COUNTYWIDE MASTER PLAN Chapter VI: Streets, Roads, B .
EIDWOCNAPLUNTYERSTAMTransportationChapter VI: Streets, Roads,and HighwaysIntroductionIt is of critical importance that the roads, streets, and highways bemaintained and preserved as a segment of the transportationinfrastructure for Prince George’s County, in order to supplement andsupport the transit and nonmotorized elements into the future. For thecounty to grow in population and jobs without a correspondingincrease in traffic congestion, the road infrastructure will needimprovements that eliminate any gaps that may impede the transitnetwork and accommodate nonmotorized travel along it.B. Identify future locations for rights-of-way for highway facilitiesso that these can be protected from future development.C. Include recommendations for development of access controls thatare appropriate to the functional classification of the highway.The highway system is classified into various categories, delineatedaccording to the geometric, right-of-way, and service characteristics.Highway classification by function is useful for planning and designpurposes, and is delineated as follows:A. Freeway: A divided highway for through traffic with full controlof access and grade-separated interchanges at selected publicroads.B. Expressway: A divided highway for through traffic with full orpartial control of access and interchanges at selected public roadswith some at-grade intersections at 1,500–2,000 foot intervals.In addition to maintaining and enhancing the transportationinfrastructure, transportation demand management (TDM) strategies,such as construction of park-and-ride lots and making transit andnonmotorized modes more convenient, will help to manage thedemand for the existing transportation facilities and services. TDMhelps reduce the need for expansion of the transportation infrastructure,which is important because the opportunities for significant expansionof highway capacity in the most urbanized areas of the county,particularly in the Developed and parts of the Developing Tiers, arelimited. The policies provided later in this chapter and the strategiesrecommended below are intended to enable the county to attain thetransportation systems goals of the General Plan.C. Arterial: A highway for through and local traffic, either dividedor undivided, with controlled access to abutting properties andat-grade intersections.The Streets, Roads, and Highways Element will:This Approved Countywide Master Plan of Transportation (MPOT)makes recommendations for road facilities in the above categories.A. Recommend the appropriate facilities to efficiently serve existingand future county development patterns and guide future publicand private investments in highway facilities—includingfreeways, arterials and collectors—consistent with the goals,strategies, and policies of the General Plan, including thedesirability of removing facilities such as A-44 (the IntercountyConnector Extended).D. Major Collector: A four-lane divided roadway with controlledaccess to abutting properties and at-grade intersections.E. Collector: A two- or four-lane roadway with minimal control ofaccess providing movement between developed areas and thearterial system.F. Other: Residential (subdivision), industrial, and commercialroads providing access to and between developed areas that areselectively shown on area master plans.The following six-level system (A–F) defines the transportation levelof service on a given transportation facility segment or intersection.Figure 2: Guide to Traffic at Signalized Intersections, illustrates theselevels of service.Traffic Level of Service SummaryService LevelDescriptionVolume/CapacityRatioAFree flow, turns easily made, excess green time on all phases, very low delay. This level of serviceoccurs when progression is extremely favorable; most vehicles arrive during the green phase anddo not stop at all. Short cycle lengths may also contribute to low delay.0.275 or lowerBStable flow, some platooning of vehicles, less than ten percent of cycles loaded at traffic signals.This level of service occurs with good progression, short cycle lengths, or both. More vehiclesstop than with LOS A, causing higher levels of average delay.0.276–0.450CStable flow with less than 30 percent of traffic signal cycles loaded. This level of service occursunder fair progression, longer cycle lengths, or both. Individual cycle failures (i.e., approachesnot fully clearing during a green cycle) may begin to appear at this level. The number of vehiclesstopping is significant with this level, though many still pass through the intersection withoutstopping.0.451–0.650DApproaching unstable flow with less than 70 percent of traffic signal cycles loaded. The influenceof congestion becomes more noticeable. Longer delays may result from some combination ofunfavorable progression, long cycle lengths, or high volumes. Many vehicles stop, and theproportion of vehicles not stopping declines. Individual cycle failures are noticeable.0.651–0.844ETheoretical capacity with less than 100 percent of traffic signal cycles loaded. Long delaysindicate poor progression, long cycle lengths, and high volumes. Individual cycle failures arefrequent occurrences.0.845–1.000FThis level, considered to be unacceptable to most drivers, often occurs with oversaturation, thatis, when arrival flow rates exceed the capacity of the intersection. Poor progression and longtraffic signal cycle lengths may be contributing causes to such high levels of delay. Individualcycle failures are frequent.Higher than 1.00Adapted from Chapter 8, Highway Capacity Manual, Special Report 209, Transportation Research Board, National Research Council, 2000.Approved Countywide Master Plan of Transportation45
Figure 2:Guide to Trafficat SignalizedIntersectionsComplete StreetsAs stated earlier, this master plan supports the concept of completestreets, which places emphasis on street, road, and highway designand construction measures that serve the transportation needs ofpedestrians, bikers, motorists, seniors, and persons with disabilities,as well as transit riders. With increased emphasis on accommodatingall users of the street, road, and highway network, recommendationscontinue to include improvements that benefit every user of theoverall multimodal transportation network. The goal is to providemore and improved mode choices for travelers who may wantalternatives to the single-occupancy vehicle. The complete streetspolicy is an important tool in achieving the General Plan goal ofsustainability, as well as county transit support, adequate publicfacilities, and environmental protection priorities.Goal:Manage capacity and minimize congestion of the streets, roads, andhighways network by safely and efficiently providing access for allusers to existing and planned land uses, with emphasis on GeneralPlan corridors and centers.Policy 1:The street, road and highway recommendations of the master plansadopted and approved since 1982, as shown and amended in Table 4,Street, Road, and Highway Facility Recommendations, constitute thefacilities in the Streets, Roads and Highways Elementrecommendation of this master plan for the Prince George’s Countytransportation network.STRATEGIES:1. Produce an integrated, multimodal transportation network thatincludes the streets, roads and highways configuration shown inTable 4: Street, Road, and Highway Facility Recommendations(at the end of this chapter).2. Construct MD 197 (A-24) as a four- to six-lane arterial from US301 to the Baltimore–Washington Parkway to maintain theoperational integrity of MD 197, in light of the deletion of A-44from the Prince George’s County highway network.463. Construct ramps to provide a full-movement interchange atMD 200 (ICC), and MD 201, Kenilworth Avenue extended (A-56).4. Show F-9 and F-10 south of the MD 5/US 301 interchange as studycorridors, per the US 301 Waldorf Area Transportation Study.5. The proposed completion of the interchange on the CapitalBeltway (I-95/495) at the Greenbelt Metrorail station as proposedin the 2001 Approved Sector Plan and Sectional Map Amendmentfor the Greenbelt Metro Area:“This plan recommends an interchange symbol on the CapitalBeltway at the Greenbelt station. This recommendation ismade to facilitate possible future County and State action toobtain the FHWA interstate access point (IAP) permit neededto improve Beltway access to and from the rail stations atGreenbelt.” (pp 49-50)6. Evaluate the operational and environmental feasibility ofrestoring A-58, or a functional operational equivalent, to thecounty highway network. The evaluation should consider thefeasibility of restoring a state-maintained arterial facility to thecounty highway network, between an intersection with MD 197in Prince George’s County and with MD 424 in Anne ArundelCounty, and contingent upon the facility being added to the SHAHighway Needs Inventory and extended into Anne Arundel County.7. Failing levels of service (LOS) of Hanover Parkway andCherrywood Lane.Policy 2:Using a complete streets approach, top priority should go to projectssupporting the establishment of safe, multimodal corridors thatimplement bicycle, pedestrian, and transit mobility strategies as anintegral component of the project, thereby reducing the dependenceon automobiles, reducing greenhouse gas emissions and trafficcongestion, and preserving road infrastructure.STRATEGIES1. Include in street, road, and highway project planning theconsideration of implementing high occupancy vehicle lanes, busApproved Countywide Master Plan of Transportation
pull-off bays, sidewalks, signage, and other enhancements whereappropriate, along routes that provide access to rail transitstations, that serve current or future bus or BRT service, and thatserve multifamily, compact, or infill development, with emphasison General Plan corridors.2. Increase the connectivity of bikeways established within street,road, or highway rights-of-way, especially in the vicinity ofcurrent or future transit stations and bus services and in areas ofmultifamily, compact, or infill development, with emphasis onGeneral Plan corridors as well as off-road trails and trail systems.3. Ensure consistency with environmental justice principles byimplementing the complete streets policy widely and equitably,thereby benefiting low-income and minority populations as wellas the elderly and disabled.4. Implement TDM practices that reduce trips (through park-and-ridelots and other strategies) and trip length, manage routes and peakperiod travel, and generally focus on changing travel behavior.5. Improve network connectivity and system integrity byeliminating gaps that impede transit service and improving safetyfor all by using engineering, education, and enforcement toreduce traffic accidents. Revise the Planning Board’s “Guidelines for the Analysis ofthe Traffic Impact of Development Proposals” to include alllinks with 20 percent or more of site-generated traffic in atraffic impact study area.To support construction of off-site transportation improvementsby developer applicants, consider legislation to reference thethird-party right-of-way acquisition language in Section23-142(f) of the Road Ordinance within Section 24-124 ofthe Subdivision Ordinance.All streets where bus service is anticipated should beconstructed to at least a primary residential street (60-footright-of-way) standard and publicly maintained.6. Improve transportation system performance through managementstrategies, keeping commuter traffic on expressways and arterials3. Amend the Subdivision Ordinance to require lots adjacent toroads of major collector or higher classification to front oninterior streets or service roads.4. Institute within transit districts a mechanism to collect and setaside funding for transit operations and maintenance.5. Consider varying adequate public facility (APF) standards in theDeveloped and Developing Tiers and in growth policy centersaccording to level of density or intensity.6. Consider adding to the Planning Board’s “Guidelines for theAnalysis of the Traffic Impact of Development Proposals” a testof the proposed development’s propensity to minimize (orgenerate) vehicle trips and vehicle miles of travel based on (1)the development’s ability to accommodate all modes of travel,and (2) its proximity to or distance from General Plan centersand priority funding areas.7. The Maryland-National Capital Park and Planning Commission,Prince George’s County Department of Public Works andTransportation, and the City of Greenbelt should work collectivelyto address both (1) the failing levels of service of Hanover Parkwayand Cherrywood Lane, and (2) all other traffic and operationalchallenges associated with the buildout land use projected by themaster plans for this part of Prince George’s County.Policy 4:Using both traditional and innovative methods, essential street, road, andhighway projects are implemented using federal, state, and local financialresources, public/private partnerships, and developer funding when trafficimpacts from development or redevelopment projects are assessed.STRATEGIES1. Develop and continually evaluate funding strategies, such asimpact and adequate public facility fees, value pricing, and otherstaging strategies, to be considered by policy makers as policyoptions for implementing this master plan and the transportationrecommendations of master plans adopted and approved in thefuture. (Discussed in Chapter VII: Strategic Transportation Policyand Master Plan Implementation.)Approved Countywide Master Plan of Transportationand preventing encroachment of through traffic into residentialneighborhoods. At signalized intersections, require a minimum of two laneson each approach. In the design of internal residential subdivision streets, applythe traffic volume criteria from the DPW&T NeighborhoodTraffic Management Program and the trip generation ratesfrom the “Guidelines for the Analysis of the Traffic Impactof Development Proposals” to determine: Number of subdivision access points Street typical sections Maximum length of culs-de-sacDead-end “stub” streets connecting to adjacent vacantparcels should be designed to primary residential street(60-foot right-of-way) standards.7. Review street and road design standards, regulations, andguidelines with both county and state operating agencies toensure full and continual consideration of pedestrian mobilityand safety requirements, particularly in the Developed andDeveloping Tiers, and within and near all General Plan centersand corridor nodes.Policy 3:Emphasis is placed on linking the population and economic growthrates with the availability of transportation funds to support them andensuring that land development projects are approved on thecondition that developer contributions sufficiently provide for theconstruction or expansion of the transportation infrastructure neededto maintain an acceptable LOS and transit mode share.STRATEGIES1. Construct road improvements on an incremental basis as thedemand for capacity increases and as funding becomes available.2. Consider requiring that subdivision plan approval be contingentupon adequate provisions for right-of-way needs toaccommodate long-term transportation demand.2. Research and identify successful financing mechanisms forneeded transportation projects, such as temporary “penny” salestax funds, or other strategies that are controlled by local electedofficials, and that can be implemented equitably and fairly.3. Consider channeling parking revenues to transportationimprovements and pricing parking space in a way that limits freeparking, reflects the true cost of parking, and prices on-streetparking to make it more costly than or at least as expensive asparking in lots and garages.4. Seek opportunities with developers as well as federal, state, andcounty stakeholders to engage in public/private partnerships thatprovide benefits for all parties, including the traveling public.5. As part of the development process, consider (1) rewardingfeatures that enhance multimodalism and (2) imposing fees forproposed developments that reinforce reliance on the automobile,based on information added to the traffic impact analysis thattests the proposed development’s ability to minimize vehicletrips and vehicle miles traveled.6. Consider future pricing strategies that redistribute traffic volumesto nonpeak hours, manage through trips, free up capacity for goodsmovement, and provide income streams for transit and othercongestion-reducing enhancements to the transportation system.Policy 5:Mainly through the National Environmental Protection Act (NEPA)process and in coordination with the Approved Countywide GreenInfrastructure Plan, street, road and highway projects areimplemented in a manner that protects the natural environment,minimizes dislocation and disruption, and is consistent with thecounty’s environmental stewardship goals.STRATEGIES1. Develop an awards program to recognize projects that promotesustainability, reduce noise, incorporate energy-saving features,and otherwise exceed expectations for environmental stewardship.2. Recognize projects that are constructed in an environmentallysensitive manner.47
3. Implement the transportation network in an environmentallysensitive manner by: Minimizing the crossings of streams and wetlands, wherepossible, by careful planning or road locations, maximizinguse of existing stream crossings, and coordinating the roadnetwork between parcels to limit the need for streamcrossings and other environmental impacts. Crossing streams (where stream crossings are unavoidable)at right angles except where prevented by geologic features. Constructing stream crossings using clear span bridges or,where bridges cannot be used for design reasons, bottomlessculverts or other low-impact crossing structures that have awidth that matches or exceeds the natural width of the streamand that minimizes the impact to stream habitats, fish, andother stream organisms. Using drainage structures, such as water turnouts or broadbased dips, on both sides of a crossing as needed to preventroad and ditch runoff from directly entering the stream. Retrofitting stream crossings (where necessary) in a mannerthat removes fish blockages.Conservation and Enhancement of Special Roadways:Scenic and Historic RoadsGoal:To conserve viewsheds and other natural and cultural features ofscenic and historic roads, scenic byways, and parkways to the extentpossible when considering transportation improvements and whenreviewing new land development proposals.IntroductionThe preservation of existing roads as historic and scenic assets isimportant to retaining the heritage and community character of thecounty. Several reports have inventoried the county’s historic andscenic assets, including the 1984 Scenic Roads Study and the 1992Prince George’s County Historic Sites and Districts Plan. Otherroads have been designated in area master plans, the General Plan, orthrough separate resolutions of the County Council. A statedesignated scenic byway crosses the county as well, and twosignificant parkways, owned and managed by the National ParkService, act as major circulation corridors as well as gateways to thenation’s capital. The existing scenic and historic roads, the scenicbyway, and the parkways are shown on the Designated and ProposedSpecial Roadways Map.Conservation and enhancement of these specially designatedroadways are intended to provide safe and enjoyable travel, whilepreserving the scenic and historic resources both within the rights-ofway and on adjacent land. It is also necessary that all road designsand construction provide, insofar as practicable, a consistently safebut visually varied environment that is pleasing to all road users andadjacent property owners.It should be noted that all designated scenic and historic roadwaysand scenic byways are considered “designated roadways” in thisplan. Because of their unique ownership and thei
The street, road and highway recommendations of the master plans adopted and approved since 1982, as shown and amended in Table 4, Street, Road, and Highway Facility Recommendations, constitute the facilities in the Streets, Roads and Highways Element recommendation of this master plan for the Prince George’s County transportation network.
Part One: Heir of Ash Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Chapter 19 Chapter 20 Chapter 21 Chapter 22 Chapter 23 Chapter 24 Chapter 25 Chapter 26 Chapter 27 Chapter 28 Chapter 29 Chapter 30 .
TO KILL A MOCKINGBIRD. Contents Dedication Epigraph Part One Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Part Two Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18. Chapter 19 Chapter 20 Chapter 21 Chapter 22 Chapter 23 Chapter 24 Chapter 25 Chapter 26
DEDICATION PART ONE Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 PART TWO Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Chapter 19 Chapter 20 Chapter 21 Chapter 22 Chapter 23 .
MCPS High School Regional/Countywide Application Programs At-A-Glance In addition to the various academic programs in the local schools, Grade 8* students who live in Montgomery County may be eligible to apply to MCPS High School Regional/Countywide . Attended a DCC middle school (Argyle, Eastern, Lee, Loiederman, Newport Mill, Takoma Park .
About the husband’s secret. Dedication Epigraph Pandora Monday Chapter One Chapter Two Chapter Three Chapter Four Chapter Five Tuesday Chapter Six Chapter Seven. Chapter Eight Chapter Nine Chapter Ten Chapter Eleven Chapter Twelve Chapter Thirteen Chapter Fourteen Chapter Fifteen Chapter Sixteen Chapter Seventeen Chapter Eighteen
18.4 35 18.5 35 I Solutions to Applying the Concepts Questions II Answers to End-of-chapter Conceptual Questions Chapter 1 37 Chapter 2 38 Chapter 3 39 Chapter 4 40 Chapter 5 43 Chapter 6 45 Chapter 7 46 Chapter 8 47 Chapter 9 50 Chapter 10 52 Chapter 11 55 Chapter 12 56 Chapter 13 57 Chapter 14 61 Chapter 15 62 Chapter 16 63 Chapter 17 65 .
HUNTER. Special thanks to Kate Cary. Contents Cover Title Page Prologue Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter
Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapter 7 Chapter 8 Chapter 9 Chapter 10 Chapter 11 Chapter 12 Chapter 13 Chapter 14 Chapter 15 Chapter 16 Chapter 17 Chapter 18 Chapter 19 Chapter 20 . Within was a room as familiar to her as her home back in Oparium. A large desk was situated i
