May 2019
Technical Memorandum #1: Transit Service Assessment
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Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) Table of Contents
1.0 Existing Service Summary ...... 1 1.1 Route Description - Riggs Road Line (Routes R1, R2) ...... 1 1.2 Key Service Characteristics ...... 4 1.3 Line History ...... 6 1.4 Demographic Context ...... 7
2.0 Service Characteristics ...... 12 2.1 Hours of Service/Span of Service ...... 12 2.2 Service Frequency ...... 14 2.3 Vehicle Requirements and Capacity ...... 16 2.4 Route Directness Analysis ...... 16
3.0 Ridership and Productivity ...... 20 3.1 Daily Ridership ...... 20 3.2 Cost Recovery from Fares ...... 20 3.3 Boardings per Trip ...... 21 3.4 Subsidy per Passenger ...... 21 3.5 Boardings per Revenue Mile ...... 21 3.6 Average Daily Ridership Trends ...... 22 3.7 Fare Payment Characteristics and Transfers ...... 23 3.8 Block Analysis ...... 25
4.0 Service Reliability ...... 27 4.1 On-Time Performance ...... 27 4.2 Scheduled versus Actual Run Time ...... 33 4.3 Layover Time...... 34 4.4 Revenue and Non-Revenue Hours and Miles ...... 41 4.5 Bus Bunching and Causes ...... 41 4.6 Missed Trips ...... 43
5.0 Boarding and Alighting by Stop and Line Segment ...... 44 5.1 Boarding and Alighting Activity by Stop ...... 44 5.2 Ten Highest Ridership Stops ...... 52
6.0 Passenger Loading ...... 55 6.1 Load per Trip ...... 55 6.2 Segment Level Load Factor ...... 57 6.3 Hourly Ridership versus Capacity ...... 60
7.0 Origin and Destination Analysis ...... 65
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7.1 Route R1 Origin - Destinations ...... 65 7.2 Route R2 Origin - Destinations ...... 65 7.3 Origin and Destination Locations ...... 70
8.0 Bus Operator Interview Summary ...... 72 9.0 Bus Stop Inventory ...... 73 9.1 Bus Stop Spacing ...... 73 9.2 Bus stop Passenger Amenities ...... 75 9.3 Bus Stop Information ...... 76 9.4 Bus Stop Accessibility ...... 80
Technical Memorandum #1: Transit Service Assessment ii | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) List of Figures
Figure 1-1 | Riggs Road Line (Routes R1, R2) Existing Service ...... 2 Figure 1-2 | Total Population Along the Riggs Road Line ...... 8 Figure 1-3 | Population Density Along the Riggs Road Line ...... 9 Figure 1-4 | Percentage of Minority Population Living Along the Riggs Road Line ...... 10 Figure 1-5 | Percentage of Individuals Living in Poverty Along the Riggs Road Line ...... 11 Figure 2-1 | Service Frequency Guideline Assessment (by Segment) ...... 15 Figure 2-2 | Weekday Capacity ...... 17 Figure 2-3 | Saturday Capacity ...... 18 Figure 2-4 | Sunday Capacity ...... 19 Figure 3-1 | Riggs Road (R1, R2) Historical Annual Average Ridership, 2013-2017 ...... 23 Figure 3-2 | Transfers to the Riggs Road Line ...... 24 Figure 3-3 | Transfers from the Riggs Road Line ...... 24 Figure 4-1 | On-Time Performance Weekday Southbound ...... 30 Figure 4-2 | On-time Performance Weekday Northbound ...... 30 Figure 4-3 | On-Time Performance Saturday Southbound ...... 31 Figure 4-4 | On-time Performance Saturday Northbound ...... 31 Figure 4-5 | On-Time Performance Sunday Southbound ...... 32 Figure 4-6 | On-Time Performance Sunday Northbound ...... 32 Figure 4-7 | Riggs Road Line Southbound Scheduled Running Time versus Actual Running Time ...... 33 Figure 4-8 | Riggs Road Line Northbound Scheduled Running Time versus Actual Running Time ...... 33 Figure 4-9 | Weekday Southbound Riggs Road Lines Layover Time ...... 35 Figure 4-10 | Weekday Northbound Riggs Road Lines Layover Time ...... 36 Figure 4-11 | Saturday Southbound Riggs Road Lines Layover Time ...... 37 Figure 4-12 | Saturday Northbound Riggs Road Lines Layover Time ...... 38 Figure 4-13 | Sunday Southbound Riggs Road Lines Layover Time ...... 39 Figure 4-14 | Sunday Northbound Riggs Road Lines Layover Time ...... 40 Figure 4-15 | Riggs Road Line NB Bunching, October 2017 ...... 42 Figure 4-16 | Riggs Road Line SB Bunching, October 2017 ...... 42 Figure 5-1 | Riggs Road Line Northbound Bus Stop Passenger Boarding Activity ...... 45 Figure 5-2 | Riggs Road Line Northbound Bus Stop Passenger Alighting Activity ...... 46 Figure 5-3 | Riggs Road Line Southbound Bus Stop Passenger Boarding Activity ...... 47 Figure 5-4 | Riggs Road Line Southbound Bus Stop Passenger Alighting Activity ...... 48 Figure 5-5 | Riggs Road Line Segments for Analysis ...... 49 Figure 5-6 | Ten Busiest Stops on Riggs Road Line, Northbound ...... 53 Figure 5-7 | Ten Busiest Stops on Riggs Road Line, Southbound ...... 54 Figure 6-1 | Weekday Northbound Load Factors, Riggs Road Line ...... 56
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Figure 6-2 | Weekday Southbound Load Factors, Riggs Road Line ...... 56 Figure 6-3 | Weekday Load Factor by Hour ...... 62 Figure 6-4 | Saturday Load Factor by Hour ...... 63 Figure 6-5 | Sunday Load Factor by Hour ...... 64 Figure 7-1 | Final Destinations of Journeys R1, R2 - All Day ...... 70 Figure 7-2 | Final Destinations of Journeys R1, R2 - AM Peak ...... 70 Figure 7-3 | Final Destinations of Journeys R1, R2 - Midday ...... 71 Figure 7-4 | Final Destinations of Journeys R1, R2 - PM Peak ...... 71 Figure 9-1 | R1 Bus Stop Spacing Visualization ...... 74 Figure 9-2 | R2 Bus Stop Spacing Visualization ...... 74
Technical Memorandum #1: Transit Service Assessment iv | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) List of Tables
Table 1-1 | Riggs Road Line Bus and Transit Intersections ...... 3 Table 1-2 | Key Service Characteristics of the Riggs Road Line ...... 4 Table 1-3 | Service Area Characteristics of the Riggs Road Line ...... 5 Table 1-4 | Riggs Road Line Service Changes ...... 6 Table 1-5 | Riggs Road Line Demographic Characteristics (Quarter-Mile Buffer) ...... 7 Table 2-1 | WMATA Metrobus Minimum First Trip Arrival and Last Trip Departure Times ...... 12 Table 2-2 | Hours of Service ...... 13 Table 2-3 | Service Frequency (Minutes) ...... 14 Table 2-4 | Vehicles and Operators Assigned ...... 16 Table 3-1 | Number of Boardings by Day of Week, Average 2017 ...... 20 Table 3-2 | Cost Recovery from Fares ...... 20 Table 3-3 | Boardings per Trip ...... 21 Table 3-4 | Subsidy per Boarding Passenger ...... 21 Table 3-5 | Boardings per Revenue Mile ...... 21 Table 3-6 | Riggs Road (R1, R2) Historical Average Daily Ridership Summary –2013 to 2017 ...... 22 Table 3-7 | Weekday Fare Payment Characteristics (January 2018) ...... 23 Table 3-8 | Major Transfer Movements (Daily Average) ...... 24 Table 3-9 | Platform Hours to Revenue Hours Ratio ...... 25 Table 3-10 | Block Analysis ...... 26 Table 4-1 | On-Time Performance by Route and Schedule Period, September 2017 ...... 27 Table 4-2 | On-Time Performance by Block (September 2017) ...... 28 Table 4-3 | Hours and Miles Analysis...... 41 Table 4-4 | Summary of Bunching Events and Area of Frequent Occurrence ...... 41 Table 4-5 | Missed Trips, October 2017 – January 2018 ...... 43 Table 4-6 | Bus Accidents, October 2017 through January 2018 ...... 43 Table 5-1 | Southbound Boarding and Alighting by Segment ...... 50 Table 5-2 | Northbound Boarding and Alighting by Segment ...... 51 Table 6-1 | Load Factor by Service Day ...... 57 Table 6-2 | Southbound Average Load Factor by Route and Segment ...... 57 Table 6-3 | Northbound Average Load Factor by Route and Segment ...... 59 Table 6-4 | Riggs Road Line Hourly Ridership versus Capacity ...... 61 Table 7-1 | Summary of Origin/Destination Estimates – Route R1 Southbound, AM 2018...... 66 Table 7-2 | Summary of Origin/Destination Estimates – Route R1 Northbound, PM 2018 ...... 67 Table 7-3 | Summary of Origin/Destination Estimates – Route R2 Southbound, AM 2018...... 68 Table 7-4 | Summary of Origin/Destination Estimates – Route R2 Northbound, PM 2018 ...... 69 Table 9-1 | Riggs Road Line – Bus Stop Spacing Overview ...... 73
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Table 9-2 | Riggs Road Line – Passenger Amenities Overview ...... 75 Table 9-3 | Riggs Road Line Bus Stops with No Passenger Shelter or Seating that Meet Ridership Threshold for Seating or Shelter ...... 75 Table 9-4 | Riggs Road Line – Passenger Information Overview ...... 76 Table 9-5 | Riggs Road Line – No Schedule or Route Information ...... 76 Table 9-6 | Riggs Road Line – ADA Accessibility Overview ...... 80 Table 9-7 | Riggs Road Line – ADA Accessibility Detail ...... 80 Table 9-8 | Riggs Road Line Stops with Accessibility Issues ...... 81
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1.0 Existing Service Summary
1.1 ROUTE DESCRIPTION - RIGGS ROAD LINE (ROUTES R1, R2)
The Riggs Road Line is a Metrobus service operating in the northeast quadrant of Washington, D.C., from Fort Totten Metrorail Station, to suburban areas in Prince George’s and Montgomery Counties in Maryland, including Chillum, Lewisdale, Langley Park, Adelphi, Hillandale, White Oak Manor, Powder Mill Village, and Calverton.
Metrobus Routes R1, R2, known as the Riggs Road Line, are classified as a Framework Service providing radial service that connects Fort Totten Metrorail Station to suburban neighborhoods in Prince George’s and Montgomery Counties in Maryland. Route R2 is an all-day/all-week service for Calverton, Westfarm, Adelphi, Langley Park, Lewisdale, and Chillum. Route R1 provides additional peak direction service Monday–Friday (between 4:35 AM–9:12 AM southbound and 3:43 PM–7:01 PM northbound) for the neighborhoods of Langley Park, Lewisdale, and Chillum. Route R2 provides supplemental service on the four federal holidays Martin Luther King Jr. Day, Presidents’ Day, Columbus Day, and Veterans’ Day.
Route R1 begins near Presidential Park on Metzerott Road, following New Hampshire Avenue, Adelphi Road, Edwards Way, and Riggs Road (Maryland Route 212) into Washington, D.C., 1st Place NE and terminates at Fort Totten Station.
Route R2 begins in Calverton at the intersection of Broadbirch Drive and Plum Orchard Drive (Orchard Center). It makes all inbound stops along Cherry Hill Road, Powder Mill Road (Maryland Route 212), Riggs Road, University Boulevard East, 23rd Avenue, East-West Highway (Maryland Route 410), Riggs Road, and 1st Place NE. Outbound, Route R2 follows the same route but makes a loop in Calverton along Powder Mill Road, Beltsville Drive, and Calverton Boulevard to start its inbound trip at the Orchard Center. Riders along the Calverton loop segment must board the northbound trip around the loop to continue on the southbound trip.
With 3,400 passengers across both routes during the average weekday (July–December 2017), the Riggs Road Line provides access to diverse suburban communities and federal employment centers. Major trip generators along this line include the Orchard Center, Calverton Shopping Center, High Point High School, Adelphi, Langley Park, Lewisdale, Riggs Plaza, and Walmart.
The Riggs Road Line (Routes R1, R2) is presented on Figure 1-1.
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Figure 1-1 | Riggs Road Line (Routes R1, R2) Existing Service
Orchard Center Calverton Shopping Center
High Point HS
Adelphi
Langley Park
Riggs/University
Lewisdale
Riggs Plaza/ Giant Food Walmart
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Error! Not a valid bookmark self-reference. below identifies the bus and transit intersections along the Riggs Road Line.
Table 1-1 | Riggs Road Line Bus and Transit Intersections Operator and Routes Other Location WMATA Operators Metrobus Metrorail 60, 64, 80, E2, E4, Red, Green and Fort Totten Metrorail Station F6, K2, K6, K9, Yellow Lines Riggs Road NE between South Dakota Avenue E4 and Nicholson Street NE Riggs Road and Chillum Place NE (intersection) K9 Riggs Road and Chillum Road (intersection) F1, F2 Riggs Road between Sargent Road and MD 410 F6 (East-West Highway) MD 410 (East-West Highway) between Riggs C4, F4, F6 Road and 23rd Avenue 23rd Avenue between MD 410 (East-West TheBus: 18 Highway) and University Boulevard East University Boulevard East between 23rd Avenue TheBus: 18 and Riggs Road Riggs Road between MD 410 (East-West C4 Highway) and University Boulevard East Riggs Road and University Boulevard East Shuttle-UM: 111* C2, C4, F8, J4 (intersection) TheBus: 18 Metzerott Road between Riggs Road and New Shuttle-UM: 108* Hampshire Avenue New Hampshire Avenue between Metzerott Road Ride On: 20, 24 K6, K9 and Adelphi Road Shuttle-UM: 108* Adelphi Road between New Hampshire Avenue C8 and Riggs Road Calverton Boulevard between Galway Drive and Z6 Plum Orchard Drive
*University of Maryland Shuttle routes are only accessible to those with valid University IDs
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1.2 KEY SERVICE CHARACTERISTICS
Key service characteristics of the Riggs Road Line are presented in Table 1-2 through Table 1-3. These characteristics demonstrate the amount of service provided and consumed.
Table 1-2 | Key Service Characteristics of the Riggs Road Line
Riggs Road Line (Routes R1, R2) Basic Characteristics R1 R2
Route Length in Miles 5.5 10.95
Weekday Buses AM = 5, Midday = 4, PM = 8
Weekend Buses -- Saturday = 2, Sunday = 2
Weekday Revenue Hours of Service 66.43
Saturday Revenue Hours of Service (R2 Only) -- 23.02
Sunday Revenue Hours of Service (R2 Only) -- 19.42
Weekday Revenue Miles of Service 944.00
Saturday Revenue Miles of Service (R2 Only) -- 339.26
Sunday Revenue Miles of Service (R2 Only) -- 304.79
Number and Percent of Weekday Trips 22 (22.22%), Total 99 77 (77.78%); Total 99
Weekday Span of Service 4:35 AM to 11:30 PM
Saturday Span of Service (R2 Only) -- 5:53 AM to 9:38 PM
Sunday Span of Service (R2 Only) -- 7:05 AM to 9:34 PM
Ridership and Costs R1 R2
Average Weekday Ridership 770 2,500
Average Saturday Ridership (R2 Only) -- 1,138
Average Sunday Ridership (R2 Only) -- 924
Annual Ridership (year) 973,306
Passengers per Revenue Mile 3.57
Passengers per Revenue Trip 34.90
Annual Operating Cost $3,134,224
Annual Fare Revenue $1,187,704
Annual Subsidy $1,946,520
Farebox Recovery 37.89%
Cost per Passenger Trip $3.22
Subsidy per Passenger $2.00 Source: Riggs Road Operating Statistics April 19, 2018 (based on six-month operating statistics)
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Table 1-3 | Service Area Characteristics of the Riggs Road Line
Riggs Road Line (Routes R1, R2)
Wards Served Wards 4 and 5
Business Improvement Districts N/A
D.C. Projects and Initiatives in the Great Streets: N/A Service Area Small Area Plan: Riggs Road & South Dakota Avenue Area Development Plan (2009) Other DDOT Project: N/A Historic District: Fort Circle Parks Historic District
Prince George’s County Projects and Priority Funding Area: Yes Initiatives in the Service Area Enterprise Zone Focus Area: Prince George’s County Transforming Neighborhoods Initiative: Langley Park Historic District: Adelphi Mill & Storehouse, Cool Spring Farm (Miller’s House), Gallant House, Green Hill, Green Hill Overseer’s House Historic Road: Ager Road (Hamilton Street to Riggs Road ) Museums and Tourist Attractions served N/A
Major Government and Military Bases Adelphi Military Laboratory, Maryland National Guard Center served
Metrorail Stations served Fort Totten
Schools, Universities and Hospitals Schools: High Point High School served Universities: None Hospitals: None
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1.3 LINE HISTORY
WMATA evaluates services and makes adjustments as necessary. Changes to routes can include alignment, frequency, span, or trip times. Some of these changes are relatively minor, while others are major changes. Table 1-4 shows a brief history of service changes to the Riggs Road Line since 1993. This service history does not include minor changes to trip times.
A recurring issue on the line has been overcrowding due to students leaving High Point High School at the end of the day. This was solved by adding articulated buses to particular blocks, and later, by adding a PM short trip that starts at High Point High School.
Table 1-4 | Riggs Road Line Service Changes Riggs Road Line Time (Routes R1, R2) Year Month A recognizable form of the current Riggs Road Line began when service in the Fort Totten-Greenbelt corridor was restructured with the extension of the Green Line to Greenbelt. Prior to 1993, routes served Brookland Station. The Riggs Road Line comprised the following routes: Route R1 – Followed the same routing as today. Route R2 – Served Prince George’s Plaza Station via 1993 December MD 410 instead of diverting off of Riggs Road onto 23rd Avenue between Ager Road and University Boulevard, as it does currently. Route R5 – Followed the same routing as Route R2 but stayed on Riggs Road instead of serving Prince George’s Plaza Station. Route R7 – Followed the same routing as Route R2 but diverted into the US Army Research Laboratory at Floral Drive. Route R7 eliminated. 1998 All Route R7 trips converted to Route R2 trips due to security concerns at the US Army Research Laboratory. Route R5 eliminated. All Route R5 trips were converted to Route R1 and Route R2 trips, with Route R2 rerouted to its current configuration, i.e., no longer serving Prince George’s 2012 June Plaza Station. These changes were part of a larger restructuring of service in the area, which included the R3 and the F6. The R2 was routed onto 23rd Avenue to cover routing that was lost when the R3 route was changed. Weekend run times revised and the schedule updated. 2018 June No change to the weekday schedule, but blocking change so that R1 and R2 trips will no longer start late.
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1.4 DEMOGRAPHIC CONTEXT
The Riggs Road Line serves primarily residential and suburban neighborhoods in Maryland from the Washington, D.C., border to past the Beltway to Calverton, Maryland as shown in Figure 1-2 and Figure 1-3. Table 1-5 summarizes demographic characteristics of the Riggs Road Line. There are approximately 56,500 residents within a quarter-mile of the bus line with an average population density of 13 persons per acre (8,300 persons per square mile). The areas of higher density are the Adelphi and Langley Park neighborhoods. Population densities are lowest for census blocks along Riggs Road between Langley Park and Calverton. Population densities for census blocks served by the Riggs Road Line are shown in Figure 1-3. Overall, the study area is characterized as low density with pockets of higher densities. Lower densities are defined as areas with less than 10 persons per acre (6,400 persons per square mile).
A high percentage of minority populations (all groups other than White Non-Hispanic as identified in the American Community Survey (ACS)) can be found throughout the corridor as shown in Figure 1-4. Approximately 89 percent of residents within a quarter-mile of the Riggs Road Line belong to a minority population. According to the 2014 Metrobus Passenger Survey, approximately 81 percent of Metrobus riders reported as minority.
Low-income communities are concentrated in the Adelphi and Lewisdale neighborhoods as shown in Figure 1-5. Approximately 15 percent of residents within a quarter-mile of the Riggs Road Line are below the poverty rate. According to the 2014 Metrobus Passenger Survey, approximately 52 percent of Metrobus riders reported as low-income.
Table 1-5 | Riggs Road Line Demographic Characteristics (Quarter-Mile Buffer)
Riggs Road Line Demographic Characteristics Study Area Population 56,500 Average Population Density (per ac) 13 Average Population Density (per sq mi) 8,300 Minority Population 50,300 (89%) Low Income1 8,400 (15%) Source: 2014 5-Year ACS Census Block Estimates 1. Population Poverty Status Calculated – 55,700
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Figure 1-2 | Total Population Along the Riggs Road Line
Source: 2014 5-Year ACS Census Block Estimates
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Figure 1-3 | Population Density Along the Riggs Road Line
Source: 2014 5-Year ACS Census Block Estimates
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Figure 1-4 | Percentage of Minority Population Living Along the Riggs Road Line
Source: 2014 5-Year ACS Census Block Estimates
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Figure 1-5 | Percentage of Individuals Living in Poverty Along the Riggs Road Line
Source: 2014 5-Year ACS Census Block Estimates
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This section presents and analyzes key service statistics for the Riggs Road Line. The analysis compares the performance of the route to WMATA’s service guidelines. Recommendations will be based on addressing concerns raised from this analysis, subsequent public engagement as well as building off of any opportunities identified. 2.1 HOURS OF SERVICE/SPAN OF SERVICE
The Riggs Road Line is classified as Framework Service. The minimum span of service/hours of service for Framework Services is identified in Table 2-1 below.
Table 2-1 | WMATA Metrobus Minimum First Trip Arrival and Last Trip Departure Times
Minimum First Trip Arrival Time at Minimum Last Trip Departure from Service Period Destination Terminal Starting Terminal
Weekday 6:00 AM 10:30 PM
Saturday 6:30 AM 10:00 PM
Sunday 7:00 AM 10:00 PM
Table 2-2 presents the span of service/hours of service. Key findings from the analysis presented on this table are:
The Riggs Road Line does not meet the minimum span guidelines on weekends. The R1 Northbound during the weekday does not meet minimum span guidelines. R2 does meet span guidelines on weekdays.
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Table 2-2 | Hours of Service
Time of Route/Arrival or Departure Terminal Direction AM First Meets Criterion? Day Trip Arrival Time/ PM Last Trip Departure Time Weekday THRESHOLD: AM First Trip Arrival: 6:00 AM; PM Last Trip Departure: 10:30 PM AM R1 – Metzerott Rd. & Riggs Rd. SB 5:03 AM Yes R1 – Fort Totten Metrorail Station NB N/A No – peak period/peak direction service R2 – Plum Orchard Dr. & Broadbirch Dr. SB 5:50 AM Yes R2 – Fort Totten Metrorail Station NB 5:55 AM Yes PM R1 – Metzerott Rd. & Riggs Rd. SB N/A No – peak period/peak direction service R1 – Fort Totten Metrorail Station NB 6:28 PM No R2 – Plum Orchard Dr. & Broadbirch Dr. SB 10:35 PM Yes R2 – Fort Totten Metrorail Station NB 10:45 PM Yes Saturday THRESHOLD: AM First Trip Arrival: 6:30 AM; PM Last Trip Departure: 10:00 PM AM R2 – Plum Orchard Dr. & Broadbirch Dr. SB 6:42 AM No R2 – Fort Totten Metrorail Station NB 6:43 AM Yes PM R2 – Plum Orchard Dr. & Broadbirch Dr. SB 9:00 PM No R2 – Fort Totten Metrorail Station NB 8:00 PM No Sunday THRESHOLD: AM First Trip Arrival: 7:00 AM; PM Last Trip Departure: 10:00 PM AM R2 – Plum Orchard Dr. & Broadbirch Dr. SB 8:28 AM No R2 – Fort Totten Metrorail Station NB 7:42 AM No PM R2 – Plum Orchard Dr. & Broadbirch Dr. SB 8:55 PM No R2 – Fort Totten Metrorail Station NB 8:00 PM No Source: Public timetables 6/24/18 for R1, R2
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2.2 SERVICE FREQUENCY
The minimum frequency, or the “policy headway,” is the maximum time interval between vehicles moving in the same direction on a particular segment. Generally, Metrobus service intervals should not exceed 20 minutes during the peak period and one hour during the off-peak periods. The specific guideline for Framework Services is presented below:
Weekday Peak – 20 minutes Weekday Off-Peak – 30 minutes Saturday – 60 minutes Sunday – 60 minutes
Table 2-3 presents the frequency of trips operated during each period by each route. The maps in Figure 2-1 present the segment level assessment of service headway for northbound and southbound service. The analysis shows that the guideline for service frequency is achieved on southbound segments where R1 and R2 trips overlap during the AM peak period and during all Saturday southbound trips (Route R2 only). At all other time periods, the guideline for service frequency is not met by southbound trips.
Northbound trips rarely achieve the guideline for service frequency. The guideline for service frequency is achieved on northbound segments during the PM peak period at only the following five segments:
Fort Totten Metrorail Station to Eastern Ave NE (R1, R2) Eastern Ave NE to Riggs Road and East-West Highway (MD 410) (R1, R2) Riggs Road and University Boulevard East (MD 193) to Riggs Road and Metzerott Road (R1, R2) Riggs Road and Metzerott Road via New Hampshire Avenue (MD 650) to Riggs Road and Adelphi Road (R1) Riggs Road and Metzerott Road via Riggs Road to Riggs Road and Adelphi Road (R1, R2)
On Saturdays, the guideline for service frequency is met on all northbound segments. On Sundays, northbound segments north of the Metzerott Road and Riggs Road intersection do not achieve the guideline for service frequency.
Table 2-3 | Service Frequency (Minutes) Weekday Saturday Sunday Route Time Period NB SB NB SB NB SB AM Early (4:00 AM–5:59 AM) - 40 - - - - AM Peak (6:00 AM–8:59 AM) - 20 - - - - Midday (9:00 AM–2:59PM) ------R1 PM Peak (3:00 PM–6:59 PM) 27 - - - - - Early Night (7:00 PM–10:59 PM) ------Late Night (11:00 PM–3:59 AM) ------AM Early (4:00 AM–5:59 AM) 60 60 -- - - - AM Peak (6:00 AM–8:59 AM) 26 23 60 45 90 90 Midday (9:00 AM–2:59PM) 36 33 60 72 60 60 R2 PM Peak (3:00 PM–6:59 PM) 22 22 60 60 60 60 Early Night (7:00 PM–10:59 PM) 40 40 120 80 120 120 Late Night (11:00 PM–3:59 AM) ------Source: Public timetables 6/24/18 for R1, R2
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Figure 2-1 | Service Frequency Guideline Assessment (by Segment)
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2.3 VEHICLE REQUIREMENTS AND CAPACITY
Most trips on the Riggs Road Line are operated out of Bladensburg Division, which is located on Bladensburg Road NE at 26th Street NE in Washington, DC. There are a few blocks on weekdays that operate out of Northern Division, which is located on 14th Street NW between Buchanan Street NW and Decatur Street NW. Driver and division assignments are shown in Table 2-4 below.
Table 2-4 | Vehicles and Operators Assigned
Day Division Riggs Road Line (R1, R2)
Weekday Bladensburg Buses 5
Operators 22
Northern Buses 4
Operators 4
Total Buses 9
Operators 26
Saturday Bladensburg Buses 2
Operators 9
Sunday Bladensburg Buses 2
Operators 9 Source: WMATA Productivity Reports June 2017
The capacity analysis is presented on Figure 2-2 through Figure 2-4. These figures show the maximum capacity available on each route on weekdays, Saturday, and Sunday by hour. WMATA operates both standard and articulated buses on the Riggs Road Line. The analysis assumes a standard bus capacity of 48 (40 seated and 8 standing) passengers and an articulated bus capacity of 72 (60 seated and 12 standing) passengers. On weekdays, the most capacity is offered during the AM peak period in the southbound direction. During the PM peak period, there is additional capacity in the northbound direction. Most of the additional capacity is provided by the peak-period-only routes. On Saturday and Sunday, the capacity pattern is relatively flat throughout the day with the most capacity offered during the mid-late afternoon hours. 2.4 ROUTE DIRECTNESS ANALYSIS
The directness guideline states that routes should be as direct as possible and route deviations should account less than 25% of the end-to-end travel time and should not account for more than three minutes per passenger per route. The Riggs Road Line does not have any deviations, so these routes meet the route directness guideline.
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Figure 2-2 | Weekday Capacity
450
400 *
350
* 300 *
* * *
250 * *
Capacity 200
150 * * 100
50
0
SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB
NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 Service Operation Time *Includes Articulated Buses R1 R2
Source: Public timetables 3/29/15 for R1, R2
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Figure 2-3 | Saturday Capacity
120
100
80
60 Capacity
40
20
0
SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB
NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB 6:00 7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 Service Operation Time
R2
Source: Public timetables 3/29/15 for R1, R2
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Figure 2-4 | Sunday Capacity
90
80
70
60
50
Capacity 40
30
20
10
0
SB SB SB SB SB SB SB SB SB SB SB SB SB SB SB
NB NB NB NB NB NB NB NB NB NB NB NB NB NB NB 7:00 8:00 9:00 10:00 11:00 12:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 Service Operation Time
R2
Source: Public timetables 3/29/15 for R1, R2
Technical Memorandum #1: Transit Service Assessment 19 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
3.0 Ridership and Productivity
This chapter presents the ridership and productivity of the Riggs Road Line. Ridership and productivity are compared to service guidelines which analyze the need for changes to the routes in the line. Indicators are based on comparing ridership to operating cost, fares, subsidy, and revenue miles operated. Guidelines presented are from the 2015 Metrobus Service Guidelines. Note: Some inconsistencies exist in average daily ridership presented due to the time period in which the data is reported. 3.1 DAILY RIDERSHIP
Table 3-1 presents the number of boardings for weekdays, Saturdays, and Sundays. The number of weekday boardings is approximately three times as high as Saturday or Sunday boardings, with relative ridership shown as ratios in the table below. During four federal holidays—Martin Luther King Jr. Day, Presidents’ Day, Columbus Day, and Veterans’ Day—Metrobus operates a Saturday Supplemental schedule.
Table 3-1 | Number of Boardings by Day of Week, Average 2017
Route Day Type Average Daily Ridership Ratio to Weekday Ridership
R1 Weekday 770 1.00 R2 Weekday 2,509 1.00 Saturday 1,188 0.36 Sunday 1,029 0.31 Source: WMATA Average Bus Ridership and Revenue by Division 2017
3.2 COST RECOVERY FROM FARES
The guideline for cost recovery from fares for Framework Services is 25.0 percent. The analysis of cost recovery from fares is presented on Table 3-2. This table shows that all routes meet the farebox recovery guideline on all days.
Table 3-2 | Cost Recovery from Fares
Average Average Cost Cost Meets Route Day Type Operating Daily Fare Recovery Recovery Guideline? Cost Revenue Guideline
R1, R2 Weekday $3.20 $1.22 38.1% >25.0% Yes
Saturday $3.22 $1.24 38.4% >25.0% Yes
Sunday $3.53 $1.20 34.2% >25.0% Yes Source: WMATA Productivity Reports July – December 2017
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3.3 BOARDINGS PER TRIP
The guideline for Framework Services for boardings per trip is 25.0 boardings per trip. The analysis of boardings per trip is presented on Table 3-3.This table shows that the boardings per trip guideline is met on all days.
Table 3-3 | Boardings per Trip Boardings Average Daily Trips Boardings Meets Route Day Type per Trip Boardings Operated per Trip Guideline? Guideline R1, R2 Weekday 3,426 98 35.1 >25.0 Yes Saturday 1,138 32 35.6 >25.0 Yes Sunday 924 28 33.0 >25.0 Yes Source: WMATA Productivity Reports July – December 2017
3.4 SUBSIDY PER PASSENGER
The guideline for subsidy per passenger is $3.00. The analysis of subsidy per passenger is presented on Table 3-4. This table shows that all routes meet the subsidy per passenger guideline on all days.
Table 3-4 | Subsidy per Boarding Passenger Average Subsidy Subsidy per Operating Meets Route Day Type Daily per Passenger Subsidy Guideline? Boardings Passenger Guideline R1, R2 Weekday $6,784.88 3,426 $1.98 <$3.00 Yes Saturday $2,252.93 1,138 $1.98 <$3.00 Yes Sunday $2,144.90 924 $2.32 <$3.00 Yes Source: WMATA Productivity Reports July – December 2017
3.5 BOARDINGS PER REVENUE MILE
The guideline for boardings per mile is three passengers per mile. All routes meet the boardings per revenue mile guideline on all days, as shown on Table 3-5.
Table 3-5 | Boardings per Revenue Mile Average Boardings Boardings per Meets Day Average Daily Route Daily per Revenue Revenue Mile Guideline Type Revenue Miles Boardings Mile Guideline ? R1, R2 Weekday 3,426 940.38 3.6 >=3.0 Yes Saturday 1,138 339.26 3.4 >=3.0 Yes Sunday 924 304.79 3.0 >=3.0 Yes Source: WMATA Productivity Reports July – December 2017
Technical Memorandum #1: Transit Service Assessment 21 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
3.6 AVERAGE DAILY RIDERSHIP TRENDS
The Riggs Road Line has seen a decline in boardings since 2016. These declines are discussed in greater detail below, and may be due to several reasons, including the increasing use of rideshare services (i.e., Uber and Lyft). Additionally, the line acts as a feeder bus route to Metrorail, serving the Fort Totten Metrorail Station. Recent reliability issues facing the Metrorail system may have played a part in the declining ridership on connecting bus routes like the Riggs Road Line.
Over the past five years, ridership has declined for all services, with the exception of Sundays on the R2, which has generally remained constant (see Table 3-6 and Figure 3-1). This mirrors recent national and Metrobus system-wide trends in the decline of transit ridership. Transit ridership nationally has declined by 7% over the past decade and Metrobus ridership has declined by approximately 11% over the past five years.
Since 2012, the average weekday ridership on the Riggs Road Line has decreased by approximately 5.36 percent – weekday ridership on Route R2 only declined by approximately 4.07 percent, but weekday ridership on Route R1 declined by approximately 9.32 percent. From 2012 to 2017, the average Saturday ridership declined by approximately 22.03 percent, while the average Sunday ridership remained generally consistent. Such a large decline in Saturday ridership is likely due to factors outside of WMATA’s control, such as the rise in transportation network companies or TNCs (Uber, Lyft), increase in car ownership, lower gas prices, or the closure of a major trip generator.
Table 3-6 | Riggs Road (R1, R2) Historical Average Daily Ridership Summary –2013 to 2017
Route 2013 2014 2015 2016 2017 % Change
Weekday
R1 849 812 841 803 770 -9.32%
R2 2,615 2,640 2,635 2,489 2,509 -4.07%
Total 3,464 3,451 3,475 3,292 3,279 -5.36%
Saturday
R2 762 745 717 646 594 -22.03%
Sunday
R2 513 558 543 507 515 0.29% Source: WMATA Ridership by Route and Day Type June 2017
Technical Memorandum #1: Transit Service Assessment 22 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 3-1 | Riggs Road (R1, R2) Historical Annual Average Ridership, 2013-2017
3,000 R1 R2 Sat (R2) Sun (R2)
2,500
2,000
1,500
1,000
500
AnnualAverage Weekday Ridership 0 2013 2014 2015 2016 2017 Year
Source: WMATA Ridership by Route and Day Type June 2017
3.7 FARE PAYMENT CHARACTERISTICS AND TRANSFERS
Fare payment characteristics, based on data collected in January 2018, are presented in Table 3-7. This table shows that the majority of riders (approximately 87 percent) pay using SmarTrip; approximately one- quarter of the riders are using a transfer credit. The R2 has a higher percentage of transfers than the R1. It is important to note that transfers are coded onto SmarTrip cards.
Data reviewed indicated that there is a low percentage of cash passengers (approximately 13 percent), which means that cash fare payments are not a significant cause of dwell time at bus stops. Data reviewed indicated that approximately nine percent of passengers on the R1 and 14 percent of passengers on the R2 pay their fare by cash. Cash payments may be a cause of increased dwell times at bus stops. The data does not provide insight on whether there are a large number of passengers loading their SmarTrip card onboard buses.
Table 3-7 | Weekday Fare Payment Characteristics (January 2018)
SmarTrip Route Cash SmarTrip Total Transfers
R1 1,500 (9%) 10,900 (68%) 3,700 (23%) 16,100
R2 5,900 (14%) 23,500 (23%) 12,800 (30%) 42,200
Total 7,400 (13%) 34,400 (59%) 16,500 (28%) 58,300 Source: Ridership by Route and Fare Type, January 2018
Through SmarTrip card taps, WMATA is able to track transfer activity. Based on SmarTrip data, the percentage of passengers that do not transfer is very high on the Riggs Road Line. This is shown below in Figure 3-2 and Figure 3-3. Of the transfers that do occur, the highest percentages are to and from Metrorail. Specific patterns are shown in Table 3-8 which summarizes all weekday transfers.
Technical Memorandum #1: Transit Service Assessment 23 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 3-2 | Transfers to the Riggs Road Line Figure 3-3 | Transfers from the Riggs Road Line
Riggs Road Line (R1, R2) Riggs Road Line (R1, R2)
Source: SmarTrip Data All Days January 2018
Table 3-8 | Major Transfer Movements (Daily Average) Riggs Road Line (R1, R2) Transfers To Transfers From Fort Totten Metrorail 471 489 Metrobus 64 42 26 Metrobus 80 48 44 Metrobus C2/C4 69 49 Metrobus C8 10 9 Metrobus E2 12 10 Metrobus E4 53 31 Metrobus F4 42 30 Metrobus F6 0 5 Metrobus F8 12 7 Metrobus J4 12 6 Metrobus K6 10 8 Metrobus R1, R2* 65 65 Metrobus Z6 15 9 Source: SmarTrip Data All Days January 2018 *Could indicate transfers between R1 and R2 buses or quick on-off-on trips along a route.
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3.8 BLOCK ANALYSIS
The purpose of the analyses contained in this section is to assess the productivity of the scheduling and blocking of the Riggs Road Line. The first analysis is a comparison of platform hours to revenue hours. If the platform-to-revenue-hour ratio is high, this could indicate that an excessive amount of total platform hours is spent deadheading to and from the garage rather than running in productive revenue service, that traffic is unpredictable and additional layover time was added to keep the route reliable, or that deadhead time was assigned when routes were interlined. Table 3-9 contains a summary of the platform- to-revenue-hour ratios for the line, by day of the week. Also included in the table is the average system- wide ratio by day of the week. The only day that the ratio of platform hours to revenue hours exceeds the system average is on Saturdays.
Table 3-9 | Platform Hours to Revenue Hours Ratio
Ratio of Platform Average Day of Platform Hours Revenue Hours Route Hours to Revenue System-wide Week per Day per Day Hours Ratio
Riggs Road Line
Weekday 93.62 79.70 1.17 1.17
R1, R2 Saturday 92.47 78.72 1.17 1.08
Sunday 31.12 28.08 1.11 1.65 Source: WMATA Productivity Reports December 2017
The second analysis involves an evaluation of block lengths on the line. The longer a block, the less time that is spent running back to the garage for driver reliefs, and therefore the more productive it is. However, the longer the block, the more likely delays are to exacerbate and become worse. Block lengths by route and day of week are shown below on Table 3-10. There are a few blocks on weekends that are rather short, with one block of two hours on Saturday and two blocks shorter than two hours on Sunday. Blocking may have been done this way due to Union contract rules.
Table 3-10 shows that some of the blocks on the Riggs Road Line are interlined prior to June 2018. On weekdays, most interlined blocks were interlined with Route 80. Interlining was changed in June 2018 and R1, R2 trips no longer interline with Route 80 trips (though some R1, R2 trips turn into 80s). Two of the seven blocks on Saturday are interlined with another service (H2 and 83). On Sundays, none of the Riggs Road blocks are interlined with another service. Block interlines could have an impact on on-time performance, especially if the route that the bus is coming from is congested.
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Table 3-10 | Block Analysis Enters Ends Block Leaves Arrives at Total Block Route(s) Revenue Revenue Note Number Garage Garage Length (Hours) Service Service Weekday B-840 R1, R2 16:48 17:22 17:45 From 80 B-845 R1, R2 6:04 6:29 7:31 To 80 B-847 R1, R2 18:18 21:36 21:48 From 80 B-860 R1, R2 17:38 19:20 19:32 From 80 B-865 R1, R2 21:45 23:11 23:23 From 80 B-866 R1, R2 18:45 20:21 20:33 From 80 BH-25 R1, R2 6:21 6:45 8:16 To H3 BR-01 R1, R2 4:11 4:35 9:23 9:35 5:24 BR-02 R1, R2 4:35 5:00 12:47 12:59 8:24 BR-03 R1, R2 4:36 5:00:00 8:52 9:04 4:28 BR-04 R1, R2 5:02 5:27 13:57 14:09 9:07 BR-05 R1, R2 5:11 5:35 10:27 10:39 5:28 BR-06 R1, R2 5:36 6:00 15:07 15:19 9:43 BR-10 R1, R2 12:41 12:58 18:02 18:25 5:44 BR-11 R1, R2 14:51 15:08 23:31 0:00 9:09 BR-12 R1, R2 16:01 16:18 18:03 18:15 2:14 BR-13 R1, R2 15:51 16:08 18:42 19:05 3:14 NH-80 R1, R2 17:58 19:40 19:51 From H8 NR-35 R1, R2 13:53 14:08 18:22 18:46 4:53 NR-36 R1, R2 15:28 15:43 19:02 19:26 3:58 NR-37 R1, R2 15:13 15:28 19:51 20:29 5:16 Saturday BR-01 R2 5:28 5:53 8:24 8:36 3:08 BH-23 R2 5:46 6:00 7:24 To H2 BR-02 R2 7:46 8:00 11:33 11:45 3:59 BR-03 R2 9:00 16:39 16:51 From 83 BR-04 R2 11:46 12:00 13:39 13:51 2:05 BR-05 R2 13:46 14:00 21:39 21:51 8:05 BR-06 R2 16:46 17:00 20:39 20:51 4:05 Sunday BR-01 R2 6:51 7:05 12:37 12:49 5:58 BR-02 R2 7:51 8:05 11:37 11:49 3:58 BR-05 R2 11:51 12:05 17:37 17:49 5:58 BR-06 R2 12:51 13:05 14:37 14:49 1:58 BR-07 R2 14:51 15:05 16:37 16:49 1:58 BR-08 R2 16:51 17:05 20:35 20:47 3:56 BR-09 R2 17:51 18:05 21:35 21:47 3:56 Source: Headway Sheets June 2017
Technical Memorandum #1: Transit Service Assessment 26 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) 4.0 Service Reliability
Service reliability has a major impact on customer’s perceptions of service quality. Reliability also has an impact on crowding because as reliability declines, buses begin to bunch together, creating crowded conditions on some buses while leaving other buses relatively empty. This chapter provides an analysis of service reliability. 4.1 ON-TIME PERFORMANCE
An analysis of Riggs Road Line schedule adherence (on-time performance) was conducted using Timepoint Running Time data for September 2017 to present an illustration of schedule adherence along the line. Overall, data reflects the on-time performance of this line throughout the entire September 2017 schedule period for weekdays, Saturday, and Sunday.
WMATA’s definition of schedule adherence considers a bus “on-time” when it arrives two minutes early to seven minutes late. On-time performance should not be less than 79 percent of all daily trips (as measured at all timepoints) for all Metrobus Line Classifications. Table 4-1 shows the percentage of trips that arrived on-time for northbound and southbound service on routes R1, R2. According to the data collected, on-time performance is a concern for these lines, as there is a high percentage of early and late trips. Neither route reaches the 79 percent threshold of on-time trips for any day of the week.
Table 4-1 | On-Time Performance by Route and Schedule Period, September 2017
Weekday Saturday Sunday Route Early On-Time Late Early On-Time Late Early On-Time Late
North 0.62% 51.80% 47.59% ------R1 South 8.78% 73.91% 17.31% ------
North 7.17% 66.15% 26.68% 11.71% 75.28% 13.01% 6.09% 77.62% 16.29% R2 South 12.52% 55.42% 32.05% 8.25% 72.38% 19.37% 6.33% 67.11% 26.57% Source: WMATA On-time Performance Report September 2017
The analysis of on-time performance by block is presented in Table 4-2. This table shows that on weekdays the blocks that have the lowest on-time performance are blocks that are interlined with other services. The block that has the highest on-time performance is a block that is almost ten hours long, spent entirely on the Riggs Road Line. On weekends, blocks tend to be shorter, and most blocks have an on-time performance greater than 70 percent. This data shows that shorter blocks that operate during peak periods tend to have lower on-time performance than longer all-day blocks that operate during some periods when there is less traffic.
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Table 4-2 | On-Time Performance by Block (September 2017)
Total Block Block Percent On- Percent Percent Route(s) Division Length Number Time Early Late (Hours)
Weekday
B-840 R1, R2 Bladensburg - 48.63% 0.43% 50.94%
B-845 R1, R2 Bladensburg - 52.05% 0.60% 47.35%
B-847 R1, R2 Bladensburg - 66.20% 11.86% 21.94%
B-860 R1, R2 Bladensburg - 19.63% 0.44% 79.94%
B-865 R1, R2 Bladensburg - 65.56% 23.50% 10.94%
B-866 R1, R2 Bladensburg - 70.36% 6.13% 23.51%
BH-25 R1, R2 Bladensburg - 73.86% 5.43% 20.71%
BR-01 R1, R2 Bladensburg 5:24 59.94% 8.28% 31.78%
BR-02 R1, R2 Bladensburg 8:24 73.09% 22.95% 3.96%
BR-03 R1, R2 Bladensburg 4:28 65.08% 6.44% 28.48%
BR-04 R1, R2 Bladensburg 9:07 71.37% 21.43% 7.20%
BR-05 R1, R2 Bladensburg 5:28 61.13% 9.87% 29.00%
BR-06 R1, R2 Bladensburg 9:43 76.37% 7.01% 16.62%
BR-10 R1, R2 Bladensburg 5:44 59.78% 3.68% 36.55%
BR-11 R1, R2 Bladensburg 9:09 60.29% 4.67% 35.04%
BR-12 R1, R2 Bladensburg 2:14 53.32% 6.08% 40.60%
BR-13 R1, R2 Bladensburg 3:14 47.99% 1.20% 50.81%
NH-80 R1, R2 Northern - 34.63% 4.50% 60.88%
NR-35 R1, R2 Northern 4:53 34.07% 1.44% 64.50%
NR-36 R1, R2 Northern 3:58 60.14% 3.35% 36.51%
NR-37 R1, R2 Northern 5:16 52.96% 3.76% 43.28%
Saturday
BR-01 R2 Bladensburg 3:08 66.60% 12.62% 20.78%
BH-23 R2 Bladensburg - 90.63% 1.06% 8.31%
BR-02 R2 Bladensburg 3:59 78.83% 21.17% 0.00%
BR-03 R2 Bladensburg - 84.96% 3.36% 11.68%
BR-04 R2 Bladensburg 2:05 46.47% 37.71% 15.82%
BR-05 R2 Bladensburg 8:05 67.45% 5.72% 26.83%
BR-06 R2 Bladensburg 4:05 70.27% 8.93% 20.80%
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Total Block Block Percent On- Percent Percent Route(s) Division Length Number Time Early Late (Hours)
Sunday
BR-01 R2 Bladensburg 5:58 83.89% 6.37% 9.74%
BR-02 R2 Bladensburg 3:58 68.44% 7.91% 23.66%
BR-05 R2 Bladensburg 5:58 72.69% 0.90% 26.41%
BR-06 R2 Bladensburg 1:58 14.56% 0.00% 85.44%
BR-07 R2 Bladensburg 1:58 84.06% 5.13% 10.81%
BR-08 R2 Bladensburg 3:56 83.31% 12.77% 3.92%
BR-09 R2 Bladensburg 3:56 74.95% 9.31% 15.75% Source: WMATA On-time Performance Report September 2017
On-time performance by trip is presented in Figure 4-1 through Figure 4-6. Comparing the figures for the northbound trips to the figures for the southbound trips it is interesting to note that northbound on-time performance is typically better than southbound on-time performance. The most likely reason is that northbound trips are picking up southbound passengers in the Calverton area; therefore, the route is not scheduled with a lot of recovery time at the northern terminal stand.
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Figure 4-1 | On-Time Performance Weekday Southbound
100%
90%
WMATA Service Guideline
80% - 79% OTP
Time -
70%
60% R1 50% R2
40% PercentofTrips that On are 30%
20% 3:36 AM 6:00 AM 8:24 AM 10:48 AM 1:12 PM 3:36 PM 6:00 PM 8:24 PM 10:48 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
Figure 4-2 | On-time Performance Weekday Northbound
100%
90%
80% WMATA Service Guideline
- 79% OTP Time - 70%
60%
50% R1 40% R2 30%
PercentofTrips that On are 20%
10%
0% 3:36 AM 6:00 AM 8:24 AM 10:48 AM 1:12 PM 3:36 PM 6:00 PM 8:24 PM 10:48 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
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Figure 4-3 | On-Time Performance Saturday Southbound
100%
90%
WMATA Service Guideline
80% - 79% OTP
Time -
70%
60% R2 50%
40% PercentofTrips that On are 30%
20% 4:48 AM 7:12 AM 9:36 AM 12:00 PM 2:24 PM 4:48 PM 7:12 PM 9:36 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
Figure 4-4 | On-time Performance Saturday Northbound
100%
90%
WMATA Service Guideline 80%
Time - 79% OTP -
70%
60% R2 50%
40% PercentofTrips that On are 30%
20% 4:48 AM 9:36 AM 2:24 PM 7:12 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
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Figure 4-5 | On-Time Performance Sunday Southbound
100%
90%
WMATA Service Guideline 80%
Time - 79% OTP -
70%
60% R2 50%
40% PercentofTrips that On are 30%
20% 7:12 AM 9:36 AM 12:00 PM 2:24 PM 4:48 PM 7:12 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
Figure 4-6 | On-Time Performance Sunday Northbound
100%
90%
80% WMATA Service Guideline Time
- - 79% OTP
70%
60% R2 50%
40% PercentofTrips that On are 30%
20% 7:12 AM 9:36 AM 12:00 PM 2:24 PM 4:48 PM 7:12 PM Trip Start Time
Source: WMATA On-time Performance Report September 2017
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4.2 SCHEDULED VERSUS ACTUAL RUN TIME
The scheduled run time versus actual run time was analyzed for weekdays only. This analysis compares the actual running time with the schedule to determine if running time is sufficient. Insufficient running time is a common cause of low on-time performance rates. The analysis is presented in Error! Reference ource not found. through Error! Reference source not found.. These figures show that running time issues exist during peak and off-peak periods throughout the day.
Figure 4-7 | Riggs Road Line Southbound Scheduled Running Time versus Actual Running Time
70
60
50
40
30 ACTUAL 20 SCHED
RunningTime in Minutes 10
0
1:50 PM 1:50 PM 3:00 PM 4:00 PM 4:57 PM 5:38 PM 6:18 PM 6:58 PM 7:45 PM 9:00
4:35 AM 4:35 AM 5:10 AM 5:37 AM 6:00 AM 6:25 AM 6:45 AM 7:05 AM 7:25 AM 7:45 AM 8:09 AM 8:40 AM 9:10
12:40 PM 12:40 10:35 PM 10:35
10:20 AM 10:20 AM 11:30 Trip Start Time
Source: WMATA On-time Running Time Report September 2017
Figure 4-8 | Riggs Road Line Northbound Scheduled Running Time versus Actual Running Time
70
60
50
40
30 ACTUAL 20 SCHED
RunningTime in Minutes 10
0
2:08 PM 2:08 PM 3:08 PM 3:58 PM 4:28 PM 4:48 PM 5:08 PM 5:28 PM 5:48 PM 6:08 PM 6:28 PM 7:05 PM 8:10 PM 9:45
5:00 AM 5:00 5:27 AM 5:27 AM 6:01 AM 6:29 AM 7:17 AM 8:18 AM 9:28
12:58 PM 12:58
10:38 AM 10:38 11:48 AM 11:48 Trip Start Time
Source: WMATA On-time Running Time Report September 2017
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4.3 LAYOVER TIME
Layover time serves two purposes: to provide late buses with the opportunity to catch up to the schedule, and to allow bus operators to have a break between trips. The appropriate amount of layover time throughout the day is determined by the driver contract and scheduling. The amount of layover time on the Riggs Road Line is presented on Figure 4-9 through Figure 4-14. Layovers range from zero minutes to 40 minutes. These figures show that longer layovers are taken in the southbound direction, at Fort Totten Metrorail Station. This makes sense because in the northbound direction, passengers are allowed to ride through the layover point, and it is good operating practice not to have passengers waiting through a lengthy layover. Longer layovers on Saturdays at Fort Totten are a function of the long periods of time between southbound arrivals and scheduled northbound departures.
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Figure 4-9 | Weekday Southbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R1 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
4:48 7:12 9:36 0:00
12:00 14:24 16:48 19:12 21:36 Trip End Time
Source: WMATA headway sheets December 2017
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Figure 4-10 | Weekday Northbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R1 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
4:48 7:12 9:36 0:00
12:00 14:24 16:48 19:12 21:36 Trip End Time Source: WMATA headway sheets December 2017
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Figure 4-11 | Saturday Southbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
0:00 2:24 4:48 7:12 9:36
12:00 14:24 16:48 19:12 21:36 Trip End Time Source: WMATA headway sheets December 2017
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Figure 4-12 | Saturday Northbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
0:00 2:24 4:48 7:12 9:36 0:00
12:00 14:24 16:48 19:12 21:36 Trip End Time Source: WMATA headway sheets December 2017
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Figure 4-13 | Sunday Southbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
0:00 2:24 4:48 7:12 9:36 0:00
12:00 14:24 16:48 19:12 21:36 Trip End Time Source: WMATA headway sheets December 2017
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Figure 4-14 | Sunday Northbound Riggs Road Lines Layover Time
1:00
0:54
0:48
0:42
0:36
0:30 R2
TripLayover Time 0:24
0:18
0:12
0:06
0:00
0:00 2:24 4:48 7:12 9:36 0:00
12:00 14:24 16:48 19:12 21:36 Trip End Time Source: WMATA headway sheets December 2017
Technical Memorandum #1: Transit Service Assessment 40 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
4.4 REVENUE AND NON-REVENUE HOURS AND MILES
The analysis of hours and miles is presented on Table 4-3. This table presents the total platform and revenue hours and miles along with a ratio of platform hours to revenue hours. This takes into account driver pay hours and deadhead time/mileage. A low ratio means that there is very little deadhead time and a high ratio means that there are a lot of long deadheads, as compared to the amount of service being provided. The Riggs Road Line performs better than the system average on weekends (R2 only) but not on weekdays. This is likely a function of the northern endpoints of the route being located far from a WMATA operating division.
Table 4-3 | Hours and Miles Analysis
Route Day Hours Miles
Platform Revenue Ratio Platform Revenue Ratio
R1, R2 Weekday 93.62 79.70 1.17 1,205.61 944.00 1.28
Saturday 31.12 28.08 1.11 392.32 339.26 1.17
Sunday 27.70 24.55 1.13 350.85 304.79 1.15 Source: WMATA Line Statistics December 2017
4.5 BUS BUNCHING AND CAUSES
Bus bunching events are infrequent across both bus routes; approximately 21.5 percent of northbound trips and 21.3 percent of southbound trips experience bunching. On northbound trips, bunching is greatest leaving the Fort Totten Metrorail Station until East-West Highway. On southbound trips, bunching is greatest along 23rd Avenue in Lewisdale. Table 4-4 summarizes bunching events along the Riggs Road Line.
Table 4-4 | Summary of Bunching Events and Area of Frequent Occurrence
Route/Direction Bunched Events Total Events Percentage Area
South of East-West R1, R2 NB 13,639 63,371 21.5% Highway
23rd Ave and East- R1, R2 SB 13,183 61,885 21.3% West Highway in Lewisdale Source: AECOM analysis, WMATA AVL Data, October 2017
Figure 4-15 and Figure 4-16 present instances of bus bunching along the Riggs Road Line during October 2017. Using WMATA AVL data, time intervals were calculated between buses at specific stops. A bus event was flagged as a bunching event if the time interval was less than or equal to 95 percent of the line’s schedule headway. On the Riggs Road Line, the peak hour bunching threshold is 14:15 minutes; the off-peak hour bunching threshold is 28:30 minutes. Grey shading indicates stops serviced by both routes. Stops are sequential for the route direction.
Technical Memorandum #1: Transit Service Assessment 41 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
In speaking with bus operators and supervisors, traffic conditions were determined to be the primary causes of bunching along the routes, particularly at the following locations:
Riggs Road / East-West Highway during AM and PM peak Riggs Road / University Blvd during AM and PM peak Riggs Road / Metzerott Road during AM peak New Hampshire Avenue near Metzerott Road
Figure 4-15 | Riggs Road Line NB Bunching, October 2017
50% Served by Both Routes Average
40%
30%
20%
BunchedEvents 10%
0%
Bus Stop
Figure 4-16 | Riggs Road Line SB Bunching, October 2017
50% Served by Both Routes Average 40% 30% 20%
10% BunchedEvents 0%
Bus Stop
Technical Memorandum #1: Transit Service Assessment 42 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
4.6 MISSED TRIPS
Buses on the Riggs Road Line generally do not miss trips, although some trips are late due to traffic and congestion along the routes. Table 4-5 below shows the percentage of trips that were missed on Routes R1, R2, which comprise the Riggs Road Line. According to the data collected, missed trips are not a concern for these lines, with less than one percent of all trips being missed. According to the Metrobus guidelines, missed trips should not exceed 5%.
Table 4-5 | Missed Trips, October 2017 – January 2018
Route Trips Scheduled Trips Missed % Missed
R1 1,900 12 0.63%
R2 7,125 26 0.36%
Total 9,025 38 0.42% Source: WMATA Trips Lost Report October 2017 – January 2018
Reported bus accidents are rare on the Riggs Road Line. Table 4-6 below shows the percentage of accidents that occurred relative to the number of trips that were operated on Routes R1, R2. According to the data collected, accidents are not a concern for these lines, with nearly zero percent of trips being impacted.
Table 4-6 | Bus Accidents, October 2017 through January 2018
Route Trips Scheduled Accidents % Impacted by Accidents
R1 1,900 0 0.00%
R2 7,125 3 0.04%
Total 9,025 3 0.03% Source: WMATA Accidents Report October 2017 through January 2018
Bus operators have noted that several factors along both routes contribute to unsafe conditions and would increase the risk of a potential accident:
Narrow travel lanes on 23rd Street with parking on each side Low hanging trees at Riggs Road near Campus Gardens Apartment Complex (NB) and near Keokee Street (SB) Inconsistent construction patterns; especially at Riggs Road / South Dakota Ave NE No sidewalk along certain stretches of Riggs Road Apartment complex on Metzerott; on-street parking and poor wheelchair accessibility
Technical Memorandum #1: Transit Service Assessment 43 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) 5.0 Boarding and Alighting by Stop and Line Segment
This chapter presents an analysis of boarding and alighting activity. This analysis is presented by stop and line segment, as well as a discussion of the highest ridership bus stops. 5.1 BOARDING AND ALIGHTING ACTIVITY BY STOP
Bus stop activity maps show the locations where passengers are boarding and alighting from each of the routes. This data is presented for the weekdays. The Riggs Road Line boarding and alighting activity maps are presented in Figure 5-1 through Figure 5-4. These maps show that bus stops in four particular areas— Fort Totten Station, Calverton (near High Point High School and the Orchard Center), the intersection of University Boulevard and Riggs Road, and the intersection of Metzerott Road and Riggs Road—are well utilized.
Technical Memorandum #1: Transit Service Assessment 44 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-1 | Riggs Road Line Northbound Bus Stop Passenger Boarding Activity
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 45 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-2 | Riggs Road Line Northbound Bus Stop Passenger Alighting Activity
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 46 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-3 | Riggs Road Line Southbound Bus Stop Passenger Boarding Activity
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 47 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-4 | Riggs Road Line Southbound Bus Stop Passenger Alighting Activity
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 48 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
The Riggs Road Line was divided into nine segments in each direction (see Figure 5-5). Boarding and alighting activity for each segment is presented in Table 5-1 and Table 5-2 below. These tables show that essentially all segments served do have significant boarding and alighting activity, with the exception of some of the peak period/peak direction only segments where the route is taking advantage of quick and direct routes that do not generate a lot of ridership. This analysis will be used for route recommendations to determine future service levels.
Figure 5-5 | Riggs Road Line Segments for Analysis
Technical Memorandum #1: Transit Service Assessment 49 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 5-1 | Southbound Boarding and Alighting by Segment
Segment AM Peak Midday PM Peak All Day*
Alighting Alighting Alighting Alighting
Boarding Boarding Boarding Boarding Distance(miles)
9. Cherry Hill Road and Powder Mill Road to Riggs 3.98 91 620 76 402 45 172 240 1446 Road and Cherry Hill Road
8. Riggs Road and Adelphi Road to Riggs Road and 3.00 152 38 157 78 71 77 452 220 Cherry Hill Road
7. Riggs Road and Metzerott Road via Riggs Road to 1.71 133 71 168 146 104 114 484 356 Riggs Road and Adelphi Road
6. Riggs Road and Metzerott Road via New Hampshire 0.23 42 10 0 0 0 0 64 14 Avenue (MD 650) to Riggs Road and Adelphi Road
5. Riggs Road and University Boulevard East (MD 193) to 1.50 155 80 121 156 46 90 374 363 Riggs Road and Metzerott Road 4. Riggs Road and East-West Highway (MD 410) via Riggs Road to Riggs Road 0.83 85 14 0 0 0 0 113 14 and University Boulevard East (MD 193) 3. Riggs Road and East-West Highway (MD 410) via 23rd Avenue to Riggs Road and 1.95 58 10 96 29 45 27 216 76 University Boulevard East (MD 193)
2. Eastern Ave NE to Riggs Road and East-West 1.25 73 4 124 21 98 23 322 66 Highway (MD 410)
1. Fort Totten Metrorail Station 1.10 70 9 121 37 131 34 382 95 to Eastern Ave NE
Source: WMATA Ridership by Time and Stop report September 2017 *Includes Boardings and Alightings outside of AM Peak, Midday, and PM Peak periods
Technical Memorandum #1: Transit Service Assessment 50 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 5-2 | Northbound Boarding and Alighting by Segment
Segment AM Peak Midday PM Peak All Day*
(miles)
Distance
Alighting Alighting Alighting Alighting
Boarding Boarding Boarding Boarding
1. Fort Totten Metrorail Station 1.10 87 16 258 46 748 94 1276 175 to Eastern Ave NE
2. Eastern Ave NE to Riggs Road and East-West 1.25 50 29 97 122 65 254 237 459 Highway (MD 410)
3. Riggs Road and East-West Highway (MD 410) via 23rd Avenue to Riggs Road and 1.95 91 56 176 174 186 215 524 511 University Boulevard East (MD 193) 4. Riggs Road and East-West Highway (MD 410) via Riggs Road to Riggs Road 0.83 0 0 0 0 6 63 6 63 and University Boulevard East (MD 193)
5. Riggs Road and University Boulevard East (MD 193) to 1.50 56 28 71 79 63 188 208 345 Riggs Road and Metzerott Road
6. Riggs Road and Metzerott Road via New Hampshire 0.23 0 0 0 0 4 75 4 75 Avenue (MD 650) to Riggs Road and Adelphi Road
7. Riggs Road and Metzerott Road via Riggs Road to 1.71 20 12 45 53 35 69 111 164 Riggs Road and Adelphi Road
8. Riggs Road and Adelphi Road to Riggs Road and 3.00 13 20 19 62 8 110 58 228 Cherry Hill Road
9. Cherry Hill Road and Powder Mill Road to Riggs 3.98 81 278 171 410 133 399 464 1262 Road and Cherry Hill Road
Source: WMATA Ridership by Time and Stop report September 2017 *Includes Boardings and Alightings outside of AM Peak, Midday, and PM Peak periods
Technical Memorandum #1: Transit Service Assessment 51 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
5.2 TEN HIGHEST RIDERSHIP STOPS
Figure 5-6 and Figure 5-7 illustrate the ten busiest northbound and southbound stops on the Riggs Road Line in terms of overall passenger activity. These figures show that the busiest stops are at the Fort Totten Metrorail Station bus bays. Other busy stops occur near dense residential developments (near Riggs Road/University Boulevard, Broadbirch Drive/Cherry Hill Road), High Point High School, near major shopping centers (e.g., Orchard Center), and intersections with transfer opportunities to other major bus routes.
Technical Memorandum #1: Transit Service Assessment 52 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-6 | Ten Busiest Stops on Riggs Road Line, Northbound
TOTAL OFFs ONs ACTIVITY
-1,000 -800 -600 -400 -200 0 200 400 600 800 1,000 1,059 FORT TOTTEN STATION 247 BROADBIRCH DR/CHERRY HILL RD 234 UNIVERSITY BLVD/RIGGS RD 179 BELTSVILLE DR/GIANT GARDEN CTR 161 POWDER MILL RD/HIGH POINT HS 155 POWDER MILL RD/EVANS TRAIL 123 RIGGS RD/JASMINE TERR 116 RIGGS RD/BERKSHIRE DR 105 POWDER MILL RD/CHERRY HILL RD 87 RIGGS RD/EDWARDS WAY
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 53 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 5-7 | Ten Busiest Stops on Riggs Road Line, Southbound
TOTAL OFFs ONs ACTIVITY -1,000 -800 -600 -400 -200 0 200 400 600 800 1,000
FORT TOTTEN STATION 894
RIGGS RD/JASMINE TERR 225
RIGGS RD/EDWARDS WAY 121
MD-212/EAST-WEST HWY 113
UNIVERSITY BLVD/RIGGS RD 105
23RD AVE/HANNON ST 98
RIGGS RD NE/SOUTH DAKOTA AVE NE 89
FIRST PL/INGRAHAM ST 88
POWDER MILL RD/CHERRY HILL RD 85
RIGGS RD/SHERIDAN ST 81
Source: WMATA Ridership by Time and Stop Report February 2018
Technical Memorandum #1: Transit Service Assessment 54 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
6.0 Passenger Loading
6.1 LOAD PER TRIP
Passenger load is a major factor affecting passenger comfort on bus trips. Crowding makes the trip less pleasant because passengers have to stand and have less personal space during the ride. Crowding also makes it more difficult for passengers to enter and exit the bus, thereby increasing travel time, as well as making it difficult for passengers to anticipate approaching stops due to reduced ability for many passengers to see out the windows. In addition, crowding can affect bus safety, due to the higher number of standing passengers and potential difficulties grasping handrails.
WMATA’s seated load on a 40-foot bus is 38-45 passengers, with guidelines allowing for standees of up to 20 percent of the number of seats, particularly during the peak periods. The Riggs Road Line utilizes the most common vehicle dispatched from Bladensburg and Northern Divisions – a standard 40-foot transit bus, with an average of 40 seats available to passengers. Thus, the guideline allows for up to 48 passengers (120 percent of the seated load) on an individual vehicle during peak periods, and 40 passengers (100 percent of the seated load) during off-peak periods.
During the peak period, the Riggs Road Line utilizes articulated buses on fourteen trips. An articulated bus increases bus capacity to approximately 60 seats available to passengers. Thus, the guideline allows up to 72 passengers on an individual vehicle during the peak periods, and 60 passengers during the off- peak periods.
Figure 6-1 and Figure 6-2 show the maximum load by trip on the Riggs Road Line. The charts show the loads observed for each trip based on APC data provided by WMATA for the August 2017. WMATA’s loading guidelines, as stated above, allow for up to 48 passengers on a vehicle with 40 seats and 72 passengers on a vehicle with 60 seats during the peak periods. The Riggs Road Line does not experience any peak period trips that exceed the loading guideline.
When aggregated to daily load values, all routes meet the guideline on all days, as shown in Table 6-1. The lower load factors indicate that capacity is significantly greater than demand on this line, and any instances of overloads are likely due to other factors such as bunching and reliability.
Technical Memorandum #1: Transit Service Assessment 55 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 6-1 | Weekday Northbound Load Factors, Riggs Road Line
80 R1 NB Weekday R2 NB Weekday
70
60
Max Load Guideline 50
40
30 NumberofPassengers 20
10
0
Time
Source: Ridership by Route and Trip Report August 2017
Figure 6-2 | Weekday Southbound Load Factors, Riggs Road Line
80 R1 SB Weekday R2 SB Weekday
70
60
Max Load Guideline 50
40
30 NumberofPassengers 20
10
0
Time
Source: Ridership by Route and Trip Report August 2017
Technical Memorandum #1: Transit Service Assessment 56 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 6-1 | Load Factor by Service Day
Day Route Direction Number of Load at the Load Meets Seats Offered1 Maximum Load Point Factor Guideline?
Weekday R1 Southbound 420 298 70.95% Yes
Northbound 580 344 59.31% Yes
R2 Southbound 1,580 918 58.10% Yes
Northbound 1,580 686 43.42% Yes
Saturday R2 Southbound 560 235 41.96% Yes
Northbound 440 201 45.68% Yes
Sunday R2 Southbound 400 204 51.00% Yes
Northbound 520 180 34.62% Yes Source: Ridership by Route and Trip Report August 2017 1. Based on an average of 40 seats per standard bus and 60 seats per articulated bus, as available on the most common buses dispatched for these lines from Bladensburg and Northern Divisions.
6.2 SEGMENT LEVEL LOAD FACTOR
Load factor by segment is presented on Table 6-2 and Table 6-3. The Riggs Road Line’s highest load factors are near the Fort Totten Metrorail Station on both northbound and southbound trips. Two segments have load factors greater than 90 percent meaning these segments are approaching crowding conditions on the buses. These segments are Fort Totten Metrorail Station to Eastern Ave NE and Eastern Ave NE to Riggs Road and East-West Highway (MD 410) in the PM Peak period. Across all segments, the highest load factors are in the peak period in the peak direction with similar load factors during the weekends.
Table 6-2 | Southbound Average Load Factor by Route and Segment
Segment Time Period Route R1 Route R2.
Cherry Hill Road and Powder Mill Road to Riggs Road and AM Peak N/A 18.52% Cherry Hill Road Midday N/A 9.57%
PM Peak N/A 20.83%
Saturday N/A 15.00%
Sunday N/A 12.50%
Riggs Road and Adelphi Road to Riggs Road and Cherry AM Peak N/A 33.33% Hill Road Midday N/A 26.30%
PM Peak N/A 39.58%
Saturday N/A 30.00%
Sunday N/A 27.50%
Riggs Road and Metzerott Road via Riggs Road to Riggs AM Peak 28.57% 33.33% Road and Adelphi Road Midday N/A 33.48%
Technical Memorandum #1: Transit Service Assessment 57 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Segment Time Period Route R1 Route R2.
PM Peak N/A 37.50%
Saturday N/A 47.50%
Sunday N/A 37.50%
Riggs Road and Metzerott Road via New Hampshire AM Peak 25.00% N/A Avenue (MD 650) to Riggs Road and Adelphi Road Midday N/A N/A
PM Peak N/A N/A
Saturday N/A N/A
Sunday N/A N/A
Riggs Road and University Boulevard East (MD 193) to AM Peak 46.43% 42.59% Riggs Road and Metzerott Road Midday N/A 43.04%
PM Peak N/A 41.67%
Saturday N/A 62.50%
Sunday N/A 47.50%
Riggs Road and East-West Highway (MD 410) via Riggs AM Peak 60.71% N/A Road to Riggs Road and University Boulevard East (MD Midday N/A N/A 193) PM Peak N/A N/A
Saturday N/A N/A
Sunday N/A N/A
Riggs Road and East-West Highway (MD 410) via 23rd AM Peak N/A 64.81% Avenue to Riggs Road and University Boulevard East (MD Midday N/A 35.87% 193) PM Peak N/A 31.25%
Saturday N/A 72.50%
Sunday N/A 55.00%
Eastern Ave NE to Riggs Road and East-West Highway AM Peak 69.64% 81.48% (MD 410) Midday N/A 40.65%
PM Peak N/A 33.33%
Saturday N/A 85.00%
Sunday N/A 57.50%
Fort Totten Metrorail Station to Eastern Ave NE AM Peak 73.21% 87.04%
Midday N/A 64.57%
PM Peak N/A 37.50%
Saturday N/A 87.50%
Sunday N/A 60.00% Source: Ridership by Route and Stop Report September 2017
Technical Memorandum #1: Transit Service Assessment 58 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 6-3 | Northbound Average Load Factor by Route and Segment
Segment Time Period Route R1 Route R2 Fort Totten Metrorail Station to Eastern Ave NE AM Peak N/A 30.91%
Midday N/A 65.00%
PM Peak 70.65% 105.00%
Saturday N/A 87.50%
Sunday N/A 70.00%
Eastern Ave NE to Riggs Road and East-West Highway AM Peak N/A 30.91% (MD 410) Midday N/A 60.00%
PM Peak 67.03% 102.50%
Saturday N/A 85.00%
Sunday N/A 70.00%
Riggs Road and East-West Highway (MD 410) via 23rd AM Peak N/A 41.82% Avenue to Riggs Road and University Boulevard East (MD Midday N/A 60.00% 193) PM Peak N/A 87.50%
Saturday N/A 77.50%
Sunday N/A 60.00%
Riggs Road and East-West Highway (MD 410) via Riggs AM Peak N/A N/A Road to Riggs Road and University Boulevard East (MD Midday N/A N/A 193) PM Peak 45.29% N/A
Saturday N/A N/A
Sunday N/A N/A
Riggs Road and University Boulevard East (MD 193) to AM Peak N/A 52.73% Riggs Road and Metzerott Road Midday N/A 62.50%
PM Peak 34.42% 82.50%
Saturday N/A 82.50%
Sunday N/A 62.50%
Riggs Road and Metzerott Road via New Hampshire AM Peak N/A N/A Avenue (MD 650) to Riggs Road and Adelphi Road Midday N/A N/A
PM Peak 21.74% N/A
Saturday N/A N/A
Sunday N/A N/A
Riggs Road and Metzerott Road via Riggs Road to Riggs AM Peak N/A 49.09% Road and Adelphi Road Midday N/A 60.00%
PM Peak 0.00% 75.00%
Technical Memorandum #1: Transit Service Assessment 59 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Segment Time Period Route R1 Route R2 Saturday N/A 75.00%
Sunday N/A 47.50%
Riggs Road and Adelphi Road to Riggs Road and Cherry AM Peak N/A 49.09% Hill Road Midday N/A 60.00%
PM Peak N/A 75.00%
Saturday N/A 75.00%
Sunday N/A 45.00%
Cherry Hill Road and Powder Mill Road to Riggs Road and AM Peak N/A 45.45% Cherry Hill Road Midday N/A 42.50%
PM Peak N/A 60.00%
Saturday N/A 42.50%
Sunday N/A 32.50% Source: Ridership by Route and Stop Report September 2017
6.3 HOURLY RIDERSHIP VERSUS CAPACITY
Load factor was further analyzed by hour. Table 6-4 presents the load and capacity at each hour for the Riggs Road Line. Figure 6-3 through Figure 6-5 present load factor by hour on weekdays, Saturday, and Sunday. The tables and charts show that during the weekday, load factors are the highest on early morning southbound trips and PM peak period northbound trips. Load factors exceed 100 percent only for one early weekday and Saturday southbound trips. This data implies that crowding is not typically an issue, but more early morning trips may be warranted.
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Table 6-4 | Riggs Road Line Hourly Ridership versus Capacity
Hour Weekday Saturday Sunday (Trip Northbound Southbound Northbound Southbound Northbound Southbound Start Time) Max Max Max Max Max Max Cap Cap Cap Cap Cap Cap Load Load Load Load Load Load 5:00 180 45 200 143 ------AM 6:00 192 60 288 248 96 17 96 51 ------AM 7:00 120 45 264 143 48 8 48 30 48 13 48 24 AM 8:00 120 39 288 78 48 16 48 21 48 11 48 14 AM 9:00 40 18 100 29 48 11 -- -- 48 14 48 13 AM 10:00 80 25 80 35 48 16 48 11 ------AM 11:00 80 36 40 15 48 13 ------48 16 AM 12:00 80 44 80 35 48 22 -- -- 48 12 48 13 PM 1:00 40 24 80 39 -- -- 48 20 ------PM 2:00 80 52 80 34 48 30 -- -- 48 20 48 13 PM 3:00 192 174 96 36 48 10 48 17 -- -- 48 16 PM 4:00 264 184 144 57 48 35 48 15 48 25 48 12 PM 5:00 312 200 144 30 48 28 -- -- 48 33 48 14 PM 6:00 216 113 144 25 -- -- 48 22 48 26 48 10 PM 7:00 80 58 80 16 48 13 -- -- 48 21 48 17 PM 8:00 40 20 40 7 48 16 48 6 48 29 48 8 PM 9:00 80 45 80 14 -- -- 48 8 -- -- 48 10 PM 10:00 40 34 40 5 ------PM Source: Ridership by Route and Trip Report March 2018
Technical Memorandum #1: Transit Service Assessment 61 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 6-3 | Weekday Load Factor by Hour
120%
Riggs Road Line Northbound Riggs Road Line Southbound
100%
80%
60% LoadFactor
40%
20%
0%
1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00 PM 7:00 PM 8:00 PM 9:00
4:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00
12:00 PM 12:00 PM 10:00
10:00 AM 10:00 AM 11:00
Trip Start Time Source: Ridership by Route and Trip Report March 2018
Technical Memorandum #1: Transit Service Assessment 62 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 6-4 | Saturday Load Factor by Hour
120% Riggs Road Line Northbound Riggs Road Line Southbound
100%
80%
60% LoadFactor
40%
20%
0%
1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00 PM 6:00
4:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00
12:00 PM 12:00
10:00 AM 10:00 AM 11:00 Trip Start Time Source: Ridership by Route and Trip Report March 2018
Technical Memorandum #1: Transit Service Assessment 63 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 6-5 | Sunday Load Factor by Hour
120%
Riggs Road Line Northbound Riggs Road Line Southbound
100%
80%
60% LoadFactor
40%
20%
0%
1:00 PM 1:00 PM 2:00 PM 3:00 PM 4:00 PM 5:00
4:00 AM 4:00 AM 5:00 AM 6:00 AM 7:00 AM 8:00 AM 9:00
12:00 PM 12:00
10:00 AM 10:00 AM 11:00 Trip Start Time Source: Ridership by Route and Trip Report March 2018
Technical Memorandum #1: Transit Service Assessment 64 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
7.0 Origin and Destination Analysis
This chapter presents a brief overview and analysis of the origins and destinations of passengers using routes R1 and R2. A summary of the origin/destination estimates are provided in the accompanying tables; these origin/destination estimates are derived by applying the Iterative Proportional Fitting (IPF) technique on Ridecheck Ridership by Stop data. It should be kept in mind that these data do not provide an exact count but provide a good estimate that can be used to test the impact of changing route patterns.
For this analysis the Riggs Road Line has been broken down into analysis zones. These zones break the line into smaller pieces for a meaningful analysis. The zone extents are presented on the second column of each table. The origin zones are presented on the horizontal axis and the destination is on the vertical axis. Information is analyzed for the peak period in the peak direction, southbound in the AM and northbound in the PM. 7.1 ROUTE R1 ORIGIN - DESTINATIONS
Table 7-1 and Table 7-2 present the summary of the origin/destination estimates for Route R1. Table 7-1 indicates that the most southbound passengers are destined for the Fort Totten Metrorail Station (81%) from the Adelphi (27%), Adelphi Park (22%), and Lewisdale (17%) neighborhoods in the morning. Table 7-2 indicates that the most northbound passengers are destined for locations along Riggs Road and Metzerott Road in the Lewisdale (20%), Adelphi Park (9%), and Adelphi (23%) neighborhoods from the Fort Totten Metrorail Station (82%) in the evening. This is indicative of people commuting from residential areas to the Fort Totten Metrorail to access Metrorail and bus services. 7.2 ROUTE R2 ORIGIN - DESTINATIONS
Table 7-3 and Table 7-4 present the summary of the origin/destination estimates for Route R2. Table 7-3 indicates that the largest percentage of southbound passengers are destined for the Fort Totten Metrorail Station (47%) from 23rd Avenue in Lewisdale (16%), and Plum Orchard Drive (9%) and Cherry Hill Road (9%) in Calverton in the morning. Table 7-4 indicates that the most northbound passengers are destined for locations along Powder Mill Road between Cherry Hill Road and Evans Trail (near High Point High School) (6%), 23rd Avenue in Lewisdale, and along Calverton Boulevard between Sandy Point Court and Plum Orchard Drive (near the Orchard Center) (9%) from the Fort Totten Metrorail Station (44%) in the evening.
Technical Memorandum #1: Transit Service Assessment 65 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 7-1 | Summary of Origin/Destination Estimates – Route R1 Southbound, AM 2018
Zone Stop Name 1 2 3 4 5 6 7 8 9 10 11 12 Total Metzerott Rd: Greenspire Ter 1 7 7 - New Hampshire Ave Metzerott Rd/New Hampshire 2 4 0 4 - New Hampshire/Adelphi Rd New Hampshire Ave/Adelphi 3 4 0 1 5 Rd - Riggs Rd/Edwards Way Riggs Rd: Edwards Way - 4 3 0 3 0 7 Merrimac Dr Riggs Rd: Merrimac Dr - 5 5 1 6 5 2 18 Jasmine Ter Riggs Rd: Jasmine Ter - 6 3 0 3 3 4 1 14 Amherst Rd Riggs Rd: Amherst Rd - Red 7 2 0 2 2 2 3 0 12 Top Rd Riggs Rd: Red Top Rd - 8 1 0 1 1 1 1 1 0 6 Sheridan St Riggs Rd: Sheridan St - 6th 9 1 0 1 1 1 1 0 1 4 St NE 0 Riggs Rd: 6th St NE - Chillum 10 Pl NE 1 0 1 1 1 1 1 1 1 0 5 Riggs Rd: Chillum Pl NE - 11 South Dakota Ave NE 0 0 0 0 0 0 0 0 0 0 0 2 12 Fort Totten Station 38 5 43 38 47 55 35 42 35 21 14 1 373 Total 67 7 61 50 58 62 37 44 36 21 14 1 459 Source: WMATA Weekday Origin-Destination Report, May 2018
Technical Memorandum #1: Transit Service Assessment 66 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 7-2 | Summary of Origin/Destination Estimates – Route R1 Northbound, PM 2018
Zone Stop Name 1 2 3 4 5 6 7 8 9 10 11 12 13 Total 1 Fort Totten Station 1 1 Riggs Rd: South 2 Dakota Ave NE - 14 0 14 Chillum Place NE Riggs Rd: Chillum 3 Place NE - Nicholson 24 1 0 25 St NE Riggs Rd: Nicholson 4 37 1 1 0 39 St NE - Chillum Rd Riggs Rd: Chillum Rd 5 31 1 1 1 0 34 - Sargent Rd Riggs Rd: Sargent Rd 6 20 1 1 1 1 0 23 - East West Highway Riggs Rd: East West 7 Highway - University 54 1 1 2 2 2 1 64 Blvd Riggs Rd: University 8 24 1 1 1 1 1 2 0 30 Blvd - Keokee St Riggs Rd: Keokee St 9 8 0 0 0 0 0 1 0 11 - Merrimac Dr 0 Riggs Rd: Merrimac 10 Dr - Apache St 36 1 1 1 1 1 6 0 0 0 49 Riggs Rd: Apache St 11 - Metzerott Rd/New 34 1 1 1 1 1 6 0 0 1 0 47 Hampshire Ave Metzerott Rd/New Hampshire - New 12 Hampshire/Adelphi 1 0 0 0 0 0 0 0 0 0 0 0 2 Rd New Hampshire Ave/Adelphi Rd - 13 Riggs Rd/Edwards 13 0 0 0 1 0 2 0 0 0 4 0 0 22 Way Total 298 7 7 8 8 6 19 1 1 1 5 0 0 361 Source: WMATA Weekday Origin-Destination Report, May 2018
Technical Memorandum #1: Transit Service Assessment 67 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 7-3 | Summary of Origin/Destination Estimates – Route R2 Southbound, AM 2018
Zone Stop Name 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 Total Plum Orchard Dr: Broadbirch 1 7 7 Dr - Cherry Hill Rd Plum Orchard Dr/Cherry Hill 2 40 10 50 Rd - Powder Mill Rd Powder Mill Rd: Cherry Hill 3 4 6 2 12 RD - Prem #3210 Powder Mill Rd: Prem #3210 - 4 3 4 4 0 11 Riggs Rd/Glenmore Dr Riggs Rd: Glenmore Dr - 5 0 1 1 0 0 2 Tohee Ave Riggs Rd: Tohee Ave - 6 8 13 13 4 1 6 45 Adelphi Rd Riggs Rd: Adelphi Rd - 7 3 5 5 2 0 4 0 20 Edwards Way Riggs Rd: Edwards Way - 8 4 6 6 2 1 5 6 5 35 Merrimac Dr Riggs Rd: Merrimac Dr - 9 19 31 31 10 3 24 29 34 191 Jasmine Ter 10 Riggs Rd/Jasmine Ter - 23rd 10 Ave/Lewisdale Dr 5 9 9 3 1 7 8 10 9 1 61 23rd Ave: Lewisdale Dr - 11 Sheridan St 5 7 7 2 1 6 7 8 7 11 16 78 23rd Ave/Sheridan St - East 12 West HWY/Ager Rd 3 5 5 2 0 4 5 5 5 7 27 0 68 East West HWY/19th Pl - 13 Riggs Rd/Dayton Rd 1 1 1 0 0 1 1 1 1 2 7 1 0 19 Riggs Rd: Dayton Rd - Red 14 Top Rd 1 1 1 0 0 1 1 1 1 2 6 0 2 0 18 Riggs Rd: Red Top Rd - 15 Sheridan St 2 3 3 1 0 2 3 3 3 4 15 1 6 3 2 50 Riggs Rd: Sheridan St - 6th St 16 NE 1 1 2 0 0 1 1 2 2 2 8 1 3 2 3 1 31 Riggs Rd: 6th St NE - Chillum 17 Pl NE 1 1 1 0 0 1 1 1 1 2 5 0 2 1 2 3 1 23 Riggs Rd: Chillum Pl NE - 18 South Dakota Ave NE 1 1 1 0 0 1 1 1 1 1 5 0 2 1 2 2 1 0 21 Riggs Rd: South Dakota Ave 19 NE - Fort Totten Station 15 24 25 8 2 19 23 27 25 38 135 11 57 28 57 63 41 54 2 652 Total 122 129 117 35 9 80 86 98 64 71 224 15 73 35 67 68 43 54 2 1,392 Source: WMATA Weekday Origin-Destination Report, May 2018
Technical Memorandum #1: Transit Service Assessment 68 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 7-4 | Summary of Origin/Destination Estimates – Route R2 Northbound, PM 2018
Zone Stop Name 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Total
1 Fort Totten Station 7 7 Fort Totten Station - South Dakota 2 37 0 37 Ave NE Riggs Rd: South Dakota Ave NE - 3 22 1 0 23 Chillum Place NE Riggs Rd: Chillum Place NE - 4 29 1 1 0 31 Nicholson St NE Riggs Rd: Nicholson St NE - Chillum 5 87 4 3 1 1 96 Rd
6 Riggs Rd: Chillum Rd - Sargent Rd 68 3 2 1 5 4 83 Riggs Rd: Sargent Rd - East West 7 45 2 2 1 3 5 1 58 Highway
8 East West Highway - 19th Pl 19 1 1 0 1 2 1 0 26 East West Highway: 19th Pl - Ager 9 10 0 0 0 1 1 0 1 0 14 Rd East West Highway: Ager Rd - 23rd 10 9 0 0 0 1 1 0 1 1 0 13 Ave./Sheridan St 11 23rd Ave: Sheridan St - Lewisdale Dr 111 5 4 1 8 13 6 9 7 10 9 183 23rd Ave/Lewisdale Dr - University 12 46 2 2 1 3 5 2 4 3 4 10 0 81 Blvd/Riggs Rd University Blvd/Riggs Rd - Riggs 13 14 1 0 0 1 2 1 1 1 1 3 9 1 35 Rd/Keokee St 14 Riggs Rd: Keokee St - Merrimac Dr 6 0 0 0 0 1 0 0 0 1 1 4 3 0 18
15 Riggs Rd: Merrimac Dr - Apache St 19 1 1 0 1 2 1 1 1 2 4 13 8 1 0 57
16 Riggs Rd: Apache St - Adelphi Rd 43 2 1 1 3 5 2 3 3 4 9 30 18 2 3 1 131
17 Riggs Rd: Adelphi Rd - Mistletoe Pl 21 1 1 0 2 3 1 2 1 2 4 15 9 1 2 10 1 76
18 Riggs Rd: Mistletoe Pl - Glenmore Dr 6 0 0 0 0 1 0 0 0 1 1 4 2 0 1 3 1 0 21 Riggs Rd/Glenmore Dr - Powder Mill 19 3 0 0 0 0 0 0 0 0 0 1 2 1 0 0 2 0 0 0 12 Rd/Floral Dr Powder Mill Rd: Floral Dr - Prem 20 5 0 0 0 0 1 0 0 0 0 1 3 2 0 0 2 0 0 0 0 18 #3210 Powder Mill Rd: Prem #3211 - Cherry 21 Hill RD 16 1 1 0 1 2 1 1 1 2 3 11 7 1 1 8 2 1 1 1 0 62
Powder Mill Rd: Cherry Hill RD - 22 47 2 2 1 4 6 2 4 3 4 10 33 20 3 4 23 5 3 2 2 3 23 205 Evans Trail Powder Mill Rd: Evans Trail - 23 19 1 1 0 1 2 1 2 1 2 4 14 8 1 2 9 2 1 1 1 1 43 12 129 Calverton Blvd/Chapelview Dr Calverton Blvd: Chapelview Dr - 24 2 0 0 0 0 0 0 0 0 0 0 1 1 0 0 1 0 0 0 0 0 3 6 0 16 Galway Dr Calverton Blvd: Galway Dr - Sandy 25 2 0 0 0 0 0 0 0 0 0 0 2 1 0 0 1 0 0 0 0 0 5 10 1 1 25 Point Ct Calverton Blvd/Sandy Point Ct - Plum 26 14 1 0 0 1 2 1 1 1 1 3 9 6 1 1 7 1 1 0 1 1 30 56 5 7 13 162 Orchard Dr/Broadbirch Dr
Total 707 29 21 8 41 58 21 30 23 35 65 152 88 11 16 66 13 8 4 5 6 104 84 5 7 13 1,620 Source: WMATA Weekday Origin-Destination Report, May 2018
Technical Memorandum #1: Transit Service Assessment 69 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
7.3 ORIGIN AND DESTINATION LOCATIONS
Using SmarTrip data, origin and destination locations are tracked which is presented on Figure 7-1 through Figure 7-4. These figures show that origins and destinations for R1 and R2 riders are throughout the metro area, with strong concentrations in the core of the District of Columbia. This is indicative of people using the R1 and R2 to connect to Metrorail and other bus services at Fort Totten. Besides the people who are connecting at Fort Totten, the origin and destination information shows that there is a market between the Riggs Road market and the University Boulevard market.
Figure 7-1 | Final Destinations of Journeys R1, R2 - All Day
Figure 7-2 | Final Destinations of Journeys R1, R2 - AM Peak
Technical Memorandum #1: Transit Service Assessment 70 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 7-3 | Final Destinations of Journeys R1, R2 - Midday
Figure 7-4 | Final Destinations of Journeys R1, R2 - PM Peak
Technical Memorandum #1: Transit Service Assessment 71 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) 8.0 Bus Operator Interview Summary
Bus operators along the Riggs Road Line were interviewed at the Bladensburg Division Bus Garage on September 20, 2018. Bus operators were asked to provide input on several key issues affecting their routes, including but not limited to: traffic and environment; bus stop access; operations and ridership; passenger behavior; safety; terminal issues; and potential route change ideas. Below are some of the responses that operators gave to conditions that are exclusive to the Riggs Road Line.
Traffic Issues Riggs Road / East-West Highway during AM and PM peak Riggs Road / University Blvd during AM and PM peak Riggs Road / Metzerott Road during AM peak New Hampshire Avenue near Metzerott Road Traffic increased since school started Driving Environment Issues Narrow space on 23rd Ave with parking on each side; Segment also includes speed bumps Low hanging trees at Riggs Road near Campus Gardens Apartment Complex (NB) and near Keokee Street (SB) Inconsistent construction patterns; especially at Riggs Road / South Dakota Ave NE Consider pushing back stop bar at 23rd Ave / University Blvd Bus Stop Access Issues No sidewalk along certain stretches of Riggs Road Bus Stop Operational Issues Apartment complex on Metzerott on-street parking sometimes inhibits access to the bus stop and causes accessibility issues for wheelchair customers Adequate or Inadequate Running Times - Overall, adequate running time for the entire line - Run time needs to be recalibrated to account for traffic issues between segments, East-West Highway, University Blvd, and 23rd Ave Passenger Issues No behavior issues, including from students Spanish speaking riders regularly do not understand how to put money on SmarTrip card; results in lost money for customer Some student confusion about whether or not they need to pay; regularly flash PGCPS ID card like DCPS ID card Adequacy of Supervisor - Minimal presence Terminal Issues More time and better rest room options needed Operators like idea of using Center Park Office Park as the terminal point (current Route 86 terminal) High Ridership Segments Fort Totten sees highest use, along with Riggs Road / University Blvd Crowding at Fort Totten can inhibit visibility for operator Relatively even distribution of passengers along entire route No major crowding issues at stops Some bus crowding observed on bus near Fort Totten (NB and SB); some standing loads, but not for very long Other Ridership does not appear to warrant articulated bus; also operator preference for 40’ buses on the route. No issues with bus backups at stops with Metrobus or TheBus
Technical Memorandum #1: Transit Service Assessment 72 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2) 9.0 Bus Stop Inventory
9.1 BUS STOP SPACING
WMATA’s Guidelines for the Design and Placement of Transit Stops1 provides a desired range of bus stops per mile based on the type of bus service that is provided. These guidelines include:
Local Bus Service: Four to five bus stops per mile (0.2 to 0.25 miles apart) Enhanced/Limited Stop Service: Two to three bus stops per mile (0.33 to 0.5 miles apart) Commuter/Express Service: Spacing varies based on employment and high-boarding locations (greater than .5 miles apart)
With these guidelines in mind, Table 9-1 was created to determine the average spacing between existing bus stops along the Riggs Road Line (R1, R2).
Table 9-1 | Riggs Road Line – Bus Stop Spacing Overview
Route Segment Number of Route Average Maximum Minimum Stops Length Spacing Spacing Spacing
Distance in Miles
R1 67 10.7 0.16 0.37 0.07
R1 Southbound 31 5.4 0.18 0.37 0.08
R1 Northbound 36 5.3 0.15 0.34 0.07
R2 119 21.6 0.18 0.47 0.07
R2 Southbound 62 10.9 0.18 0.47 0.08
R2 Northbound 56 10.7 0.19 0.45 0.07
Total R1 & R2 Unique Stops 141 - 0.16 0.47 0.07
1 https://www.wmata.com/about/board/meetings/upload/031120_3ABusStops.pdf
Technical Memorandum #1: Transit Service Assessment 73 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Figure 9-1 and Figure 9-2 visually demonstrate the spacing between existing bus stops. These figures show the distance between each bus stop, in order, beginning from each route’s northern terminus continuing to the southern terminus and back again. Each point represents the distance between two bus stops. As seen in the Figures, the majority of bus stops are less than 0.2 miles apart (the lower end of WMATA’s local bus service spacing guideline).
Figure 9-1 | R1 Bus Stop Spacing Visualization
0.4
0.35 Enhanced Service Guideline
0.3
0.25 Local Service Guideline 0.2
0.15
0.1 Miles Miles between Stops 0.05
0
R1 Northbound R1 Southbound
Figure 9-2 | R2 Bus Stop Spacing Visualization
0.5
0.45 Enhanced Service Guideline 0.4
0.35
0.3
0.25
0.2 Local Service Guideline
Miles Miles between Stops 0.15
0.1
0.05
0
R2 Northbound R2 Southbound
Technical Memorandum #1: Transit Service Assessment 74 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
9.2 BUS STOP PASSENGER AMENITIES
Table 9-2 presents a summary of the number and percentage of bus stop passenger amenities at each Riggs Road Line bus stop, followed by Table 9-3, which provides a list of the bus stops that do not have a passenger shelter or a bench. The majority of stops on the Riggs Road Line do not have a shelter or a bench. Approximately 90 percent of the stops on the Riggs Road Line do not have a passenger shelter.
Table 9-2 | Riggs Road Line – Passenger Amenities Overview
Route No. of Shelter Seating/ Trash Can Bicycle Stops Bench Racks*
No. % No. % No. % No. %
R1 67 6 9.0% 8 11.9% 16 23.9% 4 6.0%
R2 119 11 9.2% 13 10.9% 26 21.8% 4 3.4%
Total R1 & R2 Unique Stops 141 12 8.5% 14 9.9% 28 19.9% 4 2.8% * Bike racks are not considered as WMATA bus stop amenities
Table 9-3 | Riggs Road Line Bus Stops with No Passenger Shelter or Seating that Meet Ridership Threshold for Seating or Shelter Average Regional Bus Stop Placement Shelter Bench Daily ID Boardings 3004261 23RD AVE @ HANNON ST Nearside NO NO 73 Across 3002492 CHERRY HILL RD @ TOWNLEY APTS NO NO 52 From 3002484 POWDER MILL RD @ CHERRY HILL RD Far Side NO NO 79 3001988 RIGGS RD @ EAST WEST HWY Far Side NO NO 87 3002151 RIGGS RD @ JASMINE TER Far Side YES NO 69 3002715 RIGGS RD @ SHERIDAN ST Far Side NO NO 51 3002125 UNIVERSITY BLVD E @ RIGGS RD Far Side NO NO 52
Technical Memorandum #1: Transit Service Assessment 75 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
9.3 BUS STOP INFORMATION
Table 9-4 and Table 9-5 provide a summary of the passenger information available at the stops on the Riggs Road Line and a list of the stops that do not have such information. Approximately 10 percent of the Riggs Road Line stops have schedule information, 5 percent have route information, and none of the stops, except the two shelters located at the Fort Totten Metrorail Station, have real time arrival information.
Table 9-4 | Riggs Road Line – Passenger Information Overview
Route Segment No. of Information Schedule Route / Real Time Stops Case Information System Map Arrival Information No. % No. % No. % No. %
R1 67 9 13.4% 9 13.4% 5 7.5% 2 2.9%
R2 119 14 11.8% 14 11.8% 7 5.9% 2 1.6%
Total R1 & R2 Unique Stops 141 14 9.9% 14 9.9% 7 5.0% 2 1.4%
Table 9-5 | Riggs Road Line – No Schedule or Route Information
Regional Schedule Route Bus Stop Placement ID Info Map
1002582 1ST PL NE @ INGRAHAM ST NE Nearside NO NO
1002588 1ST PL NE @ RIGGS RD NE Nearside NO NO
1002628 RIGGS RD NE @ SOUTH DAKOTA AVE NE Far Side NO NO
1002630 RIGGS RD NE @ 3RD ST NE Nearside NO NO
1002643 RIGGS RD NE @ CHILLUM PL NE Nearside NO NO
1002652 RIGGS RD NE @ CHILLUM PL NE Nearside YES NO
1002663 RIGGS RD NE @ NICHOLSON ST NE Nearside NO NO
1002670 RIGGS RD NE @ NICHOLSON ST NE Nearside NO NO
1002680 RIGGS RD NE @ 6TH ST NE Nearside NO NO
At Point of 1003435 FORT TOTTEN METRO STATION @ BUS BAY K YES NO Interest
2000283 NEW HAMPSHIRE AVE @ FOX ST Nearside NO NO
2000302 NEW HAMPSHIRE AVE @ ADELPHI RD Nearside NO NO
2000582 CHERRY HILL RD @ GRACEFIELD RD Nearside NO NO
2000598 PLUM ORCHARD DR @ CHERRY HILL RD Nearside NO NO
2000624 PLUM ORCHARD DR @ BROADBIRCH DR Far Side NO NO
2000639 BROADBIRCH DR @ CHERRY HILL RD Far Side NO NO
2000646 CALVERTON BLVD @ SANDY POINT CT Nearside NO NO
2000654 CALVERTON BLVD @ SHANANDALE DR Nearside NO NO
Technical Memorandum #1: Transit Service Assessment 76 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Regional Schedule Route Bus Stop Placement ID Info Map
2000656 CALVERTON BLVD @ GRACEFIELD RD Nearside NO NO
2001037 PLUM ORCHARD DR @ POST OFFICE ANNEX Far Side NO NO
2001127 CALVERTON BLVD @ GALWAY DR Nearside NO NO
2001128 CALVERTON BLVD @ CRAIGLAWN RD Nearside NO NO
2001177 ADELPHI RD @ SIERRA ST Nearside NO NO
3001784 RIGGS RD NE @ EASTERN AVE NE Nearside YES NO
3001792 RIGGS RD @ CHILLUM RD Nearside NO NO
3001805 RIGGS RD @ SHERIDAN ST Nearside NO NO
3001844 RIGGS RD @ FAIROAK AVE Nearside NO NO
3001856 RIGGS RD @ FAIROAK AVE Nearside NO NO
3001883 RIGGS RD @ RAY RD Nearside NO NO
3001886 RIGGS RD @ RAY RD Far Side NO NO
3001939 EAST-WEST HWY @ 23RD AVE Far Side NO NO
3001942 23RD AVE @ SHERIDAN ST Far Side NO NO
3001945 23RD AVE @ SHERIDAN ST Nearside NO NO
3001952 EAST-WEST HWY @ AGER RD Far Side NO NO
3001958 RIGGS RD @ DAYTON RD Nearside NO NO 3001964 RIGGS RD @ DAYTON RD Far Side NO NO 3001965 EAST-WEST HWY @ AGER RD Nearside YES NO 3001988 RIGGS RD @ EAST WEST HWY Far Side YES NO 3001991 RIGGS RD @ EAST WEST HWY Nearside NO NO 3002005 23RD AVE @ WOODBERRY ST Nearside NO NO 3002022 RIGGS RD @ AMHERST RD Far Side NO NO 3002035 RIGGS RD @ AMHERST RD Nearside NO NO 3002046 RIGGS RD @ AVALON PL Far Side NO NO 3002048 23RD AVE @ BANNING PL Nearside NO NO 3002052 23RD AVE @ BANNING PL Nearside NO NO 3002053 RIGGS RD @ BEECHWOOD RD Far Side NO NO 3002057 RIGGS RD @ RIGGS RD CT Far Side NO NO 3002061 23RD AVE @ DREXEL ST Nearside NO NO 3002081 23RD AVE @ FORDHAM ST Nearside NO NO 3002083 RIGGS RD @ DREXEL RD Far Side NO NO 3002084 23RD AVE @ BEECHWOOD RD Nearside NO NO 3002086 RIGGS RD @ DREXEL RD Nearside NO NO
Technical Memorandum #1: Transit Service Assessment 77 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Regional Schedule Route Bus Stop Placement ID Info Map
3002098 RIGGS RD @ DREXEL ST Far Side NO NO 3002101 23RD AVE @ CHAPMAN RD Nearside NO NO 3002104 RIGGS RD @ DREXEL ST Nearside NO NO 3002117 RIGGS RD @ UNIVERSITY BLVD E Nearside NO NO 3002122 RIGGS RD @ UNIVERSITY BLVD E Far Side NO NO 3002151 RIGGS RD @ JASMINE TER Far Side NO NO 3002156 RIGGS RD @ JASMINE TER Far Side NO NO 3002171 RIGGS RD @ KEOKEE ST Far Side NO NO 3002189 RIGGS RD @ LEBANON ST Nearside NO NO 3002254 RIGGS RD @ 20TH AVE Nearside NO NO 3002255 RIGGS RD @ COOL SPRING RD Far Side NO NO 3002260 RIGGS RD @ QUEBEC ST Nearside NO NO 3002262 RIGGS RD @ QUEBEC ST Nearside NO NO 3002274 RIGGS RD @ RUATAN ST Nearside NO NO 3002278 RIGGS RD @ RUATAN ST Nearside NO NO 3002296 RIGGS RD @ SARANAC ST Nearside NO NO 3002302 RIGGS RD @ SARANAC ST Nearside NO NO 3002340 RIGGS RD @ APACHE ST Nearside NO NO 3002343 RIGGS RD @ APACHE ST Nearside NO NO 3002353 METZEROTT RD @ 1836 Mid Block NO NO 3002364 METZEROTT RD @ NEW HAMPSHIRE AVE Nearside NO NO 3002371 RIGGS RD @ ADELPHI RD Nearside NO NO 3002373 RIGGS RD @ ADELPHI RD Far Side NO NO 3002390 RIGGS RD @ HUGHES RD Far Side NO NO 3002392 RIGGS RD @ HUGHES RD Nearside NO NO 3002402 RIGGS RD @ BUCK LODGE RD Far Side NO NO 3002407 RIGGS RD @ BUCK LODGE RD Nearside NO NO 3002410 ADELPHI RD @ 19TH AVE Far Side NO NO 3002421 RIGGS RD @ HEATHERWOOD CT Nearside NO NO 3002422 RIGGS RD @ HEATHERWOOD CT Far Side NO NO 3002426 RIGGS RD @ BUCK LODGE TER Nearside NO NO 3002427 RIGGS RD @ BUCK LODGE TER Far Side NO NO 3002429 RIGGS RD @ CRUZE PL Nearside NO NO 3002430 RIGGS RD @ LACKAWANNA ST Nearside NO NO 3002437 RIGGS RD @ MISTLETOE PL Nearside NO NO 3002439 RIGGS RD @ MISTLETOE PL Far Side NO NO
Technical Memorandum #1: Transit Service Assessment 78 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Regional Schedule Route Bus Stop Placement ID Info Map
3002442 RIGGS RD @ TOWHEE AVE Far Side NO NO 3002443 RIGGS RD @ TOWHEE AVE Far Side NO NO 3002446 RIGGS RD @ WOODED WAY Nearside NO NO 3002457 RIGGS RD @ POWDER MILL RD Nearside NO NO 3002458 POWDER MILL RD @ GLENMORE DR Nearside NO NO 3002462 POWDER MILL RD @ FLORAL DR Far Side NO NO 3002463 POWDER MILL RD @ PINEWOOD CT Far Side NO NO 3002464 POWDER MILL RD @ PINEWOOD CT Nearside NO NO 3002470 POWDER MILL RD @ 3120 Across From NO NO 3002472 POWDER MILL RD @ 3120 Mid Block NO NO 3002475 POWDER MILL RD @ 3210 Mid Block NO NO 3002476 POWDER MILL RD @ PLEASANT ACRES DR Nearside NO NO 3002481 POWDER MILL RD @ CHERRY MILL DR Far Side NO NO 3002484 POWDER MILL RD @ CHERRY HILL RD Far Side YES NO 3002485 CHERRY HILL RD @ POWDER MILL RD Nearside NO NO 3002489 CHERRY HILL RD @ CHERRY HILL CT Nearside NO NO 3002492 CHERRY HILL RD @ TOWNLEY APTS Across From NO NO 3002502 BELTSVILLE DR @ GIANT SHOPPING CENTER Nearside YES NO 3002507 CALVERTON BLVD @ BELTSVILLE DR Far Side NO NO 3002508 CALVERTON BLVD @ 3808 Mid Block NO NO 3002510 CALVERTON BLVD @ CHAPEL VIEW DR Far Side NO NO 3002512 CALVERTON BLVD @ FALLSTON AVE Far Side NO NO 3002598 POWDER MILL RD @ CHERRY HILL RD Far Side NO NO 3002686 23RD AVE @ DREXEL ST Nearside NO NO 3002687 23RD AVE @ LEWISDALE DR Nearside NO NO 3002688 23RD AVE @ AMHERST RD Far Side NO NO 3002705 METZEROTT RD @ GREENSPIRE TER Nearside NO NO 3002706 ADELPHI RD @ FOX ST Nearside NO NO 3002707 ADELPHI RD @ ERIE ST Nearside NO NO 3002708 ADELPHI RD @ EDWARDS WAY Nearside NO NO 3002709 EDWARDS WAY @ RIGGS RD Nearside NO NO 3002710 RIGGS RD @ METZEROTT RD Nearside NO NO 3002712 POWDER MILL RD @ HIGH POINT HIGH SCHOOL Mid Block NO NO 3002713 RIGGS RD @ RED TOP RD Nearside NO NO 3002714 RIGGS RD @ CHILLUM RD Far Side NO NO 3002715 RIGGS RD @ SHERIDAN ST Far Side NO NO
Technical Memorandum #1: Transit Service Assessment 79 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Regional Schedule Route Bus Stop Placement ID Info Map
3002716 POWDER MILL RD @ 3210 Across From NO NO 3002717 POWDER MILL RD @ EVANS TRL Far Side NO NO 3003402 EAST-WEST HWY @ 19TH PL Nearside NO NO 3003452 POWDER MILL RD @ BOXER RD Nearside NO NO 3004006 RIGGS RD @ EDWARDS WAY Nearside NO NO 3004097 POWDER MILL RD @ CHERRY HILL RD Nearside NO NO 3004116 RIGGS RD @ WOODED WAY Nearside NO NO 3004205 RIGGS RD @ SARGENT RD Far Side NO NO 3004261 23RD AVE @ HANNON ST Nearside NO NO 3004277 23RD AVE @ LEWISDALE DR Nearside NO NO
9.4 BUS STOP ACCESSIBILITY
Table 9-6 through Table 9-8 provide information on the accessibility of stops, passenger amenities, and passenger information. The accessibility of a stop is based on the presence of an ADA landing pad connected by an unobstructed sidewalk with adequate curb ramp connections. Passenger shelters and passenger information were also assessed to determine if there are adequate clearances for a person in a wheelchair to utilize the shelter and access available route information.
Table 9-6, Table 9-7, and Table 9-8 provide information on the Riggs Road Line.
Table 9-6 | Riggs Road Line – ADA Accessibility Overview
Route Segment No. of 100% ADA Accessible Pad, Accessible Stops Accessible Sidewalk, and Passenger Curb Ramp Amenities No. % No. % No. %
R1 67 27 40.3% 30 44.8% 7 of 12 58.3%
R2 119 40 33.6% 44 37.0% 12 of 22 54.5%
Total R1 & R2 Unique Stops 141 45 31.9% 49 34.8% 13 of 23 56.5%
Table 9-7 | Riggs Road Line – ADA Accessibility Detail
Route Segment No. of 5' x 8' Compliant Shelter Information Stops Unobstructed Path to Accessible Case Pad Curb Ramp Accessible No. % No. % No. % No. %
R1 67 31 46.3% 62 92.5% 6 of 6 100% 3 of 9 33.3%
R2 119 46 38.7% 84 70.6% 11 of 11 100% 4 of 14 28.6%
Total R1 & R2 Unique Stops 141 51 36.2% 104 73.8% 12 of 12 100% 4 of 14 28.6%
Technical Memorandum #1: Transit Service Assessment 80 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Table 9-8 | Riggs Road Line Stops with Accessibility Issues
Accessible Regional Bus Stop Placement Customer ID Stop Shelter Info
1002582 1ST PL NE @ INGRAHAM ST NE Nearside NO N/A N/A
1002670 RIGGS RD NE @ NICHOLSON ST NE Nearside NO N/A N/A FORT TOTTEN METRO STATION @ BUS At Point of 1003233 YES YES NO BAY E Interest FORT TOTTEN METRO STATION @ BUS At Point of 1003435 YES YES NO BAY K Interest 2000582 CHERRY HILL RD @ GRACEFIELD RD Nearside NO N/A N/A 2001177 ADELPHI RD @ SIERRA ST Nearside NO N/A N/A 3001781 RIGGS RD NE @ EASTERN AVE NE Far Side NO N/A NO 3001784 RIGGS RD NE @ EASTERN AVE NE Nearside NO N/A NO 3001792 RIGGS RD @ CHILLUM RD Nearside NO N/A N/A 3001805 RIGGS RD @ SHERIDAN ST Nearside NO N/A N/A 3001844 RIGGS RD @ FAIROAK AVE Nearside NO N/A N/A 3001856 RIGGS RD @ FAIROAK AVE Nearside NO N/A N/A 3001886 RIGGS RD @ RAY RD Far Side NO N/A N/A 3001939 EAST-WEST HWY @ 23RD AVE Far Side NO N/A N/A 3001942 23RD AVE @ SHERIDAN ST Far Side NO N/A N/A 3001945 23RD AVE @ SHERIDAN ST Nearside NO N/A N/A 3001952 EAST-WEST HWY @ AGER RD Far Side NO N/A N/A 3001958 RIGGS RD @ DAYTON RD Nearside NO N/A N/A 3001965 EAST-WEST HWY @ AGER RD Nearside NO N/A NO 3001988 RIGGS RD @ EAST WEST HWY Far Side NO N/A NO 3001991 RIGGS RD @ EAST WEST HWY Nearside NO N/A N/A 3002022 RIGGS RD @ AMHERST RD Far Side NO N/A N/A 3002046 RIGGS RD @ AVALON PL Far Side NO N/A N/A 3002052 23RD AVE @ BANNING PL Nearside NO N/A N/A 3002053 RIGGS RD @ BEECHWOOD RD Far Side NO N/A N/A 3002057 RIGGS RD @ RIGGS RD CT Far Side NO N/A N/A 3002061 23RD AVE @ DREXEL ST Nearside NO N/A N/A 3002083 RIGGS RD @ DREXEL RD Far Side NO N/A N/A 3002084 23RD AVE @ BEECHWOOD RD Nearside NO N/A N/A 3002086 RIGGS RD @ DREXEL RD Nearside NO N/A N/A 3002098 RIGGS RD @ DREXEL ST Far Side NO N/A N/A 3002101 23RD AVE @ CHAPMAN RD Nearside NO N/A N/A 3002104 RIGGS RD @ DREXEL ST Nearside NO N/A N/A
Technical Memorandum #1: Transit Service Assessment 81 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Accessible Regional Bus Stop Placement Customer ID Stop Shelter Info
3002117 RIGGS RD @ UNIVERSITY BLVD E Nearside NO N/A N/A 3002125 UNIVERSITY BLVD E @ RIGGS RD Far Side NO N/A YES 3002133 UNIVERSITY BLVD E @ RIGGS RD Nearside NO N/A NO
3002205 RIGGS RD @ MERRIMAC DR Nearside YES N/A NO
3002255 RIGGS RD @ COOL SPRING RD Far Side NO N/A N/A
3002260 RIGGS RD @ QUEBEC ST Nearside NO N/A N/A
3002262 RIGGS RD @ QUEBEC ST Nearside NO N/A N/A
3002278 RIGGS RD @ RUATAN ST Nearside NO N/A N/A
3002353 METZEROTT RD @ 1836 Mid Block NO N/A N/A 3002364 METZEROTT RD @ NEW HAMPSHIRE AVE Nearside NO N/A N/A 3002371 RIGGS RD @ ADELPHI RD Nearside NO N/A N/A 3002373 RIGGS RD @ ADELPHI RD Far Side NO N/A N/A 3002390 RIGGS RD @ HUGHES RD Far Side NO N/A N/A 3002392 RIGGS RD @ HUGHES RD Nearside NO N/A N/A 3002402 RIGGS RD @ BUCK LODGE RD Far Side NO N/A N/A 3002407 RIGGS RD @ BUCK LODGE RD Nearside NO N/A N/A 3002410 ADELPHI RD @ 19TH AVE Far Side NO N/A N/A 3002421 RIGGS RD @ HEATHERWOOD CT Nearside NO N/A N/A 3002422 RIGGS RD @ HEATHERWOOD CT Far Side NO N/A N/A 3002426 RIGGS RD @ BUCK LODGE TER Nearside NO N/A N/A 3002427 RIGGS RD @ BUCK LODGE TER Far Side NO N/A N/A 3002429 RIGGS RD @ CRUZE PL Nearside NO N/A N/A 3002430 RIGGS RD @ LACKAWANNA ST Nearside NO N/A N/A 3002437 RIGGS RD @ MISTLETOE PL Nearside NO N/A N/A 3002439 RIGGS RD @ MISTLETOE PL Far Side NO N/A N/A 3002442 RIGGS RD @ TOWHEE AVE Far Side NO N/A N/A 3002443 RIGGS RD @ TOWHEE AVE Far Side NO N/A N/A 3002446 RIGGS RD @ WOODED WAY Nearside NO N/A N/A 3002462 POWDER MILL RD @ FLORAL DR Far Side NO N/A N/A 3002463 POWDER MILL RD @ PINEWOOD CT Far Side NO N/A N/A 3002464 POWDER MILL RD @ PINEWOOD CT Nearside NO N/A N/A 3002470 POWDER MILL RD @ 3120 Across From NO N/A N/A 3002472 POWDER MILL RD @ 3120 Mid Block NO N/A N/A 3002475 POWDER MILL RD @ 3210 Mid Block NO N/A N/A
Technical Memorandum #1: Transit Service Assessment 82 | P a g e Metrobus Service Evaluation Study: Riggs Road Line (R1, R2)
Accessible Regional Bus Stop Placement Customer ID Stop Shelter Info
3002481 POWDER MILL RD @ CHERRY MILL DR Far Side NO N/A N/A 3002484 POWDER MILL RD @ CHERRY HILL RD Far Side NO N/A NO 3002485 CHERRY HILL RD @ POWDER MILL RD Nearside NO N/A N/A 3002489 CHERRY HILL RD @ CHERRY HILL CT Nearside NO N/A N/A 3002492 CHERRY HILL RD @ TOWNLEY APTS Across From NO N/A N/A BELTSVILLE DR @ GIANT SHOPPING 3002502 Nearside YES YES NO CENTER 3002507 CALVERTON BLVD @ BELTSVILLE DR Far Side NO N/A N/A 3002508 CALVERTON BLVD @ 3808 Mid Block NO N/A N/A 3002510 CALVERTON BLVD @ CHAPEL VIEW DR Far Side NO N/A N/A 3002512 CALVERTON BLVD @ FALLSTON AVE Far Side NO N/A N/A 3002686 23RD AVE @ DREXEL ST Nearside NO N/A N/A 3002687 23RD AVE @ LEWISDALE DR Nearside NO N/A N/A 3002705 METZEROTT RD @ GREENSPIRE TER Nearside NO N/A N/A 3002706 ADELPHI RD @ FOX ST Nearside NO N/A N/A 3002707 ADELPHI RD @ ERIE ST Nearside NO N/A N/A 3002709 EDWARDS WAY @ RIGGS RD Nearside NO N/A N/A 3002710 RIGGS RD @ METZEROTT RD Nearside NO YES N/A POWDER MILL RD @ HIGH POINT HIGH 3002712 Mid Block NO N/A N/A SCHOOL 3002713 RIGGS RD @ RED TOP RD Nearside NO N/A N/A 3002714 RIGGS RD @ CHILLUM RD Far Side NO N/A N/A 3002715 RIGGS RD @ SHERIDAN ST Far Side NO N/A N/A 3002716 POWDER MILL RD @ 3210 Across From NO N/A N/A 3003402 EAST-WEST HWY @ 19TH PL Nearside NO N/A N/A 3003452 POWDER MILL RD @ BOXER RD Nearside NO N/A N/A 3004006 RIGGS RD @ EDWARDS WAY Nearside NO N/A N/A 3004097 POWDER MILL RD @ CHERRY HILL RD Nearside NO N/A N/A 3004116 RIGGS RD @ WOODED WAY Nearside NO N/A N/A 3004261 23RD AVE @ HANNON ST Nearside NO N/A N/A 3004277 23RD AVE @ LEWISDALE DR Nearside NO N/A N/A
Technical Memorandum #1: Transit Service Assessment 83 | P a g e