By Amy Graziano-RosensteinPublished June 14, 2018 07:59:07When you think of the most popular and important routes in Washington, you may think of buses and trains.

But that’s not quite the case.

When you ask Metro officials about how buses and cars are getting on and off the road, they tend to talk about the public transportation system and how they’re making money from it.

But as the nation’s capital’s transit system is getting a lot more crowded, it’s also become a bit more important than ever to talk to those who actually work in that system, as well as those who make it work.

Metro buses, which use a combination of cars and buses to move people around, are among the fastest growing sources of transportation in the city.

It’s why the Washington Metropolitan Area Transit Authority (WMATA) has been hiring and training new drivers and other workers for more than a decade.

The system has grown from just over 30,000 in 1999 to more than 100,000 today, with over 70,000 employees in the system.

That’s a number that’s been growing faster than the economy has, and ridership has grown, too.

For decades, WMATA has used buses and subways to move more people than trains.

And while they’ve always been good for the environment, they’ve become increasingly problematic as transit ridership in Washington has declined.

That’s especially true of bus routes that have been expanded in recent years, including one that runs through the Capitol and is now in the process of being extended into the downtown area.

The problem with this expansion is that it has created a bus bottleneck, with buses running too close together and buses going too far apart.

That has caused problems in Washington’s neighborhoods, with the Metro bus system often getting stuck in traffic or facing traffic jams.

“There’s a really big bottleneck in the Downtown corridor of Washington,” said Mark Lohmann, director of the Metropolitan Washington Council on Metropolitan Transportation.

“The buses that we see now are very much too close to each other and there’s a lot of them being parked on the sidewalk.”

Metro buses are meant to carry more than half of the city’s riders, but they are only half of what it used to be.

Today, Metro buses make up just 4.4 percent of the agency’s bus fleet.

That number dropped from 13.6 percent in 2014 to 4.2 percent in 2017.

Metro also operates buses that have become more crowded in recent decades, with a peak ridership of more than 90,000 riders a day.

That means that while WMATA’s buses have become increasingly crowded, there’s still room for growth.

“The problem is, we’re seeing a lot less people riding buses in general,” said Lohman.

“We’ve got a lot to do to increase ridership, particularly with the new bus routes, but we’re not seeing the same growth in buses as we have in years past.”WMATA is spending $1 billion over the next five years to expand bus service in the area.

But the money is coming from the federal government.

The federal government is paying Metro to maintain and expand the bus system, which is why it’s one of the largest recipients of federal funding for transit systems.

That money is going toward upgrading and modernizing Metro buses and adding new routes to the system, but it’s not enough to fix the problem of buses being too crowded.

The city has already spent millions of dollars to build new bus lines.

WMATA is also working on new routes, adding more buses, expanding the existing routes, and upgrading existing routes.

Metro’s new bus system is meant to bring the agency closer to its goal of reaching 100,0000 riders by 2040.

But even though ridership is up, that’s still less than half the ridership Metro was at in 2000.

That means Metro still has work to do.

Metro bus service is expected to continue to grow as the system gets more crowded.

Lohannes said Metro is looking to improve the service on some routes, while other routes are being phased out, and more bus routes are on the chopping block.

But the new buses have had a major impact on the system and on the way people get to work.

When a new route is added to the Metro system, drivers usually wait until a certain time before they get on the bus.

But when the new route adds an extra bus, drivers are stuck on the old route.

“That means they’re waiting for a bus, and that means they’ll have to go to the bus stop, which will be at the end of the street,” said Paul Jaffe, WMTA’s director of public transportation.

“You’ve got people that will walk, they’ll go to their car and drive, and then they’ll walk home,” said Jaffe.

“It’s just the worst combination of both,” said Jim Davis, who lives in the