MEMORANDUM. WMATA Service Evaluation Study BService Routes City Staff Recommendation

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1 A r 4 i9ul Hvcalibiir tload 916 I3o rie 1larvl Z11716 j KA MEMORANDUM TO FROM SUBJECT City Council David J Deutsch City Manager WMATA Service Evaluation Study BService Routes City Staff Recommendation DATE August I Background Staff has reviewed the final report produced by the Washington Metropolitan Area Transit Authority WMATA for the BService Routes which provide transit service in the portion of the City north of Bowie Town Center Public outreach meetings were held on March at the Bowie Senior Center and on March at Bowie State University The meeting held at the Senior Center was one of the mostwell attended meetings WMATA planners have held recently A synopsis of comments received is provided in Attachment 1 WMATA staff and their consultants conducted a detailed review of service on the Broutes and are proposing service and physical improvement modifications for the Metrobus Bowie Lines Routes B21 B22 B24 B25 B27 B29 and B31 The sources ofthese recommendations include the Transit Service Assessment the Traffic Operations Assessment ridership data the bus stop analysis and bus operator interviews The recommendations are the result of an iterative process that included feedback from the public and the study Project Management Team in order to finalize a set of recommendations developed during the study process The analysis undertaken by this project helps estimate the cost and ridership impacts associated with implementation Last year WMATA completed a Service Evaluation Study of the Clines which serve the southern portion of the City as well as the Central Avenue corridor The study covered the Central Avenue Line Routes C21 C22 C26 C29 and the Pointer Ridge Line Route C28 The prior study was linked to a Park and Planning study process involving communities directly along the corridor Many of ocations affected by the recommendations are located outside of the City limits In September WMATA uill conduct a public hearing regarding Metrubus State of Good Operations Fiscal Year 2014 which includes the potential service adjustments recommended in the B Service Routes Service Evaluation Study In order for staff to prepare a position statement for the public hearing Council should review the proposed service adjustments and their costs and then make priority recommendations I Study Recommendations The Final Service Evaluation Study for the Broutes produced 17 specific recommendations with associated costs i ti tt t tl i a i i I I 4 ill lii t i i 1 r ii i u i I li ir 1 S 1 r Z I t 1t i ii fi i i i 11 1 y i

2 WMATA Service Evaluation Study Recommendations 2 Service Improvement One-Time Cost Annual Operating Cost Recommendation #1 Additional Run Time $604,994 $61,377 Recommendation #2 Improvements to Service Hours $184,201 Recommendation #3 Expand Service Hours to Bowie State $50,574 University Recommendation #4 Improvements to Frequency $201,384 Recommendation #5 Provide Weekend Service $562,737 Recommendation #6 - Coordinate Trips Between Routes no cost Recommendation #7 Restructure Route B27 Cost Neutral no cost Approach Recommendation #8 Hub and Spoke Service Restructuring* $1,209,988 $117,214 Recommendation #9 New Bus Stops $6,600 Recommendation #10 Consolidate Bus Stops N/A N/A Recommendations #11 #16 Bus Stop Amenities $152,700 Recommendation #17 Improvements to Traffic Operations no cost TOTAL $1,974,282 $1,177,487 *Annual operating cost shown represents the difference between existing structure and new structure ($467 more in daily cost x 251 days). Additional improvements beyond those shown above are also recommended, up to $1,209,988 (2 more buses) in capital costs and $483,136 in operating costs. The Final Service Evaluation Study for the C-routes produced six recommendations along with associated costs. Service Improvement One-Time Cost Annual Operating Cost Recommendation #1 Supplemental Trips to Six Flags $50,575 Recommendation #2 Adjust Schedules to Improve $251,789 Reliability Recommendation #3 Evaluate Potential to Convert C21 $207,708 Trips into C22 Trips to Provide Better Service Coverage Recommendation #4 Improve Bus Stop Amenities $289,700 Recommendation #5 Identify Bus Stops for Consolidation no cost Recommendation #6 - Coordinate To Optimize Traffic Issues no cost TOTAL $289,700 $510,072 III. Analysis Staff is recommending a three-tiered approach to prioritizing the recommendations (High- Medium-Low). The highest priorities are based on existing need or the potential to realize a significant positive impact on the community. It is recommended that actions requiring no cost, and those that address sub-standard bus stop amenities, be given high priority.

3 WMATA Service Evaluation Study Recommendations 3 Service Improvement (B-routes) Recommendation #1 Additional Run Time Recommendation #2 Improvements to Service Hours Recommendation #3 Expand Service Hours to Bowie State University Recommendation #4 Improvements to Frequency Recommendation #5 Provide Weekend Service Recommendation #6 - Coordinate Trips Between Routes Recommendation #7 Restructure Route B27 Cost Neutral Approach Recommendation #8 Hub and Spoke Service Restructuring* Recommendation #9 New Bus Stops Recommendation #10 Consolidate Bus Stops Recommendations #11 #16 Bus Stop Amenities Recommendation #17 Improvements to Traffic Operations Staff Recommendation LOW LOW MEDIUM LOW HIGH HIGH HIGH HIGH HIGH HIGH HIGH HIGH Recommendation #1 is rated LOW because the high capital cost of adding one more bus outweighs the deficiencies on-time performance. Excessive run times may be alleviated if some improvements are made to traffic operations Recommendation #2 is rated LOW because of its high annual operating cost. While the proposed changes would make service more reliable, a restructuring of routes to a Hub and Spoke System as recommended in #8 will change the way service is provided. Recommendation #3 is rated MEDIUM because the service appears to be needed but the project is not as urgent as some of the other proposals. Recommendation #4 is rated LOW because the restructuring of routes to a Hub and Spoke System as recommended in #8 will change the way service is provided. Recommendation #5 is rated HIGH because, despite the high annual operating cost, it introduces a service not currently available, and there appears to be latent demand for service to Bowie Town Center, Bowie State University and other commercial centers. Recommendation #8 is rated HIGH because the City has been recommending route restructuring, as a matter of City policy, since It should be noted that using the optimized approach, along with additional improvements noted in the Service Evaluation Study will require additional costs of up to $1,209,988 in capital costs and $483,136 in operating costs. Recommendation #9 is rated HIGH because of its low one-time capital cost of $6,600. Recommendation #17 is rated HIGH because it could improve run times and adherence to service guidelines without direct costs to the transit system.

4 WMATA Service Evaluation Study Recommendations 4 Service Improvement (C-routes) Recommendation #1 Supplemental Trips to Six Flags Recommendation #2 Adjust Schedules to Improve Reliability Recommendation #3 Evaluate Potential to Convert C21 Trips into C22 Trips to Provide Better Service Coverage Recommendation #4 Improve Bus Stop Amenities Recommendation #5 Identify Bus Stops for Consolidation Recommendation #6 - Coordinate To Optimize Traffic Issues Staff Recommendation MEDIUM LOW LOW HIGH HIGH HIGH It should be noted that, since completion of the C-routes study in 2012, Metro has already made some progress on making adjustments, including the Six Flags seasonal adjustment. These changes were small and were accommodated in the overall Metrobus budget. Recommendation #1 is rated MEDIUM because of the annual operating cost needed to address overcrowding. The service is essentially reliable, but oversubscribed. While the project would address a pressing need, funding for other priorities should take precedence. Recommendation #2 and Recommendation #3 are rated LOW because of the relatively high cost of making adjustments and because most of the service improvements would not take place within the City. IV. Recommendation It is recommended that the attached letter detailing the City s priorities for enhanced transit service be sent to the Metro Board of Directors and Prince George s County. Attachment #1 - Synopsis of Public Comments Received Bowie B-lines Attachment #2 - Draft Letter to WMATA - Map of Metrobus Bowie Lines

5 WMATA Service Evaluation Study Recommendations 5 Synopsis of Public Comments Received Bowie B-lines Service Evaluation Study (2013) Attachment #1 We had 28 people sign in, but we probably had approximately people attend. This is one of the highest attendances that we had for a very long time. Most attendees seemed to favor the following recommendations: Increased service hours Increased service frequency Coordinated trips between routes (i.e. bus arriving/leaving from Bowie Park and Ride every 15 minutes) New bus stops along existing routes at new commercial and residential developments Providing service to Bowie State MARC Station on the B21/22 and B27 People would also like the schedules to be coordinated We received very little feedback on the potential restructuring of the B27 Between the two B24 weekend service options presented, most people favored the Bowie Town Center alignment. Although attendees did mention the existing C29 service to Bowie State is too infrequent/too long of a route. Most attendees favored the hub & spoke service realignment from Bowie Park & Ride. Most of the attendees were riders who travel to/from New Carrollton to Bowie Park & Ride and favored a more frequent service between the two locations. Some Crofton attendees favored the recommendation if it created more frequent and reliable service. Some attendees did not favor this option since it would create a two-seat ride to New Carrollton. Additional comments from attendees: Buses from Bowie Park & Ride are overcrowded between 6:45-7:00am. Attendees mentioned recent auto break-ins at the Bowie Park & Ride (received this comment at the focus group meeting). Coordinate schedules with Prince George s County TheBus service. Increase mid day service.

6 Attachment #2 D R A F T September 4, 2013 Mr. Tom Downs, Chair Board of Directors Washington Metropolitan Area Transit Authority (WMATA) 600 5th Street, NW Washington, District of Columbia RE: Service Evaluation Studies for Bowie Dear Chair Downs: The Bowie City Council recently had an opportunity to review two Service Evaluation studies recently completed for Metrobus lines serving the Bowie area (i.e. the B-lines in 2013 and the C-lines in 2012). The City Council greatly appreciates the time and resources the Board of Directors has devoted to exploring ways to improve transit service within our community. We would like to take this opportunity to identify our major priorities in recognition of all of the recommendations of both Service Evaluation studies. Regarding the B-lines, the City strongly recommends moving forward with a service restructuring to a Hub-and-Spoke system (Recommendation #8), as described in the June 2013 Service Evaluation Study. As noted in the Technical Memorandum, this concept has been under discussion since the City funded its own transit study in 2006, and it is included in Prince George s County s current Transit Service and Operations Plan. Restructuring would eliminate many long, circuitous routes that do not function efficiently and replace those routes with more frequent and reliable service. The City Council notes that while the Hub-and-Spoke system restructuring could be accomplished under an optimized approach (with additional costs), there is also a cost-neutral approach presented in the Service Evaluation Study. The Council believes that the optimized approach should be used, because better service will undoubtedly result in higher transit usage by our residents. According to the American Community Survey reports, roughly 10% of Bowie residents depend on public transportation to get to work. The restructuring will provide 15-minute peak and 30-minute off-peak frequencies for the express service envisioned between Bowie and New Carrollton. In addition, the new service will provide 30-minute peak frequencies throughout the City. Unfortunately, the cost-neutral approach does not provide this level of service; in fact, some of the anticipated route frequencies would not even meet WMATA s service guidelines. The City Council therefore requests that Metro take immediate steps to implement the optimized route restructuring in Bowie.

7 Letter to WMATA re: Service Evaluation Studies 2 The City Council supports Recommendation #5, which would provide weekend service via the B24 and B29 routes. Although the additional service will require significant funding, it will address demand for public transit access to Bowie Town Center, Bowie State University and other commercial centers. Regular transit service on weekends is important, as Bowie has evolved as a mixed-use regional center, and our residents are expressing a need for this transportation choice. The City supports Recommendation #7, restructuring the B27 route to provide service to additional commercial centers and residential neighborhoods. In addition to providing better access to jobs in the vicinity of Goddard Space Flight Center, the restructuring will provide new service to neighborhoods not currently served by public transit. The City recommends the costneutral approach be used in this instance. The City Council also supports measures that can be taken with little or no cost, including adding new bus stops (Recommendation #9), consolidating bus stops (Recommendation #10), adding bus stop amenities (Recommendations #11-#16) and advocating for improvements to traffic operations (Recommendation #17). Although some time has passed since the completion of the September 2012 Service Evaluation Study for the C-lines and some of the recommended actions have already been implemented, the City Council would like to see WMATA move forward aggressively to advance the recommendations that have little or no associated costs, including improving bus stop amenities (Recommendation #4), consolidating bus stops (Recommendation #5) and coordinating to optimize traffic issues (Recommendation #6). As our community grows and becomes more attuned to sustainable behaviors, the number of residents using public transit is expected to increase. The restructuring and expansion of service contemplated now will result in a positive, beneficial impact for all those who live, work and visit Bowie. Thank you for your attention to the City s needs and for the opportunity to provide these comments. Sincerely, Bowie City Council G. Frederick Robinson Mayor cc: Mr. Alvin J. Nichols, Maryland WMATA Board Member Ms. Artis Hampshire-Cowan, Maryland WMATA Board Member The Honorable Rushern L. Baker, III, Prince George s County Executive The Honorable Ingrid M. Turner, Prince George s County Council The Honorable Derrick Leon Davis, Prince George s County Council Mr. Darrell Mobley, County Public Works Director Mr. James Hamre, WMATA

8 Technical Memorandum #4 Recommendations June 2013

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10 Table of Contents Introduction Recommendation #1 Additional Run Time Recommendation #2 Improvements to Service Hours Recommendation #3 Expand Service Hours to Bowie State University Recommendation #4 Improvements to Frequency Recommendation #5 Provide Weekend Service Recommendation #6 Coordinate Trips Between Routes Recommendation #7 Restructure Route B Recommendation #8 Hub and Spoke Service Restructuring Recommendation #9 New Bus Stops Recommendation #10 Consolidate Bus Stops Recommendation #11 Improvements to Bus Stop Landing Pads Recommendation #12 Improvements to Sidewalks Recommendation #13 Install Information Cases Recommendation #14 Install Trash Receptacles Recommendation #15 Install Shelters and Benches Recommendation #16 Add Bus Stop Flags Recommendation #17 Improvements to Traffic Operations Other Options Considered Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations i

11 List of Figures Figure 1: Bowie Lines Existing Routes... 2 Figure 2: B24 Weekend Service Recommendation Figure 3: Route B27 Proposed Restructuring Figure 4: Hub and Spoke Recommended Alignment Figure 5: Additional Hub and Spoke Improvements Figure 6: Traffic Operations Preliminary Findings List of Tables Table 1: Estimated Adjusted Run Time Costs Per Trip... 4 Table 2: Estimated Additional Run Time Costs Per Day and Annually... 4 Table 3: Estimated Additional Run Time Capital Costs... 4 Table 4: Trip Arrivals that Fail to Meet WMATA's Service Guidelines... 5 Table 5: Trip Departures that Fail to Meet WMATA's Service Guidelines... 5 Table 6: Existing Service Hours vs. Proposed Service Hours... 6 Table 7: Increased Service Hours Costs... 7 Table 8: Additional Trips Required to Expand Service Hours to Bowie State University... 8 Table 9: Expanded Service Hours to Bowie State University Costs... 9 Table 10: Additional Trips Needed to Increase Service Frequency Table 11: Increased Service Frequency Costs Table 12: Weekend Service Operational Costs Table 13: Bowie Park & Ride Peak Period Scheduled and Potential Departures/Arrivals Table 14: New Carrollton PM Peak Period Scheduled and Potential Departures/Arrivals Table 15: Estimated Restructured Route B27 Adjusted Daily Cost Per Trip Table 16: Estimated Restructured Route B27 Run Time Costs Per Day and Annually Table 17: Estimated Restructured B27 Capital Costs Table 18: Restructured B27 Cost Neutral Route Characteristics Table 19: Optimized Hub and Spoke Service Characteristics Table 20: Optimized Hub and Spoke Daily Costs Table 21: Optimized Hub and Spoke Additional Operating Costs Table 22: Estimated Optimized Hub and Spoke Capital Costs Table 23: Existing Bowie Lines Bus Resources Table 24: Hub & Spoke Cost Neutral Route Characteristics Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations ii

12 Table 25: Consolidated B22 and B27 Additional Costs Table 26: Estimated Additional Consolidated B22 and B27 Capital Costs Table 27: Restructured B27 Additional Costs Table 28: Estimated Additional Restructured B27 Capital Costs Table 29: Consolidated B22 and B27 with Restructured B27 Additional Costs Table 30: Estimated Additional Consolidated B22 and B27 with Restructured B27 Capital Costs Table 31: Costs of New Bus Stops Table 32: Candidate Stops for Elimination/Consolidation Table 33: Stops Requiring a Bus Stop Pad Table 34: Stops Requiring a Sidewalk Table 35: Stops Missing Information Cases that Require Immediate Installation Table 36: Stops Missing Information Cases that Require Future (Long-term) Installation Table 37: Stops Requiring a Trash Receptacle Table 38: Stop Requiring Shelter and Bench Table 39: Stops Requiring Bus Stop Flags Table 40: Estimated Costs of Bus Stop Amenities Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations iii

13 Introduction Outlined in this document are proposed service and physical improvement modifications for the Metrobus Bowie Lines (Routes B21, B22, B24, B25, B27, B29, and B31). The sources of these recommendations include the Transit Service Assessment, the Traffic Operations Assessment, ridership data, the bus stop analysis, and bus operator interviews. The recommendations included in this document are the result of an iterative process that included feedback from the public and the study s Project Management Team in order to finalize a set of preliminary recommendations developed during the study process. Each recommendation contained in this document includes analysis that helps estimate the cost and ridership impacts associated with the recommendation s implementation as well as other data and graphics to support reader understanding of the recommendation. Figure 1 shows the existing Metrobus Bowie Lines. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 1

14 Figure 1: Bowie Lines Existing Routes Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 2

15 1.0 Recommendation #1 Additional Run Time Many riders reported that buses on the Bowie Lines often come late, sometimes early, and sometimes not at all. Lack of adherence to the schedule was verified by WMATA s on-time performance data. The recommendation to evaluate the potential addition of run time to the Bowie Lines schedules is based on two sources of information. First, Metro s own data on actual run times was compared to current scheduled run times; this was reported in detail in the Bowie Lines Transit Assessment. In most cases, buses on the Bowie Lines arrived at their terminals between -2 and +7 minutes (Metro s standard to be considered on-time ). However, there were times of day in which the on-time performance of buses were consistently poor. The most notable time periods were: B24 PM Peak, early 20% of the time; B25 Midday, late 29% of the time; B25 PM Peak, late 16% of the time; and B29 PM Peak, late 19% of the time (mostly eastbound trips). Bus operators at Landover Division were the second source of information about run time issues. The drivers interviewed about the Bowie Lines indicated that there are a number of factors that delay trips, including poorly timed signals and varied traffic conditions on U.S. 50 and Annapolis Road. The operators said that an additional 3 to 5 minutes of run time would help them to maintain the schedule. The project management team has reported that run time was added to the B29 schedule, effective late March The run time increase was for non-revenue trips, which should increase the probability that the following revenue trip would depart on time. Additional revenue trip run time for the eastbound B29 PM is necessary independent of the non-revenue changes. Table 1 and 2 provide the potential operational costs of adding an additional five minutes of run time to the B24 PM Peak period, B25 Midday, B25 PM Peak period, and eastbound B29 PM Peak period. The additional five minutes are anticipated to alleviate much of the on-time performance issues. The trips recommended to receive an additional five minutes run time are: Five B24 westbound AM peak trips; Six B25 eastbound midday trips; Eight B25 eastbound PM peak trips; and Five B29 eastbound peak trips. Draft Technical Memorandum: 3 Recommendations April 2013

16 Table 1: Estimated Adjusted Run Time Costs Per Trip Existing Trip Length in Hours Additional 5 Minutes of Run Time in Hours Trip Length with Added Time Platform Hour Factor Total Platform Hours Cost Per Platform Hour Adjusted Daily Cost Per Trip Route B $ $ B $ $ B29 Eastbound $ $ B29 eastbound PM trips have a scheduled running time of 30 minutes (0.5 hours). Table 2: Estimated Additional Run Time Costs Per Day and Annually Adjusted Daily Cost Per Trip Existing Daily Cost Per Trip Cost of Additional Run Time Per Trip Number of Trips Requiring Additional Run Time 2 Costs of Additional Run Time Per day Annual Costs of Additional Run Time 3 Route B24 $ $93.33 $ $51.25 $12,864 B25 $ $ $ $ $34,824 B29 $76.69 $ $ $52.90 $13,278 Eastbound Additional Run Time Total Annual Operating Costs $61,377 1 $66.11 is the existing cost for the B29 eastbound PM trips (based on 30 minutes of run time). 2 Based on existing schedule. 3 Based on 251 Weekdays. Table 3 provides the additional capital costs necessary to accommodate the additional run time. The B24/B25 would require an additional bus to maintain the existing service frequency with the added run time. Capital costs are based on existing service frequency and hours of service. Table 3: Estimated Additional Run Time Capital Costs Route Additional Buses Needed Cost Per Additional Bus Total Cost of Additional Buses B24/25 1 $604,994 $604,994 B29 0 $604,994 $0 Additional Run Time Total Capital Costs $604,994 Draft Technical Memorandum: 4 Recommendations April 2013

17 2.0 Recommendation #2 Improvements to Service Hours An analysis of WMATA s Service Guidelines criteria shows that the Bowie Line s hours of service currently do not met the standards of service. In addition, riders expressed interest for expanded service hours, especially providing service earlier than is currently provided. WMATA s Service Guidelines classifies routes based on their performance functions and geographic service areas. The Bowie Line s have been classified as follows: B21/B22: Suburban Feeder/Distributor Route B24/B25: Suburban Feeder/Distributor Route B27: Commuter Route B29/B31: Commuter Route The guidelines for suburban feeder/distributor routes state that first trip should arrive no later than 7:00 am, and last departure no earlier than 7:00 pm. The guidelines for commuter routes state that the first AM trip should arrive no later than 7:00 am and the last AM trip should arrive no earlier than 9:00 am. In regards to PM service, the guidelines for commuter routes state that the first PM trip should depart no later than 4:00 pm and the last PM trip should depart no earlier than 6:30 pm. For suburban routes, frequency of service should be 30 minutes during the weekday peak period and 60 minutes during off-peak periods. Currently, the some routes do not meet WMATA s Service Guidelines based on arrival time or departure time. Table 4 lists the routes that fail to meet WMATA s Service Guidelines based on arrival time. Table 5 lists the routes that fail to meet WMATA s Service Guidelines based on departure time. Table 4: Trip Arrivals that Fail to Meet WMATA's Service Guidelines Route Trip Arrival Time at Terminal Location Arrival Location B21 First AM Eastbound 7:14 am Bowie State University B25 First AM Eastbound 7:08 am Bowie Park & Ride Last PM Eastbound 5:53 pm Bowie Health Center B27 Last AM Southbound 8:20 am New Carrollton Metro Last AM Northbound 7:50 am Bowie State University B29 Last AM Westbound 8:12 am New Carrollton Metro Last AM Eastbound 7:38 am Crofton Country Club Table 5: Trip Departures that Fail to Meet WMATA's Service Guidelines Route Trip Departure Time at Terminal Location Departure Location First PM Westbound 4:47 pm Crofton Country Club B29 First PM Eastbound 4:15 pm New Carrollton Metro Last PM Westbound 5:52 pm Crofton Country Club Last PM Eastbound 6:28 pm New Carrollton Metro Draft Technical Memorandum: 5 Recommendations April 2013

18 Table 6 lists the Bowie Line s schedules to be adjusted to meet WMATA s span of service hours guidelines. Any additional platform time required to meet the span of service hours guidelines is also provided. Table 7 lists additional costs necessary to adjust the Bowie Line s schedules to meet the span of service hours guidelines. Table 6: Existing Service Hours vs. Proposed Service Hours Route B21 B25 B27 B29 Trip Existing Departure Time Existing Arrival Time Proposed Departure Time Proposed Arrival Time First AM Eastbound 1 6:50 am 7:14 am 6:34 am 7:00 am 16 First AM Eastbound 6:20 am 7:08 am 6:12 am 7:00 am 8 Additional Platform Time in Minutes Last PM Eastbound 2 5:05 pm 5:53 pm 8:00 pm 8:48 pm 9 Last AM Southbound Last AM Northbound Last AM Westbound Last AM Eastbound First PM Westbound First PM Eastbound Last PM Westbound Last PM Eastbound 7:55 am 8:20 am 8:35 am 9:00 am 40 7:25 am 7:50 am 8:35 am 9:00 am 70 7:43 am 8:12 am 8:31 am 9:00 am 48 7:13 am 7:38 am 8:25 am 9:00 am 72 4:47 pm 5:12 pm 4:00 pm 4:25 pm 47 4:15 pm 4:45 pm 4:00 pm 4:30 pm 15 5:52 pm 6:17 pm 6:30 pm 6:55 pm 38 6:28 pm 6:58 pm 6:30 pm 7:00 pm 2 Arrival Location Bowie State University Bowie Park & Ride Bowie Health Center New Carrollton Metro Bowie State University New Carrollton Metro Crofton Country Club Crofton Country Club New Carrollton Metro Crofton Country Club New Carrollton Metro 1 Additional increase in service hours for the B21 eastbound is for counter-flow service. 2 Changes to eastbound B25 PM service does not involve any changes to existing schedules; last four PM trips would be converted from B24 service to B25 service to provide later service to the Bowie Park & Ride. Only the last PM trip would require additional run time. Draft Technical Memorandum: 6 Recommendations April 2013

19 Table 7: Increased Service Hours Costs Additional Platform Time Needed (in Mins.) Add. Platform Time (in Hours) Platform Hour Factor Total Daily Platform Hours Cost Per Platform Hour Daily Cost for Add. Time Annual Cost to Meet Hour of Service Guidelines 2 Route Add. B21 EB AM Service $ $33.79 $8,448 Add. B25 EB AM Service $ $16.16 $4,040 Convert B24 EB PM Service to B $ $18.18 $4,545 Service 1 Add. B27 SB AM Service Add. B27 NB AM Service Add. B29 WB AM Service Add. B29 EB AM Service Add. B29 WB PM Service Add. B29 EB PM Service $ $80.07 $20, $ $ $35, $ $96.97 $24, $ $ $36, $ $ $42, $ $34.34 $8,586 Increase in Service Hours Total Operating Annual Costs $184,201 1 Changes to eastbound B25 PM service do not involve any changes to existing schedules; last four PM trips would be converted from B24 service to B25 service to provide later service to the Bowie Park & Ride. Three of the eastbound B24 trips already have sufficient scheduled run time; only the last PM trip would require additional run time. 2 Based on 250 Weekdays. Draft Technical Memorandum: 7 Recommendations April 2013

20 3.0 Recommendation #3 Expand Service Hours to Bowie State University Riders expressed interest for expanded service hours to Bowie State University. A high proportion of Bowie State University students are commuters, with a significant portion who are transit dependent. Since Bowie State caters to commuter students, many classes are scheduled in the evening, with many classes ending around 10pm (last class dismissal is 10:05pm). In order to meet the service demands of riders at Bowie State University, this recommendation would provide additional service to Bowie State University until 10pm, beyond the existing service hours and beyond WMATA s span of service criteria. Expanding the service hours to Bowie State University to 10pm can be accomplished by either expanding the service hours of the B21 westbound/b22 eastbound or the B27. The last trip from Bowie State University should be scheduled to leave at 10:15pm, which is 10 minutes after the final class dismissal. Table 8 provides the adjusted trips and the additional trips required to expand service hours for either route to leave Bowie State University at 10:15 pm. Note that adjusting the departure of the last B27 trip would require the adjustment of other PM departures. Table 9 provides the potential costs of expanding the service hours for either route. No additional capital costs are anticipated since expanding the hours of service would utilize existing buses in service. Table 8: Additional Trips Required to Expand Service Hours to Bowie State University Route Trips B21/22 Second to Last PM Trip PM Period Northbound/Eastbound Departure from New Carrollton Metro Arrival at Bowie State University Southbound/Westbound Departure from Bowie State University Arrival at New Carrollton Metro 7:05 (7:00) 7:44 (7:39) 7:45 8:09 Last PM Trip 7:40 (8:15) 8:19 (8:54) 8:25 (9:00) 8:49 (9:24) Additional Trip 9:30 10:09 10:15 10:39 B27 Last PM Trip 1 9:05 (8:43) 9:29 (9:06) 9:36 (9:13) 9:59 (9:37) Additional Trip 9:44 10:08 10:15 10:38 Note: Trips bolded are adjusted to meet the last Bowie State departure of 10:15. Trips in red are new trips required to meet the last Bowie State departure of 10:15. 1 Adjusting the departure of the last B27 trip would require the adjustment of other PM departures. Draft Technical Memorandum: 8 Recommendations April 2013

21 Table 9: Expanded Service Hours to Bowie State University Costs Route Additional Trips Needed Per Day Daily Cost Per Trip 1 Daily Cost for Additional Trips Annual Costs for Additional Trips 2 B21 Westbound 2 $59.56 $ $29,899 B22 Eastbound 1 $82.37 $82.37 $20,675 B27 Southbound 1 $50.44 $50.44 $12,660 B27 Northbound 1 $54.05 $54.05 $13,567 Expanded B21/22 Total Annual Operating Costs $50,574 Expanded B27 Total Annual Operating Costs $26,227 1 Based on existing costs per trip. 2 Based on 251 Weekdays. Draft Technical Memorandum: 9 Recommendations April 2013

22 4.0 Recommendation #4 Improvements to Frequency WMATA s Service Guidelines indicate that service frequency for suburban feeder/distributor and commuter routes such as those in the Bowie Lines must be at least: Every 30 minutes during peak periods (weekdays 6:00 am to 9:00 am and 3 pm to 7 pm); Every 60 minutes all other times. Table 10 illustrates the current and proposed Bowie Line s service frequency in minutes by route along with any additional trips needed to meet the proposed service frequency. Table 10: Additional Trips Needed to Increase Service Frequency Route Time Period Current Peak Span Current Frequency Proposed Frequency Additional Trips Needed Eastbound/Northbound B21/ AM 6:00-9:00 am B22 PM 3:00-7:00 pm B24/ AM 6:00-9:00 am B25 PM 3:00-7:00 pm B27 AM 6:00-7:30 am PM 3:00-7:00 pm B29 AM 6:30-7:30 am PM 4:00-6:30 pm Westbound/Southbound B21/ AM 6:00-9:00 am B22 PM 3:00-7:00 pm B24/ AM 6:00-9:00 am B25 PM 3:00-6:00 pm B27 AM 6:00-8:00 am PM 3:30-7:00 pm B29 AM 6:00-8:00 am PM 4:30-6:00 pm Peak span is different than WMATA peak standard. Frequency was assessed during the route s service span. Routes assessed with different service spans may require an increase in service hours (see recommendation 2). An analysis of the Bowie Lines schedule reveals that service frequency generally does not meet WMATA s criteria. The time periods highlighted red in the table above failed to meet WMATA s frequency guidelines. This recommendation would add trips on the Bowie Lines to meet WMATA s frequency guidelines. Table 11 provides the potential costs for additional trips in order to meet the proposed service frequency. Draft Technical Memorandum: 10 Recommendations April 2013

23 Table 11: Increased Service Frequency Costs Service Additional Trips Needed Trip Length in Hours Platform Hour Factor Total Daily Platform Hours Cost Per Platform Hour Daily Cost Additional Trips Annual Cost to Meet Frequency Guidelines 1 B21 WB $ $59.56 $14,949 B21 EB $ $64.63 $16,221 B22 WB $ $48.15 $12,086 B22 EB $ $82.37 $20,674 B24 WB $ $ $70,278 B25 EB $ $ $27,381 B27 SB $ $50.44 $12,662 B27 NB $ $ $27,132 Increase in Service Frequency Total Operating Annual Cost $201,384 1 Based on 251 Weekdays. Draft Technical Memorandum: 11 Recommendations April 2013

24 5.0 Recommendation #5 Provide Weekend Service The current Bowie Lines operate only on weekdays and do not provide weekend service. Throughout the public involvement process, riders expressed the need for Metrobus service on the weekends in the Bowie area. Riders expressed that service was needed to Bowie Town Center, Bowie State University, and commercial centers primarily along Annapolis Road. After analyzing ridership data and existing route alignments, a modified B24 service with additional Metrobus Route C29 service is recommended. The weekend service would provide the existing B24 routing with an additional loop around Bowie Town Center. This alignment would provide service to commercial developments and neighborhoods along Annapolis Road and would connect Bowie Town Center with the New Carrollton Metro. The new weekend service would provide a transfer connection to Metrobus Route C29, creating the potential for riders to link between New Carrollton Metro and Bowie State University. WMATA s scheduling department would attempt to coordinate schedules between the two routes to provide a transfer point at Laurel Bowie Road and Annapolis Road. See Figure 2 for the route alignment. B24 Weekend service would follow WMATA s span of service criteria. For Saturdays, suburban feeder/distributor routes should have the first AM trip arrive no later than 7:00 am and the last PM trip should depart no earlier than 7:00 pm with a service frequency of every 60 minutes. There are no Sunday standards for suburban feeder/distributor routes, yet this recommendation assumes the Saturday span of service for Sunday. Since Metrobus Route C29 only operates on Saturdays, Sunday service of Route C29 would be implemented to provide a transfer connection to Bowie State University via the B24 on Sundays. The additional Route C29 Sunday service assumes the existing Route C29 Saturday span of service. The recommended weekend routing is assumed to have an approximate 50 minute run time (0.83 hours) and would require 13 trips in each direction per day to meet the 50 minute service frequency (26 trips total). See Table 12 for the potential cost of weekend service. No additional capital costs are anticipated due to the excess bus supply for weekend service. Table 12: Weekend Service Operational Costs Approx. Trip Length in Hours Platform Hour Factor 1 Total Daily Platform Hours Cost Per Platform Hour Daily Cost for Saturday Service Service Daily Trips Annual Cost for Service 2 B24 Saturday $ $2, $149,094 B24 Sunday $ $2, $149,094 C29 Sunday $ $4, $264,549 Weekend Service Total Annual Operating Costs $562,737 1 Assume B24 weekday platform hour factor. 2 Based on 57 Saturdays or Sundays. Draft Technical Memorandum: 12 Recommendations April 2013

25 Figure 2: B24 Weekend Service Recommendation Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 13

26 6.0 Recommendation #6 Coordinate Trips Between Routes Coordinating the various route schedules operating in the same area will provide a more evenly distributed service frequency and passenger loads between routes, as well as reduces bus bunching. Coordinated schedules between routes are recommended at the Bowie Park & Ride and the west side of the New Carrollton Metro Rail Station. 6.1 Coordinate Trips at Bowie Park & Ride This recommendation would coordinate schedules for buses traveling between the Bowie Park & Ride and New Carrollton Metro via U.S. 50. Bowie Lines routes that need coordination include the B21, B22, and B29, along with Metrobus Route C28. Routes should be coordinated to have evenly distributed departures to the extent feasible from the Bowie Park & Ride in the AM peak period and evenly distributed arrivals to the extent feasible at Bowie Park & Ride in the PM peak period. Table 13 provides the current and an example of potential AM peak period departures and PM peak period arrivals at the Bowie Park & Ride based on existing route frequencies. Departure and arrival intervals should be based on the number of trips utilizing the Bowie Park & Ride per hour (i.e. every 15 minutes for 4 trips/hour, every 12 minutes for 5 trips per/hour, every 10 minutes for 6 trips hour). Any adjustments to existing schedules must maintain WMATA s frequency and span of service guidelines for each route. WMATA s scheduling department would need to determine the final schedules to achieve coordinated trips between these routes. Since no increases to service frequency or hours of service are part of this recommendation, no additional costs are anticipated. 6.2 Coordinate Trips from New Carrollton Metro This recommendation would coordinate schedules for Bowie Line buses that depart from the western bus bays at the New Carrollton Metro Station. Bowie Lines routes that need coordination include the B24/25 and B27 during the PM period. Currently, five eastbound B24/25 and northbound B27 routes share the same PM departure times (3:05, 4:05, 4:35, 5:05, and 5:35). These two routes share the same bus bay at New Carrollton and their first nine stops. By coordinating the PM departure times of the B24/25 and B27 out of New Carrollton, this should prevent bus stop overcrowding and provide additional frequency for some passengers (for those utilizing the nine shared bus stops). Table 14 provides the current and an example of potential PM peak period departures at the New Carrollton Metro. Adjusting the B24/25 departure times to leave 5 minutes later than currently scheduled would provide the least disruption to existing service. Since no increases to service frequency or hours of service are part of this recommendation, no additional costs are anticipated. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 14

27 Table 13: Bowie Park & Ride Peak Period Scheduled and Potential Departures/Arrivals AM Peak Period PM Peak Period Route Scheduled Departure from Bowie Park & Ride Potential Departure from Bowie Park & Ride 1 Route Scheduled Arrival at Bowie Park & Ride Potential Arrival at Bowie Park & Ride 1 B29 6:15 6:00 B21 4:09 4:00 B22 6:17 6:15 C28 4:23 4:15 C28 6:31 6:30 B29 4:30 4:30 B22 6:47 6:45 B21 4:44 4:45 B29 6:55 7:00 B29 5:00 5:00 C28 7:07 7:10 C28 5:04 5:10 B22 7:17 7:20 B21 5:15 5:20 B29 7:20 7:30 C28 5:31 5:30 C28 7:26 7:40 B29 5:33 5:40 B22 7:46 7:50 B21 5:47 5:50 B29 7:58 8:00 C28 6:01 6:00 C28 8:06 8:15 B29 6:03 6:12 B22 8:21 8:30 B21 6:18 6:24 C28 8:36 8:45 C28 6:36 6:36 B22 8:56 9:00 B29 6:43 6:48 B21 6:48 7:00 1 Potential departures and arrivals are based on existing schedule and frequency; any adjustments to existing schedules would need to meet WMATA s guidelines for frequency and span of service. Table 14: New Carrollton PM Peak Period Scheduled and Potential Departures/Arrivals PM Peak Period Route Scheduled Departure at New Carrollton Potential Departure at New Carollton 1 B27 3:05 3:05 B25 3:05 3:10 B25 3:35 3:40 B27 4:05 4:05 B25 4:05 4:10 B27 4:35 4:40 B27 5:05 5:05 B25 5:05 5:10 B27 5:35 5:35 B24 5:35 5:40 B27 6:05 6:05 B24 6:10 6:10 1 Potential departures and arrivals are based on existing schedule and frequency; any adjustments to existing schedules would need to meet WMATA s guidelines for frequency and span of service. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 15

28 7.0 Recommendation #7 Restructure Route B27 This recommendation would provide service to additional commercial centers and residential neighborhoods in the vicinity of the existing B27 alignment. The current segment between Downtown Bowie (9 th Street and Chapel Avenue) and Lanham Severn Road & Greenbelt Road/Glenn Dale Boulevard has minimal ridership (roughly 19 boardings/17 alightings per day). The minimal ridership along this segment is due to low density land uses and the physical barrier of the railroad tracks just east of Lanham Severn Road. In order to serve potentially more riders within the vicinity of the Lanham Severn Road, the B27 would be realigned along Greenbelt Road, Aerospace Road, Forbes Boulevard, Glenn Dale Boulevard, Prospect Hill Road, Fletchertown Road and Chestnut Avenue (see Figure 3). This restructuring will primarily serve two purposes. The realigned portion along Greenbelt Road, Aerospace Road, and Forbes Boulevard would provide new service for the commercial office buildings along those roads to the New Carrollton Metro. The realigned route will also provide a transfer connection to Metrobus Routes G13 and G14, creating the potential for riders to link between Bowie State University and the Greenbelt Metro. The realigned portion along Glenn Dale Boulevard, Prospect Hill Road, Fletchertown Road, and Chestnut Avenue would provide new service for the new residential developments along these roads. In addition, the new segment would provide service to activity centers, such as the Reid Temple Church and the Glenn Dale Golf Club. The realignment will add approximately 4.4 miles to the route, which would result in an approximate 12 minutes of additional run time in each direction (WMATA s scheduling department would need to determine the exact run time). Additional stops along the new segments would also have to be included. Also, most of the proposed realigned route lacks sidewalks. Only Aerospace Road, Forbes Boulevard, and segments of Prospect Hill Road and Chestnut Avenue have existing sidewalks. This recommendation could be implemented through two forms: an optimized approach (with additional costs) and a cost-neutral approach (no additional costs). The two service options are presented in the subsections below. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 16

29 Figure 3: Route B27 Proposed Restructuring Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 17

30 7.1 Restructured B27 Optimized Approach To maximize the potential benefits and ridership opportunities of the restructured B27 alignment, additional resources are necessary. Table 15 and 16 provide the potential operational costs of adding an additional 12 minutes of run time to the B27. The additional 12 minutes will provide sufficient time for the route to serve the restructured alignment. 13 B27 northbound trips and 13 B27 southbound trips are recommended to receive an additional 12 minutes of run time. Table 15: Estimated Restructured Route B27 Adjusted Daily Cost Per Trip Route B27 Southbound B27 Northbound Existing Trip Length in Hours Additional Run Time in Hours Trip Length with Added Time Platform Hour Factor Total Platform Hours Cost Per Platform Hour Adjusted Daily Cost Per Trip $ $ $ $75.15 Table 16: Estimated Restructured Route B27 Run Time Costs Per Day and Annually Route B27 Southbound B27 Northbound Adjusted Daily Cost Per Trip 1 Based on existing schedule. 2 Based on 251 Weekdays. Existing Daily Cost Per Trip Cost of Additional Run Time Per Trip Number of Trips Requiring Additional Run Time 1 Costs of Additional Run Time Per day Annual Costs of Additional Run Time 2 $75.15 $50.44 $ $ $80,629 $75.15 $54.05 $ $ $68,849 Restructured B27 Total Annual Operating Costs $149,478 Table 17 provides the additional capital costs necessary to accommodate the restructured B27 alignment while maintaining a 30 minute frequency. The B27 would require an additional bus to maintain the existing service frequency with the added run time. Capital costs are based on existing service frequency and hours of service. Table 17: Estimated Restructured B27 Capital Costs Additional Buses Needed Time Period Needed Cost Per Additional Bus Total Cost of Additional Buses 1 AM and PM Peaks $604,994 $604,994 Restructured B27 Total Capital Costs $604,994 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 18

31 7.2 Restructured B27 Cost-Neutral Approach A B27 restructuring could be implemented as a cost neutral approach (i.e. no additional costs). The idea of maintaining cost neutrality is to utilize existing resources over the new proposed alignment. There are two existing buses that provide service along the B27 during the AM and PM peak periods. By using the existing number of dedicated buses, potential service frequency can be determined. Table 18 provides route characteristics under the cost neutral approach. The disadvantage of the cost neutral approach would be the expansion of service headways. Route frequencies are greater than the optimized frequency of 30 minutes during the PM peak and do not meet WMATA s service frequency guidelines. The additional operating costs and buses identified in Section 6.1 would eliminate any frequency discrepancies. Table 18: Restructured B27 Cost Neutral Route Characteristics AM Peak PM Peak Route Roundtrip Travel Time Frequency (in Min.) Number of Buses Frequency (in Min.) Number of Buses B , Total AM Buses 2 Total PM Buses 1 Maintains existing frequency. 2 Existing service span is between 6-8am; frequency was assessed during the existing service span. 3 Does not meet WMATA s service frequency guidelines. 2 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 19

32 8.0 Recommendation #8 Hub and Spoke Service Restructuring One recommendation the project team developed was a complete restructuring of Metrobus routes in Bowie into a hub and spoke service. The service would utilize the Bowie Park & Ride as a hub with all routes originating/terminating at the Park & Ride. The recommendation to implement a hub and spoke service originated in the City of Bowie Transit System Enhancement Study (2006), and was also analyzed in WMATA s Metrobus Network Evaluation and Future Fleet Needs (2007) and the Prince George s County Transit Service & Operations Plan (2008). The potential restructuring of routes came about due to the long, circuitous alignments of the routes along with infrequent service. The restructured hub and spoke service would allow for more frequent and reliable service for riders with a timed transfer connection at the Bowie Park & Ride. Service frequency and scheduling would be modified among the routes to provide ease of transfer to and from the Bowie Park & ride. WMATA s scheduling department would need to determine the final schedules to achieve coordinated trips for the hub and spoke service. The proposed hub and spoke service would operate only on weekdays and would restructure the existing service in the following way: A new express service would be introduced between New Carrollton Metro and Bowie Park & Ride. This route would provide the only access between Bowie Park & Ride and New Carrollton via U.S. 50 from 5:00 am to 7:00 pm. The express service would be extended in the evening to provide service from New Carrollton to the Gateway Center from 7:00 pm to 9:30 pm. B21 service would be eliminated. B22 service would provide all-day bi-directional service between Bowie State University and Bowie Park & Ride. Service along U.S. 50 would be replaced by the proposed express service. B24 and B25 would be consolidated into the B24 and no longer serve the Bowie Health Center. C28 would provide service to the Health Center. B27 service would remain unchanged. B27 service could be restructured to include the B27 restructuring found in Recommendation #6. B29 and B31 would be consolidated and serve the existing route configuration as one route (known as the B29). The consolidated B29 service would run during peak periods between 6:00 am to 9:30 am, and 4:00 pm to 7:00 pm. Existing B29 and B31 service between Bowie Park & Ride and New Carrollton along U.S. 50 would be replaced during the peak periods by the proposed express service. Existing B31 service to Gateway Center would be replaced by the express service extension from New Carrollton to the Gateway Center from 7:00 pm to 9:30 pm. C28 would be modified to travel between Bowie Park & Ride and Pointer Ridge. C28 service along U.S. 50 would be replaced by the proposed express service. See Figure 4 for the recommended restructuring configuration. This recommendation could be implemented through two forms: an optimized approach (with additional costs) and a cost neutral approach (no additional costs). The two service options are presented in the subsections below. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 20

33 Figure 4: Hub and Spoke Recommended Alignment Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 21

34 8.1 Hub and Spoke Optimized Approach To maximize the potential benefits and ridership opportunities of the hub and spoke realignment, additional resources are necessary. Table 19 provides service characteristics for the hub and spoke approach to meet WMATA s service guidelines. All hub and spoke routes would have a service frequency of 30 minutes in the peak period and 60 minutes in the off peak period, except the US 50 express service would have a 15 minute peak frequency and a 30 minute off peak frequency. Route B27 service would remain unchanged under the hub and spoke configuration and is thus not included in the operating costs. Table 20 provides the daily costs for the optimized approach. Table 21 provides the daily and annual operating costs for the optimized approach. Since service frequency would be improved for most routes, additional buses would be required. Table 22 provides the additional buses necessary and their associated capital costs. Table 19: Optimized Hub and Spoke Service Characteristics Route Span of Service Peak Frequency (in Minutes) Off-Peak Frequency (in Minutes) Trip Travel Time (in Minutes) B22 5:00 am 8:30 pm B24 5:00 am 8:00 pm B29 6:00 am 9:30 am; 4:00 pm 7:00 pm 30 N/A 15 C28 5:00 am 8:00 pm US 50 Express 5:00 am 7:00 pm US 50 Express (PM Extension) 7:00 pm 9:30 pm N/A Table 20: Optimized Hub and Spoke Daily Costs Total Number of Trips Approx. Trip Length in Hours Platform Hour Factor Total Daily Platform Hours Cost per Platform Hour Daily Cost Per Route Revenue Route Hours B $ $2,915 B $ $4,182 B $ $859 C $ $1,496 US 50 Express $ $2,027 US 50 Express (PM Extension) $ $489 1 Assumes the average between the two platform hour factors. Total Daily Cost for All Routes $11,968 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 22

35 Table 21: Optimized Hub and Spoke Additional Operating Costs Route Optimized Hub & Spoke Daily Costs 1 Existing Daily Costs 1 Additional Cost Per Day 2 B22 $2,915 $3,396 3 ($481) B24 $4,182 $4,551 4 ($369) B29 $859 $1,066 ($207) C28 $1,496 $2,163 ($667) US 50 Express $2,027 $0 $2,027 US 50 Express (PM Extension) $489 $325 5 $164 Total Costs $11,968 1 $11,501 $467 Optimized Approach Additional Operating Costs Per Year $117, Total daily costs came from two sources. Existing Bowie Lines costs came WMATA s Bowie Productivity Report (Dec. 2012). Existing C28 costs were derived from WMATA s Productivity Report (Jan. 2012). 2 Additional cost per day is optimized hub & spoke daily costs minus existing daily costs. 3 B22 existing daily costs include Routes B21 and B22. 4 B24 existing daily costs include Routes B24 and B25. 5 US 50 Express (PM Extension) existing daily costs includes Route B31. 6 Assume 251 weekdays per year. Table 22: Estimated Optimized Hub and Spoke Capital Costs Additional Buses Needed Time Period Needed Cost Per Additional Bus Total Cost of Additional Buses 2 PM Peak $604,994 $1,209,988 Optimized Hub and Spoke Total Capital Costs $1,209, Hub and Spoke Cost-Neutral Approach A hub and spoke service restructuring could be implemented as a cost neutral approach (i.e. no additional costs). The idea of maintaining cost neutrality is to utilize existing resources over the new proposed alignment. Table 23 provides the existing number of buses by time of day dedicated to the lines. By using the existing number of dedicated buses, potential service frequency can be determined. Table 24 provides route characteristics under the cost neutral approach. The disadvantages of the cost neutral approach would be the expansion of service headways. Route frequencies that are greater than the optimized approach route characteristics are the B22 midday, B24 AM peak, B24 PM peak, and the US 50 Express route throughout the entire day. In addition, the route frequencies for the B22 midday, B24 AM peak, and B24 PM peak do not meet WMATA s service frequency guidelines. The additional operating costs and buses identified in Section 8.1 would eliminate any frequency discrepancies. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 23

36 Table 23: Existing Bowie Lines Bus Resources Route Number of AM Peak Buses Number of Midday Buses B21/ B B B C Total Number of Buses per Period Number of PM Peak Buses Table 24: Hub & Spoke Cost Neutral Route Characteristics AM Peak Midday PM Peak Route Roundtrip Travel Time Frequency (in Min.) Number of Buses Frequency (in Min.) Number of Buses Frequency (in Min.) Number of Buses B B B N/A B N/A C N/A US 50 Express Total AM Buses 12 Total Midday Buses 3 Total PM Buses Note: Frequencies in red are greater than the WMATA s service guidelines and the optimized approach service characteristics. 1 B27 travel time is based on the existing alignment. 2 Maintains existing frequency. 3 Existing service span is between 6-8am; frequency was assessed during the existing service span. 4 B22 and US 50 Express would share one bus during the midday. 5 Existing B24 service frequency would be marginal decreased. 6 US 50 Express service during the AM and PM peaks are greater than the optimized approach service characteristics. 8.3 Additional Hub and Spoke Improvements Along with the hub and spoke alignment presented, additional alignment modifications could eventually be introduced. Additional hub and spoke improvements are shown in Figure 5 and presented in the following subsections. 10 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 24

37 Figure 5: Additional Hub and Spoke Improvements Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 25

38 8.3.1 Consolidated Routes B22 and B27 The first alignment modification is combining the B22 and B27 into one route. This would improve connectivity to points within Bowie to destinations along Lanham Severn Road, provides all day service along the B27 alignment, and creates a new link between Lanham Severn Road and Bowie Park & Ride and Bowie Town Center. Table 25 provides the potential costs of combining the B22 and B27. The table shows the costs of the separated routes along with the costs of combining the routes, and the potential annual difference. The US 50 express PM extension is included in the cost comparison since two additional trips would be added to meet the service hours of the combined B22 and B27. The other routes would have no additional changes. Table 26 provides additional capital costs beyond the optimized hub and spoke approach for the combined B22 and B27. Table 25: Consolidated B22 and B27 Additional Costs Total Number of Trips Approx. Trip Length in Hours Revenue Hours Platform Hour Factor Total Daily Platform Hours Cost per Platform Hour Daily Cost Per Route Route Separated B22 and B27 Option B $ $2,915 B $ $1,614 US 50 Express (PM Extension) $ $489 Total Daily Cost for the Separated Option $5,018 Consolidated B22 and B27 Option Consolidated B22/B $ $5,183 US 50 Express (PM Extension) $ $587 Total Daily Cost for the Consolidated Option $5,770 Daily Cost Difference between the Options $752 Additional Consolidated B22 and B27 Annual Operating Costs $188, Assume 251 weekdays per year. Table 26: Estimated Additional Consolidated B22 and B27 Capital Costs Additional Buses Needed Time Period Needed Cost Per Additional Bus Total Cost of Additional Buses 1 PM Peak 1 $604,994 $604,994 Additional Consolidated B22 and B27 Total Capital Costs $604,994 1 The two additional buses needed for the optimized hub and spoke approach would also be necessary during the AM peak and midday service. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 26

39 8.3.2 Restructured Route B27 The second alignment modification is including the restructured B27 service into the hub and spoke option. Table 27 provides the potential additional operational costs between the existing and restructured service. The difference in costs is derived from the additional 12 minutes of trip length needed to complete the restructured route. Table 28 provides additional capital costs for the restructured B27 within the hub and spoke recommendation. Table 27: Restructured B27 Additional Costs Total Number of Trips Approx. Trip Length in Hours Platform Hour Factor Total Daily Platform Hours Cost per Platform Hour Revenue Daily Cost Route Hours Per Route Existing B $1,614 Realigned B $2,383 Daily Cost Difference between the Options $769 Additional Restructured B27 Annual Operating Costs $192, Assume 250 weekdays per year. Table 28: Estimated Additional Restructured B27 Capital Costs Additional Buses Needed Time Period Needed Cost Per Additional Bus Total Cost of Additional Buses 1 AM and PM Peaks $604,994 $604,994 Additional Restructured B27 Total Capital Costs $604,994 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 27

40 8.3.3 Consolidated Routes B22 and B27 with Restructured B27 Service The third alignment modification combines the first two modification options of consolidating the B22 and B27 into one route while including the restructured B27 alignment. Table 29 provides the potential additional operational costs between the existing and consolidated and restructured service. The difference in costs is derived from the additional time needed to complete the restructured B27 portion of the route along with two additional US 50 express PM extension trips to meet the service hours of the combined service. Table 30 provides additional capital costs for the restructured B27 within the hub and spoke recommendation. Table 29: Consolidated B22 and B27 with Restructured B27 Additional Costs Total Number of Trips Approx. Trip Length in Hours Revenue Hours Platform Hour Factor Total Daily Platform Hours Cost per Platform Hour Daily Cost Per Route Route Separated B22 and B27 Option B $ $2,915 B $ $1,614 US 50 Express (PM Extension) $ $489 Total Daily Cost for the Separated Option $5,018 Consolidated B22 and B27 with Restructured B27 Option Consolidated B22/B27 with Restructured B27 US 50 Express (PM Extension) $ $6, $ $587 Total Daily Cost for the Consolidated and Restructured Option $6,943 Daily Cost Difference between the Options $1,925 Additional Consolidated B22 and B27 with Restructured B27 Annual Operating Costs $483, Assume 251 weekdays per year. Table 30: Estimated Additional Consolidated B22 and B27 with Restructured B27 Capital Costs Additional Buses Needed Time Period Needed Cost Per Additional Bus Total Cost of Additional Buses 2 PM Peak 1 $604,994 $1,209,988 Additional Consolidated B22 and B27 with Restructured B27 Total Capital Costs $1,209,988 1 The two additional buses needed for the optimized hub and spoke approach would also be necessary during the AM peak and midday service. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 28

41 9.0 Recommendation #9 New Bus Stops This recommendation would add new bus stops to serve new commercial and residential development along the Bowie Lines. Any new bus stops must adhere to WMATA s Guidelines for the Design and Placement of Transit Stops (December, 2009). The recommended new bus stops include: Annapolis Road and Race Track Road (Hill Top Shopping Center) - along the B22 Annapolis Road and Martin Luther King Jr. Highway (Vista Gardens Marketplace) - along the B24/B Health Center Drive, between Bowie Senior Center and Bowie Health Center (Harmony Place Apartments) - along the B25 and C28 Table 31 provides the cost estimate for the new bus stops based on existing conditions. Table 31: Costs of New Bus Stops Bus Stop Stop Direction Bus Stop Landing Stop Cost Annapolis Rd + Race Track Road Westbound 1 1 $1,600 Annapolis Rd + Race Track Road Eastbound 1 1 $1,600 Annapolis Rd + Martin Luther King Jr. Hwy Westbound 1 1 $1,600 Annapolis Rd + Martin Luther King Jr. Hwy Eastbound 1 Pad exists $ Health Center Drive Westbound 1 Pad exists $ Health Center Drive Eastbound 1 1 $1,600 New Stop Total Costs $6,600 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 29

42 10.0 Recommendation #10 Consolidate Bus Stops WMATA considers consolidating bus stops to improve passenger convenience, trip times, and reliability. WMATA follows a three-step process for the consolidation and elimination of bus stops. The first step is to identify which stops are potential candidates for elimination, which follows a separate three-step process. The process considers the distance between stops (i.e., that there should be four to five stops per mile, or stops approximately 0.2 to 0.25 miles apart) and whether the distance between stops would exceed the guideline of >0.25 miles if a stop identified in Step 1 were eliminated. The last step of the analysis looked at the feasibility of removing stops in terms of usage; stops that serve Metrorail stations or which have more than 25 boardings or alightings per day are removed from consideration as candidates. Based on this three-step process, 26 stops were identified that could be considered for consolidation. Stops identified by this process are shown in Table 32 below. After the process of identifying potential candidates, the second step involves investigating activities around candidate bus stops in further detail, which involves coordinating with stop s jurisdiction. Jurisdictions to be consulted include the City of Bowie, Prince George s County, and the Maryland Department of Transportation. The last step involves completing a public outreach process, where concerned riders can provide input on the candidate bus stops. These last two steps will be completed by WMATA during the implementation process. Table 32: Candidate Stops for Elimination/Consolidation Boardings/ Alightings Boardings/ Alightings Westbound Candidate Stops Eastbound Candidate Stops B22 Kembridge Dr + Kenhill Dr 13/9 Kembridge Dr + Kenhill Dr 2/3 Stonybrook Dr + Brunswick La 0/1 B24/B25 Tulip Grove Dr + Folsom La 8/1 Annapolis Rd + West Lanham Dr 8/6 Tulip Grove Dr + Trainor La 0/0 Annapolis Rd + #7970 2/5 Tulip Grove Dr + Foxhill La 0/0 Moylan Dr + Malin La 0/0 Belair Dr + Stafford La 0/0 Moylan Dr + Madeley La 0/0 Millstream Dr + Memory La 1/0 Millstream Dr + Manvel La 2/0 Millstream Dr + Mabank La 1/0 Millstream Dr + Mabank La 0/0 Annapolis Rd + #7970 2/2 Tulip Grove Dr + Foxhill La 1/1 Annapolis Rd + West Lanham Dr 7/9 B27 Lanham-Severn Rd + Church La 0/0 Annapolis Rd + West Lanham Dr 8/6 Lanham-Severn Rd + Louise St 0/0 Annapolis Rd + #7970 2/5 Annapolis Rd + #7970 2/2 Lanham-Severn Rd + Louise St 0/0 Annapolis Rd + West Lanham Dr 7/9 Lanham-Severn Rd + Church La 0/0 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 30

43 11.0 Recommendation #11 Improvements to Bus Stop Landing Pads WMATA s Bus Stop Guidelines are based on a bus stop hierarchy in which every stop (termed a basic stop) should have a basic set of passenger amenities. Recommendations #11-16 identify specific stops that are in the need for the repair or addition of bus stop amenities based on data collection performed for the Bowie Lines Transit Assessment. WMATA requires that all bus stops have a landing pad for passenger loading/unloading. A landing pad provides a safe boarding and alighting area for passengers, greater access for wheelchair users, the elderly, and other encumbered riders such as parents with strollers. Landing pads dimensions should be 5 x8. A field visit verified that 90 out of 260 Bowie Lines stops (35 percent) were missing a bus stop pad. Table 33 lists all stops missing a landing pad. Table 40 provides a list of estimated costs for recommended improvements to amenities. Table 33: Stops Requiring a Bus Stop Pad Westbound Stop Boardings/ Alightings Eastbound Stop Boardings/ Alightings Annapolis Rd + Princess Garden Pkwy 37 Bowie Health Center + Entrance # Annapolis Rd + Seabrook Rd 19 Annapolis Rd + Sir Lancelot Dr 50 Annapolis Rd + Baltimore La 17 Annapolis Rd + Whitfield Chapel Rd 42 Annapolis Rd + Ellerbie St 16 Health Center Dr + Senior Center 29 Annapolis Rd + Atwell Ave 15 Annapolis Rd + Highbridge Rd 27 Annapolis Rd + Morley Rd 14 Lanham-Severn Rd + Glenn Dale Rd 25 Belair Dr + Sussex La 13 Annapolis Rd + Forbes Blvd 22 Annapolis Rd + Glendale Woods Ct 9 Annapolis Rd + Lottsford Vista Rd 18 Annapolis Rd + Galveston Rd 8 Sussex La + Belair Dr th St + Myrtle Ave 8 Kenhill Dr + Kemmerton La 17 Race Track Rd + Clearfield Dr 8 Annapolis Rd + Baltimore La 16 Lanham-Severn Rd + Santa Cruz St 7 Annapolis Rd + Grenville La 10 Annapolis Rd + # Annapolis Rd + Enterprise Rd 10 Lanham-Severn Rd + Greenbelt Rd 5 Annapolis Rd + # Annapolis Rd + Silvergate La 5 Annapolis Rd + Atwell Ave 8 Annapolis Rd + Bell Station Blvd 4 11th St + Myrtle Ave 7 9th St + Park Ave 4 Annapolis Rd + Silvergate La 7 Lanham-Severn Rd + Driscoll Dr 4 Lanham-Severn Rd + Driscoll Dr 6 Laurel Bowie Rd + Rustic Hill Dr 4 Annapolis Rd + Fairwood Pkwy 6 Lanham-Severn Rd + Main St 4 Harkins Rd + Sherwood St 5 Annapolis Rd + Carter Ave 3 Lanham-Severn Rd + Main St 5 Lanham-Severn Rd + 96th Ave 3 Old Chapel Rd + Laurel Bowie Rd 5 Lanham-Severn Rd + 98th Ave 3 Lanham-Severn Rd + Wingate Dr 5 Annapolis Rd + St Pius X Church 2 Lanham-Severn Rd + Woodstream Dr 4 Laurel Bowie Rd + Race Track Rd 2 Race Track Rd + Overbrook La 4 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 31

44 Westbound Stop Boardings/ Alightings Eastbound Stop Boardings/ Alightings Lanham-Severn Rd + Cowan Ave 2 Lanham-Severn Rd + Forbes Blvd 4 Race Track Rd + Marquette La S/N 2 Lanham-Severn Rd + 98th Ave 4 Collington Rd + Lyle La 2 Lanham-Severn Rd + Green Haven Rd 4 Race Track Rd + Yorktown Dr 2 Old Chapel Rd + Welsley La 4 Lanham-Severn Rd + 93rd Pl 1 Race Track Rd + Marquette La 3 Lanham-Severn Rd + Green Haven Rd 1 Annapolis Rd + Martha's Choice Cir 3 Lanham-Severn Rd + Woodstream Dr 1 Lanham-Severn Rd + Santa Cruz St 3 Collington Rd + Tulip Grove Dr 1 Lanham-Severn Rd + 93rd Pl 3 Evergreen Pkwy + Endicott Pkwy 1 9th St + Park Ave 2 Annapolis Rd + Lottsford Vista Rd 0 Laurel Bowie Rd + Race Track Rd 2 Harkins Rd + Ellin Rd 0 Lanham-Severn Rd + 96th Ave 2 Lanham-Severn Rd + Church La 0 Harkins Rd + Ellin Rd 1 Lanham-Severn Rd + Louise St 0 Collington Rd + Faith La 1 Evergreen Pkwy + East Dr 0 Laurel Bowie Rd + Rustic Hill Dr 1 Lanham-Severn Rd + Cowan Ave 1 Shared Eastbound/Westbound Lanham-Severn Rd + Hillmeade Rd Stops Boardings 1 Crofton Country Club 94 Collington Rd + Tulip Grove Dr 0 Collington Rd + Tongue Ave 17 Annapolis Rd + Galveston Rd 0 Collington Rd + Long Ridge La 3 Lanham-Severn Rd + Church La 0 Collington Rd + Faith La 3 Lanham-Severn Rd + Louise St 0 Collington Rd + Lerner Pl 0 Race Track Rd + Yorktown Dr 0 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 32

45 12.0 Recommendation #12 Improvements to Sidewalks WMATA requires that all bus stops have a sidewalk for passengers to access bus stops. A landing pad connected to an accessible sidewalk separated from the general pedestrian flow creates a safe boarding and alighting experience for passengers. A field visit verified that 67 out of 260 Bowie Lines stops (26 percent) were missing a sidewalk. Table 34 lists all stops missing a sidewalk. Sidewalk costs cannot be calculated since field visits only noted if stops were missing and did not assess the existing sidewalk network around each stop. Table 34: Stops Requiring a Sidewalk Westbound Stop Boardings/ Alightings Eastbound Stop Boardings/ Alightings 9th St + Chapel Ave 20 Annapolis Rd + Sir Lancelot Dr 50 Belair Dr + Sussex La 13 Health Center Dr + Senior Center 29 11th St + Myrtle Ave 8 Annapolis Rd + Highbridge Rd 27 Lanham-Severn Rd + Santa Cruz St 7 Lanham-Severn Rd + Glenn Dale Rd 25 Lanham-Severn Rd + Wingate Dr 5 Annapolis Rd + Forbes Blvd 22 Lanham-Severn Rd + Greenbelt Rd 5 Annapolis Rd + Lottsford Vista Rd 18 9th St + Park Ave 4 Sussex La + Belair Dr 17 Laurel Bowie Rd + Rustic Hill Dr 4 Annapolis Rd + Baltimore La 16 Lanham-Severn Rd + Main St 4 Lanham-Severn Rd + Seabrook Rd 13 Lanham-Severn Rd + 96th Ave 3 Annapolis Rd + Grenville La 10 Lanham-Severn Rd + 98th Ave 3 Annapolis Rd + Enterprise Rd 10 Laurel Bowie Rd + Race Track Rd 2 Annapolis Rd + Atwell Ave 8 Lanham-Severn Rd + Cowan Ave 2 11th St + Myrtle Ave 7 Collington Rd + Lyle La 2 Annapolis Rd + Silvergate La 7 Race Track Rd + Yorktown Dr 2 Lanham-Severn Rd + Driscoll Dr 6 Lanham-Severn Rd + 93rd Pl 1 Annapolis Rd + Fairwood Pkwy 6 Lanham-Severn Rd + Green Haven Rd 1 Lanham-Severn Rd + Main St 5 Lanham-Severn Rd + Woodstream Dr 1 Lanham-Severn Rd + Wingate Dr 5 Collington Rd + Tulip Grove Dr 1 Lanham-Severn Rd + Woodstream Dr 4 Evergreen Pkwy + Endicott Pkwy 1 Race Track Rd + Overbrook La 4 Lanham-Severn Rd + Church La 0 Lanham-Severn Rd + Forbes Blvd 4 Lanham-Severn Rd + Louise St 0 Lanham-Severn Rd + 98th Ave 4 Evergreen Pkwy + East Dr 0 Lanham-Severn Rd + Green Haven Rd 4 Old Chapel Rd + Welsley La 4 Shared Eastbound/Westbound Stops Boardings Annapolis Rd + Martha's Choice Cir 3 Crofton Country Club 94 Lanham-Severn Rd + Santa Cruz St 3 Collington Rd + Tongue Ave 17 Lanham-Severn Rd + 93rd Pl 3 Collington Rd + Long Ridge La 3 9th St + Park Ave 2 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 33

46 Westbound Stop Boardings/ Alightings Eastbound Stop Boardings/ Alightings Collington Rd + Faith La 3 Laurel Bowie Rd + Race Track Rd 2 Collington Rd + Lerner Pl 0 Lanham-Severn Rd + 96th Ave 2 Collington Rd + Faith La 1 Laurel Bowie Rd + Rustic Hill Dr 1 Lanham-Severn Rd + Cowan Ave 1 Lanham-Severn Rd + Hillmeade Rd 1 Collington Rd + Tulip Grove Dr 0 Annapolis Rd + Galveston Rd 0 Lanham-Severn Rd + Church La 0 Lanham-Severn Rd + Louise St 0 Race Track Rd + Yorktown Dr 0 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 34

47 13.0 Recommendation #13 Install Information Cases A field visit identified the location of all information cases along the line. All stops with more than 50 boardings per day that do not currently have an information case were identified as candidates for immediate installation. All stops with more than 20 but less than 50 boardings per day that do not currently have an information case were identified as candidates for future (long-term) installation. 250 out of 260 stops (96 percent) were missing bus information cases along the Bowie Lines. Three of those stops qualified for immediate installation and nine stops qualified for the long-term installation of an information case. Table 35 lists the stops requiring an immediate installation of an information case and Table 36 lists the stops requiring installation in the long-term. Table 40 provides a list of estimated costs for recommended improvements to amenities Table 35: Stops Missing Information Cases that Require Immediate Installation Stop Direction Boardings Bowie State University + Martin Luther King Jr Ctr Terminal Stop 225 Northview Dr + Collington Rd (W) Westbound 80 Northview Dr + Collington Rd (E) Eastbound 55 Table 36: Stops Missing Information Cases that Require Future (Long-term) Installation Eastbound Stop Boardings Westbound Stop Boardings Annapolis Rd + Whitfield Chapel Rd 21 Annapolis Rd + Glenn Dale Blvd 46 Annapolis Rd + Fontana Dr 30 Annapolis Rd + Washington La 27 Terminal Stops Boardings Annapolis Rd + Forbes Blvd 25 Crofton Country Club 47 Annapolis Rd + Princess Garden Pkwy 24 Mitchellville Rd + Harbour Way 20 9 th St + Chapel Ave 20 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 35

48 14.0 Recommendation #14 Install Trash Receptacles A field visit identified the location of all trash receptacles long the Bowie Lines. 29 stops (11 percent) were found to have an existing trash receptacle. All stops with more than 25 boardings per day that do not currently have a trash receptacle were identified as candidates for installation. Five stops require the installation of a trash receptacle. Table 37 lists the stops that require a trash receptacle. Table 40 provides a list of estimated costs for recommended improvements to amenities Table 37: Stops Requiring a Trash Receptacle Stop Direction Boardings Bowie State University + Martin Luther King Jr Ctr Terminal Stop 225 Northview Dr + Collington Rd (W) Westbound 80 Northview Dr + Collington Rd (E) Eastbound 55 Annapolis Rd + Glenn Dale Blvd Westbound 46 Annapolis Rd + Forbes Blvd Westbound 25 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 36

49 15.0 Recommendation #15 Install Shelters and Benches WMATA s Guidelines indicate that any stop with more than 50 boardings is a candidate for a shelter and bench. 42 stops (16 percent) were found to have an existing shelter and bench. One stop is identified as requiring a shelter and bench. Table 38 lists the stop that is a candidate for a shelter and bench. Table 40 provides a list of estimated costs for recommended improvements to amenities Table 38: Stop Requiring Shelter and Bench Stop Direction Boardings Northview Dr + Collington Rd (E) Eastbound 55 Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 37

50 16.0 Recommendation #16 Add Bus Stop Flags WMATA s Guidelines indicate that every stop should have a bus stop flag identifying the stop. 3 stops (1 percent) were found to be missing a bus stop flag. Table 39 provides a list of stops that are missing a bus stop flags. Table 40 provides a list of estimated costs for recommended improvements to amenities Table 39: Stops Requiring Bus Stop Flags Stop Direction Boardings Annapolis Rd + Washington La Eastbound 2 Collington Rd + Lerner Pl Southbound 1 Lanham-Severn Rd + Cipriano Rd Eastbound Estimated Costs of Bus Stop Amenities Improvements Table 40 provides a list of estimated costs for recommended improvements to amenities. Costs for additional sidewalks cannot be determined due to the varying conditions at stops. Table 40: Estimated Costs of Bus Stop Amenities Unit Quantity Cost per Unit Total Cost Bus Shelter and Bench 1 $10,000 $10,000 Bus Stop Flag 3 $100 $300 Information Case (Immediate Installation) 3 $200 $600 Information Case (Future Installation) 9 $200 $1,800 Bus Stop Landing Pad 90 $1,500 $135,000 Trash Receptacle 5 $1,000 $5,000 Stops Requiring Sidewalks* 67 N/A N/A Bus Stop Amenities Total Costs $152,700 *Sidewalk costs cannot be calculated since the inventory only noted if stops were missing sidewalks. To calculate sidewalk costs, additional information about the existing sidewalk network around each stop is necessary. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 38

51 17.0 Recommendation #17 Improvements to Traffic Operations Traffic operational issues for the Bowie Lines have been identified based on bus operator notes and consultant field observations/analysis during the AM and PM peak periods. Details on the traffic operational issues are outlined in this section, followed by recommendations for each observation. Traffic issues and recurring points of delay identified along the corridors are shown in Figure 6. a. Signal Timing and Phasing Bus delays were observed at several locations along the Bowie Lines, listed as follows: Harbour Way and Crain Highway Long signal cycles were observed along eastbound Harbour Way at Crain Highway during the PM peak period. Buses were observed waiting for over two minutes at the signal to make a left onto Crain Highway. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Crain Highway and Annapolis Road Long signal cycles and queues were observed along northbound Crain Highway at Annapolis Road during the PM peak period. Buses were observed waiting for over a minute at the signal. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Kenhill Drive and Collington Road Long signal cycles were observed along westbound Kenhill Drive at Collington Road during the AM peak period. Buses were observed waiting for over two minutes at the signal to make a left onto Collington Road. Additionally, crossing guards direct traffic at the intersection due to the elementary school on the corner. There can be significant backup on Collington Road as well due to the intersections proximity to U.S. 50. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Laurel-Bowie Road/Collington Road Long signal cycles were observed along eastbound and westbound Annapolis Road at Laurel Bowie Road during the PM peak period. Buses were observed waiting for over a minute at the signal. Additionally, long signal cycles were observed along northbound Laurel Bowie Road at Annapolis Road during the AM peak period. Buses were observed waiting for over a minute at the signal. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 39

52 Laurel Bowie Road and Old Chapel Road Long signal cycles were observed along southbound Laurel Bowie Road at Old Chapel Road during the AM peak period. Buses were observed waiting for over two minutes at the signal to make a left onto Old Chapel Road. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Laurel Bowie Road and Jericho Park Road Long signal cycles and queues were observed along eastbound Jericho Park Road at Laurel Bowie Road during the AM and PM peak periods. Buses leaving Bowie State University were observed waiting for over two minutes at the signal to make a left onto Laurel Bowie Road. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Annapolis Road and Martin Luther King Jr Highway Long signal cycles were observed along eastbound Annapolis Road at Martin Luther King Jr Highway during the AM peak period. Buses were observed waiting for over a minute at the signal to make a left at the merge of the two roads. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Lanham Severn Road and Glenn Dale Boulevard Long signal cycles were observed along eastbound and westbound Lanham Severn Road at Glenn Dale Boulevard during the AM and PM peak period. Buses were observed waiting for two minutes at the signal. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Lanham Severn Road/Annapolis Road and Princess Garden Parkway/Lanham Station Road Long signal cycles and queues were observed along the northbound and southbound segments at the merge of Lanham Severn Road and Annapolis Road at Princess Garden Parkway/ Lanham Station Rd during the AM and PM peak period. Buses were observed waiting for over two minutes at the signals. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Annapolis Road and 85 th Avenue Long signal cycles and queues were observed along northbound and southbound Annapolis Road at 85 th Avenue during the AM and PM peak period. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 40

53 Buses were observed waiting for over a minute at the signal. Delays can be partially attributed to road construction. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. Annapolis Avenue and Riverdale Road Long signal cycles and queues were observed along northbound and southbound Annapolis Road at Riverdale Road during the AM and PM peak period. Buses were observed waiting for over a minute at the signal. o Recommendation: Coordinate with Prince George s County or Maryland Department of Transportation to conduct traffic movement counts at this intersection in order to optimize cycle length/splits and prioritize bus traffic movements. b. Transit Stop Location and Parking Restrictions Annapolis Road and Laurel Bowie Road The transit stop along westbound Annapolis Road at Laurel Bowie Road is at the nearside of the intersection in the dedicated right turn lane. The stop s placement makes it difficult for buses to access and creates a conflict with other vehicles. o Recommendation: Coordinate with Prince George s County and Maryland Department of Transportation to move the stop to the far side of the intersection. Annapolis Road and Lanham Station Road The transit stop at eastbound Annapolis Road at Lanham Station Road is difficult for the B25 to access. The B25 has to cross 3 lanes in less than 300 feet for the bus to remain on Annapolis Road. o Recommendation: Discontinue B25 service at the stop. The stop would still be served by Metrobus Routes B27, F13, G12, G13, G14, and G16. Annapolis Road and Princess Garden Parkway The transit stop at westbound Annapolis Road at Lanham Station Road is difficult for the B24 to access. The B24 has to cross 3 lanes in less than 350 feet to access the stop and then immediately cross 2 lanes to remain on Annapolis Road. o Recommendation: Discontinue B24 service at the stop. The stop would still be served by Metrobus Routes B27, F13, G12, G13, G14, and G16. Minimal Parking Restrictions on Residential Streets through Bowie Most of the residential streets that the B22, B24, and B25 travel on have on-street parking. These streets include Kembridge Drive, Buckingham Drive, Stonybrook Drive, Tulip Grove Drive, Belair Drive, Sussex Lane, Millstream Drive and Moylan Drive. Most of these streets do not have restricted parking in front of the bus stops. Although no parking conflicts were observed on field visits, there is an opportunity for vehicles to park in front of stops. o Recommendation: Coordinate with City of Bowie on parking restrictions in front of stops. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 41

54 Figure 6: Traffic Operations Preliminary Findings Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 42

55 18.0 Other Options Considered This section summarizes other improvement options considered as part of the Bowie Lines Service Evaluation. These options were recommended either by the public or the project management team and were determined to have no significant improvements or were not cost effective Provide Service to Bowie State MARC Station This option considered providing service to the Bowie State MARC Station. Currently, several Bowie Lines terminate or begin at Bowie State University, including Routes B21, B22, and B27, but none of these routes serve the nearby Bowie State MARC Station. Adding a stop at the Bowie State MARC Station would provide an additional transit connection for passengers. Several financial and operational reasons exist as to why this option was not considered as a recommendation. Financially, extending service to the Bowie State MARC Station would require additional travel time to the B21, B22, and B27, which would amount to an additional $164,000 in annual operating costs. In order to maintain the existing frequency of the routes, two additional buses would need to be purchased which would lead to an additional $1.2 million in capital costs. Additional capital costs could include any additional bus stop improvements needed at the Bowie State MARC Station. Operationally, the recommendation would not be beneficial. According to the MWCOG Travel Model Version 2.3, the Bowie State MARC Station only has 120 boardings per day with 24 of those boardings access the station by bus transfer. The existing routes originate/terminate at a stop along Henry Circle, approximately 1/3 of a mile from the Bowie State MARC Station. The few bus transfers that occur already access the MARC Station since passengers do not have to walk a far distance from Henry Circle. Additionally, schedules for the Bowie Lines would attempt to be coordinated with the MARC train schedule in order to serve the MARC Station adequately, which may not be possible depending upon other scheduling demands Provide Direct Weekend Service to Bowie State University Throughout the public involvement process and through driver interviews, riders expressed the need for Metrobus service on the weekends in Bowie the area. Riders expressed that service was needed to Bowie Town Center, Bowie State University, and commercial centers primarily along Annapolis Road. After analyzing ridership data and existing route alignments, one variation considered was a modified B24 service that would be extended to Bowie State University. The revised routing would mostly follow the same alignment as the existing B24 service but would travel north of Tulip Grove Road on Laurel Bowie Road towards Bowie State University rather than south on Laurel Bowie Road. This option would have provided service to commercial developments and neighborhoods along Annapolis Road and would connect Bowie State University to New Carrollton Metro. Since much of this service would overlap with the existing C29 service along Laurel Bowie Road, the weekend service recommendation to provide direct service to Bowie Town Center via the B24 was the preferred recommended weekend alignment. WMATA s scheduling department would attempt to Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 43

56 coordinate schedules between the two routes to provide a transfer point at Laurel Bowie Road and Annapolis Road so that riders could access Bowie State University via the New Carrollton Metro. Metrobus Service Evaluation Study - Bowie Lines Technical Memorandum: #4: Recommendations 44

57

58 Table of Contents A. Introduction 1 Page B. Recommendations 2 1. Run Supplemental Trips when Six Flags is Open 2 2. Adjust Schedules to Reflect Actual Run Times 5 3. Evaluate Potential to Convert C21 Route Pattern Trips to C22 Trips 7 4. Improve Bus Stop Amenities 8 5. Identify Bus Stops that are Potential Candidates for Consolidation Coordinate with Prince George s County, Maryland SHA - Complete Studies to Optimize Signals/Address Other Traffic Issues 23 TOC - 1

59 List of Tables Page Table 1 Supplemental Trips Cost Estimates 4 Table 2 Run Time Adjustment Estimated Costs 6 Table 3 Cost Associated with Conversion of C21 Trips to C22 Trips 7 Table 4 Bus Stop Amenity Proposals Summary 9 Table 5 Central Avenue and Pointers Ridge Lines Stops Missing Information Cases 10 Table 6 Central Avenue and Pointers Ridge Line Stops Having Neither a Sidewalk nor Bus Stop Pad 11 Table 7 Central Avenue &Pointer Ridge Lines Stops -Immediate Installation of an Information Case 13 Table 8 Central Avenue and Pointer Ridge Lines Stops Information Case as Resources become Available 14 Table 9 Candidates for the Installation of a Trash Receptacle 15 Table 10 Candidates for the Installation of a Shelter and Bench 15 Table 11 Cost Estimate for Proposed Bus Stop Amenities 16 Table 12 Central Avenue Line Westbound Stops to be Considered for Consolidation 18 Table 13 Central Avenue Line Eastbound Stops to be Considered for Consolidation 19 Table 14 Pointers Ridge Line Northbound Stops to be Considered for Consolidation 20 Table 15 Pointers Ridge Line Southbound Stops to be Considered for Consolidation 20 List of Figures Figure 1 Central Avenue & Pointer Ridge Lines Eastbound/Northbound Stop Consolidation Candidates 21 Figure 2 Central Avenue & Pointer Ridge Lines Westbound/Southbound Stop Consolidation Candidates 22 Figure 3 Traffic Related Recommendations 27 TOC - 2

60 A. INTRODUCTION Outlined in this document are proposed service and physical improvement modifications for the Central Avenue Line (C21, C21, C26, C29) and Pointer Ridge Line (C28). The sources of these recommendations include the project Transit Service Assessment, the project Traffic Operations Assessment, ridership and bus stop analysis, and driver and supervisor interviews. The recommendations included in this document are the result of an iterative process that included feedback from the public and the study s Project Management Team in order to finalize a set of preliminary recommendations developed at the beginning of the study process. Each recommendation contained in this document includes detailed backup analysis that helps to identify the cost and ridership impacts associated with the recommendation s implementation as well as other data and graphics to support reader understanding of the recommendation. The recommendations are outlined below. It should be noted that this study was completed within the context of Prince George s County s vision for the Central Avenue Corridor, especially the portion of the corridor inside the Capital Beltway. This vision is focused on taking full advantage of the transit resources in the corridor to encourage increased Transit Oriented Development as well as making the corridor more pedestrian friendly through streetcaping and pedestrian enhancement projects. NOTE: All operating cost estimates contained in this document are based on a cost per platform hour of $ This is the most current cost per platform hour utilized by WMATA staff for cost estimating for service changes. The platform hour factor utilized in the cost estimates reflects the platform hour to revenue hour ratio on the two lines being evaluated, by day of week, and is based on data from the most recent WMATA Productivity Report (October 2011). Metrobus Service Evaluation Central Avenue 1 And Pointer Ridge Lines Recommendations

61 B. RECOMMENDATIONS 1. Run Supplemental Trips When Six Flags is Open to Address Six Flags Related Crowding a. Potential Modification There is significant crowding on the Central Avenue Line during the summer months due to employees and park visitors utilizing the line to access the Six Flags Amusement Park. This recommendation is to add supplemental trips to the Central Avenue Line during summer months to handle these crowds. Crowding due to riders to Six Flags was noted as a major issue by drivers, during public meetings, and through the evaluation of ridecheck data. The specific recommendations related to this issue include: 1. On weekdays add one additional eastbound C21 trip per hour to the schedule starting at 9:30 AM and ending with last additional trip at 1:30 pm, resulting in five additional trips. This is the time when the greatest eastbound crowding occurs (westbound trips do not display the same levels of crowding). This service would run as a C21 route pattern to Hall Road and Central Avenue and would make all stops. The Landover Division should also evaluate the potential for utilizing articulated buses for these trips, if feasible. These additional trips would run every weekday staring in the third week of June through to the opening of schools after Labor Day. 2. Saturday trips follow very much the same crowding pattern as weekday trips, with excessive crowding starting in the morning and running into the early afternoon. Therefore, the Saturday recommendation is to run one additional eastbound trip each hour starting at 9:00 AM and ending with the last additional trip ending at 1:00 PM, for a total of five additional trips. This service would run at as a modified C29 route pattern that runs via Largo Road (the weekday C21 pattern), does not serve East Kettering and terminates at Hall Road and Central Avenue. As with weekday service, the Landover Division should consider the use of articulated buses if this is feasible. 3. Crowding does occur on some early eastbound Sunday trips, though the level of crowding is not as significant as on weekdays and Saturdays. The recommendation for Sunday is to add two additional eastbound trips at 10:00 AM and 11:00 AM, at the time when crowding is most significant. Metrobus Service Evaluation Central Avenue 2 And Pointer Ridge Lines Recommendations

62 4. The final recommendation related to the crowding issue is to run two supplemental westbound trips every day of the week after the park closes, between the third week of June until after Labor Day. Personal observation as well as feedback from park employees and drivers noted that there is extreme crowding on westbound trips right after the park closes. It is proposed that the first trip leave the Park ½ hour after the park closes (currently the park website indicates the park closing at 9:00 PM, though feedback received at the public meeting indicated the park closes at 10:00 PM) and the second trip would leave 45 minutes after the park closes. The first trip would be to accommodate park visitors and the second trip would be to accommodate park employees, who have a check out process that takes additional time after park closing. The use of articulated buses on these trips would be most advantageous, if feasible, given the very concentrated crowds associated with the closing of the park. The estimated costs of these supplemental trips are outlined below in Table 1. Metrobus Service Evaluation Central Avenue 3 And Pointer Ridge Lines Recommendations

63 Table 1 Supplemental Trips Cost Estimates Supplemental Eastbound Weekday Trips # of Supplemental Trips Time Per Trip (in hours) Total Daily Revenue Hours Platform Hour Factor Total Daily Platform Hours Cost per Platform Hour Total Daily Costs Days of Service Total Cost $ $ $28,610 Supplemental Westbound PM Trips - Weekday $ $ $11,444 Total Weekday Costs $40,055 Supplemental Eastbound Saturday Trips $ $ $4,870 Supplemental Westbound PM Trips - Saturday $ $ $1,948 Total Saturday Costs $6,819 Supplemental Eastbound Sunday Trips $ $ $1,851 Supplemental Westbound PM Trips - Sunday $ $ $1,851 Total Sunday Costs $3,702 Total - All Supplemental Trips $50,575 Metrobus Service Evaluation Central Avenue 4 And Pointer Ridge Lines Recommendations

64 b. Source for Modification Extensive feedback from multiple sources including at the public meeting and during driver interviews. c. Additional Analysis One final note regarding this recommendation relates to how these supplemental trips will be staffed with drivers. The proposed time frame for these supplemental trips (between June and Labor Day) do not correspond to driver picks, which occur in late June and September, and therefore these supplemental trips will have to be staffed in some manner other than standard scheduled blocks. Staffing methods may include utilizing the Landover Division extraboard or through drivers working overtime (utilizing overtime will likely increase the costs of providing these trips beyond the estimate included in Table 1). These decisions on how to staff these supplemental trips will be made upon implementation of this recommendation. 2. Adjust Schedules to Reflect Actual Run Times and Improve Reliability a. Potential Modification A review of actual run times versus scheduled run time data shows that there are a number of instances where actual run time on different Central Avenue Line route patterns exceeds scheduled run time. These instances occur on multiple route patterns being evaluated as well as on multiple days of the week. The proposed modification to run time is twofold. The first part of the recommendation is to have the WMATA Bus Schedules Department do a detailed assessment of actual run times, utilizing NextBus data, to confirm the findings of the analysis completed as part of this study. If the detailed analysis by the Schedules Department confirms the findings of this analysis, the second part of the recommendation is to add run time on those routes and days where scheduled run times are inadequate. The estimated cost of addressing inadequate run times is outlined in Table 2 below (note: only time periods and direction where run time deficiencies were identified are included in Table 2). Metrobus Service Evaluation Central Avenue 5 And Pointer Ridge Lines Recommendations

65 Table 2 Run Time Adjustment Estimated Costs Weekday Route Direction Time Period Additional Run Time Required - in Minutes Number of Trips Additional Revenue Hours Platform Hour Factor Total Platform Hours Cost per Platform Hour Additional Daily Cost Additional Annual Cost (250 weekdays, 57 Saturdays, 58 Sundays) C21 Eastbound AM Peak $ $ $41,009 C21 Eastbound Mid-Day $ $63.91 $15,978 C21 Westbound PM Peak $ $ $44,737 C22 Eastbound Mid-Day $ $63.91 $15,978 C22 Eastbound PM Peak $ $ $25,564 C22 Westbound AM Peak $ $89.47 $22,369 C22 Westbound Mid-Day $ $ $28,760 C26 Eastbound PM Peak $ $ $25,564 Total Weekday $219,958 Saturday C29 Eastbound AM Peak $ $26.45 $1,507 C29 Eastbound Mid-Day $ $79.34 $4,522 C29 Westbound AM Peak $ $17.63 $1,005 C29 Westbound Mid-Day $ $79.34 $4,522 C29 Westbound PM Peak $ $61.71 $3,517 Total Saturday $15,074 Sunday C29 Eastbound AM Peak $ $46.06 $2,671 C29 Eastbound Mid-Day $ $75.37 $4,371 C29 Westbound AM Peak $ $12.56 $729 C29 Westbound Mid-Day $ $87.93 $5,100 C29 Westbound PM Peak $ $67.00 $3,886 Total Sunday $16,757 Metrobus Service Evaluation Central Avenue 6 And Pointer Ridge Lines Recommendations

66 3. Evaluate Potential to Convert C21 Route Pattern Trips into C22 Trips to Simplify the Service and Provide Greater Service Coverage a. Potential Modification The C21 Route pattern is a peak period, reverse peak route pattern that is comparable to the C22 but does not serve certain portions of the West Kettering neighborhood, including portions of Harry S Truman Drive and Mount Lubentia Way (the C21 replaces the C22 in the reverse peak direction during the AM and PM peaks. The C21 runs in the eastbound direction in the AM peak and the westbound direction in the PM peak)). This recommendation is to evaluate the potential to convert all C21 route pattern trips to C22 trips. This would serve two purposes. First, it would help to simplify the service and also help to avoid passenger confusion associated with having two different route patterns during different periods of the day. Second it would expand route coverage to the portions of Harry S Truman Drive and Mount Lubentia Way not served by the C21. One current stop, at Largo High School, would not be served if this service modification is implemented. In the eastbound direction there are zero daily boardings and 36 daily alightings at this stop. In the westbound direction there are three daily boardings and one alighting at this stop. The C22 trip pattern is 12 minutes longer than the C21 pattern because of the additional area it serves, and therefore this change would likely require an additional bus in service in order to maintain the current headway. The estimated cost of running an extra bus during C21 service hours is shown below in Table 3. One final note is that the implementation of run time adjustments described above in Section 2 may require an additional bus on the C22 to accommodate longer scheduled run times. If this is the case, this modification of C21 trips could be implemented in conjunction with the run time adjustments described above. Table 3 Cost Associated with Conversion of C21 Trips to C22 Trips # of C21 Service Hours (AM and PM)* # of Additional Buses Additional Daily Revneue Hours Platform Hour Factor Daily Platform Hours Cost Per Platform Hour Daily Cost from Conversion Annual Cost (250 Days) $ $ $207,708 * 4 hours AM Peak, 2.5 hours PM Peak b. Source for Modification PMT feedback and review of route simplicity evaluation criteria. Metrobus Service Evaluation Central Avenue 7 And Pointer Ridge Lines Recommendations

67 c. Additional Analysis Current all day boardings in both directions on the portion of the C22 that is not served by the C21 route pattern is 66. This data provides a sense of the demand along these un-served portions. 4. Improve Bus Stop Amenities a. Proposed Modification A field review of stops on the Central Avenue and Pointer Ridge Lines was completed in order to identify stop amenities at each stop along the 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 in the hierarchy are amenities that should be installed based on the level of passenger boarding activity at a stop. These additional amenities include an information case, a trash receptacle, and a shelter and bench. Outlined first in Table 4 is a summary of all of the amenities proposed, by Line. Following the summary table are more detailed tables containing information on amenities proposed, by stop, and Line. In this detail, the proposed basic amenities are outlined first, followed by those amenities that are contingent upon boarding activity at a stop. Metrobus Service Evaluation Central Avenue 8 And Pointer Ridge Lines Recommendations

68 Table 4 Bus Stop Amenity Proposals Summary Amenity Central Avenue Line #of Stops Installation Proposed At Total Number of Stops Percentage of Stops Amenity Proposed At Bus Stop Flag % Sidewalk or Bus Stop Pad % Information Case Immediate % Installation Information Case Installation as % Resources Become Available Trash Receptacle * % Shelter and Bench * % Pointer Ridge Line Sidewalk or Bus Stop Pad % Information Case Installation as % Resources Become Available Trash Receptacle ** % Shelter and Bench ** % * One candidate stop is shared with Pointer Ridge Line service ** Stop is shared with the Central Avenue Line service The first basic amenity that should be located at all stops is a bus stop flag. The stops missing a bus stop flag are outlined in Table 5. Metrobus Service Evaluation Central Avenue 9 And Pointer Ridge Lines Recommendations

69 Table 5 Central Avenue Line and Pointer Ridge Line Stops Missing Bus Stop Flags Stop Direction Line Daily Stop Boardings Commerce Dr & #839 EB/WB* Central Avenue 0 Keverton Dr & Watkins Park Dr EB/WB* Central Avenue 19 Watkins Park Dr & Chesterton Dr N EB/WB* Central Avenue 54 Campus Way South & (Rt 202) Largo Rd EB Central Avenue 25 (Rt 214) Central Ave & Morgan Blvd WB Central Avenue 24 Kettering Dr & Kettering Terr WB Central Avenue 4 Largo Rd (Rt 202) & Castleton Dr WB Central Avenue Laurel-Bowie Rd & Old Chapel Rd (N) NB Central Avenue C29 0 Saturday Only 197 Laurel-Bowie Rd & Whitehall Dr NB Central Avenue C29 0 Saturday Only * Stop is served in both directions based on routing Outlined next in Table 6 is a list of stops on the Central Avenue and Pointer Ridge Lines that have neither a sidewalk nor bus stop pad at the stop. Included in Table 6 are the daily boardings at the stop in order to provide data on potential prioritization of sidewalk and bus pad installation. Metrobus Service Evaluation Central Avenue 10 And Pointer Ridge Lines Recommendations

70 Table 6 Central Avenue and Pointer Ridge Line Stops Having Neither a Sidewalk nor Bus Stop Pad at the Stop Stop Central Avenue Line Eastbound Stops Stop Daily Boardings Metrobus Service Evaluation Central Avenue 11 And Pointer Ridge Lines Recommendations Stop Stop Daily Boardings (Rt 214) Central Ave & Lincoln Tech 11 Lake Arbor Way & (Rt 214) Central Ave 0 (Rt 214) Central Ave & Pepper Mill Dr 7 Lake Arbor Way & Fairlakes Pl 0 (Rt 214) Central Ave & Ritchie Rd 18 Lake Arbor Way & Golf Course Dr 1 (Rt 214) Central Ave & Shady Glen Dr 22 Lake Arbor Way & Lake Front Dr 0 (Rt 214) Central Ave & Walker Mill Dr 1 Lake Arbor Way & Lake Shore Dr 0 (Rt 214) Central Ave & West Hampton Ave 0 Lake Arbor Way & Prem # Apollo Dr & Arena Dr 0 Lake Arbor Way & Winged Foot Dr 0 Apollo Dr & Lottsford Rd 6 Largo Center Dr & Lake Pointe Ct 7 Brightseat Rd & #403 9 Lottsford Rd & Arena Dr 0 Brightseat Rd & Prince George s Co DHR 4 Mt Lubentia Way & Bly Ct 2 Campus Way North & Lake Arbor Way 4 Mt Lubentia Way & Darien Pl 0 Campus Way North & Lazy Day La 5 Mt Lubentia Way & Falcon Dr (E) 0 Campus Way North & Westlake Dr 1 (Rt 214) Central Ave & # Harry Truman Dr & Largo Dr (W) 18 (Rt 214) Central Ave & Cameron Grove Blvd 5 Harry Truman Dr & Lottsford Rd 0 (Rt 214) Central Ave & Church Rd 0 Kettering Dr & (Rt 202) Largo Rd 0 (Rt 214) Central Ave & Danfield Rd 0 Kettering Dr & Abbotswood Ct 1 (Rt 214) Central Ave & Kettering Dr 0 Kettering Dr & Bennington Dr 0 (Rt 214) Central Ave & Six Flags Park 9 Kettering Dr & Honeysuckle Ct 7 (Rt 214) Central Ave & St Michael s Dr 1 Kettering Dr & Kettering Ct 1 (Rt 214) Central Ave & Staton Dr 0 Kettering Dr & Red Jade Dr (N) 0 (Rt 214) Central Ave & Watkins Park Dr 23 Kettering Dr & Red Jade Dr (S) 1 Kettering Dr & West Branch Dr 8 Central Avenue Line Westbound Stops Largo Center Dr & Lake Pointe Ct 0 Kettering Dr & Bennington Dr 19 Largo Center Dr & Zachary St 24 Kettering Dr & Herrington Dr 10 Largo Rd (Rt 202) & Castleton Dr 3 Kettering Dr & Honeysuckle Ct 7 Lottsford Rd & Arena Dr 6 Kettering Dr & Kettering Crossing 12 Mt Lubentia Way & Darien Pl 8 Kettering Dr & Kettering Ct 2 Mt Lubentia Way & Dwyer Pl 2 Kettering Dr & Kettering La 9 Mt Lubentia Way & Falcon Dr (E) 8 Lake Arbor Way & Burning Tree Ct 12 Mt Lubentia Way & Mt Lubentia Ct 8 Lake Arbor Way & Congressional Ct 8 Brightseat Rd & Bet #338 & 400 Social Security 6 Lake Arbor Way & Fairlakes Pl 12 Brightseat Rd & T G Pullen School 1 Lake Arbor Way & Golf Course Dr 9 (Rt 214) Central Ave & Daimler Dr 1 Lake Arbor Way & Prem # (Rt 214) Central Ave & Gentry La 5 Lake Arbor Way & Winged Foot Dr 14 (Rt 214) Central Ave & Jonquil Ave 2 Lake Arbor Way & Woodmont Ct 3 (Rt 214) Central Ave & Lincoln Tech 4 Largo Center Dr & Harry S Truman Dr 1 (Rt 214) Central Ave & Pepper Mill Dr 4 (Rt 214) Central Ave & # (Rt 214) Central Ave & St Michael s Dr 16 (Rt 214) Central Ave & Cameron Grove Blvd 13

71 Stop Stop Daily Boardings Stop Stop Daily Boardings Apollo Dr & Arena Dr 5 (Rt 214) Central Ave & Church Rd 10 Apollo Dr & Mercantile La 11 (Rt 214) Central Ave & Danfield Rd 2 Brightseat Rd & Centre Point Office Park 18 (Rt 214) Central Ave & Devonwood Dr 19 Brightseat Rd & Glen Valley Dr 7 (Rt 214) Central Ave & Pennsbury Dr 24 Campus Way North & Arbor Park Pl 12 (Rt 214) Central Ave & Staton Dr 0 Campus Way North & Elders Hollow Dr 22 Arena Dr & Shoppers Way 0 Campus Way North & Lake Arbor Way 4 Brightseat Rd & #416 Pg Social Service 5 Campus Way North & West Haven Dr 17 (Rt 214) Central Ave & Morgan Blvd 35 Campus Way South & (Rt 202) Largo Rd 11 Kettering Dr & Kettering Terr 4 Kettering Dr & (Rt 202) Largo Rd 16 Central Avenue Line Stops Served in both Directions due to Routing Hall Rd & Pin Oak Pkwy 5 Cambleton Dr & Staton Dr 3 Commerce Dr & #475 0 Cambleton Dr & Weymouth St 2 Commerce Dr & #515 4 Harry Truman Dr & Mt Lubentia Way N 8 Commerce Dr & #800 1 Keverton Dr & Alistair St 3 Commerce Dr & #901 0 Watkins Park Dr & Cambleton Dr S 30 Commerce Dr & Commerce Ct 6 Watkins Park Dr & Cambleton Dr N 5 Prince George's Blvd & #300 0 Watkins Park Dr & Chesterton Dr S 11 Prince George's Blvd & #400 0 Whiteholm Dr & Keverton Dr 9 Prince George's Blvd & #700 0 Trade Zone Ave & # Prince George's Blvd & Branch Ct 0 Trade Zone Ave & Prince George s Blvd 22 Prince George's Blvd & Commerce Dr 2 Commerce Dr & #839 0 Prince George's Blvd & Trade Zone Ave 6 Keverton Dr & Watkins Park Dr 19 Trade Zone Ave & # Watkins Park Dr & Chesterton Dr N 54 Pointer Ridge Line Northbound Stops (toward New Carrollton) *Stop served by C29 on Saturday only boardings are Saturday boardings Mitchellville Rd & Arbor Hill La 7 Nottinghill Dr & Needlewood La (N) 9 Nottinghill Dr & Northview Dr 6 Nottinghill Dr & Needlewood La (S) 14 Peach Walker Dr & Piller La 8 Peach Walker Dr & Mitchellville Rd 3 Pittsfield La & Pond Meadow La (N) 8 Peach Walker Dr & Mt Oak Rd Collington Rd & Faith La 0* Peach Walker Dr & Panther La Collington Rd & Lerner Pl 0* Peach Walker Dr & Pecan La Collington Rd & Tulip Grove Dr 0* Peach Walker Dr & Perrell La Laurel-Bowie Rd & Race Track Rd 3* Peach Walker Dr & Plymouth Ct Laurel-Bowie Rd & Rustic Hill Dr 0* Peach Walker Dr & Powell La (S) Laurel-Bowie Rd & Whitehall Dr 0* Peach Walker Dr & Price La 3 Metrobus Service Evaluation Central Avenue 12 And Pointer Ridge Lines Recommendations

72 Stop Stop Daily Boardings Stop Stop Daily Boardings Pointer Ridge Line Southbound Stops (toward Pointer Ridge) *Stop served by C29 on Saturday only boardings are Saturday boardings 197 Collington Rd & Lerner Pl 0* Pittsfield La & Pickford La Collington Rd & Long Ridge La 0* Pittsfield La & Pointer Ridge Dr Collington Rd & Lyle La 0* Pittsfield La & Pond Meadow La (N) Collington Rd & Tongue Ave 1* Pointer Ridge Dr & Penn Manor La Laurel-Bowie Rd & Race Track Rd 5* Pointer Ridge Dr & Presswick La Laurel-Bowie Rd & Rustic Hill Dr 0* Mitchellville Rd & Arbor Hill La 0 Pittsfield La & # Nottinghill Dr & Northshire La 0 Pointer Ridge Line Stops Served in both Directions due to Routing *Stop served by C29 on Saturday only boardings are Saturday boardings Health Center Dr & Northview Dr* 3 Hall Rd & Pointer Ridge Dr 80 Health Center Dr & Senior Center 3 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 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 7 identifies those stops recommended for the immediate installation of information cases and Table 8 identifies those stops that are recommended for installation of information cases as resources become available. Table 7 Central Avenue and Pointer Ridge Lines Stops Recommended for Immediate Installation of an Information Case Stop Direction Line Daily Stop Boardings Central Avenue & Enterprise Road Westbound Central Avenue 78 Central Avenue & Chesteron Drive (N) EB/WB* Central Avenue 54 *Stop is served in both directions based on routing Metrobus Service Evaluation Central Avenue 13 And Pointer Ridge Lines Recommendations

73 Table 8 Central Avenue and Pointer Ridge Lines Stops Recommended for Installation of an Information Case as Resources become Available Stop Direction Line Daily Stop Boardings Central Avenue & Cindy Lane Eastbound Central Avenue 26 Central Avenue & Shady Glen Drive Eastbound Central Avenue 22 Central Avenue & Watkins Park Drive Eastbound Central Avenue 23 Campus Way South & Prince Place Eastbound Central Avenue 31 Campus Way South & Largo Road Eastbound Central Avenue 25 Central Avenue & Morgan Blvd. Westbound Central Avenue 24 Brightseat Road & County Social Service Westbound Central Avenue 35 Office (#416) Campus Way North & Elders Hollow Drive Westbound Central Avenue 22 Campus Way South & Treetop Westbound Central Avenue 24 Condos Campus Way South & Joyceton Drive Westbound Central Avenue 49 Harry S Truman Drive & Capital Lane Westbound Central Avenue 23 Largo Center Drive & Zachary Street Westbound Central Avenue 24 Prince Place & the Pines Apartments Westbound Central Avenue 31 Harry S Truman Drive & Birdie Lane EB/WB* Central Avenue 38 Trade Zone Avenue & Prince George s Blvd. EB/WB* Central Avenue 22 Watkins Park Drive & Cambelton Drive (N) EB/WB* Central Avenue 30 Northview Drive & Collington Rd South Northbound Pointer Ridge 26 *Stop is served in both directions based on routing 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 installation of a receptacle. Candidates for a trash receptacle are listed below in Table 9. Metrobus Service Evaluation Central Avenue 14 And Pointer Ridge Lines Recommendations

74 Table 9 Candidates for the Installation of a Trash Receptacle Stop Direction Line Daily Stop Boardings (Rt 214) Central Ave & Six Flags Park WB Central Avenue 147 (Rt 214) Central Ave & Brightseat Rd WB Central Avenue 95 (Rt 214) Central Ave & Enterprise Rd WB Central Avenue 78 Brightseat Rd & #416 Pg Social Service WB Central Avenue 35 Rt 214) Central Ave & Cindy La EB Central Avenue 26 Hall Rd & Pointer Ridge Dr Both Directions* Central Avenue & 80 Pointer Ridge Watkins Park Dr & Chesterton Dr N Both Directions* Central Avenue 54 Harry Truman Dr & Birdie La Both Directions* Central Avenue 38 Watkins Park Dr & Cambleton Dr N Both Directions* Central Avenue 35 * Stop is served in both directions based on routing 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 per day is a candidate for a shelter and bench. Outlined below in Table 10 is a list of stops that are candidates for a shelter and bench. Table 10 Candidates for the Installation of a Shelter and Bench Stop Direction Line Daily Stop Boardings (Rt 214) Central Ave & Brightseat Rd* WB Central Avenue 95 (Rt 214) Central Ave & Enterprise Rd WB Central Avenue 78 Hall Rd & Pointer Ridge Dr Both Directions** Central Avenue & Pointer 80 Ridge Watkins Park Dr & Chesterton Dr N Both Directions** Central Avenue 54 *Stop has a bench, but lacks a shelter. ** Stop is served in both directions based on routing Other elements in the amenity hierarchy for basic stops include lighting for lines that provide evening service. On the Central Avenue Line this lighting is generally provided by streetlights and lighting from adjacent uses. This type of lighting is not as prevalent on portions of the Pointer Ridge Line but service on this line ends in the early evening so no additional recommendations are made. System maps are proposed at all stops with shelters, including all shelters proposed for installation in this study. b. Source for Proposed Modification Bus stop amenity analysis. Metrobus Service Evaluation Central Avenue 15 And Pointer Ridge Lines Recommendations

75 c. Detailed Analysis and Cost Estimate The proposed stop amenity analysis was based on a comprehensive field analysis and comparison of that analysis against boarding and alighting data collected from on-board riding checks completed by WMATA staff. The estimated cost of the proposed amenities is outlined Table 11. Of note is that different agencies/jurisdictions are responsible for different amenities, as outlined below. Bus stop pads, trash receptacles, and shelters and benches would be the responsibility of Prince George s County. The information cases and bus stop flags are the responsibility of WMATA. Table 11 Cost Estimate for Proposed Bus Stop Amenities Unit Quantity Cost Per Unit Total Cost Bus Shelter/Bench 4 $10,000 $40,000 Trash Receptacle 9 $1,000 $9,000 Information Case - Immediate Installation 2 $200 $400 Information Case - Longer Term Installation 17 $200 $3,400 Bus Stop Flags 9 $100 $900 Bus Stop Pads 158 $1,500 $237,000 Total $289,700 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 Metrobus Service Evaluation Central Avenue 16 And Pointer Ridge Lines Recommendations

76 6. Identify Bus Stops that are Potential Candidates for Consolidation Based on WMATA Guidelines for Ideal Distance between Stops a. Proposed Modification A number of bus stops along the two lines are closer together than the WMATA guideline that states that bus stops should be between 0.2 and 0.25 miles apart. An analysis of bus stop spacing on the line shows a number of candidates for stop consolidation based on these stop to stop distance guidelines. This recommendation is to begin the process for consolidation based on WMATA processes and procedures. It should be emphasized that this step in the process only identifies stops that do not meet the WMATA bus stop spacing guidelines. Based on this spacing analysis these stops have been identified as potential candidates for consolidation. This list will be used by WMATA planners as the starting point for the detailed bus stop consolidation process, which involves extensive review of special needs activity centers such as schools, medical facilities, or elderly housing and an extensive public outreach and comment process. b. Source for Proposed Modification Bus stop consolidation analysis c. Detailed Analysis Tables 12, 13, 14, and 15 identify the bus stops that are candidates for consolidation based on the distance to the previous stop and the next stop on the line and whether these distances meet WMATA guidelines for distance between stops. This evaluation was done for every stop on the line. The tables show the candidate stop, the stop previous to the candidate stop, the distance to the previous stop, the next stop after the candidate stop, the new distance between stops if the candidate stop was eliminated, and daily boardings and alightings at the candidate stop. The identification of candidates for consolidation takes into account the distance between the two adjacent stops if the stop being evaluated was eliminated. If the distance between the two remaining stops exceeds the WMATA guideline of 0.25 miles between stops, then the stop was not included as a candidate for consolidation (as noted, every stop on the line was evaluated in this manner). Also, it is important to note that all potential candidates based on the WMATA guidelines are included in the tables below. Since many of the candidate stops are adjacent to each other, elimination of one candidate would affect the distance between stops for remaining candidates and thus a candidate on the original list may fall off the list when new distances between stops are calculated. Maps showing the location of the consolidation candidates are shown in Figures 1 and 2. Metrobus Service Evaluation Central Avenue 17 And Pointer Ridge Lines Recommendations

77 Table 12 Central Avenue Line Westbound Stops to be Considered for Consolidation C21,22,26,29 Westbound Bus Stop Consolidation Candidates Candidate Stop Previous Stop Metrobus Service Evaluation Central Avenue 18 And Pointer Ridge Lines Recommendations Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Total Distance if Candidate Stop is Eliminated Boardings at Stop TRADE ZONE AVE + #16155 TRADE ZONE AVE + # TRADE ZONE AVE + PRINCE GEORGES BLVD COMMERCE DR + #901 PRINCE GEORGES BLVD + COMMERCE DR 0.11 COMMERCE DR + # TRADE ZONE AVE + #16155 TRADE ZONE AVE + # TRADE ZONE AVE + PRINCE GEORGES BLVD CENTRAL + DEVONWOOD DR HALL RD + POINTER RIDGE 0.1 HALL+PINEOAK WHITEHOLM DR + KEVERTON DR WHITEHOLM DR + KENDLE ST 0.12 KEVERTON DR + ALASTAIR ST CAMPUS WAY NORTH + LAKE ARBOR WAY LAKE ARBOR WAY + # CAMPUS WAY NORTH + ARBOR PARK PL CAMPUS WAY NORTH + ARBOR PARK PL CAMPUS WAY NORTH + LAKE ARBOR WAY 0.08 CAMPUS WAY NORTH + WEST HAVEN DR KETTERING DR + KETTERING CT KETTERING DR + BENNINGTON DR 0.11 KETTERING DR + LARGO RD CAMPUS WAY SOUTH + HARRY S TRUMAN CAMPUS WAY SOUTH + #10055 DR 0.11 CAMPUS WAY SOUTH + # CAMPUS WAY SOUTH + #10143 CAMPUS WAY SOUTH + # CAMPUS WAY SOUTH + PRINCE PL CAMPUS WAY SOUTH + PRINCE PL CAMPUS WAY SOUTH + LARGO RD 0.14 CAMPUS WAY SOUTH + PRINCE PL CAMPUS WAY SOUTH + PRINCE PL CAMPUS WAY SOUTH + PRINCE PL 0.01 CAMPUS WAY SOUTH CAMPUS WAY SOUTH CAMPUS WAY SOUTH + PRINCE PL 0.14 CAMPUS WAY SOUTH CAMPUS WAY SOUTH CAMPUS WAY SOUTH CAMPUS WAY SOUTH + HARRY S TRUMAN DR HARRY S TRUMAN DR + PRINCE PL CAMPUS WAY SOUTH + HARRY S TRUMAN DR 0.22 HARRY S TRUMAN DR + PRINCE PL HARRY S TRUMAN DR + PRINCE PL HARRY S TRUMAN DR + PRINCE PL 0.01 PRINCE PL + PINES PRINCE PL + PINES HARRY S TRUMAN DR + PRINCE PL 0.06 PRINCE PL + COMMERCE PL HARRY S TRUMAN DR + LARGO RD HARRY S TRUMAN DR + LOTTSFORD RD 0.17 LARGO TOWN CENTER STATION + BUS BAY D BRIGHTSEAT RD + DHR BRIGHTSEAT RD + CP Office Park 0.08 BRIGHTSEAT RD + # Alightings at Stop

78 Table 13 Central Avenue Line Eastbound Stops to be Considered for Consolidation C21,22,26,29 Eastbound Bus Stop Consolidation Candidates Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Total Distance if Candidate Stop is Eliminated Stop Boardings BRIGHTSEAT RD + #403 BRIGHTSEAT RD + GLEN VALLEY DR 0.02 BRIGHTSEAT RD + DHR LARGO CENTER DR + LAKE POINTE CT LARGO CENTER DR + ZACHERY ST 0.15 LARGO CNTR DR + BUILDING LARGO CNTR DR + BUILDING 9816 LARGO CENTER DR + LAKE POINTE CT 0.03 LARGO CNTR DR + BUILDING CAMPUS WAY SOUTH + HARRY S TRUMAN CAMPUS WAY SOUTH + #10055 DR 0.11 CAMPUS WAY SOUTH + # CAMPUS WAY SOUTH + #10143 CAMPUS WAY SOUTH + # CAMPUS WAY SOUTH + PRINCE PL CAMPUS WAY SOUTH CAMPUS WAY SOUTH + PRINCE PL 0.08 CAMPUS WAY SOUTH HARRY S TRUMAN DR + CAMPUS WAY CAMPUS WAY SOUTH CAMPUS WAY SOUTH SOUTH CAMPUS WAY NORTH + STOCKPORT CT CAMPUS WAY NORTH + WESTLAKE DR 0.15 CAMPUS WAY NORTH + LAKE ARBOR WAY CAMPUS WAY NORTH + LAKE ARBOR WAY CAMPUS WAY NORTH + STOCKPORT CT 0.08 LAKE ARBOR WAY + # KETTERING DR + KETTERING CT KETTERING DR + LARGO RD 0.09 KETTERING DR + BENNINGTON DR KETTERING DR + RED JADE DR KETTERING DR + ABBOTSWOOD CT 0.12 KETTERING DR + RED JADE DR KETTERING DR + RED JADE DR KETTERING DR + RED JADE DR 0.1 KETTERING DR + WEST BRANCH DR WATKINS PARK DR + CAMBLETON DR WATKINS PARK DR + CHESTERTON DR 0.14 CAMBLETON DR + WEYMOUTH ST CAMBLETON DR + WEYMOUTH ST WATKINS PARK DR + CAMBLETON DR 0.09 CAMBLETON DR + STATON DR COMMERCE DR + #476 COMMERCE DR + # COMMERCE DR + # TRADE ZONE AVE + #16155 TRADE ZONE AVE + # TRADE ZONE AVE + PRINCE GEORGES BLVD COMMERCE DR + #901 PRINCE GEORGES BLVD + COMMERCE DR 0.11 COMMERCE DR + # Stop Alightings Metrobus Service Evaluation Central Avenue 19 And Pointer Ridge Lines Recommendations

79 Table 14 Pointer Ridge Line Northbound Stops to be Considered for Consolidation C28 Northbound Bus Stop Consolidation Candidates Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance if Candidate Stop is Eliminated Stop Boardings PITTSFIELD LA + PICKFORD LA PITTSFIELD LA + POINTER RIDGE DR 0.09 PITTSFIELD LA + # PEACH WALKER DR + PRICE LA PEACH WALKER DR + MITCHELLVILLE RD 0.12 PEACH WALKER DR + PLYMOUTH CT NOTTINGHILL DR + NEWSOME LA NOTTINGHILL DR + NEW COACH LA 0.11 NOTTINGHILL DR + NORTHSHIRE LA NOTTINGHILL DR + NORTHSHIRE LA NOTTINGHILL DR + NEWSOME LA 0.13 NOTTINGHILL DR + NORTHVIEW DR Stop Alightings Table 15 Pointer Ridge Line Southbound Stops to be Considered for Consolidation C28 Southbound Bus Stop Consolidation Candidates Candidate Stop Previous Stop Distance to Previous Stop Miles Next Stop Distance to Next Stop Miles Distance if Candidate Stop is Eliminated Stop Boardings NORTHVIEW DR + HEALTH CENTER DR HEALTH CENTER DR + SENIOR CENTER 0.15 NORTHVIEW DR + NEW HAVEN DR NORTHVIEW DR + NEW HAVEN DR NORTHVIEW DR + HEALTH CENTER DR 0.1 NORTHVIEW DR + NASHUA LA NOTTINGHILL DR + NORTHSHIRE LA NORTHVIEW DR + NOTTINGHILL DR 0.1 NOTTINGHILL DR + NEWSOME LA PITTSFIELD LA + PICKFORD LA PITTSFIELD LA + # PITTSFIELD LA + POINTER RIDGE DR Stop Alightings Metrobus Service Evaluation Central Avenue 20 And Pointer Ridge Lines Recommendations

80 Figure 1 Central Avenue and Pointer Ridge Lines Eastbound and Northbound Stop Consolidation Candidates Metrobus Service Evaluation Central Avenue 21 And Pointer Ridge Lines Recommendations

81 Figure 2 Central Avenue and Pointer Ridge Lines Westbound and Southbound Stop Consolidation Candidates Metrobus Service Evaluation Central Avenue 22 And Pointer Ridge Lines Recommendations

82 7. Coordinate with Prince George s County and Maryland State Highway Administration Complete Studies to Optimize Signals and Address Other Traffic Issues a. Proposed Modification A number of signal timing and other traffic issues were identified as part of the project Traffic Assessment. The issues and proposed approaches to address these issues are summarized below, by improvement type. The locations of the proposed recommendations are shown in Figure 3. It should be noted that these recommendations will be reviewed by Prince George s County and this input will be incorporated into the implementation plan, including implementation priority. Signal Timing and Phasing Bus delays were observed at several locations along the Central Avenue/Pointer Ridge alignments. Recommendations related to these delays are outlined below. 1. Conduct turning movement/pedestrian counts at the intersection of Central Avenue and Ritchie Road/Morgan Boulevard and optimize cycle length/splits based on traffic demand on all intersection legs. 2. Conduct turning movement/pedestrian counts at the intersection of Central Avenue and Brightseat Road and optimize cycle length/splits based on traffic demand on all intersection legs. 3. Explore the possibility of providing eastbound vehicles turning left from Central Avenue onto Devonwood Drive with a protected permissive left-turn phase, which would run concurrently with eastbound through traffic. 4. Conduct turning movement/pedestrian counts at the intersection of Trade Zone Avenue and Crain Highway and optimize cycle length/splits based on the traffic demand on all legs of the intersection. 5. Conduct turning movement/pedestrian counts at the intersection of Central Avenue and Watkins Park Drive/Enterprise Road and optimize cycle length/splits based on the traffic demand on all legs of the intersection. 6. Conduct turning movement/pedestrian counts at the intersection of Largo Road and the entrance to Largo High School and optimize cycle length/splits based on the traffic demand on all legs of the intersection. Metrobus Service Evaluation Central Avenue 23 And Pointer Ridge Lines Recommendations

83 7. Conduct turning movement/pedestrian counts at the intersection of Largo Road and Campus Way South and optimize cycle length/splits based on demand for all traffic movements. 8. Evaluate the possibility, at the intersection of Largo Drive/Largo Center Drive and Harry S Truman Drive, of making the eastbound Largo Drive curb lane, which is currently a shared through and right-turn lane into a dedicated right-turn lane. The eastbound right-turn could run concurrently with northbound Harry S Truman Drive movements. This could reduce the delays for eastbound Largo Drive right-turning vehicles. 9. Conduct turning movement/pedestrian counts at the intersection of Central Avenue and Kettering Drive and optimize cycle length/splits based on demand for all traffic movements. Explore the possibility of increasing the green time for the westbound left turn. 10. Conduct turning movement/pedestrian counts at the intersection of Health Center Drive and Northview Drive and optimize cycle length/splits based on demand for all traffic movements. 11. Regarding the intersection of Central Avenue and Addison Road, a number of recommendations are made: a. Change the leading left turn phase to lagging left turn phase on westbound approach so that buses can reach the left turn pocket before the left-turn phase starts. b. Increase the storage length of the left turn pocket to avoid buses being blocked by through queues. c. Explore the possibility of buses making the left turn ahead of the intersection of Addison Road and Central Avenue into the Addison Road Metro Station. 12. At the intersection of Northview Road and Collington Road, provide a right-turn phase for the southbound approach (on Northview Drive) that runs concurrently with the eastbound left-turn phase (on Collington Rd) to reduce the bus wait time to make the right turn. Metrobus Service Evaluation Central Avenue 24 And Pointer Ridge Lines Recommendations

84 Sub-Standard Intersection Geometry & Lane Configuration 13. At the southbound Brightseat Road approach to Central Avenue, examine the curb lane width to ensure it meets roadway design criteria. 14. Ensure adequate road widths within the Bowie Health Center are present and widen the turning radius if necessary. If adequate turning movement space is not available, consider moving the Bowie Health Center bus stop to a more accessible location. 15. It is recommended that the HOV lane markings along U.S. Route 50, where the C28 runs, are made clearer, with additional signs indicating the enforcement hours. This improvement is beneficial to the bus, especially when there is traffic congestion on Route 50 and also in times of emergency situations. Transit Stop Location and Parking Restrictions 16. Along eastbound Arena Drive, look into the possibility of re-locating the bus stop after the Shoppers Way intersection to limit lane weaving. 17. Re-locate the bus stop along eastbound Apollo Drive further east from the intersection with Lottsford Road or move the bus stop to Lottsford Road south of Apollo Drive. 18. Re-locate the bus stop along eastbound Central Avenue further west of Watkins Park Drive to address safety concerns and to still adequately serve the C26 route. 19. Re-locate the westbound bus stop at Six Flags west of the signalized Six Flags America entrance. This would address bus safety concerns resulting from the stop located on a right turn only lane and concentrate the Six Flags America eastbound and westbound transit stops west of the intersection, helping to decrease pedestrian crossings between the two stops. 20. Re-locate the bus stop along westbound Hall Road at Devonwood Drive further east of Devonwood to address safety concerns and to provide adequate space for the bus to access the left turn lane in mixed traffic. Metrobus Service Evaluation Central Avenue 25 And Pointer Ridge Lines Recommendations

85 21. Re-locate the bus stop along westbound Hall Road at Central Avenue further west of the sharp curve to address safety concerns. 22. Add no parking signs in front of bus stops along Kettering Drive between Largo Road and Central Avenue to address safety concerns associated with of buses blocking traffic. Intersection Conflicts 23. Consider adding a dashed turning line across the intersection of Central Avenue and Kettering Drive from southbound Lake Arbor Way to eastbound Central Avenue to guide vehicles across the intersection and address safety concerns. If necessary, conduct turning movement/pedestrian counts at this intersection and optimize cycle length/splits based on demand for all traffic movements. Also consider separating the turning movements into separate movements. 24. Conduct turning movement/pedestrian counts at the intersection of Hall Road and Central Avenue and consider signalizing the intersection based on the traffic count results. 25. Consider landscaping the median of Campus Way South at Prince Place so as not to block the views of drivers making the left turn onto northbound Prince Place from eastbound Campus Way South. These recommendations are summarized in Figure 3. Metrobus Service Evaluation Central Avenue 26 And Pointer Ridge Lines Recommendations

86 Figure 3 Traffic Related Recommendations Metrobus Service Evaluation Central Avenue 27 And Pointer Ridge Lines Recommendations