M C P D: Recommendations

MONTGOMERY COUNTY PLANNING DEPARTMENT
THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION
MCPB Item No. 8 Date: 11-08-12 Countywide Transit Corridors Functional Master Plan: Preliminary Staff Recommendations Larry Cole, Master Planner, larry.cole@montgomeryplanning.org, 301-495-4528 David Anspacher, Senior Planner, david.anspacher@montgomeryplanning.org, 301-495-2191 Tom Autrey, Supervisor, thomas.autrey@montgomeryplanning.org, 301-495-4533 Mary Dolan, Chief, mary.dolan@montgomeryplanning.org, 301-495-4552 Completed: 11/01/12 Description This Functional Master Plan addresses how bus rapid transit (BRT) should be integrated into a countywide transit network and where additional rights of way may be needed. Staff will present to the Board our preliminary recommendations on the following items to become part of Countywide Transit Corridors Functional Master Plan: Major topic: Identify corridors where dedicated lanes are needed to support: Bus Rapid Transit as defined by all-day frequent service between activity centers Enhanced bus service to accommodate commuter/express service that is needed during peak periods.
Other topics: Transit station locations on the recommended corridors Phasing for implementation of the recommended transit network. Addition of a third track to the Brunswick Line to expand MARC service. Designation of Bicycle-Pedestrian Priority Areas (BPPAs) to ensure that adequate access is provided in the area around major proposed stations.
The Boards comments at this presentation will be taken into consideration, along with comments we receive at a series of public meetings in mid-November, as part of the staff draft master plan to be presented to the Planning Board in January. A significant innovation of this plan is the introduction of performance measures to evaluate optimal operation of the roadway beyond the volume/capacity ratio that has historically been used to measure only driver experience. Performance measures that adequately reflect the greater capacity of bus lanes to move people and their ability to move transit riders more quickly are essential to the determination of whether greater land use density can be adequately served by transit.
Summary
We believe that an expanded premium transit network offers us a transformational opportunity to guide Montgomery County toward a more sustainable future. The recommended network of transit corridors will expand our capacity to move people while improving their average level of service. As more of the countys growth will occur in already-developed areas, making higher and better use of our land resources, so too will we need to make better use of our transportation assets. It has often been said that we cannot build our way out of congestion, and that the best we can do is to buy time before we end up back in the same place. The history of transportation planning around the region confirms this. With every additional major roadway project the County completes, additional traffic moves in to bring congestion levels back up. In this sprawl-inducing paradigm, highway capacity projects encourage people to live farther out, generating even longer trips. Our focus in this Functional Plan effort has been to change that paradigm, looking at ways to increase the attractiveness of transit serving our activity centers in line with County policies of reducing single-occupant vehicle usage to achieve our mode-share goals. We recommend that existing travel lanes on a number of our major roadways serving the Urban Ring and I-270 Corridor be dedicated to serve prioritized bus service. This is not the solution to every congestion problem, but it is clearly the answer where our 2040 forecast transit ridership shows that we can move more people in a dedicated bus lane than in a general travel lane. Given our current economic conditions, it may actually be easier to see the most sustainable path forward. When the cost of maintenance of our existing transportation facilities is consuming an ever larger percentage of our budget and when the prospect of substantial additional transportation funding is unsure, we must look for the most cost-effective way to use our existing transportation infrastructure. The most cost-effective solution repurposing existing travel lanes as exclusive bus lanes also has the benefit of having the least impact on property owners and on the environment. Our transportation modeling indicates that it would also lower vehicle-miles-traveled (VMT) and vehicle-hours-traveled (VHT) over the no-build condition (the levels in 2040 that would be experienced without a BRT system). Our initial lane-repurposing test was only for the area inside the Beltway on four corridors: MD355, MD97, US29, and MD650. Prior to receiving the forecasting results, we anticipated that VMT would be reduced since some people who would otherwise drive would become transit riders. However, our forecasts show that the recommended transit network achieved via lane repurposing would also result in a significant reduction in VHT (overall travel time) with minimal changes to vehicular operating speeds: Have fewer cars on the road, e.g. in the Silver Spring area, VMT would be reduced by about 6%. Not result in a major decline in travel conditions at the policy area level. 2
In Silver Spring, for example, average vehicular speeds would decline by less than 0.5% over the no-build condition, while transit speeds in dedicated lanes would significantly increase. While our test for lane-repurposing was to determine where forecast ridership would exceed general travel lane capacity, the conversion of existing travel lanes to dedicated bus lanes gives us the ability to move more of our forecast transportation demand in the same space, enabling future growth in areas such as White Oak, where it has been stymied for years because of a lack of transportation capacity. The corridors recommended in this Functional Plan will support the type of transit-oriented development that Montgomery County needs for a healthy economy and will play an important part in ensuring that our overall transportation network is adequate to accommodate our future growth.
Previous Board action
The Planning Board has discussed the issues involved in this Functional Plan several times since approving the Scope of Work on September 22, 2011. The staff memos for those discussions may be found on: http://www.montgomeryplanning.org/transportation/highways/brt.shtm. Resource documents cited in this memo and highlighted with an asterisk* can also be found on the same website.
Context
The following efforts have preceded this functional plan: 1995: Transit & High-Occupancy Vehicles (HOV) Master Plan Alternatives Report (Reference 1*) stressed the importance of having a transit network that would realize the benefits from the synergy created by having a network rather than individual parts. Although never carried forward as a functional master plan, this report foreshadowed the current functional plan effort. 2008: The Washington Area Metropolitan Transit Authority (WMATA) evaluated a regional Priority Corridor Network (PCN)consisting of 24 bus routes serving 100 miles that would operate generally in mixed traffic on existing roads with traffic signal priority and queue jumpers, but the report also identified a couple of corridors where exclusive bus lanes would be desirable. 2008: Montgomery County Councilmember Marc Elrich proposed a 120-mile BRT network. To provide a cost-effective premium transit service, Councilmember Elrich proposed operating existing buses in single-lane reversible BRT guideways that would serve the peak demand found along most of the Countys major roadways. August 2011: Montgomery County Department of Transportation delivered their study report on what could be feasibly achieved with a 16-corridor, 150-mile BRT network that required no additional right-ofway. May 2012: The Rapid Transit Task Force (RTTF) established by County Executive Isiah Leggett delivered its Final Report (Reference 2*) that includes a recommendation for a 162-mile network of dual-lane median guideways. As of this writing, the County Executive has not endorsed this reports recommendations but did request an analysis be performed by the Institute for Transportation and Development Policy (ITDP); their report (Reference 3*) is also posted on our BRT website. 3
Approach
Smart Growth and Sustainable Transportation Transit can move more people in the same amount of space than private transportation but there has to be sufficient demand to warrant frequent service, indeed to warrant any transit service at all. Sparsely developed areas of the county are generally served only via main routes that connect to small centers like Damascus and Poolesville because it is inefficient to provide comprehensive service the required subsidies would be too high. In the more densely developed areas of the county the downcounty and I-270 corridor the transit network is more fine-grained, the service more frequent, and the quality higher. In these areas, transit riders may use transit for all or most of their trips or just use it primarily to get to and from work. Expanding the size of the first group by providing more attractive service via BRT is the central goal of this plan. However, expanding the size of the second group commuters using transit is an important secondary goal to make better use of our existing roadways and reduce congestion in peak hours of travel. Both groups of riders use transit on the radial highways that lead to the District of Columbia in the most densely developed area of the county, but frequent all-day transit service on these roads can be provided only where there are multiple activity centers in the corridor that would generate demand for such service. Using transit for all or most your trips can be achieved most easily in areas that have a supporting grid of streets served by transit. Since major highways that connect activity centers are also generally where we experience the highest levels of traffic congestion, they are where the greatest time savings can be achieved by providing dedicated transit facilities. Our recommended network of transit corridors is intended to serve our existing and planned activity centers; a larger BRT network could be justified by permitting and encouraging denser growth along the corridors, but this Functional Plan cannot change land use. Even if we are to look beyond our 2040 forecast year, we are bound by our current zoning and should prioritize a network that will serve our planned land use. The 1993 General Plan Refinement states, Future transportation links will not be used as a justification to change the land use character of an area. This is particularly true for any east-west links which tend to traverse Wedge areas. (p. 37) While we can change land uses in future area Master Plans to support a more robust network, we believe that any efforts in this regard should be focused on making the corridors in the Functional Plan stronger rather than encouraging a proliferation of weak transit corridors that will require large subsidies in order to provide an adequate level of service. High-density mixed-use developments create the greatest demand for BRT service but also generate the highest tax return per square foot of land. Correctly pairing land use and transportation results in a more sustainable development pattern.
Attachment 1 shows the relationship of current zoning to the candidate corridors and BRT stations. This information was not used to determine potential ridership, which was based on the COG model for the 2040 forecast year, but demonstrates the relationship of the stations to ultimate land use per our current Master Plans. Note that no zoning is shown on these maps for Prince Georges County and the Cities of Rockville and Gaithersburg, which have their own planning authority and which will have to make decisions on any corridors within their jurisdictions as part of a Facility Planning and/or Master Plan process. Bus Rapid Transit Characteristics The recommended transit corridor network is intended to facilitate a system that would operate with the following characteristics: Exclusive lanes or dedicated busways where possible Stops every half-mile to one mile Queue jump lanes where appropriate Enhanced stations with greater passenger amenities Transit signal priority where appropriate All-day service Higher service frequencies than traditional bus service (i.e., minimum of 10-minute headways during the peak period and 15-minute headways during the off-peak period) Real-time passenger information Potential for off-board fare collection Level boarding and alighting High-quality vehicles with amenities such as Wi-Fi service. The BRT system would emulate light rail operations in terms of the features provided, but would operate on the arterial roadway system in the County using the lower costs of bus technology. Instead of investing in trains and tracks, BRT invests in dedicated busways and exclusive lanes, intersection priority treatments, and low-floor vehicles with off-board fare collection to speed up its transit service. The intent is to create a high-capacity transit system that will be appropriate for the forecasted ridership. The following four items are the focus of this Functional Plan: BRT activities corridors that would benefit from exclusive two-lane runningway enhancements for all-day service Express and commuter corridors that would benefit from curb lane operations or single-lane peakperiod weekday runningway improvements Link corridors that would benefit from runningway enhancements Transit station areas How Bus Rapid Transit Would Fit into Montgomery Countys Transit Network Metrorail is the core of our transit network, providing transit service via the Red Line within Montgomery County but most importantly to the core of downtown Washington, DC. Light rail transit in 5
the form of the Purple Line will provide the next layer of transit service, connecting our downcounty activity centers. Bus rapid transit would form the next layer of transit service. The MARC Brunswick Line, similar to the Freeway classification, provides more regional service, moving passengers from Frederick and West Virginia to Montgomery County and through the county to Washington, DC. The recommended transit corridors will serve as feeders to our Metrorail stations and local bus service and shuttles will need to feed into the recommended corridors. Just as the Purple Line will be implemented as LRT and the CCT will be implemented as BRT, each corridors mode and level of treatment have to be considered separately even as the whole transit network must work together. Montgomery County has one of the largest suburban bus services in the country, providing thirty million trips per year. Ride-Ons extensive network of local routes will continue to provide access to both the BRT and Metrorail systems, as will the Metrobus network. Where curb bus lanes would for the most part be pursued to accommodate commuter/express service to serve the ridership forecast by this Functional Plan, these lanes would greatly improve the operation of local bus service. What Level of Treatment Should Be Provided? We have used 1,000 passengers per peak hour in the peak direction (pphpd) as the threshold for warranting dedicated lanes. This is less than the low end of the recommended range for dedicated lanes, which is 1,200 pphpd, but we used a more generous standard to determine the desired accommodation. Corridor segments that fell below the 1,000 pphpd threshold were generally recommended as mixed traffic operations. Corridors with very low forecast ridership were generally not recommended for inclusion in the Functional Plan. Median busways provide the best accommodation for bus rapid transit and should be constructed where the forecast BRT ridership is high enough to outweigh adverse operation considerations for general traffic. (See the Network and Methodology Report: Reference 4, pp 13-14.) The threshold for warranting consideration of a median busway in the Transit Capacity and Quality of Service Manual is 2,400 pphpd, however some jurisdictions have set that threshold in the range of 1,500-1,700 pphpd for policy reasons. This is a reasonable approach for Montgomery County to consider as well. The higher the ridership, the more desirable a median busway. A supporting street grid makes a median busway more functional, giving options for parallel routes and turning movements. Future area Master Plan updates, particularly in station areas, could consider ways to enhance the street grid at critical locations. Corridors with lower forecast BRT ridership but with high combined BRT and local bus ridership are better suited to curb lane operations where local bus service can share the lane with commuter/express bus service. Dedicated curb lanes would provide faster, more dependable bus service for all transit patrons in the corridor.
The Case for Lane Repurposing After deciding whether dedicated lanes (either in the median or curb lanes) are warranted on a corridor, the next step is to decide how to achieve them, whether to repurpose existing travel lanes, to use the median where it is sufficiently wide to accommodate the desired treatment, or to identify additional right-of-way. Much of our initial discussion in-house on the issue of lane-repurposing concerned when we could justify taking a lane away from general traffic for use by transit, but that approach favored drivers over transit riders. A more equitable approach is to allocate our existing transportation right-of-way to the mode that can provide the greater capacity, making the best use of our available transportation facilities. With that approach, we find that many corridors have segments where the forecast bus ridership surpasses, and in some cases far surpasses, the capacity for moving people in a single general traffic lane. We should not delay the implementation of necessary and more efficient transit facilities because the demand from single-occupant vehicles is too high. The 1993 General Plan Refinement states, the General Plan Refinement advocates increased intensity of development in the Urban Ring and the I-270 Corridor to accommodate growth, which preserving the Wedge areas, reducing traffic congestion, and protecting the environment. To achieve this greater intensity, the Refinement supports the development of multi-family housing, higher density employment locations, and alternatives to the single-occupant automobile. (emphasis added) The desire to reduce congestion must be weighed against increasing transit ridership as our highest transportation priority. In addition to language in the General Plan and many of our Master Plans, mode share goals of up to 50% non-SOV travel are already in place in several areas of the county. Superior transit facilities must be in place to achieve these goals and our recommended transit network would serve these areas well. We should envision the 2040 forecast year as a clean slate with forecast bus ridership and forecast drivers who desire to use the available travel lanes. Where bus rapid transit would move people most efficiently in that corridor, the first lane assignment should be dedicated to transit. The remaining lanes would be available for general traffic. If congestion is too high in these lanes, the question is then whether we can and should provide an additional general traffic lane. The burden to justify the impacts associated with constructing additional pavement construction costs, environmental impacts, community impacts, etc. should be placed on the less efficient mode. In deciding what we want our transportation facilities to look like and how best to achieve that vision, we must also consider their relationship to the buildings fronting on these roadways. Transit facilities require adequate land use density to justify the capital and operating costs, but they also need a pedestrian-friendly environment to encourage their use. 7
Transit corridors where its determined that lane-repurposing cannot be achieved and the road needs to be widened present a challenge in the form of pedestrian accessibility and safety with regard to the length of street crossings at intersections. The majority of the major north-south corridors that originate in the District of Columbia are being recommended as part of this transit network: MD355, Colesville Road, Georgia Avenue, and New Hampshire Avenue. On October 4, 2012, State Senator Richard Madaleno chaired the Maryland DOT Road Show meeting in Montgomery County, during which he asked why the Districts roads were more pedestrian-friendly. Most of the answer lies in the fact that that all of these roads have more full-time travel lanes on the Montgomery County side of the border than they do on the DC side: Wisconsin Avenue has six lanes both in DC and in Montgomery County, but DCs curb lane is used for on-street parking most of the day whereas Montgomery County does not except in a couple of segments of the Bethesda CBD where we have on-street parking. Montgomery County also has separate left-turn lanes where DC does not. Colesville Road begins as six lanes at Sixteenth Street/Eastern Avenue. Sixteenth Street is only a four-lane divided road in DC that essentially divides into two six-lane divided roads Sixteenth and Colesville. SHA currently has a project at this intersection to reduce the number of northbound lanes in Montgomery County from three to two on both of these legs. Georgia Avenue has four lanes in DC but six in Montgomery County. There is a half-block section of six lanes between Alaska Avenue and Eastern Avenue but that is mostly an intersection issue rather than reflecting a link capacity need. New Hampshire Avenue has four lanes in DC but six in Montgomery County.
The additional capacity of these roads in Montgomery County enables higher operating speeds that are not conducive to pedestrian safety. Also, whereas DC marks crosswalks at almost every intersection, crosswalks are generally marked only at signalized intersections in Montgomery County, which are much farther apart. Much of the discussion about the need for transportation facilities in Montgomery County is about the congestion problem and the need to increase average operating speed. However, in areas where we expect to have large numbers of pedestrians, which is the case with the recommended transit corridors, the focus should be on trying to keep speeds at lower safer levels. Repurposing existing travel lanes to achieve needed transit facilities is the best way to achieve this objective. The forecast year for this Functional Plan is 2040. In the next 28 years, parts of the county will become more urban and younger residents that have expressed a diminishing desire to drive will become a larger part of our population. This Functional Plan is likely to be implemented over many years, giving residents time to adjust locations to changing traffic patterns and the increasing attractiveness of transit as a transportation option as service levels and on-time reliability increase. 8
Lane repurposing is the quickest and most cost-effective way to pursue achieving high-quality transit in the near-term. It enables the most pedestrian-friendly environment for transit-oriented development while avoiding unnecessary neighborhood impacts.
Summary of Treatment Considerations
Further information on the topics below may be found in the Network and Methodology Report (see Reference 1) that the Planning Board reviewed on December 15, 2011: Issue: Lane Repurposing: In general, repurpose a traffic lane to transit-only service if at least one of the following conditions was achieved: 1. Person Throughput: the 2040 forecast transit ridership in a transit-only lane would exceed the traffic capacity of the lane. Both SHA and WMATA are just starting to develop their personthroughput policy. We have worked with both agencies as well as MCDOT on this issue, but in the absence of an official policy, we have used this measure. 2. Traffic volume/lane capacity (V/C) ratio: the V/C ratio for link volumes is less than 0.9 in 2040. (0.9 is the upper limit of Level of Service (LOS) D.) 3. Consistency with road section on the County Line: In several locations, the roadway section drops from six lanes in Montgomery County to four lanes in Washington, DC, including Georgia Ave, and New Hampshire Ave. At these locations, it was considered feasible to repurpose two lanes to exclusive transit use. 4. Parallel roads: parallel roads are available to allow flexibility for drivers to shift to alternative routes for some of the recommended transit corridors (such as Research Blvd and Key West Ave; Randolph Rd and Montrose Pkwy East; Georgia Avenue and Sixteenth Street). Issue: Median vs. Curb Lane 1. Median busways allow faster transit operating speeds that will attract more riders but generally provide no benefits to local buses that would continue to use general traffic lanes unless they operate within the corridor for a significant distance and have left-side doors also. 2. Median busways require more right-of-way 3. Median busways require restrictions on left turns at unsignalized intersections and into driveways on the opposite side of the road. The lack of a street grid in most areas of the county inhibits the ability to relocate these left turns off the main roadway. Our initial review of the analysis for White Flint VISSIM test of left turn lanes was not conclusive but indicates that there could be significant additional delay. 4. We cannot generally cannot recommend a median vs. curb lane treatment at this level of analysis. Where possible (and when warranted), our ROW recommendation will use the greater requirement for a median busway to provide flexibility for implementing agencies. Issue: Ongoing BRT Corridor Studies (Georgia Ave Busway, Veirs Mill Rd) 1. Two corridors are currently the focus of ongoing BRT corridor studies: the Georgia Ave Busway and Veirs Mill Road. Since these studies will evaluate the corridors in much greater detail, the 9
Functional Plan will largely refrain from changing existing master plan recommendations for them. The exception will be locations where BRT is desirable but where the area master plans are silent. For example, while the Glenmont Sector Plan (1997), Aspen Hill Master Plan (1994), and Olney Master Plan (2005) all reference a busway along Georgia Ave, there is no reference in the Kensington/Wheaton Communities Master Plan (1989). Therefore, the Functional Plan will likely recommend the single reversible median lane between Matthew Henson State Park and Weller Rd, recommended in the Aspen Hill Master Plan to the north and the Glenmont Sector Plan to the south. Issue: One-Lane Reversible Medians 1. Generally recommended for Peak Hour operations in commuter corridors. 2. Recommend only when repurposing is not feasible and when it is difficult to expand ROW to achieve a two-lane facility. 3. The major construction involved in achieving a single-lane median busway will reduce the ability to construct a two-lane facility in the future. Issues: Key Assumptions 1. 2. 3. 4. 5. Corridor Typology -- two lanes for activity corridors, one lane for commuter corridors Dedicated Lane threshold 1,000 riders per peak hour Median Lanes Warranted 1,600 riders per peak hour (as opposed to 2400 in manual) Persons per Vehicle (auto) -- 1.1 Vehicle Lane Capacity used to compare to forecast transit ridership -- from COG model
BRT Feasibility
We find that BRT service is feasible in Montgomery County and could become an important part of our transportation network. The recently published ITDP analysis (Reference 3*) included a near-term feasibility assessment for BRT implementation, but our task in the Functional Plan is to look more longterm. Our forecast for 2040 BRT ridership confirms their finding that MD355 is the best candidate corridor for gold standard BRT, with peak ridership in one segment at approximately 2,500 passengers per peak hour in the peak direction (pphpd). Forecast ridership is high to very high throughout the MD355 corridor from Friendship Heights to Germantown. The corridor ridership forecasts by segment are shown as Attachment 2. After MD355, the highest forecast daily ridership corridor is New Hampshire Avenue from US29 to Eastern Avenue at the DC line with 1,600 pphpd. These two corridors warrant pursuing dedicated busways where lanes can be repurposed or the necessary right-of-way can be obtained. Several other corridors have high ridership also warrant having dedicated lanes, most notably US29 from Silver Spring to Burtonsville. Whereas ITDP characterized dedicated lanes on US29 as a lighter improvement, this issue is the central focus of the Functional Plan because the space for these lanes, 10
whether by acquisition of right-of-way or by repurposing lanes, is so difficult to achieve in Montgomery County. True BRT is intended to be its users primary mode of transportation, but most of Montgomery County has a suburban pattern of development that will continue for the foreseeable future even as our activity centers become more urban. We have many heavily travelled commuter-focused corridors that would greatly benefit from having dedicated transit lanes - whether all-day or just during peak hours to enable more people to get to their destination more quickly even if these corridors do not warrant the highest level of BRT treatment. Buses in corridors that do not warrant dedicated lanes, either in a dedicated busway or in curb lanes, would operate in mixed traffic but could still warrant queue-jumpers and/or traffic signal priority. These treatments are operational and would be determined by the agency responsible for roads in question (either SHA or MCDOT, in most cases).
Extent and Treatment of the Recommended Network

Our consultants report on the transit corridors modeled for this phase of our work is shown as Attachment 3. Their recommended treatment differs from staffs recommended treatment on a segment-by-segment basis largely because their decision on lane-repurposing was based mostly on whether a v/c ratio of 0.9 could be maintained for the general travel lanes. Given that many of these roadways will be over capacity in the 2040 forecast year, a broader measure of person-throughput, as discussed above, is needed. With the exception of the ICC, our recommended network is consistent with the task forces Phase 1 corridors. We recommend a smaller but still quite large network of dedicated transit lanes. The recommended network of corridors is shown as Attachment 4 and the ridership and lane-repurposing tests used to determine the recommended treatment for these corridors is shown in Attachment 5. The corridors and treatments are described as follows: MD355 South As stated above, MD355 South has the highest forecast daily ridership with 49,000 riders. The Route 37 MetroExtra bus, which is part of WMATAs move toward BRT, serves the Friendship Heights Metro Station at the southern terminus of this corridor. 1. Friendship Heights Metro Station to White Flint Sector Plan Area Southern Boundary Recommendation: Two Dedicated Lanes via Lane Repurposing Discussion: Due to the high transit ridership forecast between the Friendship Heights metro station and the southern boundary of the White Flint Sector Plan area, we recommend two dedicated lanes. Since the 2040 peak hour transit ridership forecast exceeds the traffic lane capacity, the transit lanes should be provided by lane repurposing. 11
2. White Flint Sector Plan Area Recommendation: Two Dedicated Lanes Discussion: Due to the high transit ridership forecast within the White Flint Sector Plan area, we confirm the White Flint Sector Plans recommendation of two dedicated transit lanes on Rockville Pike. These lanes are in addition to the proposed traffic lanes in the sector plan. 3. White Flint Sector Plan Northern Boundary to Rockville Metro Station Recommendation: Two Dedicated Lanes via Lane Repurposing Discussion: Due to the high transit ridership forecast between the northern boundary of the White Flint Sector Plan area and the Rockville Metro Station, we recommend two dedicated lanes. Since the 2040 peak hour transit ridership forecast exceeds the traffic lane capacity, the transit lanes should be provided by lane repurposing. The final determination of the planned right-of-way and typical section for the segment of the corridor that passes through the City of Rockville would have to be determined by that jurisdiction. MD355 North This corridor has a forecast daily ridership of approximately 35,000 riders. 1. Rockville Metro Station to Shakespeare Boulevard Recommendation: Two Dedicated Lanes via Lane Repurposing Discussion: Due to the high transit ridership forecast between the Rockville Metro Station and Shakespeare Blvd, we recommend two dedicated lanes. Since the 2040 peak hour transit ridership forecast exceeds the traffic lane capacity, the transit lanes should be provided by lane repurposing. In addition, the V/C ratio between Professional Drive and Shakespeare Blvd is less than 0.9, indicating a low level of congestion. The final determination of the planned right-of-way and typical section for the segments of the corridor that pass through the Cities of Rockville and Gaithersburg would have to be determined by those jurisdictions. 2. Shakespeare Boulevard from MD355 to Observation Drive Recommendation: Mixed Traffic Discussion: North of Shakespeare Boulevard, forecast ridership was insufficient to warrant BRT along MD355. However, we recommend that this transit corridor be extended west along Shakespeare Boulevard and north along Observation Drive to tie into the northern segment of 12
the Corridor Cities Transitway. More analysis is needed to determine the recommended treatment. We recommend that it be designated as mixed traffic for the time being. 3. Observation Drive from Shakespeare Boulevard to the CCT Recommendation: No action. Discussion: No action needs to be taken to modify the current Master Plan recommendation, which is an alternative alignment for the CCT, at this time. US 29 This corridor has a forecast daily ridership of approximately 17,000 riders. 1. Eastern Avenue/Sixteenth Street to Silver Spring Transit Center Recommendation: Dedicated Lanes via Lane-Repurposing Discussion: Forecast ridership was below the level needed to warrant dedicated lanes however, this segment of Colesville Road is already used by WMATAs S9 MetroExtra route, which is a significant step toward BRT, and is part of their PCN. We believe that actual transit ridership in this corridor would likely be much higher than modeled and because Colesville is currently planned to be narrowed at the DC line, we recommend that dedicated lanes be achieved via lane-repurposing. 2. Silver Spring Transit Center to Lockwood Drive Recommendation: Dedicated Lanes via Lane-Repurposing Discussion: This segment has the highest existing ridership and has high forecast ridership. While there are limited opportunities for drivers in this corridor who choose not to take transit, our forecast ridership is substantially above what could be carried in lanes with mixed traffic. We believe that dedicated lanes via lane-repurposing is the best treatment purely on a resource-allocation basis, but also because of the major constraints to widening that exist in this corridor, most notably in the Four Corners area. 3. Lockwood Drive from US29 to Stewart Lane and Stewart Lane from Lockwood Drive to US29 Recommendation: Mixed Traffic Discussion: While forecast ridership along this segment of the overall US29 corridor is high, the conflicts with vehicular traffic are low, so mixed traffic is recommended.
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4. Stewart Lane to Burtonsville Park and Ride Lot Recommendation: Dedicated Lanes via Median Busway Discussion: The median is sufficiently wide in this segment to accommodate a two-lane busway because of previous design efforts by SHA in the pursuit of the US29 interchange projects. Georgia Avenue (MD97) This corridor has a forecast daily ridership of approximately 25,000 riders. 1. Eastern Avenue to Colesville Road Recommendation: Dedicated Lanes via Lane Repurposing Discussion: While the ridership forecasts for this segment do not warrant dedicate transit lanes, we believe they are low for two reasons. First, the ridership forecasts do not extend high quality transit into the District of Columbia. Georgia Avenue between downtown DC and Silver Spring is recommended as part of WMATAs Priority Corridor Network (PCN) and is already used by their MetroExtra Route 79. Second, it does not include ridership that would be generated if the District of Columbias streetcar network was extended from its current terminus at the Takoma Park metro station to the Silver Spring Transit Center. The Montgomery County Council has requested that the DC Government consider extending it up to the Silver Spring Transit Center, which would provide connections to a much greater array of connecting public transit services. Given that actual transit ridership in this corridor would likely be much higher than modeled and because Georgia Avenue is only a four-lane road in DC but widens to six lanes in Montgomery County, we recommend that lanes be repurposed for transit, whether that be solely for buses or joint use with the DC streetcar. 2. Colesville Road to Sixteenth Street Recommendation: Dedicated Lanes via Lane Repurposing Discussion: This segment of Georgia Avenue does not have very high traffic volumes but does have good forecast ridership. Traffic diverted from this roadway because of lane-repurposing can easily use Sixteenth Street, which is a maximum of three blocks away and has ample excess lane capacity. Since the 2040 peak hour transit ridership forecast exceeds the traffic lane capacity, the transit lanes should be provided by lane repurposing. 3. Sixteenth Street to Veirs Mill Road Recommendation: Dedicated Lanes via Lane Repurposing Discussion: This length of Georgia Avenue has very high traffic volumes but there is sufficient forecast ridership to warrant lane-repurposing. In addition, while dedicated lanes are needed in 14
this segment, widening of the right-of-way and roadway would have a large impact on the single-family residential homes along Georgia Avenue. We recommend against including such a widening in this Functional Plan as the land use impacts are more appropriately addressed as part of an area Master Plan.
4. Veirs Mill Road to Glenallan Avenue Recommendation: Mixed traffic Discussion: This segment of Georgia Avenue has a ridership forecast that may be insufficient to warrant dedicated bus lanes. 5. Glenmont Metro Station to Olney Recommendation: Dedicated Lanes via Median Busway Discussion: Current Master Plan guidance for the Georgia Avenue Busway is mixed: Olney Master Plan: Two-lane median busway Aspen Hill Master Plan: One-lane median busway Kensington-Wheaton Master Plan: No guidance Glenmont Sector Plan: One-lane median busway
We recommend that a continuous median busway be implemented from Glenallan Avenue to Spartan Road. The results of the Georgia Avenue Busway Project Planning study currently being pursued by SHA will likely determine what should be implemented in this corridor. We believe that the existing land use and travel patterns require only a single-lane median busway along this corridor. If this is the preferred alternative selected by the study, we recommend that a median bikeway be constructed in conjunction with the busway. A shared-use path is recommended in the Master Plan to be built on the west side of Georgia Avenue as part of the busway section, but it may be easier to implement a median bikeway that would have fewer conflicts with driveways if only a single-lane busway is needed. New Hampshire Avenue (MD650) This corridor has a forecast daily ridership of approximately 22,000 riders. 1. Eastern Avenue to Adelphi Road 15
Recommendation: Dedicated Lanes via Lane Repurposing Discussion: New Hampshire Avenue has the second highest forecast daily ridership with 22,000 daily riders. Forecast ridership is very high south of University Boulevard but still high as far north as Northampton Drive. Adelphi Road was chosen as the limit of the dedicated lanes because north of this point, the average daily traffic volume for general traffic jumps by about 80% headed toward the Beltway but the forecast transit ridership drops. At the southern limit of this corridor, New Hampshire Avenue is only a four-lane road in DC line but widens to six lanes at the Montgomery County line, as noted above. The V/C ratio between Eastern Avenue and Ethan Allen Avenue is below 0.9, indicating low levels of congestion even if lanes are repurposed. The segment of this corridor between the DC line and East-West Highway borders Prince Georges County; the segment of this corridor between University Boulevard and Fox Street (south of Adelphi Road) are completely within the limits of Prince Georges County. The final determination of the planned right-of-way and typical section for these corridor segments would have to be determined by Prince Georges County. 2. Adelphi Road to US29 Recommendation: Mixed Traffic Discussion: The modeling test for additional density in the White Oak Science Gateway is not yet complete. It is possible that the higher forecast transit ridership resulting from this test may warrant an extension to the north of Adelphi Road. We will address this issue in the Staff Draft of the Functional Plan. For the time being, we recommend that it be designated as mixed traffic. Veirs Mill Road (MD586) This corridor has a forecast daily ridership of 12,000 to 15,000 riders. 1. MD355 to Twinbrook Parkway Recommendation: Dedicated Lanes via Lane Repurposing Discussion: The peak-hour forecast ridership in this segment is sufficient to warrant lanerepurposing. This corridor segment is completely within the City of Rockville and the final determination of the planned right-of-way and typical section would have to be determined by the City. 2. Twinbrook Parkway to Georgia Avenue Recommendation: Dedicated lanes via Median Transitway
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Discussion: While only the short segment within the Wheaton CBD Sector Plan area is currently recommended for BRT, the whole length of Veirs Mill Road from the Wheaton Metro Station to MD355 is currently under study by SHA. The results of that study will likely determine what should be implemented in this corridor. The ridership pattern is less clear here than most corridors and our forecast ridership is not sufficient to warrant dedicated lanes via lane-repurposing. However, since Veirs Mill Road is an important corridor that serves both east-west and north-south functions, we recommend that a one-lane median busway for this segment for the purposes of this Master Plan. University Boulevard (MD193) This corridor has a forecast daily ridership of 14,000 to 18,000 riders. 1. Veirs Mill Road to US29 Recommendation: Dedicated Lanes via Lane Repurposing Discussion: The peak-hour forecast ridership in this segment is sufficient to warrant lanerepurposing. 2. Wheaton Metro Station to Takoma-Langley Crossroads Purple Line Station Recommendation: Mixed Traffic Discussion: This segment requires more analysis. The forecast ridership east of Gilbert Street is not sufficient to warrant dedicated lanes. The forecast ridership west of Gilbert Street warrants dedicated lanes via lane repurposing, which may not be desirable but additional right-of-way appears difficult to obtain. Rockville Metro Station to the Life Sciences Center This corridor has a forecast daily ridership of 10,000 to 12,000 riders. 1. East Middle Lane from MD355 to North Washington Street; North Washington Street from East Middle Lane to MD28; and MD28 from East Middle Lane to I-270 Recommendation: Mixed Traffic Discussion: This corridor segment has high enough forecast ridership to warrant dedicated bus lanes but achieving along these roads would be difficult, much of which passes through the Rockville Historic District. We recommend that it be designated as mixed traffic for the time being and that the City of Rockville determine the final treatment as part of Facility Planning or their Master Plan process. 2. MD28 from I-270 to Research Boulevard and Research Boulevard to Omega Drive 17
Recommendation: Dedicated Lanes via Lane Repurposing Discussion: This corridor has sufficient forecast ridership to warrant dedicated lanes. Only the segment of Research Boulevard west of Shady Grove Road is in the unincorporated section of Montgomery County. Most of this corridor segment is within the City of Rockville, who would have to determine the final treatment as part of Facility Planning or their Master Plan process. Our forecasting results show a significant ridership drop-off after the intersection with Omega Drive that is likely because of competition with the CCT. The relationship of this corridor to the CCT should be considered as part of Facility Planning. It may be that service on the CCT could alternate between serving the Shady Grove and Rockville Metro Stations. Randolph Road This corridor has a forecast daily ridership of 16,000 to 20,000 riders. 1. White Flint Metro Station to Prince Georges County line Recommendation: Mixed Traffic Discussion: In general, the forecast ridership is marginal to poor for warranting dedicated lanes. However, the modeling test for additional density in the White Oak Science Gateway is not yet complete. It is possible that the higher forecast transit ridership resulting from this test may increase the forecast ridership on this corridor. While the ridership on the western end of this corridor from White Flint Metro Station to Veirs Mill Road is the highest, further consideration needs to be given to the desirability of using the Master Plan-recommended transitway on Montrose Parkway East as an alternative. There is also a discontinuity in the current Master Plan recommendations for Randolph since the segment west of Rock Creek is four lanes in the North Bethesda-Garrett Park Master Plan and the segment east of Rock Creek is six lanes in the Kensington-Wheaton Master Plan. We recommend that it be included in the network as a mixed traffic operation, but with additional information, this recommendation may change. Corridor Cities Transitway (CCT) 1. Shady Grove Metro Station to Clarksburg Recommendation: Dedicated lanes via Median or Side Transitway Discussion: No action needs to be taken to modify the current Master Plan recommendation at this time. The results of the CCT Project Planning study currently being pursued by MTA will likely determine what should be implemented between Shady Grove Metro Station to Metropolitan Grove MARC Station. 18
North Bethesda Transitway This corridor has a forecast daily ridership of 8,000 to 10,000 riders. 1. Grosvenor Metro Station to Rock Spring Recommendation: Dedicated lanes via Median or Side Transitway Discussion: A transitway from Montgomery Mall to the Grosvenor Metro Station is recommended in the Bethesda-Chevy Chase Master. Most of the right-of-way for its future construction has been dedicated as developments have been approved along its alignment. However, the right-of-way is not yet available along a short segment of Old Georgetown Road. Further analysis is needed to determine whether dedicated lanes are needed for the segment and how they should be achieved. WMATA is currently including this transitway in its study of a transit connection between Tysons Corner and Grosvenor. While ridership forecasts for this corridor are below the threshold for warranting dedicated lanes, that is likely because the forecasts included a corridor on Old Georgetown Road corridors. If the Old Georgetown Road is removed because of low ridership, ridership on the North Bethesda Transitway will likely increase. Corridors Tested but Not Recommended for Inclusion in the Functional Plan Several additional corridors were modeled but had low ridership volumes that did not warrant dedicated lanes. These included: Muddy Branch Road from Life Sciences to Lakeforest Transit Center Connecticut Avenue and Jones Bridge Road from Medical Center Metro Station to Bel Pre Road Old Georgetown Road South from Bethesda Metro Station to Montgomery Mall Old Georgetown Road North from Montgomery Mall to White Flint Metro Station Norbeck Road from Rockville Metro Station to ICC Park and Ride Lot; and ICC: The ICC has a low forecast daily ridership but is different from the others in regard to its Master Plan status since there is already a transitway recommended along its entire length. The Master Plan recommendation for a transitway along the ICC is no longer necessary however, since the toll structure of this road guarantees a congestion-free facility. We recommend that the corridor be deleted.
Phasing Implementation of the Network The Rapid Transit Task Force phasing plan attempted to strike a balance of what they saw as important and physically constructible in terms of the maximum disruption that could occur in any one area of the 19
county at one time. Our recommended network and treatment are less than that recommended by the task force so the potential conflicts between the construction on individual corridors would be less. However, more importantly, our view toward accommodating the forecast ridership is far different. Rather than attracting a completely new universe of riders, as the task force stated in their report, we concur with ITDPs analysis of the task force report that our current transit ridership will constitute a large proportion of our forecast ridership for the proposed transit network in its initial phases. It is therefore very important to focus our initial efforts on where our existing ridership is strongest. Those areas are generally downcounty, closest to the District of Columbia. The US29 corridor south of Lockwood Drive has major constraints to expansion, most notably in Four Corners, but has the highest existing peak hour ridership at about 800 riders. Currently there are 43 scheduled buses in the peak hour, about one bus every minute-and-a-half. US29 also has the second highest forecast peak hour ridership with more than 1,900 passengers in 2040. We believe that lanerepurposing in this segment is the best use of our transportation facilities and that it would provide the best trial of achieving dedicated bus lanes via this method. Given the particulars of this segment of US29, lane-repurposing could be implemented in stages. It could start as a peak-hour exercise only, when there is the greatest justification for prioritizing the movement of mass transit. In addition, it could start in the reversible section south of Sligo Creek Parkway, with the curb bus lane taking up one of the four lanes in the peak direction. As we gain experience with prioritized transit, we could expand the dedicated lanes to the north as well as the period of service. This could begin within a relatively short period of time because no major construction would be required. The construction of pavement always takes longer and the construction of a median busway on MD355 would take longer still. While MD355 is the best candidate for true BRT, the pursuit of a median busway will have to be in concert with Master Plan changes, both to ensure that the impacts caused by any roadway widening are offset by beneficial land use changes and to ensure that the latter provide greater ridership for the transit facility. In the meantime, MCDOT and SHA should evaluate which segments of MD355 are most ready for lane-repurposing and implement dedicated curb lanes as an interim solution. Right-of-Way Impacts The corridors and treatments recommended above largely rely on working within our existing roadway pavement. One major exception to this is the Veirs Mill Road corridor where we expect that we will need some additional right-of-way to achieve a one-lane reversible busway. In general, however, we have not yet completed an analysis of the ROW impacts of the recommended treatments. Even where lanes are proposed to be repurposed, additional ROW may be needed to provide adequate sidewalks, bike facilities, and green space for landscaping and stormwater management. The ROW impacts of the recommended corridors and treatments will be included in our Staff Draft of the Functional Plan. 20
Other topics
Transit Stations The transit station locations used in the ridership forecasting are shown on the maps of each corridor (Attachment 1) and are listed in Attachment 6. We have developed right-of-way envelopes for the various station types needed for the recommended network and originally anticipated that we would identify specific locations that they would be applied. Our thinking now is that the final location of these stations should be determined during Facility Planning when the operating agencies will have a service plan in place that can guide whether these stations should be on the near or far side of the intersection, for example. The Staff Draft of this Functional Plan will identify the intersections at which stations will be located and will identify the appropriate station type with an associated right-of-way. Any proposed developments that occur in the vicinity of the planned station can then be reviewed in that context. MARC Brunswick Line Expansion As noted above, MARC commuter rail provides the broadest regional transportation function of our transit network. With the relocation of the MARC Station to the Silver Spring Transit Center (SSTC), the similarly anticipated relocation of long-distance bus facilities to the SSTC, and the planned establishment of new MARC stations at the Shady Grove Metro Station and in White Flint, there will be a greater integration of public transportation facilities and the opportunity for greater synergy between transit modes. Several Master Plans recommend expanded MARC service yet two of the Countys Master Plans Shady Grove and Great Seneca Science Corridor and the Town of Washington Grove Master Plan deleted a recommendation for a fifty-foot-wide transit easement along the tracks. The July 2004 Planning Board Draft for the Shady Grove plan included retention of the easement, but this was removed by the County Council in their approval of the final plan in early 2006. The Town of Washington Grove and Great Seneca Science Corridor subsequently repeated the recommendation to remove the recommended easement from the areas covered by those plans. MARC service cannot be significantly increased without reducing the conflicts with freight service on the CSX tracks. Existing conflicts between MARC service and CSX freight service last year resulted in a MTA proposal to reduce service to some stations in order to provide better on-time performance. Additional rail capacity is the only feasible way to significantly reduce those conflicts and expand MARC service. In 2007, the Maryland Transit Administration (MTA) published their Growth and Investment Plan for MARC service. Their proposed MARC expansion on the Brunswick Line would include all-day service and one-seat rides to Northern Virginia. To accomplish this, they proposed adding a third track between Point of Rocks in Frederick County and Kensington, in addition to acquiring additional rolling stock. 21
MTAs forecast shows that MARC Brunswick Line ridership would increase from our current daily ridership of 7,000 to 26,000 under their investment plan, an increase of 19,000 riders per day that would rank it fairly high among the BRT corridors studied. MTA is currently updating their Growth and Investment Plan but we have confirmed that they intend to retain the proposed expansion of the Brunswick Line. We recommend that this expansion be included in the Master Plan of Highways and Transitways to allow the project to be considered as one of our priorities for State transportation projects to begin Project Planning. Since the necessary right-of-way would only be identified during that planning, we recommend that the expansion be included in Phase 2 of the Functional Plan. As to the extent of the expansion, we believe that it would be more difficult to accomplish this east of Metropolitan Grove Station because of the potential impacts to adjacent development. It may turn out during Project Planning that this is achievable, but at this time, we recommend that only the segment between the Frederick County Line and Metropolitan Grove Station be included in the Functional Plan. Once Project Planning has been completed, the extent of the expansion and the right-of-way can be assessed at the same time for future inclusion in a Master Plan update. Bicycle-Pedestrian Priority Areas Our Scope of Work includes recommending the designation of Bicycle-Pedestrian Priority Areas (BPPAs) around BRT stations. Many of the stations on the proposed BRT corridors are already existing or Master Planned transit stations, or transit centers. While good bicycle and pedestrian access is needed to all BRT stations, we are not recommending that every BRT station be designated as a BPPA. The White Flint Sector Plan area was designated by the Maryland State Highway Administration (SHA) as Marylands first BPPA in January 2011, confirming the prior designation in the White Flint Sector Plan. It exemplifies the intent of the legislation, which was to provide the highest level of accommodation for pedestrians and bicyclists in the areas where they are most prevalent. That is certainly true of a transitoriented development area; it would not be necessarily true of a BRT station that is located at a parkand-ride lot. We will recommend that safe access be provided to all BRT stations, but believe that the BPPA designation should be limited to those areas that are established or developing activity centers. In addition to White Flint Sector Plan area, the recently adopted Wheaton Sector Plan designates the Sector Plan area as a BPPA. The Planning Board Draft of the Takoma-Langley Crossroads Sector Plan also designates that Sector Plan area as a BPPA. On June 21, 2012, the Board gave its tentative approval of the list of candidate BPPAs shown in our report. Since that time, we have consulted with State Highway Administration staff who have given their initial concurrence on this list, pending the finalization of their guidelines for designation. The Staff Draft of this Functional Plan will include draft boundaries for these areas. Following the adoption of the Master Plan, SHAs concurrence is needed on the designation of the BPPAs is needed in 22
order for the requirement of a plan of improvements to take effect per the Annotated Code of Maryland. Bike Accommodation All of our Preferred typical sections include on-road bike lanes but it is not yet clear to what extent we can achieve the preferred section. Where constraints pre-empt the ability to achieve bike lanes, we will identify as part of our next phase of work the recommended bike accommodation for each corridor.
Next Steps
We anticipate rerunning the model with the revised network and will determine rights-of-way for each corridor based on typical sections for each recommendation.
Outreach
Two public meetings to discuss this Functional Plan were held last fall and three additional public meetings are scheduled for 6:30-9 p.m. on the following evenings:
Schedule
Tuesday, November 13: Blair HS Wednesday, November 14: Shady Grove Training Facility Thursday, November 15: Wheaton Library
Our current schedule is as follows: January 8, 2013: Board approval to publish Staff Draft as Public Hearing Draft February 2013: Public Hearings February-April 2013: Worksessions May 2013: Transmit Planning Board Draft to County Council
Conclusion
Staff has considered a wealth of information in preparing our recommendations, which we believe balance the Boards desire for an aspirational transit network with the constraints posed by our planned land uses. We would like to receive the Boards comments on our recommendations in advance of our scheduled public meetings the following week.
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Attachments Attachment 1: Corridor maps Attachment 2: Ridership forecasts by segment Attachment 3: Consultants report Attachment 4: Map of Recommended Corridors Attachment 5: Summary of Ridership and Lane-Repurposing Tests by Corridor Segment Attachment 6: List of station locations
References (can be found in the Quick Links on our BRT web page: http://www.montgomeryplanning.org/transportation/highways/brt.shtm) Reference 1: Transitway & High-Occupancy Vehicle Network Master Plan Alternatives Report Reference 2: Rapid Transit Task Force Report Reference 3: ITDP Report Reference 4: Network and Methodology Report:
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RD
RG
EW H
E ITT AV
IA
VE I
H
MO N T R OS E RD
NE PI D AL R
Twinbrook
RO
RS
IL
WE L
LE R
RD
Glenmont
PH
RD
R ANDO LPH R D
LA YH
SE Y KE L
IL L
ST
RD
RA N
L DO
HOYA
ST
SHOREFIE LD RD
ET O
WN
White Flint
D MA R IN EL L I R
VE I
ED SO N R D
ARCOLA AVE
RG
G EO
RS
MI
OL D
LL
RD
R EE D
STRATHMO RE AVE
U N IV
ER S
IT Y
VD BL
IE DRWheaton
PRI CH A
W IND H A M LA
DG
E DR
R OC KL
S WE
L A KE D R
RO
CK SPR
EI S
IN G D R
EN
HO
KN O
TIC U T
DE M
AV E
OC R
AC
VD BL
HE
I SH
RE
DR
ER
Grosvenor
EM
WL
HO
ES
AV E
WA RD
AV E
RO
LAY H
E AV
RD
IL L
CK LL VI E PK
EN
N EC
PO OK
RYLAND DR
L IL
RD
SA UL R
CON
BE LTW
AY
SO UTH DR
N LINCO L DR
Medical Center
JO N ES
B R ID
GE RD
SILVER SPRING
1 6 TH S T
CA P IT AL
Route 8 - Connecticut Avenue

AB
Corridor Assessment
EDG EMOOR LN
Bethesda
a
I

PKW
NO
NA
E
O RD
Higher Density Residential, Commercial,G O L DSBO R Office and Mixed Use Zoning R-60 Zoning
BETHESDA
BRO OK VILLE R D

ET OW
RD
NO
RF
LK
WILSON LA
AV E
AM CH ELTENH
DR
CONNECTICUT AVE
DE R FR E ICK RD
M
ROS SM O OR BLV D
RD R D
RD
DENN
CA
F IEL D AVE
M
E
E IS AV
PO
A LIT
L O NE O
A K DR
VI
DEXTE R AVE
G AU
US
DR
HW
E AV
PI TO L
EW
FE
E AV
R NWOO D R D
FO R E S
T G LE N R D
Forest Glen
CA PI TA L B E LT
Y WA
BE
EC
H AVE
B EA
SE MINA R
Y RD
CEDA R LA
16
T
ST
EO O LD G
WOO
AD
D MO N
LE YB
D LV
AVE
Miles
JO
HN
0.25 0.5 1
October 2012
WASHING D.C.
WIS
C ON
S IN
AV E
CLARKSBURG
K SB
CL AR
UR G
ST
RI
N
G
W TO
N
RD
RD
LI
TT
LE
SE
C NE
HW
NE
W CU
RD
AW SH
GE
RD
BRIN K RD
RID
O O D
FI EL D
SH
D AK E S PEAR E BLV
HU
E RL
VD BL
WATK IN
FA TH ER
GE RM
AN TO
RD
S M IL
L RD
OM
ER YV
MIDDLEBROOK RD
IL L
AGE AVE
GO SHEN RD
M ON
RD
E R D
ME
PR ES
ER
KIN AT
TO RIS H
M IL
ERMANTOWN
C ER PP LO R D
AR CH DA LE
L RD
PHER AV
ID C
O UN
TY
CLO PPE RR
AL AVE DH EN OD
HW
QUIN C
E OR
C HA RD R
BR
OOK ES AVE
GAITHERSBURG
RE AT
SE
NE CA
HW
ED
N IO AT LVD UC B
DE
ER
R PA
DR
ES T
LA
ND
DR
W ES T
DDY BR ANCH R MU D
SH AD
GR
VE
RD
DIAMO N
SA
G EI
HW
Y
GA ITH
Shady Grove
DB AC K
GR
EA TS EN E
R L Y DR
K IN
D BL V AR M G F D DR LA N R ED
D GU
E DR
DECOV E
KEY WES T
AV E
T ES
RD E N TE
AL C
TR AV IL

AH
DAR NE
RD
M
ST OW
E D IC
US MP CA
DR
Route 10a - MD 355 (North)
Corridor Assessment
MA N N
EE AK
ST
W OO
DFIEL
D RD
TG
LAYTONSVILLE RD
D ICK R ER ED FR
E
FR K IC ER ED E AV
W MIDDLE LA
MONROE PL
Rockville
RO CK VI LL E
LA RY MA
RI VE R
0 Miles
0.25
RD
0.5 1 1.5
October 2012
ND
AV
ROCKVILLE
PK
MONT
ROSE
RD
NO RB
FR IC ER ED KR D
NE
LN
E IS
E NH
ER OW
M EM
HW
Y
EAST DR
S ID
E
DR
R
R
HW
Y
D R
DER FR E ICK
E NH EIS
ER M OW
RD
EMO HW Y RIAL
BEA L L AV E
K EC
RD
MA N
NO
W MIDDLE LA
MONROE PL
Rockville
R
L A SP E N H I L
RD
NN
C
EC
B EA L L AV E
RB
TI C
EC
UT
RD
AV E
AR
A YL
AV E
ROCKVILLE
HOYA
ST
OL D
G EO
RG
ET O
WN
R OC KL
AV E
PO OK
RYLAND DR
BR
AD
D BLV LEY
BE
EC
H AVE
HI
LL
RD
SA UL R
B EA
BE LTW
AY
CA P IT AL
CEDA R LA
SO UTH DR
CON
N EC
L O NE O
A K DR
TIC U T
ET OW
RD
NO
RF
LK
EDG EMOOR LN
Bethesda
AB
NO
NA
E
BO R G O LD S

Y
O RD
BETHESDA
WIS
Route 10b - MD 355 (South)
Corridor Assessment
Friendship Heights
0 Miles 0.25 0.5 1
October 2012
Tenleytown-AU
BRO OK VILLE R D
WILSON LA
AV E
AM CH ELTENH
DR
CONNECTICUT AVE
H SE N OW
A
KE
ST
B EL P R E
RD
EM ER M O RIA L HW
KV IL
LE
PK
VE I R
SM
EO
IL L
RD
RG
EW H
E ITT AV
IA
E AV
SE Y KE L
ST
RD
VE I
H
MO N T R OS E RD
NE PI D AL R
Twinbrook
RO CK LL VI E
D
RS
IL
WE L
LE R
RD
R ANDO LPH R D
PK
White Flint
D MA R IN EL L I R
ED SO N R D
EN
F IEL D AVE
STRATHMO RE AVE
DG
E DR
S WE
L A KE DR
C K SP R IN G D R RO
EI S
DR
EN
HO
KN O
ER
DE M
OC
Y RA C
VD BL
HE
SH
IR E
Grosvenor
EM
WL
HO
ES
AV E
WA RD
AV E
RO
PO
A LIT
HW
E AV
FE
R NWOO D R D
N LINCO L DR
Medical Center
JO N ES
B R ID
GE RD
O OLD GE
WOO
AD
D MO N
LE YB
D LV
AVE
JO
HN
PKW
C ON S IN AV E
NN
C
EC
TIC
UT
AV E
G EO
GI
W IT HE
T AVE
COLESVILLE
BR
IG
RD
LA YH I LL
ARCOLA AVE
CO
A BI M LU
PK
TE
VE
S TEW
IR S
MI LL
OA
RD
RE ED
U N IV
LO
KW
ER
Y S IT
O O
VD BL
IE DRWheaton
PRI CH A
RD R D
DR
COLE S
DE NN
CA
VIL
TR
E IS AV
LE
RD
S C H IN
HO
WA R
DA VE
LE
DR
WIN D H AM L A
VI
DEXTER AVE
AU
US G
DR
PO
ER WD
D L R MIL
FO R E S
T G LE N R D
Forest Glen
W CAPI TAL B E LT
AL APIT
Y TWA BEL
OA
ELTO N
RD
AY
K V IE W D R
SEMIN AR Y RD
SL IG
O RT H
AM
AD
PTO N
1 6TH ST
SV ILL E
DR
ME TZE R
EL
PH
CO LE
OTT RD
J O NES
B RI DG
AV
E RD
SILVER SPRING
CA
Silver Spring
AY W
T
SP
RI
NG
OL L AV E
N BON I F A
ST
ST
QU
EB
M ER RIMA
ST
C D R
GEORGIA AVE
CA RR
RD
V IL LE R D
AN
UN
CH
BR
IV
ER
BRO OK
PIN
Takoma
EY
SI
TY
BL
ET HA N AL LE N
AVE
WASHINGTON, D.C.
AV E
EA ST
HIR
MP S

NE
HA
Route 11 - MD 650/New Hampshire Avenue
Corridor Assessment
G A LL O
T Y S WA
NE
Fort Totten
Cleveland Park Van Ness-UDC
October 2012
Brookland-CUA
0 Miles
0.25
0.5
IR
RD
E AV
CH
AN
EY
RD
IR FA
L
A ND
RD
WE
RD LLE R
Glenmont
PH
E R A ND
OL P H
RAN DO LPH R D
N RA
L DO
RD
RD
SHOREFIELD RD
AR
T LA
K
LE
DR AF
EN
F IE LD AVE
M
E
NE
W
M HA
I UN
PS
VE
RS
ITY
RE HI
AV E
VD BL
AN L IT PO
E AV
PI T O L
EW
E AV
RE O C
PK
Y
T 16
ST
W FL O VE ER A
FEN TO N S T
EA ST W ES
T HW Y
ER N AV E
H
MO N T R OSE RD
NE PI R D AL
Twinbrook
CK RO
HOYA
ST
O LD G
EO
RG
ETO
WN
VI E LL
D
PK
White Flint
D MARINELL I R
ED SON R D
STRATHMORE
E DR DG
ES
L A K E DR
R OC K L
K SP R IN G D R OC
E IS
DR
EN
HO
ER
D EM
C C RA
VD BL
HE
E H IR
Grosvenor
EM
HW
L O NE O
A K DR
RYLAND DR
E BE
CH
AVE
LTW AY
CA
Route 12a - Old Georgetown Road North

PIT AL
Corridor Assessment
BE

C ED AR L A
FE
RNWOO D RD
PO
OK
L IL
RD
S OU TH D R
0 Miles 0.25 0.5
N LINCOL DR
EO R OL D G
October 2012
ET OW
AD
LE Y
CK RO
MONT R
E LL VI
OSE R D
HOYA
ST
O LD
GE O
RG ET O
WN R
PK
White Flint
D MARINELL I R
EDSON R D
STRATHMORE AVE
E DR DG
WE
LAKE DR
ROCKL
K SP R OC
EIS
IN G D R
EN
HO
KN O
PO O
RYLAND DR
K S
LE AD BR
LVD YB
AVE CH EE B
HI
LL
RD
SAUL RD
BEA
BE LTW AY
CA PIT AL
CEDAR LA
SOU TH DR
N LINCOL DR
Medical Center
ET OW
RD
NO RF
OL K
WILSON LA
AV E
CHELTEN
HAM DR
EDGEMOOR LN
Bethesda
AB
NO
NA M
E
SB G O LD
O RO
RD
BETHESDA
CO N WIS

Route 12b - Old Georgetown Road South
Corridor Assessment
Friendship Heights
0 Miles 0.25 0.5 1
October 2012
CON N EC
LONE O
A K DR
TICU T
C
O DE M
AV E
C CRA
D LV YB
S HE
E DR HIR
ER
Grosvenor
HW
WL ES AV E
HO WA R
DA
EM M
FE
RNWOO D RD
EO R OLD G
WOOD
D RA
LEY
VD BL
MONT
AVE
JO
PK HN WY
SIN AVE
DW
DR
O
OA
BR
EO
IA
AV E
COLESVILLE
CO NN EC TIC UT E AV
I N B RO OK P KW
PE AS
N H IL L
RD
LA ND DR
RD
PA
IL LS
Glenmont
LA YH
VE I
TW
RK
RS
IL L
RD
ER
Twinbrook
R AN
DO LP H
AN
DO
L PH
RD
RD
BL
White Flint
RANDOLPH RD
I LL
U
RA N D O
LP H R D
RD
GE ORGI A AVE
PAR KLA
WN
DR
LAUDE RDALE DR
D EW E Y
N RD
CO
M LU
A BI
K PI
RD
VE I
A MH
ER ST AV E
RG E T OW
T AV E
GE O
CTICU CO NNE
O RT M I
LL
RD
RS
MI
LL R
C AR
OLD
WP
VAL LEY
NE
VIE
AV E
R E ED
R IE D
Wheaton
A OL
RO CK PK LE VIL
E AV
G AR
TU C
KE
RM
AN

LN

Grosvenor
KN O
WL
Corridor Assessment
ES
AV E
CO
LE S
GROSV ENOR LN
V DE N N I S A
CA
V ILLE R D
Route 14 - Randolph Road
ET
CO
LE S
S ER IV
SU
VI
LL E
STRATHMORE AVE
I TY
BLV
RD
US
INW OOD AV E
UN
RO
PO
LI
N TA
ER IV TY SI
E AV
PI
VD BL
L IL
R SB U IA M
DR
TO
LV
IEW
E AV
T GLE FORE S N RD
Forest Glen
0 Miles
0.25
0.5
1.5
October 2012
D OL GE OR TO GE W N RD
RA E. F
NKL
IN
AV E
Shady Grove
FR ED
TH IST
VE R
GR O
ER
IC
EB
SH AD Y
RD
MU NC
RI D G E
DR
AS
TE R
CR A
BB
S
A BR
NC
H
W AY
M IL LR
ROSSMOOR
UD
MP CA
US
DR
L A I RD S T
G IBBS ST
NO R
ST O
Corridor Assessment
Route 15 - Norbeck Road
PK
ED
N D R
ROCKVILLE
BR
OA D
VEIRS
MILL
RD
DR
O
JEFFER S ON
ST
BEC
MONROE PL
Rockville
K R D
N BRO OK P KW Y
0 Miles
0.25
0.5
October 2012
VE I
RD
Twinbrook
PA
RK
RS
IL
LS
L A N D DR
TW I
MONTGO MERY A V E
R ES E A R C H
VD BL
EIS E NH
OW
ER
MEM
N B OR EC KR D
OR IA
L HW
H UN
Y
MID DLE LN
GE
RF
OR
DR
KV G EO IL L R G E IA AV E
CO NN
MO
EC T IC UT E AV
IL L PEN H AS
RD
W KLA PAR
N
W NOR
EMORY C URCH RD H
RD
L AYHILL
NC
ER V
ILL ER D
COLU M
SA N
SP E
BIA P
DY
IKE
OOD RD
BURTONSVILLE
RI SP
N
GS
RD
LAY HI L LR D
COLESVILLE
BR
IG
CH
RD EY AN
RD
IR FA
L
LA YH IL L
A ND
RD
Glenmont
H
RD
E R AND OL P
H R D
RA
P OL ND
SHOREFIELD RD
ARCOLA AVE
L CO
UM
A BI
PK
C TE
VE IR S
STEW
MI
LL R
OA
D
IE DRWheaton R EE D
RS NI V E
LO
IT Y
OO
VD BL
PRICH A
RD R D
DR
WIND H AM LA
S C HIN
COLESV
IS DENN
CA
AVE
I LL E
RD
E DL
RD
T AR
LA
LE
AF
DR
NE
W
HA
I UN
IT RS VE
H PS
VE E A IR
LVD YB
VI
DEXTER AVE
AU
ST GU
DR
WD PO
ER
L MIL
RD
FO R E S
T GLEN RD
Forest Glen
A CAPITAL B E LT W
CA
L PITA
Y TWA BEL
OA KV
IEW DR
ELT ON
RD
PRINCE G COU
CO LE SV ILL
16TH S T
AV
Silver Spring
CA
LL AVE
GEORGIA AVE
CARR O
RD
NC H
RA
EY B

PI N
AV E
IRE
MP SH
R-60 Zoning
NE W
HA
L PITO
EW
E AV
SEMINAR Y RD
SL IG
ORTH
AM
AD
PTON
DR
METZE
EL
PH
IR
RE O C
ROTT R
PK
SILVER SPRING
Route 19 - US 29/Columbia Pike/Colesville Road
Corridor Assessment
WASHINGTON, D.C.
16
T
ST
AY W
NT BO NI F A
SP RI NG
W FLO
ST
ST
QU EB E
VE ER A
M ER RIMA
ST
C D R
FENTON S T
S EA T W
T ES HW Y
UN I
VE R
SI TY
BL
Takoma
ETHAN AL LE N
AV E
Fort
G A LL O Totten
S EA
ST WAY
0 Miles 0.25 0.5 1
October 2012
R TE N E AV
NE
White Flint
FA LL SR D
D EW E Y
RD
OLD G
EOR G
ETO W
N RD
CK RO
SU
G AR B
US
ROCKL E
WESTLA
KE T
ROCKLEDGE
ERR
RO CK S P R IN
RD
TU
ER
MAN N L
L VIL
EP K
STRATHMORE AVE
ED G
TU CK ER
MA
NL N
KN OW
LE S
G DR
Grosvenor
AV E
O DEM
C CRA
YB
D LV
GROSVENOR LN
FE R
NW
OOD RD

D OL
Corridor Assessment
Route 21 - North Bethesda Transitway
BR
LEY AD
D BLV
W TO GE OR GE
N RD
R-60 Zoning
0 Miles
0.25
0.5
October 2012
CA P
ITA L
BE LT WA Y
Medical Center
GEORGIA AVE
EW E Y
RD
AM H
N RD
ERST AVE
R GE
T AVE
GE O
CTICU CONNE
OLD
ORT M I
LL
RD
VE I
TO W
RS
MI
LL
RD
WP
VAL LEY
G AR B
SH
STRATHMORE AVE
NE
VIE W
AVE
I REED
R E D
Wheaton
RO CK VIL LE PK
TU C
KE
RM
ROCK S P R ING DR
RD
AN
LN
KN O
WL
ES
Grosvenor
AV E
UN
E IV
SU
Y SIT
BLVD
ME T
RO
ROCKLEDG E
PO
AN LIT
OC D EM
YB RA C
D LV
E AV
GROSVENOR LN
CA P
I EW LV TO
Corridor Assessment
0 Miles
FE R
Route 24 - University Blvd
NW
OOD RD
E AV

T FO RES
GL E N R
D OL
GE OR
GE W TO N RD
0.25
0.5
October 2012
Corridor 3: Limits:
Veirs Mills Road-University Boulevard Takoma-Langley Transit Center to Rockville Metrorail Station
Phase I Right-of-Way Recommendations
Master Plan Assessment

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Takoma-Langley Transit Center University Boulevard Gilbert Street University Boulevard East Franklin Avenue FROM: East Franklin Avenue 900 Dual-Lane Median Busway Major Highway FROM: Gilbert Street Dual-Lane Median Busway TO: East Franklin Avenue 142 120 6 No 840 Major Highway FROM: New Hampshire Avenue Dual-Lane Median 142 Busway TO: Gilbert Street 120 6 No 550 Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Preferred ROW Needs? Peak-Hour BRT Ridership
Dedicated Lane Assessment

Peak-Hour Local Bus Ridership Sum of PeakHour Surface Transit Ridership
Resulting ROW Asessment
Auto v/c Ratio
Building Impacts within 5 ft.?
Assessed Runningway Type
Max. Additional ROW Needed (feet)
Discussion
110
660
>0.9
Operational
170
1,010
>0.9
Operational
180
1,080
>0.9
Operational
Y Y
University Boulevard
Major Highway
142
120
No
TO: US 29 - Colesville Road
Inside Urban Ring/I-270 Corridor
US 29 - Colesville Road FROM: US 29 - Colesville Road 1,030 University Boulevard Major Highway Dual-Lane Median Busway TO: Dennis Avenue Dennis Avenue FROM: Dennis Avenue 1,050 University Boulevard Major Highway Dual-Lane Median Busway TO: Arcola Avenue Arcola Avenue FROM: Arcola Avenue 1,230 University Boulevard Major Highway Dual-Lane Median Busway TO: Inwood Avenue Inwood Avenue FROM: Inwood Avenue 1,280 University Boulevard Major Highway Dual-Lane Median Busway TO: Amherst Avenue Amherst Avenue FROM: Amherst Avenue 1,200 University Boulevard Major Highway Dedicated Curb Lane TO: Georgia Avenue FROM: University Boulevard Georgia Avenue Major Highway 125 120 6 No 240 1,440 Y Y 142 120 6 No 260 1,540 >0.9 Y Y 142 120 6 No 250 1,480 >0.9 N N 142 120 6 No 210 1,260 >0.9 Y Y 142 120 6 No 210 1,240 >0.9 Y Y
Operational
Although combined ridership exceeds 1,200-passenger threshold, BRT-only ridership is less than threshold for median busway
Operational
Reversible One-Lane Median Busway
Maintain consistent typical section
Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway
Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway
Dedicated Curb Lane TO: Veirs Mill Road FROM: Georgia Avenue
125
120
No
>0.9
Urban Area
Veirs Mill Road
Major Highway
Dedicated Curb Lane
125
120
No
TO: Wheaton Metro Entrance Wheaton Metrorail Station FROM: Wheaton Metro Entrance No Veirs Mill Road Major Highway Dedicated Curb Lane 125 120 6 920 180 1,100 <0.9 Y Y
Dedicated Curb Lane
Can conduct refined ROW assessment and modify typical section to accommodate dedicated curb lane
TO: University Boulevard University Boulevard FROM: University Boulevard
Veirs Mill Road
Major Highway
ATTACHMENT 2:
Ridership forecasts by segment
Urban Area
Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Preferred ROW Needs? No Veirs Mill Road Major Highway Dedicated Curb Lane 125 120 6
Peak-Hour BRT Ridership
Peak-Hour Local Bus Ridership
Sum of PeakHour Surface Transit Ridership 1,070
Auto v/c Ratio
Discussion
890
180
>0.9 Y Y
Dedicated Curb Lane
TO: Newport Mill Road Newport Mill Road FROM: Newport Mill Road No Veirs Mill Road Major Highway Reversible One-Lane Median Busway 129 120 6 780 160 940 >0.9 Y Y
Operational
TO: Connecticut Avenue Connecticut Avenue FROM: Connecticut Avenue No Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Randolph Road Randolph Road FROM: Randolph Road No Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Turkey Branch Parkway FROM: Turkey Branch Parkway Yes Veirs Mill Road Major Highway Reversible One-Lane Median Busway 129 150 6 N N 129 120 6 830 170 1,000 N N 129 120 6 770 150 920 >0.9 N N
Operational
Operational
>0.9
Operational
TO: Parkland Drive Parkland Drive FROM: Parkland Drive Yes Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Aspen Hill Road Aspen Hill Road FROM: Aspen Hill Road Yes Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Twinbrook Parkway Twinbrook Parkway FROM: Twinbrook Parkway Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Broadwood Drive Broadwood Drive FROM: Broadwood Drive Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: Norbeck Road Norbeck Road FROM: Norbeck Road Veirs Mill Road Major Highway Reversible One-Lane Median Busway TO: MD 355 FROM: Veirs Mill Road N/A MD 355 Major Highway Reversible One-Lane Median Busway TO: Church Street Rockville Metrorail Station 129 TBD per Rockville Mater Plan Update N/A N/A N/A >0.9 129 TBD per Rockville Mater Plan Update N/A N/A 850 170 1,020 N/A N/A 129 TBD per Rockville Mater Plan Update N/A N/A 860 170 1,030 >0.9 N/A N/A 129 TBD per Rockville Mater Plan Update N/A N/A 810 160 970 >0.9 N/A N/A 129 150 6 770 150 920 >0.9 N N 129 150 6 840 170 1,010 >0.9 N N
Operational
Operational
Operational
Operational
N/A
Coordinate ROW assessment with Route 15 : Norbeck Road once City of Rockville finalized transportation master plan Coordinate ROW assessment with Route 10b: MD 355 and Route 15 : Norbeck Road once City of Rockville finalized transportation master plan
Dual-Lane Median Busway
N/A
Notes 1: Right-of-way width assumes one exclusive left-turn and zero exclusive right-turn lanes 2: Right-of-way width assumes one exclusive left-turn and one exclusive right-turn lanes
Corridor 4: Limits:
Georgia Avenue Montgomery General Hospital to Eastern Avenue

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Montgomery General Hospital FROM: Brooke Farm Drive Prince Phillip Drive Arterial Dedicated Curb Lane TO: Olney-Sandy Spring Road FROM: Prince Phillip Drive Olney-Sandy Spring Road Arterial Dedicated Curb Lane TO: Georgia Avenue Georgia Avenue and Olney-Sandy Spring Road Georgia Avenue Major Highway FROM: Olney-Sandy Spring Road Dual-Lane Median 161 Busway TO: Hines Road FROM: Hines Road Dual-Lane Median Busway TO: ICC Park-and-Ride Lot FROM: ICC Park-and-Ride Lot 520 Georgia Avenue Major Highway Dual-Lane Median Busway 161 150 6 No 150 6 No 140 98 80 4 No 98 80 4 No 10 Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Resulting ROW Needs

Auto v/c Ratio
Building Impacts within 5 feet?
Building Impacts within 15 Feet?
Discussion
10
Operational
<0.9 Y Y
Operational
30
170
>0.9
Operational
Georgia Avenue and Hines Road Georgia Avenue Major Highway 161 150 6 No 280 60 340 >0.9 Y Y
Operational
Georgia Avenue and ICC Park-and-Ride Lot 100 620 >0.9 N N
Operational
Although ridership from Route 15: Norbeck Road would add about 170 additional riders, does not meet threshold to consider exclusive facility
TO: Norbeck Road Georgia Avenue and Norbeck Road Park-and-Ride Lot FROM: Norbeck Road
Outside Urban Ring/I-270 Corridor
660 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Rossmoor Boulevard Georgia Avenue and Rossmoor Boulevard FROM: Rossmoor Boulevard 1,010 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Bel Pre Road Georgia Avenue and Bel Pre Road FROM: Bel Pre Road 930 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Connecticut Avenue Georgia Avenue and Connecticut Avenue FROM: Connecticut Avenue 930 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Hewitt Avenue Georgia Avenue and Hewitt Avenue FROM: Hewitt Avenue No Georgia Avenue Major Highway Dual-Lane Median Busway TO: Turkey Branch FROM: Turkey Branch No Georgia Avenue Major Highway Dual-Lane Median Busway TO: Weller Road FROM: Weller Road Georgia Avenue Major Highway Dedicated Curb Lane TO: Urbana Drive 125 135-145 6 Yes 161 120 6 161 150 6 1,150 161 150 6 No 161 150 6 No 161 150 6 No 161 150 6 No
130
790 >0.9
Operational
Although ridership from Route 15: Norbeck Road would add about 550 additional riders, segment too short for any runningway treatment
200
1,210 >0.9 N N
Operational
190
1,120 >0.9 N Y
Operational
Although combined ridership (including that from Route 8: Connecticut Avenue) exceeds 1,200-passenger threshold, BRT-only ridership is less than threshold for median busway
190
1,120 >0.9 N Y
Operational
230
1,380 N N
Dedicated Curb Lane
<0.9 Y Y
Dedicated Curb Lane
Dedicated Curb Lane
Urban Area
Glenmont Metrorail Station FROM: Urbana Drive
Georgia Avenue
Major Highway

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Yes Georgia Avenue Major Highway Dedicated Curb Lane 125 145-170 6 Peak-Hour BRT Ridership 730

Peak-Hour Local Bus Ridership 150 Sum of PeakHour Surface Transit Ridership 880 >0.9 N N
Resulting ROW Needs

Auto v/c Ratio
Discussion
Urban Area
Operational
Although can combine with ridership along Route 14: Randolph Road, too short a segment for median facility. Maintain consistent runningway type as that south of Randolph Road.
TO: Randolph Road
Georgia Avenue and Randolph Road FROM: Randolph Road Georgia Avenue Major Highway Reversible One-Lane Median Busway TO: Arcola Avenue FROM: Arcola Avenue Georgia Avenue Major Highway Dedicated Curb Lane TO: Veirs Mill Road FROM: Georgia Avenue Veirs Mill Road Major Highway Dedicated Curb Lane TO: Wheaton Metro entrance Wheaton Metrorail Station FROM: Wheaton Metro entrance Yes Veirs Mill Road Major Highway Dedicated Curb Lane TO: Georgia Avenue FROM: Georgia Avenue No Georgia Avenue Major Highway Dedicated Curb Lane TO: Windham Lane FROM: Windham Lane Georgia Avenue Major Highway Reversible One-Lane Median Busway TO: Dennis Avenue Georgia Avenue and Dennis Avenue FROM: Dennis Avenue No Georgia Avenue Major Highway Reversible One-Lane Median Busway TO: Forest Glen Road Georgia Avenue and Forest Glen Road FROM: Forest Glen Road No Georgia Avenue Major Highway Reversible One-Lane Median Busway TO: I-495 FROM: I-495 No Georgia Avenue Major Highway Dedicated Curb Lane 125 120 6 Y Y 129 110 6 1,330 270 1,600 N N 129 110 6 1,260 250 1,510 >0.9 N Y No 129 120 6 N Y 125 120 6 >0.9 N Y 125 150 6 1,240 250 1,490 N N 125 150 6 Yes 125 120 6 No 870 170 1,040 Y >0.9 N N Y 129 120 6 No 840 170 1,010 >0.9 Y Y
Operational
Georgia Avenue and Arcola Avenue
Dedicated Curb Lane
Consider additional ROW for auto lanes, as needed.
Dedicated Curb Lane
Urban Area
Dedicated Curb Lane
>0.9
Urban Area
TO: Seminary Road Georgia Avenue and Seminary Road FROM: Seminary Road No Georgia Avenue Major Highway Dedicated Curb Lane TO: Luzerne Avenue 125 120 6 1,270 250 1,520 Y Y
Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway Can conduct refined ROW assessment and modify typical section to accommodate reversible one-lane median busway
FROM: Luzerne Avenue Georgia Avenue Major Highway Reversible One-Lane Median Busway TO: Spring Street FROM: Spring Street Yes Georgia Avenue Major Highway Dedicated Curb Lane 125 126 6 Y Y No 129 120 6 >0.9 Y Y
TO: Cameron Street Georgia Avenue and Cameron Street FROM: Cameron Street Yes Georgia Avenue Major Highway Dedicated Curb Lane TO: Colesville Road FROM: Colesville Road Georgia Avenue Major Highway Dedicated Curb Lane TO: CSX Railroad 125 120-140 6 Yes 400 80 480 >0.9 N N 125 126 6 770 150 920 N N
Operational
Maintain consistency with runningway assessment south of Colesville Road
Urban Area
Operational
Master Plan Assessment Urban Area

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type FROM: CSX Railroad Georgia Avenue Major Highway Dedicated Curb Lane TO: East-West Highway East-West Highway FROM: East-West Highway Georgia Avenue Major Highway Dedicated Curb Lane TO: Eastern Avenue Eastern Avenue 125 125 6 Yes 360 125 125 6 Yes Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT 400 Ridership

Peak-Hour Local Bus 80 Ridership Sum of PeakHour Surface 480 Transit Ridership
Resulting ROW Needs

Auto v/c >0.9 Ratio
Discussion
Operational
70
430
>0.9
Operational
Corridor 5: Limits:
Rockville - Life Science Center Rockville Metrorail Station to Life Science Center

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meet Proposed ROW Needs? Peak-Hour BRT Ridership

Peak-Hour Local Bus Ridership Sum of PeakHour Surface Transit Ridership Auto v/c Ratio Building Impacts within 5 feet? Building Impacts within 15 feet?
Resulting ROW Asessment

Discussion
Rockville Metrorail Station FROM: Church Street 129 MD 355 Major Highway Reversible One-Lane Median Busway TO: East Middle Lane FROM: MD 355 Reversible One-Lane Median Busway TO: Gibbs Street TBD per Rockville Master Plan Update N/A N/A 1,220 240 1,460 >0.9 N/A N/A
22
Coordinate runningway treatment with Route 10a: MD 355 North. Work with City of Rockville to develop appropriate typical section for dual-lane median busway
East Middle Lane
Arterial
129
TBD per Rockville Master Plan Update
N/A
N/A
N/A
N/A
Operational
East Middle Lane and Gibbs Street East Middle Lane Arterial FROM: Gibbs Street Reversible One-Lane 109 Median Busway TO: North Washington Street FROM: East Middle Lane Reversible One-Lane 109 Median Busway TO: MD 28 FROM: North Washington Street Reversible One-Lane 109 Median Busway TO: Laird Street FROM: Laird Street Reversible One-Lane Median Busway TO: Research Boulevard FROM: MD 28 Reversible One-Lane Median Busway TO: Gude Drive FROM: Gude Drive Reversible One-Lane Median Busway TO: Shady Grove Road FROM: Shady Grove Road No Research Boulevard Industrial Dedicated Curb Lane TO: Omega Drive FROM: Research Boulevard Omega Drive Collector Dedicated Curb Lane TO: MD 28 FROM: Omega Drive N/A 100 2 No <0.9 N N N/A 80 2 690 140 830 N N TBD per Rockville Master Plan Update N/A N/A 1,240 250 1,490 N/A N/A
Operational
North Washington Street Collector
N/A
N/A
>0.9
N/A
N/A
Operational
MD 28 MD 28 and Laird Street MD 28
Arterial/Major Highway
N/A
N/A
N/A
N/A
Operational
Major Highway
129
N/A
N/A
1,140
230
1,370
>0.9
N/A
N/A
Operational
MD 28 and Research Boulevard Research Boulevard Industrial 129 TBD per Rockville Master Plan Update N/A N/A 1,110 220 1,330 <0.9 N/A N/A
Operational
Research Boulevard and Gude Drive Research Boulevard Industrial 129 TBD per Rockville Master Plan Update N/A N/A 790 160 950 <0.9 N/A N/A
Operational
Research Boulevard and Shady Grove Road
Operational
Operational
Urban Area
MD 28
Controlled Major Highway
Dedicated Curb Lane TO: Broschart Road
122
200
Yes
Operational
Make consistent with runningway treatment west of Broschart Drive
MD 28 and Broschart Road FROM: Broschart Road MD 28 Controlled Major Highway Dedicated Curb Lane TO: Great Seneca Highway FROM: MD 28 Yes Great Seneca Highway Major Highway Dedicated Curb Lane TO: Life Science Center Life Science Center 122 150 4-6 122 200 8 Yes 540 110 650 N N
Operational
<0.9 N N
Dedicated Curb Lane
Ridership exceeds 800 passengers when combined with Route7: Muddy Branch Road and Route 20: ICC
Corridor 7: Limits:
Muddy Branch Road Lakeforest Mall Transit Center to Life Science Center

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Lakeforest Mall Transit Center Odendhal Avenue Collector FROM: Lost Knife Road Reversible One-Lane Median Busway TO: Russell Avenue FROM: Russell Avenue Reversible One-Lane Median Busway TO: MD 355 FROM: Odendhal Avenue 129 120 (min.) 4 No 460 Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Resulting ROW Assessment

Auto v/c Ratio
Discussion
90
550
<0.9
N/A
N/A
Operational
Odendhal Avenue
Collector
129
80 (min.)
No
N/A
N/A
Operational
142 MD 355 Controlled Major Highway Dual-Lane Median Busway 120 (min.)
6 No
22
Ridership exceeds 2,000 passengers when combined with Route 10a: MD 355 North. Work with City of Gaithersburg to develop typical section feasible within constrained ROW along MD 355
TO: Brookes Avenue MD 355 and Brookes Avenue FROM: Brookes Avenue 550 110 660 N >0.9 TO: West Diamond Avenue FROM: MD 355 West Diamond Avenue Major Highway N/A TO: Muddy Branch Road Muddy Branch Road and West Diamond Avenue Muddy Branch Road Major Highway FROM: West Diamond Avenue Reversible One-Lane Median Busway TO: West Side Drive FROM: West Side Drive Reversible One-Lane Median Busway TO: Center Drive FROM: Center Drive Reversible One-Lane Median Busway TO: Diamondback Drive FROM: Diamondback Drive Reversible One-Lane Median Busway TO: Great Seneca Highway FROM: Muddy Branch Road Reversible One-Lane Median Busway TO: Sam Eig Highway FROM: Sam Eig Highway Dedicated Curb Lane TO: Decoverly Drive Great Seneca Highway and Decoverly Drive FROM: Decoverly Drive Yes Great Seneca Highway Major Highway Dedicated Curb Lane TO: Key West Avenue FROM: Key West Avenue 122 150 4-6 <0.9 Yes Great Seneca Highway Major Highway Dedicated Curb Lane TO: Life Science Center Life Science Center 122 150 4-6 N N 330 70 400 N N 129 120 6 No 610 120 730 >0.9 N Y N/A 120 (min.) 4 No N/A N/A N
MD 355
Controlled Major Highway
142
120 (min.)
No
22
Ridership exceeds 2,000 passengers when combined with Route 10a: MD 355 North. Work with City of Gaithersburg to develop typical section feasible within constrained ROW along MD 355
Operational
Operational
Muddy Branch Road and WestSide Drive Muddy Branch Road Major Highway 129 120 6 No 560 110 670 >0.9 N Y
Operational
Muddy Branch Road
Major Highway
129
120
No
560
110
670
>0.9
N/A
N/A
Operational
MD 28 and Diamondback Drive Muddy Branch Road Major Highway 129 120 6 No 570 110 680 N/A N/A
Operational
Great Seneca Highway
Major Highway
129
150
4-6
Yes
>0.9
Operational
Urban Area
Yes Great Seneca Highway Major Highway 122 150 4-6 N N
Operational
Dedicated Curb Lane
Ridership exceeds 800 passengers when combined with Route 20: ICC.
Urban Area
Dedicated Curb Lane
Ridership exceeds 800 passengers when combined with Route 5: Rockville-LSC and Route 20: ICC.
Corridor 8: Limits:
Connecticut Avenue Bel Pre Road to Medical Center Metrorail Station

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership


Discussion
Georgia Avenue and Bel Pre Road FROM: Bel Pre Road 140 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Connecticut Avenue Georgia Avenue and Connecticut Avenue Connecticut Avenue Major Highway FROM: Georgia Avenue Phase 2 N/A recommendation TO: Turkey Branch - Matthew Henson Trail FROM: Turkey Branch - Matthew Henson Trail Phase 2 recommendation TO: Weller Road Connecticut Avenue and Weller Road FROM: Weller Road Connecticut Avenue Major Highway Phase 2 recommendation TO: Randolph Road Connecticut Avenue and Randolph Road FROM: Randolph Road Connecticut Avenue Major Highway Phase 2 recommendation TO: Veirs Mill Road Connecticut Avenue and Veirs Mill Road FROM: Veirs Mill Road Connecticut Avenue Major Highway Phase 2 recommendation TO: University Boulevard FROM: University Boulevard No Connecticut Avenue Major Highway Reversible One-Lane Median Busway TO: Howard Avenue 129 120 6 N/A 120 6 N/A 460 90 550 N/A N/A N/A 120 6 N/A 420 80 500 >0.9 N/A N/A N/A 120 6 N/A 310 60 370 >0.9 N/A N/A N/A 240 50 290 >0.9 161 150 6 No 30 170 >0.9 Y Y
Operational
Although combined ridership including Route 8: Connecticut Avenue exceeds 1,200-passenger threshold, BRT-only ridership is less than threshold for median busway
150
N/A
N/A
N/A
Operational
Connecticut Avenue
Major Highway
120
N/A
N/A
N/A
Operational
Operational
Operational
Operational
>0.9 Y Y
Operational
Connecticut Avenue and Howard Avenue FROM: Howard Avenue No Connecticut Avenue Major Highway Reversible One-Lane Median Busway 129 120 6 460 90 550 >0.9 Y Y
Operational
TO: Saul Road Connecticut Avenue and Saul Road FROM: Saul Road No Connecticut Avenue Major Highway Reversible One-Lane Median Busway TO: Jones Bridge Road FROM: Connecticut Avenue Jones Bridge Road Arterial Phase 2 recommendation TO: Platt Ridge Road Jones Bridge Road and Platt Ridge Road FROM: Platt Ridge Road Jones Bridge Road Arterial Phase 2 recommendation TO: Glenbrook Parkway Jones Bridge Road and Glenbrook Parkway FROM: Glenbrook Parkway Jones Bridge Road Arterial Phase 2 recommendation TO: MD 355 FROM: Jones Bridge Road MD 355 Major Highway Dual-Lane Median Busway TO: Wood Road/South Drive Medical Center Metrorail Station No 142 120 6 Y Y >0.9 N/A 80 4 N/A 380 80 460 N/A N/A N/A 80 4 N/A 430 90 520 >0.9 N/A N/A N/A 80 4 N/A N/A N/A 129 120 6 >0.9 520 100 620 Y Y
Operational
Operational
Operational
Operational
22
Coordinate treatment with Route 10b: MD 355 South
Corridor 8: Limits:
Connecticut Avenue Bel Pre Road to Medical Center Metrorail Station

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership


Discussion
Georgia Avenue and Bel Pre Road FROM: Bel Pre Road 140 Georgia Avenue Major Highway Dual-Lane Median Busway TO: Connecticut Avenue Georgia Avenue and Connecticut Avenue Connecticut Avenue Major Highway FROM: Georgia Avenue Phase 2 N/A recommendation TO: Turkey Branch - Matthew Henson Trail FROM: Turkey Branch - Matthew Henson Trail Phase 2 recommendation TO: Weller Road Connecticut Avenue and Weller Road FROM: Weller Road Connecticut Avenue Major Highway Phase 2 recommendation TO: Randolph Road Connecticut Avenue and Randolph Road FROM: Randolph Road Connecticut Avenue Major Highway Phase 2 recommendation TO: Veirs Mill Road Connecticut Avenue and Veirs Mill Road FROM: Veirs Mill Road Connecticut Avenue Major Highway Phase 2 recommendation TO: University Boulevard FROM: University Boulevard No Connecticut Avenue Major Highway Reversible One-Lane Median Busway TO: Howard Avenue 129 120 6 N/A 120 6 N/A 460 90 550 N/A N/A N/A 120 6 N/A 420 80 500 >0.9 N/A N/A N/A 120 6 N/A 310 60 370 >0.9 N/A N/A N/A 240 50 290 >0.9 161 150 6 No 30 170 >0.9 Y Y
Operational
Although combined ridership including Route 8: Connecticut Avenue exceeds 1,200-passenger threshold, BRT-only ridership is less than threshold for median busway
150
N/A
N/A
N/A
Operational
Connecticut Avenue
Major Highway
120
N/A
N/A
N/A
Operational
Operational
Operational
Operational
>0.9 Y Y
Operational
Connecticut Avenue and Howard Avenue FROM: Howard Avenue No Connecticut Avenue Major Highway Reversible One-Lane Median Busway 129 120 6 460 90 550 >0.9 Y Y
Operational
TO: Saul Road Connecticut Avenue and Saul Road FROM: Saul Road No Connecticut Avenue Major Highway Reversible One-Lane Median Busway TO: Jones Bridge Road FROM: Connecticut Avenue Jones Bridge Road Arterial Phase 2 recommendation TO: Platt Ridge Road Jones Bridge Road and Platt Ridge Road FROM: Platt Ridge Road Jones Bridge Road Arterial Phase 2 recommendation TO: Glenbrook Parkway Jones Bridge Road and Glenbrook Parkway FROM: Glenbrook Parkway Jones Bridge Road Arterial Phase 2 recommendation TO: MD 355 FROM: Jones Bridge Road MD 355 Major Highway Dual-Lane Median Busway TO: Wood Road/South Drive Medical Center Metrorail Station No 142 120 6 Y Y >0.9 N/A 80 4 N/A 380 80 460 N/A N/A N/A 80 4 N/A 430 90 520 >0.9 N/A N/A N/A 80 4 N/A N/A N/A 129 120 6 >0.9 520 100 620 Y Y
Operational
Operational
Operational
Operational
22
Corridor 10a: MD 355 North Limits: Clarksburg Town Center to Rockville Metrorail Station

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Proposed Rightof-Way Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Peak-Hour Local Bus Ridership Sum of PeakHour Surface Transit Ridership Auto v/c Ratio Building Impacts If Ad ROW Building Impacts If Ad ROW

Discussion
Clarksburg Town Center (Snowden Farm Parkway and Stringtown Road) FROM: Stringtown Road Snowden Farm Dual-Lane Median 142 Arterial Parkway Busway TO: Foreman Boulevard Snowden Farm Parkway and Foreman Boulevard FROM: Foreman Boulevard Snowden Farm Dual-Lane Median 142 Arterial Parkway Busway TO: Ridge Road Snowden Farm Parkway and Ridge Road FROM: Snowden Farm Parkway Controlled Major Dual-Lane Median Ridge Road 142 Highway/Major Highway Busway TO: MD 355 FROM: Ridge Road Dual-Lane Median MD 355 Controlled Major Highway 142 Busway TO: Shakespeare Boulevard MD 355 and Shakespeare Boulevard FROM: Shakespeare Boulevard MD 355 Controlled Major Highway Dual-Lane Median Busway TO: Germantown Road MD 355 and Germantown Road FROM: Germantown Road MD 355 Controlled Major Highway Dual-Lane Median Busway TO: Middlebrook Road 142 142
120
No
170
30
200
<0.9
Operational
120
No
470
90
560
>0.9
Operational
120-150
Yes
650
130
780 <0.9
Operational
250
Yes
Operational
1,240 250 6 Yes
250
1,490
<0.9
Dedicated Curb Lane
250
Yes
1,380
280
1,660
<0.9
Dedicated Curb Lane
MD 355 and Middlebrook Road FROM: Middlebrook Road MD 355 Controlled Major Highway Dual-Lane Median Busway 142 250 6 Yes 1,700 340 2,040 N <0.9 6 No N N N
Dedicated Curb Lane
TO: Great Seneca Creek - City of Gaithersburg limits FROM: Great Seneca Creek - City of Gaithersburg limits MD 355 Controlled Major Highway Dual-Lane Median Busway TO: Professional Drive 142 120 (min.)
Dedicated Curb Lane
MD 355 and Professional Drive MD 355 Controlled Major Highway FROM: Professional Drive Dual-Lane Median 142 Busway TO: Montgomery Village Avenue FROM: Montgomery Village Avenue Dual-Lane Median 142 Busway TO: Odendhal Avenue MD 355 and Odendhal Avenue FROM: Odendhal Avenue No MD 355 Controlled Major Highway Dual-Lane Median Busway 142 120 (min.) 6 2,130 430 2,560 >0.9 Y Y 120 (min.) 6 No 1,870 370 2,240 >0.9 N N
22
MD 355 and Montgomery Village Avenue MD 355 Controlled Major Highway 120 (min.) 6 No 1,930 390 2,320 >0.9 Y Y
22
22
Ridership exceeds 2,500 passengers when combined with Route 7: Muddy Branch Road. Work with City of Gaithersburg to develop typical section feasible within constrained ROW along MD 355
TO: Brookes Avenue MD 355 and Brookes Avenue FROM: Brookes Avenue No MD 355 Controlled Major Highway Dual-Lane Median Busway TO: Education Boulevard MD 355 and Education Boulevard FROM: Education Boulevard No MD 355 Controlled Major Highway Dual-Lane Median Busway TO: Shady Grove Road MD 355 and Shady Grove Road 142 120 (min.) 6 2,330 470 2,800 >0.9 N Y 142 120 (min.) 6 1,980 400 2,380 >0.9 Y Y
22
Work with City of Gaithersburg to develop typical section feasible within constrained ROW along MD 355
22
Work with City of Gaithersburg to develop typical section feasible within constrained ROW along MD 355
Urban Area


Peak-Hour Local Bus Ridership Sum of PeakHour Surface Transit Ridership Auto v/c Ratio Building Impacts If Ad ROW Building Impacts If Ad ROW

Discussion
FROM: Shady Grove Road MD 355 Major Highway Yes Dedicated Curb Lane TO: Ridgemont Avenue 125 150 6 >0.9 No MD 355 Major Highway Dedicated Curb Lane TO: King Farm Boulevard MD 355 and King Farm Boulevard FROM: King Farm Boulevard No MD 355 Major Highway Dedicated Curb Lane TO: Indianola Drive FROM: Indianola Drive MD 355 Major Highway Dual-Lane Median Busway TO: Gude Drive MD 355 and Gude Drive FROM: Gude Drive MD 355 Major Highway Dual-Lane Median Busway TO: Mannakee Street MD 355 and Mannakee Street FROM: Mannakee Street MD 355 Major Highway Dual-Lane Median Busway TO: Church Street Rockville Metrorail Station 142 TBD per Rockville Master Plan update 2,160 N/A 430 2,590 >0.9 N/A N/A 142 TBD per Rockville Master Plan update 2,080 N/A 420 2,500 >0.9 N/A N/A Yes 142 150 6 N N 125 120 6 >0.9 2,100 420 2,520 N N 125 120 6 Y Y 2,270 450 2,720 N N
22
Urban Area
FROM: Ridgemont Avenue
22
Modify typical sections to maintain consistent runningway treatment north and south of segment
22
22
22
Work with City of Rockville to develop appropriate typical section for dual-lane median busway
22
Work with City of Rockville to develop appropriate typical section for dual-lane median busway
Corridor 10b: MD 355 South Limits: Rockville Metrorail Station to Friendship Heights Metrorail Station



Discussion
Rockville Metrorail Station FROM: Church Street
142 MD 355 Major Highway Dual-Lane Median Busway
N/A
N/A
1,800
360
2,160
>0.9
N/A
N/A
N/A
Coordinate ROW assessment with Route 3: Veirs Mill RoadUniversity Boulevard and Route 15 : Norbeck Road once City of Rockville finalized transportation master plan
TO: Edmonston Drive MD 355 and Edmonston Avenue FROM: Edmonston Drive MD 355 Major Highway Dual-Lane Median Busway TO: Congressional Lane FROM: Congressionsal Lane 125 MD 355 Major Highway Dedicated Curb Lane TO: Halpine Road MD 355 and Halpine Road FROM: Halpine Road MD 355 Major Highway Dedicated Curb Lane TO: Rollins Avenue FROM: Rollins Avenue MD 355 Major Highway Dedicated Curb Lane TO: Hubbard Drive MD 355 and Hubbard Drive FROM: Hubbard Drive 1,930 MD 355 Major Highway Dedicated Curb Lane TO: Marinelli Road White Flint Metrorail Station FROM: Marinelli Road 2,100 MD 355 Major Highway Dedicated Curb Lane TO: Security Lane MD 355 and Security Lane FROM: Security Lane 1,880 MD 355 Major Highway Dedicated Curb Lane TO: Hillery Way FROM: Hillery Way Dual-Lane Median Busway TO: Strathmore Avenue FROM: Strathmore Avenue Dedicated Curb Lane 125 150 6 Yes 380 2,260 >0.9 N N 125 150 6 Yes 420 2,520 >0.9 N N 125 150 6 Yes 390 2,320 >0.9 N N 125 150 6 Yes 125 TBD per Rockville Master Plan Update N/A N/A 2,090 420 2,510 N/A N/A TBD per Rockville Master Plan Update N/A N/A N/A N/A 142 TBD per Rockville Master Plan Update N/A N/A 1,820 360 2,180 >0.9 N/A N/A
N/A
Coordinate ROW needs with City of Rockville once it has finalized transportation master plan
N/A
N/A
>0.9
Urban Area
MD 355
Major Highway
142
150
Yes
Dual-Lane Median Busway Dual-Lane Median Busway
MD 355
Major Highway
125
150
Yes
TO: Grosvenor Metrorail Station Grosvenor Metrorail Station
Urban Area
FROM: Grosvenor Metrorail Station 1,960 MD 355 Major Highway Dedicated Curb Lane TO: Grosvenor Lane FROM: Grosvenor Lane MD 355 Major Highway Dedicated Curb Lane TO: I-495 FROM: I-495 MD 355 Major Highway 125 200 6 Yes N N 125 150 6 Yes 390 2,350 >0.9 N N
g/I-270 Corridor
1,960
390
2,350
>0.9

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Dual-Lane Median Busway TO: Pooks Hill Road MD 355 and Pooks Hill Road FROM: Pooks Hill Road Proposed Rightof-Way Width (feet) 142 Master-Planned Right-of-Way (MPROW) (feet) 120 Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership


Discussion
MD 355
Major Highway
6-8
No
22
No MD 355 Major Highway Dual-Lane Median Busway TO: Cedar Lane MD 355 and Cedar Lane FROM: Cedar Lane MD 355 Major Highway Dual-Lane Median Busway TO: Wood Road/South Drive Medical Center Metrorail Station FROM: Wood Road/South Drive No MD 355 Major Highway Dual-Lane Median Busway TO: Chestnut Street FROM: Chestnut Street No MD 355 Major Highway Dedicated Curb Lane TO: Cordell Avenue MD 355 and Cordell Avenue FROM: Cordell Avenue 125 104-120 6-8 142 120 6-8 No 142 120 6-8 142 120 6-8
1,920
380
2,300
>0.9 N Y
22
Can conduct refined ROW assessment and modify typical section to accommodate dual-lane median busway
1,830
370
2,200
>0.9 N N
22
1,760
350
2,110
>0.9 N Y
22
Can conduct refined ROW assessment and modify typical section to accommodate dual-lane median busway
Dedicated Curb Lane

Y Y
21
Can conduct refined ROW assessment and/or modify typical section to accommodate dedicated curb lane
Urban Area
No MD 355 Major Highway Dedicated Curb Lane 125 104-120 6-8
1,700
340
2,040
<0.9 Y Y
Dedicated Curb Lane
21
TO: Old Georgetown Road/East-West Highway Bethesda Metrorail Station FROM: Old Georgetown Road/East-West Highway No MD 355 Major Highway Dedicated Curb Lane TO: Bradley Lane MD 355 and Bradley Lane
Inside Urban Ring/I270 Corridor
1,410
280
1,690
<0.9 Y Y
Dedicated Curb Lane
21
125
104-120
6-8
FROM: Bradley Lane No MD 355 Major Highway Dual-Lane Median Busway TO: Oliver Street FROM: Oliver Street No MD 355 Major Highway Dedicated Curb Lane TO: Western Avenue Friendship Heights Metrorail Station 125 120 6 Y Y 142 120 6 1,440 290 1,730 >0.9 N Y
Urban Area
Corridor 11: Limits:
MD 650 - New Hampshire Avenue Colesville Park-and-Ride Lot to Fort Totten Metrorail Station

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Proposed Right-ofType Way Width (feet) Colesville Park-and-Ride Lot FROM: Midland Road New Hampshire Avenue Major Highway Phase 2 recommendation TO: Randolph Road New Hampshire Avenue and Randolph Road FROM: Randolph Road New Hampshire Avenue Major Highway Phase 2 recommendation TO: Valleybrook Drive New Hampshire Avenue and Valleybrook Drive FROM: Valleybrook Drive New Hampshire Avenue Major Highway Phase 2 recommendation TO: Jackson Road New Hampshire Avenue and Jackson Road FROM: Jackson Road New Hampshire Avenue Major Highway Phase 2 recommendation TO: US 29 FROM: US 29 Reversible One-Lane Median Busway TO: Lockwood Drive FROM: Lockwood Drive Reversible One-Lane Median Busway TO: Mahan Road FROM: Mahan Road Reversible One-Lane Median Busway TO: Powder Mill Road FROM: Powder Mill Road Reversible One-Lane Median Busway TO: I-495 FROM: I-495 Reversible One-Lane Median Busway TO: Oakview Drive FROM: Oakview Drive New Hampshire Avenue Major Highway Reversible One-Lane Median Busway TO: Northampton Drive FROM: Northampton Drive New Hampshire Avenue Major Highway Defer to Prince George's County TO: University Boulevard FROM: University Boulevard New Hampshire Avenue Major Highway Reversible One-Lane Median Busway TO: Ethan Allen Avenue New Hampshire Avenue and Ethan Allen Avenue FROM: Ethan Allen Avenue No New Hampshire Avenue Major Highway Reversible One-Lane Median Busway TO: Eastern Avenue New Hampshire Avenue and Eastern Avenue New Hampshire Avenue/North Capitol Street/Riggs Road NE/First Place NE FROM: Eastern Avenue Arterial Defer to District of Columbia TO: Galloway Street NE N/A varies 2-4 N/A 1,490 129 100 6 1,600 No 129 100 6 1,470 N/A N/A 6 N/A 1,030 129 150 6 Yes 760 N/A 120 6 N/A 310 N/A 120 6 N/A 280 N/A 120 6 N/A 290 N/A 120 6 N/A 60 Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Auto v/c Ratio
Discussion
10
70
>0.9
N/A
N/A
Operational
60
350
>0.9
N/A
N/A
Operational
60
340
>0.9
N/A
N/A
Operational
60
370
>0.9
N/A
N/A
Operational
New Hampshire Avenue White Oak Transit Center New Hampshire Avenue
Major Highway
129
120
No
Operational
Major Highway
129
120
No
550
110
660
<0.9
Operational
FDA - White Oak Campus New Hampshire Avenue Major Highway 660 130 790 >0.9
129
120
No
Operational
New Hampshire Avenue and Powder Mill Road New Hampshire Avenue Major Highway 730 150 880 >0.9
129
120
No
Operational
New Hampshire Avenue
Major Highway
129
150
Yes
Operational
New Hampshire Avenue and Oakview Drive 150 910 >0.9
Operational
New Hampshire Avenue and Northampton Drive 210 1,240 >0.9
N/A
N/A
Operational
Takoma/Langley Park Transit Center
290
1,760
>0.9 N N
Operational
Runningway treatment reflects recommendations in Takoma/Langley Crossroads Sector Plan (May 2010)
320
1,920 <0.9 Y Y
Operational
Runningway treatment reflects recommendations in New Hampshire Avenue Corridor Concept Plan
300
1,790
>0.9
N/A
N/A
Operational
Fort Totten Metrorail Station
Corridor 12a: Old Georgetown Road North Limits: Montgomery Mall Transit Center to White Flint Metrorail Station



Discussion
Outside Urban Ring/I270 Corridor
Montgomery Mall Transit Center FROM: Auto Park Avenue 139 Westlake Terrace Arterial Dual-Lane Median Busway 90 4 No 180 40 220 >0.9 N Y
Operational
Total segement ridership less than 1,200 passengers, including along Route 12b: Old Georgetown Road South and Route 21: North Bethesda Transitway
TO: I-270 FROM: I-270 122 Fernwood Drive Arterial Dual-Lane Median Busway 80 4 No 180 40 220 >0.9 N N
Operational
Total segement ridership less than 1,200 passengers, including along Route 12b: Old Georgetown Road South and Route 21: North Bethesda Transitway
TO: Rockledge Drive FROM: Fernwood Drive N/A Rockledge Drive Local N/A N/A N/A N/A N/A
Operational
Total segement ridership less than 1,200 passengers, including along Route 12b: Old Georgetown Road South
TO: Rock Spring Drive Rock Spring Drive and Rockledge Drive FROM: Rockledge Drive
80 Rock Spring Drive Arterial Dual-Lane Median Busway 122 4
No
830
170
1,000 >0.9 N N
42
Total segement ridership greater than 2,000 passengers, including along Route 12b: Old Georgetown Road South and Route 21: North Bethesda Transitway
TO: Old Georgetown Road Rock Spring Drive and Old Georgetown Road FROM: Rock Spring Drive 840 Old Georgetown Road Major Highway Dual-Lane Median Busway TO: Tuckerman Lane Old Georgetown Road and Tuckerman Lane FROM: Tuckerman Lane Old Georgetown Road Major Highway Dual-Lane Median Busway 820 142 120 6 No 160 980 >0.9 N N 122 120 6 No 170 1,010 >0.9 N N
Total segement ridership greater than 1,500 passengers, including along Route 21: North Bethesda Transitway
Operational
TO: Edison Lane/Poindexter Lane Old Georgetown Road and Edison Lane/Poindexter Lane FROM: Edison Lane/Poindexter Lane Old Georgetown Road Major Highway Dual-Lane Median Busway TO: Executive Boulevard FROM: Old Georgetown Road 890 142 120 6 No 180 1,070 >0.9 N N
Operational
Operational
Executive Boulevard Business Dedicated Curb Lane 125 120 4 No N N
Urban Area
TO: Marinelli Road FROM: Executive Boulevard
Operational
Marinelli Road Business Dedicated Curb Lane 125 90 4 No Y Y
TO: MD 355 White Flint Metrorail Station
Corridor 12b: Old Georgetown Road South Limits: Montgomery Mall Transit Center to Bethesda Metrorail Station



Discussion
Montgomery Mall Transit Center FROM: Auto Park Avenue 139 Westlake Terrace Arterial Dual-Lane Median Busway 90 4 No 180 40 220 >0.9 N Y
Operational
Total segement ridership less than 1,200 passengers, including along Route 12a: Old Georgetown Road North and Route 21: North Bethesda Transitway
TO: I-270 FROM: I-270 122 Fernwood Drive Arterial Dual-Lane Median Busway 80 4 No 180 40 220 >0.9 N N
0 Operational
Total segement ridership less than 1,200 passengers, including along Route 12a: Old Georgetown Road North and Route 21: North Bethesda Transitway
TO: Rockledge Drive FROM: Fernwood Drive N/A Rockledge Drive Local N/A TO: Rock Spring Drive Rock Spring Drive and Rockledge Drive FROM: Rockledge Drive 80 Rock Spring Drive Arterial Dual-Lane Median Busway 122 4 >0.9 No 410 80 490 N N N/A N/A N/A N/A
0 Operational
Total segement ridership less than 1,200 passengers, including along Route 12a: Old Georgetown Road North
42
Total segement ridership greater than 2,000 passengers, including along Route 12b: Old Georgetown Road South and Route 21: North Bethesda Transitway
TO: Old Georgetown Road FROM: Rock Spring Drive Old Georgetown Road Major Highway Dual-Lane Median Busway TO: Democracy Boulevard Old Georgetown Road and Democracy Boulevard FROM: Democracy Boulevard Old Georgetown Road Major Highway Dual-Lane Median Busway TO: Ryland Drive FROM: Ryland Drive Old Georgetown Road Major Highway Dual-Lane Median Busway TO: West Cedar Lane FROM: West Cedar Lane Old Georgetown Road Major Highway Dual-Lane Median Busway TO: Lincoln Street FROM: Lincoln Street Dual-Lane Median Busway TO: Battery Lane FROM: Battery Lane Dedicated Curb Lane 142 120 6 No 590 120 710 >0.9 142 120 6 No 590 120 710 142 120 6 No 440 90 530 142 120 6 No
Operational
>0.9
Operational
Old Georgetown Road and Ryland Drive >0.9 Y Y
Operational
Old Georgetown Road and West Cedar Lane Y Y
Operational
Old Georgetown Road and Lincoln Street Old Georgetown Road Major Highway 122 120 4 No 860 170 1,030 Y >0.9 125 100 4-6 No Y Y Y
Operational
Old Georgetown Road Major Highway
Operational
ROW too constrained for any contiguous runningway treatment
Urban Area
TO: Del Ray Avenue/Cordell Avenue Old Georgetown Road and Del Ray Avenue/Cordell Avenue FROM: Del Ray Avenue/Cordell Avenue 840 Old Georgetown Road Major Highway Dedicated Curb Lane TO: Commerce Lane Bethesda Metrorail Station 125 80-86 4-6 No 170 1,010 >0.9 Y Y
Operational
ROW too constrained for any contiguous runningway treatment
Corridor 15: Norbeck Road Limits: Rockville Metrorail Station to ICC Park-and-Ride Lot

Corridor Typology/Recommendation Name Preferred Runningway Type Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Peak-Hour Local Bus Ridership Sum of PeakHour Surface Transit Ridership Auto v/c Ratio
Building Impacts
Building Impacts within 5 feet? Building Impacts within 15 feet?

Discussion
Rockville Metrorail Station FROM: Church Street 610 MD 355 Dual-Lane Median Busway 142 TBD per Rockville Mater Plan Update N/A 120 730 N/A N/A
N/A
Coordinate ROW assessment with Route 3: Veirs Mill RoadUniversity Boulevard and Route 10b: MD 355 once City of Rockville finalized transportation master plan
TO: Veirs Mill Road FROM: MD 355 >0.9 Reversible One-Lane Median Busway TO: Norbeck Road FROM: Veirs Mill Road Norbeck Road Phase 2 recommendation TO: Baltimore Road N/A TBD per Rockville Mater Plan Update N/A N/A N/A TBD per Rockville Mater Plan Update
Veirs Mill Road
129
N/A
N/A
N/A
N/A
Coordinate ROW assessment with Route 3: Veirs Mill RoadUniversity Boulevard once City of Rockville finalized transportation master plan
Operational
Norbeck Road and Baltimore Road FROM: Baltimore Road Phase 2 N/A Norbeck Road recommendation TO: Rockville City limit FROM: Rockville City limit Phase 2 N/A Norbeck Road recommendation TO: Bauer Drive Norbeck Road and Bauer Drive FROM: Bauer Drive Phase 2 Norbeck Road N/A recommendation TO: Rocking Spring Drive/Nadine Drive FROM: Rocking Spring Drive/Nadine Drive Phase 2 Norbeck Road N/A recommendation TO: Bel Pre Road Norbeck Road and Bel Pre Road FROM: Bel Pre Road Phase 2 Norbeck Road N/A recommendation TO: Georgia Avenue FROM: Norbeck Road Georgia Avenue Dual-Lane Median Busway
TBD per Rockville Mater Plan Update
N/A
610
120
730 >0.9
N/A
N/A
Operational
150
N/A
N/A
Operational
150
520
100
620 >0.9
N/A
N/A
Operational
150
N/A
N/A
Operational
150
460
90
550
N/A
N/A
Operational
0 0 Although ridership from Route 4: Georgia Avenue would add about 800 additional riders, segment too short for any runningway treatment
>0.9 150 6 No N/A N/A
Operational
161
TO: Norbeck Road Park-and-Ride Lot Georgia Avenue and Norbeck Road Park-and-Ride Lot FROM: Norbeck Road Park-and-Ride Lot 140 Georgia Avenue Dual-Lane Median Busway 161 150 6 No 30 170 >0.9 N/A N/A
Operational
Although ridership from Route 4: Georgia Avenue would add about 800 additional riders, does not meet threshold to consider exclusive facility
TO: ICC Park-and-Ride Lot Georgia Avenue and ICC Park-and-Ride Lot

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Burtonsville Park-and-Ride Lot FROM: Sandy Spring Road 161 Dual-Lane Median Busway US 29 - Columbia Pike Controlled Major Highway TO: Briggs Chaney Road FROM: Briggs Chaney Road 161 Dual-Lane Median Busway TO: Fairland Road Fairland Road FROM: Fairland Road US 29 - Columbia Pike Controlled Major Highway Dual-Lane Median Busway TO: Tech Road Tech Road FROM: Tech Road 1,020 US 29 - Columbia Pike Controlled Major Highway Dual-Lane Median Busway TO: Stewart Lane FROM: Stewart Lane N/A Lockwood Drive Arterial Reversible One-Lane Median Busway TO: New Hampshire Avenue White Oak Transit Center FROM: New Hampshire Avenue N/A Reversible One-Lane Median Busway TO: Oak Leaf Drive Oak Leaf Drive FROM: Oak Leaf Drive N/A Lockwood Drive Arterial Reversible One-Lane Median Busway 80 2 No 1,240 80 2 No 1,080 80 2 No 161 100-200 6 Yes 161 100-200 6 Yes 980 100-200 6 Yes 930 100-200 6 Yes 350 Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Peak-Hour Local Bus Ridership (est) Sum of PeakHour Surface Transit Ridership
Auto v/c Ratio
70
420
Operational
>0.9 190 1,120 N N
Operational
200
1,180
>0.9
Operational
200
1,220 N N
Operational
>0.9
Operational
Lockwood Drive
Arterial
220
1,300
>0.9
Operational
250
1,490
<0.9
Operational
TO: US 29 - Columbia Pike Hillwood Drive FROM: Hillwood Drive No US 29 - Columbia Pike Major Highway Reversible One-Lane Median Busway TO: Northwest Branch FROM: Northwest Branch No Reversible One-Lane Median Busway 129 120 6 1,260 250 1,510 N N
>0.9

Y Y
US 29 - Colesville Road Major Highway
129
120
TO: University Boulevard University Boulevard FROM: University Boulevard US 29 - Colesville Road Major Highway
Inside Urban Ri
Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type US 29 - Colesville Road Major Highway Reversible One-Lane Median Busway TO: Franklin Avenue Franklin Avenue FROM: Franklin Avenue No US 29 - Colesville Road Major Highway Reversible One-Lane Median Busway TO: Fenton Street Fenton Street FROM: Fenton Street No Colesville Road Major Highway Dedicated Curb Lane TO: Georgia Avenue FROM: Georgia Avenue No Colesville Road Major Highway Dedicated Curb Lane TO: Wayne Avenue Silver Spring Transit Center FROM: Wayne Avenue No Colesville Road Major Highway Dedicated Curb Lane 125 124 N/A 125 124 N/A 125 100 5-6 129 120 5-6 Master-Planned Proposed Right-ofRight-of-Way Way Width (feet) (MPROW) (feet) 129 120 Master-Planned Number of Lanes 6 Meets Proposed ROW Needs? No
Peak-Hour BRT Ridership 1,270
Peak-Hour Local Bus Ridership (est) 250
Auto v/c Ratio
>0.9
1,330
270
1,600 >0.9 Y Y
1,120
220
1,340 Y >0.9 Y Y Y
Dedicated Curb Lane
Dedicated Curb Lane
Urban Area
460
90
550 Y >0.9 Y
Operational
TO: East-West Highway FROM: East-West Highway Colesville Road Major Highway Dedicated Curb Lane TO: Eastern Avenue 125 125 N/A Yes 410 80 490 N N
Operational

Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type Burtonsville Park-and-Ride Lot FROM: Sandy Spring Road 161 Dual-Lane Median Busway US 29 - Columbia Pike Controlled Major Highway TO: Briggs Chaney Road FROM: Briggs Chaney Road 161 Dual-Lane Median Busway TO: Fairland Road Fairland Road FROM: Fairland Road US 29 - Columbia Pike Controlled Major Highway Dual-Lane Median Busway TO: Tech Road Tech Road FROM: Tech Road 1,020 US 29 - Columbia Pike Controlled Major Highway Dual-Lane Median Busway TO: Stewart Lane FROM: Stewart Lane N/A Lockwood Drive Arterial Reversible One-Lane Median Busway TO: New Hampshire Avenue White Oak Transit Center FROM: New Hampshire Avenue N/A Reversible One-Lane Median Busway TO: Oak Leaf Drive Oak Leaf Drive FROM: Oak Leaf Drive N/A Lockwood Drive Arterial Reversible One-Lane Median Busway 80 2 No 1,240 80 2 No 1,080 80 2 No 161 100-200 6 Yes 161 100-200 6 Yes 980 100-200 6 Yes 930 100-200 6 Yes 350 Proposed Right-ofWay Width (feet) Master-Planned Right-of-Way (MPROW) (feet) Master-Planned Number of Lanes Meets Proposed ROW Needs? Peak-Hour BRT Ridership

Peak-Hour Local Bus Ridership (est) Sum of PeakHour Surface Transit Ridership
Auto v/c Ratio
70
420
Operational
>0.9 190 1,120 N N
Operational
200
1,180
>0.9
Operational
200
1,220 N N
Operational
>0.9
Operational
Lockwood Drive
Arterial
220
1,300
>0.9
Operational
250
1,490
<0.9
Operational
TO: US 29 - Columbia Pike Hillwood Drive FROM: Hillwood Drive No US 29 - Columbia Pike Major Highway Reversible One-Lane Median Busway TO: Northwest Branch FROM: Northwest Branch No Reversible One-Lane Median Busway 129 120 6 1,260 250 1,510 N N
>0.9

Y Y
US 29 - Colesville Road Major Highway
129
120
TO: University Boulevard University Boulevard FROM: University Boulevard US 29 - Colesville Road Major Highway
Inside Urban Ri
Corridor Typology/Recommendation Name Functional Classification Preferred Runningway Type US 29 - Colesville Road Major Highway Reversible One-Lane Median Busway TO: Franklin Avenue Franklin Avenue FROM: Franklin Avenue No US 29 - Colesville Road Major Highway Reversible One-Lane Median Busway TO: Fenton Street Fenton Street FROM: Fenton Street No Colesville Road Major Highway Dedicated Curb Lane TO: Georgia Avenue FROM: Georgia Avenue No Colesville Road Major Highway Dedicated Curb Lane TO: Wayne Avenue Silver Spring Transit Center FROM: Wayne Avenue No Colesville Road Major Highway Dedicated Curb Lane 125 124 N/A 125 124 N/A 125 100 5-6 129 120 5-6 Master-Planned Proposed Right-ofRight-of-Way Way Width (feet) (MPROW) (feet) 129 120 Master-Planned Number of Lanes 6 Meets Proposed ROW Needs? No
Peak-Hour BRT Ridership 1,270
Peak-Hour Local Bus Ridership (est) 250
Auto v/c Ratio
>0.9
1,330
270
1,600 >0.9 Y Y
1,120
220
1,340 Y >0.9 Y Y Y
Dedicated Curb Lane
Dedicated Curb Lane
Urban Area
460
90
550 Y >0.9 Y
Operational
TO: East-West Highway FROM: East-West Highway Colesville Road Major Highway Dedicated Curb Lane TO: Eastern Avenue 125 125 N/A Yes 410 80 490 N N
Operational
Corridor 21: North Bethesda Transitway Limits: Montgomery Mall Transit Center to Grosvenor Metrorail Station



Auto v/c Ratio
Discussion
Montgomery Mall Transit Center FROM: Auto Park Avenue Westlake Terrace Arterial Dual-Lane Median Busway TO: I-270 FROM: I-270 Fernwood Drive Arterial Dual-Lane Median Busway TO: Rock Spring Drive FROM: Fernwood Drive 122 Rock Spring Drive Arterial Dual-Lane Median Busway TO: Rockledge Drive Rock Spring Drive and Rockledge Drive FROM: Rockledge Drive 80 Rock Spring Drive Arterial Dual-Lane Median Busway TO: Old Georgetown Road Rock Spring Drive and Old Georgetown Road FROM: Rock Spring Drive Old Georgetown Road Major Highway Reversible One-Lane MedianBusway TO: Tuckerman Lane Old Georgetown Road and Tuckerman Lane FROM: Old Georgetown Road Tuckerman Lane Arterial Reversible One-Lane MedianBusway TO: Sugarbush Lane Tuckerman Lane and Sugarbush Lane FROM: Sugarbush Lane 540 Tuckerman Lane Arterial Reversible One-Lane MedianBusway TO: Bethesda Trolley Trail FROM: Bethesda Trolley Trail 109 80 4 No 110 650 <0.9 N N 450 109 80 4 No 90 540 >0.9 N N 470 129 120 6 No 90 560 >0.9 N N 122 4 No 470 90 560 >0.9 N N 80 4 No N N 122 80 4 No 470 90 560 >0.9 N N 139 90 4 No 180 40 220 >0.9 N Y
Operational
Operational
Operational
ROW Already in Master Plan
Urban Area
Tuckerman Lane
Arterial
Dedicated Curb Lane
98
80
No
TO: MD 355 Grosvenor Metrorail Station
Corridor 24: University Boulevard-Grosvenor Limits: Wheaton Metrorail Station to Grosvenor Metrorail Station



Discussion
Wheaton Metrorail Station FROM: Wheaton Metro Entrance Veirs Mill Road Major Highway Phase 2 N/A recommendation TO: University Boulevard FROM: University Boulevard Phase 2 recommendation TO: East Avenue FROM: East Avenue University Boulevard Major Highway Phase 2 N/A recommendation TO: Hillside Drive/Drumm Avenue FROM: Hillside Drive/Drumm Avenue Phase 2 recommendation TO: Newport Mill Road FROM: Newport Mill Road University Boulevard Major Highway Phase 2 recommendation TO: Connecticut Avenue FROM: University Boulevard Phase 2 recommendation TO: Howard Avenue FROM: Howard Avenue Connecticut Avenue Major Highway Phase 2 recommendation TO: Knowles Avenue FROM: Connecticut Avenue Phase 2 recommendation TO: Beach Drive FROM: Knowles Avenue Phase 2 recommendation TO: MD 355 FROM: Beach Drive Phase 2 recommendation N/A 120 6 N/A 160 30 190 >0.9 N/A N/A N/A 120 6 N/A 170 30 200 N/A >0.9 N/A 120 6 N/A N/A N/A N/A N/A 120 6 N/A 210 40 250 >0.9 N/A N/A N/A 120 6 N/A 180 40 220 >0.9 N/A N/A
Operational
Urban Area
Major Highway
120
N/A
N/A
N/A
Operational
University Boulevard and East Avenue
Operational
Major Highway
120
N/A
N/A
N/A
Operational
University Boulevard and Newport Mill Road
Operational
Connecticut Avenue
Major Highway
Operational
Connecticut Avenue and Howard Avenue
Operational
Knowles Avenue
Arterial
N/A
80
2-4
N/A
N/A
N/A
Operational
Beach Drive
Park Road
N/A
70
N/A
N/A
N/A
Operational
N/A N/A 150 6 N/A N/A
MD 355
Major Highway
TO: Tuckerman Lane (south) FROM: Tuckerman Lane (south)
Urban Area
MD 355
Major Highway
Phase 2 recommendation TO: Tuckerman Lane (north)
N/A N/A 150 6 N/A N/A
Grosvenor Metrorail Station
Tower 1, 10th Floor 100 S. Charles Street Baltimore, MD 21201-2727 (410) 727-5050 Fax: (410) 727-4608
Memorandum
To: From: Date: Larry Cole Mike Flood / Monique Ellis November 1, 2012
Subject: Initial Draft Recommendations Memo Montgomery Count y BRT Master Plan of Transportation Introduction Decisions on transit infrastructure are typically made through a combination of technical analysis and policy decisions as communities make choices on the type of transit facility that best fits the goals of a community. Parsons Brinckerhoff staff have completed a range of task specific to generating a detailed understanding of factors to be considered in developing the right of way recommendations for the BRT network as has been discussed throughout project delivery. This has been done to provide decision-makers at the Planning Board with information and recommendations on how to consider right of way needs of implementing the envisioned transitway system. The following pages present technical information used in making decisions on right of way designations associated with design treatments that could be reasonably assumed for corridors forwarded for analysis. Assumptions for developing recommendations are to identify what may be needed for rights of way. It is not possible in this analysis at the technical level to determine: Policies on lane repurposing or operational changes that may be implemented Exact levels at which point policy decisions on dedicated lanes may be warranted
It was therefore assumed that if there was a reasonable design option that provided necessary rights of way for all users and provided exclusive lanes for BRT would be the preference, this is an important factor of the work presented here that is a desire to create separated BRT facilities where possible. It should be noted that cross-sections assumed for this analysis had all components included, including bicycle accommodations, planting strip, sidewalks, stormwater treatment, etc. At some point the decision to address these cross-sections in a way that reduced private property impacts for minor reductions would be considered. This memorandum presents in the following pages the results of the detailed technical analysis conducted to determine proposed rights of way for the BRT system. The analysis was conducted to accomplish a number of tasks: 1
ATTACHMENT 3
1. Determine whether each station to station pair is to be considered viable enough to warrant some type of exclusive lane treatment. 2. Identify a recommended right of way for each corridor based on the following: a. Peak hour station to station transit passenger volumes (BRT and local) b. Presence of structures near the edge of the existing right of way c. Results of conducted lane repurposing test. The general direction of the project is to identify a right of way based on assumed design parameters that take into account decisions that would typically be made in planning phases and incorporate some general criteria for decision-making. This effort is not intended as a design or even detailed planning exercise, but rather as a method to apply some general guidance for reaching these decisions at the planning level given the extent and complexity of the network. There were a number of analyses undertaken for this effort, which include: Demand forecasting the demand forecasting model applied on work for the Montgomery County DOT was applied for the purpose of generating ridership estimates. This process determined: o Transit ridership generated to understand values for station to station pairs in terms of passenger volumes o Auto system performance assessing volume/capacity on links to understand implications of mixed-traffic use, as well as system performance in identified geographic districts . Basic level GIS analysis performed using information provided by M-NCPPC Planning staff to understand, in particular, those areas where right of way constraints could limit BRT runningway options due to the presence of structures within areas potentially designated for transportation uses. VISSIM Traffic Modeling conducted to test two conditions in the corridors that may impact decisions on rights of way. These tests included an assessment of a median BRT condition along Route 355 near White Flint and a repurposing lane test along MD 97 between 16th Street and US 29.
The information on the following pages summarizes the planning-level assessments for each of the identified BRT routes. This includes a set of data tables which present the findings of all of the detailed technical analysis as the segment level to better represent all of the factors that were considered leading up to the final right of way recommendations. A series of maps were also complied and present information used in decision making. Given the detailed technical information being presented, it is anticipated that continued dialogue with M-NCPPC staff and primary stakeholders will lead to further clarification of final right-of-way recommendations. 2
Theoretical Traffic Lane Capacity One issue particular to discussion for a network at this level is the number of auto passengers that can pass through a corridor. Theoretical capacity of a single lane of traffic is pertinent to evaluating BRT options that involve either partial or complete repurposing of existing lanes for use as BRT priority lanes. The Highway Capacity Manual (HCM) presents theoretical lane capacities for a number of different types of facilities including freeways and rural highways, however, lane capacity on interrupted-flow facilities (signalized arterial corridors on which the Montgomery County BRT system would predominantly operate) is highly dependent on field conditions, including: Total number of lanes of traffic Posted speed limit / prevailing speed under low-volume conditions Number of access points (driveways, commercial entrances, etc.) Degree of traffic signal coordination Presence of a divided median Width of shoulders
The numerous variables make it difficult to generalize lane capacity. However, it is possible to specify a range of capacities within which a signalized arterial will likely operate based on traffic engineering principles. Key drivers of lane capacity under interrupted-flow conditions along a signalized arterial are saturation flow rate, or the maximum rate at which vehicles can pass a given point under stable conditions, and cycle share, or the ratio of time during which a signal serves the mainline through movement. The Maryland SHA defines saturation flow rate as 1600 veh/hr/lane for assigning Level of Service (LOS) thresholds in Critical Lane Analysis (CLA) calculation; CLA values above 1600 vphpl being indicative of over-capacity or LOS F conditions. Regarding cycle share, based on signal timings provided by Montgomery County the observed signal timings reflect a split of anywhere between 50% and 75% of the total cycle length being dedicated to the major street phases. The combination of saturation flow rate and cycle share ratio represents an estimated per-lane capacity of between 800 and 1200 vphpl. In validation of this estimate, all observed vehicle throughputs along mainline corridors evaluated in the VISSIM modeling (described later in this memo) effort fell into this range. This range will be important for the purposes of understanding decisions on whether to assign a lane dedicated to transit. By applying a passenger per vehicle factor of 1.06 supplied by MNCPPC staff it is therefore generalized that person throughput on arterials in Montgomery County would range from 850 to 1275 auto passengers in various areas, with lower volumes 3
in the more urbanized areas and higher volumes along corridors with more dispersed land uses. Demand Forecasting The issue of system viability was an important consideration when planning for a BRT system to an extent as identified for this analysis. A method similar to that employed on the MCDOT BRT study was used: that is, a higher-end system was assumed. For the forecasting analysis a dedicated running way was also assumed, with delays approximated at intersections where BRT vehicles would be crossing other roadways along the corridor. An adjustment to the forecasting process was made for this round of estimates, to better reflect potential future conditions. Those adjustments included the development of a local bus operations plan, as well as the addition of extension segments and new routes forwarded at the request of the County Executive. The planning horizon year used in the forecasting analysis is 2040. To understand implications of implementing the BRT system, a set of model runs were prepared. These included: No Build the base condition model used to generate an understanding of what the county would look like in the future given reasonable expectations. This model includes land use projected by the M-NCPPC for its MWCOG cooperative forecasting process as well as transportation projects contained in the MWCOG Long Range Transportation Plan. For this purpose the No Build model includes the Purple Line LRT, the Corridor Cities Transitway BRT, and other roadway improvements identified for the region. Build 1 this model developed an understanding of potential ridership for the network under Year 2040 conditions. This model and results assume dedicated busways throughout the system and would be considered an optimum system with desirable attributes like off-board fare collection, sheltered bus stops and other high quality high-capacity BRT system enhancements. Build 2 this model was developed to test the implications of repurposed lanes in certain locations in the region where lanes might make sense given the supporting surrounding network and level of existing transit ridership. These repurposed segments include the following (see figure 1 below): o Georgia Avenue: 16th Street to Eastern Avenue 1.7 miles o US 29: Lockwood Drive to Eastern Avenue 3.5 miles o MD 355 North: Ridge Road to Middlebrook Road 1.7 miles o MD 355 South: Cedar Lane to Western Avenue 2.3 miles o New Hampshire Avenue: Piney Branch Road to Ethan Allen Avenue 2.0 miles 4
Transit speeds in the repurposed areas were lowered from those identified in the Build 1 model to reflect some interference from automobile travel.
Figure 1 - Lane Repurposing Test Segments
Where Dedicated Lanes Could be Assumed The discussion of a dedicated lane or facility is dependent on the number or riders on the facility in the peak hour. For our purposes we generally applied guidance found in TCRP Synthesis 83 and the second edition of the Transit Capacity and Quality of Service Manual (TCQSM) to identify those treatments that would potentially be appropriate given conditions along the corridor. The TCQSM provides some guidance on when to consider exclusive lane treatments of any type. Policy and cost considerations generally set the lower limit for bus volumes that warrant priority treatments on arterials, while bus capacity sets the upper limit. A comparison of person volumes on buses operating in mixed traffic with person volumes in other vehicles operating on the street can also be used to help decide when to dedicate one or more lanes to exclusive bus use The document also contains the following table to help guide decisions on when to consider treatment options for differing conditions. 5
TCQSM Table on Identified Volumes Treatment Min one-way peak hour bus volumes
Min one-way peak hour passenger volumes 3200-4000
Related LU and transportation factors
Bus streets or malls CBD curb bus lane, main street Curb bus lane, normal flow
80-100
Commerciallyoriented frontage Commerciallyoriented frontage At least 2 lanes available for other traffic in same direction At least 2 lanes available for other traffic in same direction; ability to separate vehicular turn conflicts from buses
50-80
2000-3200
30-40
1200-1600
Median bus lanes
60-90
2400-3600
The typical volume identified for a median bus lane above has been set to reflect the level of ridership required to support construction of these types of lanes. The bus volumes identified as a standard result in person throughput on the corridor in the peak hour at multiples of what is possible for an automobile lane, unless one assumes that at least four passengers are in each vehicle in the peak period. Many communities are making decisions to construct median transitways at less than the 2,400 one-way peak hour passenger volumes so different assumptions were used for this analysis. Minimum Volume Assumptions for Designated Lane Treatments A methodology was applied based on the volumes identified in literature outlined above while also recognizing that there may be a range of potential outcomes associated with the demand forecasting model. Some flexibility of application was needed so a lower limit of consideration was established for whether a particular link would advance for future consideration. For this purpose a lower limit of 800 6
passengers per segment in the peak directional period was established as a minimum threshold for providing any type of dedicated lane facility. Part of the reasoning for this decision was that the future forecast year of 2040 is 28 years in the future. If a corridor is not truly viable to and beyond that time frame that it is probably not correct to assume that a decision impacting rights of way will be made within the timeframe of the master plan of transportation. Also forecasting models are not expected to provide an extraordinary level of precision so a set of planning level values had to be identified to use as decision-points for the model. The lower bound for this decision (dedicated lane) was set at 800 passengers per direction in the peak hour. District Level Analysis A series of districts was designated to help determine the travel conditions in the county for various build conditions. The intent of this exercise was to generate and understanding of what happens beyond those noticed on the facilities themselves. This helps to better understand how the transportation recommendation will benefit/impact all users of the roadway network. The map and table on the following pages present the results of the forecasting results for this project. The vehicle miles traveled / vehicle hours traveled (vmt/vht) summaries are presented to depict the impact/benfit of various build assumptions. The differences noted show the potential network effects of the various build conditions for automobiles with vehicle miles traveled being reduced with implementation of the BRT network. Vehicle speeds are also improved in the Build1 model due to fewer vehicles on the roadway.
NO BUILD (PeakOnly)
BUILD 1 (PeakOnly)
BUILD 2 (PeakOnly)
VMT CHANGE
% SPD CHANGE
Avg Spd Avg Spd Avg Spd DISTRICT VMT VHT (mph) VMT VHT (mph) VMT VHT (mph) NB-B1 NB-B2 B1-B2 NB-B1 NB-B2 B1-B2 1 223,006 11,085 20.12 217,623 10,498 20.73 216,816 10,500 20.65 -5,383 -6,190 -807 3.04% 2.64% -0.39% 2 315,126 40,421 7.80 310,461 37,682 8.24 310,936 37,988 8.19 -4,665 -4,190 475 5.68% 4.99% -0.65% 3 478,418 45,572 10.50 467,467 41,451 11.28 468,834 41,771 11.22 -10,951 -9,585 1,367 7.43% 6.91% -0.48% 4 404,441 32,105 12.60 397,441 29,882 13.30 398,692 30,287 13.16 -7,001 -5,750 1,251 5.58% 4.50% -1.03% 5 245,652 26,990 9.10 239,026 24,384 9.80 239,685 24,700 9.70 -6,626 -5,968 659 7.70% 6.62% -1.01% 6 370,693 25,016 14.82 365,292 23,711 15.41 367,039 23,872 15.38 -5,402 -3,655 1,747 3.97% 3.76% -0.20% 7 466,627 35,891 13.00 455,909 32,066 14.22 457,709 32,403 14.13 -10,718 -8,918 1,800 9.36% 8.65% -0.65% 8 229,622 21,412 10.72 223,809 19,127 11.70 224,140 19,390 11.56 -5,814 -5,482 332 9.11% 7.79% -1.21% 9 499,310 30,580 16.33 490,504 27,720 17.70 488,848 27,080 18.05 -8,806 -10,462 -1,656 8.37% 10.56% 2.02% 10 529,047 45,836 11.54 520,703 42,226 12.33 521,144 42,667 12.21 -8,344 -7,904 441 6.84% 5.82% -0.95% 11 338,173 39,191 8.63 329,832 35,523 9.28 328,544 34,745 9.46 -8,341 -9,629 -1,288 7.60% 9.58% 1.84% 12 203,539 28,364 7.18 197,015 25,394 7.76 197,105 25,351 7.78 -6,524 -6,434 90 8.12% 8.35% 0.21% 13 442,873 42,362 10.45 436,006 38,947 11.19 436,442 38,966 11.20 -6,867 -6,431 436 7.08% 7.13% 0.05% 14 765,507 82,844 9.24 752,963 77,570 9.71 720,273 78,309 9.20 -12,544 -45,233 -32,690 5.05% -0.46% -5.25% 15 352,545 41,929 8.41 346,733 38,882 8.92 335,443 39,216 8.55 -5,812 -17,103 -11,291 6.06% 1.73% -4.08% 16 484,507 40,577 11.94 479,512 39,339 12.19 478,281 38,991 12.27 -4,995 -6,226 -1,231 2.08% 2.73% 0.63% 17 591,381 82,236 7.19 581,576 77,489 7.51 567,378 80,089 7.08 -9,804 -24,002 -14,198 4.37% -1.49% -5.61% 18 346,735 35,820 9.68 340,474 32,358 10.52 340,972 32,819 10.39 -6,261 -5,763 498 8.70% 7.33% -1.26% 19 4,784,798 367,167 13.03 4,725,735 351,539 13.44 4,743,219 357,369 13.27 -59,063 -41,579 17,484 3.16% 1.85% -1.27% MC 12,072,003 1,075,398 11.23 11,878,082 1,005,785 11.81 11,841,499 1,016,514 11.65 -193,921 -230,503 -36,583 5.20% 3.77% -1.36% Total Notes 1. VMT and VHT caluted for Peak period only (i.e. AM and PM, no OP) 2. Avg. Speed (mph) calculated as VMT/VHT 3. Both VMT and VHT are calculated for all non-centroid-connector links (unlike the daily where VHT used centroid connectors also)
Travel Time and Speed for Selected Hwy Corriors from the Model
Corridor MD 355 MD 97 US 29 US 29 MD 650 Dir NB SB NB SB NB SB NB SB NB SB From
Western Ave Cedar Ln Philadelphia Ave Plyers Mill Rd Georgia Ave Cherry Hill Rd / Randolph Rd University Blvd Stewart Ln Ray Rd Rosemere Ave Cedar Ln Western Ave Plyers Mill Rd Philadelphia Ave Cherry Hill Rd / Randolph Rd Georgia Ave Stewart Ln University Blvd Rosemere Ave Ray Rd
Travel Time (min) No Build Build2

OP 11.4 11.7 11.2 11.4 16.8 18.5 5.2 6.0 18.1 19.3 AM 11.6 18.4 9.6 21.0 16.4 39.8 5.0 13.4 17.9 37.4 PM 39.3 36.2 43.7 27.0 71.2 49.7 23.5 19.4 75.8 47.2 OP 13.1 13.7 11.6 12.1 19.1 20.4 5.8 6.8 18.9 20.4 AM 18.7 12.6 21.1 9.9 24.1 9.4 29.9 11.1 24.0 10.8 Dist 3.24 3.24 3.33 3.33 6.09 6.09 2.39 2.39 7.15 7.15 AM 10.4 15.5 9.5 20.2 15.1 38.9 4.8 13.0 17.9 39.6 PM 33.6 30.6 40.9 25.5 69.2 45.6 22.6 17.8 78.3 44.2 PM 5.8 6.4 4.9 7.8 5.3 8.0 6.3 8.0 5.5 9.7
Avg Speed (mph) No Build

OP 17.0 16.6 17.8 17.6 21.7 19.7 27.5 24.0 23.7 22.3 AM 16.7 10.6 20.8 9.5 22.2 9.2 28.6 10.7 23.9 11.5
Build2
PM 4.9 5.4 4.6 7.4 5.1 7.4 6.1 7.4 5.7 9.1 OP 14.8 14.2 17.2 16.5 19.2 17.9 24.9 21.1 22.7 21.1
To
Travel Time Test for Alternatives An assessment of travel times along corridors identified for lane repurposing was conducted to determine the potential impacts to travelers remaining on those corridors, recognizing that some drivers would choose alternate routing. The table above presents the results of the travel time test across the models applied for this analysis. Corridor Maps A set of corridor Maps were prepared to highlight a few key issues when considering assumed transitway treatments and the implications on roadway rights of way. They are intended to compliment the tables provided. The maps depict two specific conditions: the corridors showing the BRT supportive density (at the TAZ level) expected to 2040, station locations and areas of potential building impact beyond the master plan right of way existing zoning in the corridors that could be considered supportive to BRT service
The right of way values and building impacts were generalized based on information provided by MNCPPC staff for right of way width for a line file in GIS format. They are not intended to be representative of existing conditions or be at a level that can be used for anything other than this planning level assessment. The effort was undertaken to understand potential constraints posed by existing buildings or structures that might limit the ability to expand the rights of way. Two measures were used to generalize impacts and were based on right of way values contained in the master plan layer. 5 feet (to either side) was used to determine links where very little if any room was available for expansion. 15 feet (to either side) was used as a method to approximate links where limited room was available but not enough to achieve recommended build out conditions. Corridor Tables Corridor Tables have been prepared to summarize the findings of the data analysis and identify the recommended right of way considerations. In general the table follows the following methodology: 1. Identify the Corridor Typology Recommendation and geographic area within the County through which the route segment would traverse to determine the rights of way needed to accommodate a transit facility. This typology designation was identified in earlier work and is specific to the land uses along 10
the corridor and the expected trip interactions along the corridor. Example: the cross section of a dual-lane median busway within a constrained urban area is 142 feet. 2. If ROW is available and the link carries viable ridership (based on total surface transit ridership along a route) then use of planned ROW is carried forward. 3. Peak-hour auto v/c ratios are presented to identify whether roadway conditions are such that a facility is needed to provide service to maintain link viability. 4. Property impacts are identified for specific links to identify whether there are buildings in the needed rights of way for corridors. If they are there and no other option exists then Operational strategies are recommended which could include lane repurposing, lane controls or mixed traffic operation, not impacting the designated right of way. Traffic Analysis Results As noted above a series of VISSIM models were built to test a set of assumptions for BRT operation along two corridors. The first, MD 97, tested the repurposing of a traffic lane to assess the impact on traffic operations at intersections. The second, MD 355, tested median BRT operations along the corridor (with no lane reductions). The analysis results presented below highlight results from this analysis. Test Corridor 1: MD 97 from Colesville Road (MD 384/US 29) to 16th Street (MD 390) BRT Alternative: Repurpose shoulder lane as BRT-only (right turning vehicles allowed to use BRT lane). Physical Improvements: None other than striping and signing and modifications to traffic signals to implement Transit Signal Priority. Level of Service: Existing AM PM B C D E No Build AM PM B C E E Build AM C E PM D E 11
MD 97 & 16th Street MD 97 & Spring Street
MD 97 & Cameron Street MD 97 & Colesville Road
Existing AM PM C C D D
No Build AM PM C D E D
Build AM C E PM D D
Travel Time (entire study segment, end to end): AM SB 206 236.1 346.4 594.8 309 AM NB 198 294.4 285.5 331.9 310.4 PM SB 160.4 229.4 227.8 340.5 334.3 PM NB 182.8 301.7 593.0 649.6 274.6
Existing (measured) Existing (modeled) No-Build Build Build BRT
Average Vehicle Delay (in seconds) AM NoBuild 105.3 114.8 143.9 PM NoBuild 120.6 128.2 129 -
Cars Trucks Busses BRT
Build 138.7 154.1 114.3 166.8
Build 136 147.5 90.1 154.2
BRTs have a higher average delay than busses due to the fact that many of the BUS routes are in and out of the model quickly through Colesville Road, while the BRT routes run the entire length of MD 97.
Test Corridor 2: MD 355 from Security Lane to Old Georgetown Road (MD 187) BRT Alternative: Dedicated median guideway including closure of all median crossings except at signalized intersections. Physical Improvements: Add 2nd NB left turn lane at MD 355 / Old Georgetown Road intersection Add 2nd SB left turn lane at MD 355 / Nicholson Lane intersection 12
Modifications to traffic signals to implement Transit Signal Priority.
Level Of Service: Existing AM PM MD 355 & Old Georgetown Rd. MD 355 & Marinelli Road MD 355 & Nicholson Ln. MD 355 & Security Ln. C C C B E E C B No Build AM PM C C C B F F C C Build AM E D C C PM F F D E
Travel Time (entire study segment, end-to-end): AM AM SB NB Existing (measured) 97 200.4 Existing (modeled) 186.2 181.1 No-Build 367 395.4 Build 294.4 276 Build BRT 182.3 279.2 Average Vehicle Delay (in seconds) AM Existing No Build Build SB SB SB 322.5 114.4 230.3 Cars NB NB NB 293.9 106.4 164.2 SB SB SB 110.8 319.3 226.7 Trucks NB NB NB 106.4 294.1 164.6 SB SB SB 111.1 321.6 227.6 Buses NB NB NB 106.3 293.8 163.9 SB 82.6 BRT NB 177.1
PM SB 148.4 336.2 306.1 667.1 171.2
PM NB 118.4 348 392.3 520.7 228.8
Existing SB 263.3 NB 275.5 SB 263 NB 273.1 SB 263.2 NB 274.4 -
PM No Build SB 232.8 NB 319.2 SB 228 NB 315.4 SB 230.5 NB 316.6 -
Build SB 422.1 NB 603 SB -419.9 NB 604.2 SB 420.8 NB 601.5 SB 67.9 NB 103.6
13
One point of note when reviewing this analysis. On both corridors the throughput for traffic was constrained at one end in both peaks for the identified traffic volume. These constraints act as a type of filter to traffic by restricting the amount that could enter the corridor to be analyzed for traffic impacts. Similar conditions would be expected at an intersection or set of intersections prior to these corridors. Implementing BRT As local and regional leaders begin to assume the challenge of implementing a BRT system in Montgomery County and discuss the results of this report, it is important to note that there are typical methods for implementing BRT systems. Recent dialogue in the County has been centered on assessing the identified corridors for higher end runningway treatments only. Very few systems nationally and internationally have progressed immediately to higher end design along particular corridors. Most systems working to implement a wider system of improvements have relied on various strategies for implementation. While this document is focused on developing right-of-way assumptions to facilitate BRT operations through the year 2040, readers must realize that the full use of that right-of-way would be expected in many cases in later years when corridor ridership develops to a point where investment decisions would make the most sense, such as when supportive land uses can help sustain higher levels of ridership throughout daily service. Montgomery County officials may want to consider a phased approach to BRT implementation and the coordinated development of corridors and surrounding communities over time. Typical approaches to implementation include the following (not necessarily in order of progression): Initial BRT-lite implementation, which would include vehicle purchases, longer station spacing, branding, stylized stations, Next Bus displays and other improvements that would help establish the BRT system as a viable, reliable transit option Implementation of spot improvements such as queue jump lanes and transit signal priority, which provide additional right-of-way or operational improvements to improve speed and reliability Implementation of peak-period BRT lanes, which allow BRT vehicles to operate in lanes during the peak period and open those lanes to generalpurpose traffic during the off-peak periods when traffic flows more freely Full BRT implementation for corridors that have viable transit currently and can serve as initial implementation of links in developing an overall network. Refined traffic analysis would have to be undertaken to understand implications of lane conversion for BRT use.
14
Such an incremental approach to implementing a BRT network will help ensure its success to the end users and the operating agency. Moving toward implementation of transit-only lanes without supportive ridership should only be consider after carefully considering the input from all users of the corridor.. Lanes built to accommodate few riders reduces enthusiasm for future investments and fuel resentment from constituents who either choose to or must drive. More refined corridor planning should be done on any corridor identified for improvement to insure that a benefit/cost assessment points to a viable corridor for implementation. The system envisioned for Montgomery County assessed for this analysis has corridors considered viable for BRT application, a strategy focused on phased implementation applying the right design for conditions found along the corridors will be critical to its success.
15
Recommended Transit Corridors Network
Dedicated lanes via median or side busway Dedicated lanes via lane-repurposing Mixed traffic
ATTACHMENT 4
Attachment 5: Ridership and Lane Repurposing Test
Corridor
From Friendship Heights Metro Station
To White Flint Sector Plan Area (south) White Flint Sector Plan Area (north) Rockville Metro Station Shakespeare Blvd Wayne Ave Lockwood Dr US 29 Burtonsville Colesville Rd 16th Street Veirs Mill Rd Glenmont Metro Station Olney Adelphi Road US 29 Twinbrook Pkwy Georgia Ave US 29 Takoma / Langley I-270 LSC Prince George's County Line Montgomery Mall
Transit Ridership per Peak Hour 1,700 to 2,400 2,300 to 2,500 2,200 to 2,500 1,500 to 2,800 500 to 550 1,350 to 1,600 1,200 400 to 1,200 400 to 500 900 to 1,500 1,050 to 1,600 900 to 1,050 50 to 1,400 900 to 1,900 50 to 900 950 to 1,050 900 to 1,450 1,250 to 1,550 650 to 1,100 1,350 to 1,500 650 to 1,350 700 to 1,350 200 to 650
Traffic Lane Capacity per Hour 1,000 1,000 1,000 1,000 to 1,150 950 850 to 1,150 700 to 850 1,000 to 1,200 950 950 950 to 1,150 1,150 850 to 1,500 950 to 1,150 950 to 1,500 950 1,150 1,150 950 to 1,150 850 to 950 750 to 950 700 to 1,500 700 to 1,150
Recommendation Dedicated Lanes Dedicated Lanes Dedicated Lanes Dedicated Lanes Dedicated Lanes Dedicated Lanes Mixed Traffic Dedicated Lanes Dedicated Lanes Dedicated Lanes Dedicated Lanes Mixed Traffic Dedicated Lanes Dedicated Lanes Mixed Traffic Dedicated Lanes Dedicated Lanes Dedicated Lanes Mixed Traffic Mixed Traffic Dedicated Lanes Mixed Traffic Dedicated Lanes
Right-of-Way Lane Repurposing Additional ROW Lane Repurposing Lane Repurposing Lane Repurposing Lane Repurposing none Existing Median Lane Repurposing Lane Repurposing Lane Repurposing none Existing Median Lane Repurposing none Lane Repurposing Existing Median Lane Repurposing none none Lane Repurposing none Existing ROW
MD 355 South
White Flint Sector Plan Area (south) White Flint Sector Plan Area (north)
MD 355 North
Rockville Metro Station Eastern Ave Wayne Ave
US 29 US 29 Stewart Ln Eastern Ave Colesville Rd Georgia Ave 16th Street Veirs Mill Rd Glenmont Metro Station DC Line New Hampshire Ave Adelphi Road MD 355 Veirs Mill Rd Twinbrook Pkwy Veirs Mill Rd University Blvd US 29 Rockville Metro Station Rockville / LSC I-270 Randolph Rd North Bethesda Transitway MD 355 Grosvenor Metro Station
ATTACHMENT 5
Station Number BRT Station Location 3-1 Takoma/Langely Park Transit Center 3-2 MD 193 and Gilbert St 3-3 MD 193 and E Franklin Ave 3-4 US 29 and MD 193 3-5 MD 193 and Dennis Ave 3-6 MD 193 and Arcola Ave 3-7 MD 193 and Inwood Ave 3-8 MD 193 and Amherst Avet 3-9 Wheaton Metro Station 3-10 MD 586 and MD 193 3-11 MD 586 and Newport Mill Rd 3-12 MD 586 and MD 185 3-13 MD 586 and Randolph Rd 3-14 MD 586 and Parkland Dr 3-15 MD 586 and Aspen Hill Rd 3-16 MD 586 and Twinbrook Pkwy 3-17 MD 586 and Broadwood Dr 3-18 MD 586 and Norbeck Rd 3-19 Rockville Metro Station 4-1 Montgomery General Hospital 4-2 MD 108 and MD 97 4-3 MD 97 and Hines Rd 4-4 ICC PnR 4-5 MD 97 and Rossmoor Blvd 4-6 MD 97 and Bel Pre Rd 4-7 MD 97 and MD 185 4-8 MD 97 and Hewitt Ave 4-9 Glenmont Metro Station 4-10 MD 97 and Randolph Rd 4-11 MD 97 and Arcola Ave 4-12 Wheaton Metro Station 4-13 MD 97 and Dexter Ave 4-14 Forest Glen Metro Station 4-15 MD 97 and Seminary Rd 4-16 MD 97 and Cameron St 4-17 Silver Spring Transit Center 4-18 MD 97 and East-West Hwy 4-19 MD 97 and Eastern Avenue 5-1 Rockville Metro Station 5-2 E Middle Ln and Gibbs St 5-3 MD 28 and Laird St 5-4 MD 28 and Research Blvd 5-5 Research Blvd and Gude Drive 5-6 Research Blvd and Shady Grove Rd 5-7 MD 28 and Broschart Rd 5-8 Life Sciences Center 7-1 Lakeforest Mall Transit Center 7-2 MD 355 and Brookes Ave 7-3 Muddy Branch Rd and MD 117 7-4 Muddy Branch Rd and West Side Dr 7-5 Muddy Branch Rd and Diamondback Dr 7-6 MD 119 and Decoverly Dr 7-7 Life Sciences Center 8-1 MD 97 and Bel Pre Rd
Corridor 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 5 5 5 5 5 5 5 5 7 7 7 7 7 7 7 8
ATTACHMENT 6: Station Locations by Corridor
8-2 8-3 8-4 8-5 8-6 8-7 8-8 8-9 8-10 10a-1 10a-2 10a-3 10a-4 10a-5 10a-6 10a-7 10a-8 10a-9 10a-10 10a-11 10a-12 10a-13 10a-14 10a-15 10a-16 10b-1 10b-2 10b-3 10b-4 10b-5 10b-6 10b-7 10b-8 10b-9 10b-10 10b-11 10b-12 10b-13 10b-14 11-1 11-2 11-3 11-4 11-5 11-6 11-7 11-8 11-9 11-10 11-11 11-12 11-13 12a-1 12a-2 12a-3
MD 185 and MD97 MD 185 and Weller Road MD 185 and Randolph Rd MD 586 and MD 185 MD 185 and Howard Ave MD 185 and Saul Rd Jones Bridge Rd and Platt Ridge Road Jones Bridge Rd and Glenbrook Pkwy Medical Center Metro Station Snowden Farm Parkway and Stringtown Road Snowden Farm Parkway and Foreman Boulevard Midcounty Highway and Ridge Road MD 355 and Shakespeare Blvd MD 355 and MD 118 MD 355 and Middlebrook Rd MD 355 and Game Preserve Rd MD 355 and MD 124 MD 355 and Odendhal Ave MD 355 and Brookes Ave MD 355 and Education Blvd MD 355 and Shady Grove Rd MD 355 and King Farm Blvd MD 355 and Gude Dr MD 355 and Mannakee St Rockville Metro Station (west entrance) Rockville Metro Station (west entrance) MD 355 and Wooton Pkwy MD 355 and Halpine Rd MD 355 and Hubbard Dr White Flint Metro Station MD 355 and Edson Ln Grosvenor Metro Station MD 355 and Pooks Hill Rd MD 355 and Cedar Ln Medical Center Metro Station MD 355 and Cordell Ave Bethesda Metro Station Bradley Blvd and MD 355 Friendship Heights Metro Colesville PnR Lot MD 650 and Randolph Road MD 650 and Valleybrook Dr MD 650 and Jackson Road White Oak Transit Center FDA White Oak Campus MD 650 and Powder Mill Rd MD 650 and Oakview Dr MD 650 and Northampton Dr Takoma/Langely Park Transit Center MD 650 and MD 410 MD 650 and Eastern Ave Fort Totten Metro Station Montgomery Mall Transit Center Rockledge Dr and Rockledge Center Rockledge Dr and Rock Spring Dr
8 8 8 8 8 8 8 8 8 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10a 10b 10b 10b 10b 10b 10b 10b 10b 10b 10b 10b 10b 10b 10b 11 11 11 11 11 11 11 11 11 11 11 11 11 12a 12a 12a
12a-4 12a-5 12a-6 12a-7 12b-1 12b-2 12b-3 12b-4 12b-5 12b-6 12b-7 12b-8 12b-9 14-1 14-2 14-3 14-4 14-5 14-6 14-7 14-8 14-9 14-10 14-11 14-12 14-13 15-1 15-2 15-3 15-4 15-5 15-6 19-1 19-2 19-3 19-4 19-5 19-6 19-7 19-8 19-9 19-10 19-11 20-1 20-2 20-3 21-1 21-2 21-3 21-4 21-5 21-6 24-1 24-2 24-3
Rock Spring Dr and MD 187 MD 187 and Tuckerman Ln MD 187 and Edson Lane/Poindexter Lane White Flint Metro Station Montgomery Mall Transit Center Rockledge Dr and Rockledge Center Rockledge Dr and Rock Spring Dr MD 187 and Democracy Boulevard MD 187 and Ryland Dr MD 187 and W Cedar Ln MD 187 and Lincoln St MD 187 and Del Ray Ave/Cordell Ave Bethesda Metro Station White Flint Metro Station Randolph Rd and Lauderdale Dr MD 586 and Randolph Rd MD 185 and Randolph Rd Randolph Rd and Bluhill Rd MD 97 and Randolph Rd Glenmont Metro Station Glenallan Ave and Randolph Rd MD 650 and Randolph Road MD 650 and Fairland Road US 29 and Tech Rd Industrial Parkway and Tech Road Industrial Parkway and Water Tower Rockville Metro Station (west entrance) Baltimore Road and MD 28 MD 28 and Bauer Drive MD 28 and Bel Pre PnR Lot - MD28 and MD 97 ICC PnR Burtonsville PnR Briggs Chaney PnR US 29 and Fairland Rd US 29 and Tech Rd White Oak Transit Center Lockwood Dr and Oak Leaf Dr US 29 and Hillwood Dr US 29 and MD 193 US 29 and Franklin Avenue US 29 and Fenton St Silver Spring Transit Center Life Sciences Center ICC PnR Briggs Chaney PnR Montgomery Mall Transit Center Rockledge Dr and Rock Spring Dr Rock Spring Dr and MD 187 MD 187 and Tuckerman Ln Tuckerman Ln and Sugarbush Ln Grosvenor Metro Station Wheaton Metro Station MD 193 and East Ave MD 193 and Newport Mill Rd
12a 12a 12a 12a 12b 12b 12b 12b 12b 12b 12b 12b 12b 14 14 14 14 14 14 14 14 14 14 14 14 14 15 15 15 15 15 15 19 19 19 19 19 19 19 19 19 19 19 20 20 20 21 21 21 21 21 21 24 24 24
24-4 24-5
MD 185 and Howard Ave Grosvenor Metro Station
24 24

M C P D: Recommendations

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MONTGOMERY COUNTY PLANNING DEPARTMENT

THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

Extent and Treatment of the Recommended Network

STRAT HMOR E AVE

Montgomery County BRT Study

Proposed BRT Stations

Route 3 - MD 586/Veirs Mill Road

Higher Density Residential, Commercial, Office and Mixed Use Zoning

ATTACHMENT 1: Corridor maps

INW OOD AVE

Route 4a - MD 97/Georgia Avenue (North)

Montgomery County BRT Study RD

Montgomery County BRT Study

Route 4b - MD 97/Georgia Avenue

Miles 0 0.25 0.5

KEY WEST AVE

Proposed BRT Stations

Route 5 - Gude Drive/Key West Avenue

Montgomery County BRT Study

Montgomery County BRT Study

Route 7 - MD 124/Muddy Branch Road

Miles 0 0.25 0.5

Route 8 - Connecticut Avenue

Proposed BRT Stations

Master Plan Right Of Way

Montgomery County BRT Study

Montgomery County BRT Study

Route 10a - MD 355 (North)

Montgomery County BRT Study

Right of Way Assessment

Route 10b - MD 355 (South)

0 Miles 0.25 0.5 1

Montgomery County BRT Study

Route 11 - MD 650/New Hampshire Avenue

Route 12a - Old Georgetown Road North

Montgomery County BRT Study

0 Miles 0.25 0.5

Montgomery County BRT Study

Route 12b - Old Georgetown Road South

0 Miles 0.25 0.5 1

Montgomery County BRT Study

Right of Way Assessment

Proposed BRT Stations

Route 14 - Randolph Road

Right of Way Assessment

Route 15 - Norbeck Road

Montgomery County BRT Study

Montgomery County BRT Study

Route 19 - US 29/Columbia Pike/Colesville Road

Proposed BRT Stations

Master Plan Right Of Way

Higher Density Residential, Commercial, Office and Mixed Use Zoning

0 Miles 0.25 0.5 1

Montgomery County BRT Study

Route 21 - North Bethesda Transitway

Proposed BRT Stations

Higher Density Residential, Commercial, Office and Mixed Use Zoning

Master Plan Right Of Way