1 John B. Catoe, General Manager June 24, 2009 Metrobus’ Priority Corridor Network: An Opportunity for Priority Bus Transit in the Washington Region:

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Presentation transcript:

1 John B. Catoe, General Manager June 24, 2009 Metrobus’ Priority Corridor Network: An Opportunity for Priority Bus Transit in the Washington Region:

Metrobus Priority Corridor Network Plan 1.Columbia Pike (Pike Ride) 2.Richmond Highway Express (REX) 3.Georgia Ave./7 th St. 4.Crystal City–Potomac Yard 5.Southern Ave. Metro – National Harbor 6.Wisconsin Ave./Pennsylvania Ave. 7.University Blvd./East-West Highway 8.Sixteenth St. (DC) 9.Leesburg Pike 10.Veirs Mill Rd. 11.New Hampshire Ave. 12.H St./Benning Rd. 13.Georgia Ave. (MD) 14.Greenbelt-Twinbrook 15.East-West Highway (Prince George’s) 16.Anacostia-Congress Heights 17.Little River Tpke./Duke St. 18.Rhode Island Ave. Metro to Laurel 19.Mass Ave./U St./Florida Ave./8 th St./MLK Ave. 20.Rhode Island Ave. 21.Eastover-Addison Road Metro 22.Colesville Rd./Columbia Pike - MD US Fourteenth St. (DC) 24.North Capitol St. 2

Network Details Priority Corridor Network: Serves 220,000 current daily riders Serves 70 million annual riders Includes 246 line miles of service Accommodates 10 million additional riders annually (+14%) 3

Why Focus on Bus? 4

High Capacity Corridors in Other Regions Boston – Silver Line Cleveland – Euclid Corridor Silver Line Los Angeles – Wilshire Rapid Express Minneapolis – Hi-Frequency Network Seattle – RapidRide 5

What is a Priority Corridor? 6

7 What is Meant by “Dedicated” or “Prioritized” Right-of-Way?

8 Practical Challenges to Confront Capital funding for buses, garages, and other facilities Operating funds for increased service Define situations that justify transit prioritization and tools highway departments will use Change perceptions and culture –Bus network an equal partner to rail network –Net benefits of prioritizing transit widely understood –Drivers today seeing themselves using faster transit tomorrow –Road owners as transit providers too –Person throughput, not vehicle throughput

9 We Cannot Make This Happen on Our Own DOTs and local governments must adopt policies and practices reflecting their role as transit service providers Policies on major arterials need to consider person through-put and mode- shift incentives Transportation and land-use projects must advance bus transit needs Local land use plans must provide for transit ROW and maintenance facilities DOTs and local governments must always consider dedicated lanes for transit as viable alternative uses of existing right-of-way Jurisdictions must enforce fines for illegal use of bus lanes

How to Prioritize Right-of-Way for Transit Collaborate Cooperate Communicate 10