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When Metroway, the region’s first rapid bus transit line, launched in 2014 it was hailed as the future.

Dedicated lanes, more frequent service, covered stations, and bigger, newer buses along a 4.5-mile route connecting Arlington and Alexandria would boost bus ridership in sections of both jurisdictions that were rapidly developing.

The price tag was big — more than $42 million, split nearly evenly between Arlington and Alexandria — but officials believed it was worth it and could have the added benefit of revving up rapid bus transit elsewhere in the D.C. area.

“A lot of people will be looking to this project as a test concept to find out what lessons they can learn from it,” said Eric Randall, a senior transportation engineer at the Metropolitan Washington Council of Governments (MWCOG), at the time. “It offers us an opportunity to apply some concepts for the first time — things like off-board fare collection, a design of bus stops with higher platforms and custom design shelters, a new branding and frequency of buses.”

It’s now 2021, seven years since Metroway’s launch, and it seems like a good time to ask the question: what have we learned from Metroway, the region’s first rapid bus transit?

Despite less-than-stellar ridership numbers and outside factors, rapid bus transit with dedicated infrastructure remains a worthy investment, according to local officials and public transportation advocates.

“I live in Alexandria and take Metroway monthly, from my perspective as a user, I think it’s a success,” Randall told ARLnow earlier this fall. He remains a transportation engineer with MWCOG.

“[Metroway] is doing what it’s supposed to be doing,” said Lynn Rivers, Arlington County’s Transit Bureau Chief. “Which is getting people out of their cars and onto the transit lanes.”

“Metroway is great,” said Sustainable Mobility for Arlington founder and Arlington Transportation Commission chair Chris Slatt . “It’s fantastic to have an example in Arlington of a dedicated space for transit. We really want to make transit time competitive with other ways to get around… and I think it does that.”

What’s more, the county is investing further into the needed infrastructure. In September, the county unveiled designs to extend the Transitway by an additional five stations and 1.1 miles so that it connects with the Pentagon City Metro station (not to mention areas close to Amazon’s new HQ2). While some advocates expressed their frustration about the lack of community engagement on street designs, their complaints were not necessarily about the concept of rapid bus transit or Metroway.

The extension is costing nearly $28 million, though most of it will be financed by the state and the Northern Virginia Transportation Authority. Arlington itself is spending about $1.8 million, according to Rivers, which is only about 6% of the project’s total cost.

Construction on the first segment is expected to start in the winter of 2022 with completion in late 2023.

That’s not to say there haven’t been challenges. Off-board fare collection, even though it was promised, has not been implemented yet. There’ve been sightings of confused motorists, as reported by ARLnow readers, driving their cars the wrong way in the dedicated bus lanes, despites signs and marked roads. Ridership hasn’t been as high as perhaps expected, leading to 2016 reports that shutting it down was being considered.

For that, the lack of steady progress in terms of development at Potomac Yard and issues with opening the Metro station there are being blamed.

“Certain forecasts way back when were perhaps based on more optimistic assumptions in terms of development [in Potomac Yard],” admitted Randall.

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