While I haven't written for awhile, I have been thinking about things at a bigger scale, which will come out in some of the next entries.
As I get older, I become a little less doctrinaire, and given that in the US 92% of all trips are by car, I've resigned myself to having to accommodate them. This is less the case in DC than SLC--which is the epitome of sprawl--but it's still an issue in DC.
Even though in DC on the major routes, bus riders make up a significant amount of the total people "throughput" on the street--e.g. on H Street NE, at least pre-covid, 40% of people throughput was by bus, via 300 bus trips, it's tough to corral automobiles, especially because most of the city, except the core is shaped by the automobility paradigm ("DC as a suburban agenda dominated city," 2013).
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While it's unique as a crosstown route for buses, the same goes for the route in terms of motor vehicle traffic.
And while I think the proposal is meritable, it's probably too controversial to ever get approved.
Not that my counter proposal is any easier....
In "Tunnelized road projects for DC and the Carmel Tunnel, Haifa, Israel example--tolls" (2011) and "DC and "city repair" of the urban grid," (2020) I suggest that a series of DC streets be "tunnelized and tolled" to separate commuter traffic from local traffic.
It would facilitate faster travel for commuters--helping to maintain the relevance of Downtown as a regionally significant commercial district--it would also reduce the negative effect of commuter traffic on residents and neighborhoods.
The 90s busline roadway could be brought into that proposed underground road network.
It could get great urban design treatment on the surface where the bus would still run, because of frequent stops, while the tunnel would focus on satisfying longer trips.
With the tunnel, the surface street could become a kind of transit/sustainable mobility mall, at least in certain sections, using my Signature Streets model, the My Figueroa project in LA, etc..
And you could run articulated buses to increase capacity.
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Spending all the money, time, and disruption on tunnelling just for buses makes no sense. Dan's street section is ok, but why is the shelter segment on the right and not down the middle? Maybe he's intending an offset arrangement like Broadstreet in Richmond. Center platforms make sense in terms of space efficiency, and present an opportunity to separate the lanes better. Ideally you would need buses with left-side (or both-side) doors, or here's a wild thought. If the lanes are bus- only, why not just run the busses on the "wrong" side of the center platform so that the doors always present to the curb?
ReplyDeleteFor commuter traffic, I'd keep the buses at the surface. And it wouldn't be free. But this is a secondary priority, for me it would be streets like Connecticut, 16th Street, etc., major commuter arteries.
ReplyDeleteWRT shelters, I think the issue is inconsistent street width, trending to very narrow.
Sorry about the delay in response.
Monday, September 23, 2024
ReplyDeleteGGW suggestion on making 90 bus line primary on its streets: bus on top, tunnel below?
While I haven't written for awhile, I have been thinking about things at a bigger scale, which will come out in some of the next entries.
As I get older, I become a little less doctrinaire, and given that in the US 92% of all trips are by car, I've resigned myself to having to accommodate them. This is less the case in DC than SLC--which is the epitome of sprawl--but it's still an issue in DC.
Even though in DC on the major routes, bus riders make up a significant amount of the total people "throughput" on the street--e.g. on H Street NE, at least pre-covid, 40% of people throughput was by bus, via 300 bus trips, it's tough to corral automobiles, especially because most of the city, except the core is shaped by the automobility paradigm ("DC as a suburban agenda dominated city," 2013).
BeyondDC suggests in a GGW post, "One change to transform DC travel: Make the 90 bus truly awesome," that because the 90 bus line is the only major crosstown route, its uniqueness means that it should get priority on its streets.
This is a problem because at many points the street is super narrow for an arterial
While it's unique as a crosstown route for buses, the same goes for the route in terms of motor vehicle traffic.
And while I think the proposal is meritable, it's probably too controversial to ever get approved.
Not that my counter proposal is any easier....
In "Tunnelized road projects for DC and the Carmel Tunnel, Haifa, Israel example--tolls" (2011) and "DC and "city repair" of the urban grid," (2020) I suggest that a series of DC streets be "tunnelized and tolled" to separate commuter traffic from local traffic.
It would facilitate faster travel for commuters--helping to maintain the relevance of Downtown as a regionally significant commercial district--it would also reduce the negative effect of commuter traffic on residents and neighborhoods.
Flickr photo by Elyse Horvath.
The 90s busline roadway could be brought into that proposed underground road network.
It could get great urban design treatment on the surface where the bus would still run, because of frequent stops, while the tunnel would focus on satisfying longer trips.
With the tunnel, the surface street could become a kind of transit/sustainable mobility mall, at least in certain sections, using my Signature Streets model, the My Figueroa project in LA, etc..
And you could run articulated buses to increase capacity.
Spitalerstraßße transit mall, Hamburg, Germany.
Bi-articulated buses (3 sections) are allowed on the street
Image by BeyondDC. 50 foot road right of way with bus service in the middle of the street
Florida Avenue NE Streetscape Improvement (2nd Street NE to H Street NE)
Labels: congestion mitigation, freeways, infrastructure, integrated public realm framework, Transformational Projects Action Planning, transportation planning, urban design/placemaking
The idea of making the 90 bus line a priority route is intriguing, but implementing it could face significant challenges, especially where the streets are narrow. Nonetheless, if managed well, this could improve bus travel times and encourage ridership. Office Chair in Gurgaon Heavy duty Pallet Racks in Delhi
ReplyDeleteI like the idea of a tunnel solution since it’s a long-term investment in efficient travel. But the cost and public opposition could be major barriers to overcome. If done, it could greatly enhance urban transit. Laser metal cutting machine manufacturer SEO Company
ReplyDeleteTransforming the street into a "transit mall" would create a much more pedestrian-friendly space, enhancing the neighborhood’s walkability and improving the urban experience. Franchise Business diamond satta matka
ReplyDeleteArticulated buses, if introduced, could carry more passengers and reduce the frequency needed for each stop, aligning well with the goals of reducing congestion. Slotted Angle Rack manufacturer in Delhi Modular Mezzanine floor in Delhi
ReplyDeletePrioritizing the 90 bus line makes sense given the lack of other major crosstown bus routes. A dedicated space for it could really help make public transit a faster, more appealing option. office chair manufacturer Delhi Heavy Duty cantilever rack in delhi
ReplyDeleteThe tunnel alternative for cars could be a feasible solution for creating a more exclusive bus route. This could mitigate some of the expected backlash from car commuters. Centralized Dust Collector Shrink wrapping machine manufacturer
ReplyDeleteIntroducing a "Signature Streets" model in DC could be a fantastic urban development, promoting transit and sustainability through innovative design. Laser marking machine in delhi SEO Agency in Delhi
ReplyDeleteSpitalerstraße in Hamburg is a great example of a transit-focused street. Implementing similar urban design elements on the 90 route would be an inspiring step for DC's public transit. Business Opportunities diamond satta matka
ReplyDeleteHowever, public sentiment on tunnels and road tolls could be divided. An extensive public consultation would likely be required to gauge community support. office chair manufacturer noida pallet racks manufacturer
ReplyDeleteWhile this transit-first design may face opposition, implementing it gradually on certain sections of the 90 line could make it more acceptable. Centralized Dust Collector Manufacturer automatic l sealer manufacturer
ReplyDeleteThe toll system, if used with tunnels, would likely need careful pricing to balance accessibility for commuters with revenue goals to sustain the project. Laser marking machine in manufacturer SEO Agency in India
ReplyDeleteIt's commendable that the design integrates DC’s cultural and transit needs while accommodating the significant role of cars in daily travel. This balanced approach has potential. Distributorship ekart partner
ReplyDeleteMaking the 90 route more efficient is an excellent goal. It may serve as a blueprint for future transit routes in DC, setting a precedent for similar improvements across the city. Mezzanine floor manufacturer in noida Pallet racks manufacturer in Delhi
ReplyDeleteThis proposal for the 90 bus line, integrating tunnelized roads and sustainable transit design, is fascinating. Creating a transit/sustainable mobility mall with articulated buses on the surface could significantly enhance urban accessibility and reduce congestion. However, the challenge lies in balancing commuter and local needs while managing public opinion. More examples from successful implementations like Hamburg's Spitalerstraße would be helpful!
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The idea of separating commuter traffic through toll-based tunnels and prioritizing surface-level urban design for buses is intriguing. Have you considered the costs and funding sources for such a project? Public-private partnerships or congestion tolls could be potential enablers. Expanding on bi-articulated buses' effectiveness could make the proposal more appealing.
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Turning streets into Signature Streets as part of transit-first urban planning could redefine public transit perceptions in DC. Implementing designs inspired by My Figueroa in Los Angeles sounds promising, especially with dedicated bus lanes. Could lessons from other cities with similar projects be applied here?
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ReplyDeleteIncorporating tolls for underground commuter traffic can fund the project and improve traffic flow on surface streets. How would these tolls be set to remain equitable for lower-income commuters? Introducing transit subsidies alongside such a toll system could address this concern.
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Transforming the 90 bus line into a “truly awesome” transit option could lead to long-term shifts from car dependency to public transport. Detailed timelines and phased construction plans would help the public grasp the feasibility of this ambitious plan.
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Proposals like these often face political and community resistance. How would you gain public buy-in for an initiative that prioritizes buses over cars? Including incentives like faster travel times and safer pedestrian spaces might help.
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DC's mixed street widths present a design challenge for the 90s busline concept. Exploring adaptive solutions for narrow sections, like prioritized traffic signals for buses, could enhance feasibility. Are there examples where similar constraints were successfully addressed?
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The idea of a transit-first corridor is excellent but would require robust stakeholder collaboration. Partnering with local businesses and residents to highlight mutual benefits could reduce opposition. How might economic incentives for businesses affected by the construction be included?
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ReplyDeleteThe suggestion for running bi-articulated buses aligns with DC's need to boost transit capacity. However, what steps could be taken to ensure these vehicles don't face delays due to shared lanes? Dedicated corridors might be a solution worth exploring further.
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