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2 Table of Contents 1. Introduction Service Change Recommendations Passenger Facility Recommendations Traffic and ning Way Recommendations Appendix A Appendix B Appendix C Appendix D List of Tables Table 1 Estimated Annual Operating Cost Additional AM Westbound Trip... 4 Table 2 Proposed MetroExtra Stops and Adjacent or Nearby Stops Boardings and Alightings... 9 Table 3 Estimated Travel Savings and Estimated MetroExtra Service Table 4 Silver Spring versus Langley Park Routing Alternatives O&M Cost Differences Table 5 Peak Period Boarding and Alighting Activity at Annapolis Road & Harkins Road and at Heritage Square Apartments Table 6 - F4 Bus Stops to be Considered for Consolidation Westbound Table 7 - F4 Bus Stops to be Considered for Consolidation Eastbound Table 8 - F6 Bus Stops to be Considered for Consolidation Westbound Table 9 - F6 Bus Stops to be Considered for Consolidation Eastbound Table 10 - Estimated Capital Cost Installation of Missing Bus Stop Amenities Table 11 - F4/F6 Stops with Neither a Sidewalk or Bus Stop Pad Table 12 - F4/F6 Stops Recommended for Immediate Installation of Information Cases Table 13 F4.F6 Stops Recommended for Installation of Information Case as Resources Become Available Table 14 - Candidates for the Installation of a Trash Receptacle Table 15 Candidates for the Installation of a Shelter and Bench List of Figures Figure 1 Proposed MetroExtra Service Figure 2 Traffic and ning Way Improvement Recommendations New Carrollton Silver Spring Line Study TOC - i

3 1. Introduction Outlined in this document are the proposed final service and physical improvement recommendations for the New Carrollton Silver Spring Line (F4) & New Carrollton Fort Totten Line (F6) Study. The source of these recommendations is the project s Transit Service Assessment, the project s Traffic Operations Assessment, ridership and bus stop analyses, driver interviews, public input, and extensive coordination with the project s Project Management Team (PMT). This document includes recommendations related to the F4 and F6 service structure, F4 and F6 passenger facilities, and corridor running way and traffic signals. The recommendations in this document represent a set of final recommendations developed based on detailed coordination with the project PMT as well as feedback from the project passenger survey and from the project public meetings. The remainder of this document is focused on a description of the final recommendations. The first set of recommendations relates to the F4 and F6 service structure, the second to passenger facilities, and the last to the F4 and F6 corridors traffic operations. Included as part of the recommendations is backup data to provide an understanding of the estimated cost and ridership impacts associated with each recommendation. In addition, a proposed time frame for implementation is provided, with short-term implementation to occur in 1-2 years, midrange implementation to occur in 3-4 years and long range implementation to occur in 5-6 years. 2. Service Change Recommendations A. Adjust Scheduled s to Reflect Actual s 1. Final Recommendation One of the primary areas evaluated in the project Transit Service Assessment was on-time performance and whether scheduled run times on the line were adequate relative to the time it actually takes to complete an F4 or F6 trip. The analysis showed that on-time performance and reliability was a major issue, with on-time performance falling well below WMATA goals for on-time trips. The key cause of this consistently poor on-time performance is the fact that scheduled run times do not accurately reflect actual run times on the line. This recommendation is to adjust scheduled run times to more accurately reflect actual run times. It is proposed that this recommendation be implemented in two steps. The first step would be for the WMATA Scheduling Department to complete a detailed analysis of Nextbus data to confirm the findings on actual run times in this New Carrollton Silver Spring Line Study 1

4 study, as outlined in the project Transit Service Assessment (Note: the analysis of run times versus scheduled run times is based on data from before the June schedule change that modified the routing of the F6 route and improved service frequency on the F4 route). Once a detailed understanding of the difference between actual and scheduled run times is established, the next step would be to modify schedules to reflect actual run times. This modification would include identifying the number of additional buses that would be required to provide service under the new run times as well as the completion of an estimate of the additional operating costs associated with the schedule modification. The estimated cost of the schedule modification based on the actual run time data contained in the project Transit Service Assessment is summarized below: a. F4 Weekday - $347,916 b. F4 Saturday - $38,418 c. F4 Sunday - $48,876 d. F6 Weekday - $165,654 The detailed cost estimate for this schedule modification is shown in Appendix A. This improvement is proposed for implementation in the short-term time frame (1-2 years). 2. Reason for Proposed Change Transit service that does not arrive at its scheduled time is a major inconvenience to riders. The first element of this inconvenience is rider uncertainty in terms of planning their schedule for both work and non-work trips. This uncertainty can result in riders leaving for work earlier than necessary in order to ensure they arrive on time or scheduling more time than would typically be required for non-work trips such as medical visits, school, or shopping. The second element of this inconvenience is crowded trips due to uneven passenger loading when incorrect headway separation results in buses running too close together. Typically this bus bunching will result in a leading bus being excessively crowded while the following bus is lightly loaded. This uneven loading also results in inefficient utilization of resources, as the capacity provided on the lines is not efficiently utilized and resources are wasted. New Carrollton Silver Spring Line Study 2

5 B. Improve F4 Service Frequency on Saturdays, Add Saturday Early Morning Trip 1. Final Recommendation Feedback from passengers through the public outreach process and from drivers through the driver interview process identified crowding on Saturdays as a major issue. This feedback was confirmed through a review of Saturday ridership data and Saturday service frequencies. Based on the public and driver feedback, in combination with the ridership analysis, the first part of this recommendation is to improve Saturday service frequency from the current 30 minutes to 20 minutes. This recommendation is proposed to be implemented in two phases. In the first phase, which is proposed for implementation in the short-term time frame (1-2 years), the 20 minute service frequency would occur eight hours per day, between 9:00 AM and 5:00 PM. It is also proposed as part of the first phase that ridership and crowding be monitored to determine whether implementation of the second phase, described below, is warranted. In the second phase, proposed for implementation in the mid-term time frame (3-4 years) if warranted, the service frequency improvements would be expanded to 11 hours per day, between 9:00 AM and 8:00 PM. The estimated incremental cost of the first implementation phase relative to current costs is $110,871. The estimated cost of the second implementation phase relative to current Saturday operating costs is $149,923. This would be an incremental cost increase of $39,053 relative to the phase one implementation cost. The detailed cost estimates for this recommendation are included in Appendix B. The second recommendation related to Saturday crowding is to add one additional trip on Saturday in the early AM westbound direction. This additional trip would run from New Carrollton to Prince George s Plaza (the heaviest loaded portion of the line) and would spread out the heavy demand that currently occurs on the first westbound trip of the day, which leaves New Carrollton at 5:50 AM. This new additional trip would leave New Carrollton at 5:20 AM to reflect the Saturday 30 minute headway. This additional trip is proposed for implementation in the short term time frame. The annual estimated cost of this additional trip is shown below in Table 1. New Carrollton Silver Spring Line Study 3

6 Table 1 Estimated Annual Operating Cost Additional AM Westbound Trip Trip Length in Number of Trips Daily Revenue Factor Cost Per Daily Cost Annual Cost (57 Saturday) $ $48.21 $2, Reason for Proposed Change With regard to the increase in service frequency, the F4 Route provides service for a wide range of trip types, with a service area population that relies on the route for much more than just commute-to-work trips. Because of these rider characteristics, the F4 is heavily used on Saturday, but the route s Saturday service frequency does not reflect this heavy usage. The result is insufficient capacity relative to demand, which results in crowding. The change in service frequency to a trip every twenty minutes will provide additional capacity and will also result in a more convenient service for Saturday riders. With regard to the additional AM westbound trip, there is heavy demand for the first current Saturday westbound trip, leaving New Carrollton at 5:50 AM. Providing an earlier trip that serves the heaviest portion of the line will help to spread out heavy loads on the 5:50 AM trip. C. Adjust F4, F6 of Service Conform Bus Scheduled to Metrorail Schedule 1. Final Recommendation The F4 and F6 Lines serve a large number of Metrorail stations, which provides riders in the service areas of the two lines great flexibility in making trips throughout the region. This flexibility is constrained, however, by the fact that the F4 and F6 bus service hours do not correspond to Metrorail hours of service, especially at the end of the day. This recommendation is to expand F4 and F6 hours of service so that they correspond with Metrorail hours of service in order to provide F4 and F6 riders with the full advantages these excellent connections to the Metrorail system provide. It is proposed that implementation of this recommendation be completed in phases, as outlined below: 1. F4 Line Weekday Add five additional weekday evening trips in each direction in order to provide connections to the last Metrorail trips of the day. Proposed implementation is in the mid-term time frame (3-4 years). These additional trips would allow for a continuation of the existing 30 minute headway from 10:00 PM (currently the last F4 westbound departure from New Carrollton the last New Carrollton Silver Spring Line Study 4

7 eastbound departure from Silver Spring is 10:04 PM) to 12:35 AM which is the arrival time of the last Orange Line trip at New Carrollton (the last Red Line arrival at Silver Spring is 12:24 AM). 2. F4 Line Weekday - Add one additional weekday morning trip in the eastbound direction in order to provide connections to the first Metrorail trip of the day. Proposed implementation is in the mid-term time frame (3-4 years). This additional trip would allow rail passengers arriving on the first Red Line trip of the day at Silver Spring (at 5:09 AM) to transfer to the F4 without an excessive wait time (currently passengers making this transfer have to wait 31 minutes the first eastbound F4 trip leaves Silver Spring at 5:40 AM). 3. F6 Line Weekday - Add three additional weekday evening trips in each direction in order to provide connections to the last Metrorail trips of the day. Proposed implementation is in the long-term time frame (5-6) years. These additional trips would allow for a continuation of the existing approximately 60 minute headway from 9:22 PM (currently the last F6 westbound departure from New Carrollton the last eastbound departure from Fort Totten is 9:24 PM) to 12:35 AM, which is the arrival time of the last Orange Line trip at New Carrollton (the last Green Line arrival at Fort Totten is 12:32 AM). 4. F4 Line Saturday - Add three additional Saturday evening trips in each direction in order to provide connections to later Metrorail trips. Proposed implementation is in the long-term time frame (5-6 years). These additional trips would allow for a continuation of service at a 60- minute headway from 9:30 PM (currently the last F4 westbound departure from New Carrollton the last eastbound departure from Silver Spring is 9:57 PM) to approximately 12:30 AM. Of note with regard to this recommendation is that the extension of hours of service for the F4 Line will not extend service hours enough to meet the last Saturday trips on Metrorail, which run later than on weekdays based on extended Saturday hours of service. Annual costs by proposed implementation time frame are summarized below: 1. Mid-Term Frame (F4 weekday changes): $318, Long-Term Implementation Frame (F6 weekday changes): $183,313 New Carrollton Silver Spring Line Study 5

8 3. Long-Term Implementation Frame (F4 Saturday changes): $34,095 These costs are shown in detail in Appendix C. 2. Reason for Proposed Change - The connection of the F4 and F6 Lines to so many Metrorail stations is of significant benefit to riders in the two lines service area. This recommendation would allow for full utilization of this Metrorail resource. By expanding bus service hours so that they correspond with Metrorail hours, riders will have the opportunity to utilize transit for the full range of trip types, including for riders who work non-traditional work hours, are required to work late, or wish to utilize transit for non-work related trips. Without this bus service hour expansion, the full benefit of the strong connections between bus and Metrorail cannot be realized. D. Implement Peak Period MetroExtra Service (F9) between New Carrollton and proposed Langley Park Transit Center 1. Final Recommendation A very high percentage of boarding and alighting activity on the F4 Line occurs at a relatively small number of stops on the route (approximately 86% of F4 boardings and alightings within the portion of the proposed F9 route currently served by the F4 occur at the 10 proposed Metro Extra stops or adjacent and nearby stops as outlined below in Table 2). This concentration of boardings and alightings provides the opportunity to implement more frequent and convenient service to a large majority of F4 riders in a very efficient manner through the implementation of a MetroExtra service overlay on the F4 Route (this new MetroExtra service would be labeled the F9 route). The F9 route would be comparable to other MetroExtra services throughout the Metrobus system. The service would be a limited stop service serving only select high ridership stops on the current F4 Route (as noted, the proposed stops are outlined below in Table 2 and shown in Figure 1). This serving of only a limited number of stops results in a significant time savings for riders and thus much greater rider convenience. The F9 service is proposed as an overlay on the existing F4 between New Carrollton and New Hampshire Avenue, with no changes to the underlying F4 service. At New Hampshire Avenue the service would leave the existing F4 routing and instead of running to Silver Spring, the service would run north along New Hampshire Avenue to the proposed Langley Park Transit Center at the intersection of University Boulevard and New Hampshire Avenue (more detail on the analysis underlying this New Carrollton Silver Spring Line Study 6

9 routing recommendation is contained below in the Additional Analysis section of this recommendation). Between New Carrollton and New Hampshire Avenue, the route would follow the current F4 routing, with two exceptions in the Riverdale Park portion of the line. First, running from east to west, the MetroExtra service would run on East-West Highway rather than remaining on Riverdale Road to 49 th Avenue, as the current F4 does. In the second instance, the line would remain on East-West Highway rather than running via Baltimore Avenue (U.S. 1) and Queensbury Road, as the current F4 does. The routing between the intersection of New Hampshire Avenue and East-West Highway would be straight up New Hampshire Avenue. This proposed F9 routing is shown in Figure 1. This avoidance of narrow local streets in Riverdale Park will result in additional time savings beyond those that would result from making fewer stops. It should be noted that the F9 overlay service is not required to provide capacity to address crowding issues (while there were crowding issues on the F4 Line prior to the June 2012 schedule change, the improved service frequency associated with the June service change should provide enough additional capacity to address those crowding issues. This conclusion is based on passenger load analysis completed for this study). Rather, this additional service will be for the purpose of improving passenger convenience on this important Maryland Line. Again, as noted above, the heavy concentration of boarding and alighting activity at a relatively few F4 stops makes this MetroExtra service feasible. The proposed F9 stops outlined in Table 2 were identified based on three key factors. In order of priority these factors are: current boarding and alighting activity at a stop; efficient distance between stops and; service to key activity centers. Current boarding and alighting activity for each selected stop is shown in Table 2. Of note with regard to this selection factor is the proposed stop at Riverdale Road and Roanoke Avenue. There is not a stop currently located at this location but because of the proposal to remain on East-West Highway through Riverdale Park (rather than remaining on Riverdale Road), this stop will accommodate riders who currently utilize the high activity stops at Riverdale Road and 57 th Avenue, Riverdale Road and 54 th Avenue, and Riverdale Road and Tanglewood Drive. The second point to note is in regard to the proposed stop at East-West Highway and Baltimore Avenue. This stop is not currently in the top stops in terms of boarding and alighting activity but the stop serves important adjacent land uses. In addition, this stop is an important junction with other bus services. Finally, this stop New Carrollton Silver Spring Line Study 7

10 fills in large gaps between stops which would be present if this stop was not included as part of the F9 service. New Carrollton Silver Spring Line Study 8

11 Table 2 Proposed MetroExtra Stops and Adjacent or Nearby Stops Boardings and Alightings Proposed MetroExtra Stop Adjacent Stops/Stops Nearby MetroExtra Stop Current Westbound Boardings Current Westbound Alightings Current Eastbound Boardings Current Eastbound Aligthings 1. New Carrolton Metrorail Station Harkins Road & Annapolis Road Annapolis Road & Sherwood Street (EB & WB) Annapolis Road & West Lanham Dr. (EB & WB) Riverdale Road & Heritage Square Apts Riverdale Road & Carrollton Mall (WB) n/a n/a Riverdale Road & Mahoney Drive (WB) n/a n/a Annapolis Road & Riverdale (EB) n/a n/a nd Heritage Square Apts. Stop (EB) n/a n/a Riverdale Road & Lamont Drive (3 stops west of proposed MetroExtra Stop (EB & WB) Riverdale Road & 67 th Avenue Riverdale Road & 67 th Place (WB no n/a n/a comparable current EB stop) Riverdale Road & 66 th Avenue (WB no comparable current EB stop) 4 2 n/a n/a 5. Riverdale Road & 64 th Avenue (no current comparable EB stop) n/a n/a Riverdale Road & East Pines Drive (EB & WB) Riverdale Road & Mustang Drive (EB & WB) Source: WMATA On-Board Ridechecks collected 2011 New Carrollton Silver Spring Line Study 9

12 Proposed MetroExtra Stop Adjacent Stops/Stops Nearby MetroExtra Stop Current Westbound Boardings 6. Riverdale Road & Roanoke Avenue (not currently a stop reflects MetroExtra routing that stays on E-W Highway) Current Westbound Alightings Current Eastbound Boardings Current Eastbound Alightings St. Bernards Parish (EB & WB) Riverdale Road & 57 th Avenue (EB & WB) Riverdale Road & 54 th Avenue (EB & WB) Riverdale Road & Tanglewood Drive (EB & WB) East West Highway and U.S. Route 1/Baltimore Avenue (currently no westbound stop 8. Prince George s Plaza (bus will enter the station in order to provide convenient transfers to other services) n/a n/a Belcrest Road & Queens Chapel Road (EB & WB) East West Highway & Entrance to Mall (EB & WB) East West Highway & Toledo Terrace East West Highway & Riggs Road East West Highway & 19 th Place (WB) n/a n/a East West Highway & Riggs Road (EB & WB) East West Highway & Ager Road (EB) n/a n/a East West Highway & New Hampshire Avenue East West Highway & Kentland Avenue (EB & WB) East West Highway & Elm Avenue (EB & WB) New Carrollton Silver Spring Line Study 10

13 Proposed MetroExtra Stop Adjacent Stops/Stops Nearby MetroExtra Stop Current Westbound Boardings Current Westbound Alightings Current Eastbound Boardings 11. Proposed Langley Park Transit Center n/a n/a n/a n/a Current Eastbound Alightings Boardings & Alightings MetroExtra and Adjacent/Nearby Stops 2,263 1,452 1,375 2,183 Boardings and Alightings Portion of Line to be Served by F9 - by Direction 2,602 1,672 1,652 2,519 Percent of Boardings and Alightings at MetroExtra or Adjacent/Nearby Stops On Portion of Line to be Served by Proposed F % 86.48% 83.23% 86.66% New Carrollton Silver Spring Line Study 11

14 Figure 1 Proposed MetroExtra Service New Carrollton Silver Spring Line Study 12

15 Included in Table 3 is the estimated run time of the proposed F9 service. This estimate reflects the estimated travel time savings relative to local service based on fewer stops served due to limited stop service as well as the avoidance of local streets in Riverdale Park. The proposed stops and routing are shown in Figure 1. Table 3 Estimated Travel Savings and Estimated MetroExtra Service Line Segment Current One Way F4 Travel (peak period) Number of Stops Skipped Average Estimated Dwell per Stop (seconds) Travel Savings Skipped Stops (minutes) Travel Savings Estimate Avoid Riverdale Park Estimated Travel Savings Estimated One Way F9 Service New Carrollton to Langley Park New Carrollton to New Hampshire Avenue 48 East-West Highway & New Hampshire to Langley Park It is proposed that this recommendation be implemented in two phases. In the first phase, the F9 service would be run at a 15 minute service frequency, for four hours per day. This would involve F9 service running for two hours in the morning peak period, between 6:30 AM and 8:30 AM, and two hours in the evening peak, between 4:30 PM and 6:30 PM. It is proposed that this service be implemented in the midterm time range (3-4 years). In the second phase, if demand warrants based on monitoring of the service, the F9 service hours would be expanded to seven hours per day (6:00 AM to 9:00 AM and 3:00 PM to 7:00 PM). Service frequency would remain at 15 minutes. It is proposed that this second phase be implemented in the long-term time range (5-6 years). The estimated annual cost of the first phase of the MetroExtra service is $739,860. The total estimated incremental cost of the second phase relative to the current cost is $1,294,755, or an incremental change from the first phase cost of $554,895. The estimated cost detail for the two phases is shown in Appendix D. New Carrollton Silver Spring Line Study 13

16 2. Reason for Proposed Change The F4 Line is one of the highest ridership lines in Maryland and provides invaluable mobility benefits to a range of diverse communities in both Prince George s and Montgomery Counties. The proposed F9 overlay service will provide a significant added level of convenience for F4 riders within the portion of the proposed F9 service currently served by the F4, over approximately 86% of who currently board at one of the proposed MetroExtra stops or at an adjacent or nearby stop. This added level of service on the Line reflects the importance of the line to Maryland as well as the large number of riders who would benefit from the new service. This recommendation also reflects the success of MetroExtra services that have been implemented in other corridors throughout the Metrobus system. The service that has been in place the longest, the 79 along Georgia Avenue, has experienced enough of an increase in ridership since its implementation that it has been expanded to an all-day service. Other corridors with successful MetroExtra service include the S9 along 16 th Street and the X9 along the H Street corridor, both in the District of Columbia, and the 28X along Leesburg Pike in Virginia. 3. Additional Analysis A good deal of analysis was completed to determine the final routing for the proposed F9 service. Two primary routings were evaluated in detail. The first was F9 service following the same alignment as the F4 west of New Hampshire Avenue and terminating at the Silver Spring Transit Center. This routing provides a number of benefits from a customer service and convenience point of view. A review of ridership data shows that there is a significant market for riders going from the east side of New Hampshire Avenue to the west side of New Hampshire Avenue (752 daily passengers are through riders in the eastbound direction: this represents 87% of the total number of riders on board at New Hampshire Avenue in the eastbound direction. 782 daily passengers are through riders in the westbound direction: this represents 79% of the total number of riders on board at New Hampshire Avenue in the westbound direction). Boarding and alighting data also show heavy ridership activity at key stops in Silver Spring. These stops include: Philadelphia Avenue & Chicago Avenue o Daily westbound boardings: 41 o Daily westbound alightings: 71 o Daily eastbound boardings: 67 o Daily eastbound alightings: 15 New Carrollton Silver Spring Line Study 14

17 Fenton Street and Roeder Road o Daily westbound boardings: 5 o Daily westbound alightings: 227 o Daily eastbound boardings: 105 o Daily eastbound alightings: 9 Silver Spring Transit Center o Daily westbound boardings: 0 o Daily westbound alightings: 462 o Daily eastbound boardings: 538 o Daily eastbound alightings: 0 The disadvantage of this routing is that much of the current F4 routing west of New Hampshire Avenue runs on roadways that are narrow and only one lane in each direction. This means that the F9 buses would not be able to pass local buses and therefore even though MetroExtra buses would only be stopping at MetroExtra stops, they would not gain any run time advantages because they would be stuck behind local buses, thus negating the premium elements of the service for approximately 1/3 of the route. The second routing evaluated in detail is the final proposed routing. This routing would follow the current F4 routing (with the exceptions noted above under Section 1) to the intersection of East-West Highway and New Hampshire Avenue and then run north along New Hampshire Avenue to Langley Park and the proposed Langley Park Transit Center. The routing to the proposed transit center would be primarily for operational reasons, specifically to provide a location for bus turnaround and layover prior to the return trip. Given that the streets in the vicinity of the intersection of East-West Highway and New Hampshire Avenue are narrow and residential, turning around and laying over in the vicinity of the intersection is not feasible and thus the requirement for the extension to Langley Park. No F9 stops except at the transit center are recommended along this portion of the route, given this route segment s significant coverage by other routes. This extension would add approximately five minutes to each one-way F9 trip. Two options for routing and terminal location exist if the F9 is implemented prior to the completion of the transit center. In the first instance the service would use streets in Langley Park currently utilized by WMATA and Ride-On buses, including Merrimac Drive or Lebanon Street. Since there are currently some concerns about New Carrollton Silver Spring Line Study 15

18 existing operations from residences along these streets, adding additional buses may not be feasible. The second option would be to run the F9 service only to Prince George s Plaza until the transit center is complete. If this option is selected it is strongly proposed that the extension to Langley Park be implemented as soon as the transit center is completed in order to provide F9 service to stops at Riggs Road and, especially, New Hampshire Avenue (operating cost estimates presented above and in the appendix assume the service all the way to Langley Park). In addition to the operational requirements underlying the Langley Park extension, there may also be some potential customer related benefit from providing direct connections between service along the East-West Highway corridor and service along the University Boulevard corridor, though it is difficult to estimate the impact because the service connections at the western end of these corridors do not occur today. The Project Management Team discussed the trade-offs between these two alternative routings in detail and reached a consensus that not running to Silver Spring was necessary given the operational constraints of the roadway network west of New Hampshire Avenue. There was also discussion regarding running to Langley Park as part of the initial implementation but then running to Silver Spring in the longer term. This change in routing is not proposed given that the roadway network west of New Hampshire Avenue will present the same constraints in the future. As noted, there are a number of tradeoffs between the two options. A summary of the difference in costs is outlined below in Table 4. Also, the data on boarding and alightings at major stops west of New Hampshire Avenue that would have been designated F9 stops under the Silver Spring routing option (outlined above) show that a potential market of 756 boardings and 784 alightings will be missed by not running into Silver Spring. Table 4 Silver Spring versus Langley Park Routing Alternatives O&M Cost Differences Routing Alternative Mid-Term Implementation Phase (4 hours of service) Long-Term Implementation (7 hours of service) To Silver Spring $933,633 $1,633,857 To Langley Park $739,860 $1,294,755 Difference $193,773 $339,102 New Carrollton Silver Spring Line Study 16

19 A second potential MetroExtra routing alternative identified by the Project Management Team was to leave New Carrolton and access Riverdale Road via Veterans Parkway rather than following the current F4 routing from New Carrollton. This would result in a time savings but would also result in two proposed MetroExtra stops not being served: Annapolis Road and Harkins Road and the Heritage Square Apartments. Based on a review of the heavy AM and PM peak boarding and alighting activity at these two stops (summarized in Table 5), the routing via Veterans Parkway is not proposed at this time. It is proposed, however, that continued monitoring of the MetroExtra service be undertaken to evaluate boardings and alightings at these stops to determine if a potential change is routing via Veterans Parkway may be warranted. A final routing alternative that was discussed in conjunction with the Project Management Team was to continue to run the MetroExtra service along Riverdale Road between the intersection of Riverdale Road and East-West Highway and 49 th Avenue. This routing would provide more convenient access to riders currently boarding at Riverdale Road and 57 th Avenue, Riverdale Road and 54 th Avenue, and Riverdale Road and Tanglewood Drive. While the proposed routing continues to be to run via East-West Highway in order to reap run time savings, continued monitoring of the Riverdale Road and Roanoke Avenue stop is recommended in order to ensure it is attracting riders from the three stops noted above. Table 5 Peak Period Boarding and Alighting Activity at Annapolis Road & Harkins Road and at Heritage Square Apartments Direction AM Peak Boardings AM Peak Alightings PM Peak Boardings PM Peak Alightings Annapolis Road and Harkins Road EB WB Heritage Square Apartments EB WB Source: WMATA On-Board Ridechecks collected 2011 New Carrollton Silver Spring Line Study 17

20 E. Implement Dedicated Supervision to Ensure Correct Headway Separation 1. Final Recommendation This recommendation is to dedicate two full time equivalent supervisors to manage the F4 and F6 Lines, with a specific focus on ensuring that buses are correctly separated by their scheduled headway. Properly separated buses ensure a more even distribution of passengers across buses and thus a more productive use of capacity deployed on the line. This more even distribution of passengers also results in less excessive crowding on a leading bus while a trailing bus running too close to the leading bus is lightly loaded. It also ensures a more reliable service that minimizes excessive waiting times for passengers. The proposed deployment of the dedicated supervisors is as follows: 1. New Carrollton AM Peak (6:00 AM 10:00 AM) This supervisor would ensure F4 and F6 westbound trips (AM peak direction) leave New Carrollton correctly separated. 2. Prince George s Plaza AM Peak (6:00 AM 10:00 AM) This would be a midline supervisor to ensure F4 and F6 trips in both directions are leaving Prince George s Plaza correctly separated. 3. Prince George s Plaza PM Peak (3:00 PM 7:00 PM) This supervisor would play the same role as the AM peak supervisor at Prince George s Plaza. 4. Silver Spring PM Peak (3:00 PM 7:00 PM) This supervisor would ensure eastbound F4 trips (PM peak direction) leave Silver Spring correctly separated. These proposed dedicated supervisors would be supplemented by existing supervisors at New Carrollton and Silver Spring, though these existing supervisors currently have responsibility for multiple lines at each terminal point. The proposed supervisors at Prince George s Plaza would be new. To ensure efficient use of limited resources, the workload of these proposed new supervisors will be monitored to determine whether consolidation of responsibilities with currently deployed supervisors, especially at Silver Spring and New Carrollton, is feasible while still maintaining correct headway separation on the F4 and F6. The deployment noted above will result in two full time equivalent supervisors. At an estimated fully burdened cost of $80,000 (salary and fringe) two full time equivalent supervisors would result in an annual cost of $160,000 to implement this recommendation. This recommendation is proposed for implementation in the short-term time frame (1 2 years). New Carrollton Silver Spring Line Study 18

21 3. Passenger Facility Recommendations A. Begin Process of Evaluating Potential Bus Stop Consolidation 1. Final Recommendation Bus stops that are too close together can result in significant passenger inconvenience based on slower travel speeds and a stop and start rider experience as buses are slowing down to stop even before they have fully accelerated from the stop just served. Because of the negative impacts of stops too close together, WMATA has developed guidelines for distance between bus stops. These guidelines state that the ideal number of bus stops per mile should be four to five, meaning stops spaced approximately.2 to.25 miles apart. As part of the analysis to complete the project Transit Service Assessment, an evaluation of stops that do not meet this distance between stops guideline were identified as candidates for potential consolidation. These stops are shown in Tables 6, 7, 8, and 9. This recommendation is to begin the very detailed WMATA stop consolidation process to determine which of the potential candidates identified in the tables should actually be consolidated with other stops. This consolidation process includes an evaluation of boarding and alighting activity at each candidate stop, the extent of improvements and passenger amenities at each candidate stop and the proximity of each candidate stop to unique facilities such as a medical facility, hospital, school or elderly housing. The consolidation process also includes an extensive public outreach effort to ensure potentially affected riders are fully aware of potential stop consolidations. Implementation of the full consolidation process is proposed for the short-term time frame (1-2 years). New Carrollton Silver Spring Line Study 19

22 Table 6 F4 Bus Stops to be Considered for Consolidation Westbound Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings ANNAPOLIS RD + WEST LANHAM RD HARKINS RD + ANNAPOLIS RD 0.13 ANNAPOLIS RD + # RIVERDALE RD + HERITAGE SQ APTS RIVERDALE RD + CARROLLTON MALL 0.10 RIVERDALE RD + MAHONEY DR RIVERDALE RD + MAHONEY DR RIVERDALE RD + HERITAGE SQ APTS 0.11 RIVERDALE RD + #7602 FOUNTAIN CLUB APT Candidate Stops Alightings RIVERDALE RD + LOIS LA RIVERDALE RD + LAMONT DR 0.10 RIVERDALE RD + FINNS LA RIVERDALE RD + RIVERDALE TOWNE APTS RIVERDALE RD + CHESTNUT RIDGE APTS 0.06 RIVERDALE RD + AUBURN AVE RIVERDALE RD + 67TH AVE RIVERDALE RD + 67TH PL 0.09 RIVERDALE RD + 66TH AVE RIVERDALE RD + 66TH AVE RIVERDALE RD + 67TH AVE 0.08 RIVERDALE RD + EAST PINES DR RIVERDALE RD + EAST PINES DR RIVERDALE RD + 66TH AVE 0.16 RIVERDALE RD + EAST PINES DR RIVERDALE RD + 57TH AVE RIVERDALE RD + ST BERNARDS CHURCH 0.02 RIVERDALE RD + 54TH AVE RIVERDALE RD + CALVERT PARK APTS RIVERDALE RD + PARK TANGLEWOOD APTS 0.10 RIVERDALE RD + TAYLOR RD RIVERDALE RD + TAYLOR RD RIVERDALE RD + CALVERT PARK APTS 0.14 RIVERDALE RD + 49TH AVE QUEENSBURY RD + 44TH PL BALTIMORE AVE + QUEENSBURY RD 0.07 QUEENSBURY RD + 44TH AVE QUEENSBURY RD + 44TH AVE QUEENSBURY RD + 44TH PL 0.07 QUEENSBURY RD + 42ND PL QUEENSBURY RD + 39TH PL QUEENSBURY RD + 41ST AVE 0.10 BELCREST RD + QUEENS CHAPEL RD EAST-WEST HWY + 19TH PL EAST-WEST HWY + AGER RD 0.10 EAST-WEST HWY + RIGGS RD EAST-WEST HWY + RIGGS RD EAST-WEST HWY + 19TH PL 0.04 EAST-WEST HWY + RIGGS RD PHILADELPHIA AVE + HOLT AVE ETHAN ALLEN AVE + CARROLL AVE 0.11 PHILADELPHIA AVE + PARK AVE PHILADELPHIA AVE + PARK AVE PHILADELPHIA AVE + HOLT AVE 0.11 PHILADELPHIA AVE + MAPLE AVE PHILADELPHIA AVE + MAPLE AVE PHILADELPHIA AVE + PARK AVE 0.11 PHILADELPHIA AVE + CEDAR AVE PHILADELPHIA AVE + CEDAR AVE PHILADELPHIA AVE + MAPLE AVE 0.09 PHILADELPHIA AVE + HOLLY AVE New Carrollton Silver Spring Line Study 20

23 Candidate Stop Previous Stop Distance to Previous Stop Miles PHILADELPHIA AVE + HOLLY AVE PHILADELPHIA AVE + CEDAR AVE 0.11 Next Stop PHILADELPHIA AVE + CHESTNUT AVE Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings Candidate Stops Alightings FENTON ST + SLIGO AVE FENTON ST + PHILADELPHIA AVE 0.10 FENTON ST + SILVER SPRING AVE FENTON ST + SILVER SPRING AVE FENTON ST + SLIGO AVE 0.10 FENTON ST + THAYER AVE FENTON ST + THAYER AVE FENTON ST + SILVER SPRING AVE 0.10 FENTON ST + BONIFANT ST FENTON ST + BONIFANT ST FENTON ST + THAYER AVE 0.10 FENTON ST + WAYNE AVE FENTON ST + WAYNE AVE FENTON ST + BONIFANT ST 0.07 FENTON ST + ELLSWORTH DR FENTON ST + ELLSWORTH DR FENTON ST + WAYNE AVE 0.11 FENTON ST + ROEDER RD FENTON ST + ROEDER RD FENTON ST + ELLSWORTH DR 0.05 COLESVILLE RD + FENTON ST COLESVILLE RD + FENTON ST FENTON ST + ROEDER RD 0.05 GEORGIA + TRINITY New Carrollton Silver Spring Line Study 21

24 Table 7 F4 Bus Stops to be Considered for Consolidation Eastbound Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings Candidate Stops Alightings FENTON ST + ROEDER RD GEORGIA AVE + COLESVILLE RD 0.18 FENTON ST + ELLSWORTH DR FENTON ST + ELLSWORTH DR FENTON ST + ROEDER RD 0.05 FENTON ST + PERSHING DR FENTON ST + PERSHING DR FENTON ST + ELLSWORTH DR 0.06 FENTON ST + BONIFANT ST FENTON ST + BONIFANT ST FENTON ST + PERSHING DR 0.13 FENTON ST + THAYER AVE FENTON ST + THAYER AVE FENTON ST + BONIFANT ST 0.09 FENTON ST + SILVER SPRING AVE FENTON ST + SILVER SPRING AVE FENTON ST + THAYER AVE 0.09 FENTON ST + SLIGO AVE PHILADELPHIA AVE + HOLLY AVE PHILADELPHIA AVE + CHESTNUT AVE 0.06 PHILADELPHIA AVE + CEDAR AVE PHILADELPHIA AVE + HOLT PL PHILADELPHIA AVE + PARK AVE 0.12 ETHAN ALLEN AVE + GRANT AVE EAST-WEST HWY + RIGGS RD EAST-WEST HWY + RIGGS RD 0.08 EAST-WEST HWY + AGER RD QUEENSBURY RD + 39TH PL BELCREST RD + QUEENS CHAPEL ROAD 0.08 QUEENSBURY RD + 41ST AVE RIVERDALE RD + TAYLOR RD RIVERDALE RD + 49TH AVE 0.09 RIVERDALE RD + CALVERT PARK APTS # RIVERDALE RD RIVERDALE RD + AUBURN AVE RIVERDALE RD RIVERDALE RD 6901 RIVERDALE RD 0.07 RIVERDALE RD + MARTINS TERR New Carrollton Silver Spring Line Study 22

25 Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings RIVERDALE RD + LOIS LA RIVERDALE RD + FINNS LA 0.11 RIVERDALE RD + LAMONT DR RIVERDALE RD + ANNAPOLIS RD ANNAPOLIS RD + W LANHAM DR RIVERDALE RD + HERITAGE SQ APTS # Candidate Stops Alightings 0.09 ANNAPOLIS RD + RIVERDALE RD ANNAPOLIS RD + # ANNAPOLIS RD + HARKINS RD New Carrollton Silver Spring Line Study 23

26 Table 8 F6 Bus Stops to be Considered for Consolidation Westbound Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings Candidate Stops Alightings RIVERDALE RD + AUBURN AVE RIVERDALE RD + RIVERDALE TOWNE APTS 0.09 AUBURN AVE + RIVERDALE RD AUBURN AVE + RIVERDALE RD RIVERDALE RD + AUBURN AVE 0.04 AUBURN AVE + 1ST ST AUBURN AVE + 1ST ST AUBURN AVE + RIVERDALE RD 0.08 AUBURN AVE + 2ND ST AUBURN AVE + 2ND ST AUBURN AVE + 1ST ST 0.10 AUBURN AVE + 3RD ST KENILWORTH AVE + PAINT BRANCH PKWY GOOD LUCK RD + KENILWORTH AVE 0.06 KENILWORTH AVE + SARVIS AVE KENILWORTH AVE + TENNYSON RD KENILWORTH AVE + SARVIS AVE 0.15 RIVER RD + KENILWORTH AVE ADELPHI RD + RUTGERS ST ADELPHI RD + TULANE DR 0.12 ADELPHI RD + PENNSYLVANIA ST BELCREST RD + TOLEDO RD N/S BELCREST RD + TOLEDO TERR 0.10 BELCREST RD + TOLEDO RD F/S BELCREST RD + TOLEDO RD F/S BELCREST RD + TOLEDO RD F/S 0.00 BELCREST RD + PG PLAZA S/C HAMILTON ST + 31ST AVE QUEENS CHAPEL RD + HAMILTON MANOR DR 0.17 AGER RD + LANCER DR AGER RD + LANCER DR HAMILTON ST + 31ST AVE 0.03 AGER RD + 29TH AVE AGER RD + POWHATTAN RD AGER RD + OGLETHORPE ST 0.11 AGER RD + ROANOKE ST EAST-WEST HWY + RIGGS RD EAST-WEST HWY + 19TH PL 0.05 EAST-WEST HWY + RIGGS RD New Carrollton Silver Spring Line Study 24

27 Table 9 F6 Bus Stops to be Considered for Consolidation Eastbound Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance Between Stops if Candidate Stop is Eliminated Candidate Stop Boardings AGER RD + KIRKWOOD PL AGER RD + NICHOLSON ST 0.13 AGER RD + LANCER DR BELCREST RD + TOLEDO RD N/S BELCREST RD + # BELCREST RD + TOLEDO RD F/S BELCREST RD + TOLEDO RD F/S BELCREST RD + TOLEDO RD F/S 0.01 BELCREST RD + TOLEDO TERR ADELPHI RD + RUTGERS ST ADELPHI RD + PENNSYLVANIA ST 0.12 ADELPHI RD + TULANE DR ADELPHI RD + TULANE DR ADELPHI RD + RUTGERS ST 0.12 CAMPUS DR + ADELPHI RD CAMPUS DR + ADELPHI RD ADELPHI RD + TULANE DR 0.04 CAMPUS DR + PRESIDENTIAL DR KENILWORTH AVE + TENNYSON ST RIVER RD + KENILWORTH AVE 0.05 KENILWORTH AVE + SARVIS AVE Candidate Stops Alightings AUBURN AVE + 2ND ST AUBURN AVE + 3RD ST 0.10 AUBURN AVE + 1ST ST AUBURN AVE + 1ST ST AUBURN AVE + 2ND ST 0.10 AUBURN AVE + RIVERDALE RD AUBURN AVE + RIVERDALE RD AUBURN AVE + 1ST ST 0.13 RIVERDALE RD + RIVER TOWN APPTS AUBURN AVE + RIVERDALE RD 0.08 RIVERDALE RD + RIVER TOWN APPTS RIVERDALE RD + CHESTNUT RIDGE APTS RIVERDALE RD + CHESTNUT RIDGE APTS RIVERDALE RD + RIVER TOWN APPTS 0.09 RIVERDALE RD + MARTINS TERR HAWKINS RD + ANNAPOLIS RD FINNS LA + ANNAPOLIS RD 0.02 HAWKINS RD + SHERWOOD ST New Carrollton Silver Spring Line Study 25

28 B. Improve Bus Stop Amenities 1. Final Recommendation As part of the study process, a field review of stops on the F4 and F6 Lines was completed to identify stop amenities at each stop along the two lines. This list of amenities was then compared against WMATA Bus Stop Guidelines to determine where additional amenities were warranted. The guidelines are based on a bus stop hierarchy wherein every stop, termed a basic stop, should have a basic set of passenger amenities including a bus stop flag and a sidewalk or landing pad. Farther up the hierarchy are amenities that should be installed based on the level of passenger boarding activity at a stop. These additional amenities should include an information case, a trash receptacle, and shelter and bench. The proposed basic amenities are outlined first, followed by those amenities that are contingent upon boarding activity at a stop This recommendation is to begin the process of installing missing amenities based on the WMATA Bus Stop Guidelines. This recommendation is proposed to being in the short-term time frame (1-2 years), though it is not anticipated that all amenities would be installed in that time frame. The estimated capital cost of installing the proposed amenities in shown in Table 10. New Carrollton Silver Spring Line Study 26

29 Table 10 Estimated Capital Cost Installation of Missing Bus Stop Amenities Amenity Units to be Installed Cost Per Unit Cost Bus Shelter/Bench 10 $10,000 $100,000 Trash Receptacle 17 $1,000 $17,000 Information Case 13 $200 $2,600 (immediate installation) Information Case (installed 23 $200 $4,600 as resources become available) Bus Stop Pad 72 $1,500 $108,000 $232,200 Unit Cost Source: 1) Bus Stop Pad White Oak Transit Center Planning Study (Means Construction Cost Index) 2) Information Case WMATA Metrobus 30s Line Study 3) Bus Stop Flag, Trash Receptacle, Shelter and Bench composite average costs based on manufacturer price multiple manufacturers Note: Local jurisdictions are responsible for bus shelters and benches, trash receptacles and bus stop pads. Metrobus is responsible for the installation and maintenance of stop information cases. 2. Proposed Passenger Amenities by Stop Bus Stop Pads or Sidewalks Table 11 identifies the stops along the two lines that have neither a bus pad nor sidewalk. Bus Stop Flags The bus stop inventory identified no stops that were missing bus stop flags New Carrollton Silver Spring Line Study 27

30 Table 11 F4/F6 Stops with Neither a Sidewalk or Bus Stop Pad Stop/Jurisdiction Direction Stop/Jurisdiction Direction Riverdale Road & Chestnut Ridge Westbound Riverdale Road & Chestnut Ridge Eastbound Apartments (PG) Apartments (PG) East - West Highway & 23 rd Avenue (PG) Westbound East - West Highway & 23 rd Avenue (PG) Eastbound Ethan Allen Avenue & Elm Avenue (MC) Westbound Riverdale Road & Tanglewood Drive (PG) Eastbound Ethan Allen Avenue & Prince Georges Westbound Annapolis Road & West Lanham Drive (PG) Eastbound Avenue (MC) Harkins Road & Ellin Road (PG) Westbound East - West Highway & Fairview Avenue Eastbound (PG) Harkins Road & Sherwood Street (PG) Westbound East - West Highway & Chillum Manor Eastbound Drive (PG) Annapolis Road & #7970 (PG) Westbound East - West Highway & Ager Road (PG) Eastbound Riverdale Road & Fountain Club Westbound East - West Highway & Entrance to Metro Eastbound Apartments (PG) Station (PG) Riverdale Road & Lois Lane(PG) Westbound Queensbury Road & 39 th Place (PG) Eastbound Riverdale Road & Finns Lane (PG) Westbound Queensbury Road & 41 st Avenue (PG) Eastbound Riverdale Road & Martins Lane (PG) Westbound Queensbury Road & 42 nd Place (PG) Eastbound Riverdale Road & Auburn Avenue (PG) Westbound Queensbury Road & 44 th Avenue (PG) Eastbound Queensbury Road & 44 th Avenue (PG) Westbound Queensbury Road & Baltimore Avenue Eastbound (PG) Queensbury Road & 42 nd Place (PG) Westbound Riverdale Road & 67 th Place (PG) Eastbound Queensbury Road & 41 st Avenue (PG) Westbound Riverdale Road & Auburn Avenue (PG) Eastbound Queensbury Road & 39 th Place (PG) Westbound Riverdale Road & Martins Terrace (PG) Eastbound East - West Highway & Entrance to Prince Westbound Riverdale Road & Martins Lane (PG) Eastbound Georges Mall (PG) East - West Highway & Toledo Terrace Westbound Riverdale Road & Finns Lane (PG) Eastbound (PG) East - West Highway & Ager Road (PG) Westbound Riverdale Road & Lois Lane(PG) Eastbound East - West Highway & Chillum Manor Westbound Harkins Road & Ellin Road (PG) Eastbound Drive (PG) East - West Highway & Linden Avenue (PG) Westbound Ager Road & Kirkwood Place (PG) Eastbound East - West Highway & Kentland Avenue Westbound Ager Road & Sheridan Street (PG) Eastbound (PG) Ethan Allen Avenue & Jackson Avenue Westbound Ager Road & Roanoke Street (PG) Eastbound (MC) Philadelphia Avenue & Takoma Avenue Westbound Ager Road & Powhatan Street (PG) Eastbound (MC) Belcrest Road & East West Highway (PG) Westbound Ager Road & Lancer Drive (PG) Eastbound River Road & Kenilworth Avenue (PG) Westbound Queens Chapel Road & Oliver Street (PG) Eastbound New Carrollton Silver Spring Line Study 28

31 Stop/Jurisdiction Direction Stop/Jurisdiction Direction River Road & Rivertech Court (PG) Westbound Kenilworth Avenue & Tennyson Street Eastbound (PG) Queens Chapel Road & Nicholson Street Westbound Good Luck Road & Oakland Avenue (PG) Eastbound (PG) Auburn Avenue & Riverdale Road (PG) Westbound Auburn Avenue & Chestnut Avenue (PG) Eastbound Auburn Avenue & 1 st Street (PG) Westbound Auburn Avenue & 2 nd Street (PG) Eastbound Auburn Avenue & 2 nd Street (PG) Westbound Auburn Avenue & Riverdale Road (PG) Eastbound Auburn Avenue & 3 rd Street (PG) Westbound Finns Lane & Riverdale Road (PG) Eastbound Auburn Avenue & Chestnut Avenue (PG) Westbound Finns Lane & Powhatan Street (PG) Eastbound Good Luck Road & Oakland Avenue (PG) Westbound Good Luck Road & Silk Tree Drive (PG) Westbound Good Luck Road & Kenilworth Avenue (PG) Westbound Kenilworth Avenue & Paint Branch Westbound Parkway (PG) River Road & Research Court (PG) Westbound Queens Chapel Road & Sacred Heart Home (PG) Westbound Information Cases The first amenity that is contingent upon the number of boardings at the stop is information cases. The recommendation for the installation of information cases is divided into two phases. The first phase encompasses those stops with 50 or more boardings per day, which are recommended for the immediate installation of information cases. The second phase includes stops with 20 or more boardings per day, which are recommended for installation as resources become available. Table 12 identifies those stops recommended for the immediate installation of information cases and Table 13 indentifies those stops recommended for installation of information cases as resources become available. New Carrollton Silver Spring Line Study 29

32 Table 12 F4/F6 Stops Recommended for Immediate Installation of an Information Case Stop/Jurisdiction Direction Daily Stop Boardings Riverdale Road & West Lanham Drive (PG) Westbound 177 Riverdale Road & Mahoney Drive (PG) Westbound 66 Riverdale Road & Lamont Drive (PG) Westbound 67 Riverdale Road & 67 th Avenue (PG) Westbound 99 Riverdale Road & 64 th Avenue (PG) Westbound 106 Riverdale Road & 54 th Avenue (PG) Westbound 69 East-West Highway & Entrance to Prince George s Plaza (PG) Westbound 91 Colesville Road & Georgia Avenue (M) Eastbound 59 Fenton Street & Ellsworth Avenue (M) Eastbound 126 Riverdale Road & 57 th Avenue (PG) Eastbound 142 Riverdale Road & East Pines Drive (PG) Eastbound 52 Riverdale Road & 67 th Avenue (PG) Eastbound 50 East-West Highway & Prince George s Plaza Metrorail Station Entrance (PG) Eastbound 72 Table 13 F4/F6 Stops Recommended for Immediate Installation of an Information Case as Resources Become Available Stop/Jurisdiction Direction Daily Stop Boardings Riverdale Road & Heritage Square Apartments (PG) Westbound 30 Riverdale Road & Auburn Avenue (PG) Westbound 48 Riverdale Road & 67 th Place (PG) Westbound 26 Riverdale Road & Mustang Drive (PG) Westbound 25 Riverdale Road & Calvert Park Apartments (PG) Westbound 31 Riverdale Road & Taylor Road (PG) Westbound 30 Riverdale Road & Fountain Club Apartments (PG) Westbound 29 Queensbury Road & 44 th Place (PG) Westbound 30 Queensbury Road & 44 th Avenue (PG) Westbound 30 Queensbury Road & 42 nd Place (PG) Westbound 26 East-West Highway & Toledo Terrace Westbound 29 Philadelphia Avenue & Chicago Avenue (M) Westbound 41 Fenton Street & Thayer Avenue (M) Eastbound 34 Ethan Allen Avenue & Grant Avenue (M) Eastbound 25 East West Highway & Riggs Road (PG) Eastbound 39 East-West Highway & Ager Road (PG) Eastbound 23 New Carrollton Silver Spring Line Study 30

33 Stop/Jurisdiction Direction Daily Stop Boardings Queensbury Road & Baltimore Avenue (PG) Eastbound 32 Belcrest Road & Queens Chapel Road (PG) Eastbound 29 Riverdale Road & 54 TH Avenue (PG) Eastbound 42 Riverdale Road & Fountain Club Apartments (PG) Eastbound 24 Riverdale Road & Auburn Avenue (PG) Eastbound 21 Hamilton Street & 31 st Avenue (PG) Eastbound 26 Campus Driver & Regents Drive (PG) Eastbound 21 Trash Receptacles The next step in the amenity hierarchy is trash receptacles. The field visit identified the location of all trash receptacles along the line. All stops with more than 25 boardings per day that do not currently have a trash receptacle were identified as candidates for the installation of a receptacle. Candidates for trash receptacles are listed below in Table 14. Table 14 Candidates for the Installation of a Trash Receptacle Stop/Jurisdiction Direction Number of Boardings Harkins Road & Annapolis Road (PG) Westbound 110 Riverdale Road & Fountain Club Apartments Westbound 29 (PG) Riverdale Road & 67 th Place (PG) Westbound 26 Riverdale Road & 64 th Avenue (PG) Westbound 106 Riverdale Road & Mustang Drive (PG) Westbound 25 Riverdale Road & 54 th Avenue (PG) Westbound 69 Queensbury Road & 42 Place (PG) Westbound 26 East West Highway & Entrance to Prince Westbound 91 George s Mall (PG) East - West Highway & Toledo Terrace (PG) Westbound 29 East - West Highway & 19 th Place (PG) Westbound 34 East - West Highway & Riggs Road (PG) Westbound 57 Ethan Allen Avenue & Elm Avenue (PG) Westbound 29 Colesville Road & Georgia Ave (MC) Eastbound 59 East - West Highway & Riggs Road (PG) Eastbound 33 East - West Highway & Entrance to Metro Eastbound 72 Station (PG) Riverdale Road & 57 th Avenue (PG) Eastbound 142 Riverdale Road & East Pines Drive (PG) Eastbound 52 Belcrest Road & #6505 (PG) Eastbound 57 New Carrollton Silver Spring Line Study 31

34 Shelters and Benches - The final step in the amenity hierarchy for basic stops is shelters and benches. The WMATA Bus Stop Guidelines indicate that any stop with more than 50 boardings is a candidate for a shelter and bench. Outlined below in Table 15 is a list of stops that are a candidate for a shelter and bench. Table 15 Candidates for the Installation of a Shelter and Bench Stop/Jurisdiction Direction Number of Boardings Harkins Road & Annapolis Road (PG) * Westbound 110 Riverdale Road & 64 th Avenue (PG) Westbound 106 Riverdale Road & 54 th Avenue (PG) Westbound 69 East - West Highway & Entrance to Prince Westbound 91 George s Mall (PG) East - West Highway & New Hampshire Westbound 141 Avenue (MC)* Colesville Road & Georgia Ave (MC) Eastbound 59 East - West Highway & Entrance to Metro Eastbound 72 Station (PG) Riverdale Road & 57 th Avenue (PG) Eastbound 142 Riverdale Road & East Pines Drive (PG) Eastbound 52 Belcrest Road & #6505 (PG)** Eastbound 57 * Stop has a shelter, but lacks a bench. **Stop has a bench, but lacks a shelter. 4. Traffic and ning Way Improvements A. Proposed Traffic and ning Way Improvements 1. Final Recommendation A number of traffic and running way issues in the F4 and F6 corridors were identified based on the completion of the project Traffic Operations Assessment. The next step in implementing the improvements to address these issues will be to complete more detailed analysis, including traffic counts, intersection capacity analysis, and signal timing and phase length analysis. This recommendation is to begin the next steps in developing the improvements, including coordination with Prince George s County, Montgomery County, and the Maryland State Highway Administration. The specific proposed areas of analysis are outlined below. The locations of the proposed recommendations are shown in Figure 2. New Carrollton Silver Spring Line Study 32

35 Signal Timing and Phasing- Bus delays were observed at several locations along the F4 and F6 alignments. Delays and queues that could be attributed to non-optimal signal timing, poor synchronization of signals between adjacent intersections and lack of exclusive turn phases are summarized below. 1. East- West Highway & Belcrest Road - The left turn phase for vehicles turning from eastbound East - West Highway to northbound Belcrest Road is too short. F6 buses that serve this area are sometimes required to sit through multiple cycles to complete the movement. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. 2. Paint Branch Parkway & Baltimore Avenue (Route 1) Signal timing at this intersection is not optimal. Specifically, short green time was observed for vehicles entering and exiting the University of Maryland. This causes significant delays on the west leg of the intersection, for buses traveling towards New Carrollton. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. 3. East - West Highway & Baltimore Avenue (Route 1) F4 buses make a left turn from westbound East - West Highway to Route 1 to access Queensbury Road. The left turn phase that serves this movement is short, causing high delays and queues on the westbound approach of this intersection. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. 4. Queensbury Road & Baltimore Avenue (Route 1) Congestion at the intersection of East - West Highway and Baltimore Avenue (Route 1) causes queues along northbound Route 1 that extend down to Queensbury Road. Eastbound F4 buses make a left turn from Queensbury Road to Baltimore Avenue prior to making the right turn onto East - West Highway. Buses completing this movement New Carrollton Silver Spring Line Study 33

36 experience high delays due to poor signal timing and coordination between Queensbury Road and East - West Highway along Route 1. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. b. Check coordination between traffic signals at East - West Highway and Queensbury Road along Baltimore Avenue. Optimize signal timing and offsets between intersections. 5. Riverdale Road & Kenilworth Avenue Bus operators noted that the green time provided for vehicles traveling along eastbound Riverdale Road (towards Kenilworth Avenue) was insufficient, thus causing high delays at this intersection. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. 6. East - West Highway & Kenilworth Avenue Long queues were observed on westbound Riverdale Road approaching Kenilworth Avenue during the AM peak period. The queues backed up from Kenilworth Avenue to 61 st Place (about 2000 feet) which in turn delayed buses that are turning left at the East - West Highway and Riverdale Road intersection. Recommendation a. Conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. 7. Harkins Road & Ellin Road Bus operators pointed out the delays that occur at the Harkins Road and Ellin Road intersection while waiting to turn right from eastbound Harkins Road to southbound Ellin Road. Operators indicated that the delay at this movement could be mitigated if a protected right turn phase is provided. New Carrollton Silver Spring Line Study 34

37 Recommendation a. Eastbound Harkins Road at the intersection of Ellin Road has three lanes with an exclusive left turn lane, a through lane and an exclusive right turn lane. The geometry allows a right-turn phase to be provided on the eastbound approach. Providing an exclusive right turn phase will be advantageous for right turning buses from Harkins Road onto Ellin Road. The right-turn phase can be designed to operate concurrently with the Ellin Road protected left turn phase to Harkins Road. 8. Ethan Allen Avenue & New Hampshire Avenue High traffic delays and long queues were observed along westbound Ethan Allen Avenue at New Hampshire Avenue during the AM peak. Subsequent to the completion of the project Traffic Assessment, this issue has been addressed as part of a City of Takoma Park Streetscape project. City staff also noted that the configuration of this intersection is likely to change as part of the streetscape project. This may also include moving the stops at this intersection, in both directions, to the far side of the intersection to improve operations. Recommendation a. Continue to monitor traffic operations at this location to ensure traffic issues have been addressed based on intersection modifications. 9. Colesville Road and Georgia Avenue Buses experience high delays while making a left turn from westbound Colesville Road onto southbound Georgia Avenue. Left-turn queues were observed to back up beyond the left turn pocket on southbound Colesville Road. Recommendation a. Conduct turning movement counts and optimize the signal timing at the intersection in order to possibly provide more green time to the southbound Colesville Road left turn movement. b. Extend the left turn pocket to increase the storage space, thus reducing the spillover traffic that is blocking the through movement. New Carrollton Silver Spring Line Study 35

38 Sub-Standard Intersection Geometry - Tight turning radii were observed at a number of locations along the F4 and F6 alignments. Intersections with tight turning radii are listed below: 1. Right turn from southbound Baltimore Avenue (Route 1) to westbound Queensbury Road Recommendation a. On the eastbound Queensbury Road approach, move the stop bar further west to improve the turning radius for buses and heavy trucks. State Highway Administration reviewers have indicated that this would require modifications to intersection vehicle detection. SHA suggested that a more detailed traffic study be completed in order to support the determination of whether to move forward with this recommendation.. 2. Right turn from westbound Ethan Allen Avenue onto northbound Philadelphia Avenue Recommendation a. On the southbound Philadelphia Avenue approach, move the stop bar further north to provide wider turning radius for longer vehicles. 3. Left turn from southbound Auburn Avenue onto eastbound Riverdale Road Recommendation a. On the westbound Riverdale Road approach, move the left turn stop bar further east to improve the turning radius for longer vehicles. Transit Stop Location and Parking Restrictions This section outlines stop location issues identified during the field traffic review. 1. Riverdale Road and East - West Highway On westbound Riverdale Road, it is a challenge for buses to stop and serve the stop at St. John Lutheran Church prior to making a left turn at Riverdale Road and East - West Highway. New Carrollton Silver Spring Line Study 36

39 Recommendation a. Along westbound Riverdale Road, look into the possibility of re-locating the bus stop at St. John Lutheran Church further east to improve the weaving length for buses turning left at the intersection of Riverdale Road and East - West Highway. 2. Riverdale Road in vicinity of 67 th Place The transit stop along eastbound Riverdale Road is located at an unsafe location, right before the channelized right turn at the Veteran s Highway intersection. In this instance, regular traffic has to drive around and negotiate with buses when turning right onto Veteran s Highway. This poses a safety concern at the location. Recommendation a. Re-locate the transit stop along eastbound Riverdale Road further west of 67 th Place in order to address safety concerns. 3. Riverdale Road & 49 th Avenue Westbound Riverdale Road in the vicinity of the Riverdale Elementary School has a single travel lane and a parking lane. During the AM and PM peak periods, several vehicles were observed to be double parked and waiting to drop off and pick up students. Furthermore, the last transit stop along westbound Riverdale Road before 49 th Avenue is right at the intersection of Riverdale Road and 49 th Avenue. This section is narrow, with one lane in each direction. The proximity of the transit stop to 49 th Avenue makes it difficult for westbound buses to turn right at this location. Recommendation a. Enforce parking restrictions along westbound Riverdale Road near the elementary school to improve bus operations. b. Re-locate the transit stop further east of 49 th Avenue c. Move the stop bar on the southbound approach on 49 th Avenue further north to provide wider turning radius for buses 4. Fenton Street & Colesville Road Parking is allowed along Colesville Road in the vicinity of Fenton Street. Buses turning left from westbound Fenton Street onto southbound Colesville Road are often restricted due to vehicles parked close to the intersection. New Carrollton Silver Spring Line Study 37

40 Recommendation a. Restrict parking along Colesville Road near the intersection of Fenton Street to provide smoother/wider turning radius for buses. State Highway Administration reviewers propose that a more detailed traffic assessment be completed so a determination regarding whether to move forward with this recommendation can be made. New Carrollton Silver Spring Line Study 38

41 Figure 2 Traffic and ning Way Improvement Recommendations New Carrollton Silver Spring Line Study 39