PLANNING BOARD DRAFT

Amendment to the
Master Plan of Highways
Capital Beltway High Occupancy Vehicle Lane Project and
Interchange at the Intersection of Randolph Road and Veirs Mill Road

An Amendment to the Approved and Adopted Comprehensive Amendment to The Master Plan
of Highways within Montgomery County, as amended; the General Plan (On Wedges and
Corridors) for the Physical Development of the Maryland-Washington Regional District within
Montgomery County, as amended; and the 2002 Potomac Subregion Master Plan, 1990 Bethesda
Chevy-Chase Master Plan, as amended; and the 1989 Master Plan for the Communities of
Kensington-Wheaton.

April 2003

Prepared by:
THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

Montgomery County Department of Park and Planning

8787 Georgia Avenue
Silver Spring, MD 20910-3760
 ABSTRACT

TITLE: Planning Board Draft Amendment of the Master Plan of

Highways within Montgomery County

AUTHOR: The Maryland-National Capital Park and Planning Commission

SUBJECT: A limited Master Plan Amendment to the Master Plan of

Highways within Montgomery County, as amended, to add High
Occupancy Vehicle Lanes for a portion of the Capital Beltway
and an interchange at the intersection of Randolph Road and
Veirs Mill Road.

DATE: April 2003

PLANNING The Maryland-National Capital Park and Planning Commission

AGENCY: 8787 Georgia Avenue
Silver Spring, Maryland 20910-3760

SOURCE OF The Maryland-National Capital Park and Planning Commission

COPIES: 8787 Georgia Avenue
Silver Spring, Maryland 20910-3760

ABSTRACT: This document contains the text and supporting maps and tables
for the Planning Board Draft Amendment to the Master Plan of
Highways within Montgomery County. It also amends the 2002
Potomac Subregion Master Plan, as amended; the 1990
Bethesda Chevy-Chase Master Plan, as amended; the 1989
Master Plan for the Communities of Kensington-Wheaton, as
amended; and the General Plan (On Wedges and Corridors) for
the Physical Development of the Maryland-Washington
Regional District within Montgomery County, as amended.
 THE MARYLAND-NATIONAL CAPITAL
PARK AND PLANNING COMMISSION

The Maryland-National Capital Park and Planning Commission is a bi-county agency created by
the General Assembly of Maryland in 1927. The Commission's geographic authority extends to
the great majority of Montgomery and Prince George's Counties; the Maryland-Washington
Regional District (M-NCPPC planning jurisdiction) comprises 1,001 square miles, while the
Metropolitan District (parks) comprises 919 square miles, in the two counties.

The Commission has three major functions:

1) The preparation, adoption, and, from time to time, amendment or extension of The
General Plan (On Wedges and Corridors) for the Physical Development of the
Maryland-Washington Regional District in Montgomery and Prince George's
Counties;

2) The acquisition, development, operation, and maintenance of a public park system;

and

3) In Prince George's County only, the operation of the entire County public recreation
program.

The Commission operates in each county through a Planning Board appointed by and
responsible to the county government. All local plans, recommendations on zoning amendments,
administration of subdivision regulations, and general administration of parks are responsibilities
of the Planning Boards.

The Maryland-National Capital Park and Planning Commission encourages the involvement
and participation of individuals with disabilities, and its facilities are accessible. For assistance
with special needs (e.g., large print materials, listening devices, sign language interpretation,
etc.), please contact the Community Relations Office, 301-495-4600 or TDD 301-495-1331.
 ELECTED AND APPOINTED OFFICIALS

COUNTY COUNCIL

Michael L. Subin, President

Steven Silverman, Vice President
Phil Andrews
Howard A. Denis
Nancy Floreen
Michael Knapp
George Leventhal
Thomas Perez
Marilyn J. Praisner

COUNTY EXECUTIVE

Douglas M. Duncan

THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

Elizabeth M. Hewlett, Chairman

Derick P. Berlage, Vice Chairman

COMMISSIONERS

Montgomery County Prince George's County

Planning Board Planning Board
Derick P. Berlage, Chairman Elizabeth M. Hewlett, Chairman
Wendy Collins Perdue, Vice Chairman William H. Eley, Jr., Vice Chairman
Allison Bryant George H. Lowe, Jr.
John Robinson Albert C. Scott
Meredith Wellington
 NOTICE TO READERS

An area master plan, after approval by the County Council and adoption by The Maryland-
National Capital Park and Planning Commission, constitutes an amendment to the General Plan
for Montgomery County. As such, it provides a set of comprehensive recommendations and
guidelines for the use of publicly and privately owned land within its plan area. Each area master
plan reflects a vision of future development that responds to the unique character of the local
community within the context of a countywide perspective.

Area master plans are intended to provide a point of reference with regard to public policy.
Together with relevant countywide functional master plans (such as the Master Plan of
Highways within Montgomery County, Maryland; the Master Plan for Historic Preservation;
and the Master Plan for the Preservation of Agricultural and Rural Open Space), they should be
referred to by public officials and private individuals when decisions are made that affect the use
of land within the plan’s boundaries.

Functional master plans (such as this Amendment to the Master Plan of Highways) are
developed through a process similar to that of an area master plan. They are also considered
amendments to the General Plan for Montgomery County. Functional master plans provide
guidance for the preparation and update of area master plans. Unlike area master plans,
functional master plans do not recommend changes in existing zoning and are not accompanied
by sectional map amendments.
 THE MASTER PLAN OF HIGHWAYS PROCESS

STAFF DRAFT PLAN — This document is prepared by the Montgomery County Department
of Park and Planning for presentation to the Montgomery County Planning Board. The Planning
Board reviews the Staff Draft Plan, makes preliminary changes as appropriate, and approves the
Plan for public hearing. When the Board’s changes are made, the document becomes the Public
Hearing (Preliminary) Draft Plan.

PUBLIC HEARING (PRELIMINARY) DRAFT PLAN — This document is a formal

proposal to amend an adopted master plan or sector plan. Its recommendations are not necessar-
ily those of the Planning Board; it is prepared for the purpose of receiving public hearing
testimony. The Planning Board holds a public hearing and receives testimony on the Draft Plan.
After the public hearing record is closed, the Planning Board holds public work sessions to
review the testimony and to revise the Public Hearing (Preliminary) Draft Plan as appropriate.
When the Board’s changes are made, the document becomes the Planning Board (Final) Draft
Plan.

PLANNING BOARD (FINAL) DRAFT PLAN — This document is the Planning Board's
recommended Plan and it reflects the revisions made by the Board in its work sessions on the
Public Hearing (Preliminary) Draft Plan. The Regional District Act requires the Planning Board
to transmit the Master Plan directly to the County Council with copies to the County Executive.
The Regional District Act then requires the County Executive, within sixty days, to prepare and
transmit a fiscal impact analysis of the Planning Board (Final) Draft Plan to the County Council.
The County Executive may also forward to the County Council other comments and
recommendations regarding the Planning Board (Final) Draft Plan within the sixty-day period.

After receiving the Executive's fiscal impact analysis and comments, the County Council may
hold a public hearing to receive public testimony on the Master Plan. After the record of this
public hearing is closed, the Council's Planning, Housing, and Economic Development (PHED)
Committee holds public work sessions to review the testimony and then makes recommendations
to the County Council. The Council holds its own work sessions, and then adopts a resolution
approving the Planning Board (Final) Draft Plan, as revised.

ADOPTED PLAN — The Master Plan approved by the County Council is forwarded to The
Maryland-National Capital Park and Planning Commission for adoption. Once adopted by the
Commission, the Plan officially amends the various master or sector plans cited in the
Commission's adoption resolution.
 TABLE OF CONTENTS

PURPOSE OF AMENDMENT_____________________________________________________ 1
CAPITAL BELTWAY HOV _______________________________________________________ 1
Background __________________________________________________________________ 1
Changes to Affected Master Plans________________________________________________ 5
RANDOLPH ROAD/VEIRS MILL ROAD INTERCHANGE ____________________________ 8
Background __________________________________________________________________ 8
Changes to Affected Master Plans________________________________________________ 8

APPENDICES
Appendix A: Excerpt from Montgomery County Planning Board’s Transportation Policy
Report, January 15, 2002 (Capital Beltway HOV)

Appendix B: Levels of Service on Capital Beltway – Metropolitan Washington Council of

Governments

Appendix C: Excerpt from Montgomery County Planning Board’s Transportation Policy Report,
January 15, 2002 (Randolph Road/Veirs Mill Road Interchange)
PURPOSE OF AMENDMENT

The purpose of this limited Master Plan Amendment is to revise the Master Plan of Highways
and related area master plans and to document the need for: 1) high-occupancy vehicle lanes on
the Capital Beltway (I-495) between the American Legion Bridge and the I-270 West Spur and
2) a grade-separated interchange where Randolph Road and Veirs Mill Road (MD 586) intersect.
The locations of these two projects are shown in Figure 1.

These projects are consistent with three of the major priorities established by the Planning Board
and endorsed by the County Council as part of the recent Transportation Policy Report (TPR)
recommendations:

• Build a larger transitway network: light rail, busways, or HOV lanes

• Expand the east-west transportation network
• Remove major intersection delay points by building interchanges.

The Council has directed the Planning Board to propose including these two projects in the
county’s master plans. Since the area master plans that would contain these two projects are not
scheduled for comprehensive updates in the near future, it is appropriate to include the projects
by amending the Master Plan of Highways and master plans of Potomac, Bethesda-Chevy Chase,
and Kensington-Wheaton.

CAPITAL BELTWAY HOV

Background

A network of high-occupancy vehicle (HOV) lanes on the Interstate Highway System in

Montgomery County is a concept that has gained greater favor in recent years. In 1989, the
Montgomery County Planning Department’s Comprehensive Growth Policy Study discussed the
idea of HOV lanes on the Capital Beltway. In 1993, the State Highway Administration (SHA)
launched a series of studies of the feasibility of HOV lanes and other improvements in the
corridor of the Maryland segments of the Capital Beltway. SHA’s current Capital Beltway Study
is analyzing HOV lanes and interchange improvements for the Beltway. It is expected to lead to
an Environmental Impact Statement for federal review and approval. Meanwhile, the
Montgomery County Planning Board’s Transportation Policy Report has also recommended
HOV lanes for the Beltway (see an excerpt from the report in Appendix A).

Master Plan of Highways Amendment Page 1 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 2 Planning Board Draft April 2003
The Master Plan of Highways amendment would include HOV lanes for the portion of the
Capital Beltway between the American Legion Bridge and I-270 West Spur, as depicted in
Figure 2. It would connect the existing HOV lanes on I-270 with the proposed HOV lanes on the
Virginia segments of the Capital Beltway. The project would consist of one HOV lane in each
direction, adjacent to the median, with direct connections to the HOV lanes to the north and
south. It would include HOV lanes on the American Legion Bridge.

This portion of the Capital Beltway forms the southeast boundary of the Potomac Subregion and
the west boundary of the Bethesda-Chevy Chase Planning Area. The Beltway crosses Bradley
Boulevard, River Road, Persimmon Tree, MacArthur Boulevard and the Clara Barton Parkway,
and forms the eastern boundary of the West Bradley and Carderock residential communities,
both zoned R-200. The Beltway also crosses Cabin John Regional Park and the Chesapeake and
Ohio National Historical Park in this vicinity. In the Bethesda-Chevy Chase Planning Area, the
community referred to as the Palisades abuts the Capital Beltway. The Palisades, which is
located in the western part of the planning area, is comprised of residential neighborhoods and
steeply wooded slopes and vistas near the Potomac River.

Walls are presently under construction to mitigate the effects of interstate highway traffic noise
on the single-family communities north of River Road. The noise walls do not exclusively follow
the edge of the highway right-of-way but are located to take maximum advantage of topography
while maintaining as much vegetation as possible.

Traffic noise continues to be a serious issue for the communities adjacent to the Beltway and
south of River Road. If SHA finds that these communities qualify for walls or other mitigation
techniques, such mitigation will need to be provided as part of the Capital Beltway HOV project
or prior to the project, if warranted and funded.

In implementing the HOV project, SHA should also take extra care to avoid any other negative
impacts on nearby homes as well as an historic property – the First Agape AME Zion Church
(formerly the Gibson Grove AME Zion Church). The location of this church is shown in
Figure 2. SHA should meet with residents and church officials to address their concerns and use
techniques such as retaining walls, adjustments to slopes, and narrow shoulders, to mitigate
current problems as well as those that might be caused by the HOV project.

The Approved and Adopted 2002 Potomac Subregion Master Plan specifies a minimum right-of-
way width of 300 feet for the Capital Beltway with eight travel lanes. For comparison purposes,
the I-270 West Spur has six lanes and the section of mainline I-270 forming the east boundary of
Potomac has twelve lanes, both within a recommended minimum right-of-way width of 300 feet.

The Approved and Adopted 1990 Bethesda-Chevy Chase Master Plan acknowledges that the
minimum right-of-way width will need to vary, and that six to eight lanes will be needed.

Master Plan of Highways Amendment Page 3 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 4 Planning Board Draft April 2003
Existing right-of-way for this short section of I-495 is currently a minimum of 300 feet,
increasing to 350 feet approaching the I-270 West Spur. It appears that there is generally enough
right-of-way along the alignment to include the HOV lanes; however, some additional right-of-
way, primarily at the north and south ends of the project, may be needed. At this stage, there is
insufficient information about the locations and amounts of rights-of-way required.
Implementation issues involving the need for additional rights-of-way and relocation, if any, of
the noise walls must await the results of an ongoing SHA study.

The need for improvements on the Capital Beltway are well documented. The Metropolitan
Washington Council of Governments, through a consultant contract, has monitored traffic
congestion levels on the Beltway. The most recent results from surveys performed in the spring
of 2002 are shown in Appendix B. Some segments of the Capital Beltway between the American
Legion Bridge and the I-270 West Spur are currently experiencing congested conditions (level of
service F) during the morning rush hour of 8:00 to 9:00 AM. In the evening, conditions are
worse, with congested conditions over the three-hour period of 4:00 to7:00 PM.

Despite the current congested conditions on this segment of the Beltway, preliminary travel
model runs by M-NCPPC staff show that peak-hour traffic volumes will tend to rise by 5-8% by
2015. The model runs show that, by 2015, HOV lanes on the Beltway would cause reductions in
peak-hour traffic volumes of up to 10% in the general-purpose lanes. This indicates that the
proposed HOV lanes have the potential to make vehicular use of the Beltway more efficient and
to mitigate some of the congestion that would otherwise occur.

Another important benefit is that the HOV lanes would improve regional multi-modal
accessibility by connecting with similar potential lanes on the Virginia HOV network. The HOV
lanes would provide better priority treatment for buses, which now resort to using the Beltway’s
shoulders.

Changes to Affected Master Plans

The following changes are proposed using the legislative format, with deleted text indicated in
brackets and new text underlined.

Potomac Subregion Master Plan, 2002

On page 29, after the fourth paragraph under the heading “Noise,” add the following paragraph:

The Capital Beltway HOV project provides an opportunity to evaluate and resolve noise impacts
on adjacent communities. Since noise is a significant environmental issue, the most appropriate
ways to mitigate them will need to be confirmed during the design process.

On page 30, at the end of the “Noise Recommendations,” add the following paragraph:

• Both SHA and DPWT have established procedures for evaluating the need for and
feasibility of noise barriers along the Capital Beltway. If those procedures show that
noise walls or other mitigation techniques are warranted, SHA will need to program them

Master Plan of Highways Amendment Page 5 Planning Board Draft April 2003
 in conjunction with the recommended Capital Beltway HOV project. Noise walls or other
mitigation techniques may be implemented prior to construction of the HOV project, if
warranted and funded.

On page 109, Table 4 (Street and Highway Classifications) add to the text under “Freeways” to
read as follows:

Roadway F-8 Capital Beltway (I-495)

Limits I-270 Spur to Potomac River
Minimum ROW Width (feet) 300
Number of Travel Lanes 8, plus 2 HOV, divided

On page 114, after the third paragraph under the heading “Roadway Functional Classification
Changes, Recommended Rights-of-Way, and Alignment Changes,” add the following paragraph:

With regard to the recommended Capital Beltway HOV project, SHA should minimize right-of-
way impacts on nearby homes, as well as on the historic First Agape AME Zion Church. SHA
should meet with affected communities to address their concerns and use mitigation techniques,
such as retaining walls, adjustments to slopes, and narrow shoulders. The church is designated on
Montgomery County’s Master Plan for Historic Preservation. When the project enters its design
phase, consultation with the Maryland Historical Trust and with Montgomery County’s
preservation staff must be initiated under the federal Section 106 process.

On page 114, at the end of “Recommendations,” add the following paragraph:

• During the design process and federal Section 106 process for the Capital Beltway HOV
project, SHA will need to make extensive efforts to avoid adverse effects on nearby
homes and the historic First Agape AME Zion Church.

Bethesda-Chevy Chase Master Plan, 1990

On page 112, second column, insert a new sub-heading after the main heading “Major Highway
Needs,” as follows:

Capital Beltway

This Plan recommends adding high occupancy vehicle (HOV) lanes on the portion of the Capital
Beltway (I-495), between the American Legion Bridge and the West Spur I-270. Some segments
of the Capital Beltway between the American Legion Bridge and the West Spur I-270 are
experiencing congestion conditions (level of service F) during the morning rush hour of 8:00-
9:00 AM. In the evening, conditions are worse, with congested conditions over the three-hour
period of 4:00 – 7:00 PM. The proposed HOV lanes have the potential to make vehicular use of
the Beltway more efficient and to mitigate some of the congestion that would otherwise occur.
This proposed project would connect the existing HOV lanes on I-270 with the proposed HOV
lanes on the Virginia segments of the Capital Beltway. The project would consist of one HOV

Master Plan of Highways Amendment Page 6 Planning Board Draft April 2003
lane in each direction, adjacent to the median, with direct connections to the HOV lanes to the
north and south.

SHA has already determined that traffic noise levels at residences adjacent to the Beltway in this
area are excessive and warrant remediation. This situation will only worsen with the HOV lane
construction. Integral to the construction of the HOV lanes, if noise problems are not previously
remediated, is the need to ensure that appropriate sound mitigation, including barriers where
warranted, are constructed on both sides of the Beltway adjacent to the HOV lane construction
area, either before or concurrent with HOV lane construction.

On page 113, Table 13, insert a new heading under “Major Highway Needs,” and following the
text under the heading “East-West Highway (MD 410)”:

Name (Route #) Limit Recommendations Current Conditions, Possible

LOS Guidelines, Long-term
Recommendations Changes
Capital Beltway Between the Add HOV Lanes, F
American Legion plus appropriate
Bridge and the West sound mitigation
Spur I-270

On page 126, Table 14, add to the text under “freeway” to read as follows:

Master Name Limits Minimum Ultimate Pavement Width or

Plan Right-of- Number of Lanes (for
Designation Way consideration beyond
Width Master Plan)
F-8 Capital Beltway (I-495) American Legion 300’ 8 lanes, plus 2 HOV, divided
Bridge to I-270 West
Spur
F-8 Capital Beltway (I-495) I-270 West Spur to Varies 6 to 8 lanes
Rock Creek Park

On page 141, after the first paragraph under the heading “5.22 Noise and Air,” add a paragraph
as follows:

The Capital Beltway HOV project provides an opportunity to evaluate and resolve noise impacts
on adjacent communities. Since noise is a significant environmental issue, the most appropriate
ways to mitigate them will need to be confirmed during the design process. Both SHA and
DPWT have established procedures for evaluating the need for and feasibility of noise barriers
along the Capital Beltway. If those procedures show that noise walls or other mitigation
techniques are warranted, SHA will need to program them in conjunction with the recommended
Capital Beltway HOV project. Noise walls or other mitigation techniques may be implemented
prior to the construction of the HOV project, if warranted and funded.

Master Plan of Highways Amendment Page 7 Planning Board Draft April 2003
RANDOLPH ROAD/VEIRS MILL ROAD INTERCHANGE

Background

Randolph Road is a major east-west county road that has been a focus of attention in recent
years. SHA has been studying the possibilities of improving a number of Randolph Road
intersections, including those at Rockville Pike, Connecticut Avenue, Georgia Avenue, New
Hampshire Avenue, as well as Veirs Mill Road, to help ease traffic flow through the corridor.
These studies are ongoing through SHA’s Congestion Relief Study and subsequent project
planning studies. Also, Montgomery County’s Transportation Policy Report has identified the
need for an interchange at the Veirs Mill Road intersection, as seen in Appendix C.

The Master Plan of Highways Amendment would include a grade-separated interchange for the
intersection of Randolph Road and Veirs Mill Road, as depicted in Figure 3. This intersection is
located in the northwestern part of the Kensington-Wheaton Master Plan area. This area
generally comprises older residential communities of single-family detached homes adjacent to
commercial development that runs along both sides of Randolph Road and Veirs Mill Road.

SHA has not yet identified the type of interchange and amount of right-of-way that would be
needed. Given the high density of land uses around that intersection, every effort should be made
to make the interchange as compact as possible.

The Randolph Road/Veirs Mill Road intersection currently has congested conditions (level of
service F) in the morning peak hour. Preliminary travel model runs by M-NCPPC staff show that
traffic volumes will increase substantially by 2015. Some legs of the intersection could
experience increases in peak-hour traffic volumes of about 50% in the peak hours. SHA has
proposed interim improvements, which would involve some minor widening of the existing
intersection. This will result in some traffic relief in the near term but a longer-lasting solution of
an interchange would still be needed at that location.

Changes to Affected Master Plans

The following changes are proposed using the legislative format, with deleted text indicated in
brackets and new text underlined.

Master Plan for the Communities of Kensington-Wheaton, 1989

On page 99, first column, insert a new sub-heading after the Kenton Drive paragraph, as follows:

Randolph Road/Veirs Mill Road Intersection is recommended for further study as a grade-
separated interchange. The precise characteristics of a proposed interchange will be determined
in a future engineering study, which will take into account the potential access to affected
properties, environmental impacts, visual quality, impacts on the adjoining communities,
pedestrian circulation, and appropriate road designs, among other factors.

Master Plan of Highways Amendment Page 8 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 9 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 10 Planning Board Draft April 2003
 Appendix A
from
Montgomery County Planning Board’s Transportation Policy Report
January 15, 2002
Page 23
(Capital Beltway HOV)

• Montrose Parkway at its eastern terminus. These projects provide congestion relief in North
Bethesda, Twinbrook, and Aspen Hill and are required whether or not the master-planned
ICC is eventually built.

• Concerning east-west travel, the recommended network would widen Norbeck Road (MD
28)/Spencerville Road (MD 198) to four lanes between Georgia Avenue (MD 97) and US
29. A discussion of higher capacity east-west connections, such as the ICC, follows in a
separate section.

• Finally, the recommended network relieves many of the congestion “hot spots” throughout
the county by upgrading these intersections to grade-separated interchanges. These
interchanges within the non-freeway network are shown on page 18 and in the attachment to
this Report.

It is recommended that studies be completed to determine the feasibility and desirability of

several major potential projects. These include the HOV lanes on the Capital Beltway (I-495),
with emphasis on the section from the Legion Bridge (with an appropriate terminus in Virginia)
to I-95, and widening the I-270 spurs by one general purpose lane in each direction to provide
better access and connection to and from the HOV lanes on the Beltway and I-270. These
projects would support a potential future express bus network as well as encouraging carpool
formation and use. However, the community effects of providing new HOV lanes by widening
the Beltway are a major concern that would have to be balanced against the positive
transportation benefits.

East-West Roadway Connections

The provision of east-west movement between I-95 and I-270 above the Capital Beltway is a
trade-off between the auto mobility provided by new or widened roads, and the accompanying
impacts on natural resources and existing communities that would fall in the path of roadway
changes. How to provide for east-west highway movement has been the single most complex and
controversial transportation issue of the past decade in Montgomery County.

Master Plan of Highways Amendment Page 11 Planning Board Draft April 2003
 Appendix B
Levels of Service on the Capital Beltway
Metropolitan Washington Council of Governments

Master Plan of Highways Amendment Page 12 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 13 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 14 Planning Board Draft April 2003
Master Plan of Highways Amendment Page 15 Planning Board Draft April 2003
 Appendix C
from
The Montgomery County Planning Board’s Transportation Planning Report
Page 63
(Randolph Road/Veirs Mill Road Interchange)

Master Plan of Highways Amendment Page 16 Planning Board Draft April 2003
 ACKNOWLEDGMENTS

Montgomery County Department of Park and Planning

Charles R. Loehr, Director

Jeff Zyontz, Chief

County-wide Planning Division

Richard C. Hawthorne, Chief

Transportation Planning

PROJECT STAFF

Alex Hekimian, Transportation Planning

Sandra Tallant, Community-Based Planning Division

TECHNICAL STAFF

Kathy Woodworth, Word Processing

Charles Coleman, Reproduction
Sam Dixon, Design

Master Plan of Highways Amendment Page 17 Planning Board Draft April 2003