In late June, the Washington Metropolitan Area Transport Authority (WMATA) initiated a transformative overhaul of its long-standing bus system, aiming to enhance frequency and reliability for its riders.
However, just days into the Better Bus Network Redesign Project, some bus passengers voiced their frustrations, indicating that the changes have created significant challenges for them.
For instance, on the morning of July 3, Adariah George, an 18-year-old recent graduate of KIPP Legacy College Preparatory Public Charter School in Southeast D.C., shared her experience navigating the new system on her way to work at a local summer camp.
Having relied on the Metrobus throughout her education, George found herself overwhelmed when she inadvertently boarded the wrong bus, resulting in a 30-minute delay.
The A bus line, which previously connected key locations like Anacostia Metro Station and Southern Avenue SE, has now been consolidated into a new route identified as C11.
Although these buses run similarly to the former A4, A8, P6, and 35 lines, George expressed concern about the reduction in stops and the altered route.
“They’re taking buses away from where I’m close to, so now I have to go further for a bus stop,” George explained, highlighting that the new structure forces riders to leave earlier due to the route’s expanded travel distances.
George is not alone in her frustrations, as she knows other youth in the D.C. metropolitan area experiencing similar difficulties with the revamped system.
In response to the launch on June 29, WMATA officials detailed the extensive changes made under the Better Bus Network, which marks the first comprehensive reconfiguration of the Metrobus system in half a century.
This redesign involved renaming every route, eliminating over 500 stops, and restructuring schedules.
Now, the first letter of each bus route reflects its direction (C for crosstown and D for downtown) or destination (A for Virginia’s Alexandria City and Arlington County; F for Fairfax County, Virginia; M for Montgomery County, Maryland; and P for Prince George’s County, Maryland), with limited and express routes ending in X.
Moreover, buses on eleven new routes are slated to run every 12 to 20 minutes during the day, a move intended to provide more frequent service to high-traffic stations.
The overhaul also aims to enhance connections to important areas, such as L’Enfant Plaza in Southwest, Maryland’s Downtown Silver Spring, and National Harbor.
According to WMATA officials, the redesign constitutes the result of years of community engagement, including rider surveys and transit data analysis.
Days after the redesign’s implementation, they reported only minor issues, such as missing signs at various bus stops.
To assist riders, Randy Clarke, WMATA’s general manager and CEO, acknowledged that the transition has been more challenging for some individuals compared to others.
Clarke expressed an intention to engage with residents more actively in August, especially as families prepare for the upcoming school year.
While some WMATA staff view the temporary discomfort as a minor hurdle compared to the redesign’s overall objectives, bus riders across the D.C. metropolitan area continue to grapple with navigating their communities.
One D.C. government employee, who chose to remain anonymous, voiced feelings of unease with the changes, stating, “It feels like we’re part of some big experiment that nobody explained to us.”
Similarly, Joshua Boone, a lifelong Metrobus rider and native Washingtonian, expressed dissatisfaction with the changes, particularly with the route that used to be the A4.
“I prefer the old one because I had just moved to Southwest and was finally getting that bus route down,” Boone said, noting that he must now undergo an adjustment period with the new system.
Boone highlighted that younger passengers are particularly affected by the changes, emphasizing that many do not have access to cars or credit cards for rideshare services like Uber.
“They’re the ones who have to figure it out the hard way,” he added.
Despite the changes, Boone noted that he has had some luck with the new route, as it still drops him off in front of his apartment building.
As he works to acclimate himself to his adjusted route, he relies on WMATA’s online trip tools for guidance, which have proven mostly accurate in terms of bus arrival times.
Elleanore Hancock, a daily bus rider from Southeast, expressed her confusion regarding the reasons behind the extensive redesign.
“I don’t understand why WMATA changed the entire bus system,” Hancock remarked, adding that the new procedures lead to unnecessary complications in planning her trips.
With the previous system, she could input a stop number and quickly locate the appropriate bus.
“Now you can put in a stop number, but you have to actually check the bus route and see where it goes. If you don’t pregame, you’re just null and void, you’re out of it,” she explained.
Additionally, Reina Carroll, a Congress Heights resident who utilizes the bus system to reach her jobs, shared a mix of positive feedback and complaints about the restructured network.
While she appreciates that the changes have made access to Eastover and Navy Yard easier without needing to transfer or walk excessively, she lamented the extended wait times between buses due to longer routes.
“I don’t know where the bus is taking me half the time,” Carroll admitted, highlighting a significant adjustment challenge for her amidst the new system.
As WMATA continues to monitor rider sentiment and work towards improving clarity within the transit experience, it is clear that many passengers are currently struggling to adapt to the changes of the Better Bus Network.
image source from：washingtoninformer
