2 Figure 13 Routes Westbound Maximum Load by Trip 23 Figure 14 Routes Eastbound Maximum Load by Trip 24 Figure 15 Routes Westbound AM Peak Average Load per Trip 25 Figure 16 Routes Westbound PM Peak Average Load per Trip 25 Figure 17 Routes Eastbound AM Peak Average Load per Trip 26 Figure 18 Routes Eastbound PM Peak Average Load per Trip 26 Figure 19 Routes Westbound All Day Weekday Average Load per Trip 27 Figure 2 Routes Eastbound All Day Weekday Average Load per Trip 27 Figure 21 Route 96 Weekday Westbound Actual vs. Scheduled Run Time 31 Figure 22 Route 96 Weekday Eastbound Actual vs. Scheduled Run Time 31 Figure 23 Route 97 Westbound Actual vs. Scheduled Run Time 32 Figure 24 Route 97 Eastbound Actual vs. Scheduled Run Time 32 TOC - 5

6 1. Existing Service Summary 1.1 Routes 96-97: Service Overview The East Capitol Street-Cardozo Line is comprised of Metrobus routes 96 and 97. Route 96 is an urban crosstown route operating between McLean Gardens in upper Northwest DC and Capitol Heights Metro Station via Downtown and East Capitol Street. Route 97 is a companion route that runs primarily along East Capitol Street in weekday peak periods (both directions) between Union Station and Capitol Heights Metro Station. Routes 96 and 97 are shown in Figure1. These route patterns and sub-patterns are described in greater detail below: 96 Eastbound runs 7 days a week between McLean Gardens and Capitol Heights Metro Station, with the exception of: o 96/ trips that run on weekdays during peak periods between McLean Gardens and Stadium-Armory Metro Station. o Four weekday, three Saturday, and three Sunday early morning eastbound Route 96 trips begin at 13th and U Streets NW instead of McLean Gardens. o Three Route 96 and 96/ trips run after midnight only on Fridays; these and the last three trips on Saturdays begin at Duke Ellington Bridge instead of McLean Gardens. 96 Westbound also runs 7 days a week between McLean Gardens and Capitol Heights Metro except: o Weekday westbound Route 96 trips between 6:18 am and 9:16 am and 2:58 pm and 6:1 pm begin at Stadium-Armory Metro Station instead of Capitol Heights Metro Station. o One 96/ weekday westbound trip at 9:16 am runs between Stadium-Armory Metro Station and U and 14th Streets NW. o Six 96/ westbound buses operate between 11:53 pm and 3:11 am on Saturday nights. o Three westbound Route 96 and 96/ trips run after midnight do so only on Fridays. 97 The Route 97 pattern is a companion of the Route 96 pattern that runs on weekday peak periods in both directions between Union Station and Capitol Heights Metro Station. Route 97 has the same alignment as Route 96 except for the segment between RFK Stadium and Lincoln Park, where the 97 stays on East Capitol Street and the 96 runs on a one-way pair on 18th/19th Street SE from East Capitol Street to the DC General Health Campus, and then along Massachusetts Avenue SE to Lincoln Park on East Capitol Street. Exceptions to the overall pattern include: o Route 97 runs an additional trip between Eastern High School and Capitol Heights Metro Station at 3:25 pm weekdays when public school is open. Also of note: Route 96 and 96/ buses that operate between 1: pm and 3:29 am on weekdays; 1:22 pm and 3:11 am on Saturdays; and 1:11 pm and 3:48 am on Sundays use an alternate route on 2nd Street & Constitution Avenue NE because of road closures around the U.S. Capitol. Service Evaluation Study - Metrobus Routes

7 Figure 1 Map of Existing Metrobus Routes 96 and 97 McLean Gardens Service Evaluation Study - Metrobus Routes

8 The East Capitol Street-Cardozo Line serves six Metrorail stations: 96: Woodley Park; U Street. 96 and 97: Union Station; Stadium-Armory; Benning Road; Capitol Heights. Routes 96 and 97 intersect with other bus routes at the following locations: 96: Shares alignment with Metrobus X3 between McLean Gardens and 7th Street & Georgia Avenue NW Metrobus 31, 32, and 36 at Wisconsin Avenue NW Circulator (Woodley Park-McPherson Square) on Calvert Street NW between Woodley Park Metro and 18th Street NW, and again at 14th Street NW Metrobus L1-2 at Calvert Street & Connecticut Avenue NW Metrobus S at 16th Street NW Metrobus 9, 92, 93, and L2 along Calvert Street and 18th Street NW in Adams Morgan Metrobus 9, 92, and 93 along U Street NW between 18th Street NW and New Jersey Avenue NW Metrobus 52, 53, and 54 at 14th Street Metrobus 63 at U Street & Vermont Avenue and 64 at U & 11th Streets NW Metrobus 7 and 79 at Georgia Avenue/7th Street Metrobus P6 at New York Avenue NW and at North Capitol & M Streets Metrobus D4 at New Jersey Avenue & K Street NW Metrobus 8 on North Capitol Street Metrobus B2 on Massachusetts Avenue SE and 19th Street SE between 17th Street SE and Stadium-Armory Metro Station 96 and 97: At Union Station: o Metrobus 8, D3-6-8, X2, X9 o Circulator (Union Station-Georgetown and Union Station-Navy Yard) o LTC-Loudoun County o PTRC-Dale City o MTA 93 (Charlotte Hall) and MTA 922 (Annapolis-Kent Island) Metrobus C4 at East Capitol & 3rd Streets and at Lincoln Park Metrobus E32 on East Capitol Street between 17th Street and Minnesota Avenue At Stadium-Armory Metro Station: Metrobus B2, D6, E32 At East Capitol Street & Minnesota Avenue: Metrobus A31, U2-6, V7-8-9 At Benning Road Metro Station: Metrobus E32, U-5-6-8, W4 Metrobus U5-6 at East Capitol and 51 st Streets Metrobus W4 on East Capitol Street between Benning Road and Division Avenue At Capitol Heights Metro Station: o Metrobus A12, F14, U8, X9 o TB24-25 Service Evaluation Study - Metrobus Routes

9 To provide demographic context for the two lines, Figure 2 contains a population density map of the areas abutting Routes 96 and 97, Figure 3 contains a map showing low income households in areas abutting the two routes, and Figure 4 contains a map showing minority populations in areas abutting the two routes. The data in the three maps shows that: Population Density is highest in the area between Rock Creek Park and U & 11th Streets NW, with a density of 25, to 5, people per square mile. The second densest area is the neighborhood between New Jersey Avenue and North Capitol Street, with 25, to 5, residents per square mile near New York Avenue, and 12, to 25, per square mile farther south. These two areas are served only by Route 96. East of Union Station, population becomes less dense. Between Union Station and Capitol Hill, population density is less than 4, people per square mile. From Capitol Hill to RFK Stadium, density is generally between 12, to 25, people per square mile. From RFK Stadium to Capitol Heights, density is 4, to 12, per square mile or 12, to 25,. The areas east of Capitol Hill are served by both Routes 96 and 97. Low-Income Households are most prevalent in the area around New Jersey Avenue and North Capitol Street, where more than half of households are below the poverty line. The segment of Route 96 north of Florida Avenue and the segment of Routes east of Division Avenue have between 25 and 5 percent of households below the poverty line. The remainder of the corridor serves neighborhoods in which fewer than 25 percent of households are below the poverty line. Minority Populations in the corridor are found in the areas east of RFK Stadium and north of Florida Avenue, where more than 75 percent of residents are of a minority group. Other predominantly minority neighborhoods include the areas around New Jersey Avenue and North Capitol Street, as well as between Lincoln Park and RFK Stadium, where 5 to 75 percent of the population is minority. A generally even distribution of populations is found along U Street and in Adams Morgan. West of Rock Creek Park and between the U.S. Capitol and Lincoln Park, the minority population is less than 15 percent. Source of data in Figures 2-4: U.S. Census Bureau. Service Evaluation Study - Metrobus Routes

10 Figure 2 Map of Routes Service Area: Population Density Service Evaluation Study - Metrobus Routes

11 Figure 3 Map of Routes Service Area: Low-Income Households Service Evaluation Study - Metrobus Routes

12 Figure 4 Map of Routes Service Area: Minority Populations Service Evaluation Study - Metrobus Routes

13 1.2 Routes 96-97: Service Characteristics This section presents the data necessary to evaluate the line relative to two of the evaluation criteria: hours of service and average service frequency. The first data analysis relates to the hours of service evaluation criteria Hours of Service The WMATA Service Guidelines criteria used for evaluating the adequacy of hours of service for routes 96 and 97 (an urban crosstown line) are as follows: Weekdays and Saturday (Routes 96 and 97) o First trip of day should arrive at its final destination terminal no later than 7: am o Final trip of the day should depart from its starting terminal no earlier than 1: pm Sunday (Route 96 only) o First trip of the day should arrive at its final destination terminal no later than 8: am o Final trip of the day should depart from its starting terminal no earlier than 1: pm A summary of weekday hours of service by terminal for the East Capitol Street-Cardozo Line is provided in Tables 1 and 2. Table 1 Route 96 Weekday Hours of Service Evaluation Period Direction Terminal / Route AM PM WB EB WB EB Capitol Heights Metro to McLean Gardens (96) U & 13 th Streets to Capitol Heights Metro (96) McLean Gardens to Stadium-Armory Metro (96/) Capitol Heights Metro to McLean Gardens (96) Stadium-Armory Metro to U & 14th Streets (96/) McLean Gardens to Capitol Heights Metro (96) McLean Gardens to Duke Ellington Bridge (96/) McLean Gardens to Stadium-Armory Metro (96/) AM Arrival Time / PM Departure Time Meets Criterion 5:5 am Yes 5:22 am Yes 6:57 am Yes 11:42 am Yes 9:16 am Yes 12:43 am Yes 1:48 am Yes 5:38 pm No The data in Table 1 shows that Route 96 meets the weekday hours of service criteria. The only exceptions are 1) the final trip of the day for eastbound 96/ route, which departs from McLean Gardens at 5:38 pm well before the 1: pm criterion. However, the 96/ is a short-turn route, and the regular Route 96 service continues to operate eastbound on weekdays until 1:42 am. And 2) the Service Evaluation Study - Metrobus Routes

14 sole 96/ trip between Stadium-Armory and 14th Street NW, which begins at 9:16 am and ends at 9:56 am. This trip adds capacity to the overall 96 route service. Weekday hours of service data for Route 97 is shown in Table 2. Table 2 Route 97 Weekday Hours of Service Evaluation Period Direction Terminal / Route AM (arrival) PM (departure) WB EB WB EB Capitol Heights Metro to Union Station Union Station to Capitol Heights Metro Capitol Heights Metro to Union Station Union Station to Capitol Heights Metro AM Arrival Time / PM Departure Time Meets Criterion 6:29 am Yes 7: am Yes 5:42 pm No 6:17 pm No The data in Table 2 shows that the hours of service criteria for Route 97 are met in the AM peak period in both directions, but not in the PM peak period. As with the 96/, Route 97 is a truncated version of Route 96. Route 97 only runs during peak periods; and, therefore, ends before the 1: pm criterion, but the service area it serves is covered by Route 96. Tables 3 and 4 provide hours of service data for Saturday and Sunday, respectively (Route 97 is a weekday-only service). Table 3 Route 96: Saturday Hours of Service Evaluation Period Direction Terminal / Route AM (arrival) PM (departure) WB EB EB WB EB Capitol Heights Metro to McLean Gardens (96) U & 13th Streets NW to Capitol Heights Metro (96) McLean Gardens NW to Capitol Heights Metro (96) Capitol Heights Metro to McLean Gardens (96) Capitol Heights Metro to U & 14th Streets (96/) McLean Gardens to Capitol Heights Metro (96) Duke Ellington Bridge to Capitol Heights Metro (96) AM Arrival Time / PM Departure Time Meets Criterion 6:11 am Yes 5:34 am Yes 7:9 am No 11:22 pm Yes 2:3 am Yes 12:41 am Yes 2:55 am Yes Service Evaluation Study - Metrobus Routes

15 Table 4 Route 96: Sunday Hours of Service Evaluation Period Direction Terminal / Route AM (arrival) PM (departure) WB EB EB WB EB Capitol Heights Metro to McLean Gardens (96) U & 13th Streets NW to Capitol Heights Metro (96) McLean Gardens NW to Capitol Heights Metro (96) Capitol Heights Metro to McLean Gardens (96) McLean Gardens to U & 14th Streets (96/) McLean Gardens to Capitol Heights Metro (96) AM Arrival Time / PM Departure Time Meets Criterion 6:11 am Yes 5:4 am Yes 7:1 am Yes 11:36 pm Yes 1:6 am Yes 12:36 am Yes The data in Tables 3 and 4 shows that the hours of weekend hours of service criteria are generally met for both directions on Route 96. The only exception is the first eastbound trip on Saturday from McLean Gardens to Capitol Heights Metro, which misses the criterion by 9 minutes. However, there are three earlier trips that run from U & 13th Streets NW to Capitol Heights Metro which do meet the criterion for Saturday hours of service Preliminary Findings Hours of Service The data above shows that Route 96/ and Route 97 service hours sometimes do not meet the WMATA service criteria; however, these services are shortened versions of Route 96, which does meet the criteria for service hours all days of the week in both directions. The only exception to this statement is the eastbound Saturday trip from McLean Gardens to Capitol Heights. The start time of this trip should be 7: am rather than 7:9 am to meet WMATA s standards Service Frequency The WMATA Service Guidelines criteria used in evaluating the adequacy of service frequency for urban class routes such as the 96 and 97are: Weekday Peak Periods: Minimum Service Frequency 15 minutes Weekday Off-Peak Periods and Weekends: Minimum Service Frequency 3 minutes Table 5 summarizes weekday average service frequency for Routes 96 and 97. Service Evaluation Study - Metrobus Routes

16 Table 5 Routes 96-97: Weekday Service Frequency Evaluation Direction WB EB Time Period* Average Combined Service Frequency Meets Criterion Early AM criterion: 3 minutes 19 minutes Yes AM Peak criterion: 15 minutes 7 minutes Yes Midday criterion: 3 minutes 24 minutes Yes PM Peak criterion: 15 minutes 8 minutes Yes Late Evening criterion: 3 minutes 31 minutes No Early AM criterion: 3 minutes 2 minutes Yes AM Peak criterion: 15 minutes 9 minutes Yes Midday criterion: 3 minutes 24 minutes Yes PM Peak criterion: 15 minutes 7 minutes Yes Late Evening criterion: 3 minutes 31 minutes No * Early AM = 4: am to 5:59 am. AM Peak = 6: am to 8:59 am. Midday = 9: am to 2:59 pm. PM Peak = 3: pm to 6:59 pm. Late Evening = 7: pm to end of service. The data in Table 5 shows that Route 96 meets WMATA s average service frequency criteria for an urban class route, in both directions, during the weekday AM and PM peak periods and midday period. The only exception is that Route 96 misses the Late Evening criterion by an average of approximately one minute in both directions. Table 6 shows weekend service frequency data for Route 96. (Route 97 is a weekday service.) Table 6 Route 96: Weekend Service Frequency Evaluation Direction Time Period Average Service Frequency Meets Criterion WB All Day criterion: 3 minutes 3 minutes Yes EB All Day criterion: 3 minutes 3 minutes Yes The data in Table 6 shows that Route 96 meets the weekend service frequency criteria for an urban route, in both directions Preliminary Findings Service Frequency Minimum service frequency criteria are currently being met for Routes 96 and 97 on weekdays during the AM peak, PM peak, and midday periods in both directions. The criteria are also met for Route 96 on weekends. Route 96 does not meet the minimum criteria in either direction during the late evening periods on weekdays. Adding a trip to meet the service frequency criteria should be considered. Service Evaluation Study - Metrobus Routes

17 2. Ridership and Productivity This section provides summary data on East Capitol Street-Cardozo Line ridership and productivity and also provides the data to evaluate Routes 96 and 97 relative to WMATA s ridership and productivity standards to determine if changes to the line are warranted. Ridership and productivity measures evaluated in this section include daily weekday ridership, cost recovery from fares, boardings per trip, subsidy per passenger and boardings per revenue mile. 2.1 Daily Ridership Average daily ridership on Routes 96 and 97 is summarized in Table 7. The data includes a comparison of daily ridership to WMATA standards for minimum ridership. Table 7 Evaluation of Daily Ridership Route 96 Day of Week Average Daily Ridership Daily Ridership Standard (boardings per day) Meets Standard Weekday 3,61 >385 Yes Saturday 2,22 >296 Yes Sunday 1,747 >22 Yes 97 Weekday 75 >385 Yes Source: WMATA Productivity Measures, April 212 The data in Table 7 shows that both routes meet the minimum standard for daily ridership for all days of the week. 2.2 Cost Recovery from Fares Cost recovery for Routes 96 and 97 is summarized in Table 8. The data includes a comparison of cost recovery from fares for the two routes to WMATA standards for minimum cost recovery. Table 8 Evaluation of Cost Recovery from Fares Route Day of Week Cost Recovery 96 Minimum Cost Recovery Standard from Fares Meets Standard Weekday 19.75% >14.96% Yes Saturday 18.22% >14.49% Yes Sunday 16.17% >13.4% Yes 97 Weekday 25.74% >14.96% Yes Source: WMATA Productivity Measures, April 212 The data in Table 8 shows that both routes meet the minimum standard for cost recovery from fares for all days of the week. Service Evaluation Study - Metrobus Routes

18 2.3 Boardings per Trip Boardings per trip on Routes 96 and 97 is summarized in Table 9. The data includes a comparison of boardings per trip on the two routes to WMATA standards for minimum boardings per trip. Table 9 Evaluation of Boardings per Trip Route Day of Week Boardings Per Trip Boardings per Trip Standard Meets Standard Weekday 33 >9.49 Yes 96 Saturday 25 >8.98 Yes Sunday 21 >8.11 Yes 97 Weekday 14 >9.49 Yes Source: WMATA Productivity Measures, April 212 The data in Table 9 shows that both routes meet the minimum standard for boardings per trip for all days of the week. 2.4 Subsidy per Passenger Subsidy per passenger on Routes 96 and 97 is summarized in Table 1. The data includes a comparison of subsidy per passenger on the routes to WMATA standards for maximum subsidy per passenger. Table 1 Evaluation of Subsidy per Passenger Route 96 Day of Week Subsidy per Passenger Subsidy per Passenger Standard Meets Standard Weekday $3.46 <$5.9 Yes Saturday $4.33 <$5.96 Yes Sunday $5.1 <$6.44 Yes 97 Weekday $4.15 <$5.9 Yes Source: WMATA Productivity Measures, April 212 The data in Table 1 shows that both routes meet the minimum standard for subsidy per passenger for all days of the week. 2.5 Boardings per Revenue Mile Boardings per revenue mile on Routes 96 and 97 is summarized in Table 11. The data includes a comparison of boardings per revenue mile on the two routes to WMATA standards for minimum boardings per revenue mile. Route 96 has 1,319 weekday revenue miles; 1,119 Saturday revenue miles; and 1,55 Sunday revenue miles. Route 97 has 334 weekday revenue miles. Service Evaluation Study - Metrobus Routes

19 Table 11 Evaluation of Boardings per Revenue Mile Route 96 Day of Week Boardings per Revenue Mile Boardings per Revenue Mile Standard Meets Standard Weekday 2.73 >1.2 Yes Saturday 1.96 >1.2 Yes Sunday 1.66 >.94 Yes 97 Weekday 2.11 >1.2 Yes Source: WMATA Productivity Measures, April 212 The data in Table 11 shows that both routes meet the minimum standard for boardings per revenue mile for all days of the week. The data in Table 12 shows the average daily ridership for Routes 96 and 97 over the past five years. Table 12 Ridership Trend Route Weekday 3,885 3,743 3,485 3,525 3, Saturday 2,341 2,158 2,16 2,362 2, Sunday 1,744 1,699 1,55 1,737 1, Weekday 94 1,169 1,175 1,223 1,266 Source: WMATA Productivity Measures, April 212 The data shows that ridership for Route 96 over the past five years dipped in 21 for all days of the week, but has since rebounded to near-28 levels. Ridership on Route 97 has steadily increased over the last five years. 2.6 Preliminary Findings Ridership and Productivity Both Route 96 and 97 meet WMATA s ridership and productivity standards. Service Evaluation Study - Metrobus Routes

20 3. Boardings and Alightings by Stop and Segment To provide an understanding of the distribution of boarding and alighting activity along Routes 96 and 97, a series of figures are provided below. Figure 5 is a map showing westbound weekday boardings and alightings on the two routes. Figure 6 is a map showing eastbound weekday boardings and alightings on the two routes. Figures 7 through 12 show weekday boarding and alighting activity by line segment. An analysis of the data in Figures 7 through 12 and preliminary findings based on the analysis is provided in Section 3.1. Data for Figures 5 through 12 comes from WMATA ride check counts conducted in May-July 212. Service Evaluation Study - Metrobus Routes

21 Figure 5 Routes Map of Westbound Boardings and Alightings by Stop Service Evaluation Study - Metrobus Routes

22 Figure 6 Routes Map of Eastbound Boardings and Alightings by Stop Service Evaluation Study - Metrobus Routes

23 Figure 7 Routes 96-97: Westbound AM Peak Weekday Boardings & Alightings Routes 96-97: Westbound AM Peak Weekday Boardings and Alightings by Segment Capitol Heights Metro to East Cap. & 4th St Stadium-Armory Metro to Louisiana Ave & D St Union Station to U & 11th St NW U & 13th St to Cathedral & 29th NW 67 Cathedral & Woodley to McLean Gardens Boardings Alightings Figure 8 Routes Westbound PM Peak Weekday Boardings & Alightings 7 Routes Westbound PM Peak Weekday Boardings and Alightings by Segment Capitol Heights Metro to East Cap. & 4th St Stadium-Armory Metro to Louisiana Ave & D St Union Station to U & 11th St NW U & 13th St to Cathedral & 29th NW 2 55 Cathedral & Woodley to McLean Gardens Boardings Alightings Service Evaluation Study - Metrobus Routes

24 Figure 9 Routes Eastbound AM Peak Weekday Boardings & Alightings 7 Routes 96-97: Eastbound AM Peak Weekday Boardings & Alightings by Segment McLean Gardens to Cathedral & Woodley Cathedral & 29th to U & 13th NW U & 11th NW to Union Station Louisiana & D St to Stadium-Armory Metro East Cap. & 4th St to Capitol Heights Metro Boardings Alightings Figure 1 Routes Eastbound PM Peak Weekday Boardings & Alightings 7 Routes 96-97: Eastbound PM Peak Weekday Boardings & Alightings by Segment McLean Gardens to Cathedral & Woodley 71 Cathedral & 29th to U & 13th NW U & 11th NW to Union Station Louisiana & D St to Stadium-Armory Metro 63 East Cap. & 4th St to Capitol Heights Metro Boardings Alightings Service Evaluation Study - Metrobus Routes

25 Figure 11 Routes Westbound All Day Weekday Boardings & Alightings Routes Westbound All Day Weekday Boardings & Alightings Capitol Heights Metro to East Cap. & 4th St Stadium-Armory Union Station to U & Metro to Louisiana 11th St NW Ave & D St 381 U & 13th St to Cathedral & 29th NW Cathedral & Woodley to McLean Gardens Boardings Alightings Figure 12 Routes Eastbound All Day Weekday Boardings & Alightings 12 1 Routes Eastbound All Day Weekday Boardings & Alightings by Segment McLean Gardens to Cathedral & Woodley Cathedral & 29th to U & 13th NW U & 11th NW to Union Station Louisiana & D St to Stadium-Armory Metro East Cap. & 4th St to Capitol Heights Metro Boardings Alightings Service Evaluation Study - Metrobus Routes

26 The data presented in Figures 7 through 12 for the East Capitol Street-Cardozo Line show several noteworthy boarding/alighting patterns by direction and time of day: 1) Although the corridor map suggests that Route 96 is a crosstown service, the boarding and alighting data suggests that it acts more as two halves of a radial route. In the AM peak, there is a heavy number of boardings at Capitol Heights Metro and a large number of alightings at Union Station. The reverse is true westbound in the PM peak along the same segment. Similarly, in the AM peak, eastbound riders are collected primarily along the U Street portion of the line, with a heavy number of alightings at Union Station; with the reverse activity taking place along the same segment in the PM peak. This data illustrates that Route 96 generally acts as two services with Union Station as a primary destination between the two halves. It may be the case that Route 96 riders who live east of the Anacostia River use the service to connect with the Red Line and other transit modes at Union Station. For eastbound AM riders who live near Woodley Park Metro on the Red Line, the choice to use Route 96 may be one related to avoiding the extra cost of Metrorail or needing to connect with another Metrobus route or Metrorail line. 2) Ridership is comparatively light on Route 96 between McLean Gardens and Woodley Park, and to a lesser extent, between Woodley Park and U Street Metro. The relatively smaller number of riders may be due to the fact that the 96 shares an alignment with Route X3 during peak periods. 3) Because a large portion of the boardings and alightings east of Union Station take place at only a few locations East Capitol & 8th Streets, Stadium-Armory Metro, Benning Road Metro, and Capitol Heights Metro for example it may be worth investigating whether Route 97 can be converted to a peak-period limited-stop service. 3.1 Preliminary Findings Boardings and Alightings Boarding and alighting data has been evaluated in conjunction with load data in Section 4 Passenger Loads and Loading Patterns to determine whether supplemental trips should be added to address crowding problems. The boarding/alighting data is also instructive in the context of Section 5 On-Time Performance to determine whether the routes may be split or otherwise modified to enhance reliability. Service Evaluation Study - Metrobus Routes

27 4. Passenger Loads and Loading Patterns The data in this section is focused on providing an understanding of passenger loads and loading patterns on the East Capitol Street-Cardozo Line, with a specific focus on identifying potential crowding issues and the need for service modifications to address that crowding. The first set of data shows passenger loads by individual trip and direction to help determine if and when crowding issues occur. The second set of data provides information on loading patterns along the line to identify the distribution of passenger loads along the line and where the heaviest loads occur. The maximum loads by trip data is presented in Figures 13 and 14 and the load pattern data by time period and direction are presented in Figures 15 through 21. An analysis of the data and preliminary findings based on the data analysis are included in Section 4.1. The maximum load point for the period shown in each chart is listed in the title. Eastbound, the maximum load point (based on all weekday trips) is Louisiana Avenue and D Street NW; Westbound the maximum load point is East Capitol Street and 1 th Street. Service Evaluation Study - Metrobus Routes

28 Figure 13 Routes Westbound Maximum Load by Trip 4 Routes Westbound - Maximum Load by Trip (Maximum Load Point: East Capitol Street & 1th Street) Route 96 Route 97 Service Evaluation Study - Metrobus Routes

29 Figure 14 Routes Eastbound Maximum Load by Trip 45 Routes Eastbound - Maximum Load by Trip (Maximum Load Point: Louisiana Avenue & D Street NW) Route 96 Route 97 Service Evaluation Study - Metrobus Routes

30 Number of passengers (load) Number of passengers (load) Figure 15 Routes Westbound AM Peak Average Load per Trip 25 Routes Westbound AM Peak - Average Load Per Trip (Maximum Load Point: East Capitol Street and 1th Street) Figure 16 Routes Westbound PM Peak Average Load per Trip 25 Routes Westbound PM Peak - Average Load Per Trip (Maximum Load Point: Louisiana Avenue and D Street NW) Service Evaluation Study - Metrobus Routes

31 Number of passengers (load) Number of passengers (load) Figure 17 Routes Eastbound AM Peak Average Load per Trip 25 Routes Eastbound AM Peak - Average Load Per Trip (Maximum Load Point: New Jersey Avenue and Q Street NW) Figure 18 Routes Eastbound PM Peak Average Load per Trip 25 Routes Eastbound PM Peak - Average Load Per Trip (Maximum Load Point: East Capitol Street and 8th Street) Service Evaluation Study - Metrobus Routes

32 Number of passengers (load) Number of passengers (load) Figure 19 Routes Westbound All Day Weekday Average Load per Trip 25 Routes Westbound All Day Weekday - Average Load Per Trip (Maximum Load Point: East Capitol Street and 1th Street) Figure 2 Routes Eastbound All Day Average Load per Trip 25 Routes Eastbound All Day Weekday - Average Load Per Trip (Maximum Load Point: Louisiana Avenue and D Street NW) Service Evaluation Study - Metrobus Routes

33 4.1 Preliminary Findings Passenger Loads and Loading Patterns Based on the data shown in Figures 13 through 2, crowding is generally not a problem on Routes 96 and 97; only one eastbound PM peak trip exceeds a standing load. In addition, average loads are not crowded for the time periods analyzed; the peak loads on the segment between Union Station and East Capitol & 8th Street ranges from approximately 12 to 16 passengers. Service Evaluation Study - Metrobus Routes

34 5. On-Time Performance and Actual Run Time versus Scheduled Run Time The data in this section outlines the East Capitol Street-Cardozo Line s on-time performance by time of day and actual run times versus scheduled run times for the purpose of identifying potential schedule issues on the line. The data in Table 13 shows on-time performance by route and time of day. Table 13 On-Time Performance, Percentage of Trips On-Time by Time of Day* Route Early AM AM Peak Mid-Day PM Peak Weekday 96 (Northern) 96 (Bladensburg) 97 (Northern) 97 (Bladensburg) Saturday Sunday Early Evening Late Evening 9.8% 75.6% 64.3% 48.% 61.2% 68.6% 9.4% 83.3% 36.9% 38.7% 24.9% 73.2% n/a 85.8% 82.5% 77.8% n/a n/a n/a 86.% 83.7% 81.1% n/a n/a % 78.7% 53.5% 45.6% 42.8% 51.9% % 68.% 59.5% 5.% 68.8% 58.8% Source: WMATA On-Time Performance Report July 1, 211 to June 3, 212 * Early AM = 4: am to 5:59 am. AM Peak = 6: am to 8:59 am. Midday = 9: am to 2:59 pm. PM Peak = 3: pm to 1:59 pm. Late Evening = 11: pm to end of service. Note: On-time is defined as a trip arriving between two minutes prior to scheduled arrival time and seven minutes after scheduled arrival time The data in Table 13 shows that on-time performance on Route 96 is best in the early AM and AM peak periods, but declines in the mid-day, PM peak, and early evening periods. The worst time of day for Route 96 on-time performance is the PM peak period, during which fewer than half of all trips operate on time (almost all early evening trips operate out of Northern Division, thus on average ontime performance is greater than 5 percent). Route 97 performs better than Route 96 in terms of on-time performance, in both the AM and PM peak periods, with on-time performance ranging from nearly 78 to 86 percent. On weekends, on-time performance is strongest during the early AM and AM peak periods; although during no period on weekends does it exceed 8 percent. On Saturdays, the early evenings show the greatest trouble with on-time performance, with only 43 percent of trips operating on time; on Sundays, the weakest period is the PM peak, with 5 percent of trips operating on time. The data show poorer on-time performance for buses out of Bladensburg Division than those out of Northern Division during the mid-day, PM peak and early evening periods on weekdays. Service Evaluation Study - Metrobus Routes

35 The difference between weekday scheduled run time and actual run time for Routes is shown in Table 14. Table 14 Routes 96-97: Average Difference between Scheduled Run Time and Actual Run Time Route Direction Time Period Average Difference: Actual vs. Scheduled Run Time (in minutes) Weekday AM Peak 12.5 Eastbound Mid-Day PM Peak 7. AM Peak 3.8 Westbound Mid-Day 5.2 PM Peak 5.5 AM Peak 5. Eastbound Mid-Day n/a 97 PM Peak 6.8 AM Peak 7.2 Westbound Mid-Day n/a PM Peak 4.8 Saturday and Sunday 96 Eastbound AM 2.4 PM 2.1 Westbound AM 4.2 PM 6.1 Source: WMATA Running Time by Trip and Line/Route Report, 1/1/11 to 12/31/11 The data in Table 14 shows that the average difference between scheduled and actual run times for Routes 96 and 97 is generally between -2 and +7 minutes, or within the WMATA-defined standard of on-time. The only exceptions to this in the 211 data are westbound during the AM peak on Route 97 (7.2 minutes) and eastbound in the AM peak and midday periods for Route 96 (a difference of 12.5 and 1 minutes, respectively). The greatest deficit in running time is during the AM peak, the time period (other than weekday early morning) with the best on-time performance. This contrast suggests that simply re-calibrating the scheduled running times will not solve the on-time performance issues on this line. Additional supervision and further attention by WMATA are needed. Run time data by route and direction for the East Capitol Street-Cardozo Line is shown in Figures 21 through 24. Service Evaluation Study - Metrobus Routes

36 Figure 21 Route 96 Westbound Weekday Actual Run Time vs. Scheduled Run Time 9 Route 96 Westbound Weekday Actual Trip Run Time vs. Scheduled Run Time Actual Avg. Trip Run Time Scheduled Run Time Figure 22 Route 96 Eastbound Weekday Actual Run Time vs. Scheduled Run Time 9 Route 96 Eastbound Weekday Actual Trip Run Time vs. Scheduled Run Time Actual Avg. Trip Run Time Scheduled Run Time Service Evaluation Study - Metrobus Routes

37 Figure 23 Route 97 Westbound Actual Run Time vs. Scheduled Run Time Route 97 Westbound Actual Trip Run Time vs. Scheduled Run Time Actual Avg. Trip Run Time Scheduled Run Time Figure 24 Routes 97 Eastbound Actual Run Time vs. Scheduled Run Time Route 97 Eastbound Actual Trip Run Time vs. Scheduled Run Time Actual Avg. Trip Run Time Scheduled Run Time 5.1 Preliminary Findings On-Time Performance and Run Times The data in Figures 21 through 24 shows that while most trips on Routes 96 and 97 (on average over the course of a week) fall within WMATA s definition of on-time, many trips are more than 7 minutes late. The figures corroborate what Route bus operators said (see Section 7), that approximately 1 additional minutes of run time is often needed to meet the schedule. Service Evaluation Study - Metrobus Routes

38 6. Bus Stop Evaluation Section 6 contains two bus stop analyses. The first analysis shown in Tables 15 and 16 focuses on the distance between stops along the East Capitol Street-Cardozo Line and whether they meet WMATA guidelines for ideal stop-to-stop distance. The distance-between-stops analysis is based on a three-step process: 1) In the first step of the analysis, all stops on Routes are evaluated to determine whether a stop is too close to the stops adjacent to it based on the WMATA guidelines for distance between stops (WMATA guidelines state that there should be four to five stops per mile, or approximately.2 to.25 miles apart). 2) The second step is to then determine whether the distance between stops would exceed the WMATA guideline of >.25 miles if a stop identified in Step 1 is eliminated (in other words, Step 2 is meant to determine whether the remaining stops adjacent to the eliminated stop would become too far apart if the stop identified in Step 1 is removed). 3) The third step analyzes the feasibility of removing the stop. Stops that are at the terminal of a route, stops that serve a Metrorail station, and stops that have more than 25 boardings or alightings per day were removed from consideration as a candidate for consolidation. Based on this three-step process, 43 stops along Routes 96 and 97 have been identified that WMATA may want to consider for consolidation based on the guidelines for distance between stops. Westbound stops are shown in Table 15 and eastbound stops in Table 16. The second analysis in Tables 17 through 21 relates to proposed bus stop amenities based on the WMATA Bus Stop Guidelines. Service Evaluation Study - Metrobus Routes

39 Table 15 East Capitol Street-Cardozo Line: Westbound Stops to be Considered for Consolidation Candidate Stop Previous Stop Distance to Previous Stop (Miles) Next Stop Distance to Next Stop (Miles) Total Distance (Miles) if Candidate Stop is Eliminated Daily Boardings at Stop Daily Alightings at Stop East Capitol & Division NE East Capitol & 53rd.13 East Capitol & 5th East Capitol NE E. Capitol & Ft Chaplin.11 East Capitol & 41st East Capitol & 14th NE East Capitol & 15th.7 East Capitol & 13th th & C NE 18th & Independence.15 Massachusetts & 19th Massachusetts & 19th NE 18th & C.9 DC General Massachusetts & 17th NE Massachusetts & 18th.1 Massachusetts & 16th Massachusetts & 16th NE Massachusetts & 17th.11 Mass & Independence New Jersey & L NW New Jersey & K.6 New Jersey & M New Jersey & M NW New Jersey & L.16 New Jersey & N New Jersey & N NW New Jersey & M.8 New Jersey & O New Jersey & O NW New Jersey & N.8 New Jersey & P New Jersey & P NW New Jersey & O.9 New Jersey & Q New Jersey & Q NW New Jersey & P.11 New Jersey & R New Jersey & R NW New Jersey & Q.9 New Jersey & Rhode Island New Jersey & Rhode Island NW New Jersey & R.6 New Jersey & Florida Florida & 6th NW New Jersey & Florida.12 Florida & Georgia Calvert & 29th NW 261 Calvert Calvert Calvert NW 2937 Cathedral.12 29th & Woodley Cathedral NW Cathedral & 29th.12 Cathedral & Woodley Woodley & 35th NW Woodley & 34th.1 Woodley & 36th Woodley & 36th NW Woodley & 35th.12 Woodley & Wisconsin Service Evaluation Study - Metrobus Routes

40 Table 16 East Capitol Street-Cardozo Line: Eastbound Stops to be Considered for Consolidation Candidate Stop Previous Stop Distance to Previous Stop (Miles) Next Stop Distance to Next Stop (Miles) Total Distance (Miles) if Candidate Stop is Eliminated Daily Boardings at Stop Daily Alightings at Stop Cathedral & Woodley NW Woodley & 32nd Cathedral Ave Cathedral NW Cathedral & Woodley.6 29th & Cathedral th & Garfield NW 29th & Cathedral th th NW 29th & Garfield.9 Calvert & McGill U & 9th NW U & Vermont.36 Florida & 7th Florida & 6th NW Florida & 7th.131 Florida & 5th Florida & 5th NW Florida & 6th.59 New Jersey & Rhode Is New Jersey & R NW New Jersey & Rhode Is..68 New Jersey & Q New Jersey & Q NW New Jersey & R.71 New Jersey & P New Jersey & P NW New Jersey & Q.113 New Jersey & O New Jersey & O NW New Jersey & P.16 New Jersey & N New Jersey & N NW New Jersey & O.91 New York & New Jersey North Capitol & Pierce NW M & North Capitol.6 North Capitol & K East Capitol & 4th SE East Capitol & 3rd.8 East Capitol & 6th East Capitol & 15th SE East Capitol & 14th.9 East Capitol & 17th Massachusetts & 16th SE Massachusetts & 15th.11 Massachusetts & 17th Massachusetts & 17th SE Massachusetts & 16th.9 Massachusetts & 18th Massachusetts & 18th SE Massachusetts & 17th.8 Massachusetts & 19th Massachusetts & 19th SE Massachusetts & 18th.1 DC General East Capitol & Fort Chaplin Park 425 East Capitol.12 East Capitol & Texas East Capitol & 47th SE East Capitol & Benning.14 East Capitol & 49th East Capitol SE East Capitol & 58th.8 Capitol Heights Metro Service Evaluation Study - Metrobus Routes

41 The second bus stop analysis evaluates each stop to determine if additional amenities at the stop are warranted based on WMATA s Bus Stop Guidelines. The guidelines are based on a bus stop hierarchy in which every stop termed a basic stop should have a basic set of passenger amenities including a bus stop flag and a sidewalk or landing pad. Based on a field review of all stops on Routes 96-97, the proposed amenities are outlined below. First, outlined in Table 17 is a list of stops that have neither a sidewalk nor a landing pad. 5 out of 169 stops (3 percent) have neither a sidewalk nor a pad. Table 17 East Capitol Street-Cardozo Line Stops Missing a Sidewalk or Bus Stop Pad Westbound Stop Boardings Eastbound Stop Boardings Louisiana Ave & D St 4 E. Capitol St & 3rd St th St NW 1 E. Capitol St & Texas Ave th St NW 3 Table 18 identifies stops along the line that are missing information cases. 36 out of 169 stops (21 percent) are missing info cases. Also included in Table 18 is the number of average daily boardings at each stop missing an info case, to support the potential prioritization of info case installation. Table 18 East Capitol Street-Cardozo Line Stops Missing Information Cases Westbound Stop Boardings Eastbound Stop Boardings East Capitol St & 57th Pl 58 Calvert St & Biltmore St NW 11 East Capitol St & 53rd St 15 18th St & Columbia Rd NW 17 East Capitol St & Division Ave 1 18th St & Biltmore St NW 17 East Capitol St & 5th St 46 18th St & California St NW 6 East Capitol St & 49th St 8 U St & 17th St NW 62 East Capitol St & Benning Rd 113 U St & New Hampshire Ave NW 87 18th St & C St SE 1 U St & 14th St NW 223 Massachusetts Ave & 18th St SE 2 U St & 13th St NW (Stop #1) 81 East Capitol St & 3rd St 11 U St & 11th St NW 29 Constitution Ave & Delaware Ave 14 U St & 9th St NW 7 Massachusetts Ave between North Capitol St & First St NW 117 Florida Ave & 6th St NW 5 New Jersey Ave & N St NW 19 North Capitol St & K St 16 U St & Vermont Ave NW 24 Massachusetts Ave & First St 427 U St & 11th St NW 28 Constitution Ave & First St 1 U St & 13th St NW 54 East Capitol St & 8th St 7 U St & 17th St NW 8 East Capitol St & 47th St 3 U St & Florida Ave NW 6 East Capitol St & 49th St 7 18th & California St NW 12 East Capitol St & Kentucky Ave SE 9 Calvert St & Biltmore St NW 2 New Jersey Ave & O St* 19 East Capitol St & 47th St* 3 East Capitol St & 49th St* 7 * Information case was broken The next amenity in the amenity hierarchy that should be located at all stops is a bus stop flag. Stops with missing flags are shown in Table out of 169 stops (1 percent) are missing flags. Service Evaluation Study - Metrobus Routes

42 Table 19 East Capitol Street-Cardozo Line Stops Missing Bus Stop Flags Westbound Stop Boardings Eastbound Stop Boardings New Jersey Ave & K St NW 55 East Capitol St & 52nd St 6 The next step in the amenity hierarchy is trash receptacles. Trash receptacles along the line were identified during a field visit to the line. All stops with more than 25 boardings per day that do not currently have a trash receptacle were identified as candidates for installation. Candidates for a trash receptacle are listed below in Table 2. Six out of 169 stops (4 percent) should be considered for the installation of a receptacle. Table 2 East Capitol Street-Cardozo Line Candidates for Trash Receptacles Westbound Stop Boardings Eastbound Stop Boardings Massachusetts Ave between North Capitol St & First St NW 117 Massachusetts Ave & First St NE 427 East Capitol St & 57th Place 58 U & 13th St NW (Stop #1) 81 Newark St between Idaho & Wisconsin Aves NW 68 M St & North Capitol St 36 The final amenity in the hierarchy for basic stops is shelters and benches. WMATA guidelines indicate that any stop with more than 5 boardings is a candidate for a shelter and a bench. Table 21 is a list of eight stops that are candidates for a shelter and bench. Table 21 East Capitol Street-Cardozo Line Candidates for Installation of Shelter/Bench Westbound Stop Boardings Eastbound Stop Boardings Massachusetts Ave between North Capitol St & First St NW 117 Massachusetts Ave & First St NE 427 East Capitol St & 53rd St 15 U & 17th St NW 62 U & 14th St NW 85 East Capitol & 55th St 78 East Capitol & 57th Place 58 U & 13th St NW Preliminary Findings Bus Stop Evaluation WMATA has an extensive process that it follows when considering stop consolidation. The recommendation for stop consolidation is to begin the process utilizing the above candidate list. With regard to candidates for other stop amenities, the recommendation is for WMATA to begin the process required to procure and install the amenities identified above, and to begin coordination with the District Department of Transportation. Service Evaluation Study - Metrobus Routes

43 7. Bus Operator Interview Results This section summarizes the results of an interview with four Route bus drivers regarding East Capitol Street-Cardozo Line issues and potential ideas for service and traffic system changes. 1. Traffic: a. Left from New Jersey Avenue onto New York Avenue (EB), needs longer green time. b. Left from North Capitol Street onto Massachusetts Avenue (EB) should be longer in peak periods. c. The turning radius from M Street right onto North Capitol Street (EB) is very tight. Mainly due to parked cars, but it would be difficult even if no cars were there. d. Trucks are constantly off-loading at 14th & U (especially EB). e. Line needs better enforcement of parking restrictions at bus stops. f. Cars often block intersections and run red lights; causes delays for buses. g. New York Avenue in both directions is jammed at most times of the day. h. U Street (EB) from 14th to 7th Street also sees a lot of back-ups. i. DC has more traffic than ever, and the schedules should be updated to reflect this. j. The fastest sections of the line are in upper Northwest, East Capitol between the Capitol and Lincoln Park, and DC General to Capitol Heights. k. 18th Street in Adams Morgan is easier to get through now that it s been redesigned. 2. Bus Stops: a. Flags are often too far away from shelters as much as 25 feet. Bus drivers service the flag, and riders get annoyed when they have to walk to the bus from a shelter. b. Would like to see more signs at stops and on buses asking riders to use the crosswalks. Passengers who jaywalk or cross in front of the bus after alighting pose a safety hazard to themselves and to cars. c. Police (in both MPD and MTPD cars) seem to think bus stops are their personal parking places. Can we get them to stop doing this? d. Taxis and cars sometimes park/stand on bus pads, but it s mainly police cars. 3. Run-Time: a. Not nearly enough run time; even on Saturday mornings when there is little traffic. Need an additional 1 minutes each way. i. This is especially true when there s a passenger in a wheelchair who needs to be picked up, which can add an extra 6-8 minutes to a trip. b. Riders sometimes add fare to their cards, which slows up boarding. c. Would like an extra 5 minutes of layover time at terminals. The 96 is a long route, and delays leave no time for a break at either end. d buses are always late coming into Capitol Heights, but there s little that operators can do. They try to make up time, but there are too many delays. Service Evaluation Study - Metrobus Routes