TRANSPORTATION PLAN

INTRODUCTION
Most of the Upper Rock Creek Planning Area is within one of the County’s rural policy areas;
only the Derwood section of the Planning Area is outside this rural classification. Transportation
needs in Upper Rock Creek are influenced by the area’s location adjacent to the I-270 corridor to
the west, the suburban community of Aspen Hill to the southeast and the satellite community of
Olney to the east and northeast. Commercial activities in the I-270 corridor and downcounty
areas influence travel patterns for residents of Upper Rock Creek as well those traveling from
other planning areas.

The Shady Grove Metrorail Station is located just outside the Planning Area’s western boundary
at the intersection of Redland Road and Crabbs Branch Way. This station serves as the terminus
of the Metrorail Red Line and is an important destination for motorists, transit services, bicyclists
and pedestrians.

The Master Plan alignments for the Intercounty Connector (ICC) traverse the Upper Rock Creek
Planning Area. The feasibility of the ICC has been reviewed through both state and local
transportation studies that have not yet been concluded. This Plan, therefore, does not
recommend any changes to the ICC rights-of-way already defined in the Master Plan of
Highways and the 1985 Upper Rock Creek Master Plan. Should the state study process conclude
that the Master Plan route is not feasible, the transportation recommendations of this Plan would
need to be reviewed. The status of the studies and recommendations for interim uses of the
right-of-way are described in greater detail below.

This Plan addresses streets and highways, transit, and bikeways in an effort to create a
comprehensive system that meets the needs of the local community, provides adequate regional
connections, and respects the physical character of Upper Rock Creek.

TRAVEL FORECASTING
Travel demand is a function of the amount and type of activity generated by land uses and the
available facilities and services that connect those land uses. There is a relationship between the
amount of development recommended by a master plan and the transportation system capacity
required to accommodate the resulting demand for transportation.

The focus of the land use recommendations in this Plan is on the larger portion of land area in
the Rural Policy Area. Currently, this area has approximately 1,900 households and 2,000 jobs.
This Plan supports measures to reduce the amount of travel demand generated from activities
within this Planning Area. A majority of travel demand will be generated by additional
development outside the Upper Rock Creek Master Planning Area. Currently, approximately 75
percent of the traffic that crosses the Upper Rock Creek Planning Area boundary is through
Upper Rock Creek Area Master Plan 63 Approved and Adopted – April 2004
traffic; only about 25 percent is generated by local land uses. This ratio is forecast to stay
relatively constant as planned development occurs in both Upper Rock Creek, the remainder of
Montgomery County, and the rest of the Washington region.

The transportation recommendations in this Plan have been developed using the results of
independent regional travel forecasting studies, including a State Highway Administration
(SHA) analysis for the Woodfield Road (MD 124) project planning study, and the M-NCPPC
analysis of the Muncaster Mill Road (MD 115) corridor. The Appendix provides additional
details on the process and findings for each of these studies.

The travel forecasting process is also used to determine the degree of balance between land use
and transportation recommendations in master plans by comparing the forecast average
congestion index (ACI) to Annual Growth Policy (AGP) standards for policy area transportation
review. Many master plan areas and policy areas have coterminous boundaries, so that the AGP
policy area standards can be applied directly. The Upper Rock Creek Planning Area, however,
does not correspond to a Policy Area. Approximately two-thirds of the Upper Rock Creek
Planning Area is located within the Rock Creek Policy Area, one of the County’s five rural
policy areas. The AGP does not specify ACI indices for rural policy areas, as land use in these
areas is controlled by zoning, water and sewer constraints. The remainder of the Upper Rock
Creek Master Plan Area is part of the Derwood Policy Area, which has an ACI standard of 0.58.
The travel forecasting performed for the master plan analyses indicates that the portion of the
Derwood Policy Area within Upper Rock Creek is estimated to have an ACI of 0.55 in 2025.
This plan is therefore considered to have a balance between land use and transportation.

STREETS AND HIGHWAYS

Most of the Upper Rock Creek Planning Area is served by a network of two-lane roadways,
consistent with the prevailing low-density development pattern. Exceptions to the two-lane
roadways are generally located along the edges of the area, and include Airpark Road, Gude
Drive, and portions of Woodfield Road. Muncaster Road, Avery Road, Bowie Mill Road and
Muncaster Mill Road are currently two-lane roads without curbs or gutters. To support efforts to
preserve and enhance the low-density residential character of the Planning Area, this Plan
recommends that, where it is consistent with safety and other operational issues such as turning
movements or acceleration/deceleration lanes, roads retain their existing two-lane, open sections.

Two proposed new roadways have been retained in the Master Plan to provide east-west
transportation. This Plan proposes no changes to those Master Plan alignments until federal and
local feasibility studies have been completed and reviewed. The status of the east-west
transportation studies and several other recommended changes to the remaining street and
highway network are described below.

East-West Transportation
The Intercounty Connector (ICC) is a master planned, 18-mile long freeway connecting
Interstate 270 to I-95 and US 1 in Prince George’s County. The facility is designated as F-9 in
the Montgomery County Master Plan of Highways, with a 300-foot wide right-of-way. Access
to the ICC within Montgomery County is envisioned only at six locations: I-370, Midcounty
Highway Extended (M-83), Georgia Avenue (MD 97), Layhill Road (MD 182), New Hampshire
Upper Rock Creek Area Master Plan 64 Approved and Adopted – April 2004
Avenue (MD 650) and Columbia Pike (US 29). The Master Plan of Bikeways includes an off-
road bike path within the ICC right-of-way. In the Upper Rock Creek Master Plan Area, the ICC
right-of-way extends approximately three miles between Redland Road and the North Branch of
Rock Creek. Access to the ICC is via the interchange with the Mid-County Highway.

The ICC has twice been studied by the Maryland Department of Transportation under the federal
environmental impact statement (EIS) process, resulting in one Draft EIS in 1983 and a second
Draft EIS in 1997. Neither study resulted in a signed Final EIS or Record of Decision (ROD)
from the Federal Highway Administration. Federal agency comments on the 1997 Draft EIS
regarding impacts in the Northwest Branch and Paint Branch stream valleys led then-Governor
Glendening to propose abandoning the central portion of the ICC between Georgia Avenue and
US 29 and pursuing new roadways in the remaining western and eastern portions of the
alignment, subsequently termed Western Connector and Eastern Connector, respectively.

This Master Plan recommends that the ICC be constructed along the Master Plan alignment,
consistent with the Master Plan of Highways as amended by the 1985 Upper Rock Creek Master
Plan and subsequent area master plans along the ICC right-of-way for Gaithersburg Vicinity
(1990), Aspen Hill (1994), Fairland (1997), and Cloverly (1997). This Master Plan also provides
some level of flexibility to allow a Western Connector to be constructed within the ICC right-of-
way, based on the results of recent state and local planning studies described below.

In this Plan, the term “Western Connector” refers to a range of east-west roadway options in the
vicinity of Muncaster Mill Road generally between Georgia Avenue/Norbeck Road in the east
and the termini of Mid-County Highway and I-370 at Shady Grove in the west. Three separate
studies have been undertaken within the past five years to examine east-west transportation
needs between the I-270 corridor and the central and eastern portions of Montgomery County.
These studies, in chronological order are:

The Intercounty Connector Draft Environmental Impact Statement, published in 1997,

examined a Master Plan Alignment Alternative of the Intercounty Connector and three
other build alternates: the Northern Alignment Alternative, the Mid-County
Highway/MD 198 Alignment Alternative, and the Upgrade Existing Roads Alternative.
Governor Glendening placed the study on hold after the DEIS was published in 1997.

The Muncaster Mill Road Corridor Study was an M-NCPPC study designed to respond
to a County Council request to determine a preferred alternate for increasing roadway
capacity either along existing Muncaster Mill Road or along the Mid-County Highway
Extended (M-83) alignment. This study quantified the effects of three build alternates,
labeled Alternates A, B, and C. Alternate A would widen Muncaster Mill Road to four
lanes in a 100-foot right-of-way between Shady Grove and Norbeck roads; Alternate B
would construct the Mid-County Highway between Shady Grove and Muncaster Mill
roads, and widen Muncaster Mill Road to four lanes from that point east to Norbeck
Road; Alternate C would construct the Mid-County Highway between Shady Grove and
Muncaster Mill roads, and extend a new road from that point east in the ICC right-of-way
to Norbeck Road. The County Council placed the study on hold in March 2001, based
primarily on concerns that drawing conclusions would adversely affect the planning
process for both the Upper Rock Creek Master Plan and the Transportation Policy
Report. The Appendix contains detailed information on the Study and the alternatives
evaluated in it.
Upper Rock Creek Area Master Plan 65 Approved and Adopted – April 2004
 The Transportation Policy Report (TPR) was an M-NCPPC study designed to examine
and prioritize transportation needs countywide. The TPR process included a 35-member
Task Force and culminated in two separate documents. The Transportation Policy Report
Task Force Report, published as a Final Draft Report on January 17, 2002, summarized
the study findings and indicated Task Force member voting on individual transportation
projects, but did not develop consensus on a set of complementary projects that should be
retained as a master plan network for transportation. In late 2001, recognizing that the
Task Force Report would not deliver a recommended network, the Planning Board
requested that M-NCPPC staff develop a recommended network, informed by but not
limited to the Task Force findings. This network, refined during Planning Board
worksessions in December 2001, is described in the Montgomery County Planning
Board’s Transportation Policy Report, published on January 15, 2002. The network
includes four near-term options for east-west transportation improvements through the
Upper Rock Creek Planning Area: construction of a four-lane arterial between I-370 and
MD 28 east of Georgia Avenue along the ICC’s Master Plan alignment (Option 1);
constructing the Mid-County Highway between Shady Grove Road and MD 28, using the
ICC right-of-way east of Muncaster Mill Road (Option 2); widening Muncaster Mill
Road between Redland Road and MD 28 (Option 3); and constructing the Mid-County
Highway between Shady Grove Road and Muncaster Mill Road, and widening Muncaster
Mill Road between the Mid-County Highway intersection and MD 28 (Option 4).

Each of these three studies is relevant to the Upper Rock Creek Area Master Plan. The Inter-
County Connector DEIS provides the most robust analysis of environmental impacts associated
with the range of roadway alternates investigated. The Muncaster Mill Road Corridor Study
provides updated transportation analyses and revisited the quantitative environmental and
community impacts associated with alternatives limited to the western portion of the ICC study
area, between Shady Grove Road and Norbeck Road (MD 28). These analyses were used in part
to develop other environmental and transportation recommendations in this Plan.

Recommendations

• Maintain the Master Plan functional classification and recommended right-of-way, and
two-lane section for Muncaster Mill Road (A-93). Do not widen Muncaster Mill Road to
increase capacity.

• Maintain the Master Plan functional classification, recommended right-of-way and

number of lanes for the Intercounty Connector (F-9) and for the Mid-County Highway
Extended.

• Complete the federal Environmental Impact Statement (EIS) process to implement the
ICC. If the Final EIS concludes that the full ICC cannot be built as envisioned in the
Master Plan, then alternative east-west transportation projects, described as
Transportation Policy Report Option 1 and Option 2, may be considered consistent with
the Upper Rock Creek Area Master Plan.

Upper Rock Creek Area Master Plan 66 Approved and Adopted – April 2004
ROADWAY CLASSIFICATIONS
The County’s road classifications identify road function, service, and ultimate right-of-way
width to create a rational road hierarchy and insure room for streetscape, sidewalks, and
bikeways. Road classification changes are intended to make roadways consistent with road
definitions in the County Code, intended road function, and ultimate road design and right-of-
way.

The minimum roadway right-of-way width and number of lanes are identified in the Street and
Highway Classification Table. These recommendations are used as a guide to right-of-way
dedication and other elements such as sidewalks and streetscape. This Master Plan does not
make specific recommendations for secondary or tertiary residential roads.

Cherry Valley Drive Extended

The 1985 Upper Rock Creek Master Plan included a primary roadway connection across the
North Branch of Rock Creek to connect Upper Rock Creek to Olney. This roadway was an
extension of Cherry Valley Drive in Olney and was intended to connect to a realigned Muncaster
Mill Road in the vicinity of the ICC right-of-way. Existing Cherry Valley Drive is designated as
P-8 in the Olney Master Plan. Within the Upper Rock Creek Planning Area, Cherry Valley
Drive Extended was designated as P-10.

Travel demand analyses indicated that if built as one element of an expanded network of east-
west roadways, Cherry Valley Drive Extended would ultimately carry between 13,000 and
16,000 vehicles per day across the North Branch, depending upon the assumptions for roadway
facilities in the ICC right-of-way. These volumes would approach or exceed the roadway
capacity, estimated to be approximately 14,000 vehicles per day.

The high levels of travel demand forecast for Cherry Valley Drive Extended indicate the degree
to which the stream valleys act as barriers to regional traffic. More importantly, however, the
demand indicates that if built, Cherry Valley Drive would be serving the function of an arterial
roadway, not a primary residential roadway, as most of the traffic crossing the North Branch
would be traveling between communities east of Cashell Road and west of Muncaster Mill Road.
This connection would also result in an increased cut-through traffic on the network of
residential streets in Olney.

The environmental impact associated with Cherry Valley Drive is also substantial. This Plan
recognizes that any stream valley crossing will have adverse impacts to the natural environment.
The transportation benefits of a new roadway crossing must be balanced against the community
and environmental effects. In the case of Cherry Valley Drive Extended, this Plan finds that this
primary residential street is inappropriate from a transportation network perspective as well as
from community and environmental perspectives.

Recommendation

• Remove Cherry Valley Drive Extended (P-10) from the Upper Rock Creek Master Plan
street and highway network.

Upper Rock Creek Area Master Plan 67 Approved and Adopted – April 2004
Muncaster Mill Road/Avery Road Realignment
The 1985 Upper Rock Creek Plan recommended the easterly relocation of Muncaster Mill Road
for approximately one half mile to the northwest of its intersection with Avery Drive. In the
1985 Plan, Muncaster Mill Road is classified as a primary residential road, designated P-6 to the
northwest of Avery Road and designated P-9 to the southeast of Avery Road. The realignment
would reorient the skewed “T” intersection so that the through movement across the top of the
“T” would be between Avery Road and Relocated Muncaster Mill Road. This realignment was
intended to address sight distance concerns at the existing intersection and anticipated
subdivision activity on the parcels traversed by Relocated Muncaster Mill Road.

The 1995 Muncaster Road and Muncaster Mill Road Highway Classification and Alignment
Master Plan Amendment reclassified Muncaster Mill Road from a primary residential road to an
arterial roadway, designated A-93, throughout the Plan Area. The mapping shown in the 1995
amendment did not show the realignment described in the 1985 Plan, yet the actual amendment
text and County Council resolutions did not address the relocation shown in the 1985 Plan. This
Plan removes the realignment of Muncaster Mill Road in the vicinity of Avery Road. It supports
a minor realignment in this area that is part of ongoing safety improvements on Muncaster Mill
Road.

Recommendation

• Remove the realignment of Muncaster Mill Road (A-93) in the vicinity of Avery Road.

Bowie Mill Road Relocated

The Muncaster Mill Road (A-93) intersections with Bowie Mill Road (A-42) and Needwood
Road (P-8) are approximately 600 feet apart. Both intersections are controlled by a traffic signal.
The Bowie Mill Road intersection is a “T” intersection and the Needwood Road intersection is a
four-leg intersection, with the northeastern leg serving the driveway for Casey House, a hospice
facility. During the plan development for Casey House, the property line was established to
facilitate a southerly relocation of Bowie Mill Road so that it would intersect Muncaster Mill
Road directly opposite Needwood Road.

Based on existing traffic counts at the two intersections, approximately 300 vehicles per hour
travel in the peak direction (southbound in the morning and northbound in the evening) between
Bowie Mill Road and Needwood Road. This dog-leg maneuver would be simplified if Bowie
Mill Road were realigned to meet Needwood Road. A four-leg intersection is also generally
preferable, in terms of motorist expectations and traffic safety, to two offset “T” intersections.

Consolidating the travel movements to a single intersection by relocating Bowie Mill Road may
result in a poorer level of traffic service at the four-leg intersection, by bringing all turning
movements to a single point rather than allowing some conflicting maneuvers to occur
simultaneously at two separate intersections. If the existing segment of Bowie Mill Road
between Muncaster Mill Road and Relocated Bowie Mill Road is closed or otherwise
disconnected, traffic moving between the northwest leg of Muncaster Mill Road and the
northeast leg of Bowie Mill Road would be relocated, resulting in a longer travel distance and an
increase in the critical lane volume (CLV) at the Needwood Road intersection.
Upper Rock Creek Area Master Plan 68 Approved and Adopted – April 2004
This adverse affect could be alleviated by retaining the existing roadways and constructing
Bowie Mill Road relocated. This design would increase the number of stream crossings, and is
therefore not preferred due to environmental effects. This Plan therefore recommends retaining
the dog-leg configuration. The State Highway Administration should conduct further study of
operational improvements, such as extending or widening selected turn lanes and examining
signal phasing, to enhance safety and reduce delays at these closely spaced intersections. Should
a subsequent public agency study or subsequent subdivision proposal satisfy both transportation
and environmental objectives by relocating Bowie Mill Road to meet Needwood Road, such a
proposal should be consistent with this Plan.

Recommendation

• Retain the existing configuration of the intersections of Muncaster Mill and Bowie Mill
Roads and of Muncaster Mill and Needwood Roads.

• Support a State Highway Administration study of operational improvements and consider

environmentally and operationally appropriate relocations consistent with this Plan.

Redland Road Classification

The 1985 Plan classified Redland Road as a primary residential street (P-7) from Muncaster Mill
Road to the Plan boundary at Crabbs Branch Way. The recommended right-of-way is not
specified in the 1985 Plan, but Section 49-34 of the County Code identifies a 70’ recommended
right-of-way for primary residential roads in cases where a master plan does not otherwise
indicate a recommended right-of-way.

This two-mile section of Redland Road operates more as an arterial roadway than as a primary
residential roadway. This is due to several factors as described below:

• Network connectivity: The 1985 Plan envisioned an extension of Shady Grove Road
(M-42) including a direct connection across Rock Creek to Muncaster Road in the
vicinity of the Agricultural History Farm Park. The 1995 Muncaster Road and Muncaster
Mill Road Highway Classification and Alignment Master Plan Amendment removed the
M-42 extension and reclassified Muncaster Road from a major highway to an arterial
roadway (A-102) between Olney-Laytonsville Road (M-60) and Muncaster Mill Road
(reclassified as A-93 in the 1995 amendment). To the west of the Planning Area
boundary at Crabbs Branch Way, Redland Road is classified as a four-lane industrial
roadway (I-9) with an 80’ right-of-way. Redland Road is the most direct connection
between Muncaster Road and the Shady Grove Metrorail station.

• County Code guidance: Section 49-34 of the County Code describes an arterial
roadway as any road other than a business district road that connects two state or federal
roads and will be used primarily for through traffic. Redland Road connects Muncaster
Mill Road (MD 115) to Rockville Pike (MD 355). To the southwest of Muncaster Mill
Road, Redland Road carries an average daily traffic volume of approximately 13,200
vehicles. This volume is forecast to increase only slightly, to 14,200 vehicles, by 2025, if
no other changes are made to the east-west transportation network. This volume of

Upper Rock Creek Area Master Plan 69 Approved and Adopted – April 2004
 traffic is within the carrying capacity of a two-lane roadway, but substantially higher than
would be generated by the neighborhoods that access Redland Road, indicating that it
currently functions as a through roadway.

• Adjacent land use: The adjacent land use on Redland Road is inconsistent with the
residential road classification, including:

o Three houses of worship: Shady Grove Presbyterian Church, Derwood Alliance

Church, and Inglesia Alianza Derwood

o Commercial frontage between Muncaster Mill Road and Roslyn Avenue

Approximately 40 single-family residences have driveway access onto this two-mile long
segment of Redland Road.

• Planned intersection capacity improvement: The intersection of Redland Road and

Needwood Road is forecast to exceed the Derwood Policy Area congestion standard.
Increasing the intersection capacity to attain the congestion standard requires extending a
through travel lane on Redland Road from Crabbs Branch Way to a point north of the
Needwood Road intersection.

The recommended right-of-way for a rural arterial roadway is 80 feet (two lanes with paved
shoulders and an open section) and other arterial roadways (four lanes with sidewalks and curb
and gutter) have the same right-of-way dimension. The existing right-of-way on Redland Road
varies, with most areas adjacent to subdivided properties having a 70-foot right-of-way.

While these characteristics of Redland Road are common to arterial roadways, the function of
Redland Road has not been compromised by its current classification as a primary residential
road.

Recommendation

• Retain Redland Road as a Primary Residential roadway (P-7) between Muncaster Mill
Road and Crabbs Branch Way, with a 70-foot minimum right-of-way. Between
Muncaster Mill Road and Needwood Road, two through travel lanes and an open section
are recommended. Between Needwood Road and Crabbs Branch Way, a maximum of
four travel lanes is recommended as through lanes between the programmed intersection
capacity improvements.

Woodfield Road
Woodfield Road (M-21), also known as MD 124, forms the boundary of the Upper Rock Creek
and Gaithersburg Vicinity Planning Areas between Muncaster Mill Road and Warfield Road.
The 1985 Gaithersburg Vicinity Master Plan recommends four to six lanes on this segment of
roadway. The Maryland State Highway Administration (SHA) has completed facility planning
for this roadway and found that throughout the project study area, from Midcounty Highway to
Warfield Road, a six-lane cross-section would be required to accommodate forecast 2020 travel

Upper Rock Creek Area Master Plan 70 Approved and Adopted – April 2004
demand so that intersections would operate within the Montgomery Village/Airpark Policy Area
congestion standard. The Planning Board and County Council, in commenting on a preferred
alternate, recommended that the facility be staged so that four lanes were constructed initially,
but concurred that the section should accommodate future widening to six lanes.

Recommendation

• The recommended number of through travel lanes on Woodfield Road (M-21) between
Muncaster Mill Road and Warfield Road is six.

BIKEWAYS
The Master Plan of Bikeways is a functional master plan that designates the locations and classes
of bikeways throughout the County. There are three bikeway classes. Class I bikeways are
separate off-street paths located on one side of a roadway. Class I bikeways are a minimum of
eight feet wide and allow two-way bicycle traffic. They can also function as mixed-use paths
that can be shared with pedestrians. Class II bikeways are on-street lanes designated for the
exclusive or semi-exclusive use of bicycles. They are located on both sides of a roadway, and
are designated on the roadway by a five-foot wide marking. Class III bikeways are on-street
routes that are designated by signs only. They are shared with motor vehicles.

The purpose of the Bikeway System is to provide routes for people of all levels of experience
and ability between parks, schools, neighborhoods and other destinations, as well as to provide
direct routes to the Shady Grove Metro Station.

The Bikeway System includes:

• The Agricultural Heritage Bikeway, which will enable bicyclists to reach an important
destination, the Agricultural History Farm Park, from both east and west.

• Several bike routes for commuters that lead directly to the Shady Grove Metro Station –
Muncaster Road/Redland Road, Bowie Mill Road/Needwood Road, and
Woodfield/Shady Grove Road.

• The Magruder Bikeway that runs between Rock Creek and the Shady Grove Metro
Station and links two key destinations: Lake Needwood and Magruder High School.

Local bikeways that serve individual neighborhoods should also be provided as new roads and
subdivisions are built.

This Bikeway System reflects several changes to the previous bikeway plan. These changes provide
improved environmental protection of the streams by moving several proposed bikeways out of the
stream valleys and replacing them with other routes, improved direct routes for commuters to the
Shady Grove Metro Station; added bike paths to provide routes that are separated from traffic, and
improved connections to regional bike routes that extend beyond the Planning Area.

Upper Rock Creek Area Master Plan 71 Approved and Adopted – April 2004
ROADWAY DESIGNATIONS

Upper Rock Creek Area Master Plan 72 Approved and Adopted – April 2004
 Street and Highway Classifications

Roadway Limits Minimum Number

ROW of Travel
Width Lanes1
(feet)

Freeways

F-9 Intercounty Redland Road to North Branch 300 6, divided,

Connector of Rock Creek plus
transitway
facility

Major Highways

M-21 Woodfield Road Muncaster Mill Road to 120-1502 6, divided

(MD 124) Warfield Road

M-23 East Gude Drive CSX Railroad to Southlawn 120 4, divided

Lane

M-42 Shady Grove Road Mill Run Drive to Muncaster 120-1502 6, divided
Mill Road

M-60 Olney-Laytonsville Laytonsville Town Boundary to 120 4, divided

Road (MD 108) Plan Boundary

M-83 Midcounty Highway Redland Road to F-9 150 4-6,

divided

Arterials

A-42 Bowie Mill Road Muncaster Mill Road to North 80 2

Branch of Rock Creek

A-93 Muncaster Mill Woodfield Road to Redland 100 4, divided

Road (MD 115) Road

A-93 Muncaster Mill Redland Road to North Branch 80 2

Road (MD 115) of Rock Creek

A-95 Fieldcrest Road Woodfield Road to Olney- 80 2

Laytonsville Road

A-102 Muncaster Road Muncaster Mill Road to Olney- 80 2

Laytonsville Road

1
These are the number of planned through travel lanes for each segment, not including lanes for turning, parking,
acceleration, deceleration, or other purposes auxiliary to through travel
2
Current design plans for these roadways call for six lanes within a 120-foot right-of-way. These plans should be
implemented. Future subdivisions should require 150-foot rights-of-way for long term planning purposes.
Upper Rock Creek Area Master Plan 73 Approved and Adopted – April 2004
 Roadway Limits Minimum Number
ROW of Travel
Width Lanes1
(feet)
A-250 Avery Road Plan Boundary to Muncaster 80 2
Mill Road

A-268 Airpark Road Woodfield Road to Shady 80 4

Extended Grove Road

Primary Residential
P-1 Dorsey Road Warfield Road to Olney- 70 2
Laytonsville Road
P-2 Sweet Meadow Dorsey Road to Fieldcrest Road 70 2
Lane/Belle Chase
Drive
P-3 Cypress Hill Drive Woodfield Road to Road End 70 2
P-4 Warfield Road Woodfield Road to 70 2
Laytonsville Town Boundary
P-5 Wickham Road Olney-Laytonsville Road to 70 2
Plan Boundary

P-7 Redland Road Crabbs Branch Way to 70 4

Needwood Road

Needwood Road to Muncaster 70 2

Mill Road
P-8 Needwood Road Redland Road to Muncaster 70 2
Mill Road

Industrial

I-1 Southlawn Lane Gude Drive to Avery Road 70 2-4

I-2 Dover Road Gude Drive to Horners Lane 70 2

I-2 Horners Lane Dover Road to Westmore 70 2

Avenue

I-2 Westmore Avenue Horners Lane to Westmore 70 2

Road

I-2 Westmore Road Westmore Avenue to Road End 70 2

Upper Rock Creek Area Master Plan 74 Approved and Adopted – April 2004
Overall Recommendations

• Bikeway System routes as described in this Master Plan should be implemented as well
as a “finer” system of neighborhood routes. The neighborhood routes should be
designated and built when new roads and neighborhoods are built. They should provide
connections to the main bike routes as well as circulation within the neighborhoods and
connections to local destinations such as nearby parks and schools.

• Roadways that include Class II or Class III bikeways should be improved to meet safety
standards before bikeway signs or markings are placed on the road. Two roads in
particular are likely to require such safety improvements: Muncaster Road and Redland
Road.

• Bikeways should provide access to park trails, which are important destinations.

This Plan makes these recommendations for individual bikeways:

• The Agricultural Heritage Bikeway creates bicycle connections to this important park
from east and west. From MD 124 on the west, a Class II bike path should be designated
on Cypress Hill Drive. Land newly acquired as part of the development of the Hoover
property also can be used. To reach the park from the east, Class I or Class II bike paths
should be designated as part of the development of the Fraley and Hendry properties.

• Bikeways can be used as commuter routes to the Shady Grove Metro Station. This Plan
recommends a Class II or Class III bikeway on Redland Road, depending on the
availability of right-of-way. Class II or Class III bikeways on Muncaster and Bowie Mill
Roads should be designated to allow longer distance commuters the opportunity to reach
Shady Grove. On Needwood Road, a Class I bike path should be designated and
constructed from Redland Road to Muncaster Mill Road to provide access to Rock Creek
Park. The Park and Trails section of this Plan contains additional information on
connecting bike paths between Rock Creek Park and the Intercounty Connector bike
paths. A Class I bike path is included as part of improvements to MD 124.

• The Magruder Bikeway allows connections between Rock Creek and Shady Grove. The
Class I bikeway on Needwood Road provides access from Shady Grove to Muncaster
Mill Road near Magruder High School. Connecting bike paths should be designated and
built as part of the development of the Casey property to serve Magruder High School
and connect to the park.

• Class I bikeways should be designated and constructed in the rights-of-way for the
Intercounty Connector and the Mid-County Highway.

• A Class II bikeway should be designated on MD 108 from Laytonsville to the Planning

Area Boundary near North Branch. A Class I bike path would be desirable along this
route, should improvements be programmed for MD 108.

Upper Rock Creek Area Master Plan 75 Approved and Adopted – April 2004
 • A Class II bikeway should be designated on Fieldcrest Road between MD 124 and MD
108. A Class I bike path is desirable, if improvements are programmed for Fieldcrest
Road.

• A Class II or Class III bikeway should be designated on Muncaster Mill Road between
MD 124 and North Branch.

• A Class II or Class III bikeway should be designated on Avery Road between Muncaster
Mill Road and the entrance to Rock Creek Regional Park.

This Bikeway System reflects coordination with the Countywide Parks Trails Plan. The system
includes a Class I bikeway along Needwood Road to connect the ICC bike path and Shady Grove
Metro. It also includes a Class I bikeway on Emory Lane, avoiding the North Branch
biodiversity area.

PEDESTRIAN NETWORK

This Plan proposes two key concepts for a pedestrian system: a park trails plan that serves both
the local community and the entire County, and safe walking routes to local destinations such as
schools, local parks, commercial areas and transit, particularly the Shady Grove Metro Station.

Improvements are needed to insure that people who live near these destinations can safely walk
to them, instead of driving. For this reason, particular attention should be given to providing for
crossings of main roads – such as Bowie Mill Road at Sequoyah Elementary School, and the
North Branch Trail crossing at Muncaster Mill Road.

The concept shows the local destinations that should be studied to determine what
improvements are needed to provide good access. For schools, this study should be coordinated
by MCPS and DPWT through their on-going work to ensure safe routes to schools. Walking
routes should be provided within a one-half mile radius of a destination. MCPS standards should
be applied when determining appropriate walking distances to local schools.

PUBLIC TRANSIT
Travel forecasts indicate that the Upper Rock Creek Planning Area will become increasingly
congested in the next twenty years, but a primary goal of this Plan is to preserve the area’s low
density residential character. A greater emphasis on transit and travel demand management can
increase the efficient use of the roads and help reduce congestion. Continued planning for public
transit should further examine opportunities to expand public transit services in the Planning
Area to complement the environmental goal of the Plan and the two-lane road policy. Because
of the area’s low density residential character, this Plan does not envision the introduction of rail
or other fixed-guideway transit services in the Planning Area. The transit objectives must be met
through expansion of efficient bus services and consideration of transit priority projects that
enhances these bus services. These planning activities should include consideration of bus
priority treatments such as auxiliary “queue jumper” lanes that may require additional right-of-
way beyond that indicated in the Street and Highway Classification table.

Upper Rock Creek Area Master Plan 76 Approved and Adopted – April 2004
 Bikeways

Ref. No. Bikeway Location Type

DB-14 Needwood Road Redland Road to Muncaster Mill Road Shared-use path (Class I)
(MD 115)
DB-19 Woodfield Road Gaithersburg Vicinity Plan Boundary Dual bikeway (Class I
(MD 124) to Warfield Road and either Class II or
Class III)
BL-20 Bowie Mill Muncaster Mill Road (MD 115) to On-road (Class II or III)
Road North Branch of Rock Creek
SP-28 Muncaster Mill Gaithersburg Vicinity Plan Boundary On-road (Class II or III)
Road (MD 115) to North Branch of Rock Creek
BL-29 Redland Road Crabbs Branch Way to Muncaster Mill On-road (Class II or III)
Road
BL-30 Shady Grove Muncaster Mill Road (MD 115) to On-road (Class II or III)
Road Midcounty Highway
BL-31 Fieldcrest Road Woodfield Road (MD 124) to Olney- On-road (Class II or III)
Laytonsville Road (MD 108)
SP-36 Olney- Town of Laytonsville to Olney Plan Shared-use path (Class I)
Laytonsville Boundary
Road (MD 108)
SP-40 ICC Redland Road to North Branch of Shared-use path (Class I)
Rock Creek
SP-51 East Gude Drive CSX Railroad to Southlawn Lane Shared-use path (Class I)
SP-55 Airpark Road Woodfield Road (MD 124) to Shared-use path (Class I)
Muncaster Mill Road (MD 115)
SP-70 Midcounty Redland Road to ICC Shared-use path (Class I)
Highway
Extended
B-1 Muncaster Road Olney-Laytonsville Road (MD 108) to On-road (Class II or III)
Muncaster Mill Road (MD 115)
B-2 Cypress Hill Woodfield Road (MD 124) to Rock On-road (Class II or III)
Drive Creek Stream Valley Park
B-3 Casey property Muncaster Road to North Branch On-road (Class II or III)
internal street Stream Valley Park
system
B-4 Avery Road Muncaster Mill Road (MD 115) to On-road (Class II or III)
Rock Creek Regional Park
B-5 Agricultural Hendry property internal street system On-road (Class II or III)
Bikeway from Muncaster Road to Little Spring
Road, Little Spring Road from Hendry
property to Fraley Farm Road, Fraley
Farm Road from Little Spring Road to
Griffith Farm Road, Griffith Farm
Road from Fraley Farm Road to Fraley
property, Fraley property internal street
system from Griffith Farm Road to
North Branch Stream Valley Park

Upper Rock Creek Area Master Plan 77 Approved and Adopted – April 2004
BIKEWAYS

Upper Rock Creek Area Master Plan 78 Approved and Adopted – April 2004
Public transit serves two constituencies. Some users choose transit as a competitive alternative to
auto travel; others are transit-dependent and auto travel is not an option. Upper Rock Creek has
both types of users and requires a transit plan which addresses the needs of both groups. Transit
is an attractive option where development densities are sufficiently high to generate travelers on
shared routes. Areas can then be served by vehicles operating on fixed routes or schedules. The
existing fixed-route bus services are generally oriented toward the Shady Grove Metrorail
Station.

TRAVEL DEMAND MANAGEMENT

Travel Demand Management (TDM) describes a range of policies and programs designed to
discourage use of the single-occupant auto and to encourage alternative forms of travel,
including transit, ridesharing, bicycling, and walking. These policies and programs range from
regional and countywide information and education programs to employer-based financial
incentives.

Montgomery County has legislated TDM activities in areas of concentrated commercial

development with high traffic congestion. In these areas, a Transportation Management
Organization (TMO) is established to implement and monitor TDM activities. The Shady Grove
Share-a-Ride District includes a portion of the Derwood area near the Shady Grove Metrorail
Station.

Upper Rock Creek Area Master Plan 79 Approved and Adopted – April 2004
Upper Rock Creek Area Master Plan 80 Approved and Adopted – April 2004