WHITE OAK SCIENCE GATEWAY MASTER PLAN

Appendix A: Transportation Background

Updated March 2014

Montgomery County Planning Department

M-NCPPC
www.montgomeryplanning.org

Contents
Master Plan and Study Area Boundaries ..................................................................................................1
Existing Conditions Master Planned Roadway Network ................................................................1
Intersection Capacity and Roadway Traffic Volumes ..........................................................................2
US 29 (Columbia Pike) Overview .............................................................................................................. 13
External Trip Making Profile ...................................................................................................................... 14
Existing Metrobus and Ride-On Service ................................................................................................. 21
Relevant Transit Planning Efforts ............................................................................................................ 23
Technical Approach for Recommendations Pertaining to BRT .................................................... 29
Summary BRT Network Recommendations ......................................................................................... 32
Other Transit Service ..................................................................................................................................... 32
Pedestrian Network Existing Conditions ........................................................................................... 34
Transit-Oriented Development and Density ........................................................................................ 35
Non-Auto Driver Mode Share Assumptions ......................................................................................... 40
Transportation Policy Area Review (TPAR) ......................................................................................... 42
Local Area Transportation Review (LATR) .......................................................................................... 47
Corridor Analysis
Cordon Line Analysis ..................................................................................................................................... 64
Recommended Master Plan Roadway Network ................................................................................. 66
Travel Demand Forecasting Process and Assumptions ................................................................... 70
Travel/3 Forecasting Assumptions.......................................................................................................... 71
Local Area Modeling Process and Assumptions.................................................................................. 72
Figures
Figure 1
Master Plan and Study Area Boundaries .........................................................................1
Figure 2
Traffic Analysis Sub-Zones and Network for Local Area Model (LAM) ...............2
Figure 3
Existing Intersection CLVs Using 1600 CLV as the Congestion Standard ..........6
Figure 4
US 29 South of Industrial Parkway - AADT Volumes .................................................7
Figure 5
US 29 South of New Hampshire Avenue - ADDT Volumes .......................................7
Figure 6
US 29 South of I-495 - AADT Volumes ..............................................................................8
Figure 7
US 29 South of University Boulevard - AADT Volumes .............................................8
Figure 8
New Hampshire Ave. North of Randolph Road - AADT Volumes ...........................9
Figure 9
New Hampshire Avenue North of US 29 - AADT Volumes .......................................9
Figure 10 New Hampshire Avenue North of I-495 - AADT Volumes .................................... 10
Figure 11 New Hampshire Ave. South of University Blvd.-AADT Volumes ......................... 10
Figure 12 Randolph Road West of New Hampshire Ave. - AADT Volumes ........................ 11
Figure 13 Cherry Hill Road South or East of US 29 - AADT Volumes .................................... 11
Figure 14 Cherry Hill Road East of Powder Mill Road - AADT Volumes .............................. 12
Figure 15 Composition of External Travel Along US 29 Current Conditions................... 15
Figure 16 Composition of External Travel Along US 29 Year 2040..................................... 16
Figure 17 US 29 External Traffic Profile AM peak Hour ..... 19
Figure 18 US 29 External Traffic Profile PM Peak Hour .. 20
Figure 19 Existing Local Bus Routes in the WOSG Plan Area and Vicinity ......................... 21
Figure 20 Bus Rapid Transit Conceptual Alignments and Station Locations ...................... 34

Figure 21
Figure 22
Figure 23
Figure 24
Figure 25
Figure 26
Figure 27
Figure 28
Figure 29
Figure 30
Figure 31
Figure 32
Figure 33
Figure 34

Plan Area Sidewalk Inventory ........................................................................................... 35

Characteristics of Mixed-Use Transit-Oriented Development ............................. 37
Transit Station Area Employment Densities ............................................................... 38
Transit Station Area Household Densities ................................................................... 38
Transit Station Area Land Use Densities All Stations ........................................... 40
Transit Station Area Land Use Densities Low Density Stations ....................... 40
Countywide TPAR Analysis Results ................................................................................ 46
Countywide TPAR Analysis Results Excluding US 29 Traffic................................ 48
Intersection Congestion Standards by Policy Area ................................................... 49
Intersection Analysis Alternative Master Plan Scenario with US 29
Interchanges and Full Complement of Un-programmed Improvements . 52
Intersection Analysis Alternative Master Plan Scenario with US 29
Interchanges and Selected Un-programmed Improvements .. 54
Powder Mill Road and Cherry Hill Road Intersection Performance . 56
US 29 and University Boulevard Intersection Performance .. 56
Intersection Locations Evaluated Using the HCM Methodology ... 59

Figure 35 Intersection HCM Analysis Existing Conditions 60

Figure 36 Intersection HCM Analysis Summary Adopted Master Plan ........................ 62
Figure 37 Intersection HCM Analysis Summary Alternative Master Plan 63
Figure 38 Intersection HCM Analysis Summary Alternative Master Plan with
Additional Improvements .. 65
Figure 39 Alternative Master Plan with Supplemental Improvements Cherry Hill Road
and Broadbirch Drive 65
Figure 40 Alternative Master Plan with Supplemental Improvements New Hampshire
Ave and Powder Mill Road . 66
Figure 41 Alternative Master Plan with Supplemental Improvements Musgrove Road
Road and Old Columbia Pike 66
Figure 42 Alternative Master Plan with Supplemental Improvements Cherry Hill Road
and Powder Mill Road .. 67
Figure 43 Alternative Master Plan with Supplemental Improvements Powder Mill Road
and Riggs Road... 67
Figure 44 Columbia Pike Arterial Mobility . 68
Figure 45 New Hampshire Avenue Arterial Mobility .. 69
Figure 46 Changing Trip Profile with the Plan Vision . 72
Figure 47 Street and Highway Classification Map ...75
Figure 48 Travel Forecasting Network . 77
Tables
Table 1
Table 2
Table 3
Table 4
Table 5
Table 6
Table 7

Existing Street and Highway Classifications...................................................................3

Existing Critical Lane Volumes (CLVs) .............................................................................4
MDSHA Intersection Level of Service (LOS) at Selected Locations .................... 13
US 29 External Traffic Summary Peak Hour Volumes ..... 17
US 29 External Traffic Summary Peak Hour Percentages .. 18
Existing Local Bus Service in the WOSG Plan Area and Vicinity .......................... 22
US 29 BRT Corridor Characteristics ...29

Table 8
Table 9
Table 10
Table 11
Table 12
Table 13
Table 14
Table 15
Table 16
Table 17
Table 18
Table 19
Table 20
Table 21
Table 22
Table 23

New Hampshire Avenue BRT Corridor Characteristics 31

Randolph Road BRT Corridor Characteristics......................................31
Summary of Land Use/Transportation Scenarios..................................................... 40
Non-Auto Driver Mode Share Goals . 42
Standards of Acceptable Roadway Average Level of Service (LOS) ................... 46
Intersection Congestion Standards by Policy Area ................................................... 49
Intersection Analysis Alternative Master Plan Scenario with US 29
interchanges and Full Complement of Un-programmed Improvements ......... 45
Intersection Analysis Alternative Master Plan Scenario with US 29
Interchanges and Selected Un-programmed Improvements................................ 47
LATR Intersection Congestion StandardsCritical Lane Volume and
HCM Volume-to-Capacity Equivalencies ... 56
Intersection HCM Analysis Summary Existing Conditions ....59
Intersection HCM Analysis Summary Adopted Master Plan 60
Intersection HCM Analysis Summary Alternative Master Plan .. 62
Intersection HCM Analysis Summary Alternative Master Plan with
Additional Improvements 63
Master Plan Cordon Line Traffic Volumes .70
Existing and Proposed Street and Highway Classifications ....72
Local Area Model Peak Hour Trip Generation .. 77

Master Plan and Study Area Boundaries

The transportation analysis for the White Oak Science Gateway Master Plan takes into
account a larger study area and a smaller area defined by the Plan boundary (see Figure 1).
The study area is comprised of the traffic analysis zones (TAZs) which are within and
contiguous to the Plan boundary. The definition of the Plan area is important in that it is
the first step in establishing the interface between the regional transportation model
(Travel/3) and the Master Plan-specific local area model (LAM). The Plan boundary is
formally established by the Planning Board during its deliberations on the Plan scope of
work. The more detailed transportation analysis (using the LAM) is conducted for the area
within the Plan boundary.
Figure 1 Master Plan and Study Area Boundaries

The Plan area is further divided into sub-zones (see Figure 2) that provide a basis for
further delineation of the road network. It is at this level using these sub-zones where
the local area model (LAM) is applied. The application of the model involves two major
phases the first being a replication of the existing conditions and a second being a
forecast of future conditions.
Existing Conditions Master Planned Roadway Network
There are a number of major roadways that currently serve the Master Plan area. A
summary of the currently adopted master-planned streets and highways in the Master
Plan area is provided in Table 1.

Figure 2 Traffic Analysis Sub-Zones and Network for Local Area Model (LAM)

Intersection Capacity and Roadway Traffic Volumes

There are a number of ways to measure the quality of service provided by a transportation
network. In Montgomery County, the method of measuring network performance is
established by the Countys Subdivision Staging Policy (formerly called the Growth Policy).
This policy requires consideration of the critical lane volume at major intersections as the
major component of measuring the quality of service provided by the network. Critical
lane volumes (CLVs) are essentially the sum of vehicles passing through an intersection at a
single point during the peak hour. The level of CLVs considered acceptable varies by Policy
Area within the County. Master Plan intersections included in this analysis are located
within the Fairland/White Oak Policy Area, which currently has a congestion standard of
1,475 CLV. Intersections at or above 1,475 CLV are considered to be failing or not within
the acceptable standard for the Policy Area.
As a complement to the CLV analysis, a Highway Capacity Manual (HCM) analysis is
performed at those intersection locations determined to be 1600 CLV or higher. In these
instances the HCM standard is a volume-to-capacity ratio of 0.92 (i.e., 1475/1600).

Table 1 Existing Street and Highway Classifications

Current Master
Planned Minimum

Existing Number of
Through Travel

Current
Master
Planned
Number of
Through
Travel Lanes

Master Plan of
Highways No.

Right of Way (Feet) 1

Lanes2

Pri nce George's County Li ne

F-8

300

8 - 10 - Di vi ded

Ea s t Ra ndol ph Roa d / Cherry Hi l l Roa d

Pa i nt Bra nch Strea m Va l l ey

CM-10

100 - 200

6 - Di vi ded

Pa i nt Bra nch Strea m Va l l ey

New Ha mps hi re Avenue (MD 650)

CM-10

200

6 - Di vi ded

New Ha mps hi re Avenue (MD 650)

Northwes t Bra nch Strea m Va l l ey

M-10

120

6 - Di vi ded

Col umbi a Pi ke (US 29)

Ca pi ta l Bel twa y (I-495)

M-12

120

6 - Di vi ded

Cherry Hi l l Roa d

Col umbi a Pi ke (US 29)

Pri nce George's County Li ne

A-98

80

4-5

Powder Mi l l Roa d

New Ha mps hi re Avenue (MD 650)

Pri nce George's County Li ne

A-94

80

Lockwood Dri ve (MD 895)

Col umbi a Pi ke (US 29)

400 Feet Wes t of New Ha mps hi re Avenue (MD 650)

A-286

80

Lockwood Dri ve

400 Feet Wes t of New Ha mps hi re Avenue (MD 650) Ea s t Si de of Whi te Oa k Shoppi ng Center

A-286

80

Lockwood Dri ve

Ea s t Si de of Whi te Oa k Shoppi ng Center

Lockwood Dri ve Extended

A-286

80

Lockwood Dri ve Extended

Lockwood Dri ve

Stewa rt La ne

A-286

70

Stewa rt La ne

Lockwood Dri ve Extended

Col umbi a Pi ke (US 29)

A-286

80

Master Planned Streets

From

To

Northwes t Bra nch Strea m Va l l ey

Freeways
Ca pi ta l Bel twa y (I-495)
Major Highways
Col umbi a Pi ke (US 29)

New Ha mps hi re Avenue (MD 650)

Arterials

Industrial Roads
Indus tri a l Pa rkwa y a nd Indus tri a l Pa rkwa y Extended Col umbi a Pi ke (US 29)

Indus tri a l Property

I-1

80

Pros peri ty Dri ve

Indus tri a l Pa rkwa y

Cherry Hi l l Roa d

I-8

80

Broa d Bi rch Dri ve

Cherry Hi l l Roa d

Tech Roa d

I-9

80

FDA Acces s Roa d

Cherry Hi l l Roa d

FDA Ga te

I-10

80

Tech Roa d

Col umbi a Pi ke (US 29)

1,600 Feet Southwes t of Indus tri a l Pa rkwa y

I-11

80

Pl um Orcha rd Dri ve

Cherry Hi l l Roa d

Broa d Bi rch Dri ve

I-12

80

Pros peri ty Dri ve

Indus tri a l Pa rkwa y

Cherry Hi l l Roa d

B-2

80

Ol d Col umbi a Pi ke

Whi te Oa k Shoppi ng Center

Pa i nt Bra nch Strea m Va l l ey

B-2

80

El ton Roa d

New Ha mps hi re Avenue (MD 650)

Pri nce George's County Li ne

B-3

80

Hi l l wood Dri ve

Col umbi a Pi ke (US 29)

500 Feet Ea s t

B-4

80

Ol d Col umbi a Pi ke

Pa i nt Bra nch Strea m Va l l ey

Indus tri a l Pa rkwa y

P-2

80

Apri l La ne

Stewa rt La ne

0.3 Mi l es Ea s t

P-13

70

Schi ndl er Dri ve

Cres t Pa rk Dri ve

New Ha mps hi re Avenue (MD 650)

P-14

70

Cres tha ven Dri ve

Devere Dri ve

New Ha mps hi re Avenue (MD 650)

P-15

70

Business District Streets

Primary Residential Streets

12/13/11
1

Refl ects mi ni mum ri ght-of-wa y, a nd ma y not i ncl ude l a nes for turni ng, pa rki ng, a ccel era ti on, decel era ti on, or other purpos es a uxi l l a ry to through tra vel . Ri ghts -of-wa y a re cons i dered to be mea s ured s ymmetri ca l l y ba s ed

The recommended number of l a nes refers to the number of pl a nned through tra vel l a nes for ea ch s egment.

Refl ects the mos t repres enta ti ve roa dwa y cros s -s ecti on.

Existing CLVs for major intersections in the study area are shown in Table 2.
Table 2 Existing Critical Lane Volumes (CLVs)
County
MC
MC
MC
MC
MC
MC
PG
PG
MC
MC
MC
MC
MC
MC

Intersection

AM CLV PM CLV

Old Columbia Pike & Fairland Rd

US 29 & Fairland Rd
US 29 & Musgrove Rd
US 29 & University Blvd (N)
US 29 & University Blvd (S)
Powder Mill Rd & Cherry Hill Rd
Powder Mill Rd & Beltsville Rd
Fairland Rd & Briggs Chaney Rd
Old Columbia Pike & Musgrove Rd
Fairland Rd & Musgrove Rd
Old Columbia Pike & Randolph Rd
US 29 & Industrial Pkwy *
US 29 & Stewart Ln *
New Hampshire Ave & Mahan/Schindler *

1153
1480
1281
1589
1535
1129
1337
999
635
438
816
1124
1449
1140

1238
1612
1132
1434
1680
1143
1483
669
616
528
857
1256
1508
1042

MC
New Hampshire Ave & Chalmers*
1113
MC
New Hampshire Ave & Powder Mill *
1236
MC
New Hampshire Ave & I-495 *
1019
MC
Cherry Hill Rd & Broadbirch/Calverton *
1303
MC
US 29 & Tech Rd *
1497
MC
New Hampshire Ave & Northwest *
1073
MC
Cherry Hill Rd & Prosperity*
1079
MC
Cherry Hill Rd & Plum Orchard/Cloverpatch *
1317
PG
Powder Mill Rd & Riggs Rd
962
MC
Cherry Hill Rd & FDA Blvd *
799
MC
US 29 & Cherry Hill (Interchange)*
1071
MC
New Hampshire Ave & Lockwood Dr *
1253
Notes: (1) * Denotes intersection locations within the Plan area.

993
1345
1093
1524
1498
1122
1040
1431
1270
763
865
1156

(2) Intersection CLVs within the Plan area that exceed the Policy Area standard are
highlighted in red.

The Planning Department analysis of the existing CLVs for the major intersections located
within the Plan area indicates that the following intersection exceeds the 1,475 CLV
standard specified by policy during both the morning and afternoon peak hour of travel.
US 29 and Tech Road
Two other intersections within the Plan area exceed the 1,475 CLV standard during the PM
peak hour:
US 29 and Stewart Lane
Cherry Hill Road and Broadbirch Drive / Calverton Boulevard
Within Montgomery County and near but not within - the Plan area, the US 29
intersection with Fairland Road exceeds the applicable policy area CLV standard during
both the morning and afternoon peak hour. The US 29 intersection with University
Boulevard at Four Corners exceeds the applicable policy area CLV standard during the
afternoon peak hour. It should be noted that the US 29 intersection with University
Boulevard is located within the Kensington/Wheaton policy area, which has a 1600 CLV
congestion standard.
Within Prince Georges County and near the Plan area, the intersection of Powder Mill Road
and Beltsville Road exceeds the Montgomery County Fairland/White Oak policy area
congestion standard during the afternoon peak hour. Prince Georges County does not use
existing or forecasted intersection CLVs as a means of determining network adequacy for
master planning.
Figure 3 depicts the existing CLVs by intersection location using a CLV of 1600 as the
congestion Level of Service standard. The rationale for using 1600 CLV as the congestion
threshold (rather than the current 1475 CLV standard for the Fairland/White Oak policy
area) stems from the Plan recommendation to raise the congestion standard to this level in
recognition of the potential for high-quality BRT service in the Plan area.
There are other sources of information regarding the current performance of the road
network in the Plan area. This information is briefly discussed below.
The Maryland State Highway Administration (MDSHA) web site includes Average Annual
Daily Traffic (AADT) count data, level of service (LOS), and traffic trend data for US 29
(Columbia Pike), MD 650 (New Hampshire Avenue) and Randolph Road/Cherry Hill Road.
The traffic trend data for these major roadways at selected intersections are presented in
Figures 4 through 14 below.

Figure 3 Existing Intersection CLVs Using 1600 CLV as the Congestion Standard

Figure 4 US 29 (Colesville Road) South of Industrial Parkway

Average Annual Daily Traffic Volumes 2004 2011

Figure 5 US 29 South of MD 650 (New Hampshire Avenue)

Average Annual Daily Traffic Volumes 2004 2011

Figure 6 US 29 (Colesville Road) South of I-495

Average Annual Daily Traffic Volumes 2004 2011

Figure 7 US 29 (Colesville Road) South of MD 193 (University Boulevard)

Average Annual Daily Traffic Volumes 2004 2011

Figure 8 MD 650 (New Hampshire Avenue) North of Randolph Road

Average Annual Daily Traffic Volumes 2004 2011

Figure 9 MD 650 (New Hampshire Avenue) North of US 29

Average Annual Daily Traffic Volumes 2004 2011

Figure 10 MD 650 (New Hampshire Avenue) North of I-495

Average Annual Daily Traffic Volumes 2004 2011

Figure 11 MD 650 (New Hampshire Avenue) South of MD 193 (University Boulevard)

Average Annual Daily Traffic Volumes 2004 2011

10

Figure 12 Randolph Road West of MD 650 (New Hampshire Avenue)

Average Annual Daily Traffic Volumes 2004 2011

Figure 13 Cherry Hill Road South or East of US 29 (Columbia Pike)

Average Annual Daily Traffic Volumes 2004 2011

11

Figure 14 Cherry Hill Road East of MD 212 (Powder Mill Road)

Average Annual Daily Traffic Volumes 2004 2011

In general, the data for the corridor traffic volumes during this eight year period indicate a
downward trend on New Hampshire Avenue and Randolph/Cherry Hill Roads that has not
occurred on US 29. The lower volumes are thought to be primarily attributable to the
recent recession and are similar to the national trend for the time period in question.
Within the County, most major corridors reflect a trend similar to New Hampshire Avenue.
The exceptions are I-270, I-495, and US 29 roadways that proportionally accommodate
more travel between Montgomery and neighboring counties in Maryland or Virginia and
the District of Columbia.
The MDSHA web site also includes traffic count data and Level of Service (LOS) information
on major intersections within the Plan area. Table 3 depicts the available information from
the web site on intersection performance at key intersections within and near the Plan
area. It is important to note that an intersection with a LOS of F under the SHA
methodology is not necessarily equivalent to an intersection that fails under the Countys
Subdivision Staging Policy (or vice-versa).

12

Table 3 MDSHA Intersection Level of Service (LOS) at Selected Locations

Intersection
US 29 at Fairland Road
US 29 at Tech Road

Count Date AM LOS PM LOS

06/01/2011
F
F
05/24/2011
D
F

US 29 at Industrial Parkway 09/14/2006

US 29 at Stewart Lane

02/23/2011

US 29 at Lockwood Drive

05/25/2010

MD 650 at Elton Road

MD 650 at Powder Mill
Road
MD 650 at Schindler Drive/
Mahan Road
MD 650 at Lockwood Drive
East Randolph Road at Old
Columbia Pike
MD 212 at Cherry Hill Road

01/19/2011

01/13/2011

02/08/2011

06/07/2011

03/07/2006

05/18/2010

US 29 (Columbia Pike) Overview

US 29 (Columbia Pike) is a six lane divided major highway that traverses the southern end
of the Plan boundary (Northwest Branch) to the northern end (East Randolph/Cherry Hill
Roads). Current (2010) average annual daily traffic is in the 60,000 to 65,000 range within
the Plan area. The traffic volume trend along this roadway, as previously noted, is up
since 2004 an average annual increase of about 1.5%.
Within the Plan area there are full grade-separated interchanges where US 29 intersects
New Hampshire Avenue and East Randolph/Cherry Hill Road. There are master planned
(but not programmed) grade-separated interchanges within the Plan area at Stewart Lane
and Tech Road/Industrial Parkway. The at-grade intersections at Stewart Lane and Tech
Road are operating at LOS F based upon the latest available SHA count data (see Table 3
above). Beyond (but nearby) the Plan area there are existing grade-separated interchanges
along US 29 to the north at Briggs Chaney Road and at the ICC. The US 29 master planned
right-of -way varies between 100 and 200 feet along the segment within the Plan area. The
existing applicable master plans (1997 Fairland Master Plan for the segment between
Randolph/Cherry Hill Roads and the Paint Branch Stream Valley and 1997 White Oak
Master Plan for the remaining segment to the south) both envision no more than six
through lanes.
The adjacent land use in the corridor includes single family (including townhouses), multifamily (both garden apartment and high-rise), and commercial (office, light industrial,
retail, and other uses - hotels/institutional mainly). The setting is for the most part one
that is auto oriented in context and scale and is dominated by the campus of the Federal
Research Center at White Oak where the U.S. Food and Drug Administration (FDA) is

13

located and the light industrial and office park sites near the intersection of US 29 and East
Randolph/Cherry Hill Road.
External Trip Making Profile
Because US 29 is a major corridor for trips entering and exiting the County, it is important
to briefly examine the characteristics and scope of these trips when reviewing even the
existing conditions. The following general attributes of the trips as currently forecasted by
the regional model for 2040 using the COG adopted Round 8.1 Cooperative Forecast land
use data are worth noting.
About 12,000 person trips per weekday in 2040 are expected to be made between the
Fairland/ White Oak Policy area to jobs in the District of Columbia. This amounts to about
1% of the total person trips originating in the County but is nevertheless the 8th highest
origin/destination pair among the sub districts or policy areas.
The year 2040 projected number of home based work (person) trips from all of Howard
County to jobs within all of Montgomery County is 6,400. Most of these trips will be made
on either US 29 or I-95. The comparable number of home based work trips from Frederick
County to jobs within Montgomery County is 38,000 (via I-270 for the most part). The
comparable number of home based work trip from Fairfax County to jobs within
Montgomery County is 12,800 (via I-495 for the most part).
It is important to again note that I-270 and US 29 (and I-495 to a somewhat lesser extent)
are essentially the only major corridors within the County where the average annual daily
traffic volumes have increased over the last seven years.
Given the function of Columbia Pike (US 29) as a major regional commuter facility linking
Montgomery County with Howard County to the north and the District of Columbia to the
south, it is useful to examine the composition of external traffic (i.e., traffic originating
outside of the County) along this roadway. In this context, external traffic is defined as
traffic originating primary in Howard County and points north during the AM peak hour.
External traffic is defined as traffic primarily destined to Howard County and points north
during the PM peak hour. Figure 15 depicts the current (i.e., year 2010) composition of
external daily traffic traveling southbound along US 29 after crossing the bridge over the
Patuxent River. Based on the analysis of data derived from the application of the
Departments regional transportation model, approximately 54% of this traffic is external
on US 29 just north of Cherry Hill/East Randolph Road (the northern boundary of the Plan
area). The component of external traffic drops to 26% on US 29 just south of New
Hampshire Avenue. On US 29 just south of the Beltway (I-495) the component of external
traffic drops to approximately 9%. On US 29 at the boundary of the County with the
District of Columbia the component of external traffic is estimated to be roughly 3.5%.
Figure 16 depicts comparable information for the year 2040 assuming the Plans
Alternative Master Plan scenario and supporting transportation network.

14

Figure 15 Composition of External Travel Along US 29 Current Conditions

15

Figure 16 Composition of External Travel Along US 29 Year 2040

An evaluation of external traffic traveling along US 29 between MD 198 and Stewart Lane was
also performed based on available observed MDSHA traffic count data. The observed AM and
PM directional peak hour volume results are reported in Table 4. Using these results, the
proportional distribution of external traffic is reported in Table 5. The evaluation shows that the
proportion of external traffic at various points along US 29 varies significantly during peak hour
travel times. During the AM peak hour, the percentage of external traffic traveling southbound
along US 29 is 100% just north of MD 198 and drops to 51% just south of Stewart Lane. The
comparable AM peak external traffic percentages in the northbound direction along US 29 range
from 35% just south of Stewart Lane to 100% just north of MD 198. During the PM peak hour,
the percentage of external traffic traveling southbound along US 29 is 100% just north of MD
198 and drops to 33% just south of Stewart Lane. The comparable PM peak percentages in the
northbound direction along US 29 range from 41% just south of Stewart Lane to 100% just north
of MD 198.

16

Using these same data, a profile of external traffic volumes and traffic volumes originating from
Montgomery County during the AM Peak hour is shown as Figure 17. The comparable
directional PM peak hour external traffic volume profile is shown as Figure 18.

Table 4 US 29 External Traffic Summary Peak Hour Volumes

17

Table 5 US 29 External Traffic Summary Peak Hour Percentages

18

Figure 17 US 29 External Traffic Profile AM Peak Hour

NB MoCo
NB Non-MC
SB MoCo
SB Non-MC

19

Figure 18 US 29 External Traffic Profile PM Peak Hour

NB MoCo
NB Non-MC
SB MoCo
SB Non-MC

20

Existing Metrobus and Ride-On Service

A map depicting the existing Metrobus and Ride-On service operating in the Plan area and
its immediate vicinity is provided below in Figure 19.
Figure 19 Existing Local Bus Routes in the WOSG Plan Area and Vicinity

Overall local bus coverage is relatively extensive within the Plan area taking into account
that much of the bus service is unable to circulate within or traverse through the Federal
Research Center site.
Multiple routes operate over the alignments shown in the map as indicated in the summary
provided in Table 6 below.

21

Comment [GE1]: Add K9 MetroExtra route to

this map.

Table 6 Existing Local Bus Service in the WOSG Plan Area and Vicinity

22

In general, the following profile can be used to describe the more prominent existing
transit service within the Plan area:

Ride-On Route 10 operates along the segments of US 29 and New Hampshire

Avenue that are either adjacent to, or within, the plan boundary. This route
provides 30 minute service during weekday peak periods connecting the Plan area
to the Glenmont and Twinbrook Metrorail stations to the west via Randolph Road.

US 29 (Columbia Pike) is well served in the weekday peak period by Metrobus

Routes Z11, Z6, and Z8. These routes connect the Plan area with the Silver Spring
Metrorail station. The combined frequencies of all buses operating on US 29 in or
near the Plan area in the peak direction during peak periods is estimated to be
somewhere between 2 and 4 minutes.

MD 650 (New Hampshire Avenue) in the Plan area is served with frequent peak
period service by Metrobus Routes K6 and C8, along with Ride-On Route 22. Route
K6 connects the Plan area with the Fort Totten Metrorail station and Route C8
connects White Flint with UMD College Park via Randolph Road, New Hampshire
Avenue and Adelphi Road. Route 22 connects the Federal Research Campus and
FDA with the Silver Spring Metrorail station and Transit Center. The recently
extended K9 MetroExtra bus service operates at roughly 10 minute headways with a
terminus at the White Oak Transit Center. The combined frequencies of all buses
operating on New Hampshire Avenue in or near the Plan area in the peak direction
during peak periods is estimated to be somewhere between 5 to 7 minutes.

Service to and from Prince Georges County from the Plan area is provided by
Metrobus Route C8 as noted above and also Metrobus Routes R2 and R5 that
connect the Plan area with the Fort Totten Metrorail station and Prince Georges
Plaza (Route R2 only) via Powder Mill Road and Riggs Road.

Relevant Transit Planning Efforts

Several recent transit planning efforts are relevant to the WOSG Plan. The results of these
efforts help form the basis for the development of the BRT network-related
recommendations for this Plan. These transit planning efforts are briefly described below.
WMATA Priority Corridor Network (PCN)
WMATAs PCN is a planning strategy that looks at improvements in selected high ridership
bus corridors throughout the region that can be implemented quickly and efficiently. The
overall objective is to increase average bus speeds, service reliability, capacity, ridership
levels, and access to the system. There are two corridors (New Hampshire Avenue and
Colesville Road/Columbia Pike/US 29) within the Plan area that are included in WMATAs
PCN. Recommended improvements are based upon corridor specific studies for each of the
24 corridors that comprise the PCN. Improvements are generally identified as either nearterm (1-2 years) or long term (2+ years) for purposes of implementation. Improvements of

23

the type (dedicated lanes, etc.) generally considered in master plans fall into the long term
category.
WMATA has completed a corridor specific study for New Hampshire Avenue. The study
recommends the introduction during the long term of frequent limited stop express service
along New Hampshire Avenue between White Oak and the Fort Totten Metrorail station via
the planned Takoma Langley Transit Center (a Purple Line station). Dedicated transit lanes
(possibly peak period only) are recommended on New Hampshire Avenue between I-495
and the Takoma Langley Transit Center. As a first step toward implementation, a new
limited stop K9 Metro Extra service was introduced in the New Hampshire Avenue corridor
immediately south of the Plan area in late 2012.
WMATA has not completed a corridor specific study of the US 29 corridor.
Countywide Bus Rapid Transit (BRT) Study
The Montgomery County Department of Transportation (MCDOT) completed a feasibility
study in July 2011 of a network of BRT corridors that also included US 29/Columbia Pike/
Colesville Road and New Hampshire Avenue. The Countywide BRT Study also included a
route on Randolph Road from White Flint Metrorail to Glenmont Metrorail. The study
initially examined a route on Randolph Road/Cherry Hill Road that extended east of the
Glenmont Metrorail to the Prince Georges County line. This segment was not carried
forward to the final set of routes evaluated in the hypothetical network because of the
lower (relative to other areas) population and employment densities and resulting lower
ridership forecast.
The US 29 corridor recommendation included service from the Burtonsville Park and Ride
Lot to the Silver Spring Metrorail station. Eleven potential station locations were
identified. The station locations within or near the Plan area included the following:

US 29 and Fairland Road

US 29 and Tech Road
White Oak Transit Center
Lockwood Drive and Oak Leaf Drive
US 29 and Hillwood Drive

MCDOTs Countywide BRT Study was a feasibility study that examined the potential for a
BRT network that would theoretically operate within the existing (i.e., not master
planned) right-of-way in each of the proposed corridors. Specific assumptions (concept
level) on the typical sections and other features in the US 29 / Columbia Pike corridor
within or near the Plan area included the following:

Two way unguided median transitway (36 feet in width) from Fairland Road to
Stewart Lane
Potential queue jump opportunities (if curb lane operation)at Fairland Road and
Tech Road

24

Potential one way guided median transitway (15 feet in width) from Lockwood
Drive to Southwood Avenue.

The New Hampshire Avenue corridor recommendation included service from the White
Oak Transit Center to the Fort Totten Metrorail station. Nine potential station locations
were identified. The station locations within the Plan area included the following:

White Oak Transit Center

New Hampshire Avenue and Schindler Drive/Mahan Road (FDA)
New Hampshire Avenue and Powder Mill Road

Specific assumptions (concept level) on the typical sections and other features in the New
Hampshire Avenue corridor within or near the Plan area included the following:

One way unguided median transitway (25 feet) from Lockwood Drive to Ruppert
Road
One way guided median transitway (15 feet) from Ruppert Road south to plan
boundary at I-495.

The Countywide BRT Study does not recommend (like the WMATA PCN Plan) dedicated
transit lanes (within the existing right-of-way) between the White Oak Transit Center and
the Takoma Langley Transit Center.
It should also be noted that the concept of a Purple Line Connector between White Oak
and the Takoma Langley Transit Center along the New Hampshire Avenue corridor has
been included as one of the recommend transit projects in recent joint priority letters from
the County Executive and County Council to the MDOT Secretary.
The Countywide BRT Study included 2040 ridership forecasts along with assumptions
related to the level of service needed to accommodate the forecasted ridership.1 The US 29
/Columbia Pike/Colesville Road BRT forecast average weekday ridership was in the range
of 13,700 to 17,100 a level requiring a service frequency of about 3 to 4 minutes during
peak periods. The New Hampshire Avenue BRT forecast average weekday ridership was in
the range of 9,400 to 11,700 a level requiring a service frequency of about 5 to 6 minutes
during peak periods. The assumptions on service frequencies are based in part on
assumptions related to bus size or capacity in this case 60 foot long articulated buses.

The ridership forecasts are based upon assumptions for the land uses in 2040 as contained in the COG Round 8.0
Cooperative Forecasts. The land use forecasts generally reflect development anticipated through 2040 under the
zoning contained in adopted master plans.

25

County Executives Rapid Transit Task Force and Accompanying Concept Plan
The County Executive appointed a Rapid Transit Task Force in February 2011 to follow up
on the work and eventual recommendations of the Countywide BRT Study. The Task Force
developed a preliminary Concept Plan that included additional detail on the possible
attributes or features of selected BRT corridors. This plan was largely (but not entirely)
limited to what could be accomplished within the existing right-of-way especially within
the running sections- or sections where there are no stations or intersecting streets.
There was a general acknowledgment that additional right-of-way beyond the existing
right-of-way would be needed to accommodate some station locations and at some of the
major intersections where dedicated left turn lanes or a queue jump should be provided.
There was also a recommendation that the Planning Departments Countywide Transit
Corridors Functional Master Plan should assume 12 to 15 additional feet along each side
of a road where it was assumed the bus was operating in a dedicated (for buses) curb lane,
where auto lanes were eliminated in favor of dedicated curb lane operation, or where
dedicated left turn lanes are eliminated or reversible lane systems are built. About nine
miles of the 105 mile network in the Concept Plan involves reversible lane systems or
segments. Another five miles of the network is identified as being in Business Access
Transit (or BAT) lanes essentially a dedicated curb lane operation as described above. It
therefore appears about 15% of the running way segments (i.e., excluding intersections
and station locations) in the network would require an additional 12 to 15 feet in order to
be implemented.
Another 60% of the network is recommended to be in a reversible one-way median
guideway that is 10.5 feet wide and adjacent to 10.0 foot wide general purpose travel or
turn lanes. Multiple reviewing agencies (including the Planning Department staff) have
questioned the assumption that this type of typical section is workable due to the narrow
lane widths. Regardless, it is reasonable to assume that considerably more than15% of the
running way segments in the network documented in the Concept Plan will require rightof-way beyond that which currently exists (i.e., more than the existing right-of-way but not
necessarily more than the master planned right-of-way). Again, this is on running way
segments and is therefore in addition to more right-of-way beyond the existing right-ofway that will be needed at intersections and station locations.
The Concept Plan included recommendations related to three corridors within the Plan
area US 29, New Hampshire Avenue (MD 650), and Randolph Road/Cherry Hill Road. In
the Concept Plan, the Randolph Road/Cherry Hill Road segment extends east of the
Glenmont Metrorail to FDA Boulevard.
Specific recommendations in the Concept Plan for the US 29 corridor include the following:

Service between the Silver Spring Transit Center and the Burtonsville Park and Ride
Lot

26

From University Boulevard (MD 193) north to New Hampshire Avenue (MD 650)
remove dedicated left turn lanes and construct a single lane guideway in the
median. The concept plan running section width is 74.5 feet and includes one 10.5
foot wide transitway for peak direction travel, two 10 feet lanes in each direction,
and one 12 foot curb lane in each direction. A significant portion of this segment has
an existing right-of-way of 95 to 105 feet. The Master Plan right-of-way along this
segment is 120 feet.

From New Hampshire Avenue north to Spencerville/Sandy Spring Road (MD 198)
construct a single guideway in the median and keep the left turns lanes. The
concept plan running section for this segment is the same 74.5 foot section
described above. The existing right-of-way in this section varies considerably as it
includes not only Columbia Pike but also parallel Old Columbia Pike and Prosperity
Drive to the northern Plan area boundary at East Randolph/Cherry Hill Road. The
minimum existing right-of-way is effectively about 135 feet at the bridge crossing of
Paint Branch. The widest section is north of Tech Road where the existing right of
may exceed 250 feet. The Master Plan right-of-way in the segment from New
Hampshire Avenue to Paint Branch is 200 feet. The Master Plan right-of-way from
Paint Branch north to East Randolph/Cherry Hill Road varies from 100 to 200 feet.

From Tech Road north to Sandy Spring Road (MD 198) it would be possible to
initially construct a double guideway in the median.

Station platforms or areas at the following locations:

o University Boulevard (south of Plan area)
o Columbia Pike at Oak Leaf Drive
o Columbia Pike and Stewart Lane
o Columbia Pike and Industrial Parkway
o Briggs Chaney Road (north of Plan area)

The Concept Plan recommends that the BRT service stay on Columbia Pike and not detour
onto Lockwood Drive. The Countywide BRT study recommends a routing along Lockwood
Drive and a station at the White Oak Transit Center located on Lockwood Drive near White
Oak Shopping Center.
Specific recommendations in the Concept Plan for the New Hampshire Avenue corridor
include the following:
Overall, service would be provided between the Takoma Langley Transit Center and the
ICC with an acknowledgement that the corridor could be extended to the University of
Maryland in College Park via Adelphi Road.

From Adelphi Road north to Lockwood Drive operate in either mixed traffic in the
curb lane or consider repurposing an existing general purpose lane and operate in a
Business Access Transit (BAT) lane. The Concept Plan running section width is 80

27

feet and includes two 12 foot wide BAT lanes, two 10 feet general purpose lanes in
each direction, and a 16 foot median that can accommodate a 10 foot left turn lane.
A significant portion of this segment has an existing estimated right-of-way of 100 to
160 feet. The more narrow section is between Powder Mill Road and Chalmers
Road. The Master Plan right-of-way along this segment (and all of New Hampshire
Avenue within the Plan area) is 120 feet.

From Lockwood Drive to Heartfields Drive/Quaint Acres Drive, operate in mixed

traffic. The segment of New Hampshire Avenue north of US 29 is outside the Plan
area. The recommendation for operation in mixed traffic is due to constraints at the
interchange at US 29 (Columbia Pike).

The segment of New Hampshire Avenue within the Plan area presents a challenge for
accommodating any type of bus priority treatment in the near term due to the constrained
existing right-of-way south of Chalmers Road, the interchanges at I-495 and US 29, traffic
volumes along the segment (45,000 to 55,000 AADT), and the adjacent mix of commercial
and single family residences. Redevelopment of the Hillandale Shopping Center and
National Labor College sites, however, present a long term option for obtaining additional
right-of-way at this station area.
Station platforms or areas at the following locations:
Adelphi Road (south of the Plan area)
Hillandale Shopping Center at Powder Mill Road
Schindler Road/Mahan Road at FDA entrance
Lockwood Drive (not necessarily at existing Transit Center)
Randolph Road (north of the Plan area)
Specific recommendations in the Concept Plan for the Randolph Road/Cherry Hill Road
corridor include the following:

Service between the Park and Ride Lot at Rockville Pike (MD 355) and Montrose
Parkway and FDA Boulevard at Cherry Hill Road.

Service provided via a single lane guideway in the median for what is essentially the
entire corridor.

From Rockville Pike to Nebel Street the concept plan running section width is 74.5
feet and includes one 10.5 foot wide transitway for peak direction travel, two 10 feet
lanes in each direction, and one 12 foot curb lane in each direction. This short
segment has an existing right-of-way of 95 to 105 feet. The Master Plan right-ofway along this segment is 100 feet.

Countywide Transit Corridors Functional Master Plan (CTCFMP)

This Plan is an update of the County Master Plan of Highways and was adopted by the
County Council in November 2013. The focus of the Plan is on identifying the master plan

28

minimum right-of-way necessary to implement BRT in selected corridors. The Plan

identifies right-of-way and concept design treatment of three (3) corridors which could
support BRT service in the WOSG Master Plan area: (1) Columbia Pike (US 29); New
Hampshire Avenue (MD 650) and Randolph Road.
Technical Approach for Recommendations Pertaining to BRT for the White Oak
Science Gateway Master Plan
The first step of Staffs approach to address this issue was to advance the work of the prior
BRT studies by identifying segments within each corridor where exclusive or dedicated
lanes might be provided without resulting in significant impact to properties adjacent to
the respective roadways. The second step was to then develop a reasonable estimate of the
average speed of the BRT service operating in each corridor and compare that speed to the
speed assumed in the CTCFMP Study and the BRT speed used in the Departments regional
travel forecasting model, Travel/3.
The approach also used information derived from three primary technical reports to
inform the preliminary recommendations pertaining to BRT for the White Oak Science
Gateway Master Plan:

Network and Methodology Report (December 2011)

BRT Corridor Function Assessment (DRAFT) (March 29, 2012)
BRT Typical Sections Update (Final Draft) (April 18, 2012)

These technical reports, along with the prior studies noted above form the basis for
arriving at the preliminary recommendations for BRT for the White Oak Science Gateway
Plan for the three corridors under consideration - US 29, New Hampshire Avenue, and
Randolph Road/Cherry Hill Road.
More specifically, these sources help identify the individual corridor characteristics (all
three being commuter corridors characterized by significantly more travel in the peak
direction) and also helps in arriving at a default right-of-way section (in this case 120
feet) that establishes the minimum envelope required to provide one (new) exclusive or
dedicated lane for travel in the peak direction with three existing travel lanes in each
direction for general purpose travel.
The specific preliminary recommendations resulting from this approach for each corridor
are presented in tables 7 through 9. A summary narrative follows each table.

29

Table 7 US 29 BRT Corridor

Roadway

From

To

US 29

Burtonsville P&R

Randolph Rd /
Cherry Hill Rd

US 29

Randolph Rd /
Cherry Hill Rd

Paint Branch
Stream Valley

US 29

Paint Branch
Stream Valley

Lockwood Drive

MP ROW

Existing ROW

Recommended

Distance (Mi.) Avg. Speed Min.

100 - 200

175 - 225

Reversible Median

3.8

20

11

100 - 200

130 - 280

Reversible Median

1.2

24

200

130 - 280

Reversible Median

0.5

22

Lockwood Drive US 29

US 29

70 - 80

70 - 85

Mixed Traffic

1.3

12

US 29

Lockwood Drive

NW Branch Stream
Valley

120

95 - 135

Mixed Traffic

0.3

14

US 29

NW Branch
Stream Valley

University Blvd

120

95 - 120

Mixed Traffic

0.9

14

US 29

University Blvd.

Sligo Creek Parkway

120

95 - 110

Mixed Traffic

1.0

14

US 29

Sligo Creek
Parkway

Spring Street

120

90 - 100

Dedicated Existing Lane

0.7

20

US 29

Spring Street

Fenton Street

120

90 - 95

Dedicated Existing Lane

0.1

18

US 29

Fenton Street

Georgia Ave

100

80 - 90

Dedicated Existing Lane

0.1

18

US 29

Georgia Ave

SSTC

124

105 - 115

Dedicated Existing Lane

0.3

16

Total

10.0

17

35

Mixed Traffic

3.4

Reversible Median

5.5

Dedicated Existing Lane

1.1

The above configuration for the US 29 corridor has an estimated average speed of 17 mph
compared to 19 mph in the CTCFMP Study and 21 mph in the regional model. The
difference in speeds is relatively minor and therefore the potential to attract riders should
be similar to the potential reflected in the model forecast results.
The concept corridor profile in the table above for US 29 would result in new pavement
within the existing right-of-way in the segment from the Burtonsville Park and Ride Lot to
Lockwood Drive. BRT buses would operate in dedicated (existing lanes) from Sligo Creek
Parkway to the Silver Spring Transit Center likely during peak period (in the peak
direction) only. No right-of-way beyond the existing right-of-way would be required
except at station locations and intersections. This (and the following) concept profile(s)
should be viewed as representative examples developed for the purpose of determining
whether it would be possible to introduce BRT along the entire corridor that would
achieve the desired average speed without resulting in significant impacts on adjoining
parcels. Any actual implementation of the concept would be preceded by detailed
engineering that would determine the overall feasibility of the profile being implemented
in any one, combination, or all segments.

30

Table 8 New Hampshire Avenue BRT Corridor

The above configuration for the New Hampshire Avenue corridor has an estimated average
speed of 16 mph compared to 12 mph in the CTCFMP Study and 19 mph in the regional
model. The concept corridor profile in the New Hampshire Avenue table above would
require additional right-of-way of up to an estimated 20 feet in some segments (outside of
the Plan area) from the Takoma Langley Transit Center south to Eastern Avenue
excluding any additional right-of-way that may be required at station locations and
intersections.
Table 9 Randolph Road BRT Corridor
Roadway
Randolph Road

Avg.
Speed

Min.

Mixed Traffic

1.3

12

95 - 110

Reversible Median

2.3

18

140

120

Reversible Median

0.4

Fairland Road

120

110 - 145

Reversible Median

3.1

22

US 29

80

70 - 80

Mixed Traffic

3.3

16

12

Total

10.4

16

38

Mixed Traffic

4.6

Reversible Median

5.8

To

MD 355 Rockville
Rock Creek
Pike

Randolph Road Rock Creek

Randolph Road Judson Road

Randolph Road

Distance
(Mi.)

From

400 ' W of
Glenallan Ave.

Randolph Road Fairland Road

Judson Road
400' W of
Glenallan Ave.

MP ROW

Existing ROW

100

80 - 100

120

31

Recommended

The above configuration for the Randolph Road corridor has an estimated average speed of
16 mph compared to 14 mph in the CTCFMP Study and 24 mph in the regional model.
The concept corridor profile in the Randolph Road table above would require additional
right-of-way (beyond the existing right-of-way) of up to an estimated 10 to 25 feet between
Rock Creek and Judson Road and between a point just west of Glenallan Avenue to Fairland
Road (both segments are outside of the Plan area) excluding any additional right-of-way
that may be required at station locations and intersections.
Summary BRT Network Recommendations
The preliminary recommendation for the BRT Network to serve the White Oak Science
Gateway Master Plan area consists of the following corridors largely within Montgomery
County:
US 29
New Hampshire Avenue
Randolph Road
Two other corridors complete the concept network and are largely within Prince Georges
County and are consistent with current Prince Georges County concept level planning for a
network of high capacity transit corridors:
North White Oak/Cherry Hill Road Center to Konterra/Muirkirk MARC Station via
Powder Mill Road/Ammendale Road
Hillandale Center to Greenbelt Metro via I-495
A map depicting the BRT network is presented in Figure 20.
Other Transit Service
It is envisioned that the BRT network would be complemented by additional local,
circulator and express service provided by Metrobus, Ride-On, Prince Georges County The
Bus, and MTA Commuter Service. In addition, these conventional providers could be
joined by potential contracted local, circulator and/or shuttle service for specific markets
and centers of higher density to assist in achieving non-auto driver mode share targets.

32

Figure 20 Bus Rapid Transit Conceptual Alignments and Station Locations

33

Pedestrian Network Existing Conditions

The current sidewalk inventory completed for the Master Plan area is presented in Figure
21. General observations related to the current network taken from the information
provided in this figure include the following:

There is an established sidewalk network in and around the commercial areas.

There are gaps to connecting the commercial core - along Columbia Pike in
particular.
The majority of the areas where single family residences are located do not have
sidewalks.

A more detailed examination or inventory of the existing sidewalk network in the WOSG
Master Plan Centers is provided below.
Figure 21 Plan Area Sidewalk Inventory

34

Hillandale Community
Lack of sidewalk along north side of Powder Mill Road from Green Forest Drive to
the County Border.
Lack of buffer between the road and sidewalk on south side of Powder Mill Road
from New Hampshire Avenue to County border.
No buffer along both sides of New Hampshire between Powder Mill Road and
Cresthaven Drive/Fire & Rescue Station 12.
No buffer along west side of New Hampshire Avenue between Cresthaven Drive and
Ruppert Road.
Limited buffer along both sides of New Hampshire Avenue between Lockwood Drive
and US 29.
White Oak Center
Lack of buffer along sidewalk from Burnt Mills Road to Prelude Road (US 29).
Lack of buffer along Old Columbia Pike between Stewart Lane and New Hampshire
Avenue.
Life Sciences/FDA Village Center
Limited buffer along South side of Tech Road from Old Columbia Pike to Broadbirch
Drive.
Burnt Mills Shopping Center
Lack of buffer along sidewalk south of Burnt Mills Shopping Center (US 29).
Lack of buffer along sidewalk at US 29 and Northwest Branch.
Lack of buffer along sidewalk from Lockwood to Burnt Mills Road (US 29).

Transit-Oriented Development and Density

There is a considerable amount of existing and evolving research on station area densities,
pedestrian accessibility and connectivity, transit mode share, and other issues related to
transit-oriented development (TOD). The Planning Department has reviewed available
current material on this issue. One good representation is from Reconnecting America and
the Center for Transit Oriented Development (see Figure 22). The matrix depicts how TOD
can vary in size, scale, and context. For White Oak, the transportation analysis assumed a
range of densities. The results (described below) indicated that a balance of the land use
and transportation could be achieved at a point where the net density for the commercial
sites within the mixed use activity centers would be in the FAR 1 to 2 range.

35

Figure 22 Characteristics of Mixed-Use Transit-Oriented Development

Source:
Station
Area

Planning, Reconnecting America and the Center for Transit-Oriented Development, February 2008, page 13.

It is important to support the higher densities with improvements to pedestrian

connectivity and access as well as enhancements to the street grid where possible.
Another way of analyzing density around transit stations is to examine the station context
and how it relates to other stations both existing and planned - around the three fixed
transitways (the existing Metrorail Red Line, the planned Purple Line, and the Corridor
Cities Transitway). Figures 23 and 24 present estimates of job and housing densities
within mile of the existing Metrorail and proposed CCT and Purple Line stations for the
years 2010 and 2040. The densities are gross densities i.e., this information represents
an estimate that considers the total area (including land devoted to streets, parks, etc.) in
the traffic zones within the half-mile radius of the station location. 2

The densities are arrived at by creating a mile GIS buffer around each station and dividing the jobs and
households in the applicable Traffic Analysis Zone (s) by the area of the TAZ(s) that falls within the mile buffer.
The total jobs and households forecast for the applicable TAZs are adjusted (reduced) by a percentage equal to
the amount of the area of the TAZ that is outside of the mile buffer. As a result, the chart is more accurately
characterized as an estimate of the gross densities within mile of the transit stations. One general rule of
thumb is that minimum gross densities of around 7-10 households per acre and 25-50 jobs per acre are needed to
support frequent high quality transit service e.g. LRT or BRT.

36

Figure 23 Transit Station Area Employment Densities

Figure 24 Transit Station Area Household Densities

37

The following observations can be made regarding the densities along the corridors:

As would be expected, there is an increase in the station area densities from 2010 to
2040. This is especially the case at some of the stations north of the beltway.

Densities at stations in 2040 continue to vary along each transitway.

In general, the station densities in White Oak would be expected to be less on

average than those on the Purple Line, CCT and Red Line due to the area being
further from the CBDs in the County and the DC core area.

Another way of examining station area density is to look at jobs and household density
together to see the extent to which stations begin to fall into different groups or types.
Figures 25 and 26 present a scatter plot representing the job and household density for
each station. Figure 25 depicts all of the stations and Figure 26 includes those stations that
are lower in density.
As noted before, TOD comes in different sizes. All three transit lines are comprised of
station settings that vary both in density and the mix of uses. A transit line can be viable
without all of the stations meeting what are generally accepted guidelines for minimum
density thresholds necessary to support transit. The key is to have enough stations that
exceed the minimum thresholds to make up the difference in effect balancing the transit
supportive density requirements with the station area context and community vision.
The scatter plot is based upon traffic zones and is therefore a rough estimate of the density
within a half mile of the respective stations. Nevertheless, it is clear that about half of the
neighborhood stations fall below five households per gross acre and all of the
neighborhood stations are below the 25-50 jobs per acre minimum threshold.
The scatter plot charts also depict how the densities change (increase) based upon the land
use scenarios tested in various master planning efforts now underway. In the case of the
White Oak Science Gateway Master Plan, the most significant change in density is within
the mile radius around the Percontee/Site 2 station area (see Figure 24).

38

Figure 25 Transit Station Area Land Use Densities All Stations

Figure 26 Transit Station Area Land Use Densities Low Density Stations

39

A summary of the land use/transportation scenarios evaluated during Plan development is

presented in Table 10. Key differences among the scenarios include the following:

The Base Future Year scenario represents the anticipated development profile in
2040 under the existing adopted master plans. The increase in development,
relative to the Existing Conditions scenario, is largely commercial about 4.5
million additional square feet.

The Alternative Master Plan scenario represents a significant change essentially

doubling the amount of existing commercial space and residential units relative to
the Base Future Year scenario.

Table 10 Summary of Land Use/Transportation Scenarios

Non-Auto Driver Mode Share (NADMS) Assumptions

There is a considerable amount of recent research supporting the fact that well designed
TOD generates fewer auto trips and higher rates of trip-making by transit, walking, and
biking. This is especially the case in TOD settings with a mix of land uses, high quality
transit within walking distance, well connected and pleasant pedestrian and bike facilities,
a strong regional transit system, and a vibrant CBD core.
40

More recent research findings related to non-auto driver mode share (NADMS) in TOD
settings is presented below.
From the Transit Cooperative Research Program (TCRP Report 128)

TOD transit mode share for commuter trips can vary from 5% to near 50%.
Findings are similar for non-work trips.
The wide range of percentages is because mode share is heavily influenced by
relative travel times with automobiles and extensiveness of transit service which
can vary by region.
Transit share of journey to work trips in 16 selected TOD locations in the DC region
averaged 30% in 2000. The walk / bike share accounted for an additional 14% - a
total non-auto driver mode share for work trip by TOD residents of 44%.

From the WMATA 2005 Development Related Ridership Survey:

Transit mode share for all trips for high rise residents located inside the beltway,
not within the DC CBD, and within mile of a Metrorail station was 49%. The walk
/bike share accounted for an additional 14% of all trips made on a typical weekday.

Transit mode share for work trips by employees whose work location was inside the
beltway, not within the DC CBD, and within mile of a Metrorail station was 30%.
The walk/bike share accounted for an additional 6% of the total work trips made.

In addition to the research findings noted above, the 2005 Montgomery County Census
Update includes the following information related to County residents:

Nearly twenty two percent of the residents of the Fairland Planning Area commute
to work in some manner other than as a driver of a single-occupant auto. The
comparable percentages are 32% and 25% for residents of the Kemp Mill/Four
Corners and Colesville/White Oak Planning Area, respectively. The comparable
percentage for residents of the Silver Spring and Takoma Park Planning Areas are
higher both at 43%.

For employees within Transportation Management Districts (TMD) within the County, the
most recent surveys indicate the following:
The non-auto driver mode share for employees in the Bethesda Chevy Chase TMD is
36%. This is higher than White Flint (26%) and Wheaton (a relatively small survey
sample indicating 30%) but less than Silver Spring (48%).
The Plans NADMS goals are largely based on a gradient of NADMS, as shown in Table 11
below, which is highest in the urban, down-County planning areas and lower farther from
the regions urban core.

41

Table 11 Non-Auto Driver Mode Share Goals

Area
Germantown
WOSG Master Plan
Great Seneca Science Center
Bethesda
Silver Spring
White Flint

Master Plan Goal

(Employees)
25%
25%-30%*
30%
37%
50%
50%

Master Plan Goal

(Residents)
n/a
25%-30%*
n/a
n/a
n/a
51%

*Applies to the three mix-used Centers as described in the WOSG Master Plan area. The goal is 30% in the
Life Sciences/FDA Village Center and 25% in the Hillandale and White Oak Centers for employees and
residents.

Transportation Policy Area Review (TPAR)

Since the early 1980s, every master plan has considered the balance between land use and
transportation using an assessment of area-wide conditions forecast for the plans endstate conditions. TPAR is the current measure of area-wide transportation adequacy,
introduced into the County Subdivision Staging Policy in 2012. It is similar in nature to the
Policy Area Transportation Review measure that was an element of the Growth Policy from
2007 to 2012.
TPAR is used to implement the Adequate Public Facilities Ordinance (APFO) to forecast
conditions by considering the Countys ten year forecast of development and
transportation system improvements for which funding is anticipated during the next ten
years.
TPAR continues the Countys long-standing policy that higher levels of roadway congestion
are appropriate in areas with higher quality transit service. This provides multi-modal
equity across the County and promotes the development of pedestrian-oriented, rather
than auto-oriented, improvements in Metro Station Policy Areas.
This Plans Alternative Master Plan Scenario assumed a significantly higher level of
development based on the land use contemplated in the Plan vision for the three major
centers at White Oak/FDA, Hillandale, and North White Oak/Cherry Hill. It included all of
the grade-separated interchanges and road improvements assumed in the 2040 scenario
with the addition of rebuilding the Old Columbia Pike bridge over the Paint Branch that
parallels US 29. This scenario also assumed a BRT network.
This Plan is within the Fairland/White Oak Policy Area, which covers most of the eastern
County, and the traffic modeling analysis also included an estimation of roadway adequacy
for the policy area using the Transportation Policy Area Review (TPAR) methodology.
Land use and transportation infrastructure is forecasted to be out of balance in the
Fairland/White Oak Policy Area at build-out of the alternative Master Plan scenario as

42

measured by the Subdivision Staging Policys TPAR roadway adequacy test. The TPAR test
evaluates the forecasted speed of travel of each arterial road within the policy area in its
peak direction of travel (as derived from the regional transportation demand model)
against uncongested, free flow speed, and weight-averages the results of all arterials in a
policy area by vehicle miles of travel (VMT). The ratio of forecasted speed to uncongested
speed is consistent with the type of analysis recommended by the Transportation Research
Boards Highway Capacity Manual (HCM).
A proposed amendment to the Subdivision Staging Policy would establish the TPAR
roadway adequacy standard for the Fairland/White Oak Policy Area to be a minimum 42.5
percent ratio of forecast speed to uncongested speed (mid-point between of Level of
Service D and D/E). A ratio that is lower than this standard would be considered
inadequate. For the Fairland/White Oak Policy Area, a TPAR analysis was performed
assuming that the level of development in the Plan area reaches the build-out amounts in
the Alternative Master Plan scenario (see Figure 27). This analysis assumed the
implementation of a BRT network to serve the Plan area and the achievement of a 30
percent non-auto driver mode share (NADMS) for workers in the Plan area. The analysis
also assumed that the unbuilt, master-planned interchanges are constructed along US 29
and the bridge over Old Columbia Pike is rebuilt and opened to traffic. These
recommendations are supportive of approaching area-wide land use-transportation
balance in the Fairland/White Oak Policy Area. However, the resulting policy area ratio of
38 percent of forecast speed relative to uncongested speed is well below the proposed
minimum 42.5 percent policy area adequacy standard.
When analyzing whether a policy area is in balance for master planned land use and
transportation, County policy explicitly excludes traffic associated with limited access
freeways (i.e., interstate highways such as I-495, I-270, and I-370, as well as the
Intercounty Connector (MD 200)) from the area-wide transportation test largely in
recognition of the high proportion of through and regional trips on these roads. The
corridor is also only one of three (I-495 and I-270 being the others) in the County that has
seen an overall increase in Average Annual Daily Traffic (AADT) during the past seven
years. This suggests that the corridor currently functions in a manner similar to I-495 and
I-270 in that it has a higher percentage of through trips with longer than average trip
length along the segment of US 29 within the Fairland/White Oak area.
The TPAR analysis performed in support of this Plan evaluated results assuming all traffic
forecasted to travel along US 29 between New Hampshire Avenue and MD 198 is excluded
from the calculation process. A rationale for excluding this segment of US 29 from the
analysis is in recognition that a significant amount of US 29 traffic is regional through
travel, similar to the character of traffic on I-270 or I-495. As a result of this test, the TPAR
analysis estimates the ratio of forecast speed to uncongested speed in the Fairland/White
Oak policy area to be 42 percent, which is a significant improvement relative to the 38
percent ratio that included all US 29 traffic (see Figures 27 and 28, respectively). The
resultant 42 percent policy area ratio of forecast speed to uncongested speed is sufficiently
close enough to the proposed minimum 42.5 percent policy area roadway adequacy

43

standard to achieve roadway adequacy in the area. This finding recognizes the long-range
planning horizon of the Plan and the fact that full build-out of the Plan is unlikely.
It should be noted that if US 29 were to be considered a limited access highway in the
context of TPAR and traffic on US 29 is excluded accordingly, the Local Area Transportation
Review element of the Countys Adequate Public Facilities Ordinance (APFO) would still
apply to future development proposals in the Fairland/White Oak Policy Area.
At least three key factors contribute to the forecasted area-wide level-of-service conditions
in the Fairland/White Oak Policy Area described above:

Regional traffic, primarily from nearby Howard and adjacent Prince Georges
Counties, over which the County has little control, contributes significantly to traffic
congestion in the area.
Options to significantly expand local or regional roadway capacity are limited, due
largely to existing development and environmental constraints.
Travel within the Plan area represents a sub-set of the amount of travel in the
Fairland/White Oak Policy Area. In general, Plan recommendations designed to be
supportive of achieving adequate travel conditions in the Plan area (e.g., the
achievement of aggressive non-auto driver mode share goals and the realization of
transit-oriented development densities) are not applicable to the greater
Fairland/White Oak Policy Area.

44

Figure 27 Countywide TPAR Analysis Results

The TPAR Roadway Adequacy Analysis retains and accepts the classification of each Policy
Area by its level of transit service: Urban (with Metrorail), Transitional Transit Corridor3,
Suburban and Rural. TPAR specifies the following acceptable levels of average roadway
congestion levels in the peak traffic directions within each Policy Area, where the Adequacy
Standard differs for Urban, Transitional Transit Corridor, Suburban, and Rural Policy Areas,
as shown in the following table.

This category is to be considered for adoption by the County Council as an amendment to the Subdivision Staging
Policy.

45

Table 12 Standards of Acceptable Roadway Average Level of Service (LOS)

The following notes should be used in support of interpreting the results provided in
Figures 27 and 28.

The vertical aqua blue/green-hatched bars show the range of the average of
roadway speeds by direction of travel in relation to the free flow speed, or level of
service (LOS), for each Policy Area in the PM peak period.
The bottom of the bar shows the average speed LOS in the peak direction of travel.
The top of the bar shows the average speed LOS in the non-peak direction.
The measurement scale weighted average LOS, A through F, is shown on the left side
of the chart.
Each policy area is shown by an abbreviation of its name as described below:
Damascus - DAM
Clarksburg - CLK
Potomac - POT
Olney - OLY
North Potomac - NP
Cloverly - CLV
Germantown East - GTE
Aspen Hill - AH
Montgomery Village/Airpark - MVA
Germantown West - GTW
Fairland/White Oak - FWO
Gaithersburg - GBG
R& D Village - RDV
Derwood/Shady Grove - DER
Rockville - RKV
Bethesda/Chevy Chase - BCC
Kensington/Wheaton - KW
North Bethesda - NB
Silver Spring/Takoma Park SSTP

46

Horizontal dotted orange lines are shown to depict the roadway adequacy standards (LOS)
for the Rural, Suburban and Urban with Metrorail Policy Areas, from left to right, which
graphically corresponds to the Standards of Adequacy depicted in the table above. The
roadway adequacy standard for the proposed Transitional Transit Corridor category is
depicted by the horizontal red dotted line.
Figure 28 Countywide TPAR Analysis Results Excluding US 29 Traffic

Local Area Transportation Review (LATR)

As previously noted, the intersection analysis conducted in support of this Plan applies the
Critical Lane Volume (CLV) methodology as described in the Departments Local Area
Transportation Review (LATR)/Transportation Policy Area Review (TPAR) Guidelines. The
CLV values are converted to a volume-to-capacity measurement, or V/C ratio, by dividing
the current or forecasted CLV values by the applicable policy area intersection congestion
standard.
As depicted in Figure 29 and shown in Table 12, the Countys Subdivision Staging Policy
establishes acceptable levels of congestion for different policy areas based on the degree to
which alternative modes of transportation are available. In rural policy areas, where few
alternatives to auto transport exist, the congestion standard is 1,350 CLV (which equates to
the middle range of LOS D). In Metro Station Policy Areas, where multiple alternatives to

47

auto transport are provided, the congestion standard is 1,800. Currently, intersections in
the White Oak Science Gateway Plan area, which is located within the Fairland/White Oak
Policy Area, have a congestion standard of 1,475 CLV. Other Policy Areas with the same
CLV standard are Aspen Hill and Derwood.
Figure 29 Intersection Congestion Standards by Policy Area

48

Table 13 Intersection Congestion Standards by Policy Area

Table 14 summarizes the results of the Local Area Model (LAM) analysis for the major
intersections both within the Plan area and within the larger Master Plan study area
for the Alternative Master Plan scenario. These results are also depicted graphically in
Figure 30. When viewing this figure, level of service for the intersections evaluated is
reflected by color-coded dots. The left half of the dot represents morning peak hour
conditions. The right half of the dot represents evening peak hour conditions.
The numbers displayed in the table are the CLVbased volume/capacity ratios (or V/C) and
are derived by dividing the CLV by 1600 (not 1475, the current Fairland/White Oak Policy
Area CLV standard). The use of the higher CLV is consistent with the Countys policy of
accepting greater levels of roadway congestion in areas where high quality transit options
(such as Bus Rapid Transit) are available or anticipated. The Plans vision is for the mix
and intensity of development in the area to change significantly and the 1600 CLV is more
representative of areas in the County that are characterized by multiple activity centers
with a mix of land uses and more options to use transit. Policy Areas in the County with a
current CLV standard of 1600 include Bethesda/Chevy Chase, Kensington/Wheaton (which
includes Four Corners), Silver Spring/Takoma Park, and Germantown Town Center.

49

The V/C ratios reported in Table 14 also assume a number of infrastructure improvements
(as noted in the table) that are not programmed or funded. The planned, but unprogrammed, grade-separated interchanges along US 29 and the BRT network are
important (but not the only) elements of these infrastructure improvements.
Table 14 Intersection Analysis Alternative Master Plan Scenario with Planned US
29 interchanges and Full Complement of Additional Un-programmed Improvements

50

Figure 30 Intersection Analysis Alternative Master Plan Scenario with Planned US

29 Interchanges and Full Complement of Additional Un-programmed Improvements

Table 15 and Figure 31 provide a comparable set of LAM results for the Alternative Master
Plan Scenario, with planned US 29 interchanges, reopening the Old Columbia Pike bridge
over the Paint Branch, extending Industrial Parkway to FDA Boulevard, and with BRT on
US 29, New Hampshire Avenue, and Randolph Road.

51

Table 15 Intersection Analysis Alternative Master Plan Scenario with US 29

Interchanges and Selected Un-programmed Improvements

52

Figure 31 Intersection Analysis Alternative Master Plan Scenario with US 29

interchanges and Selected Un-programmed Improvements

Key findings of the analysis of intersection performance assuming the Alternative

Master Plan Development Scenario with the full complement of un-programmed
improvements (see Table 11), including planned US 29 grade-separated
interchanges, reopening the Old Columbia Pike bridge over the Paint Branch,
extending Industrial Parkway to FDA Boulevard, selected geometric intersection
improvements, and BRT on US 29, New Hampshire Avenue, and Randolph Road.
Within the Plan area, the intersection of New Hampshire Avenue and Powder Mill Road is
projected to operate above the Plan recommended standard of 1600 CLV.
Outside of the Plan area, but within the Montgomery County portion of the Master Plan
study area, the following intersections are forecasted to operate above 1600 CLV:
Old Columbia Pike and Musgrove Road
US 29 and University Boulevard

53

Outside of the Plan area and within the Prince Georges County portion of the study area
the following intersections are forecasted to operate above 1600 CLV:

Powder Mill Road and Cherry Hill Road

Fairland Road and Briggs Chaney Road
Powder Mill Road and Beltsville Road
Powder Mill Road and Riggs Road

Key findings of the analysis of intersection performance assuming the Alternative

Master Plan Development Scenario with a selected subset of un-programmed
improvements (see Table 12) including planned US 29 grade-separated
interchanges, BRT on US 29, New Hampshire Avenue, and Randolph Road, reopening
the Old Columbia Pike bridge over the Paint Branch, and an extension of Industrial
Parkway to FDA Boulevard shows the following:
Within the Plan area, the following intersections are projected to operate above the
recommended standard of 1600 CLV:
New Hampshire Avenue and Powder Mill Road
New Hampshire Avenue and Mahan Road/Schindler Lane
Cherry Hill Road and Broadbirch Drive/Calverton Boulevard
Cherry Hill Road and Plum Orchard Drive/Cloverpatch Drive
Cherry Hill Road and FDA Boulevard
Outside of the Plan area, but within the Montgomery County portion of the Master Plan
study area, the following intersections are forecasted to operate above 1600 CLV:
Old Columbia Pike and Musgrove Road
US 29 and University Boulevard
Outside of the Plan area and within the Prince Georges County portion of the study area
the following intersections are forecasted to operate above 1600 CLV:
Powder Mill Road and Cherry Hill Road
Fairland Road and Briggs Chaney Road
Powder Mill Road and Beltsville Road
Powder Mill Road and Riggs Road
Another important finding of the analysis is that there are intersections outside of the Plan
area that can reasonably be expected to exceed a CLV of 1600 regardless of whether the
Plan vision is attained in the future. Figures 32 and 33 depict the CLVs for these key
intersections over the range of the land use alternatives considered.

54

Figure 32 Powder Mill Road and Cherry Hill Road Intersection Performance

Figure 33 US 29 and University Boulevard Intersection Performance

55

As a complement to the analysis of intersection congestion using the CLV methodology, the
traffic analysis performed in support of this Plan also applied the Highway Capacity Manual
(HCM) methodology as described in the Departments LATR/TPAR Guidelines. In this
context, the policy area CLV standards are converted to a HCM-based volume-to-capacity
equivalent measurement, or V/C ratio, by dividing the CLV standards established in the
Countys Subdivision Staging Policy by 1600 CLV which is the theoretical threshold for
intersection capacity. This equivalency, for all policy areas in the County, is depicted in
Table 16
Table 16 LATR Intersection Congestion StandardsCritical Lane Volume and HCM
Volume-to-Capacity Equivalencies
These standards for congestion in each policy area are based on critical lane volume measurements and
volume-to-capacity equivalencies based on data in the Highway Capacity Manual.
volume to capacity
policy area
critical lane volume standard equivalent
Rural East
Rural West
Damascus
Clarksburg
Gaithersburg City
Germantown East
Germantown West
Montgomery Village/Airpark
Cloverly
North Potomac
Olney
Potomac
R&D Village
Aspen Hill
Derwood
Fairland/White Oak
Rockville City
North Bethesda
Bethesda-Chevy Chase
Germantown Town Center
Kensington-Wheaton
Silver Spring-Takoma Park
Bethesda CBD
Silver Spring CBD
Wheaton CBD
Friendship Heights CBD
Glenmont MSPA
Grosvenor MSPA
Rockville Town Center MSPA
Shady Grove MSPA
Twinbrook MSPA
White Flint MSPA

1,350

0.84

1,400

0.88

1,425

0.89

1,450

0.91

1,475

0.92

1,500
1,550

0.94
0.97

1,600

1.0

1,800

1.13

56

Using the HCM methodology, intersection performance was evaluated within the Plan
study area in the context of four (4) land use/transportation network scenarios. Each of
these scenarios is briefly described below.
Scenario 1: Existing Conditions
Includes all existing development and existing transportation
network
Scenario 2: 2040 Adopted Master Plan and Approved Land Use
Includes all existing development, pipeline, and some additional
development based on existing zoning
Extends Industrial Pkwy through Site 2 to connect to FDA Blvd
Includes US 29 recommended interchanges
IN PLAN AREA: Stewart Ln*, Industrial Pkwy/Tech Rd
OUTSIDE PLAN AREA: Musgrove Rd*, Fairland Rd*,
Greencastle Rd*, Blackburn Rd*
*Currently in State FY 13-18 Consolidated Transportation Program
Scenario 3: 2040 Proposed Land Use and Master Plan Transportation Improvements
Same improvements as Scenario 2 plus
Reopening Old Columbia Pike bridge over the Paint
Branch to traffic
BRT network (along US 29, MD 650 and
Randolph/Cherry Hill Rd)
New local roads in the Life Sciences/FDA Village Center
Selected intersection geometric improvements
Higher levels of development in Master Plan Centers
White Oak
Hillandale
Life Sciences/FDA Village
Scenario 4: 2040 Proposed Land Use and Master Plan with Additional Transportation
Improvements
Addresses specific capacity needs from Scenario 3 with additional
improvements determined using the HCM methodology.
The intersection locations evaluated using the HCM analysis methodology are depicted in
the map shown as Figure 34.

57

Figure 34 Intersection Locations Evaluated Using the HCM Methodology

A summary of the HCM analysis results for the existing conditions scenario is reported in
Table 17 and depicted visually in Figure 35. For comparison purposes, the summary of the
relevant CLV results is provided as well. Consistent with the Plans recommendation for
BRT in the area, the HCM-based v/c ratio threshold is 1.0 which is equivalent to 1600 CLV.
Using this methodology, all of the intersections evaluated perform at an adequate level of
service. It should be noted that existing conditions at the southern intersection at US 29
and MD 193 exhibit a v/c ratio of 1.0 which is the threshold for adequate intersection level
of service conditions in the area.

58

Table 17 Intersection HCM Analysis Summary Existing Conditions

Figure 35 Intersection HCM Analysis Existing Conditions

59

A summary of the HCM analysis results for the adopted master plan scenario is reported in
Table 18 and depicted visually in Figure 36. For comparison purposes, the summary of the
relevant CLV results is provided as well. Using the HCM methodology, the following
intersections are projected to perform at an inadequate level of service:

Powder Mill Road at Riggs Road

Powder Mill Road at Cherry Hill Road
MD 650 and Powder Mill Road
Fairland Road at Briggs Chaney Road
US 29 at MD 193 (North)
US 29 at MD 193 (South)

AM and PM
AM and PM
PM
AM
AM and PM
AM and PM

Table 18 Intersection HCM Analysis Summary Adopted Master Plan

60

Figure 36 Intersection HCM Analysis Summary Adopted Master Plan

A summary of the HCM analysis results for the Alternative Master Plan scenario is reported
in Table 19 and visually depicted in Figure 37. For comparison purposes, the summary of
the relevant CLV results is provided as well. Using the HCM methodology, the following
intersections are projected to perform at an inadequate level of service:

Powder Mill Road at Riggs Road

Powder Mill Road at Cherry Hill Road
Fairland Road at Briggs Chaney Road
US 29 at MD 193 (North)
US 29 at MD 193 (South)

AM and PM
AM and PM
AM
AM and PM
AM and PM

61

Table 19 Intersection HCM Analysis Summary Alternative Master Plan

Figure 37 Intersection HCM Analysis Summary Alternative Master Plan

62

A summary of the HCM analysis results for the alternative master plan scenario with
additional HCM-based intersection improvements is reported in Table 20 and visually
depicted in Figure 38. For comparison purposes, the summary of the relevant CLV results
is provided as well. With the notable exception of the intersections located at US 29/MD
193 (for which no effective improvements beyond grade separation would be effective), all
intersections are projected to perform at an adequate level of service using this
methodology.
Table 20 Intersection HCM Analysis Summary Proposed Master Plan with
Additional Improvements

63

Figure 38 Intersection HCM Analysis Summary Alternative Master Plan with

Additional Improvements

Figure 39 Alternative Master Plan with Supplemental Intersection Improvements

Cherry Hill Road and Broadbirch Drive

64

Figure 40 Alternative Master Plan with Supplemental Intersection Improvements

New Hampshire Ave. (MD 650) and Powder Mill Road (MD 212)

Figure 41 Alternative Master Plan with Supplemental Intersection Improvements

Musgrove Road and Old Columbia Pike

65

Figure 42 Alternative Master Plan with Supplemental Intersection Improvements

Cherry Hill Road and Powder Mill Road

Figure 43 Alternative Master Plan with Supplemental Intersection Improvements

Powder Mill Road and Riggs Road

66

Corridor Analysis
The corridor analysis applies HCM-based criteria using travel performance metrics (i.e.,
speed, travel time and delay) in order to evaluate arterial mobility in the area. This
analysis employed the Synchro/SimTraffic tool to evaluate these metrics and used MDSHA
calibrated model files as a reference to build future year scenarios. In this context, the
following segments of Columbia Pike (US 29) and New Hampshire Avenue (MD 650) were
evaluated:

Columbia Pike (US 29), between Stewart Lane and University Boulevard (MD 193)
New Hampshire Avenue (MD 650), between Lockwood Drive and Elton Road

The results the analysis of the Columbia Pike (US 29) segment for the existing, Adopted
Master Plan and Alternative Master Plan scenarios are summarized in Figure 44. A similar
set of results for the New Hampshire Avenue segment are summarized in Figure 45. It
should be noted that the MD 650 analysis also includes a scenario reflecting the Alternative
Master Plan with supplemental improvements. This reflects the impact of additional
improvements at the MD 650/Powder Mill Road intersection.
The US 29 arterial mobility analysis (Figure 44) shows that the land use density and mix
associated with the proposed Plan would result in travel times and speeds which are
roughly 25% better relative to the adopted Plan for the selected roadway segment. This is
largely due the attraction of US 29 commuter traffic to the new employment center
reflected in the proposed Plan over the Silver Spring CBD or downtown Washington, DC.
The MD 650 arterial mobility analysis (Figure 45) shows that Plan-proposed intersection
improvements would maintain speeds and travel times equal to or better than existing
conditions.

67

Figure 44 Columbia Pike (US 29) Arterial Mobility

68

Figure 45 New Hampshire Avenue (MD 650) Arterial Mobility

Cordon Line Analysis

The cordon line analysis measures total traffic volumes entering or leaving an area.
Table 22 compares existing and forecast traffic volumes at the studied cordon line. In
general, the cordon line serves as the boundary between the WOSG Master Plan area,
where land uses are proposed to change as a result of this Plan, and elsewhere in the
County, which is subject to other plans and/or is otherwise not forecast to change
development densities as a result of this Plan.
69

At the cordon line, the total traffic volume is forecasted to increase by about 8 percent,
from 347,400 vehicles per day to 377,200 vehicles per day. The heaviest volumes are
forecasted to occur on Columbia Pike (US 29), ranging between 64,400 to 67,000 vehicles
per day.

Table 21 Master Plan Cordon Line Traffic Volumes

It is important to note that a key characteristic of the travel patterns in and around the Plan
area is the high percentage of through traffic. This is especially the case on US 29, Powder
Mill Road and Cherry Hill Road. The transportation analysis suggests that the land use
changes inherent in the plan vision will reduce the overall percentage of through trips
entering and exiting the Plan area but the total number of trips will increase due to
growth both outside and inside of the Plan area. The relationship among internal, internal/
external (or in/out), and through trip making for various scenarios during the evening
peak hour is shown in Figure 46.

70

Figure 46 Changing Trip Profile with the Plan Vision

Recommended Master Plan Roadway Network

The Plan recommends the following roadway improvements to support the proposed level
of development contemplated in the Alternative Master Plan scenario (see Table 22 and
Figure 47):
Roadway improvements within the Plan boundaries:
Old Columbia Pike bridge over the Paint Branch rebuilt and open to vehicular traffic
Grade-separated interchange at US 29 and Stewart Lane
Grade-separated interchange at US 29 and Industrial Parkway/Tech Road
Roadway improvements outside the Plan boundaries:
Grade-separated interchange at US 29 and Musgrove Road
Grade-separated interchange at US 29 and Fairland Road
Grade-separated interchange at US 29 and Greencastle Road
Grade-separated interchange at US 29 and Blackburn Road
Internal Road Network:
Extend Industrial Parkway through Site 2/Percontee to connect with FDA Boulevard
and designate as a Business District Street.
Reclassify roads in the North White Oak/Cherry Hill Road area from Industrial
Roads to Business District Streets.
Provide additional vehicular connections in the North White Oak/Cherry Hill Road
area if redevelopment occurs.

71

Table 22 Street and Highway Classifications

Master Planned
Streets
Freeways
Capital Beltway
(I-495)
Major Highways
Columbia Pike
(US 29)

New Hampshire
Avenue (MD 650)
Arterials
Cherry Hill Road
Powder Mill Road
Lockwood Drive
(MD 895)
Lockwood Drive

Lockwood Drive
Lockwood Drive
Extended
Stewart Lane

From

To

F-8

300

8-10 - Divided

N/A

Paint Branch
Stream Valley

CM-10

100 200

6 - Divided

2008.08
modified

New Hampshire
Avenue (MD 650)
Northwest Branch
Stream Valley
Capital Beltway (I495)

CM-10

200

6 - Divided

M-10

122

M-12

120-130

2008.08
modified
2008.08
modified
2008.01
modified

Columbia Pike (US

29)
New Hampshire
Avenue (MD 650)
Columbia Pike (US
29)

A-98

80

2004.01

400 Feet West of New

Hampshire Avenue
(MD 650)
West Side of White
Oak Shopping Center
Lockwood Drive

Prince Georges
County Line
Prince Georges
County Line
400 Feet West of
New Hampshire
Avenue (MD 650)
West Side of White
Oak Shopping
Center
Lockwood Drive
Extended
Stewart Lane

Lockwood Drive
Extended

Columbia Pike (US

29)

80-90

2004.03

80

2004.20

A-286

90

2004.04

A-286

90

2004.04

A-286

90

2004.04

A-286

90

2004.04

Existing /
Proposed
I-1/B-1

100

2005.03
modified

I-9/B-9

100

I-11/B-11

100

I-12/B-12

80

2005.03
modified
2005.03
2005.03
modified
2005.02
modified

Cherry Hill Road

B-2

80

Paint Branch
Stream Valley
Avenel Gardens
Lane
500 Feet East

B-2

80

B-3

80

2005.03
modified
2005.01
modified
2005.02

B-4

80

2005.02

FDA Gate
FDA Boulevard
Whitehorn Court

B-10
B-54
B-6

100
70
70

4
2
2

2005.03
2005.02
2005.02

Tech Road

Tech Road

Columbia Pike (US

29)

Plum Orchard Drive

Cherry Hill Road

1,600 Feet
Southwest of
Industrial Parkway
Broadbirch Drive

White Oak Shopping

Center
New Hampshire
Avenue (MD 650)
Columbia Pike (US
29)
Cherry Hill Road
Plum Orchard Drive
Plum Orchard Court

6 - Divided

A-94

Cherry Hill Road

Business District Streets

Prosperity Drive
Industrial Parkway

6 - Divided
6

A-286

Industrial Property

FDA Boulevard
Proposed Road
Proposed Road

Design
Standard

East Randolph
Road/Cherry Hill
Road
Paint Branch Stream
Valley
New Hampshire
Avenue (MD 650)
Columbia Pike (US
29)

Columbia Pike (US

29)

Hillwood Drive

Number of
Through Travel
Lanes5

Prince Georges
County Line

Industrial Parkway
and Industrial
Parkway Extended
Broadbirch Drive

Elton Road

Minimum
Right of
Way (Feet)4

Northwest Branch
Stream Valley

Industrial Roads

Old Columbia Pike

Master Plan of
Highways
Number

Reflects minimum right-of-way, and may not include lanes for turning, parking, acceleration, deceleration, or other purposes auxiliary to
through travel. Rights-of-way are considered to be measured symmetrically based upon roadway right-of-way centerline.
5
The recommended number of lanes refers to the number of planned through travel lanes for each segment.
6
New Hampshire Ave Right-of-Way: 130 feet from Lockwood Drive to Oaklawn Drive; 120-130 feet from Oaklawn Drive to Powder Mill Road; 130
feet from Powder Mill Road to I-495

72

Master Planned
Streets
Proposed Road

From
Extended (B-6)
Cherry Hill Road

Primary Residential Streets

Old Columbia Pike
Paint Branch Stream
Valley
April Lane
Stewart Lane
Schindler Drive
Crest Park Drive

Master Plan of
Highways
Number

Minimum
Right of
Way (Feet)4

Number of
Through Travel
Lanes5

Design
Standard

Plum Orchard Court

Extended (B-6)

B-7

70

2005.02

Industrial Parkway

P-2

84

2003.09

To

0.3 Miles East

P-13
70
2
2003.12
New Hampshire
P-14
70
2
2003.12
Avenue
Cresthaven Drive
Devere Drive
New Hampshire
P-15
70
2
2003.12
Avenue
Elton Road
Avenel Gardens Lane
Montgomery-Prince
P-16
70
2
2003.12
Georges County
Line
4
The portion of Proposed Road B-5 from Plum Orchard Drive to the property line between the Washington Adventist Hospital site and the
Percontee property is approved as a private street on Washington Adventist Hospitals Site Plan Number 820080210.

73

Figure 47 Street and Highway Classification Map

74

In addition to the roadway network recommendations described above, as well as the BRT
network and bikeway facilities discussed previously, selected intersection improvements
will likely be required to bring several intersections within the 1600 CLV standard that is
recommended for the Plan area. The possible improvements involve additional turn lanes
and in the case of New Hampshire Avenue and Powder Mill Road, could involve a reconfiguration of the intersection at the time of the redevelopment of either the National
Labor College site and/or the Hillandale Shopping Center. The intersections in question
include the following:

New Hampshire Avenue and Powder Mill Road

New Hampshire Avenue and Mahan Road/Schindler Lane
Cherry Hill Road and Broadbirch Drive/Calverton Boulevard
Cherry Hill Road and Plum Orchard Drive/Cloverpatch Drive
Cherry Hill Road and FDA Boulevard

Travel Demand Forecasting Process and Assumptions

The travel demand forecasting process uses three levels of analysis. The Departments
regional travel demand forecasting model, TRAVEL/3, is used to develop forecast travel
demand results for weekday travel and evening peak periods.
TRAVEL/3 is a four-step model, consisting of:

Trip generation: the number of person trips that are generated by given types and
densities of land uses within each TAZ.
Trip distribution: how many person trips generated by each TAZ will travel to each of
the other TAZs within the metropolitan area.
Mode split: which mode of travel the person trips will use, including single-occupant
auto, multiple-occupant auto, transit, or a non-motorized mode such as walking or
bicycling.
Traffic assignment: the roadways that will be used for vehicular travel between TAZs.

The TRAVEL/3 model incorporates land use and transportation assumptions for the
metropolitan Washington region, using the same algorithms as applied by the Metropolitan
Washington Council of Governments (MWCOG) for air quality conformity analysis. Figure
47 shows the relationship of Montgomery County in the regional travel demand network,
featuring the coding of street network characteristics to reflect the general level of adjacent
development density.

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Figure 48 Travel Forecasting Network

TRAVEL/3 provides system-level results that are used directly to obtain forecasts for the
Countys Transportation Policy Area Review. These system-level results are also used as
inputs to the finer grain analytic tools described below.
The second level of analysis consists of post processing techniques applied to the
TRAVEL/3 forecasts, as described in NCHRP Report 255. These techniques include refining
the morning and evening peak hour forecasts to reflect a finer grain of land use and
network assumptions than included in the regional model, such as the location of local
streets and localized travel demand management assumptions. The NCHRP 255 analyses
are used to produce the cordon line analyses.
The third level of analysis includes intersection congestion, using the Critical Lane Volume
(CLV) and Highway Capacity Manual (HCM) methodologies described in the Departments
Transportation Policy Area Review / Local Area Transportation Review Guidelines
(TPAR/LATR).
Travel/3 Forecasting Assumptions
The White Oak Science Gateway Plan forecasts assumed the following parameters:

A 2040 horizon year. This is currently the most distant horizon year for which forecast
land use and transportation system development is available.

Regional growth per the MWCOG Cooperative Forecasting Process, using the most
current round of Cooperative Forecasts.

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For the Washington region, the Round 8.1 forecasts include an increase from 4.0
million jobs and 2.5 million households in 2010 to 5.6 million jobs and 3.3 million
households in 2040.

For Montgomery County, the Round 8.1 forecasts include an increase from 510,000
employees and 361,000 households in 2010 to 737,000 employees and 461,000
households in 2040.

Transportation improvements in the regions Constrained Long Range Plan (CLRP), a

fiscally constrained transportation network. Notable projects assumed to be in place for
the build-out of the White Oak Science Gateway Plan include:
-

elimination of the WMATA turn-back at Grosvenor

the Purple Line between Bethesda and New Carrollton
the Montrose Parkway, including an interchange at Rockville Pike
the Intercounty Connector (MD 200) between I-370 and US Route 1
HOV lanes on I-95 between the ICC and MD 198
express toll lanes on I-270 from I-370 to the city of Frederick

Local Area Modeling Process and Assumptions

The Departments Local Area Modeling (LAM) process uses NCHRP Report 255 techniques
to convert the TRAVEL/3 system level forecasts to intersection-level forecasts. The LAM
process is then used as a pivot-point technique to reflect changes to the localized land use
or transportation network, providing both cordon line and network analysis results.
The TRAVEL/3 model represents the White Oak Science Gateway Plan study area as six
transportation analysis zones (TAZs). The White Oak Science Gateway LAM disaggregates
the area within the plan overlapping these six TAZs into fifteen subzones based on block
groupings separated by major roads within the Plan area boundary.
The LAM process uses trip generation rates that are customized to reflect both existing
conditions and future changes, considering both the land use types and changes in travel
behavior. Table 23 shows the trip generation rates used in the LAM.
Table 23 Local Area Model Peak Hour Trip Generation
Land Use
Units
Office
1000 Square Feet
Retail
1000 Square Feet
Industrial
1000 Square Feet
Other Commercial
1000 Square Feet
Single Family residential
Dwelling unit
Multi-family residential (Garden apartment) Dwelling unit

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AM
1.30
1.00
1.00
1.00
0.48
0.44

PM
1.20
3.00
1.00
1.00
0.83
0.48

These trip generation rates reflect a combination of Local Area Transportation Review
rates for development similar to that envisioned for the WOSG area and were calibrated to
match the observed traffic counts, considering the amount of through traffic in the roadway
network so that the LAM volumes at the network cordon line are within two percent of
observed count data for both morning and evening peak hours.
The trip generation rates shown in Table 23 are generally lower than those found in the
Institute of Transportation Engineers (ITE) trip generation report, particularly for
commercial land uses. The rates reflect the fact that ITE rates for most commercial
locations do not have the transit availability and usage anticipated to be found in the WOSG
area once the recommended BRT network and stations are constructed and the system is
operational. The difference for residential uses is not quite as high because ITE
multifamily trip generation rates do reflect the fact that most multifamily housing units
have, almost by definition, sufficient density to support transit service. Finally, the retail
trip generation rates in the WOSG zones also incorporate a discount for pass-by and
diverted-link trips. In addition to the lower trip generation rates, an additional trip
reduction factor was applied to reflect a total Non-Auto Driver Mode Share of
approximately 25% for work trips entering and leaving the boundary of the Plan area. A
similar trip reduction factor was applied for work trips made by residents within the plan
boundary in those sub-zones identified for redevelopment. The trip reduction factor was
applied to reflect that an estimated 25% of those home based work trips would be made by
transit, walking, or biking.

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