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Metrobus (Washington, D.C.)

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WMATA Metrobus
Metrobus buses at Ballston–MU station in 2018
ParentWashington Metropolitan Area Transit Authority
Commenced operationJanuary 14, 1973; 52 years ago (1973-01-14)
HeadquartersL'Enfant Plaza, Washington, D.C.
Service areaWashington metropolitan area
Service type
Routes269[1]
Stops11,129[1]
Fleet1,595[1]
Daily ridership393,800 (weekdays, Q4 2024)[2]
Annual ridership116,491,700 (2024)[3]
Fuel typeDiesel, Diesel-electric Hybrid, CNG, Electric
General managerRandy Clarke
Websitewmata.com/service/bus Edit this at Wikidata
For other uses, see Metrobus.

Metrobus is a bus service operated by the Washington Metropolitan Area Transit Authority (WMATA), serving Washington, D.C. and parts of Maryland and Virginia in the Washington metropolitan area. Metrobus operates local, limited-stop, and bus rapid transit services within its service area, complementing the Washington Metro and multiple independent bus operators. Its fleet consists of 1,595 buses, covering an area of 1,500 square miles (3,900 km2).[1]

Metrobus began operation in 1973, as the successor to four failing privately-owned bus companies.[1] In 2024, the system had a ridership of 116,491,700, or about 393,800 per weekday as of the fourth quarter of 2024.

History

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Predecessors

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Main article: Streetcars in Washington, D.C.
Washington Rapid Transit Company buses, ca. 1921

The first bus services in the Washington, D.C. were introduced in the early 20th century, when in 1909, the Metropolitan Coach Company began operation with gasoline-powered coaches. The company ceased operations in 1915.[4] The next bus company in the nation's capital, the Washington Rapid Transit Company, was incorporated in 1921. By 1932, the Washington Rapid Transit Company was carrying 4.5% of transit customers in the District.[5] In the early and mid-20th century, the public transit operators in the District consolidated themselves into the privately owned Capital Transit Company, owned by the North American Company, a utilities conglomerate. Antitrust laws required the North American Company to divest its transit operations, and in 1949, financier Louis Wolfson and his associates bought a controlling stake in Capital Transit.[6]: 28 

Capital Transit buses, 1935

Wolfson took advantage of Capital Transit's strong financial reserves, a business strategy that eventually led to his reputation as "the original corporate raider." Wolfson paid himself substantial dividends from the reserves, a practice that was legal but unsustainable and unpopular. Capital Transit's staff began a weeks-long strike over pay and working conditions on July 1, 1955, and Congress eventually resolved the dispute by revoking Wolfson's franchise to operate the system.[7] Congress imposed conditions on Capital Transit's successor D.C. Transit, managed by airline entrepeneur O. Roy Chalk, which required all streetcar lines to be converted to buses by 1963.[6]: 30 

Founding

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Metrobus buses in May 1973, photographed by Yoichi Okamoto

The Washington Metropolitan Area Transit Authority was created in 1967 by an interstate compact between Maryland, Virginia, and the District of Columbia. Initially, WMATA was created solely to plan and construct a rapid rail system. The compact was amended in late 1971 to allow WMATA to operate bus services, WMATA sought to buy out Chalk and take over bus services in the region, and the expiration of D.C. Transit's union contract in October 1972 created a sense of urgency. Regional leaders feared a repeat of the 1955 strike, and Chalk made major concessions to the Amalgamated Transit Union to keep services running, including regular cost-of-living increases for bus operators. Negotiations between Chalk and WMATA were unsuccessful, but WMATA had an alternative, as permitted by the text of the compact.[6]: 176 

At 2 a.m. Eastern Time on January 14, 1973, WMATA condemned and forcibly purchaseed D.C. Transit and its suburban subsidiary the Washington, Virginia and Maryland Coach Company (WV&M), seizing their bus fleets and properties and paying $38.2 million[a] in compensation.[9] The Washington Post described the purchase as "the residents of metropolitan Washington [beginning] to gain control of a multimillion dollar lemon."[10] Three weeks after seizing the properties of D.C. Transit, WMATA reached agreements to purchase two other suburban bus companies, the WMA Transit Company and the Alexandria, Barcroft and Washington Transit Company (AB&W).[6]: 176 

Early services

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With the acquisition of D.C. Transit and the three suburban carriers, WMATA became the third-largest bus operator in the country. The Metrobus brand was introduced immediately, with Metrobus logos applied to some ex-D.C. Transit buses in time for the morning commute on January 14, mere hours after the early-morning takeover of the system. Metrobus started with a fleet of over 1,100 buses from its predecessors.[9][11] The start of Metrobus service rapidly changed WMATA, which grew from a staff of 300 to over 4000 on little notice. With the rapid expansion of the agency, conflicts arose between the planning and funding for the under-construction Metrorail system and the existing Metrobus system.[6]: 176–180 

In addition to its funding problems, Metrobus suffered from communications problems. D.C. Transit had not published a full route map in four years, and WMATA took until early 1974 to develop its own map. The map was released as an abridged one-sheet version, accompanied by a 72-page atlas.[6]: 246  The atlas consisted solely of maps with no timetables, which were printed separately. The system was unusually complex compared to its peers in other large American cities, with over 1,100 route variations.[12][13] In April 1974, Metrobus operated a fleet of over 2,000 buses, employing 3,200 drivers.[14]

When it took control of the region's bus system, WMATA began instituting a uniform fare structure, including a discounted fare for senior citizens. With backlash continuing from passengers angry about a trend of D.C. Transit fare hikes, the WMATA board agreed to freeze bus fares at the 1970 level. This caused Metrobus to drop to 50% farebox recovery by late 1974. WMATA had planned to subsidize Metrobus service for an introductory period, but it was rapidly confronted by the need to continue subsidizing operations.[6]: 178  WMATA received subsidies from the federal government and the local governments in its service area to continue operations, but the finances of the system remained in question until a 1980 act of Congress provided for partially dedicated funding from Virginia, Maryland, and Washington, D.C. The issues of funding were not fully resolved, and continue into the 21st century.[15][16]

Late 1970s: Metrorail opening and labor conflicts

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Construction on Metrorail proceeded at great expense, with the first segment of the Red Line from Rhode Island Avenue to Farragut North opening in March 1976. The events of the United States Bicentennial were a key point for Metrobus, which operated special services for the bicentennial fireworks show on the National Mall on Sunday, July 4th, 1976. Metrorail was not yet operating on weekends, and Metrobus routes operated on a regular Sunday schedule, with some special shuttle services to suburban parking lots. Ridership was far higher than expected, and severe traffic congestion delayed the buses. After the fireworks, crowds of thousands of people were left waiting for hours, even as traffic congestion subsided. Political controversy followed, exposing the still-fragile nature of the Metrobus system.[17][18][6]: 186 

Metrobus drivers struck multiple times in the 1970s, including two wildcat strikes in 1978, seeking better working conditions and pay that continued to keep up with rapid inflation. In May 1978, drivers struck for one day after a driver was denied sick leave, after being dragged off her bus and assaulted in Fort Dupont Park. The May strike resulted in WMATA expediting the installation of a silent alarm system on buses and increasing police patrols. In July, drivers struck for 7 days over pay and benefits, protesting a delayed cost-of-living increase from years earlier.[19]

1980s and 1990s: Accessibility

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Metrobus purchased its first wheelchair lift-equipped buses in 1978, with lifts installed in 151 Flxible New Look buses. The Metrorail system was built to be fully accessible to people with disabilities, with elevators installed at all stations.[6]: 167  Accessible buses were in an early stage of development, and the wheelchair lifts installed in WMATA's intiial fleet of buses proved troublesome. The initial pilot of wheelchair-accessible buses ran from 1979 to 1981, with the lift-equipped buses operating hourly on trunk routes across the system. The lifts required frequent maintenance due to faulty sensors and operator error, and the buses themselves experienced serious transmission problems.[20]

Controversy over lift-equipped buses continued for years, as WMATA continued purchasing a portion of its new bus fleet with wheelchair lifts. Following the initial pilot, WMATA instituted an "On-Call" program for accessible buses in 1982. The On-Call program provided accessible service by assigning lift-equipped buses to specific trips by request, with requests taken one day in advance. In 1985, approximately 14% of the Metrobus fleet was equipped with wheelchair lifts.[21][22] MetroAccess paratransit service began in 1994, offering additional options for Metrobus and Metrorail customers with disabilities.[23]

1990s: Regional network and fragmentation

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Flxible New Look buses at the Montgomery division, 1990

The regional bus network in Maryland and Virginia became more complex in the 1980s, with the introduction of locally-operated bus systems sponsored by cities and counties. The first major operator was Ride-On in Montgomery County, Maryland, which began operation in 1975. By 1981, the county-operated Ride-On system was serving 20,000 passengers per day. Montgomery County achieved significant cost savings with its in-house operation, which employed non-union drivers and used buses without wheelchair lifts.[24] In the mid-1980s, two major Virginia jurisdictions followed suit with the introduction of Fairfax Connector (Fairfax County) and DASH (Alexandria).

A major change in Metrobus funding was proposed in 1997, in response to the growth of independent bus operators. The Regional Mobility Panel, a group of local government, business, and labor leaders organized by WMATA, recommended designating Metrobus lines as either "regional" or "non-regional" for the purposes of allocating funding. Regional lines would be operated by WMATA with funding from across the region, while non-regional lines would be funded by local governments, and could be operated by WMATA, the local governments themselves, or private operators.[16]: 12 

2000s: Express service and alternative fuels

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Richmond Highway Express bus at King Street station, 2006

In the early 2000s, WMATA introduced multiple brands of limited-stop and express bus services. Express service to Dulles and BWI airports on routes 5A and B30 began in 2000 and 2001 respectively. Richmond Highway Express limited-stop service began in 2004, serving the major employment center at Fort Belvoir. The MetroExtra limited-stop service brand was introduced in 2007, beginning with route 79 on Georgia Avenue.[25]

Hybrid-electric New Flyer DE40LF bus at Addison Road station, 2006

Beginning in the early 2000s, multiple Metrobus garages were equipped with compressed natural gas fueling equipment. The first CNG-powered buses were placed into service in February 2002, operating from the Bladensburg Road bus division in Northeast Washington D.C. The Four Mile Run division in Arlington, Virginia was converted to CNG in 2005, and the Metrobus fleet included over 400 CNG-powered buses by 2006. WMATA also made improvements to its diesel-powered fleet, retrofitting older diesel buses with diesel particulate filters and switching to ultra-low-sulfur diesel fuel. The first hybrid-electric buses were introduced in the early 2000s, providing significant fuel savings over older models.[26]

The SmarTrip electronic payment system was introduced on Metrorail in the late 1990s, and piloted on Northern Virginia Metrobus routes in 2002. All Metrobus buses were equipped with SmarTrip readers by 2004, and WMATA introduced a discounted bus fare for SmarTrip users in 2008.[25] Following the introduction of the SmarTrip card, paper bus transfers were discontinued in 2009.[27]

2010s: First electric buses and bus division relocation

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First electric bus, 2017

Metrobus introduced a single battery-electric bus in 2017, a New Flyer Xcelsior CHARGE model. Also in 2017, WMATA released a 10-year fleet management plan, which planned for Metrobus to continue purchasing exclusively CNG and diesel-powered buses until 2025.[28] The Sierra Club criticized the plan in a 2021 paper, which argued that WMATA should purchase exclusively electric buses going forward. The paper cited data from WMATA and the Argonne National Laboratory, arguing that electric buses would represent a significant cost savings. The Sierra Club's calculations showed that each electric bus purchased would represent a lifetime cost savings of 13% over an equivalent CNG-powered bus, with additional benefits from reduced emissions.[29]

WMATA's Cinder Bed Road division in Lorton, Virginia opened in 2018, replacing an undersized and outdated property in Alexandria. For the first time in the agency's history, WMATA contracted out the operations at the garage, outsourcing to Transdev. Drivers at the Cinder Bed Road division received lower pay and worse benefits than drivers employed directly by WMATA at other garages. The drivers, organized by Amalgamated Transit Union Local 689, struck in October 2019, marking the first Metrobus strike since 1978.[30] Union members at the nearby Transdev-operated Fairfax Connector system struck for 3 days in early December during their contract negotiations, adding to pressure on WMATA and Transdev to improve conditions for drivers. The strike ended in January 2020, with gains for drivers, and an agreement from WMATA to not renew the contract with Transdev. WMATA took over operations at the Cinder Bed Road division in December 2021.[31][32]

Passengers board through the rear door at Silver Spring station, August 2020

2020s: COVID-19 pandemic and route network redesign

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The COVID-19 pandemic had a major effect on public transport worldwide, including Metrobus and Metrorail. Metrobus mandated masks and required passengers to board through the back door of buses, keeping passengers separated from bus operators. Fare collection resumed in January 2021, after the installation of barriers separating drivers from the passenger compartment.[33]

Metrobus carried approximately 180,000 passengers per day in early 2021, down from 300,000 per day before the COVID-19 pandemic. Metrobus services carried approximately twice as many passengers as the Metrorail system in that period, demonstrating the continued value of Metrobus as a regional service. During the COVID-19 pandemic, Metrobus and Metrorail ridership exhibited a dramatic shift away from traditional peak commute hours, with weekend and evening ridership remaining relatively high. By April 2021, WMATA had increased service on some Metrobus routes to above pre-pandemic levels to reduce crowding and promote social distancing.[34]

WMATA proposed a comprehensive redesign of the Metrobus network in 2023, following 5 years of planning. The Better Bus Network initiative is the first full redesign of the agency's bus network in its history. As part of the Better Bus Network project, WMATA planners proposed a new system of route numbers, which would designate routes by the region that they operate in.[35] The Better Bus Network was formally approved by the WMATA board of directors in November 2024, with new services to begin in June 2025.[36]

Fares

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See also: SmarTrip
Metrobus farebox and SmarTrip reader.

As of June 30, 2024, the Metrobus fare structure is as follows for cash and SmarTrip:[37]

  • Standard services, including Local, MetroExtra, and Metroway: $2.25
  • Express bus routes (17B, 17G, 17K, 17L, 17M, 18G, and 18P): $4.80

Discounts are available for senior citizens, people with disabilities and D.C. students. Up to two children, per paying adult, under 5 years of age ride for free. Children at least 5 years of age pay adult fare.

All Metrobuses have SmarTrip card readers which automatically deduct the correct fare from a rider's SmarTrip card (including transfer credit).

All fares were free from mid-March 2020 to January 3, 2021, due to the COVID-19 pandemic.[38] On December 6, 2022, the Council of the District of Columbia voted to abolish fares within city limits from July 1, 2023.[39] The District has continued to delayed its fare-free service due to its inability to fund the program and opposition from D.C. Mayor Muriel Bowser, Maryland, and Virginia.[40]

Fleet

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Main article: Metrobus fleet (Washington, D.C.)

On February 6, 2025, New Flyer announced a significant contract with WMATA for up to 500 buses, order consist of a mix between diesel-electric hybrid and zero-emission (ZEBs) battery electric transit buses.[41] These new buses will replace Metro's older New Flyer Low Floor buses, which were delivered between 2006 and 2010. Red/Silver painted buses will be used on local routes and Blue/Silver buses will be used on limited stop routes. These buses will have either Local or MetroExtra on the top of each side of the bus for easy identification.[42]

In 2020, WMATA received $4.1 million in funding from the Federal Transit Administration for the purchase of electric buses and charging infrastructure. A Sierra Club report indicated that a pilot study with 14 electric buses was planned, and estimated that 50% electrification would reduce the WMATA fleet's greenhouse gas (GHG) emissions by more than 58,000 tons of carbon dioxide (CO2) per year.[29]

Divisions

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Aerial view of Bladensburg Road division, 1973

WMATA refers to its bus garages as "divisions." As of 2025, Metrobus buses are stored and maintained at 8 active divisions, located across the metropolitan area.

Active divisions

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Division Location Areas served Capacity Notes
Andrews Federal Center[43] 38°49′46″N 76°52′56″W / 38.829570°N 76.882310°W / 38.829570; -76.882310 Southwest DC, Prince George's County 175 Opened June 23, 2019[44]
Bladensburg 38°55′23″N 76°58′12″W / 38.922930°N 76.970020°W / 38.922930; -76.970020 Northeast and Southeast DC 257 Plans to be rebuilt.[45]
Cinder Bed Road[46] 38°44′35″N 77°10′59″W / 38.743190°N 77.183030°W / 38.743190; -77.183030 Fairfax County 160 Opened in 2018, was managed by Transdev until 2021[47][48]
Four Mile Run 38°50′35″N 77°03′13″W / 38.843040°N 77.053700°W / 38.843040; -77.053700 Arlington County, Fairfax County, City of Alexandria 218
Landover 38°56′10″N 76°52′31″W / 38.936230°N 76.875320°W / 38.936230; -76.875320 Prince George's County 210
Montgomery 39°02′51″N 77°06′33″W / 39.047630°N 77.109230°W / 39.047630; -77.109230 Montgomery County 240
Shepherd Parkway 38°48′54″N 77°01′02″W / 38.815040°N 77.017170°W / 38.815040; -77.017170 Southeast and Southwest DC, Prince George's County 250 Opened in 2012, to be converted into a CNG garage.[49] Currently undergoing modifications to hold electric buses.
Western 38°57′31″N 77°05′08″W / 38.958530°N 77.085510°W / 38.958530; -77.085510 Northwest DC 138

Under construction

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Division Location Areas served Capacity Notes
Northern 38°56′49″N 77°01′57″W / 38.946860°N 77.032380°W / 38.946860; -77.032380 Northwest DC 175 Former trolley barn for the Capital Traction Company. Closed June 23, 2019 due to structural issues, to reopen in 2027 serving electric buses only[50]

Closed divisions

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Division Location Areas served Capacity Notes
Arlington 38°52′41″N 77°06′32″W / 38.878120°N 77.108963°W / 38.878120; -77.108963 Arlington County, Fairfax County Closed in 2009, replaced by West Ox Division
Southeastern 38°52′34″N 77°00′28″W / 38.876080°N 77.007870°W / 38.876080; -77.007870 Southeast and Southwest DC Closed in 2008; operations moved to Southern Avenue until the Shepherd Parkway Division opened in 2012
Southern Avenue Annex 38°52′22″N 76°55′55″W / 38.872710°N 76.931990°W / 38.872710; -76.931990 Southeast DC, Prince George's County 103
  • Operated Weekdays only, formerly known as "Prince George's" Division up until 1989
  • Closed in 2024 due to structural issues.
Royal Street 38°48′39″N 77°02′34″W / 38.810950°N 77.042800°W / 38.810950; -77.042800 Fairfax County, City of Alexandria 83 Closed in 2014, Replaced by the Cinder Bed Division; Demolished in January 2020.[51]
West Ox 38°51′10″N 77°22′22″W / 38.852840°N 77.372760°W / 38.852840; -77.372760 Arlington County, Fairfax County 100 Operated Weekdays only, shared with Fairfax Connector. Temporarily closed on March 14, 2021; All operations were moved to Four Mile Run Division.[52]

Routes

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Main article: List of Metrobus routes (Washington, D.C.)
Metrobus stop in Anacostia serving routes W2 and W3

Numbering

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Most Metrobus routes follow the rules below:[53]

  • Metrobus routes in Washington, D.C. have either a two digit number (31, 42, 64, etc.) or a letter followed by a number (A2, S2, X8, etc.)
  • Metrobus routes in Montgomery County, MD have a letter followed by a number (C4, Q4, Z6, etc.)
  • Metrobus routes in Prince George's County, MD have a letter followed by two numbers (F12, J12, P12, etc.)
  • Metrobus routes in Northern Virginia have one or two numbers followed by a letter (1A, 16C, 29N, etc.)

Most odd-numbered routes are typically part-time variants of even-numbered routes.

History of route numbers

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Some Metrobus route numbers have remained the same from 1936 to 2025. Pictured: a Capital Transit PCC streetcar in 1937, and a Metrobus New Flyer Xcelsior bus in 2019, both on route 52

The current system of Metrobus route numbers traces its history to 1936, when the Capital Transit Company created route numbers for its network of streetcar and bus services. Streetcars were assigned two-number route numbers, and buses were assigned a letter and a number. In both cases, the first digit indicated the trunk line, and the second digit indicated the specific service. All streetcar lines were converted to buses in the 1960s, but the route numbers were retained.[54]

When WMATA was formed in 1973, it retained many of its predecessors' route numbers. Route numbers in Washington, D.C. were retained, and numbers in the rest of the metropolitan area were slightly modified to avoid conflicts. Since the system's inception, WMATA planners have inserted new routes into the system, attempting to follow the original numbering scheme where possible.[55] The resulting system was described by Greater Greater Washington in a 2018 analysis as "a mixed bag, with many apparent rules, most of which are occasionally broken."[56]

The existing system of route numbers will be replaced under the Better Bus Network plan, which is expected to be implemented in June 2025. Route numbers in the Better Bus Network plan are made up of a region prefix and a route number. Washington, D.C. crosstown routes will be prefixed "C" or "D." Arlington County/Alexandria, Fairfax County, Montgomery County, and Prince George's County routes will be prefixed "A," "F," "M," and "P" respectively. Limited-stop routes will have the suffix "X."[57] For example, 16th Street Line local route S2 and limited-stop route S9 will be renumbered D62 and D6X. The single Metroway route will be renumbered A1X, and the East Capitol Street–Cardozo Line route 96 will be replaced by portions of new routes C55, C51, C57, D24, and D92.[57]

Special services

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MetroExtra

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Main article: MetroExtra
MetroExtra route A9 bus in L'Enfant Plaza

MetroExtra is WMATA's brand for limited-stop services. MetroExtra service began in 2007 with the introduction of route 79, a limited-stop variant of the Georgia Avenue–7th Street Line.[58] Before the introduction of the MetroExtra brand, some limited-stop services were operated under the Metro Express, which was merged into the MetroExtra service in 2008.[59] As of 2023, 6 MetroExtra lines are in operation.

Metroway

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Main article: Metroway
Metroway bus at 27th & Crystal station in Crystal City

Metroway is a bus rapid transit (BRT) service in Arlington and Alexandria, serving Potomac Yard. The first phase is the Crystal City/Potomac Yard Transitway, which operates on Route 1 in Arlington and Alexandria, Virginia.[60] It is a 5-mile (8.0 km) corridor with 33 platforms and 20 stations located between Pentagon City and Braddock Road.[61] The first 0.8 mile segment in Alexandria runs on a transit lane only. The Arlington County segment began construction in the summer of 2014 and opened April 17, 2016. Metroway originally operated between the Braddock Road and Crystal City stations and was expanded to Pentagon City in April 2016.[62]

Richmond Highway Express

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Main article: Richmond Highway Express

The Richmond Highway Express (REX) is a limited-stop service along Richmond Highway in Fairfax County, Virginia. REX service operates between Fort Belvoir and King Street–Old Town, serving multiple destinations within Fort Belvoir, including Alexander T. Augusta Military Medical Center. Service began in 2004, with distinctively branded buses and stops featuring a blue-and-gold color scheme.[63]

See also

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Wikimedia Commons has media related to Metrobus (Washington, D.C.).

Notes

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  1. ^ Equivalent to $200 million in 2023[8]

References

[edit]
  1. ^ a b c d e "Metro Facts 2017" (PDF). www.wmata.com. Washington Metropolitan Area Transit Authority. 2017. p. 5. Archived from the original (PDF) on July 2, 2018. Retrieved March 28, 2018.
  2. ^ "Transit Ridership Report Third Quarter 2024" (PDF). American Public Transportation Association. November 20, 2024. Retrieved November 23, 2024.
  3. ^ "Transit Ridership Report Fourth Quarter 2024" (PDF). American Public Transportation Association. February 19, 2025. Retrieved February 25, 2025.
  4. ^ Tindall, William (1918). "Beginning of Street Railways in the National Capital". Records of the Columbia Historical Society. 21: 24–86.
  5. ^ March, Charles E. (August 1934). "The Local Transportation Problem in the District of Columbia". The Journal of Land and Public Utilities Economics. 10 (3). University of Wisconsin Press: 275–290. doi:10.2307/3139173. JSTOR 3139173.
  6. ^ a b c d e f g h i Schrag, Zachary M. (2006). The Great Society Subway: A History of the Washington Metro. Baltimore: Johns Hopkins University Press. ISBN 978-0-8018-8906-6.
  7. ^ Weinberger, Alan M. (2011). "What's in a Name? - The Tale of Louis Wolfson's Affirmed". Hofstra Law Review. 39 (3) 5: 645–681.
  8. ^ Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth. Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
  9. ^ a b Eisen, Jack (January 14, 1973). "No Fanfare Marks Bus Line Takeover". The Washington Post. p. A6.
  10. ^ Scharfenberg, Kirk (January 14, 1973). "First Step: 'Stop the Decline'". The Washington Post. pp. A1, A6.
  11. ^ Weingroff, Richard F. (2023). "Part 9: Post-Revolt". The D.C. Freeway Revolt and the Coming of Metro. Federal Highway Administration.
  12. ^ Eisen, Jack (January 11, 1974). "Metrobus Issues All-Routes Map". The Washington Post. p. C5.
  13. ^ Eisen, Jack (March 28, 1974). "Atlas Is Ready For Confused Metro Users". The Washington Post. pp. H1, H11. Retrieved March 28, 2025.
  14. ^ Regional Metro System (Map). Washington Metropolitan Area Transit Authority. April 1974 – via Gerald R. Ford Presidential Library.
  15. ^ Issues Related to Providing Dedicated Funding for the Washington Metropolitan Area Transit Authority (PDF) (Report). Government Accountability Office. May 2006. GAO-06-516. Retrieved March 31, 2025.
  16. ^ a b Puentes, Robert (June 2004). "Washington's Metro: Deficits by Design" (PDF). Brookings Institution. Retrieved March 29, 2025.
  17. ^ Eisen, Jack (July 5, 1976). "Commentary: Metrobus Oversold Its July 4 Service". The Washington Post. p. A1.
  18. ^ Holt, Brad (July 6, 1976). "The Fireworks Aren't Over for Metrobus Officials". The Washington Star. p. A2 – via NewsBank.
  19. ^ Haack, Michael (May 4, 2022). "Retropolis: The strike that shut down Metro for nearly a week in 1978". The Washington Post.
  20. ^ Englisher, Larry S.; Wexler, Amy L. (January 1983). Accessible Bus Service in the Washington, D.C. Metropolitan Area (Report). Urban Mass Transit Administration.
  21. ^ Lynton, Stephen J. (December 31, 1985). "Metro Eyes Lifts for Half Of Its Buses". The Washington Post. pp. A1, A7.
  22. ^ Thatcher, Russell; Gaffney, John K. (September 1991). ADA Paratransit Handbook: Implementing the Complementary Paratransit Service Requirements of the Americans With Disabilities Act of 1990 (Report). Federal Transit Administration. p. 6-8. doi:10.21949/1527272.
  23. ^ Greenberg, Rick (June 8, 1994). "Transit Access Is Upgraded: New Service Caters to Disabled Passengers". The Washington Post.
  24. ^ Feaver, Douglas B. (February 1, 1981). "Suburbs Spurning Metro Bus Service". The Washington Post. pp. A1, A30.
  25. ^ a b "Metro History" (PDF). Washington Metropolitan Area Transit Authority. June 2009. Retrieved March 31, 2025.
  26. ^ Chandler, Kevin; Eberts, Erin; Melendez, Margo (April 2006). Washington Metropolitan Area Transit Authority: Compressed Natural Gas Transit Bus Evaluation (Technical report). National Renewable Energy Laboratory. Retrieved March 31, 2025.
  27. ^ "Metro eliminates paper transfers on Sunday: Transfer discounts continue for SmarTrip® users only" (Press release). Washington Metropolitan Area Transit Authority. January 2, 2009. Retrieved April 3, 2025.
  28. ^ "2017 Metrobus Fleet Management Plan" (PDF). Washington Metropolitan Area Transit Authority. July 2017. Archived from the original (PDF) on August 3, 2020.
  29. ^ a b "A Vision for Climate Leadership in Washington, DC: Seizing the Economic, Climate, and Public Health Benefits of Electrifying WMATA's Transit Bus Fleet" (PDF). Sierra Club. October 2020. Retrieved March 30, 2025.
  30. ^ George, Justin (January 14, 2020). "Metrobus garage workers end picketing". The Washington Post. Retrieved March 31, 2025.
  31. ^ "Metrobus to implement service changes, improve reliability effective Sunday, December 26" (Press release). Washington Metropolitan Area Transit Authority. December 23, 2021. Retrieved March 31, 2025.
  32. ^ Woolsey, Angela (January 24, 2020). "Transdev, bus garage workers drive ahead with new compromise". Fairfax County Times. Retrieved March 31, 2025.
  33. ^ Lazo, Luz (December 30, 2020). "Plastic barriers protected bus drivers from assaults. Now they shield them from the coronavirus". The Washington Post. Retrieved March 31, 2025.
  34. ^ George, Justin; Rabinowitz, Kate; Aguilar, Maria; Harden, John D. (April 16, 2021). "The pandemic changed the workday, but will transit riders return?". The Washington Post. Retrieved April 3, 2025.
  35. ^ Pascale, Jordan. "Metro Is Releasing Its Vision For A Redesigned Bus System Next Week. How Much Will Become A Reality?". DCist. WAMU. Retrieved March 2, 2025.
  36. ^ Anderson, Amber (November 21, 2024). "Better Bus Network: WMATA redesigning bus routes across the DMV". WUSA. Retrieved March 2, 2025.
  37. ^ "Metro fare changes take effect Sunday". www.wmata.com. Washington Metropolitan Area Transit Authority. Retrieved June 25, 2024.
  38. ^ "Metrobus riders return to boarding through front door, paying fares on Sunday, January 3 | WMATA". www.wmata.com. Retrieved December 17, 2020.
  39. ^ "Free ride: DC unveils bold plan to boost public transit". December 12, 2022.
  40. ^ Weiner, Rachel. "70% of D.C.-area bus riders don't pay. Here's what Metro is doing about it". The Washington Post.
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