Appendix 14: Connections: Transportation Analysis Transportation Planning, 2008

APPENDIX 14: CONNECTIONS: TRANSPORTATION ANALYSIS
Transportation Planning, 2008
Germantown has various options of transportation land use and

Figure 2
for citizens in the community. There are major transportation
highways, buses, MARC, bicycle facilities, and changes outside of
sidewalks to facilitate travel to and from locations the Germantown
across the study area. These forms of Employment Area
transportation provide mobility and access in a Sector Plan. A
VDIHPDQQHUDQGVKDSHWKHFRPPXQLW\·V second level, the
character in conjunction with land use pattern and Local Area Model
urban design. This Appendix will be subject to (LAM), refine the
revision pending publication of the Planning Board forecasts at the
Draft Plan depending upon the recommendations local level, using
in the Plan. quick-response
methodologies
Analysis from NCHRP
Report 255 to
The roadway system is analyzed with the current convert system-
conditions and its ability to VHUYHWKHVWXG\DUHD·V level forecasts to
travel desires based on existing and future travel project-level forecasts. Both the TRAVEL/3 and programs that reflect a non-auto driver mode split
patterns. The system was analyzed using two LAM use the four step process of trip generation, goal specific to Germantown, and higher than that
different levels of analysis. 7KH'HSDUWPHQW·V trip distribution, mode split, and traffic which would be reflected at a larger scale analysis.
travel demand model (TRAVEL/3) was applied to assignment. The LAM analyzed the existing conditions in
test local land use proposals in conjunction with Germantown and analyzes four future year (2030)
the Metropolitan Washington Council of The LAM was used to create a finer-grain analysis land use scenarios created by planners and the
Governments (COG) adopted land use forecasts based on the planned Germantown community. The land use scenarios were assigned
for the region. The TRAVEL/3 model results neighborhoods, a more refined road network, and into traffic analysis zones as seen in Figure 1. An
develop baseline conditions reflecting planned localized Travel Demand Management (TDM) assumption was made in the LAM to allow transit
GERMANTOWN EMPLOYMENT AREA SECTOR PLAN: AN AMENDMENT TO THE GERMANTOWN MASTER PLAN TECHNICAL APPENDICES 99
PLANNING BOARD DRAFT ± FEBRUARY 2009
access and travel demand management
improvements based on the type of land use Table 1 Commercial Dwelling Units Outbound PM Peak Hour Vehicle Trips
proposed. With the CCT and a continuing focus on Scenario SF DU
sustainable transportation initiatives an average Existing 8,062,334 6,591 24,954
areawide achievement of a 25 percent non-auto
Alternative 2B 21,025,408 13,442 44,472
driver mode share for employees (compared to 16
percent today) was used in the LAM. The land use Alternative 2C 23,004,920 15,101 49,512
scenarios generate a number of trips and attract
Figure 3
trips from outside of Germantown, which is trip
generation and distribution. Those trips were
spread out over the network based on destinations
using the Local Area Transportation Review (LATR)
guidelines, which is trip assignment. The trips
assigned to the roads allow planners to determine
how much congestion occurs at intersections.
The scenarios generally result in more traffic

volume from the existing conditions than the 1989
Master Plan. There is a significant increase in
traffic volumes into the area and out of the area as
seen in Figure 2. Several land scenarios were
modeled and can be seen in Table 1 showing the
differences in the amount of development for each
proposal.
Capacity Considerations
From a Policy Area Mobility Review (PAMR)

perspective, the end-state analysis of Land Use
Alternative shows that the proposed land use and
transportation system can be found to be in
balance, due in large part to implementation of
regional facilities already in the sector plan
including I-270 widening, the CCT, M-83, and MD
355 widening. Figure 3 shows the results of the
PAMR analysis, comparing conditions for 2005,
2011, and Alternative 3. The staff recommended
land use is commensurate with that tested as
Alternative 3.
As shown in Figure 4, there are several locations

where we forecast localized congestion problems
that are generally either related to I-270 access
points or locations where major highways
intersect.
Figure 4
Legend
Several new master planned streets break up the Table 2
superblocks, with additional connectivity
Intersection Volume/Capacity (V/C) Ratios
supporting both the distribution of vehicular traffic
Map Intersection Existing 2030 Sector Plan
and accessibility by non-auto modes. The Plan
Symbol
recommends an expansion of the I-270/Father
Crystal Rock Dr & Cloverleaf Center 0.44 1.04
Hurley Boulevard interchange to facilitate
intermodal transfer where the CCT crosses I-270 Crystal Rock Dr & Father Hurley Blvd 0.69 1.12
via Dorsey Mill Road; this access could also Crystal Rock Dr & Germantown Rd (MD 118)* 0.92 1.05
alleviate the localized congestion problem at
Crystal Rock Dr & Kinster Dr 0.39 0.74
Father Hurley Boulevard and Crystal Rock Drive.
Father Hurley Blvd & Middlebrook Rd* 0.45 0.60
The localized congestion problems shown in Figure Frederick Rd (MD 355) & Germantown Rd (MD 118) 1.10 1.32
4 reflect the current growth policy intersection Frederick Rd (MD 355) & Henderson Corner Rd 0.76 0.99
congestion standards. For those intersections
Frederick Rd (MD 355) & Middlebrook Rd 0.96 1.39
where future interchanges are not recommended,
full pedestrian accommodation needs to be Frederick Rd (MD 355) & Ridge Rd (MD 27) 1.05 1.11
incorporated within any proposed reconstruction. Frederick Rd (MD 355) & Shakespeare Dr 0.89 1.09
Travel demand management measures should be
Germantown Rd (MD 118) & Aircraft Blvd* 0.68 0.97
considered as the first priority for addressing
FRQJHVWLRQ,QWKH3ODQ·VXUEDQDUHDVDQGWUDQVLW Great Seneca Hwy (MD 119) & Middlebrook Rd 0.69 1.11
station areas, intersection widening should be Great Seneca Hwy (MD 119) & Wisteria Dr 0.62 0.95
considered a last resort to best preserve a transit-
Middlebrook Rd & Crystal Rock Dr* 0.51 1.00
oriented development planned along the CCT.
Middlebrook Rd & Germantown Rd (MD 118)* 0.81 1.03
Middlebrook Rd & Waring Station Dr 0.73 0.91
Observation Dr & Germantown Rd (MD 118) 0.61 0.91
Observation Dr & Ridge Rd (MD 27) 1.00 1.08
Wisteria Dr & Germantown Rd (MD 118)* 0.85 0.68
*Capacities based on a 1600 CLV congestion standard.
Once the scenarios are added to the local network, an at-grade solution is expected to be the most I-270 Intermodal Access at Dorsey Mill
local intersections are evaluated based on the practical.
policy standard of congestion for the area where Incorporation of direct access to the Dorsey Mill
the intersection is located. Critical lane volumes Changes to the 1989 Master Plan of transit station to and from the north along I-270 is
(CLV) is an analysis used for existing signalized Highways desirable. This access can be provided by either
intersections in the area to determine the highest direct access ramps at the Dorsey Mill Road
amount of volume a through lane can hold. CLV is The following paragraphs summarize the changes interchange or a revision to the Father Hurley
a calculation for intersections that uses through between the 1989 Germantown Master Plan and Boulevard interchange. The new access would
traffic and traffic turning left against oncoming the recommendations expected to be included in facilitate intermodal connections between future
traffic. For the Germantown area, there are two the Planning Board Draft of the 2009 Germantown managed lanes and bus services on I-270 and the
different policy standards of congestion. The Employment Area Sector Plan at time of Appendix transit service along the Corridor Cities Transitway.
Germantown Town Center area has a congestion production. This access would also reduce congestion at the
standard of 1600, while the rest of Germantown junction of Father Hurley Boulevard with Crystal
has a congestion standard of 1425. Existing I-270 Improvements Rock Drive, reduce commercial traffic use of
conditions are represented by traffic volumes Kinster Drive, and provide better access to
observed between 2002 and 2006. The CLVs are This Plan supports the widening of I-270 to a businesses along Century Boulevard. The access
converted into a volume over capacity ratio that twelve-lane facility with some managed lane would need to be coordinated with State Highway
can be seen in Table 2 and in Figure 4 with a star component to provide preferential treatment to Administration and Federal Highway
noting capacities based on a 1600 CLV congestion transit vehicles and high-occupancy vehicles. The Administration. Staff has determined that a fully
standard. The existing conditions columns have Maryland State Highway Administration (SHA) is separated interchange at Dorsey Mill Road would
three intersections currently failing. The 2030 studying options that include express toll lanes; likely not meet Interstate Access Point Approval
Sector Plan column represents CLVs with this Sector Plan does not set policy regarding requirements as it would not be needed to
recommended improvements includes new roads, whether or not tolling should be provided on I-270 facilitate freeway flow. However, a future
extra lanes, and turn lanes at the intersections but notes that value pricing is a useful demand reconstruction of the Father Hurley Boulevard
shows seven failing intersections. At three of management tool. The SHA is also examining interchange to connect to the CCT crossing in the
these locations (along MD 355), the Plan limited interchange reconstruction in Germantown vicinity of Dorsey Mill Road could provide both the
recommends grade-separated interchanges to including the provision of some direct access intermodal connection and facilitate local access.
address traffic congestion at Plan buildout. At ramps to and from express toll lanes. Development of a split urban diamond
three other intersections, the forecast V/C ratio is configuration, similar to the I-270 Spur
less than 10 percent over capacity, a level where interchange with Old Georgetown Road (MD 187)
and Rockledge Drive, would be one means to MD 355 Corridor Considerations fully evaluate alternatives to M-83. Staff
achieve this objective. Along the MD 355 corridor, forecast traffic UHFRPPHQGVD·ZLGHULJKW-of-way for MD 355
congestion is severe at locations where MD 355 in the draft Plan with a staging element that would
Target Speeds intersects east-west major highways such as Ridge link the ultimate right-of-way width to a County
Road (MD 27). The 1989 Master Plan Council decision regarding the M-83 study in
The Germantown Employment Area Sector Plan recommends a grade-separated interchange at 2010. The wider right-of-way would also provide
identifies target speeds for non-residential this location. This Plan also recommends grade the ability to study bus rapid transit concepts
roadways classified in the Sector Plan, following separated interchanges at the MD 355 further during the same staging period.
the guidance in the County Code and Executive intersections with Middlebrook Road and MD 118.
Regulation 31-08. Staff has also explored the development of what
The DPWT study of Midcounty Highway Extended 3HWHU&DOWKRUSHWHUPVDQ´XUEDQQHWZRUNµWKH
Controlled Major Highway (M-83) is expected to be completed in early 2010, provision of at-grade, one-way couplets where
after the Germantown Plan adoption. The master major highways meet. This concept could be
A controlled major highway is defined in the 2007 plan alignment for M-83 is outside of the applied at each of the MD 355 intersections with
URDGFRGHDV´DURDGPHDQWH[FOXVLYHO\IRUWKH Germantown Plan study area. The master-planned MD 27, MD 118, and Middlebrook Road.
through movement of vehicles at lower speeds alignment is in both the Master Plan of Highways Preliminary analyses indicate that this approach
than a freeway. Access must be limited to grade- and the regional Constrained Long Range Plan and (the replacement of a single wide intersection with
separated interchanges or at-grade intersections has been assumed as part of the network of four intersections of one-way streets around a
ZLWKSXEOLFURDGVµThree roads in the Plan area; regional transportation improvements for the town square type of feature) could provide mobility
Father Hurley Boulevard/Ridge Road (MD 27), purposes of Sector Plan analysis. levels commensurate with that achieved by the
Frederick Road (MD 355), and Great Seneca proposed grade-separated interchanges. The
Highway (MD 119) either meet the definition for a DPWT has studied an alternative to building M-83 urban network would also have a lower capital
controlled major highway or should be classified by improving MD 355. Their preliminary findings cost, but requires a substantial and coordinated
as such for mobility and access management are that a MD 355 alternative that generally redevelopment to implement. The Plan
purposes. Classification implementation for these UHVSHFWHGWKHFXUUHQW·ZLGHULJKW-of-way and recommends that the urban network concept be
roads does not mean that existing driveway cuts existing development in the corridor would not studied further, either as a supplemental study to
should be closed. These roads in the 1989 meet the study purpose and need. Staff concurs the Plan (should budgetary constraints permit) or
Germantown Master Plan were classified as major with that finding, but has worked with DPWT to as an alternative within any project planning study
highways. expand their study to include an alternative that of interchange construction.
does meet the purpose and need, in order to more
Father Hurley Boulevard Observation Drive ² MD 118 to
The number of travel lanes on the portion of Middlebrook Road Crystal Rock Drive ² MD 118 to
Father Hurley Boulevard west of Wisteria A parallel route to I-270 and MD 355 from a Middlebrook Road
Drive should be reduced from six lanes to regional standpoint is needed, which is The portion of Crystal Rock Drive that
four lanes, based on confirmation of travel achieved by a southerly extension of connects Middlebrook Road to Germantown
demand volumes examined during the Observation Drive across the Montgomery Road is being reclassified as a minor
Facility Planning study in 2003. College campus to Middlebrook Road, with arterial roadway with a local bicycle facility.
a roadway connection eastward to MD 355
Great Seneca Highway at Cider Press Lane and a potential second Kinster Drive
Great Seneca Highway today meets the easterly connection to MD 355 north of the Kinster Drive was classified as a four-lane,
definition for a controlled major highway, Boys and Girls Club property. This divided arterial in the 1989 Germantown
with one exception. This road in the 1989 connection will facilitate access within and Master Plan. Based on public comment and
Germantown Master Plan was classified as across the campus, reducing local trip staff discussions, Kinster Drive will be
a major highway. lengths. This Plan adds a new extension of changed in the Sector Plan to remain as a
Observation Drive to the east of the campus two lane divided, minor arterial road with
Arterials along the stream valley buffers as a four on-street parking. Staff forecasts that with
Crystal Rock Drive ² Father Hurley lane, undivided road to serve both local and the I-270 Dorsey Mill Road access and the
Boulevard to MD 118 regional transportation needs. Public Hearing Draft Plan land use, Kinster
Crystal Rock Drive has several Drive will carry approximately 7,000
classifications throughout its entire length. Minor Arterials vehicles per day, within the capacity of a
From Kinster Drive to Aircraft Drive, Crystal Cider Press Place two-lane roadway.
Rock Drive is classified as a four lane, This is an extension of an existing two lane
divided arterial. This particular section of residential road one block in length on the Business Streets
Crystal Rock Drive has a recreational west side of MD 355. This roadway Any street in this Plan boundary that was classified
greenway proposed adjacent to the eastern extension will connect to the new extension as an industrial street in the 1989 Germantown
edge of the right-of-way. of Observation Drive on the Montgomery Master Plan was reclassified as a business street.
College campus to MD 355. This particular
alignment is preferred based on the
relatively limited stream buffer crossing at
the eastern edge of the campus.
Blunt Road Crystal Rock Drive Middlebrook Road ² MD 118 to Father
Blunt Road is classified as a two lane Crystal Rock Drive has several Hurley Boulevard
business street. The cul-de-sac will be classifications. This road is classified as a Middlebrook Road was classified as a major
removed and the road will connect to MD four lane business street from the proposed highway in the 1989 Germantown Master
355. At Middlebrook Road, further study is Dorsey Mill Road extension to Kinster Drive Plan. Based on its proposed function
needed to determine if this newly created and from Middlebrook Road to Wisteria serving a re-orientation of proposed Town
intersection will be a right-in or right-out Drive. A portion of this road from Black Hill Center development, Middlebrook Road
design or whether a full movement Park to Kinster Drive will have a from Germantown Road to Father Hurley
intersection or left-turn in treatment can be recreational greenway proposed on the Boulevard is reclassified as a four lane,
designed to meet both traffic control and eastern portion of the road. However, the divided business street. This road from
sight distance requirements. entire length of Crystal Rock Drive has a Germantown Road to Frederick Road (MD
proposed local bicycle facility. 355) will maintain the classification set in
Century Boulevard the 1989 Germantown Master Plan of a six
Century Boulevard is designated as a four Goldenrod Lane lane, divided major highway. Middlebrook
lane divided business street with a shared- Goldenrod Lane is reclassified as a four Road will continue to have a shared-use
use bicycle path from the proposed Dorsey lane business street. This extension will path alongside the entire length of the road.
Mill Road extension to Crystal Rock Drive. connect to Observation Drive, skirting along
From Crystal Rock Drive to Wisteria Drive, the edge of the forest. This road should be Waterford Hills Boulevard
Century Boulevard is classified as a two provided in conjunction with the Waterford Hills Boulevard is a new addition
lane business street. Century Boulevard is development plans for the Technology Park. to the Germantown Employment Area
proposed to be extended from Wisteria The connection will allow students to Sector Plan. The existing road that
Drive to the proposed Waters Road access the Technology Park and will give intersects Father Hurley Boulevard will be
extension. This extension will facilitate other employees access to the Technology extended to the proposed Century
connections between the Town Center and Park through Observation Drive and the Boulevard extension. Waterford Hills
the West End (including to the MARC new connection via Cider Press Place Boulevard will be a four lane, divided
station) without traveling on Germantown Extended to MD 355. business street with a local bicycle facility.
Road.
Waters Road
Waters Road is a new two lane business
street that connects Wisteria Drive to
Germantown Road.
New, Unnamed Business Streets

There are three proposed new unnamed
business streets in the Germantown
Employment Area Sector Plan. There are
two new two lane roads that connect
Century Boulevard to Crystal Rock Drive (B-
17 and B-19). The third new business street
is a two lane road from Seneca Meadows
Parkway to Milestone Center Drive called B-
25 that will pass over Ridge Road adjacent
to the eastern leg of the CCT.
Figure 5
The following are roads that were not
classified in the 1989 Germantown Master
Plan, but are classified as business streets
in this Plan that did not have changes to
them.
o Bowman Mill Road
o Cloverleaf Center Drive
o Seneca Meadows Road (formerly
Goldenrod Lane)
o Walter Johnson Drive
Public Transportation
Germantown has several forms of public

transportation for the community. MARC and Ride
On buses give residents options for traveling
throughout the County.
The Brunswick line of the MARC commuter rail

service has a train station located in Germantown
between Middlebrook Road and Dawson Farm
Road as seen in Figure 6. There are nine MARC
trains that stop at Germantown. Currently, there is
a free paved parking lot to either side of the
railroad tracks allowing riders to park their cars all
day. From April 2005 to April 2006 there were 729
people on an average daily basis board MARC at
the Germantown station.
Figure 6.
MARC and Transit stations.
Table 3
Public Transportation Facilities & Segments
Trains per Average Daily
Facility From To Type day Riders
MARC Brunswick Line Martinsburg, WV Washington D.C. Commuter Rail 9 7,122
MARC Brunswick Line Germantown stop Commuter Rail 9 729
Ride On Route 55 Rockville Germantown Transit Center Bus N/A 6,890
Ride On Route 61 Shady Grove Germantown Transit Center Bus N/A 2,639
Ride On Route 70 Express Milestone Park and Ride Bethesda Bus N/A 593
Ride On Route 74 Shady Grove Germantown Transit Center Bus N/A 751
Ride On Route 75 Clarksburg Correctional Facility/Urbana Germantown Transit Center Bus N/A 233
Ride On Route 79 Shady Grove Germantown Bus N/A 133
Ride On Route 82 Clarksburg Town Center Germantown Transit Center Bus N/A 77
Ride On Route 83 Germantown Transit Center Milestone Park and Ride Bus N/A 696
Ride On Route 90 Shady Grove Damacus Bus N/A 843
Ride On Route 90 Damascus Milestone Park and Ride Bus N/A 843
Ride On Route 97 Germantown Transit Center Gunners Lake Bus N/A 703
Ride On Route 98 Germantown Transit Center Seabreeze Court Bus N/A 360
Ride On Route 100 Express Shady Grove Germantown Transit Center Bus N/A 1,632
Corridor Cities Transitway Shady Grove Clarksburg Proposed N/A
This is one of several stops along the Brunswick station to accommodate some of these Grove, Germantown, and Clarksburg. The western
line providing weekday commuters the ability to commuters. alignment of the CCT within Germantown is under
travel from Germantown to Silver Spring or to current study by the Maryland Transit
Washington D.C. to work. Some commuters use The Corridor Cities Transitway (CCT) as seen in Administration (MTA), as shown in Figure 6. At the
the MARC train to transfer to the Rockville Metro Figure 7 is a master-planned public transportation time of this Plan draft, the MTA draft
Station or the Silver Spring Metro Station and system that will either be light rail transit or bus Environmental Assessment was not yet released
continue their commute by Metro. By 2015, MARC rapid transit between the Shady Grove Metro nor had a decision been made regarding the mode
plans to add 3,800 new seats to the Brunswick Station and Frederick County by way of of the CCT. As part of this sector plan, the
Line and build a parking garage near the MARC Washingtonian, Quince Orchard, Metropolitan Middlebrook Road CCT transit station is being
removed. This proposed station serves a limited
commercial area, which is not suitable for transit-
oriented development due in part to its size,
shape, and topographic constraints. Removing a
low-priority and low-volume station from the CCT
Master Plan Alignment would improve overall
Germantown Stations
transit line speeds, and therefore boost ridership.
Multi-modal accessibility is paramount in ensuring

that the CCT is a viable facility with ridership levels
competitive for federal funding. This Plan makes
the following recommendations regarding CCT
station facilities:
Development at the Germantown Town Center

station should accommodate 9 bus bays to
facilitate the pulse-type of transfer currently
associated with Ride-On Route 100 service.
The Cloverleaf and Observation Drive/Seneca
Meadow stations should be planned to have
adjacent on-street bus stops.
Development at the Dorsey Mill and Manekin
stations, adjacent to the proposed new I-270
access ramps should each be planned to
accommodate 500 parking spaces, 10 kiss-
and-ride spaces, and 4 bus bays.
Figure 7:
Corridor Cities Transitway (CCT)
Source: MTA and SHA, I-270/US15 Multimodal
Transitway Study Area, September 2006
Germantown Town Center has a transit station
located along Crystal Rock Road with a free paved
parking lot behind the transit cHQWHU7KH&RXQW\·V
Ride On bus services allow commuters to travel
from Germantown to Bethesda, Shady Grove,
Gaithersburg, and Rockville. Currently, there are
eleven Ride On bus routes that travel throughout
the area with six routes having a final stop at the
Transit Center. Additional parking is currently
needed near the transit center and will be needed
in the future with the future CCT. Table 3 contains
more details about ridership on each route that
travels in the study area.
As stated in the report, explore the feasibility,

funding, and proposed route for a circulator bus
with DOT and initiate this service between the
Town Center, MARC station, and transit
neighborhoods.
The future Germantown Town Center Station

Appendix 14: Connections: Transportation Analysis Transportation Planning, 2008

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Appendix 14: Connections: Transportation Analysis Transportation Planning, 2008

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APPENDIX 14: CONNECTIONS: TRANSPORTATION ANALYSIS

Transportation Planning, 2008

Germantown has various options of transportation land use and

The scenarios generally result in more traffic

From a Policy Area Mobility Review (PAMR)

As shown in Figure 4, there are several locations

New, Unnamed Business Streets

Germantown has several forms of public

The Brunswick line of the MARC commuter rail

Multi-modal accessibility is paramount in ensuring

Development at the Germantown Town Center

As stated in the report, explore the feasibility,

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