Chapter 1 Purpose and Need

Chapter 1. Purpose and Need The Transit Administration (MTA) has objectives used to evaluate the proposed because it operates on congested roadways in the will be a growing need for improvements undertaken an Alternatives Analysis and Draft alternatives. corridor between major activity centers. A bus in the corridor. The increasingly congested east- Environmental Impact Statement (AA/DEIS) to trip between New Carrollton to Silver Spring west roadway system does not have adequate study a range of alternative means for addressing Improvements to the transportation system in the requires a transfer at College Park Metro Station capacity to accommodate the existing average mobility and accessibility issues in the corridor corridor would address the following from the WMATA J4 route to the J6 route while daily travel demand, and congestion on the between Bethesda and New Carrollton in transportation challenges: the Montgomery County Ride-On and Prince existing routes is projected to worsen as traffic Montgomery and Prince George’s Counties, • Increasing congestion on the roadway George’s County TheBus services along the continues to grow through 2030. Many Maryland, just north of the District of Columbia system corridor terminate at the county line, requiring a communities in the corridor are built boundary. The study is considering a range of transfer in Takoma/Langley Park. There is no out; therefore new road construction or road alternatives to improve east-west transit mobility • Slow and unreliable transit travel times efficient, reliable, and high capacity transit for widening to increase capacity and reduce in the 16-mile corridor that connects several on this congested roadway system east-west travel in the corridor. Providing more congestion are not feasible. major activity centers at the Metrorail stations: • Limited travel mode options for east-west direct transit service between the major activity Metrorail provides north-south in Bethesda, Silver Spring (both on the ), travel centers and communities in the two counties College Park (), and New Carrollton would provide travelers with a more efficient and parts of the corridor, but transit users who are not (Orange Line) as well as the Takoma • Degraded mobility and accessibility convenient trip. The Purple Line would serve within walking distance of these services must Park/Langley Park area and the University of between major activity centers and transit patrons whose journey is solely east-west drive or use slow and unreliable buses that often Maryland. This transit project is intended to residential areas in the corridor, as well as those who want to operate over circuitous routes to access Metro stations. Faster and more reliable connections provide enhanced transportation choices and • Degraded transit accessibility to the access the existing north-south Metrorail system. along the east-west Purple Line corridor to the improved accessibility for people in the corridor; larger metropolitan region due to inferior The Purple Line would also provide a direct link existing radial rail lines (Metrorail and MARC to support local plans for economic development, connections to radial Metrorail lines and to the Brunswick, Camden, and Penn Lines of trains), bus routes, and activity centers within the transit oriented development and community to other rail and bus services the Maryland MARC system and revitalization; to improve system efficiency and to ’s service at New corridor would improve mobility and intermodal connectivity; and to help address the For example, a peak period trip by between Carrollton. accessibility. Enhancing the connectivity of the region’s air quality issues. the University of Maryland campus and Silver transit system would improve transit efficiencies, Spring that takes 24 minutes today will take The corridor has a sizeable population that relies making the system more attractive to a larger This study examines several different 37 minutes in 2030. A peak period automobile heavily on transit; and contains some of the number of people. alternatives, from modest investments in shared- trip from Silver Spring to Bethesda will increase busiest transit routes and transfer areas in the In addition, a need exists to address poor air use roadways, to major investments in a from 14 minutes today to 21 minutes in 2030 Washington metropolitan area. Many quality in the region. Changes to the existing dedicated guideway, grade-separated where while that same trip by bus will increase from communities in the corridor have a high transportation infrastructure will help in attaining necessary, to determine which mix of 17 minutes to 32 minutes; and a trip by rail will percentage of households without a vehicle. Federal air quality standards by attracting improvements achieves the greatest mobility and require a 35-minute trip on the Red Line through Continued growth projections of population and automobile trips to less polluting transit service, related benefits, balanced against costs and downtown Washington, DC. employment in the corridor indicate that there impacts on communities and the environment. Two modes, transit (LRT) and bus rapid Changing land uses in the Washington Purpose and Need for Project transit (BRT), were identified during the public metropolitan area have resulted in more suburb- to-suburb travel, while the existing transit system scoping process as the modes most appropriate The purpose of the proposed project is to provide faster, more direct and more reliable east-west for this project. This chapter of the AA/DEIS is oriented toward radial travel in and out of downtown Washington, DC. Transit trips within transit service in the Purple Line corridor, which would connect the four major activity centers, identifies the need for transportation including the Metrorail services located there, to each other, and with the communities located improvements in the corridor and provides an the corridor are expected to increase by 43 percent by 2030. between them. The existing and expected future roadway congestion in the corridor will have an overview of existing transportation facilities and increasingly detrimental effect on the travel times and reliability of east-west bus transit services services, transit markets in the corridor, existing The only transit service available for east-west in the corridor. The proposed Purple Line corridor transit improvements are intended to improve transportation problems, and states the goals and travel is bus service, which is slow and unreliable travel times and reliability by providing more direct services that will operate on dedicated and exclusive lanes and guideways.

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reducing automobile vehicle miles traveled and evaluation and rating of the transit projects In October 1988, the Maryland Department of design. In May 1990, the MTA conducted further combustion engine emissions. seeking funding under the Federal New Starts Transportation (MDOT) released a Study of the evaluations and cost estimates for the project. process. Appropriateness and Applicability of Light Rail The results are summarized in the Georgetown The transit improvements being considered for Transit in Maryland, which determined that Branch Trolley/Trail Conceptual Report (1990). the Purple Line corridor are intended to address 1.1. Project History seven of the 24 study areas identified were In 1991, the project was suspended because the these challenges by providing shorter and more potentially appropriate for LRT. Of the seven costs estimated in the 1990 study exceeded the reliable transit travel times by enabling faster The origins of an east-west transit route in this study areas, the Georgetown Branch project, amount allocated by the State. transit vehicle operating speeds through the area can be traced to the former railroad freight from Bethesda to Silver Spring, was ranked as provision of more priority, dedicated and line spur called the Georgetown Branch. This 11- the most cost-effective. A report by the Metropolitan Washington exclusive operating conditions. The degree that mile railroad line owned by B & O Railroad Council of Governments (MWCOG), The the alternatives address these intentions can be carried coal and building supplies on a weekly In 1989, MDOT identified $70 million of Potential for Circumferential Transit in the measured by reduced transit travel times, time train from Bethesda to Georgetown until service projected revenues within the six-year Washington Region (August 1993), assessed the savings for users, improved operating speeds, was discontinued in 1985. The National Park Consolidated Transportation Program (CTP) to potential of circumferential rail, bus, and high and attraction of more riders to transit. Service purchased the railroad right-of-way be earmarked for the project. In winter 1990/ occupancy vehicle (HOV) facilities to provide between Georgetown and the Washington, DC spring 1991, the State legislature approved the viable links between suburban residential, This document presents the information FY 1990-1995 CTP which included $70 million commercial, and employment centers to maintain developed for the AA/DEIS to support local boundary, and the Montgomery County Council purchased the right-of-way from the Washington, for the project – $1.9 million in FY 1991 and mobility in the Washington metropolitan area. decision-making regarding the need for transit $3.8 million in FY 1992 for engineering and The report concluded that the pattern of suburban investments in the Purple Line corridor, as well DC boundary to the CSX Metropolitan Branch right-of-way under the National Trails Systems land activity inherent in 20-year forecasts would as the type and scale of that investment. not provide a viable basis for circumferential rail Act in 1988. The Maryland-National Capital Freight Train on Georgetown Branch This study is being conducted to meet the transit along the or along outer Park and Planning Commission (M-NCPPC) was Trestle Bridge over Rock Creek ca. 1910 requirements of the National Environmental given jurisdiction from the Washington, DC line suburban corridors. It also identified the Policy Act of 1969 (NEPA). This act requires to Bethesda, and the Department of Public Georgetown Branch connection between the consideration of impacts to the natural and Works and Transportation was given jurisdiction Bethesda and Silver Spring Metro Stations as the human environment of any federal action. NEPA over the right-of-way from Bethesda to Silver most promising circumferential rail linkage requires a systematic interdisciplinary approach Spring for the future development of a inside the Capital Beltway. and requires certain statements, including the transitway, either light rail or bus, in addition to The MTA completed the Georgetown Branch following: the Capital Trail. Transitway/Trail Major Investment Study/Draft • The environmental impacts of the action The Georgetown Branch Master Plan Environmental Impact Statement (MIS/DEIS) in 1996, which considered both a combined light • Adverse impacts that cannot be avoided Amendment (November 1986) designated the right-of-way between Bethesda and the rail and hiker/biker trail and a busway and trail to • Alternatives to the proposed action Metropolitan Branch as a public right-of-way connect Bethesda to Silver Spring. The document was available for public review and comment on • Consequences of the proposed action intended to be used for public purposes, such as conservation, recreation, transportation, and May 24, 1996, and a public hearing was held on In addition, consultation with federal agencies utilities. June 26, 1996. A Final Environmental Impact and public participation in the planning process Statement was never produced for this study. are required. In 1986, Montgomery County issued a report entitled the East-West Transitway Feasibility In November 1998 the Montgomery County This document is also an Alternatives Analysis Study. This study was followed by the County’s Council endorsed light rail and a trail as the (AA) prepared for the Federal Transit Georgetown Branch Corridor Study in 1989. Preferred Alternative for the Georgetown Administration (FTA) in accordance with Both studies evaluated the use of the Georgetown Branch, Bethesda to Silver Spring segment. Congressional mandates. The requirements of the Branch right-of-way as a transitway. The incorporation of the Georgetown Branch AA process are intended to allow for an into a larger Purple Line, envisioned to objective, efficient, and fully informed eventually circle Washington, DC, began with

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the Capital Beltway/Purple Line Study initiated In March 2003, under the direction of the new beyond Silver Spring to New Carrollton. In 1.2.1. Existing Land Use by the Maryland State Highway Administration governor, Robert Ehrlich, the two projects were addition, MTA announced that it intended to (SHA) and the MTA in 1996. The study shifted combined and renamed the Bi-County seek New Starts funding for the project. This portion of the Washington metropolitan area from an original focus on HOV solutions on the Transitway Project. Transportation Secretary experienced rapid development following World Capital Beltway to multimodal transportation Robert Flanagan announced plans to explore The MTA initiated a joint AA/DEIS following War II and now contains mature neighborhoods improvements in the Capital Beltway corridor. another mode, (BRT). The BRT FTA’s Major Capital Projects policies and with the majority of housing constructed prior to This included the consideration of several heavy alternatives would use dedicated lanes on procedures. 1960. The corridor includes established inner- ring communities that contain pockets of higher- rail and light rail lines that extended along the existing roadways to allow buses to move faster Public and agency scoping for the Bi-County 42-mile segment of the Capital Beltway in than automobile traffic. density development in Bethesda, Silver Spring, Transitway Project was held in September 2003. Takoma Park, Langley Park, and College Park. Maryland, from the American Legion Bridge to The scoping process began with public the . The corridors Many commercial areas are primarily retail, and notification of four public meetings. The four the activity centers are older in design and included routes located along, outside, inside, New Starts meetings were held in the Takoma/Langley area, and crossing the Capital Beltway. In all, six function. These activity centers have substantial The Federal Transit Administration's Silver Spring, Bethesda, and College Park on different corridors using either heavy rail deficiencies in access, parking, and pedestrian (FTA) Section 5309 New Starts program is four evenings in mid-September 2003. Over 350 (Metrorail) or light rail technology were circulation. the Federal government's primary financial comments were submitted through the scoping considered. Of the Capital Beltway/Purple Line resource for supporting locally-planned, process. Comments covered a broad range of Land use in the Montgomery County portion of Study corridors, Options P2 (heavy rail) and P6 implemented, and operated transit topics and stated approval or disapproval of both the corridor is primarily residential, with large (light rail) included the Bethesda to New “guideway” capital investments. From general alignment issues and specific routes. concentrations of commercial development in Carrollton segment. Completed in 2002, the heavy to light rail, from commuter rail to Mode and alignment were the categories that Bethesda and Silver Spring. The communities in Capital Beltway/Purple Line Study bus rapid transit systems, the New Starts received the most comments. the corridor include a mix of housing types and recommended the “Inner Purple Line” (inside the program has helped to make possible densities. Most of these areas have, in part or in Beltway) as the priority transit corridor. The term nearly 100 new or extended transit fixed Scoping whole, plans that emphasize transit oriented “Purple Line” was adopted to be consistent with guideway systems across the country. If a mixed-use land uses in areas adjacent to transit the Washington Metropolitan Area Transit Build alternative for the Purple Line is Scoping is the first step in the NEPA stations. Authority’s (WMATA) practice of naming selected federal funding will be necessary planning process and provides agencies Metrorail routes by color. Bethesda to finance the project. and the public opportunity to comment on the range of proposed actions, The Bethesda central business district is In response to this study, a second project was As provided in the New Starts regulation alternatives, and impacts to be discussed characterized by high-density mixed uses. initiated, the Purple Line East, Silver Spring to (49 CFR part 611), New Starts funding in the DEIS. Montgomery County planned for and encouraged New Carrollton. This project was initiated by requires the submission of certain specific the dense development of Bethesda around the WMATA. Simultaneously the MTA began the information to the FTA to support a request In January 2007, at the direction of newly elected Metro station prior to construction of the Red preparation of a Supplemental DEIS for the to initiate preliminary engineering, which Governor Martin O’Malley, the project returned Line in the area, applying zoning with densities Georgetown Branch. Subsequently the is normally done in conjunction with the to its former name, the Purple Line. and floor area ratios for high-rise development. Georgetown Branch became known as the NEPA process. ‘‘western’’ segment of the Purple Line; the The central business district has developed as Purple Line West, Bethesda to Silver Spring. In September 2003, the FTA and the MTA 1.2. Corridor Setting planned and continues to grow; particularly to published a Notice of Intent (NOI) that they the south and west. Indicative of this In October 2001, Governor The Purple Line corridor is located north and would be preparing an Environmental Impact development is the decision to move forward directed Transportation Secretary John D. northeast of Washington, DC, with a majority of Statement (EIS) in accordance to the National with the creation of a new south entrance to the Porcari to make planning, funding, and building the alignment within one to three miles inside the Environmental Policy Act (NEPA) of 1969, as Bethesda Metro Station. The need for this the 16-mile P6 light rail project the State’s top circumferential I-95/I-495 Capital Beltway (see amended, on the proposed Bi-County Transitway entrance was anticipated when the station was transit priority. Figure 1-1). Project. This NOI for the Bi-County Transitway initially built, but deferred until the station usage Project extended the previous projects limits required it.

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Purple Line. The County has leveraged this large parks and some commercial areas. Housing Figure 1-1: Project Area exceptional accessibility by successfully types and densities in this area are largely single- encouraging dense development in the area with family dwellings interspersed with low-rise zoning and density bonuses around the transit apartment complexes. center. University of Maryland/College Park The eastern Silver Spring, Long Branch, and Takoma Park communities are characterized by The University of Maryland, located in College established residential neighborhoods that are Park, is the largest employer and trip generator in compactly developed, containing a mix of single- Prince George’s County. The University family and multi-family dwellings. currently has 36,000 students and more than 12,000 employees. The University hotel and Langley Park conference center, and new and existing sports and performing arts facilities are additional At the border of Montgomery and Prince sources of activity. George’s Counties, Langley Park is characterized by garden apartments, older automobile-oriented Two other University of Maryland-associated commercial areas, and diverse ethnic populations developments will be markets for the Purple who rely heavily on transit. The area along Line: the East Campus Redevelopment Initiative University Boulevard, known as Maryland’s and the M-Square Research Park. East Campus is International Corridor, is a major shopping and a mixed-use project on the east side of US 1, entertainment center, particularly for the many south of Paint Branch Parkway. This immigrant communities in the area. Despite very development will be a mix of residential and low levels of automobile ownership among commercial uses. Goals of the project include residents, this area is very congested, with many Plaza on Ellsworth Drive, Downtown Silver Spring pedestrians crossing busy roadways to access transit and shopping. The intersection of University Boulevard and , site of East of the Bethesda central business district, This development, centered on the multimodal the future Takoma/Langley single-family and some multi-family residences Silver Spring Metro Station, is urban in character Transit Center, is one of the predominate in the corridor, with some small- with a mix of commercial, residential, and busiest bus transfer points in scale commercial development. entertainment uses. As part of a public/private the region. venture at the existing Silver Spring Metro Land use along the remaining Silver Spring Station, the MTA, Montgomery County, and Prince George’s County WMATA are building a new expanded transit Downtown Silver Spring has experienced portion of the corridor, from center with adjacent transit oriented extensive redevelopment in the last 10 years. Langley Park to New development. The Transit Center will serve Major projects are being developed with nearly Carrollton, except for the Metrorail, MARC commuter rail, Amtrak, and $1 billion in public and private investment in University of Maryland, is WMATA, Montgomery County , and renovations and new construction. primarily comprised of intercity buses. The Silver Spring Transit Center residential uses, with several is also designed to accommodate a station for the

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establishing a connection between the sides of the station. Also proposed is an in Maryland is on the WMATA C2 route, which and experienced growth of 5.5 percent between University, Metro, and the Research Park. extensive redevelopment of two privately owned runs along University Boulevard in the Purple May 2006 and May 2007. New Carrollton is sites east of the existing rail tracks. This Line corridor. The WMATA F4 and F6, which second only to Union Station in the Washington M-Square, in the River Road area, adjacent to the development includes over 2,400 residential serve the area between Silver Spring and the metropolitan area as a major multimodal existing College Park/University of Maryland units, and over 900,000 square feet of retail, and New Carrollton Metro Station, have the highest transportation hub with Metrorail, Amtrak, MARC and Metrorail stations, will include state- office uses in buildings as high as 40 stories. A ridership of any line in Prince George’s County MARC, Greyhound intercity bus, and both of-the-art research, laboratory, and incubator separate 43-storey municipal building is facilities dedicated to the advancement of proposed. technology, computer science, mathematics, engineering, biotechnology, and physical and life 1.2.2. Existing Transit Service sciences. It is currently under construction and is expected to employ more than 6,500 people at Rail transit, including the WMATA Metrorail completion. Red, Green, and Orange Lines, MTA’s MARC service, and Amtrak operate in the corridor. WMATA is currently working with private These rail lines are oriented to downtown developers, planning joint development at the Washington, DC, and do not provide east-west College Park Metro station. This mixed-use travel. Bus service in the corridor is provided by transit oriented development may be an all three jurisdictions: WMATA Metrobus, additional source of ridership for the Purple Line. Montgomery County Ride On, and Prince George’s County TheBus. The current public Riverdale Park transit options that accommodate east-west trips The Riverdale Park area is primarily single- are bus routes traveling in mixed traffic. As a family residential with some older automobile- result, the Purple Line corridor is faced with oriented commercial development. In early 2008 increasing travel times and unreliable transit Prince George’s County planners and local service; this limits accessibility and negatively officials began coordinating on the potential for affects the corridor’s economy and residents’ redevelopment of the west side of Kenilworth quality of life, particularly for those without a Avenue, and at the intersection of Kenilworth private automobile. Avenue and East West Highway. The MTA is working with the county to integrate the Purple Despite this situation, the Purple Line corridor Line and its Riverdale Park station into these has a proven high transit patronage. Metrorail, plans. Metrobus, and Ride On have more than 48,000 weekday boardings in Silver Spring, making this New Carrollton one of the busiest transit stations in the region. Twenty-two Metrobus and four Ride On routes Annapolis Road is a retail corridor characterized serve the Silver Spring Transit Center. The bus by strip commercial development. Although the stop at the Takoma/Langley Crossroads is Ride residential development near the New Carrollton On’s busiest transit hub not connected to a Metro Station is primarily single-family, several Metrorail station. Each weekday, more than large institutional trip generators, including the 15,000 passengers get on and off buses at the Internal Revenue Service, are located there. Takoma/Langley Crossroads on four Metrobus, Local plans for the New Carrollton Metro Station three Ride On, and two TheBus routes. The three are for high-density transit oriented development. busiest bus routes in the Ride On system run WMATA is pursuing mixed-use joint between Silver Spring and Langley Park. The development for the property it owns on both second highest ridership in the Metrobus service

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regional (Metrobus) and county (TheBus) bus between the University of Maryland campus and headways in the peak period and nearly 7,200 addition to the large number of bus-to-rail service available. Daily boardings and alightings the College Park Metro Station. daily passenger trips. East of Langley Park, transfers. WMATA J4 is the only east-west route for Metrorail at New Carrollton currently WMATA C2 and C4 carry most of the that does not terminate at Silver Spring (thus average 3,600, and 3,700, respectively. Metrobus More than 75 bus routes operate in the Purple passengers, with C4 diverting south to Prince avoiding a transfer time penalty and ridership serves the station with 20 routes, and TheBus Line corridor; of these, only 12 provide east-west George’s Plaza and C2 continuing through the loss) east and west of Silver Spring. serves it with four routes. service. University of Maryland campus, then traveling East-west transit service in the Purple Line Existing bus service operating east-west in the north on US 1 to the Greenbelt Metro Station. The University of Maryland operates a shuttle WMATA F6 also serves a portion of the corridor is primarily oriented toward short trips bus service for its students, faculty, and staff who corridor consist of several overlapping or focused on major activity centers. In other words, interconnecting routes as shown in Figure 1-2. corridor, connecting Prince George’s Plaza make two million trips per year. Three of the 18 Metro Station with the University of Maryland the transit network is a feeder/distributor-based UM Shuttle routes operate in the Purple Line WMATA operates the regional routes, those that operation that is inadequate for corridor travel, are inter-jurisdictional, while each of the counties Campus, the College Park Metro Station, and the corridor serving such major activity centers and New Carrollton Metro Station. See Table 1-1. especially longer trips through major activity destinations as the Silver Spring Metro Station, operate the local routes. WMATA J1, J2, and J3, centers. As such, the network is choppy, the College Park Metro Station, and M-Square with a combined headway of six minutes (a bus The Silver Spring Metro Station is a major disjointed, and operated by three essentially Research Park. UM Shuttle 111, Silver Spring every six minutes in the peak period), serve the transportation hub, with nearly 120 buses per unrelated service providers. There is a lack of Metro, duplicates much of the proposed Purple long-haul trips between Montgomery Mall, hour in the peak periods. The majority of these coordination and the route structure is not suited Line alignment, operating on University Medical Center, Bethesda, and Silver Spring, routes terminate in Silver Spring. Approximately for present day mobility needs. Boulevard, Piney Branch Road, and Wayne with 6500 daily weekday passenger trips. Ride 10,000 bus-to-bus transfers take place daily, in Avenue; and UM Shuttle 104 provides serve On 15 is the primary service between Silver Spring and Langley Park with four-minute Table 1-1: Existing East-West Bus Service

Wheaton Figure 1-2: Existing East West Transit Service N M Route Terminal and Intermediate Points Georgia Ave Sunday

C2 Z1-Z29 Midday Evening Average PM Peak Saturday J8 Q2 AM Peak Riggs Rd Riggs Wisconsin Ave C4 Connecticut Ave New Hampshire Ave Hampshire New Ave J9 Forest Daily Riders Grosvenor L7 Glen Greenbelt Early Morning Montgomery U T16 n 2 iv Bowie Mall L8 e 81 d r C8 R s Montgomery Mall-Medical Center-Silver i J5 e ty K6 T17 M M ll R2 M i B v l 2 83 J1 -- 20 -- 20 ------790 v s d le R5 Y5-Y9 o Spring Metro C 86 Medical Center 2 2 J2 5 18 7 7 6 C2 12 B24 B21 Montgomery Mall-Bethesda-Silver J3 4 2 7 3 J1 3 18 J2 20 17 20 24 15 20 25 4,750 30, 33, 34, M Adelphi Rd B25 B22 47, 70 2 Spring Metro 2 2 17 16 7 6 15 15 2 Montgomery Mall-Bethesda-Silver 29, 32 5 3 US 50 M J4 M J4 M M 2 J3 -- 17 -- 24 ------1,020 2 F6 10 1 11 2 Spring Metro 3 36 Bethesda Silver Langley UMD College New C28 2 Bethesda Metro-Silver Spring-College Spring Park 4 F8 Park Carrollton J4 -- 20 -- 20 ------1,025 R3 F4 Park Metro 13 4 2 12 C4 C2 Wheaton Metro-Greenbelt Metro -- 22 30 16 -- 30 -- 5,180 6 Twinbrook Metro-Prince George’s Plaza F4 F6 C4 10 22 30 16 30 30 16 7,780 M M 6 M M Metro Friendship Takoma Prince Landover Heights Park George’s Plaza F4 Silver Spring – New Carrollton 12 12 40 15 -- 30 60 4,640 F6 Silver Spring – New Carrollton -- 20 40 30 ------3,090 Metrorail Not all routes shown Metrorail Metrorail Metrorail Ride On 15 Silver Spring Metro-Langley Park 15 4 12 4 30 12 15 7,200 TheBus 17 Langley Park-UM-College Park Metro 45 45 45 45 ------80 J4 Bus Routes Existing Metrorail Stations M M (color denotes Red Line, Green Line, etc.) 12 Buses/Hour/Peak Direction UM Shuttle 111 UM – Silver Spring Metro -- 35 75 45 30 -- -- 500 UM Shuttle 104 UM – College Park Metro 8 8 12 8 20 20 20 2,500

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Although the Purple Line corridor contains an Washington, DC. This is the conventional one-seat ride or it could entail transfer to Lyttonsville, Takoma Park/Langley Park, and increasingly substantial population that relies suburb-to-downtown work market trip a local bus for travel from an origin or to Riverdale Park. These seven districts constitute heavily on transit to reach employment and during which the rider would use the a destination outside the corridor. the Purple Line corridor. Other districts are used activity centers, new transit services in this east- Purple Line as a feeder service to the to define major sections of Washington, DC, and west corridor have been limited to bus service on Metro to travel downtown or elsewhere. Each of these markets would be served by the travel market areas around the Metrorail lines local roads that are subject to the same roadway Purple Line, albeit in different ways and for (both branches of the Red Line, the Green Line, 2. From one Metrorail station in the corridor congestion as automobile traffic. To date, there different purposes. Each would dictate different and the Orange Line) running north and northeast to another. The Purple Line would has been no investment in fixed guideway planning strategies and operating paradigms. The of the corridor. The rest of the region is defined eliminate the need to travel into systems or in new highways to facilitate east- first three markets are feeder, connector, or by larger districts for the remainder of Maryland downtown Washington, DC and back out west travel and enhance links between the distributor services to Metrorail. For the last two and the areas of . again on Metrorail to reach a destination employment and residential centers along markets, the destination is within or near the in the Purple Line corridor. The Purple circumferential transportation routes in the Purple Line corridor and does not require use of Table 1-2 shows the daily transit trips among Line would provide a connector service corridor. The built up character of the corridor Metrorail. Feeder or distributor local bus service these districts for the year 2000 for all trips between four Metrorail lines. precludes the construction or widening of the could supplement the Purple Line to complete purposes with the origin of the trips listed along existing roadways. 3. From an origin outside the corridor, such the trip in any of these markets. the vertical side of the table and the destinations of the trips along the top of the table. The Purple as Shady Grove or the District of The Purple Line would directly connect several 1.2.3. Transit Service Markets Columbia, to a destination within the Line corridor has approximately 169,000 daily major activity centers to the MARC transit trips that have one or both ends of the trip corridor either at an activity center or in a and to Amtrak’s Northeast Corridor via the New The diversity of land uses, markets, and socio- wedge. This is the converse of the first in the corridor. This represents some 9.5 percent economic characteristics in the Purple Line Carrollton station, the MARC at of the transit trips for the Washington region. two types of market and serves as a Silver Spring, and the MARC at corridor mean that both origins and destinations distributor function to the Metro. Some 44,000 of these transit trips have both ends are present and, therefore, a significant amount College Park. Connections to these facilities of the trip within the Purple Line corridor while of travel occurs entirely within the corridor. The 4. Between a wedge and one of the activity substantially expand the market reach of the 60,000 transit trips are between the corridor and major activity centers in the corridor include centers in the corridor. These activity Purple Line by providing access to areas not some part of Washington, DC. A large number of business and retail destinations, educational centers include Bethesda, Silver Spring, served by Metrorail, including Frederick, the remaining trips are associated with districts to institutions, and sports and entertainment Takoma Park/Langley Park, University of Howard, and Anne Arundel Counties, BWI the north or northeast of the Purple Line corridor facilities. Another function of the Purple Line Maryland, College Park, Riverdale Park, Airport, the Baltimore central business district, along the Metrorail lines. The majority of the would be to provide access to other transit modes and New Carrollton. This market is for a Western Maryland, and major metropolitan areas trips in the corridor (134,000) are associated with and services. single-seat trip from an origin in one of in the northeast. the major activity centers, while the other 35,000 the wedges to one of the major activity Figure 1-3 shows the Washington metropolitan are associated with the wedge districts. Of the The Purple Line would serve at least five centers in the corridor without the need to region defined as a set of districts to enable a trips associated with the major activity centers, important travel markets in the corridor: use Metrorail. discussion of the current travel patterns and only 9,000 are from one major activity center to 1. From an origin in one of the “wedges” (a 5. From wedge to wedge. This is a market markets. Districts are identified around the major another. For the wedge district trips, 8,400 are wedge is one of the areas between the that would be served exclusively by activity centers of Bethesda, Silver Spring, associated with the major activity centers with four major radial, rail corridors) to a either local bus service or the Purple College Park, and New Carrollton in the Purple 15,400 associated with the Washington, DC Metrorail station to gain access to Line. It would not involve transfer to Line corridor. Three additional districts are used districts. Metrorail and to travel to a destination Metrorail. Wedge-to-wedge travel may be to describe the “wedge” areas in between the outside the corridor, such as downtown entirely within the corridor and could be a major activity center, /

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What this information shows is that while there is quite a bit of existing transit travel within the Figure 1-3: Purple Line Corridor Travel Districts corridor, that corridor trips associated with areas outside the corridor are greater, i.e., corridor trips associated with Washington, DC and area north along the Metrorail Red, Green and Orange lines that run through the major activity centers, especially up toward Shady Grove, the Rockville area and the Glenmont area. While the major activity center districts account for most of the trips, a substantial number of trips are associated with the wedge districts, those areas not presently served by Metrorail and dependent on street-running bus service operating in congested mixed traffic, are linked with either one of the major activity centers or areas reachable via the Metrorail system, especially Washington, DC By the year 2030, daily transit trips are forecast to grow by 52 percent or from 953,000 to 2,711,000. Transit trips associated with the corridor grow by 65,000 or 38 percent to 234,000, while trips within the corridor grow by 18,000 or 43 percent to 62,000 trips. While the general pattern and distribution of these transit trips would be similar to current trips, the level of growth is substantial, increasing the severity and the magnitude of the mobility needs of corridor travelers.

1.3. Need for Transportation Improvements The Washington metropolitan area has experienced continual population growth, both in employment and population. The existing transportation facilities, especially inside the Capital Beltway (I-95/I-495) often do not meet this increased demand. This is especially true of east-west travel.

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Table 1-2: Daily Transit Trips, Origins, and Destinations by District, 2000 Bethesda - Connecticut Lyttonsville Silver Spring Takoma - Langley Park College Park Riverdale Park New Carrollton Corridor TOTAL Shady Grove Glenmont Greenbelt Northwest DC North DC East DC DC Core Southwest Montgomery County North East South West Total Bethesda 3,484 358 1,720 583 182 115 64 6,507 4,573 1,978 110 1,532 1,352 514 3,719 2,923 3,081 301 1,533 745 28,870 Connecticut - 358 14 232 54 15 4 2 680 184 161 7 112 99 20 412 114 123 8 41 24 1,985 Lyttonsville Silver Spring 1,720 232 2,378 1,175 403 125 73 6,108 1,325 2,334 196 739 2,526 610 4,797 732 2,164 268 994 284 23,075 Takoma -Langley 583 54 1,175 573 819 87 70 3,362 473 503 317 293 1,209 373 2,861 260 644 135 419 152 11,002 Park College Park 182 15 403 819 679 406 152 2,656 147 229 554 110 1,062 821 1,560 88 657 611 569 69 9,133 Riverdale Park 115 4 125 87 406 191 317 1,246 73 30 176 69 326 547 1,391 45 84 268 367 95 4,718 New Carrollton 64 2 73 70 152 317 466 1,145 43 32 83 36 279 869 1,332 27 109 584 1,112 53 5,702 Corridor TOTAL 6,507 680 6,108 3,362 2,656 1,246 1,145 21,703 6,819 5,267 1,443 2,891 6,854 3,755 16,073 4,187 6,862 2,175 5,035 1,422 84,486 Shady Grove 4,573 184 1,325 473 147 73 43 6,819 10,136 2,924 82 708 743 268 3,696 3,874 5,731 185 798 497 36,461 Glenmont 1,978 161 2,334 503 229 30 32 5,267 2,924 3,469 99 447 770 181 4,104 876 1,972 67 439 218 20,832 Greenbelt 110 7 196 317 554 176 83 1,443 82 99 297 66 415 328 959 47 377 402 267 46 4,828 Northwest DC 1,532 112 739 293 110 69 36 2,891 708 447 66 3,502 3,535 946 13,580 1,806 421 102 2,855 1,029 31,889 North DC 1,352 99 2,526 1,209 1,062 326 279 6,854 743 770 415 3,535 8,390 3,338 25,368 1,225 882 497 5,224 1,023 58,263 East DC 514 20 610 373 821 547 869 3,755 268 181 328 946 3,338 4,571 15,589 401 344 757 6,458 611 37,548 DC Core 3,719 412 4,797 2,861 1,560 1,391 1,332 16,073 3,696 4,104 959 13,580 25,368 15,589 39,853 7,879 7,282 4,457 66,819 20,315 225,975 Southwest Montgomery 2,923 114 732 260 88 45 27 4,187 3,874 876 47 1,806 1,225 401 7,879 2,865 2,282 94 1,472 751 27,757 County North 3,081 123 2,164 644 657 84 109 6,862 5,731 1,972 377 421 882 344 7,282 2,282 11,649 690 905 522 39,918 East 301 8 268 135 611 268 584 2,175 185 67 402 102 497 757 4,457 94 690 1,146 1,150 205 11,927 South 1,533 41 994 419 569 367 1,112 5,035 798 439 267 2,855 5,224 6,458 66,819 1,472 905 1,150 101,432 24,816 217,668 West 745 24 284 152 69 95 53 1,422 497 218 46 1,029 1,023 611 20,315 751 522 205 24,816 39,945 91,399 TOTAL 28,870 1,985 23,075 11,002 9,133 4,718 5,702 84,486 36,461 20,832 4,828 31,889 58,263 37,548 225,975 27,757 39,918 11,927 217,668 91,399 888,951 Note: Shaded cells are districts in the Purple Line corridor

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These elements of the transportation problem are 80 percent of travel is not to and from work. Implications of the Defense Base As noted earlier, the Capital Beltway/Purple Line the root causes of the more directly perceived When people are not commuting, they are Study examined the growing levels of demand in Realignment and Closure (BRAC) transportation problems: traveling for a variety of reasons – picking up Process the Washington metropolitan area and the children at school, going to movies, eating at • A highly congested roadway system possibilities for increasing capacity on roadways. restaurants, or shopping for groceries. The The conclusion was that roadway capacity alone When the BRAC Commission decided to • An east-west transit system that is locations of these activities are often more spread close or combine aging bases nationwide, would not address the problem sufficiently, and unreliable, slow, and discontinuous out than job sites, and this dispersion affects the that transit was part of the solution. The Inner the State of Maryland was a primary types of transportation services and facilities recipient of employment from bases Purple Line, inside the Capital Beltway between The transit improvements being considered for needed. As the urban core of Washington, DC, Bethesda and New Carrollton, was identified as the Purple Line corridor, as described in more closing in other areas. Fort Meade, continues to be the center of economic and Aberdeen Proving Ground, Fort Dietrich, the top priority transit project. detail in Chapter 2, are intended to address these tourist activities attracting visitors from across challenges by providing shorter and more , and the The corridor contains a major (and increasing) the globe, investment in public transit projects is National Naval Medical Center are reliable east-west transit travel times by enabling imperative to the region’s economic vitality. commuting population that travels to and from faster transit vehicle operating speeds through expected to grow by 20,000 employees Washington, DC, Montgomery and Prince Twenty-five years from now the core will when BRAC is fully implemented in the provision of more priority, dedicated and continue to have the greatest concentration of George’s Counties, and other parts of the region. exclusive operating conditions. The degree that 2011. The shift of 1,750 jobs from Walter Convenient, efficient east-west transit service is jobs in the region; however, increasingly people Reed Army Medical Center in northeast the alternatives address these intentions can be will be traveling from one suburb to another. By not available in the corridor. The need for measured by reduced transit travel times, time Washington, DC to National Naval improved transit services is heightened as it 2030 the majority of trips will be suburb-to- Medical Center (NNMC) is expected to saving for users, improved operating speeds, and suburb travel. becomes more difficult to commute from attraction of more riders to transit. change commuting patterns in the near locations with housing choices to jobs that are Most redevelopment of suburban areas in the term for the positions that are being dispersed along the corridor and throughout the 1.3.1. Changing Travel Patterns Purple Line corridor has been mixed use, adding transferred. The actions noted in BRAC region. New employment opportunities are no non-residential uses to the corridor. The creation identify a changing picture of Historically, downtown Washington, DC, has longer clustered exclusively in downtown of new jobs and destinations for a variety of employment and visitor trips to the new been the location of most jobs, while people Washington, DC, and a number of Federal activities means new travel patterns in the combined medical center being planned lived outside the center. As the suburbs grew, functions, such as the Food and Drug corridor. Table 1-3 shows the number of jobs at on the site of the NNMC in Bethesda more people commuted longer distances into the Administration and Internal Revenue Service, key employment centers in the corridor. with the overall addition of 2,200 to that were traditionally located in the District, center and the radial Metrorail system was built 2,500 jobs and an increase in hospital have relocated to the Purple Line corridor. to serve this travel. However, jobs are Table 1-3: Existing Employment at visitors as noted in the NNMC DEIS. increasingly relocating to suburban areas Major Centers A number of basic elements contribute to the resulting in suburb-to-suburb travel patterns. In The Purple Line AA/DEIS used transportation problem: the Washington metropolitan area, as is true Employment Center Number of Jobs MWCOG Round 7.0 2030 land use forecasts for employment, households • The movement of employment centers throughout the , suburb-to-suburb Bethesda CBD1 34,833 out of downtown Washington, DC travel has increased dramatically in the past 20 Silver Spring CBD1 29,741 and population in the analysis. The 2 assumed growth for these items was years. University of Maryland 12,000 • Presence of multiple markets for east- 1 based on normal growth assumptions for west travel New Carrollton 8,705 Currently, 20 percent of the trips in the region 1 Source: Round 7.0 Forecast, MWCOG each zone in the region. A concern was • A large population that relies on transit involve travel to and from jobs. These 2 Source: University of Maryland raised about the implications of this commuting trips are generally twice as long as change on the long-term assumptions for • A transit system that is oriented toward radial travel into and out of Washington, non-work trips and tend to occur at the same time this project. However, given the scale of DC of day and to go to the same places each day. the expected growth excluding the BRAC Although commuter travel, occurring as it does changes, analysis of the changing trip • Projected employment and population at the same time every day, creates the high patterns for the 2030 horizon year increases levels of congestion that often trigger the demand indicates that the effects of BRAC will be • Changing travel patterns for improved transportation facilities, more than negligible.

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Counties, will experience the greatest increase in these primary east-west travel routes within the The Bethesda area exists today and in the Table 1-4: Percent of Households congestion, and will continue to have the most corridor. The high traffic volumes are above the future as a major employment and without a Vehicle congestion in the region. capacity of the existing east-west roadways and population center exclusive of the BRAC intersections, and this is reflected in the failing changes. Combined employment around Percent of Table 1-5 provides growth projections for three levels of service. the Medical Center Metro Station is Community Households major activity centers in the transitway corridor. expected to grow by over 6,000 jobs to without a Vehicle Because the corridor is already built-up, These increases will put additional pressure on 2030 and population is expected to grow Bethesda 18% expanding highway capacity and building new the already congested roadways. No quality by approximately 700 in that time. The Chevy Chase 11% roadways to address the inadequate capacity of service is available for the east-west travel Bethesda CBD is expected to grow by Rock Creek Forest / existing roadways is difficult at best. The 13% market that wants or needs an alternative to 5,000 jobs and show a population Lyttonsville / Rosemary Hills projected increases in employment and traveling by automobile. Moreover, this demand increase of over 12,000 residences in that Woodside 16% population will only make the situation worse. is projected to grow as 2030 population, same period. The BRAC changes, while Silver Spring 24% The impacts of these traffic conditions on street- large, are a small percentage of the employment, and the resulting traffic increases running transit service could be great. WMATA East Silver Spring 12% become a reality. expected 72,000 jobs in the entire Long Branch 18% reports that their actual running times on the J4 Bethesda CBD - Medical Center area in route between Bethesda and College Park can Takoma Park 16% 1.3.4. Traffic Conditions 2030. range upwards of 50 percent higher than the Langley Park 25% With the anticipated population and employment typical times that are shown in published Therefore, given the access afforded by Lewisdale 15% growth, the existing Purple Line corridor is timetables. Not only does this obviously Purple Line alternatives along the Master Adelphi 9% facing numerous transportation challenges as a inconvenience riders, it also means that it is very Plan alignment and connecting the College Park 10% result of limited infrastructure for east-west difficult to operate the network of services Metrorail Red Line to the Medical Center Riverdale Park / Heights 15% travel. The primary east-west travel routes, reliably and in a manner that optimizes Station, the impacts of BRAC on travel in Glenridge / Beacon Heights 14% consisting of the Capital Beltway, East West interconnectivity and mobility. the Bethesda area are notable more for New Carrollton 18% Highway (MD 410), and University Boulevard the additional delays expected on area West Lanham Hills 9% (MD 193) are heavily congested during peak 1.3.5. Transit System Efficiency and roadways than for the potential periods and on weekends, and are unable to Connectivity contributions to Purple Line ridership. Montgomery County 7% Prince George’s County 10% accommodate increases in demand for east-west Although several modal choices (automobiles on travel. Many major intersections, such as State of Maryland 11% highways, commuter rail, and bus service) and 1.3.2. Access for Transit-Reliant Populations University Boulevard and New Hampshire Source: US Census 2000, Summary File 3 intermodal opportunities (park-and-ride lots and Avenue, already experience failing levels of Dense clusters of population along the corridor Note: Shaded rows are higher than the corresponding Metrorail) are available in the Purple Line county percentage. service (LOS) in both morning and evening peak corridor, current transit options are limited in rely heavily on transit for mobility and periods. Table 1-6 shows the average daily traffic communities have low rates of vehicle ownership many areas because the only modes serving east- accessibility. A study of U.S. Census 2000 data volumes and levels of service for a number of reveals that many communities in the corridor because of the mobility provided by the existing have a high percentage of households without a transit, particularly Metrorail, rather than because vehicle (see Table 1-4). of personal financial constraints. This is true of Table 1-5: Household and Employment Forecasts most of the Montgomery County communities, Households Employment Bethesda, Woodside, Silver Spring, Long notably Bethesda and Chevy Chase. Location Branch, Takoma Park, Langley Park, Lewisdale, 2000 2030 % Change 2000 2030 % Change Riverdale Park/Heights, and New Carrollton 1.3.3. Population and Employment Growth Bethesda CBD 6,720 12,938 93% 34,833 41,567 20% have rates ranging from 15 percent to 25 percent, Silver Spring 5,646 14,016 148% 29,741 34,626 16% considerably higher than the Montgomery and MWCOG has projected continued increases in CBD Prince George’s County rates of 7 percent and employment and population in the Maryland New Carrollton 854 1,430 67% 8,705 15,339 76% 10 percent, respectively, and the State of suburbs by 2030. The inner suburbs, which Source: Metropolitan Washington Regional Activity Centers and Clusters, Round 7.0 Forecasts , Metropolitan Washington Maryland rate of 11 percent. Some of these include Montgomery and Prince George’s Council of Governments 2007.

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west markets are automobiles and regular buses, between existing bus routes. This necessity both severely impacted by the existing traffic further slows travel times and decreases travel Table 1-6: Traffic Levels, 2005 and 2030 congestion and making access to the radial routes convenience and dependability. Montgomery 2005 2030 Projections difficult and inconvenient. County’s Ride On bus routes from Bethesda run Location LOS LOS only as far east as the Takoma/Langley area. In AADT1 AADT AM/PM AM/PM The corridor has a lack of direct routes between addition, Prince George’s County’s service, major activity centers. As a result, a need exists Capital Beltway, (MD 355) to TheBus, only runs between the Takoma/Langley 227,575 F/F 285,000 F/F (MD 97)2 for faster, more reliable and more direct transit area and College Park. Currently, no direct bus Capital Beltway, Georgia Avenue (MD 97) to I-952 215,150 F/F 269,000 F/F service, with greater capacity, and improved service exists from Bethesda to New Carrollton system connectivity to address the mobility and Capital Beltway, I-95 to US 502 241,425 E/E 302,000 F/F or from Takoma/Langley area to New Carrollton. 3 accessibility deficiencies of the study corridor. Metrobus routes bridge the gap in service Jones Bridge Road at Connecticut Avenue (MD 185) 22,300 F/F 27,900 F/F University Boulevard (MD 193) at New Hampshire Avenue (MD Currently, transit riders can travel between between Montgomery and Prince George’s 2 49,825 F/F 62,300 F/F 650) Bethesda, Silver Spring, College Park, and New Counties by operating several routes through the 2 Takoma/Langley area. One of the busiest transit East West Highway (MD 410) at Connecticut Avenue (MD 185) 29,375 F/F 36,700 F/F Carrollton on an existing Metrorail line. th 2 centers in the corridor is Prince George’s Plaza, East West Highway (MD 410) at 16 Street (MD 390) 32,475 F/F 40,600 F/F However, travel between these stations requires 2 either riding into Washington, DC and then, in which is not along the Purple Line alignment but East West Highway (MD 410) at Baltimore Avenue (US 1) 25,925 F/F 32,400 F/F 2 most cases, transferring onto a different radial is, nonetheless, an important destination for East West Highway (MD 410) at Kenilworth Avenue (MD 201) 40,950 F/F 51,200 F/F 2 line or traveling circumferentially on one or more Metrobus and TheBus routes in the eastern Annapolis Road (MD 450) at Veterans Parkway (MD 410) 37,925 F/F 47,400 F/F of the many slow, often discontinuous, indirect portion of the Purple Line corridor. Notes: 1 bus routes. Average Annual Daily Traffic Bus utilization is constrained by trip times. In 2 Source: MD State Highway Administration, 2005 3 Bus services between Bethesda and New most cases, bus travel times are slower than Source: Purple Line Traffic Studies, 2005 Carrollton are limited and require transfers individual automobile trips, since buses typically make frequent stops. These slow speeds do not identified for the corridor. The goals and provide an incentive for those with automobiles objectives discussed below and listed in Table 1-7: Current Scheduled Transit Travel Times for Segments to use transit. Every transfer between routes adds Table 1-8 were used to develop and evaluate the substantially to travel times, inconveniencing project alternatives. 1 2 Rail Bus transit patrons and discouraging transit use. A Location 3 3 faster, more reliable, and more direct transit 1.4.1. Improve Mobility and Accessibility Distance (miles) Time (min.) Distance (miles) Time (min.) service with greater capacity would address the Improving transit mobility and accessibility in Bethesda – Silver Spring 16.5 35 4.4 17 mobility and access deficiencies of the Purple the corridor is the most fundamental goal of the Bethesda – Takoma/Langley N/A N/A 7.7 30 Line corridor. Bethesda – UM Campus Center N/A N/A 10.2 39 Purple Line. It will support economic viability and accommodate the projected employment and Bethesda – New Carrollton 19.2 50 16.9 87 Table 1-7 illustrates the existing travel times for residential growth in the corridor. System Silver Spring – Takoma/Langley N/A N/A 3.3 16 various modes in the segments between Bethesda and New Carrollton. The travel times are based connectivity is a major aspect of increasing Silver Spring – UM Campus N/A N/A 5.8 24 mobility and improving accessibility. Center on the published weekday schedules. However, the congested roadways mean that actual travel Silver Spring – New Carrollton 19.4 51 12.5 60 As discussed earlier, despite the fact that suburb- times, at least for those using bus services, are Takoma/Langley – College Park N/A N/A 4.0 15 to-suburb travel is increasing in the Washington likely slower. Many of these trips require Takoma/Langley – New metropolitan area, provisions have not been N/A N/A 9.2 44 transfers from one bus route to another. Carrollton made for improved circumferential connections College Park – New Carrollton 21.6 55 5.2 17 to the radial network. No major corridor transit 1 METRO Rail times are based on peak-hour travel (7:00-7:30 AM and 4:00-4:30 PM) 1.4. Project Goals and Objectives or roadway initiatives are planned through 2030 2 Bus times are the quickest time for all possible bus service and routes, including WMATA’s F4, F6, J2, J4; Ride On’s 15, The goals and objectives of the Purple Line are for the Purple Line corridor. Although making 16, 17, 18 and TheBus 17 circumferential transit in the suburbs work is 3 Times were calculated from published weekday schedules as of September 2007 based on the transportation challenges and needs

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very challenging, the Purple Line corridor is a logical opportunity for such service. Historically, Table 1-8: Project Goals and Objectives lower densities in the suburbs and the lack of a Goal Objectives single focus for trip origins and destinations • Improve transit linkages to existing and planned economic development areas in the corridor make it necessary to plan circumferential service carefully. A major element in this planning is the • Improve access to jobs in corridor recognition that circumferential routes not only • Increase employers’ access to labor pool play key roles feeding and distributing • Reduce transit travel times between major activity centers in the corridor passengers in the radial corridors, but also Increase Mobility and Improve Accessibility • Improve mobility for transit-dependent households provide intra- and inter-community service • Improve intermodal connections within the corridor itself. • Construct a permanent multi-use trail from Bethesda to Silver Spring if the Georgetown Branch right- Increased system connectivity is essential to of-way is used for the transit alignment maximizing the benefits of a transit system and • Link radial Metrorail lines for better transit system connectivity to fully optimize past and future investments in • Improve overall dependability and reliability of transit system in the corridor Increase regional transit transit service and infrastructure. Where transit usage Improve Transit Operations Efficiencies users are able to access a wide variety of • Improve feeder services and access facilities at existing and proposed stations appropriate for destinations in different directions, ridership will surrounding land use be higher as the system is able to meet the needs • Minimize and mitigate impacts to the natural and human environment in the corridor of a wider range of riders. Effective connectivity (i.e., that which is convenient and easy for riders Enhance Environmental Quality • Provide a safe and attractive transit service that is compatible with local community character to make use of), extends the service reach of the • Support local, regional, and state policies and adopted Master Plans service area. Travel choices and mobility • Demonstrate that the overall benefits of the transit improvements warrant their capital and operating opportunities in the corridor would drastically costs increase and become more convenient, Optimize Public Investment • Support Maryland’s Smart Growth strategy of supporting existing communities by targeting resources improving the efficiency of transit and aiding to support development in areas where infrastructure exists those who cannot commute via automobile. • Improve east-west transit services • Support of local and state land use plan for transit oriented development at existing and proposed Reducing travel time and providing a stations consistent, predictable travel time are key Support Local Plans for Economic and Community • Support development and revitalization of major activity centers such as Bethesda, Silver Spring, elements in encouraging people to use Development Takoma Park, Langley Park, College Park, Riverdale Park, and New Carrollton transit and in measuring the overall merit • Improve access to jobs in the region of a project. • Enhance connections within communities in the corridor and to the entire region Contribute to Attainment of Regional Air Quality • Reduce automobile usage 1.4.2. Enhance Environmental Quality Standards • Support and facilitate energy conservation As we, as a society, develop a better understanding of the impacts of our actions on environment because it can provide and natural environments. The developed characterize any effects that appear to be the human and natural environments, as well as transportation to large numbers of people with character of the area means that the human unavoidable, and describes actions that could be the scope and duration of these impacts, projects fewer environmental impacts than private environment is of particular significance, but the taken to mitigate adverse effects as part of the such as these should be designed to demonstrate automobiles. natural environment has also been carefully implementation of alternatives. considered. This study identifies transit stewardship of our resources and communities. Nonetheless, all transportation projects have the Indirect effects may include the development of Transit in and of itself is beneficial to the natural improvements that avoid or minimize effects to potential to cause adverse effects to the human these and other resources to the extent possible, nearby areas, traffic associated with new

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development, and the environmental effects of potential of such an alignment. The General Plan 1.4.4. Optimize Public Investment redevelopment zones and are areas where the development. The area is largely already recommends transit oriented, mixed-use improved transit connectivity would benefit developed, and much of it is targeted for development for its “Developed Tier” residential Transit investments are huge capital and residents and businesses. The Purple Line would revitalization and redevelopment. The study and commercial areas. The Developed Tier operating expenditures, and it is clearly fiscally support these revitalization activities, which considers the indirect effects and cumulative consists of all the area inside the Capital sensible to maximize the value of those build upon transit oriented development and effects of the alternatives, consistency with state Beltway, including Langley Park, the City of investments by creating a system that will attract design principles. and local land use policies, and potential College Park (including the University of more riders, support local planning policies, and implications for the region. Alternatives were Maryland), Riverdale Park, and New Carrollton. allow development that will take advantage of The Bethesda central business district is densely developed in an environmentally sensitive University Boulevard is designated a “Corridor” the benefits that transit can provide. Key developed and plays a key role in local and manner. where more intensive development is elements in encouraging people to use transit and regional economic markets. At least five encouraged. Plans for areas along the Purple in measuring the overall merit of a project are approved developments are within one-quarter 1.4.3. Support Local Plans for Economic and Line corridor offer support for future transit reducing travel time and providing a consistent mile of the Purple Line’s proposed terminal Community Development planning by making it a requirement that any and predictable travel time. station in downtown Bethesda. The majority of project considered for development in the these planned development sites, including A number of areas in the corridor, such as Expansion and Revitalization of Businesses respective areas have access to, or integration office, retail, and residential development, are Takoma Park, Langley Park, College Park, with, existing or planned transportation projects. Transit accessibility and mobility can play an currently under construction. Riverdale Park, and New Carrollton, are County master plans in the area support transit important role in the growth and development of pursuing economic revitalization. Some of these The expanded regional transit center in Silver oriented mixed-use development. communities and in the quality of life for local areas are already the focus of economic incentive Spring will support the revitalization and residents and transit patrons. This is particularly programs by local governments, and a substantial economic development of its compact central The Purple Line also supports principles of true for low income residents who do not own a improvement in the quality of transit services has business district. Frequent and reliable transit Smart Growth that have been adopted by the car. been identified by local planning agencies as a State of Maryland. These principles cover a service is important for providing access and key factor in these efforts. support for the mixed-use development currently range of topics but two particularly relevant to The interrelationship between transit the Purple Line are as follows: under construction in the Silver Spring central Land Use Plans and Policies expansion and economic development is business district. • Provide a variety of transportation well documented, particularly in the The master plans in Montgomery County for options Washington, DC region. Transit The Long Branch community has been areas including Bethesda, Silver Spring, and improvements help to generate designated a Priority Place by the State of Takoma Park encourage future development • Strengthen and direct development to employment and economic growth. Maryland. Priority Places receive heightened projects that offer integration with existing and existing communities Based on research conducted by the assistance from state agencies, which direct a planned transportation projects. Maryland Smart One of the core objectives of Smart Growth is to Center for Transportation Excellence, the variety of resources, regulatory help, and Growth strategies likewise support these encourage new development in currently built-up Washington region’s Metrorail system technical expertise their way. initiatives. These transit oriented development areas as this will take full advantage of the has generated nearly $15 billion in policies have encouraged continuing infill and Long Branch-Takoma Park has been named an existing infrastructure, including transportation. surrounding private development. Enterprise Zone Focus Area. One of only three redevelopment in areas in the corridor. Opportunities for infill and transit oriented WMATA projects that this amount is Moreover, the Purple Line, along the such focus areas in the State of Maryland, the development in close proximity to Purple Line likely to double to as much as $30 billion designation provides property owners with: Georgetown Branch alignment between Bethesda stations are being explored as an economic in the next 10 to 12 years. Between 1980 and Silver Spring, is a key element of several redevelopment benefit of this project. This will and 1990, 40 percent of the region’s retail • Tax Credits area master plans in Montgomery County. complement current redevelopment activities and office space was built within walking • “Green Tape” expedited review of In Prince George’s County, the Approved occurring in and around Bethesda, Silver Spring, distance of a Metrorail station. Development Projects General Plan, specifically supports Takoma Park, Langley Park, College Park, • Grants for Exterior Renovations implementation of the circumferential transit Riverdale Park, and New Carrollton. The Purple Line will support economic alignment (referred to as the Purple Line) and development in the region. Several areas through • Loans for Small Businesses recommends capitalizing on the economic which the Purple Line would pass have been • Economic Development Fund development and community revitalization designated by local planning authorities as

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conditions of the existing strip commercial New Carrollton Metro Station; improving the Proposed Takoma/Langley Park Transit Center centers at this site. transportation infrastructure, particularly for pedestrians; and designing the Purple Line to The MTA is designing and engineering the ensure good linkages between the Purple Line Takoma/Langley Transit Center, which will and the Annapolis Road corridor. accommodate the 11 bus routes that currently serve the area, and to consolidate them at one The New Carrollton TDOZ includes an area central location, thereby making transfers easy extending west approximately one-half mile from and safe. This Transit Center will be a station on the New Carrollton Metrorail Station. The the Purple Line. The extremely low rates of envisioned economic effects are the same as vehicle ownership in this area and the high those outlined in the College Park TDOZ. Large percentage of people living below the poverty office building complexes, such as the Federal line (18 percent) mean that the addition of the Internal Revenue Service, have been built on Purple Line will provide a much needed benefit portions of the TDOZ closest to the Metrorail to local residents, improving access to such station. The recently completed New Carrollton important destinations as employment, health District Development Plan (2008) presents a care, and educational resources. development vision of the station area that would leverage the benefits of the transit station. Both In College Park and Riverdale Park, a special WMATA and Prince George’s County support Transportation District Overlay Zone (TDOZ) mixed-used development within a quarter mile of has been established just south of the College stations. WMATA is forestalling development on Park Airport and adjacent to the College its property adjacent to the Metro station pending Park/University of Maryland Metrorail Station. selection of the Locally Preferred Alignment to Prince George’s County specifies that the ensure that the development does not conflict purpose of a TDOZ is to ensure that the • Exemptions From Washington Suburban with the right-of-way needs of the Purple Line. The Purple Line would provide access to development of land near Metrorail stations Sanitary Commission Systems Takoma/Langley Crossroads located at the maximizes transit ridership and takes advantage Development Charge intersection of University Boulevard and New 1.4.5. Long-Term Attainment of Regional of the development opportunities associated with Clean Air Goals • Small Business Loans Hampshire Avenue, which is also part of a mass transit projects. Elements such as building CROZ. The Takoma Park Master Plan (2000) heights, set backs, and density are tailored to Poor air quality affects the health of residents The Flower Avenue Shopping Center, at the envisions a major community commercial center promote pedestrian destinations within reach of and affects the availability of federal funding intersection of Piney Branch Road and Flower and transit terminal in this area. Currently the transit stations, resulting in an increased return assistance for transportation investments Avenue, has been identified as the initial focus of Takoma/Langley area is the subject of a sector on the transit system investment and improving throughout the region. redevelopment in the area. This small plan being prepared jointly by Montgomery and local tax revenues. The plan includes mixed-use The Clean Air Act of 1970 and its Amendments commercial area has been designated as a Prince George’s Counties. The goal of the development with office, retail, residential, and (1977 and 1990) (CAA) and the Final Commercial Revitalization Overlay Zone Takoma/Langley Park Crossroads Sector Plan is light industrial components. (CROZ). The Takoma Park Master Plan (2000) to enhance the unique character of this diverse Conformity Rule (40 CFR Parts 51 and 93) direct recommends improvements to enhance the multi-cultural community and implement both The Annapolis Road Corridor Planning Study the U.S. Environmental Protection Agency pedestrian environment and the implementation counties’ existing General Plan (2004) recommends a development strategy for (EPA) to implement environmental policies and of traffic-calming measures. The plan favors recommendations. The emphasis will be on Annapolis Road between the Capital Beltway regulations that will ensure acceptable levels of preservation of the neighborhood and encourages promoting mixed-use, pedestrian friendly, and and the Baltimore Washington Parkway. The air quality. The CAA require the Washington community-oriented retail with an emphasis on transit–oriented development opportunities report identifies this area as a focus of metropolitan area to adopt a structured, multi- transit and trail connections. Currently, this around Purple Line stations. The redevelopment efforts by Prince George’s year approach to attaining Federal clean air community has a dense multifamily housing with Takoma/Langley Crossroads Development County. The recommendations include standards. The CAA and the Final Conformity poor transit accessibility. Authority is leading an effort to improve supporting transit oriented development at the Rule affect proposed transportation projects such

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as the Purple Line. According to Title I, Section nonattainment when the CAA were implemented leading to the consideration of new alignment presented in the Public Outreach and 101, Paragraph F of the amendments, “No but have since attained compliance with the options and station locations and the elimination Coordination Technical Report. federal agency may approve, accept or fund any standards are classified as “maintenance areas.” of other options. transportation plan, program or project unless The designation of an area is made on a 1.5.1. Public Meetings such plan, program, or project has been found to pollutant-by-pollutant basis. The public outreach strategy for the Purple Line conform to any applicable State Implementation was designed with the following objectives: September 2003 Public Scoping Meetings Montgomery and Prince George’s Counties were Plan (SIP) in effect under this act.” The Final • To foster two-way communication that classified, between 1992 and 1995, as serious At the beginning of the Purple Line study in Conformity Rule defines conformity as follows: provides opportunities for input and nonattainment areas for carbon monoxide (CO). September 2003, four public scoping meetings feedback from project stakeholders and “Conformity to an implementation plan’s They were reclassified as maintenance areas on were held in Bethesda, Silver Spring, Langley ensures that concerns are adequately purpose of eliminating or reducing the March 3, 1996. The counties are currently Park, and College Park. At these meetings, the addressed; severity and number of violations of the classified as nonattainment areas for particulate public was able to comment on the study’s key National Ambient Air Quality Standards matter less than 2.5 microns in diameter (PM ) • To reach out to all stakeholders, including planning assumptions, identify issues of concern, 2.5 and review the scope of the project’s (NAAQS) and achieving expeditious and ozone (O3) and are classified as being in residents, business owners, property attainment of such standards; and that attainment for particulate matter less than owners, elected officials, agency environmental analysis. These meetings provided an opportunity for the public to comment on the such activities will not: 10 microns in diameter (PM10), lead (Pb), and representatives, and existing and future nitrogen oxide (NO ). transit riders; initial set of alternatives and identify issues that i. cause or contribute to any new x should be considered during the AA/DEIS violation of any NAAQS in any Almost half of the emissions that cause ozone in • To build on recent successes in outreach process. For those unable to attend meetings, the area: the region come from , trucks, and buses. along the corridor; meeting displays were available on the project ii. increase the frequency or severity According to MWCOG analyses, motor vehicle • To help identify the range of issues to be website. Comments could be submitted of any existing violation of any emission burdens are projected to increase addressed during all phases of the project; electronically through the website or sent via NAAQS in any area; or substantially by 2030. The Purple Line supports and mail. local and regional planning goals for air quality iii. delay timely attainment of any The public scoping meetings were held in an NAAQS or any required interim improvements by providing an alternative to • To present information in consistent, automobile usage for those who work and live in readily accessible, and easy-to- “open house” format, where participants could emission reductions or other conduct self-paced reviews of project displays. milestones in any area.” the Purple Line corridor. The western segment of understand formats. the Purple Line between Bethesda and Silver No formal presentation was given. Attendees The project’s public involvement program Although there are many provisions in the CAA, Spring is in the MWCOG Constrained Long could visit project information displays and provided numerous ways to receive information the major focus for the region will be on Range Plan (CLRP) as a project. The eastern aerial maps, and project representatives were and provide comments. Outreach included reducing mobile sources such as automobile segment between Silver Spring and New available to answer questions. project newsletters, fact sheets and flyers, a usage. Therefore, the likely effects of the study Carrollton is in the plan as a study. The project website, public meetings, community Display boards presented the meeting’s purpose, alternatives on regional air quality have been Maryland Department of Transportation is meetings, Community Focus Groups, letters, and the project’s background and goals, evaluation examined. working to ensure that the eastern portion of the email. Meeting notices and newsletters were factors, and environmental considerations. They project is included in the CLRP as a project. Attainment Status in the Corridor distributed to a mailing list that grew from presented the alternative transit modes to be approximately 16,000 individuals and businesses considered and described BRT and LRT options Section 107 of the 1977 CAA requires that EPA 1.5. Public Involvement and Agency at the time of the scoping meetings to with examples and issues to be considered. The publish a list of all geographic areas in Coordination approximately 60,000 when community and boards showed potential station locations, compliance with the NAAQS, as well as those public meetings were held. Seven newsletters described the planning and environmental Public involvement and agency coordination not in attainment of the NAAQS. Areas not in have been issued, to provide project updates and process, and presented the project’s timeline and have been ongoing throughout the Purple Line compliance with the NAAQS are termed announce opportunities for public input. next steps. Maps were displayed showing the nonattainment areas. Areas that have insufficient study as an integral part of the alternatives Purple Line corridor with environmental features data to make a determination are unclassified and development and evaluation process. Public This section summarizes the major components and preliminary alignments for evaluation within are treated as attainment areas until proven input has provided valuable comments that of the public involvement and agency the corridor. The public examined and otherwise. Areas that were designated as informed decisions throughout this process, coordination efforts. Detailed information is

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commented on the alternatives proposed for Transit Center to the proposed Flower Avenue • The identification of cultural resources could attend at any time during the scheduled consideration. station: concerns were about property takings, within the corridor hours, review information at their own pace, and the creation of a barrier through the community, discuss issues and ask questions of project • Goals and objectives of the project A total of 377 people signed attendance sheets at safety, noise and vibration, and impacts to the representatives. Maps showed the alternatives in the four meetings and over 350 comments were Green Trail along Wayne Avenue. • Environmental resources being studied relation to other transit services and to submitted during the scoping process. Comments environmental resources. Display boards • Photo simulations showing how the covered a broad range of topics and stated The Georgetown Branch (or Master Plan provided information on the Purple Line, project project could be incorporated on some of approval or disapproval of general alignment alignment) generated both strong support and needs and benefits, photos of LRT and BRT the roadways in the corridor issues and specific routes. Mode was the strong opposition. Community members systems and stations, the alternatives under category that received the most comments, with expressed strong concerns about preserving the • Public outreach efforts, with special consideration, typical sections, projected numerous comments in favor of light rail. Over Interim Georgetown Branch Trail and the natural attention on Community Focus Groups ridership, and cost estimates. They also presented 70 percent of the comments submitted related to environment. A number of people asked for more the FTA’s process, traffic studies, travel times, the alignment’s location and whether it was details on how MTA proposes to include both the Approximately 300 people came to these environmental resources, and details on special above, below, or at ground level. Opposition to hiker/biker trail and the transitway within the meetings to learn about the most recent project study areas such as the Interim Capital Crescent the Purple Line on Jones Bridge Road, MD 410 Georgetown Branch right-of-way. plans and talk with project representatives. MTA Trail and the University of Maryland campus. east of Silver Spring, and Sligo Avenue far received 110 comments. In general, the public At these meetings, the public expressed support outweighed support. The Interim Capital expressed support for the project and most Over 470 people attended these meetings and for the proposed station locations. Suggestions Crescent Trail (also referred to as the comments were positive. Many comments 205 written comments were submitted. Many for several additional stations were made, Georgetown Branch Trail), the environment, and identified issues of concern (e.g., the need to voiced strong support for the project while others particularly at East West Highway and station locations were the topic of many maintain pedestrian access to the Interim Capital voiced their opposition. Concerns were raised Kenilworth Avenue, and the University of comments. Twelve stations were presented at the Crescent Trail). Many stated clear support for about specific issues. These concerns included Maryland at US 1. Support was expressed for meetings, but the public suggested additional LRT, while a few expressed support for BRT. traffic, pedestrian safety, noise, vibration, impact both BRT and LRT transit modes. locations throughout the corridor. Other There was some support for the use of heavy rail. to the Interim , and impacts comments focused on transportation issues, June 2006 Public Open House Meetings to the environment in general. There was concern public involvement, the planning process, and The most controversial alignment continued to that the Purple Line study address BRAC’s plans pedestrian safety. Additional open houses were held in June 2006. be the use of the Georgetown Branch right-of- for Bethesda Naval Hospital and NIH. People These meetings were held in the evenings in way. Some expressed strong support for this discussed their opinions on station locations. November 2004 Public Open House Bethesda, Silver Spring, Langley Park, and alignment, not only because it is the most direct Meetings College Park. Similar to the meetings in 2004, a route and unimpeded by traffic, but also because Where mode preference was expressed, a large this alignment is readily available. Concerns number of people voiced a preference for LRT. In November 2004, the MTA hosted five open series of large aerial photographs showed the alignments under consideration at that time. about pedestrian safety, noise and vibration, and Many community members wanted to get houses on the Purple Line. These meetings were traffic were raised. information on how the ridership numbers were held in Bethesda, Silver Spring, Langley Park, Display boards showed sketches and photos of LRT and BRT and how they could be developed. College Park, and New Carrollton. A series of December 2007 Open House Meetings large aerial photographs showed the routes under incorporated into roadways. At these meetings, May 2008 Open House Meetings consideration at that time. Display boards the MTA was seeking public input on station The fourth round of open house meetings was showed sketches and photos of LRT and BRT locations and the alternatives retained for held in December 2007. These meetings focused A fifth round of open house meetings was held in and how they could be incorporated into detailed study in particular. on the overall end-to-end Build alternatives. May 2008. These meetings were a final Preliminary data on estimated ridership, costs, opportunity for the public to meeting with the roadways. Other information presented at these meetings and travel times was presented. Meetings were MTA prior to the Public Hearing. Over 340 included: Over 300 people attended these meetings to learn held in five locations in the corridor: Bethesda, people attended and 117 comments were about the most recent project plans and talk with • The trail along the Georgetown Branch Silver Spring, Langley Park, College Park, and submitted. These meetings focused on the refined the project staff. MTA received 209 public right-of-way West Lanham Hills. results of the alternatives analysis and provided comments. The most controversial topic was how project visualizations and updated results of the transitway would get from the Silver Spring • Traffic impacts and how they are studied These meetings were conducted using the ridership projections, costs, and environmental previously well received format where people

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impacts. As had been used before, the format scheduled as new information became available, sheets have been provided in both English and At this meeting, MTA staff presented the Purple was an informal self paced review of boards with and community representatives provided Spanish. Line history and the decision to combine the project representatives. valuable insight and input on the development Georgetown Branch Transitway/Trail project and and evaluation of alternatives. The MTA gained 1.5.3. Agency Coordination the Purple Line East project and reconsider Open House Meeting in College Park valuable information from this effort, ranging bus-based alternatives and new LRT alignments. Environmental and regulatory coordination for from details on how local school buses circulate, MTA then reviewed the project goals on which the Purple Line was initiated at an agency to delivery vans double parking on narrow the purpose and need were based, and presented coordination/scoping meeting on September 25, commercial streets. This information allowed the the project alternatives being considered. Agency 2003. Invitation letters were extended to 22 MTA to better design the project and develop representatives asked questions and commented regulatory and public agencies. Agency plans to address community concerns. on a variety of topics, including fuel type usage representatives and project staff in attendance Modifications were made to alignments, the for bus as compared to light rail alternatives, included: number and locations of stations being evaluated quality of service, alternative modes being were adjusted, and some alignments were • Federal Transit Administration considered (other than LRT and BRT), additional dropped altogether, in part due to information • Federal Highway Administration proposed stations in Prince George’s County, and and input received at these meetings. • U.S. National Marine Fisheries engineering issues. Agencies were encouraged to provide comments at the meeting and to submit Stakeholder Meetings • U.S. Environmental Protection Agency written comments. • U.S. Army Corps of Engineers Since the initial scoping meeting, the MTA has An agency field tour was conducted on • Washington Metropolitan Area Transit provided over 280 briefings at the request of December 2, 2003. This gave agency Authority community, business, or other stakeholder representative an opportunity to see the corridor Community Focus Groups groups. Outreach has included meetings with • Metropolitan Washington Council of and discuss issues. Some preliminary proposed In an effort to gain a more local perspective on individual property owners, businesses, Governments alignments were dropped at this time because of the project, MTA formed eight Community community associations, environmental groups, • Maryland Historical Trust resource agency concerns about environmental local government agencies, transit advocacy Focus Groups along the corridor. These groups • Maryland Department of Natural impacts. were small, geographically organized meetings groups, developers, business associations, special Resources Three interagency meetings were held over the to facilitate open discussions with local interest groups, and other stakeholders. Briefings next three years, in conjunction with several community representatives on issues specific to were generally held at stakeholder groups’ • Maryland State Highway Administration Project Team meetings (see the following section one community or to a portion of the corridor. request and in the format and location of their • Maryland Department of Planning choosing, although on occasion the MTA for a discussion of Project Team meetings). The These focus groups were: • Maryland Department of the proposed these meetings when a need for more dates of these meetings were October 1, 2004, Environment • Master Plan coordination or information was identified. The April 29, 2005, and April 7, 2006. All meetings • Jones Bridge Road MTA continues to advertise its willingness to • Maryland-National Capital Park and provided project updates. The October 2004 • Lyttonsville/CSX Corridor meet with any interested individual or group. Planning Commission – Montgomery meeting focused on the screening process used to County evaluate the alignments. The April 2005 meeting • Downtown Silver Spring 1.5.2. Additional Outreach • Maryland-National Capital Park and gave a detailed presentation of the alignments • East Silver Spring being carried forward at that point. The April Throughout the course of the project’s planning Planning Commission – Prince George’s • University Boulevard County 2006 meeting reviewed the status of the study, the MTA has used a variety of outreach environmental analysis and the need for a second • University of Maryland/College • Montgomery County Department of methods to identify communities and maintenance and storage facility site. Park/Riverdale Park stakeholders that may be under-represented. The Public Works and Transportation • New Carrollton/West Lanham Hills MTA has worked with local jurisdictions, elected • Prince George’s County Department of As the alternatives were further refined, officials, business leaders, local churches, and Public Works and Transportation additional potential station locations were Multiple rounds of meetings were held with most advocacy groups to reach out to community identified and more detailed information on Community Focus Groups. Meetings were members. Newsletters, fact sheets, and comment potential impacts was developed. A second

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agency field tour was conducted on November 8, • Washington Metropolitan Area Transit • Cost-effectiveness – the extent to which • Optimizing public investment 2007. This gave agency representatives another Authority. an alternative provides a level of benefits • Enhancing environmental quality opportunity to discuss project-related issues. that is commensurate with its cost, and The Project Team has met 13 times over the relative to the other alternatives • Supporting local plans for economic and In addition to the larger agency coordination course of the project’s study, to present and community development meetings and field reviews, individual agency discuss issues and preliminary findings, and • Financial feasibility – the extent to which coordination was conducted throughout the inform project decisions. sufficient funding is available, or can be • Support attainment of regional clean air study, as appropriate. developed to construct, operate, and goals 1.6. Evaluation of Alternatives maintain the alternatives 1.5.4. Project Team Meetings Specific objectives were developed to meet each The evaluation of alternatives is the key • Equity – how well each alternative of these goals, and, for each objective, evaluation The Project Team includes representatives from component of the Alternatives Analysis process provides a fair distribution of costs and measures were identified. The alternatives are the following state, local and regional and should contain sufficient information to benefits to the various subgroups and evaluated using a variety of measures relevant to governments: distinguish between the costs and benefits of the communities in the corridor each objective, some qualitative, such as equity considerations and community quality, and some • Maryland State Highway Administration alternatives and to understand the relationships This evaluation framework is designed to support quantitative, such as financial feasibility. Sources among alternatives, including possible trade-offs. the decision-making process regarding the choice • Metropolitan Washington Council of for these measures include FTA guidance; the Although the evaluation of alternatives occurs of transit improvements in the corridor. It has Governments New Starts Criteria, including the Summit near the end of the Alternatives Analysis process, been followed in the belief that it provides the model; and corridor-specific needs and issues. • Maryland-National Capital Park and the development of an evaluation methodology qualitative and quantitative material needed for The evaluation of the transportation Planning Commission – Montgomery and definition of supporting measures occurs at decision making in a manner that will improvement alternatives draws on the County the beginning of the project to ensure that the successfully build a consensus among those information and analyses gathered from the correct information is produced in the analytical concerned with the selection and implementation • Maryland-National Capital Park and analysis of the corridor, as well as input from phase for application of the measures. of a Locally Preferred Alternative. Planning Commission – Prince George’s stakeholders. County The evaluation of the transportation 1.6.1. Measures improvement alternatives for the Purple Line Table 1-9 lists the project objectives and some of • Montgomery County Department of draws on the information and analyses gathered the measures used to differentiate among the Public Works and Transportation To perform this evaluation, a number of from the analysis of the corridor and input from measures were developed based on the following alternatives. Some different objectives are • Prince George’s County Department of stakeholders. The measures were developed from goals of the project: evaluated with the same measures. Public Works and Transportation the goals of the project. The framework for the evaluation involves the following: • Improving mobility and accessibility • Local municipalities of Takoma Park, College Park, Riverdale Park, and New • Effectiveness – how well each alternative • Improving transit operations efficiencies Carrollton addresses the purposes of the project

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Table 1-9: Objectives and Corresponding Evaluation Measures

Objective Evaluation Measure Improve Mobility and Accessibility User Benefits by alternative, 2030 (daily minutes) Percent over TSM ƒ Improve accessibility to existing and planned economic development areas in the corridor User Benefits with mode-specific attributes by alternative, 2030 ƒ Improve access to jobs in corridor (daily minutes) ƒ Increase employers’ access to labor pool Percent over TSM Accessibility of residents to employment: jobs within ¼ to ½ mile of stations Accessibility of employers to workers: households within ¼ to ½ mile of stations ƒ Reduce travel time between major activity centers: o Bethesda – Silver Spring o Takoma/Langley – Riverdale Park o Bethesda – Takoma/Langley o East Silver Spring – Silver Spring o Bethesda – UM Campus Center o East Silver Spring – Takoma Langley Peak transit travel times for alternatives in 2030 (minutes) o Silver Spring – Takoma/Langley o New Carrollton – Riverdale Park o Silver Spring – Riverdale Park o New Carrollton – University of Maryland o Silver Spring – UM Campus Center o New Carrollton – Silver Spring o Silver Spring-College Park Metro ƒ Improve mobility for transit-dependent households Number of zero-car households within ¼ mile of stations Improve Transit Operations Efficiencies ƒ Increase interconnectivity of transit system, including bus-to-bus and bus-to-rail transfers Number of routes connecting at major transfer points ƒ Integrate radial Metrorail and MARC lines for better transit system connectivity Transfer walk time ƒ (also see below under Increase regional transit usage) Number of transfers required to access major activity centers Comparison of running way characteristics (miles): ƒ Dedicated ƒ Exclusive ƒ Shared (with traffic) ƒ Increase reliability of transit service Comparison of vertical alignment type (miles): ƒ Aerial ƒ Surface ƒ Tunnel End-to-end peak period running times Bethesda to New Carrollton (minutes) Transit ridership (daily boardings) ƒ Increase regional transit usage ƒ Purple Line ƒ Integrate radial Metrorail and MARC lines for better transit system connectivity ƒ Purple Line via Metrorail ƒ Purple Line via MARC ƒ Total New transit trips relative to No Build Percent new trips relative to No Build Change in operating speeds of transit service ƒ Reduce transit travel times in the corridor Change in travel time between major activity centers ƒ Serve transit oriented populations Number of zero-car households within ¼ and ½ mile of stations

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Table 1-9: Objectives and Corresponding Evaluation Measures (continued)

Objective Evaluation Measure Enhance Environmental Quality Direct impacts to the natural environment Direct impacts to parklands ƒ Minimize and mitigate impacts to the natural and human environment in the corridor Direct impacts to historic properties ƒ Provide a safe and attractive transit service that is compatible with local community character Visual effects Direct residential property impacts (number of displacements) Optimize Public Investment Total capital cost ($2007 in million) Annual operating and maintenance costs ($2007 in millions) ƒ Demonstrate that the overall benefits of the transit improvements warrant their capital and operating costs Annual increase in operating subsidy ($2007 in millions) FTA cost-effectiveness measures (cost per hour of User Benefit) Incremental Cost per New Transit Rider Support Local Plans for Economic and Community Development ƒ Support local, regional, and state policies and adopted master plans Consistency with local, regional, and state policies and adopted master plans ƒ Support potential for transit oriented development at existing and proposed stations in support of local land use Number and size of transit oriented development opportunities plans Potential for new development Support Attainment of Regional Clean Air Goals ƒ Support attainment of regional air quality goals Change in regional emission burden

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