-21 occur with the opening of the early stages of Metrorail. The basic route layout will be designed by the WMATA staff in coordination with the local jurisdictions. Consultant (COG) assistance will be secured to prepare ridership, revenue and operating cost data. Ridership will be evaluated for a low and high level of feeder bus service for each of the three corridors affected by the introduction of Metrorail operations. Study findings will provide guidelines as to the level of service that offers the most feasible and economical plan of operation. Also, the findings will supplement the staff study underway to detail an action plan for the interface of Metrorail and Metrobus service. VI. STAFF ACTION PLAN FOR INTERFACE OF METRORAIL AND METROBUS This plan and program has been developed by the WMATA staff and is designed to maximize ridership and revenues through use of the combined rapid rail and surface Metrobus systems. Each Metrobus route has been carefully analyzed to determine the most attractive and feasible alternative route structure to interface with the Metrorail operations. In considering Metrobus route changes, special emphasis has been given to: (1) providing rail-bus connections that would offer convenient transfer privileges, (2) eliminating duplicate services where Metrorail would provide a speedier, more dependable and attractive service, (3) continuation of Metrobus routes where the rail system cannot adequately serve major destinations directly, and (4) the provision for more frequent service to areas now served, as well as extensions into certain communities where bus service is presently inadequate or nonexistent. Objectives The primary objectives in the development of the bus routing network were to: • Link outlying shopping and business centers with the Provide continuation of certain radial routes within D.C. to serve riders not having direct Metro service, including areas between rapid rail stations Link high employment areas not served directly by the rapid rail system with the nearest stations Improve cross town and cross-county service -22 Service Classifications For use in design, five basic classifications of bus routes were identified as follows: Feeder Route--a bus line that connects a tributary service area with a rail station, designed for the primary purpose of serving passengers who will continue on via rail to their ultimate destination Complementary Radial Service--a bus route designed to give passengers going to major destinations a direct ride without need of transfer. Such a route performs the same basic function as a rail route, but serves passengers and those areas that cannot be well served by rail, including areas between stations. Crosstown Service--a bus route running circumferentially or generally perpendicular to the rail routes and radial bus services Cross-County Service--a bus route connecting outlying areas within the Transit District for the purpose of providing a minimum level of service to transit captive riders not otherwise served by the basic metropolitan bus and rail system Owl Service--special skeletal service routes operated for riders requiring bus transportation in the early morning hours Service Guidelines To assist in developing a logical and consistent bus-route design service, guidelines were developed. These criteria were followed as closely as the geographic constraints of the area allowed. The principal guidelines are listed below for each of the service classifications: Feeder Routes - - Feeder bus services should be provided when passengers from the bus route tributary area to the major destination can be given a faster and more convenient trip via a bus-rail combination than via a direct bus service. Feeder bus routes should provide opportunities for Feeder bus routes should be designed to relieve surface street congestion in the central business district and areas of major business activity. -23 Feeder bus routes should be linked where possible to Feeder bus services should be multi-purpose wherever Feeder bus services should be designed to minimize bus Feeder bus services should be introduced to serve new Complementary Radial Services Complementary radial bus services should be provided Complementary radial bus services which are adjacent Crosstown Services - - Crosstown bus routes should be designed wherever Crosstown bus routes should connect with rail stations and as many radial and feeder bus lines as possible and should travel as straight as possible between these connecting points. Cross-County Services - Cross-county bus services should connect major outlying Owl Service Basic owl service should operate over major traffic -24 VII. METROBUS CHANGES PROPOSED FOR COORDINATION WITH OPERATIONAL 1. Metrorail operational Phase II will include rail operations between the Stadium-Armory and National Airport Stations on lines C and D and between Rhode Island Avenue and Dupont Circle Stations on lines A and B. 2. The Metrorail service will operate seven days per week. 3. Bus facilities at the Rhode Island Avenue Station implemented in operational Phase I will continue in use, and three bus bays will be available at the Potomac Avenue Station. Also, the Southwest Terminal located adjacent to the L'Enfant Plaza Station will continue to be available for bus operations. All other Metro Stations in the District of Columbia to be opened with Metrorail Phase II will not provide special bus facilities. 4. All Metrobus service now entering the City from Virginia via Key Bridge will terminate at Rosslyn. Metrobus service will be maintained via Roosevelt, Memorial and the 14th Street Bridges although reduced to reflect a lower passenger demand caused by transfers to Metrorail. 5. Metrobus passengers will prefer to transfer to Metrorail for all or a part of their trip. This shift in passenger usage will permit a reduction in bus service. However, bus service will not be eliminated in any area and passengers will still be able to travel by bus if they so desire but may be required to transfer in order to reach their destination. 6. New Metrobus routes or extensions of existing routes will not be proposed except where such changes are considered to be essential to the continuity of the transit system. Proposals of this type will be included in a supplement to this plan for later consideration. 7. All Metrobus service will be monitored frequently, and changes will be made that can be justified by passenger demand. 1. Rosslyn, Georgetown, K Street, Federal Triangle, Union With the proposal to terminate all Metrobus routes now entering the District of Columbia from Virginia via the Key Bridge at Rosslyn, it will be necessary to establish a new Metrobus route to replace the service in D.C. previously provided by Virginia Metrobus routes, as shown below: LINE: M Street-Visitor Center Line, Route M-6 SERVICE: 2. Route M-6 From Rosslyn via North Moore Street, bus Route M-6 will operate seven days per week from approximately 5:00 a.m. to 1:00 a.m., providing a 10-minute frequency of service during rush hours on weekdays and an approximate 15-minute frequency at other times. Wisconsin Avenue, Georgetown, Pennsylvania Avenue, N.W. The Pennsylvania Avenue Metrobus Line, Routes 30 through 39, now provides service between Friendship Heights and Shipley Terrace, Naylor Gardens and Hillcrest through the areas outlined above. Operational Phase II of Metrorail service will provide stations along or nearby the route of operation of the Pennsylvania Avenue Line between Washington Circle and 15th Street and Pennsylvania Avenue, S.E. Therefore, it is proposed to make changes in the service now provided by this line, as shown below: LINE: Pennsylvania Avenue Line, Routes 30,30,37,38 Route 30 Friendship Heights to Potomac Avenue via Route 38 Friendship Heights to Federal Center Station Route 30 Friendship Heights to Federal Triangle Station Route 37 Friendship Heights to Visitor Center no change |