MD 27 CORRIDOR STUDY

May 2016 Prepared by:

7055 Samuel Morse Dr., Ste. 100, Columbia, MD 21046 443-741-3500 | sabra-wang.com MD 27 Corridor Study – Town of Mount Airy Existing Conditions

TABLE OF CONTENTS

I. INTRODUCTION ...... 1 A. Project Purpose ...... 1 B. Study Area ...... 1 C. Previous Land Use and Transportation Studies ...... 2 II. EXISTING ROADWAY CONDITIONS & TRAFFIC OPERATIONS ...... 3 A. Roadway Characteristics & Cross Sections ...... 3 B. Environmental ...... 11 C. Roadway ADT & Travel Speed ...... 11 D. Intersection Peak Hour Volumes ...... 12 E. Intersection Operation Performance ...... 22 F. Intersection Crash Analysis ...... 26 G. Pedestrian & Bicycle Infrastructure ...... 29 III. EXISTING LAND USE ...... 29 IV. SUMMARY OF FINDINGS ...... 35

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LIST OF FIGURES

Figure 1: Study Area ...... 7 Figure 2: Lane Configuration and Traffic Control ...... 8 Figure 3: Roadway Annual Average Weekday Traffic ...... 13 Figure 4: AM Peak Hour Travel Speeds (INRIX) ...... 14 Figure 5: PM Peak Hour Travel Speeds (INRIX) ...... 15 Figure 6: AM Peak Hour Volumes ...... 16 Figure 7: PM Peak Hour Volumes ...... 19 Figure 8: Existing Intersection LOS ...... 25 Figure 9: Total Crashes by Study Intersection ...... 28 Figure 10: Existing Pedestrian Amenities...... 32 Figure 11: Existing Land Use ...... 33 Figure 12: Undeveloped Parcels ...... 34

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LIST OF TABLES

Table 1: Intersection Level of Service Delay Ranges ...... 23 Table 2: Existing Intersection Capacity Analysis Results ...... 24 Table 3: Crash Analysis Summary ...... 26 Table 4: Pedestrian Amenities ...... 31

APPENDIX

Appendix A: Existing Cross Sections Appendix B: Intersection Photos Appendix C: Traffic Counts Appendix D: Travel Time Reports Appendix E: Existing Capacity Analysis Worksheets Appendix F: Crash Data Appendix G: Parcel Inventory

iii MD 27 Corridor Study – Town of Mount Airy Existing Conditions

I. INTRODUCTION A. Project Purpose

The purpose of this study is to identify improvements to MD 27 (Ridge Road) that support the Town of Mount Airy’s planned growth while continuing to serve the region as a commuter route. The Town’s 2013 Master Plan outlines planned developments and potential land use changes that will influence the demand on the local transportation network. The Master Plan outlines two primary functions of MD 27 for the Town:

 To move people daily between work and home  To provide access to the main commercial center businesses in town

MD 27 needs to evolve as growth expands outwardly and continue to serve the Town by maintaining mobility for its residents and providing multi-modal connectivity to the Main Street commercial center. Concurrently, MD 27 needs to serve the region providing an efficient route between residents in northern Carroll County and employment centers south of the Town.

This study analyzes existing conditions of the current roadway network and, in accordance with the Master Plan of Mount Airy, determines the impact the proposed developments/land use changes have on the network. It outlines recommended improvements to MD 27, as well as to other parts of the network, to develop a strategic transportation plan that serves the local and regional community. B. Study Area

The study area consists of twenty-three intersections, nine signalized and fourteen unsignalized, located within the corporate boundaries of the Town of Mount Airy, or immediately outside the corporate limits. The two main north-south roads within the study area are MD 27 (Ridge Road) and MD 808A (Main Street). The study intersections fall along the following east-west roads: Leishear Road, Watersville Road, Twin Arch Road, Ridgeville Boulevard, South Main Street, Mill Bottom Road, and Penn Shop Road. Two of the study intersections are signalized intersections at I-70 ramp termini. The Frederick – Carroll County dividing line dissects Mount Airy and four intersections falls within Frederick County while the remainder are in Carroll County.

The Town of Mount Airy has a population of 9,3001. The Town has experienced population growth over the past 40 years and the Master Plan projects population to be between 13,600 and 18,100 by year 2020. The Town limits cover 4.1 square miles.

1 The Town of Mount Airy Website < http://www.mountairymd.org/demographics/> Accessed 7.22.15

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C. Previous Land Use and Transportation Studies

Several previous land use and transportation studies/projects have been completed in regards to this project’s study area. The following is a summary of each study. 1. MD 27 at Center Street, 2011, SHA o Constructed dedicated left turn lanes for north and south bound MD 27 2. MD 27 at Twin Arch Road, 2011, SHA o Constructed dedicated right turn lane northbound MD 27 to Twin Arch Road o Candidate Safety Improvement Intersection - recommended protected left-turn phase 3. MD 27 Through Lane Extension, 2011, SHA o Extended the two lanes in each direction from Ridge Avenue to north of Twin Arch Road 4. MD 27 Ridesharing Lot North of I-70, 2011, SHA o Improved the entrance and exit at the rideshare lot with dedicated turn lanes and acceleration lanes 5. Highway Needs Inventory, 2014, SHA o The 2014 Maryland Highway Needs Inventory identifies the need to reconstruct 2.4 miles of MD 27 between Ridgeville Boulevard and MD 808 to provide for a divided highway. MD 27 is considered a part of the secondary road system in Maryland serving inter-regional and localized traffic. This project is not a designated County priority project and is currently unfunded. 6. Goddard School TIS, Lenhart Traffic Consulting, Inc., 2013, Town of Mount Airy o Proposed development is a Goddard School for 137 children and 20 employees and has an expected build-out of 2015 and will be located in Twin Arch Industrial Park. o The study concluded that all study intersections will operate at acceptable levels of service. 7. Mount Airy Private School, Wallace Montgomery, 2014, Carroll County o Proposed private school located along the east side of MD 144 (Frederick Road) approximately 600 feet north of Lakeview Drive and will have 20 employees and 196 students expected to be completed by 2015. o The study concluded all study intersections will continue to operate at acceptable LOS under total future build conditions. 8. Town of Mount Airy Comprehensive Plan, 2013, Town of Mount Airy o Outlines planned developments and potential land use changes that will influence the demand on the local transportation network 9. Town of Mount Airy Adequate Public Facilities Ordnance (APFO), 2007, Town of Mount Airy o The APFO states town roads and intersections shall have a LOS "A" or "B" or better. County and State roads shall have a LOS "C" or better. If the existing level of service of the affected street or intersection is less than the rating of "A", "B" or "C" as applicable, but not below level of service "D", then such street or intersection will still be considered adequate, provided the proposed development project will not degrade such street or intersection by more than 2% based on the

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volume-to-capacity ratio. LOS "C" for Town roads and LOS "D" for County and State roads are "approaching inadequate" and subject to phasing restrictions. 10. MD 27 at Center Street, 2014, SHA o Active project to construct a northbound dedicated right turn lane

II. EXISTING ROADWAY CONDITIONS & TRAFFIC OPERATIONS A. Roadway Characteristics & Cross Sections

Roadway Network

MD 27 is a state-maintained, two-way principal arterial that runs in a north-south direction through the study area. Eleven or twelve-foot lanes are provided and shoulder width varies greatly. The posted speed limit on MD 27 is 50 mph. The ADT ranges from approximately 15,000 vehicles to > 20,000 vehicles depending on the location along MD 27. Starting from the south, between Penn Shop Rd and Ridgeville Blvd, MD 27 is a divided, four- lane road. MD 27 north of Ridgeville Blvd is undivided, and drops to two-lanes at Twin Arch Rd/Park Ave. Limited pedestrian facilities and no bicycle facilities are provided along the study segment. MD 27, although not listed or signed as a designated bicycle route, provides bicycle compatibility through shoulder use within the majority of the study segment. Existing cross sections of MD 27 are provided in Appendix A.

The MD 27 corridor serves a wide variety of transportation needs for travelers in both Carroll and Frederick County, and is a vital link between Germantown and Manchester. Many commuters use the corridor to access I-70. Significant commuter traffic combined with local traffic from residential streets and commercial access points combine to create conditions that may overburden the roadway capacity at key times of day and intersection locations and inhibit pedestrians or bicycles from utilizing the limited existing non-motorized infrastructure.

The study area roadway network also includes several other primary and secondary roadways which are detailed below.

Primary

Interstate 70 - Classified as an Interstate Principal Arterial/Freeway: I-70 serves as the primary east-west route through the State of Maryland, but the I-70 segment influential for Mount Airy runs from Hagerstown and points west to Baltimore City. The location of the Town adjacent to the interstate provides maximum opportunities for direct access to job centers to the east and south, but also enables small local business opportunities to flourish around the interchange of I- 70 and MD 27. Mount Airy is one of the few small towns that have direct access to and benefit from proximity to the interstate. Conversely, its location also results in development pressure due to the excellent access. Mount Airy sits at the convergence of four counties and the road network facilitates commuter traffic flow through and around the Town. The challenge continues to be how to handle the development pressure, while still enjoying the access to larger job centers and commercial markets.

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MD 808/Main Street - Classified as a Major Collector: Historically, Main Street functioned as the main route through town, for all local traffic as well as north and southbound commuter traffic. Presently it serves more as an access to the downtown historic business district, Mount Airy Elementary and Middle Schools, centrally located residential subdivisions, as well as the central historic developments. It has also proven, especially in the last several years as a “relief” route for peak hour commuter traffic. There is a lack of sidewalk along North Main Street and South Main Street could benefit from sidewalk improvement. The right-of-way and paved width for Main Street is narrow and the pedestrian accessibility has not been properly addressed over time.

Secondary

Ridgeside Drive - Classified as a minor collector: Ridgeside Drive is a local road built to an in- town closed section standard of 40 feet. It connects South Main Street with East Ridgeville Boulevard. It has multiple entrances providing access to major commercial/retail areas of town. The posted speed limit is 25 mph. It is constructed to its final standard, with no additional right- of-way available.

Ridgeville Boulevard - Classified as a minor arterial: This road is the route that connects the western portion of Mount Airy and Frederick County residents with MD 27 and MD 808 (Main Street). Ridgeville Boulevard (the original Maryland Route 144) is not only a historic road alignment, but also serves the Town residents for essential commercial services and major shopping areas. It will continue to function as a collector connecting residents from Main Street to MD 27. Road right-of-way width varies (32’-36’). Design speed is 40 mph with a posted speed limit of 30 mph. There are sidewalks along both the north and south sides of the road with some sidewalk areas missing.

Twin Arch Road - Classified as a minor arterial: This road serves a variety of commercial, industrial and residential uses. It is a main access for the Twin Arch Shopping Center, Mount Airy Carnival Grounds, two industrial parks and the Twin Arch Crossing townhouses. There are no sidewalks on the south side of the road going east bound. The posted speed limit is 35 mph.

Park Avenue - Classified as a major collector: Park Avenue assists in transporting residents from the western portions of Mount Airy and downtown traffic east towards MD 27. It also provides western movement from MD 27 to the downtown area and MD 808. This road also provides access to Lorien Life Center Nursing Home and Assisted Living Facility as well as the Mount Airy Post Office. The road section varies in width between its connection with MD 27 on the eastern end and South Main Street on the western end. The posted speed limit is 25 mph.

Merridale Boulevard - Classified as a minor collector: Merridale Boulevard is a collector for Carroll County and allows a connection from Park Avenue to Ridge Avenue for residents that live along Merridale Boulevard. This road also provides access to Lorien Life Center Nursing Home and Assisted Living Facility as well as the Public Library. The posted speed limit is 15 mph.

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Century Drive - Classified as a minor collector: Century Drive is an established collector road that services an existing industrial/commercial corridor but also accesses a residential townhouse development. The road is built to in-town standards and is planned to travel north and from a connection to MD 27. The road is shown on the master plan to retain its collector standard through the continuation of its alignment shown to go through the Beck property, currently zoned industrial and expected for future development. The posted speed limit is 25 mph

Prospect Road - Classified as a major collector: This road feeds the western part of town and Frederick County into the downtown area of Mount Airy and terminates at South Main Street. The right-of-way width narrows down as the road approaches Main Street. It will continue to function effectively as it also allows access to Rising Ridge Road which provides a western bypass alternative to Main Street. The posted speed limit is 25 mph.

Watersville Road - Classified as a major collector: Watersville Road is a collector for Carroll County residents and services the entire Nottingham Community. It will continue to serve the buildout of the Nottingham Community, and the Knill property, a large parcel of ground that is considered a possible future annexation area of the Town. The posted speed limit is 25 mph west of MD 27 and 40 mph east of MD 27.

Intersections

The following is the list of study intersections: 1. MD 27 & Main Street/Leishear Road - Stop 2. MD 27 & Watersville Road - Signalized 3. MD 27 & Park Avenue/Twin Arch Road - Signalized 4. MD 27 & Ridgeville Boulevard - Signalized 5. MD 27 & Main Street/WB Ramps - Signalized 6. I-70 EB Ramps & MD 27 - Signalized 7. Main Street & Ridgeside Drive - Stop 8. S Main Street & Ridgeville Boulevard/E Ridgeville Boulevard - Signalized 9. S Main Street & Center Street - Stop 10. S Main Street/N Main Street & Prospect Road - Stop 11. N Main Street & Watersville Road - Stop 12. N Main Street/Main Street & Candice Drive - Stop 13. Leishear Road & Jacks Court - Stop 14. Watersville Road & Robinwood Drive - Stop 15. Watersville Road & Horpel Drive - Stop 16. Watersville Road & Boteler Road - Stop 17.1. Merridale Boulev ard & Park Avenue - Stop 17.2 Park Avenue & Beck Drive - Stop 18. Park Avenue & Windy Knoll Drive - Stop 19. Twin Arch Road & Century Drive - Stop 20. Twin Arch Road & Aaron Lane - Stop 21. Ridgeside Drive & E Ridgeville Boulevard/Ridgeville Boulevard -Signalized 22. MD 27 & Mill Bottom Road/Lakeview Drive - Signalized 23. MD 27 & Penn Shop Road – Signalized

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Figure 1 shows the study area map including the local roadway network and study intersections.

Turn bays, acceleration, and/or deceleration lanes are provided at 15 of the 24 study intersections. The lane configurations and traffic controls are included in Figure 2.

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Figure 1: Study Area

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Figure 2: Lane Configuration and Traffic Control

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Figure 2: Lane Configuration and Traffic Control (continued)

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Figure 2: Lane Configuration and Traffic Control (continued)

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B. Environmental

Wetlands and 100 year floodplains are not prevalent within the study area and will not serve as a significant constraint in proposed improvement developments. C. Roadway ADT & Travel Speed

Traffic Counts

New turning movement counts including vehicles, pedestrians, and bicycles were collected for 21 of the 23 study intersections. Turning movement counts were collected in 15-minute intervals between 6-9 AM and 4-7 PM on typical weekdays in the beginning of June 2015.

The remaining two intersections were recently counted in April 2014 as part of the Mount Airy Private School Traffic Impact Analysis.

Traffic counts and intersection photos from each approach are included in Appendix B and Appendix C, respectively.

The roadway network Annual Average Weekday Traffic is recorded in ranges of weekday traffic, and is shown in Figure 3. Roadway ADTs on MD 27 are greater than 15,000 throughout the study limits. ADTs on all other roadways in the study area are less than 15,000.

Travel Times

INRIX gathers speed positions from real-world vehicles to determine the average speed for all significant roads and archives real-time traffic data at a level of one minute intervals. The University of Maryland and INRIX teamed together as part of the I-95 Coalition Vehicle Probe Project to make this data available across 10 states through RITIS. The Regional Integrated Transportation Information System (RITIS) is an automated data sharing, dissemination, and archiving system that includes many performance measure, dashboard, and visual analytics tools that help agencies gain situational awareness, measure performance, and communicate information between agencies and to the public.

Figure 4 and Figure 5 display the speeds from RITIS/INRIX that were collected for the time period between May 1 and May 29, 2015 on Mondays through Fridays during the AM (7-9AM) and PM (4-6PM) peak hours. The INRIX data shows higher speeds during the AM peak period than during the PM peak period. During the AM peak period, travel speeds are greater than 35 mph, but during the PM peak period, most speeds are less than 35 mph through the Town limits.

Existing “floating car” travel time studies were also performed during the AM and PM periods (7-9 AM and 4-7 PM) along MD 27 in both directions between Penn Shop Road and Main Street/Leishear Road. Travel time runs were performed on Tuesday, August 25, 2015. At least six runs in each direction were recorded. Appendix D contains the “floating car” travel time reports.

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Field Observations

A traffic engineer observed the corridor during the AM (7-9 AM) and PM (4-7 PM) peak periods on Tuesday, August 25, 2015, specifically focusing on driver behavior, traffic patterns, queuing, and overall traffic operations. The following summarizes the observations:

AM Peak Hour:  From the Penn Shop Road intersection, queuing in the southbound direction on MD 27 extended beyond the Mill Bottom Road/Lakeview Drive intersection back to the I-70 EB ramps intersection. These queues occurred consistently between 7-7:45 AM.  The residual queues from Penn Shop Road caused southbound cycle failure at the Mill Bottom Road/Lakeview Drive intersection multiple times between 7-7:45 AM. The queues also caused left turn bay blockage by through vehicles.  The majority of the southbound through traffic between the I-70 EB ramps and Mill Bottom Road utilized only the left lane, as the right lane turns right at Penn Shop Road, further adding to the queues backing up to the I-70 EB ramps.  Vehicles try to bypass the queue in the left lane approaching Penn Shop Road by driving in the right turn only lane and getting over at the last minute, further slowing down the through lane at Penn Shop Road consistently between 7-8 AM.  Queuing in the southbound direction on MD 27 was observed at the Watersville Road intersection, causing entrance to the left turn bay to be blocked by through vehicles multiple times between 7-8 AM.

PM Peak Hour:  MD 27 at Watersville Road northbound frequently backed up blocking the left turn bay between 4:30-6 PM. A couple of times the queue backed up to Twin Arch Road/Park Avenue.  Several times northbound MD 27 queues extended from the Twin Arch Road/Park Avenue signal and blocked the left turn bay. Queues were larger in the left through lane as the right through lane ended beyond the signal.  The northbound MD 27 movement at Twin Arch Road/Park Avenue experienced cycle failure a couple times between 5:30-6 PM.  Queues from the north Penn Shop Road intersection backed up northbound MD 27 past the south Penn Shop Road intersection frequently between 5-6 PM.  The right through lane on southbound MD 27 slowed from Ridgeville Road to the I-70 WB ramps from the vehicles that were exiting at I-70 WB. D. Intersection Peak Hour Volumes

The traffic volumes for the AM and PM peak hours are included in Figure 6 and Figure 7, respectively.

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Figure 3: Roadway Annual Average Weekday Traffic

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Figure 4: AM Peak Hour Travel Speeds (INRIX)

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Figure 5: PM Peak Hour Travel Speeds (INRIX)

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Figure 6: AM Peak Hour Volumes

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Figure 6: AM Peak Hour Volumes (continued)

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Figure 6: AM Peak Hour Volumes (continued)

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Figure 7: PM Peak Hour Volumes

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Figure 7: PM Peak Hour Volumes (continued)

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Figure 7: PM Peak Hour Volumes (continued)

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E. Intersection Operation Performance

Capacity Analysis

All study intersections were coded into a Synchro network to perform capacity analysis. Synchro is a deterministic and macroscopic signal analysis computer software program that models street networks and traffic signal systems. Geometric data such as number of lanes, lane configuration, storage lengths, tapers, and distances between intersections were inputted into Synchro. Additionally, existing signal timings and phasing were obtained from the Maryland State Highway Administration and coded into the Synchro traffic model along with existing traffic volumes. MD 27 between Twin Arch Road/Park Avenue and Penn Shop Road operates as an actuated-coordinated system with cycle lengths of 120 seconds during the AM and PM peak hours. However, the signal of MD 27 at Park Avenue/Twin Arch Road is uncoordinated during the PM peak hour. The intersection of MD 27 at Watersville Road is not part of the coordinated network and operates as an actuated-uncoordinated signal during all peaks. All signals along MD 27 are maintained by SHA.

The Synchro model was validated and modifications to parameters such as link speeds and saturation flows were made where necessary to ensure the model represented field-observed travel speeds and queue lengths.

Intersection capacity analyses were performed using the industry standard National Academy of Sciences Transportation Research Board’s Highway Capacity Manual (HCM) methodology for all study intersections. Performance measures of effectiveness include level of service (LOS), volume-to-capacity (v/c) ratio, and average vehicle delay. Key performance measures are defined as follows:

Level of Service (LOS) is a qualitative measure describing operational conditions of an intersection or any other transportation facility. LOS measures the quality of traffic service, and may be determined for intersections, roadway segments, or arterial corridors on the basis of delay, congested speed, volume to capacity (v/c) ratio, or vehicle density by functional class. At intersections, LOS is a letter designation that corresponds to a certain range of roadway operating conditions. The levels of service range from ‘A’ to ‘F’, with ‘A’ indicating the best operating conditions and ‘F’ indicating the worst, or a failing, operating condition.

The volume-to-capacity ratio (v/c ratio) is the ratio of current flow rate to the capacity of the intersection. This ratio is often used to determine how sufficient capacity is on a given roadway. Generally speaking, a ratio of 1.0 indicates that the roadway is operating at capacity. A ratio of greater than 1.0 indicates that the facility is operating above capacity as the number of vehicles exceeds the roadway capacity.

Delay (Control delay) is the portion of delay attributed to traffic signal operation for signalized intersections. Control delay (overall delay) can be categorized into deceleration delay, stopped delay, and acceleration delay.

Table 1 shows each Level of Service and their corresponding delay values for signalized and unsignalized intersections.

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Table 1: Intersection Level of Service Delay Ranges

Signalized intersections Unsignalized intersections Level of service Delay range (sec) Delay range (sec) A <10 <10 B >10 and <20 >10 and <15 C >20 and <35 >15 and <25 D >35 and <55 >25 and <35 E >55 and <80 >35 and <50 F >80 >50

Synchro implements Highway Capacity Manual 2000 methods of analysis. Figure 8 shows the LOS on a map view. Table 2 summarizes the HCM analysis performed under existing traffic conditions and detailed HCM reports are in Appendix E. All LOS worse than the Town of Mount Airy mobility standard (LOS C) are highlighted in red.

The results of the existing conditions capacity analysis indicate that all signalized intersections operate with a LOS D or better during both the AM and PM peak hours. All intersection v/c ratios are less than or equal to 0.80 during both the AM and PM peak hours.

The unsignalized intersection of MD 27/Ridge Road at Main Street/Leishear Road operates at a LOS E during the AM peak hour and fails during the PM peak hour. Main Street at Ridgeside Drive operates at a LOS E during the PM peak hour.

CLV analysis was also performed for comparison and is included next to the HCM analysis in Table 2.

In the CLV analysis, lane-adjusted opposing volumes for both northbound-southbound and eastbound-westbound directions are determined and evaluated, and the greatest for each direction combined to develop the CLV for the intersection.

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Table 2: Existing Intersection Capacity Analysis Results

HCM CLV Intersection Control V/C Delay LOS V/C Volume LOS AM (PM) AM (PM) AM (PM) AM (PM) AM (PM) AM (PM) 1 MD 27 & Main St/ Leishear Rd Stop 0.52 (0.08) 35.1 (69.8) E (F) 0.57 (0.41) 918 (655) A (A) 2 MD 27/Ridge Rd & Watersville Rd Signalized 0.75 (0.63) 25.4 (22.0) C (C) 0.72 (0.61) 1145 (972) B (A) 3 MD 27 & Park Ave/Twin Arch Rd Signalized 0.47 (0.62) 20.5 (46.4) C (D) 0.46 (0.70) 739 (1120) A (B) 4 MD 27 & Ridgeville Blvd Signalized 0.41 (0.60) 13.2 (29.4) B (C) 0.44 (0.53) 697 (854) A (A) 5 MD 27 & Main St/WB Ramps Signalized 0.57 (0.74) 11.5 (24.8) B (C) 0.53 (0.80) 845 (1276) A (C) 6 I-70 EB Ramps & MD 27 Signalized 0.42 (0.64) 10.1 (14.0) B (B) 0.53 (0.64) 853 (1018) A (B) 7 Main St & Ridgeside Dr Stop 0.43 (0.79) 19.6 (46.6) C (E) 0.32 (0.44) 520 (708) A (A) 8 S Main St & Ridgeville Blvd/E Ridgeville Blvd Signalized 0.54 (0.66) 36.9 (31.1) D (C) 0.53 (0.67) 849 (1071) A (B) 9 S Main St & Center St Stop 0.05 (0.24) 12.3 (17.1) B (C) 0.23 (0.43) 370 (687) A (A) 10 S Main St/N Main St & Prospect Rd Stop 0.29 (0.60) 12.3 (27.8) B (D) 0.29 (0.65) 456 (1038) A (B) 11 N Main St & Watersville Rd Stop 0.51 (0.23) 20.6 (12.4) C (B) 0.23 (0.23) 369 (367) A (A) 12 N Main St/Main St & Candice Dr Stop 0.16 (0.09) 10.0 (10.3) B (B) 0.13 (0.13) 215 (210) A (A) 13 Leishear Rd & Jacks Ct Stop 0.00 (0.01) 8.4 (8.4) A (A) 0.01 (0.01) 16 (19) A (A) 14 Watersville Rd & Robinwood Dr Stop 0.06 (0.03) 13.4 (10.7) B (B) 0.14 (0.14) 229 (231) A (A) 15 Watersville Rd & Horpel Dr Stop 0.03 (0.01) 12.6 (11.4) B (B) 0.15 (0.14) 237 (218) A (A) 16 Watersville Rd & Boteler Rd Stop 0.09 (0.04) 10.3 (9.7) B (A) 0.20 (0.22) 312 (347) A (A) 17-1 Merridale Blvd & Park Ave Stop 0.03 (0.10) 8.9 (9.4) A (A) 0.09 (0.16) 150 (254) A (A) 17-2 Park Ave & Beck Dr Stop 0.01 (0.00) 9.2 (10.7) A (B) 0.08 (0.14) 132 (229) A (A) 18 Park Ave & Windy Knoll Dr Stop 0.07 (0.14) 10.1 (11.7) B (B) 0.12 (0.22) 188 (350) A (A) 19 Twin Arch Rd & Century Dr Stop 0.03 (0.12) 10.2 (13.2) B (B) 0.20 (0.34) 327 (547) A (A) 20 Twin Arch Rd & Aaron Ln Stop 0.07 (0.21) 9.8 (11.6) A (B) 0.13 (0.33) 205 (523) A (A) 21 Ridgeside Dr & E Ridgeville Blvd/Ridgeville Blvd Signalized 0.27 (0.54) 27.9 (36.9) C (D) 0.26 (0.55) 410 (879) A (A) 22 MD 27 & Mill Bottom Rd/Lakeview Dr Signalized 0.54 (0.62) 9.1 (10.4) A (B) 0.52 (0.66) 835 (1048) A (B) 23 MD 27 & Penn Shop Rd Signalized 0.80 (0.71) 17.9 (17.4) B (B) 0.82 (0.74) 1309 (1184) D (C) *HCM results for unsignalized intersections show performance measures for the worst approach since overall measures are not given for unsignalized two-way stops.

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Figure 8: Existing Intersection LOS

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F. Intersection Crash Analysis

Crash data was requested for all study intersections from the Maryland State Highway Administration’s (SHA) Office of Traffic and Safety - Traffic Development and Support Division. Three years of crash data was provided for the period from January 01, 2012 to December 31, 2014. Figure 9 shows the total crashes at the study intersections. Detailed crash reports can be found in Appendix F. Table 3: Crash Analysis Summary

Total # of Intersection Crashes Most Frequent Crash Type 1 MD 27 & Main St/Leishear Rd 10 Rear End (3), Left Turn (3), Angle (3) 2 MD 27 & Watersville Rd 6 Left Turn (3) and Angle (3) 3 MD 27 & Park Ave/Twin Arch Rd 27 Left Turn (13) 4 MD 27 & Ridgeville Blvd 10 Left Turn (4) and Sideswipe (4) 5 MD 27 & Main St/WB Ramps 15 Angle (8) 6 I-70 EB Ramps & MD 27 7 Angle (4) 7 Main St & Ridgeside Dr 4 Angle (4) 8 S Main St & Ridgeville Blvd/E Ridgeville Blvd 6 Left Turn (3) 9 S Main St & Center St 0 n/a 10 S Main St/N Main St & Prospect Rd 2 Rear End (2) 11 N Main St & Watersville Rd 4 Angle (4) 12 N Main St/Main St & Candice Dr 0 n/a 13 Leishear Rd & Jacks Ct 0 n/a 14 Watersville Rd & Robinwood Dr 0 n/a 15 Watersville Rd & Horpel Dr 0 n/a 16 Watersville Rd & Boteler Rd 0 n/a 17.1 Merridale Blvd & Park Ave 0 n/a 17.2 Park Ave & Beck Dr 0 n/a 18 Park Ave & Windy Knoll Dr 0 n/a 19 Twin Arch Rd & Century Dr 0 n/a 20 Twin Arch Rd & Aaron Ln 1 Angle (1) 21 Ridgeside Dr & E Ridgeville Blvd/Ridgeville Blvd 13 Left Turn (5) 22 MD 27 & Mill Bottom Rd/Lakeview Dr 10 Angle (6) 23 MD 27 & Penn Shop Rd 8 Left Turn (2) and Angle (2)

Over the three year period, over 123 crashes occurred at the study intersections. Of the 123 crashes, 93 occurred at intersections along MD 27. The following summarizes the crashes:

 The intersection with the highest number of crashes was the intersection of MD 27 at Park Avenue/Twin Arch Road. Nearly half of the crashes (13) were left-turn crashes.

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 There were no bicycle crashes along the MD 27 corridor, and two crashes involved pedestrians. One of which involved the pedestrian illegally in the roadway.  Trucks were involved in five of the crashes along MD 27.  Of the crashes occurring on MD 27, seventy-nine occurred in daylight, two at dawn/dusk, and twenty-four at night, three were due to speeding, and nine were alcohol related.  There were thirty-seven crashes in 2012, twenty-three in 2013, and forty-six in 2014 on MD 27.

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Figure 9: Total Crashes by Study Intersection

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G. Pedestrian & Bicycle Infrastructure

Pedestrian infrastructure was assessed and inventoried at the 24 study intersections along the MD 27 corridor. Infrastructure assessed included the presence of crosswalk markings at each intersection, compliance with ADA pedestrian ramp requirements at each intersection corner, and the presence of pedestrian signals at each intersection.

Sidewalks are prevalent in the residential neighborhoods and along MD 808 (Main Street) but are absent from MD 27 and areas outside of the Town limits. There are only two pedestrian signals installed at study intersections of which one is actuated by a push button. Currently, there are also limited connections east/west across MD 27 with the only two crossings located at Ridgeville Boulevard and Twin Arch Road.

Table 4 details the existing pedestrian amenities by intersection and Figure 10 maps the existing pedestrian amenities located throughout the corridor.

III. EXISTING LAND USE

Existing land use along the MD 27 study corridor is mixed.

Two major commercial centers are located in the southern portion of the study corridor. The first is commercial development around the intersection of Main Street and E. Ridgeville Boulevard that includes large retail businesses such as grocery stores and a Walmart as well as restaurants, offices, services, gas stations and retail stores. Further north, the Twin Arch Shopping Center is a retail center at the intersection of Ridge Road and Twin Arch Road. Additional commercial development, located in Mount Airy’s traditional downtown along Main Street, is somewhat removed from the MD 27 Corridor.

Two industrial parks provide employment uses. The Twin Arch Business Park, on the north side of Twin Arch Road east of the Twin Arch Shopping Center, has a variety of office, service and industrial uses and has approximately 70 acres available for additional development. The Twin Ridge Business Park, on the north side of W. Ridgeville Boulevard, is just east of the study area.

Major public uses within the study area include Mt. Airy Middle School, Mt. Airy Elementary School, Parrs Ridge Elementary School and Watkins Park which has athletic fields and active open space. These uses are grouped on the south side of Watersville Road, west of Ridge Road. Across the street on the north side of Watersville Road is a garden apartment and townhouse community, Friendly Acres, which provides the highest density residential development within the study corridor.

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In addition to the apartments and townhouses on Watersville Road, there are two townhouse developments within the study corridor, one near the commercial development on W. Ridgeville Boulevard, and a small cluster west of Watkins Park.

The remaining land between Ridge Road and Main Street, and extending outside the study area northwest of Main Street, consists of low- and medium-density residential neighborhoods, with additional public uses such as a library, post office and fire station. A senior housing community located west of Ridge Road includes detached dwellings as well as a nursing/assisted living/rehabilitation center.

On the southeast side of Ridge Road, in addition to the shopping center and business park, the study area includes active farms and undeveloped land. This area also includes the Mount Airy Activities Grounds, used for the local carnival and other events, and a townhouse community north of Twin Ridge Business Park.

Outside of the Mount Airy municipal boundary, the study area includes agricultural and rural residential uses in Carroll and Frederick Counties. One industrial area in Frederick County just north of Penn Shop Road is currently improved with an 84 Lumber center.

Figure 11 shows a map of the existing land use along the study corridor and Figure 12 shows undeveloped parcels.

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Table 4: Pedestrian Amenities

Pedestrian Amenities Mainline Marked Pedestrian Push Buttons Curb Intersection Sidewalks Pedestrian Crosswalks Signals? to Cross? Ramps Refuge? MD 27 & Main St/Leishear None None n/a n/a No None 1 Rd 2 MD 27 & Watersville Rd None None n/a n/a No None MD 27 & Park Ave/Twin North side of NE & NW North Yes Yes No 3 Arch Rd E&W Legs Corners North side of NE & NW North Yes No Yes 4 MD 27 & Ridgeville Blvd E&W Legs Corners MD 27 & Main St/WB None None n/a n/a No None 5 Ramps 6 MD 27 & I-70 EB Ramps None None n/a n/a No None North leg & NE & NW North side of None n/a n/a No Corners 7 Main St & Ridgeside Dr West leg All except north North and NW, SE, & No No North 8 Main St & Ridgeville Blvd side of West leg East SW Corners 9 Main St & Center St All None No No No None 10 Main St & Prospect Rd All None No No No None All except north East, West, No No No All 11 Main St & Watersville Rd side of West leg South 12 Main St & Candice Dr None None n/a n/a No None 13 Leishear Rd & Jacks Ct None None n/a n/a No None Watersville Rd & All except north South and NW, SE, & No No No 14 Robinwood Dr side of West leg West SW Corners None, one 50 Watersville Rd & Horpel All ft east on No No No None 15 Dr Watersville Watersville Rd & Boteler None None n/a n/a No None 16 Rd All except west SW & SE West No No No 17 Merridale Blvd & Park Ave side of south leg Corners NE & NW All None No No No 17 Park Ave & Beck Dr Corners NE & NW All None No No No 18 Park Ave & Windy Knoll Dr Corners

All, except south NE & NW None No No No side of E/W legs Corners 19 Twin Arch Rd & Century Dr

All, except south NE & NW None No No No 20 Twin Arch Rd & Aaron Ln side of E/W legs Corners Ridgeside Dr & Ridgeville All, except north North No No No All 21 Blvd leg MD 27 & Mill Bottom None None n/a n/a No None 22 Rd/Lakeview Dr 23 MD 27 & Penn Shop Rd None None n/a n/a No None

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Figure 10: Existing Pedestrian Amenities

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Figure 11: Existing Land Use

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Figure 12: Undeveloped Parcels

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IV. SUMMARY OF FINDINGS

The following is a summary of findings based on the analyses and field observations stated in the report:

o Nine previous land use and transportation studies have recently been completed in the study area. o The INRIX data along MD 27 shows higher speeds during the AM peak period than during the PM peak period. During the AM peak period, all speeds are greater than 35 mph, but during the PM peak period, most speeds are less than 35 mph through the Town limits. Average speeds during both peaks are well below the posted speed limit of 50 mph. o The results of the existing conditions capacity analysis indicate that all signalized intersections operate with a LOS D or better during both the AM and PM peak hours. . The signalized intersections of MD 27 at Park Avenue/Twin Arch Road, S. Main Street & Ridgeville Boulevard, and Ridgeside Drive at Ridgeville Boulevard operate with LOS D, which does not meet the Town mobility standards. o The unsignalized intersections of Ridge Road at Main Street/Leishear Road, Main Street at Ridgeside Drive, and Main Street at Prospect Road do not meet the Town mobility standards (LOS C or better). o The intersection with the highest number of crashes was the intersection of MD 27 at Park Avenue/Twin Arch Road. At this intersection, nearly half of the crashes (13) were left-turn crashes. o There are 67 undeveloped parcels in the study area, totaling 1514 acres. Of these, 433 acres are inside the town of Mt. Airy, and immediately adjacent there are 165 acres in Frederick County, and 915 acres in Carroll County. o There are no bicycle-specific infrastructure or facilities within the study limits. o While sidewalks are present along the majority of roads west of MD 27, other pedestrian infrastructure is inconsistent.

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