Facility Plan for the capital Crescent & Metropolitan Branch

LardnerlKlein Landscape Architects, P.C. in association with Daniel Consultants Inc.

Montgomery County Planning Board January 2001 The -National Capital Park and Planning Commission is a bi-county agency created by the Ge~eralAssembly of Maryland in 1927. The Commission's geographic - authority covers most of Montgomery and Prince George's counties. The Commission's planning jurisdiction, the Maryland-Washington Regional District, comprises 1,001 square miles; its parks jurisdiction, the Metropolitan District, comprises 91 9 square miles.

The Commission has three major functions:

(1) The preparation, adoption, and, from time to time, amendment or exten- sion of The General Plan (On Wedges and Corridors) for the Physical Devel- opment of the Maryland-Washington Regional District within Montgomery and Prince George's Counties.

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

(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. The Planning Boards are responsible for prepa- ration of all local master plans, recommendations on zoning amendments, administra- tion of subdivision regulations, and general administration of parks.

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 Rela- tions Office, (301) 495-4600 or T.D. (301) 495-1 331. ELECTED AND APPOINTED OFFICIALS

COUNTY COUNCIL

Blair Ewing, President Steven Silverman, Vice President Phil Andrews Derick P. Berlage Nancy Dacek Howard A. Denis lsiah Leggett Marilyn J. Praisner Michael L. Subin

COUNTY EXECUTIVE

Douglas M. Duncan

THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

Elizabeth M. Hewlett, Chairman William H. Hussman, Vice Chairman

COMMISSIONERS

Montgomery County Prince George's County Planning Board Planning Board William H. Hussman, Chairman Elizabeth M. Hewlett, Chairman Arthur Holmes, Jr., Vice Chairman James M. Brown Allison Bryant William H. Eley, Jr. Wendy Collins Perdue George H. Lowe, Jr. Meredith K. Wellington Acknowledgements This plan was developed with the assistance of the following citizen and agency members of the Project Advisory Group (PAG) for the Capital Crescent and Metropolitan Branch Trails Facility Plan:

Civic and Neighborhood Groups Jim Benfield, Takoma Park Civic Association John Carrol Joe Crossett, North WoodsideMontgomery Hills Citizen Assoc. Jim Evans, Takoma Park Civic Association Harry Sanders, Action Committee for Transit Jim Sebastian, Takoma Park Civic Association Webb Smedley, Gateway Georgia Avenue Development Corporation (and Neighbor) Rick Sniffin, Silver Spring Community Vision at Progress Place Nancy Urban, Montgomery Preservation, Inc.

Trail User Groups Ellen Jones, Washington Area Bicyclist Association Heather Anderson, Washington Area Bicyclist Association John Dugger, Coalition for the Capital Crescent Wayne Phyillaier, Coalition for the Capital Crescent Trail Roland Halstead, Coalition for the Metropolitan Branch Trail Paul Meijer, Coalition for the Metropolitan Branch Trail Robert Patten, Coalition for the Metropolitan Branch Trail Henri Bartholomot, Coalition for the Capital Crescent Trail Scott Brewer, Coalition for the Capital Crescent Trail

Municipal, County and State Agencies Michael Madden, Mass Transit Administration, Office of Planning and Program Gail Tait-Nouri, Montgomerty Co. Dept. of Public Works and Transportation Joel Gallihue, City of Takoma Park Suzanne Ludlow, City of Takoma Park Michelle Pourciau, DC Dept. of Public Works Chahnaz McRae, Montgomery College Rusty Mllace, Montgomery County, Silver Spring Regional Center

he Maryland-National Capital Park and Planning Commissior Table of Contents

Introduction/Executive Summary ...... 7 Purpose ...... 1 Planning Process ...... 1 General Phasing and Implementation ...... 2 Regional Context ...... 3 Related Planning and Design Efforts ...... 4 Facility Plan Map (Proposed Alignment) ...... 5 Facility Plan Map (Phasing) ...... 6

Overall Design Concepts ...... 7 Design User ...... 7 Connecting Trails. Linkages and Access ...... 7 Converting Interim Trail Routes to Community Linkages ...... 8 Adjacent Land Use and Right-of-way Issues ...... 8 Design Elements ...... 9

Schematic Design Recommendations ...... 73 Jones Mill Road Crossing ...... 13 Jones Mill Road .Stewart Avenue ...... 17 Stewart Avenue .Talbot Avenue Bridge ...... 23 Talbot Ave . Bridge . 16th Street ...... 27 16th Street .Spring Street ...... 33 Fenwick Lane .Silver Spring Transit Center ...... 36 Ripley District ...... 39 Georgia Avenue . Fenton Street ...... 43 King Street .Piney Branch Road ...... 47 Implementation and Phasing ...... 53

Technical Appendices and Related Docments Preliminary Design Drawings (1 "=SO') Statement of Probable Cost Natural Resource Inventory Public Comments Appendices and related documents can be reviewed by contacting the project manager for M-NCPPC

Facility Plan for the Capital Crescent and Metropolitan Branch Trai Introduction~~ecutiveSummary

The purpose of the Facility Plan is to select a final alignment and pre- Purpose pare preliminary design plans for the final two and one-half mile seg- ment of the Capital Crescent Trail from Jones Mill Road to the Silver Spring Transit Center and an approximately one-mile segment of the Metropolitan Branch Trail from the Silver Spring Transit Center to the District of Columbia (DC) line.

The long-term goal, as stated in the appropri- The Facility Plan identifies locations along the Shared-use ate master plans, is to construct an "off-road" Capital Crescent Trail where sections of the Paths ... path as close as possible to the CSX and interim trail alignment can be constructed as a are typically VIIMATA rightof-way. The Capital Crescent permanent trail without affecting the construc- 10 Trail is also envisioned as an integral part of tion of the Georgetown Branch Transitwayl feet wide, the proposed Georgetown Branch Transitwayl Trail Project. In these locations, the perma- two-way and Trail project. The Capital Crescent Trail will nent alignment would become the Trail used by both run on the south side of the Transitway from component of the TransitwayITrail project. pedestrians Jones Mill Road to the Talbot Avenue Bridge and bicyclists. where it will cross to the north side of the CSX In other locations, it is not possible to con- According to tracks and proposed Transitway into Silver struct the permanent Transitwayrrrail align- the 1999 Spring. The Metropolitan Branch Trail will run ment without impacting future Transitway AASHTO on the north side of the CSX tracks to Piney construction and thereby requiring reconstruc- de for the Branch Road (see map, page 5). This tion of the trail, Issues that will take much alignment and associated linkages have been longer to resolve, such as a highly constrained v adopted as part of numerous planning right-of-way or an area slated for redevelop- documents and previous studies including: ment within the next five years also indicated Facilities. -these trails are Georgetown Branch Master Plan Amend- a need for an interim trail alignment so that ment (1990) - recommending a trolley permanent trail improvements would not need designed with and parallel 10-foot wide trail to be later removed. the bicyclists Silver Spring CBD Sector Plan (2000) in mind, but Georgetown Branch Transitway/Trail Improvements to the interim trail in each of are also used Major Investment Study and DElS (1996) these locations are justified in that they would by joggers, North and West Silver Spring Master Plan later be retained as an integral part of the dog walkers, (2001) Capital CrescentlMetropolitanBranch Trail people with Takoma Park Master Plan (2001) system- serving as linkages to community East Silver Spring Master Plan (2001) facilities, neighborhood access points, con- strollers, struction bypass routes, and connections to persons in Options and adjustments to the general other trails. wheelchairs, alignment described in the various planning skate board- and policy documents have been addressed ers, in-line as part of this plan to avoid highly constrained Planning Process skaters, and areas and areas with right-of-way limitations. The Facility Plan was conducted in a series of others. 10 steps over a 6 month period starting in mid- The Facility Plan describes the phasing and June and finishing by mid-December, 2000: implementation process envisioned for the Step 1: Organize the project Capital Crescent and Metropolitan Branch Step 2: Identify "design user" Trail including the identification of improve- Step 3: Identify and review existing and ments that need to be made to the existing, available datatidentify "red flagsn on-road, interim Georgetown Branch trail to Step 4: Meet with community groups, user improve safety and the quality of the user groups and neighbors experience. Step 5: Assess the types of regulatory issues that will need to be ad- dressed and avoid locations where

------.------Capital Crescent and Metropolitan Branch ~rai1 gomery County and City of Takoma Park residents and trail enthusiasts to review preliminary plans and options for the trail. Options were reviewed at this workshop for an interim trail alignment to improve trail safety and quality prior to the construction of Figure 1: The Project the Transitway and redevelopment projects in Advisory Group the Silver Spring Central Business District. toured the trail to identify issues early After the workshop, M-NCPPC staff and in the pro$& consultants reviewed all the comments from the September workshop and selected the most appropriate alignment and options. regulations may be burdensome to Sections of the proposed permanent align- project implementation ment of the Capital Crescent Trail were also Step 6: Assess the proposed alignment identified that could be constructed without alternatives negatively impacting the future construction of Step 7: Evaluate and select a preferred the Transitway project. Extensive coordina- alignment with design options tion was also conducted with Montgomery Step 8: Develop preferred alignment with College to select a final alignment for the options for design treatment Metropolitan Branch Trail that would work with Step 9: Public meetings and presentations the College's expansion plans. A second Step 10: Prepare Final Facility Plan with public meeting was held in November to Implementation and Phasing Plan review the proposed final alignment, and recommendations for phasing the construe A Project Advisory Group was formed to tion of the trail. provide a way to gain the valuable input of those individuals and groups who have The facility plan documents the recommenda- worked very hard on the development of the tions for a final alignment and incorporates trails to date. The group includes representa- the recommendations of the Project Advisory tives from each of the adjoining neighbor- Group, comments received at the two public hoods, agencies, institutions, user groups, and workshops, and comments incorporated from other key stakeholders with an interest in the an internal review by M-NCPPC staff and trail projects. The Project Advisory Group other County and State agencies with an provided input on the following: interest in the plan. Key issues and concerns along the route ~ltemativesand options under It is anticipated that the Montgomery County Figure 2: consideration Department of Public Works and Transporta- Pa*icipnk at the Selection of preferred alternative September tion will proceed with the final design and mviewed Phasing and implementation construction drawings for the interim trail, pnlimnary including those sections of the trail that can A well-attended public workshop was held in alignments be built as permanent alignment, based on September to provide opportunities for Mont- the facility plan recommendations.

General Phasing and Implementation The following generally describes the major construction phases for the project. (See the I Phasing Plan on page 6).

Phase 1 of the Capital Crescent Trail (CCT) includes additional safety and maintenance measures needed on the interim Capital ---The Maryland-National Capital Park and Planning Commission Crescent Trail once the Rock Creek Trestle is serving as a county-wide trail for Montgomery opened. These additional measures include County, the two trails are considered by trail changes to the Jones Mill Road crossing, user groups as part of the "bicycle beltway" - improving the existing temporary surface of enabling non-motorized travel from the Georgetown Branch Interim Trail, and Georgetown to Bethesda, Silver Spring, creating a linkage to . Takoma Park Phase 1 also includes measures needed to and back move the existing on-road section of the through the Georgetown Branch Interim Trail off Brookville District of Road. This will be accomplished by partial Columbia to construction of the Stewart Avenue linkage as Union Station an on-road bikeway from Stewart Avenue to and the Mall. Talbot along less congested neighborhood streets. Permanent trail improvements would The segment be constructed along Talbot Avenue and a between new bicycleipedestrian span across the CSX Jones Mill tracks to Grace Church Rd., where the interim Road and trail would pick up again as an on-road Silver Spring bikeway to connect with 2* Avenue. is the last piece of the t Trail Phrasa2; planned Phase 2 includes the connection from Grace Capital Church Road to Fenwick Lane and the Silver Crescent Spring Green Trail using Lyttonsville Road, Trail. The the east side of 16'hStreet and existing public current trail right-of-way along 3d Avenue to Fenwick utilizes an Lane. Phase 2 also extends the Silver Spring interim route through Rock Creek Park to Figum 3: Green Trail from Cameron to Fenwick Lane. bypass the Rock Creek Trestle and an on- Map showing the MetropManBmch Trail PhasrL street route from Stewart Avenue to downtown relationship of the Phase 1 of the Metropolitan Branch Trail Silver Spring (the pink dashed line on the Metropolitan Branch Facility Plan Map). and Capital (MBT) includes construction from Piney Crescent trails to Branch Road to King Street, timed with the the regional system realignment of Fenton Street by Montgomery Regional Framework of Trails of trails (adapted College. Montgomery County's regional trail framework from map provided in the vicinity of Silver Spring, serves non- by the Coalition for ch T- the Metropolitan Phase 2 of the MBT includes the construction motorized travel connecting Rock Creek Park, Branch Trail) of an underpass at Burlington Ave., a pedes- Gwendolyn Coffield Community Center, Silver trianlbicycle span at Georgia Avenue, and Spring Metro and Transit Center, MARC, and completion of the trail through to the Progress Montgomery College. With the future con- Place Parking lot. On-road bikeways are struction of the Transitway, the Capital Cres- used to bypass the areas around Progress cent Trail will serve new stations proposed for Place and the Silver Spring Transit Center. Spring Street and Lyttonsville. The final segments of the permanent trail alignment (shown as a solid red line on the Connecting Tmils, Linkages, and Facility Plan Map) will be constructed as part Access of the Georgetown Branch Transitwayrrrail A number of connections have been identified Project. This includes segments requiring in the various planning documents covering retaining walls adjacent to the proposed the study area: Transitway. Rock Creek Trail Grubb Road Regional Context Lyttonsville Place Bridge (and proposed The Capital Crescent and Metropolitan Transitway station) Branch Trails are part of a much larger Stewart Avenue system of regional trails. In addition to Warren StreeWoodlin Elementary Facility Plan for the Capital Crescent and Metropolitan Branch Trai Kansas Avenue conveniently or safely to the trail. The parcel 8 Talbot Avenue, Lanier Drive and the at the southeast corner of Lyttonsville Place Rosemary Hills Elementary School and Brookville Road is currently owned by M- Grace Church Road NCPPC and is adjacent to an existing parking Park Sutton CondominiumsMFoodside lot. This site is a planned location for a future Mews at Lyttonsville Road near 1W Street Georgetown Branch Transitway/Trail project. NoyesDrive Ballard Street Proposed Spring Street Transitway Related Planning and Design Station Efforts Silver Spring Transit Center There are a number of ongoing planning, Silver Spring CBD (offices and resi- development, and design efforts that influ- dences) ence or will be influenced by the results of the historic B&O Station building (temporary Facility Planning effort. These include the MARC station) following: Montgomery College Georgetown Branch TransitwayKrail Final Montgomery College's pedestrianlbike EIS (MTA) Figura 4: bridge to South Silver Spring and Jesup Capital Crescent Trail Management Plan AW I Silver Blair Park (Multi-Agency) 2000-NPS SpringAhkorna Linkage to the 1P Street Bridge Deck Reconstruction Park Bikeway (recently completed) ~~~wo*(below) In addition, the North and West Silver Spring Silver Spring Transit Center (MCDPVVTI Master Plan identifies the need for trailhead MA) Figura 5: parking for the Capital Crescent Trail near District Court House Design and Con- Proposed Lyttonsville Place on Brookville Road. The struction (FenwicWApple Ave.) (page purpose of this parking area is to reduce Ripley District Concept Study (M-NCPPC) conflicts with residential and commercial historic B&0 Station building renovations Figum 6: parking that may occur as trail use increases (Montgomery Preservation, Inc.) Proposed Phasing 8 Montgomery College ExpansionIPhase I (page 6 foldout) and people search for convenient places to leave their cars when they cannot bicycle

Overall Design Concepts Design User The trail should be designed for the broadest range of users -from families with small children to commuters and avid bicyclists. It is anticipated that over 500 personslhour will be r using the trail at peak use times (weekends, summer evenings, etc.). A Fall 2000 user survey prepared for M-NCPPC of the existing Capital Crescent Trail reveals the following cross-section of user types: lkhimw Bicyclists 47.6% Walkers 26.4% Joggers 13.6% lnline skaters 6.3% Other 0.1% People with disabilities 0.2% Infants/childrenwith strollers 2.4% through the Transit Center area and the Ripley 7-9 District. The Transit Center design must serve MO~than 300 -Walkers 1.1% the needs of through trail users and provide usershouram Joggers 22% access between the Capital Crescent and found on the TOTAL 100% Metropolitan Branch Trails and the mass existing Capital transit facilities. Cmscent Trail at peak times on An off-road, shared-use pathway system is bicycle (above), on the recommended design. On-road bikeway Connecting mils,Linkages and foot, or mller blades segments are only used as interim measures (below) to maintain trail continuity until the Transitwayl Access Trail project (the Capital Crescent Trail Connecting neighborhoods and public facilities Permanent Alignment) isconstructed or right- with trails is an important objective Of the of-way problems and other physical con- Facility Plan. Connections have been identi- straints can be resolved. fied in the various planning documents covering the study area. Several others have been identified as part of the facility plan. In l-he capitalCrescent ~~~ilfrom J~~~~ ill Road to the Silver Spring Transit Center will linkages that will be improved or serve longdistance, recreational users, and maintained as a direct result of implementing riders from nearby neighborhoods. The the facility plan include: Metropolitan Branch section from the City of Rock Creek Park and Trail Takoma Park to the Silver Spring Transit Grubb Road Center, will serve the same types of users. Lyttonsville Place Bridge (and proposed Transitway Station) The Metropolitan Branch Trail will serve as a Stewart Avenue critical pedestrian circulation route through Gwendolyn Coffield Community Center Montgomery College linking the Takoma Park Rosemary Hills Elementary School and Metro Station and the College parking garage neighbOmOods to the campus. A planned pedestrianlbicycle ' Woodside Neighbomoods bridge over the CSXNVMATA tracks by Park Sutton CondominiumsMloodside Montgomery College will further serve to link Mews at Lyttonsville Road near 16'h Street the trail with Jesup Blair Park and the planned the bus stops On campus expansion area. Noyes Drive and adjoining neighborhoods between 2" Avenue and the CSX tracks The Silver Spring Transit Center will generate Connection between the Silver Spring a very high level of pedestrian use in its Green Trail and the Capital Crescent Trail vicinity. There is a very strong need to Silver Spring Metro Plaza improve pedestrian and bicycle access Silver Spring Transit Center ~ Facility Plan for the Capital Crescent and Metropolitan Branch Trai- - from Fenwick to the Silver Spring Green Trail (2ndAve.) The recently reconstructed open space at the Silver Spring Metro Plaza serves as the best short-term connection between the Silver Spring Green Trail and the Metro for pedestrians.

In the long-term, the proposed pedestrian1 bicycle span across Colesville Road will make it much safer to travel from the Metropolitan Branch Trail to the Capital Crescent Trail and the adjacent businesses. Acceleration of construction of that pedestrian span may be needed to resolve vehicularlpedestrian safety problems that may occur when the Silver Spring Transit Center is completed.

Linkages and relationships to City of Takoma Figum 10: Park neighborhoods and park facilities will be Ripley District (existing businesses and The junction of the . enhanced by intersection improvements along Capital Crescent future development) Takoma Avenue at Fenton St., Buffalo Ave. and Metmpolitan . historic B&0 Rail Station Restoration and Baltimore Ave., making it easier to cross Bmnch Tmils is in Project (and underpass) the street. the Silver Spring . Silver Spring Gateway Park CBD ¤ Woodbury Drive (linkage to Sligo Creek) Montgomery College's pedestrianlbike Converting Interim Trail Routes to bridge to South Silver Spring and Jesup Community Linkages Blair Park Many of the interim trail routes needed to avoid highly constrained areas will be de- Ride-on and Metro use is incorporated into the signed to serve as permanent community design of trail linkages at existing bus stops on linkages to the trail. Therefore, the invest- I@Street, and inside the proposed future ment made in these interim routes will have Transitway stops. A trail linkage is proposed long-term benefits to the surrounding commu- on 1P Street at Lyttonsville Road, a heavily nity. These linkages are identified specifically used bus stop in the vicinity of several large in the design recommendations that follow, apartment buildings and townhouse communi- starting on page 13. ties. Access between the Silver Spring Transit Center and the trail has been accommodated as part of the schematic design, although it is Adjacent Land Use and Right-of- not included in the construction budget for the Way Issues Transit Center Project. Funding for this The trail traverses residential, park, industrial important linkage needs to be found so that it and institutional uses. There are a number of can be built at the same time as the Transit locations throughout the corridor where Center itself. adjacent land use and right-of-way issues influence the alignment, phasing, and design The Silver Spring CBD provides some oppor- of the trail. The following areas had signifi- tunities to link with existing business locations cant constraints as identified by the Project that may serve the trail users, such as the Advisory Group, participants at public meet- existing coffee shop and restaurant adjacent ings, M-NCPPC staff, or by field observation. to the north entrance of the Silver Spring The constraints and the facility plan's re- Metro Station. Bicycle racks are available sponse to those constraints are more fully under the Colesville Road railroad bridge to described in the design recommendations serve the Metro and the adjacent businesses. starting on page 13. Access between the Capital Crescent Trail Jones Mill Road crossing (blind intersec- and these adjacent businesses can be im- tion) proved by constructing the proposed linkage Industrial land uses between Lyttonsville Maryland ional Capital Park and Planning Commission phe ------Road and Stewart Ave. (driveway cross- ing) CSX SidinglKansasAvenue (CSX right- of-way required) Grace Church RoadModside Mews (steep slope) 16fi Street underpass (CSXNVMATA right- of-way needed) Spring Street underpass (steep grade required to avoid Transitway alignment) Between Fenwick Lane and the Silver Spring Metro (steep slope and limited right-of-way adjacent to CSX) Progress PlacelRipley District (right-of- way Selim Road (Ichanges to parking and street width required) Between King Street and Montgomery the Georgetown Branch right-of-way- should College (limited available right-of-way) be constructed utilizing a temporary 2-inch Figum If: Fenton Street at Montgomery College Concrete surfaces asphalt surface. Asphalt is recommended am mcommended parking lots (limited available right-of-way over crushed stone as a temporary surface adjacent to CSX) for urban sedions due to the extended period of time the trail will of the hi1 such as Takoma Ave. (between Baltimore Ave. be used prior to the construction of the at Montgomry and Buffalo Ave. - limited available right- Transitway (5 years minimum). Asphalt will be College along of-way and tree preservation) easier to maintain and safer to use than the Fenton to tie into crushed stone surface, and will be more cost the urban and campus Design Elements effective for the temporary period between the opening of the Trestle and the construction of envimnment. The Capital Crescent Trail Management Plan the Transitway. Assuming that the existing will be used as the primary guide for design ballast (that once supported freight trains) can elements. However, new designs will be be used as a subbase material, a 2" asphalt prepared for any features not addressed in surface can support light to medium duty the management plan. trucks used for County maintenance. The County Council will have to approve the use of Design elements for the Metropolitan Branch the asphalt and stipulate that it will be a Trail will need to be coordinated with DC and temporary surface. the City of Takoma Park. The permanent trail should be constructed Trail Wi&s and Surfaces with asphalt from Jones Mill Road to Fenwick. The 1999 AASHTO ..Guide . for the nevehp- From Fenwick to the pedestrian/bicycle bridge ment of Bicycle Facll&s has served as a at Montgomery College, the trail should be basis for design decisions. A 10-foot trail constructed with concrete and pavers. From width is recommended. In some locations, Montgomery College (pedlbike bridge) south- the trail width will need to be narrowed to 8' to ward, it should revert back to asphalt. account for limitations on right-of-way and/or the preservation of trees. The trail between This recommendation is based on the need to the Montgomery College parking garage and alert trail users to changes in trail traffic and Montgomery College should be constructed at characteristics. The urban sections between 12' width to accommodate trail users access- Fenwick and Montgomery College are likely to ing the campus, Jesup Blair Park, and the have more pedestrians, and more utilities College's Cultural Arts Center in the park. (with associated valve boxes, manhole covers, etc.). The adjacent sections of the urban trail The interim trail for the Capital Crescent- the are more likely to be built up materials rather section that utilizes the County's portion of than natural landscape materials. Concrete1

1 Facility Plan for th e Capital Crescent and Metropolitan Branch TraiE Wayside GchibCts Wayside exhibits will be considered to en- hance the primary access points or rest areas along the trail where a coherent story can be told to enrich the experience of trail users. Rest areas are adjacent to the trail and include amenities such as water fountainsand benches, or room to pull off the trail. The recommended locations for waysides include: Rock Creek Overlook- constructed in tandem with the permanent crossing of the TransitwayITraiC to include benches and interpretive display panels. Talbot Avenue Bridp constructed adjacent to the proposed new pedestrian1 paver sections can be constructed to be more bike span to tell about the history of the Figure 12: durable, smooth, and to accommodate all of B&O Station railroad corridor- to include benches and Canopy area c. the various adjacent conditions and utilities. interpretive display panels. 1950 Expansion joints and score joints should be Silver Spring CBD- a wayside area courtesy of more carefully designed to minimize the should be incorporated into the new Montgomgry bumps often associated with concrete. Al- pedestrian span over Colesville Road as Prese~ation,Inc.) though joggers may prefer a softer surface, a means of interpreting traillrail and/or the safety, durability, maintenance and user community history. requirements suggest that concrete would be . historic B&O Station building- Montgom- a better urban surface. ery Preservation Inc. is developing plans to interpret the station and to provide

Figure 13: View south fm existing trail just notth ofumc~car lot between 1 Stewart Avenue and Lyttonsvilk Place

ehe ~agand-~atinalcapital park and Planning Commissio~ TnilheaaVAmenities Bicycle rackslstorage, water fountains, trash cans and orientation maps will need to be incorporated into the design of the trail at key community linkage points (Rock Creek Trail, Lyttonsville Place parking area, Silver Spring Transit Center, B&0 Station Area, and Montgomery College).

Landkcaping and Aesthetic Enhance ments The two trails' desired landscape character are broken into three categories: Naturalized areas - These are intended to have a natural landscape character utilizing native plants, especially where there is sufficient room (between Jones Mill Road reforestation of slope modified to accom- and Lyttonsville Road). Natural areas Figure 14: modate the trail; disturbed by trail construction will be View northwest Talbot Avenue Bridge replacement for replanted to match the adjacent natural - from Talbot Avenue minor tree clearing needed to accommo- areas (see page 17). Bridge. The tmil date the new span; will need to skirt Suburban areas - Residential neighbor- West side of 1W (Alternate) - if this tmsshown on the hoods between Talbot Ave. and Fenwick alternate is chosen, reforestation will be left side in the Lane, and in the City of Takoma Park have needed for the sloped embankment. A photo. The CSX mature street and shade trees and residen- deck has been utilized to minimize cut and Siding for the tial-scale ornamental plantings. Areas fill in this area; industrial area disturbed by trail construction will be begins cuffing to 3d Avenue between Noyes and Spring the leff, near where landscaped to match the adjacent residen- Street Bridge - replacement for minor tree tial areas (See page 33). the rail starts clearing needed to accommodate the trail cuffing to the right. Urban areas - Both trails are intended to and reestablish the existing landscape serve as a major enhancement and green- character. ing opportunity. This is especially true for the former CSX tract (Ripley District - see In addition to the reforestation of the Capital page 39). The trail surface should incorpo- Crescent Trail in selected areas, some aes- rate the use of decorative pavers. Land- thetic enhancements will be needed for the scape areas should incorporate extensive industrial area near Lyttonsville Place and use of groundcovers adjacent to the trail Stewart Avenue. Due to right-of-way limita- along with street trees selected for their tions and the uncertainty as to the final ability to withstand urban conditions. transitway design, they will have to be made as part of the Transitwaymil project so that For the Capital Crescent Trail, landscape and they will not be removed by construction. aesthetic enhancements are primarily de- signed to mitigate impacts to the naturalized Mere curb extensions have been proposed landscape associated with cut and fill areas (StewartAvenueAltemateand L~ttonsville and minor tree clearing. The following areas Road) street trees will be incorporated into the incorporate landscape and aesthetic en- design. hankments for thiipurpose (see plan details starting on page 13 for more information): For the Metropolitan Branch Trail, landscape Rock Creek Trail Linkage - reforestation enhancements have been incorporated into of slope modified to accommodate the the design within the Ripley District, Selim trail linkage; Road and Fenton Street (see plan details Kansas Avenue to Talbot Avenue - starting on page 37).

Facility Plan for the Capital Crescent and Metropolitan Branch Trai Tree preservation was an important factor in determining the trail alignment at the intersec- clearances of the trail free from encroach- tion of Fenton Street and Takoma Avenue, and ing vegetation. along Takoma Avenue. Monitoring of illegal dumping -The use of collapsible bollards keyed for emergency and maintenance vehicle access at Utility Relocation and At@stment crossing points will make it more difficult Throughout the trail corridor there will be a for unauthorized vehicular use of the trail need for minor adjustments and relocations of Monitoring and repairing or replacing utility poles, guy wires, and drainage inlets. regulatory and guide signs damaged from Most of these relocations are in locations vandalism or other causes. where the interim trail needs to utilize an Monitoring, regular inspection and repair existing sidewalk corridor by narrowing the of structural elements including proposed street and extending the curb outward, or at bridges, deck structures and railings surface crossings. The following locations are primarily effected: Jones Mill Road crossing Stewart Avenue Alternate Route Grace Church Road Interim Route Lyttonsville RoadllBhStreet Interim Route 3d Avenue Permanent Alignment (drain- age) Fenwick Lane lnterim Route Selim Road Fenton Street Takoma Avenue Management & Maintenance: Management and Maintenance of the Capital Crescent Trail shall follow the guidelines established in the Capital Crescent Trail Cooperative Management Plan (Final Draff). This effort involves federal and local coopera- tion with the assistance and support of com- munity groups.

MCDPWT will be the responsible agency for the interim Capital Crescent (Georgetown Branch) Trail from Jones Bridge Road to the Silver Spring Transit Center. MCDPW will manage and maintain the Metropolitan Branch Trail until it reaches the City of Takoma Park. The City of Takoma Park will manage and maintain the trail within the City limits.

Maintenance issues of critical concern include: Maintaining the interim surface on a regular basis to repair storm damage and regular wear and tear including heaving of the surface due to freeze and thaw action. The section of the interim trail between Rock Creek Park and the Grubb Road access point is particularly vulnerable to erosion and should be monitored closely. Maintaining the horizontal and vertical

'he Maryland-National Capital Park and Planning Commissio