purple line
   
Public Hearing Draft October 2009
   

   

   

    Functional Plan
   

   

M o n t g o m e r y C o u n t y P l a n n i n g D e p a r t Pmu er pnl et L i n e F u n c t i o n a  l The

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 purple line functional plan

Public Hearing Draft

abstract

This plan for the Purple Line transit facility through Montgomery County contains route, mode, and station recommendations.
It is a comprehensive amendment to the approved and adopted 1990 Georgetown Branch Master Plan Amendment. It also
amends The General Plan (On Wedges and Corridors) for the Physical Development of the Maryland-Washington Regional
District in Montgomery and Prince George’s Counties, as amended, the Master Plan of Highways for Montgomery County,
and the Master Plan of Bikeways.

source of copies

The Maryland-National Capital Park and Planning Commission

8787 Georgia Avenue
Silver Spring, MD 20910-3760

Online at: www.montgomeryplanning.org/transportation/projects/purple_line.shtm

THE MARYLAND-NATIONAL CAPITAL PARK AND PLANNING COMMISSION

The Maryland-National Capital Park and Planning Commission is a bi-county agency created by the General Assembly of
Maryland in 1927. The Commission's geographic authority extends to the great majority of Montgomery and Prince
George's Counties; the Maryland-Washington Regional District (M-NCPPC planning jurisdiction) comprises 1,001 square
miles, while the Metropolitan District (parks) comprises 919 square miles, in the two counties.

The Commission is charged with preparing, adopting, and amending or extending The General Plan (On Wedges and
Corridors) for the Physical development of the Maryland-Washington Regional District in Montgomery and Prince George’s
Counties.

The Commission operates in each county through Planning Boards appointed by the county government. The Boards are
responsible for all local plans, zoning amendments, subdivision regulations, and administration of parks.

The Maryland-National Capital Park and Planning Commission encourages the involvement and participation of individuals
with disabilities, and its facilities are accessible. For assistance with special needs (e.g., large print materials, listening devices,
sign language interpretation, etc.), please contact the Community Outreach Office, 301-495-4600 or TDD 301-495-1331.

Purple Line Functional Plan Public Hearing Draft 2 

 
   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

purple line
  P u b l i c  H e a r i n g D r a f t October 2009

   

   

   

   
Functional Plan
Prepared by the Montgomery County Planning Department
   

   

   

Purple Line Functional Plan Public Hearing Draft 3 

 
 elected and appointed officials

C o u n t y C o u n c i l 

Phil Andrews, President

Roger Berliner, Vice-President
Marc Elrich
Valerie Ervin
Nancy Floreen
Michael Knapp
George L. Leventhal
Nancy Navarro
Duchy Trachtenberg

County Executive

Isiah Leggett

The Maryland-National Capital Park and Planning Commission

Samuel J. Parker, Jr., Chairman

Royce Hanson, Vice Chairman

Commissioners

Montgomery County Planning Board Prince George's County Planning Board

Royce Hanson, Chairman Samuel J. Parker, Jr., Chairman
Jean B. Cryor, Acting Vice Chair Sylvester J. Vaughns, Vice Chair
Joe Alfandre Sarah A. Cavitt
Amy Presley Jesse Clark
Marye Wells-Harley Colonel John H. Squire

 
Purple Line Functional Plan Public Hearing Draft 4 
 
   
 
   
 
 

a
 
 
  plan reflects a vision of the future that responds to the unique character of the local community within the context of
 
a County wide perspective. Together with relevant policies, plans should be referred to by public officials and private
 
individuals when making land use decisions.
 
  the plan process

 
The PUBLIC HEARING DRAFT PLAN is the formal proposal to amend an adopted master plan, sector plan, or functional

  plan. Its recommendations are not necessarily those of the Planning Board; it is prepared for the purpose of receiving public
testimony. The Planning Board holds a public hearing and receives testimony, after which it holds public worksessions to

  review the testimony and revise the Public Hearing Draft Plan as appropriate. When the Planning Board’s changes are made,
the document becomes the Planning Board Draft Plan.

 
The PLANNING BOARD DRAFT PLAN is the Board's recommended Plan and reflects their revisions to the Public Hearing
Draft Plan. The Regional District Act requires the Planning Board to transmit a plan to the County Council with copies to the
 
County Executive who must, within sixty days, prepare and transmit a fiscal impact analysis of the Planning Board Draft Plan
to the County Council. The County Executive may also forward to the County Council other comments and
 
recommendations.

 
After receiving the Executive's fiscal impact analysis and comments, the County Council holds a public hearing to receive
public testimony. After the hearing record is closed, the relevant Council Committee holds public worksessions to review the
  testimony and makes recommendations to the County Council. The Council holds its own worksessions, then adopts a
resolution approving the Planning Board Draft Plan, as revised.
 
After Council approval the plan is forwarded to the Maryland-National Capital Park and Planning Commission for adoption.
  Once adopted by the Commission, the plan officially amends the master plans, functional plans, and sector plans cited in the
Commission's adoption resolution.
 

Purple Line Functional Plan Public Hearing Draft 5 

 
contents    

introduction Table 5 Trail Access at Kentbury Way Extended to Connecticut Avenue

background
Table 6 Connecticut Avenue to Jones Mill Road

  County Council Policy Direction Table 7 Jones Mill Road to Lyttonsville Place

State Selection of Locally Preferred Alternative Table 8 Lyttonsville Place to Stewart Avenue

Community Outreach Table 9 Stewart Avenue to Beginning of CSX/WMATA Right-of-Way with CSX/Metrorail/MARC/Amtrak Service
Maryland Transit Administration Table 10 Beginning of CSX/WMATA Right-of-Way with CSX/Metrorail/MARC/Amtrak Service to 16th Street Station
Montgomery County Planning Department
  Table 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit Center

Table 12 Paul S. Sarbanes Silver Spring Transit Center to Manchester Place

vision
Table 13 Fenton Street Station at Silver Spring Library on Wayne Avenue to Sligo Creek Parkway
  Why a Purple Line Functional Master Plan?
Table 14 Sligo Creek Parkway to Manchester Place Station
Land Use and Zoning
Table 15 Manchester Place Station to Arliss Street Station
Light Rail as the Mode
Table 16 Arliss Street Station to Gilbert Street Station

Table 17 Gilbert Street Station to County Line

transitway segments
Table 18 County Line to City of Takoma Park
Bethesda to Chevy Chase Lake

Chevy Chase Lake to Lyttonsville Table 19 Amendments to the Master Plan of Highways Rights-of-Way

Lyttonsville to the Paul S. Sarbanes Silver Spring Transit Center maps

Paul S. Sarbanes Silver Spring Transit Center to Manchester Place Map 1 Purple Line Alignment in Montgomery County

Manchester Place to County Line Map 2 Bethesda to Chevy Chase Lake

Map 3 Chevy Chase Lake to Lyttonsville

master plan of highways Map 4 Lyttonsville to the Silver Spring Transit Center
tables
Map 5 Silver Spring Transit Center to Manchester Place
  Table 1 Purple Line Characteristics and Objectives
Map 6 Manchester Place to County Line
Table 2 Woodmont Avenue to Pearl Street

Table 3 Pearl Street to East-West Highway

Table 4 East-West Highway to Trail Access at Kentbury Way Extended

Purple Line Functional Plan Public Hearing Draft 6 

 
 introduction State Highway Administration (SHA) and Maryland Transit Administration (MTA) in March 2003. In September 2003, the MTA
  began the scoping process that began the preparation of the Purple Line Alternatives Analysis/ Draft Environmental Impact
Statement (AA/DEIS). The AA/DEIS was released in October 2008.
The Purple Line alignment within Montgomery County travels from Bethesda to Takoma-Langley Crossroads, parallel to the
Capital Crescent trail, over the CSX railroad and Metrorail tracks, through a new tunnel under Plymouth Street, and in certain County Council Policy Direction
locations traveling with traffic on public roadways.
The Montgomery County Council in January 2009 voted to recommend that the Governor endorse a Locally Preferred
The goal of this Purple Line Functional Plan is to identify the specific alignment and station locations within the County so that Alternative (LPA) with the following major attributes:
existing and future master, sector, station area, and other plans will have the benefit of adopted policy guidance as to the ƒ Light Rail or “LRT” as the preferred mode
location, mode, function, and general operational characteristics of the Purple Line. This Plan makes no recommendations ƒ “Medium Investment” LRT (one of the alternatives analyzed in the AA/DEIS) using the Georgetown Branch right-of-way as
for zoning or land use changes, but identifies alignment and station locations to protect the needed right-of-way. the preferred alignment with the following modifications related to design.
ƒ Incorporate the “High Investment” LRT design for the Capital Crescent Trail through the tunnel under Wisconsin
This Plan should be consulted for development review cases and prior to issuing building permits. Avenue.
ƒ Curtail the “tail tracks” west of the Bethesda stop so that they would extend no further than 100 feet west of the
Glossary portal of the Apex Building, and less than 100 feet west if possible.
ƒ Plant grass between and to each side of the tracks where the line is parallel to the Capital Crescent Trail and not
AA/DEIS Alternatives Analysis/Draft Environmental Impact Statement on a bridge or in a tunnel.
CBD Central Business District ƒ Expand the pavement width of the Capital Crescent Trail to a minimum width of 12 feet, and, where existing
CSX CSX Transportation Corporation right-of-way is available (i.e., between the western end of Columbia Country Club to the eastern end of Rock
LPA Locally Preferred Alternative Creek Park) and cost and tree loss would not be significant, expand the pavement width up to 16 feet with a
LRT Light Rail Transit wider buffer between the LRT and the trail.
MARC Maryland Area Regional Commuter (rail) ƒ If the surface option is ultimately selected for Wayne Avenue, delete the Dale Drive stop from the LPA but design
MDOT Maryland Department of Transportation the line to facilitate adding a stop there in the future.
MPAG Master Plan Advisory Group
MTA Maryland Transit Administration State Selection of Locally Preferred Alternative
SHA Maryland State Highway Administration
UMD University of Maryland On August 4, 2009, Governor O’Malley announced that the State was proceeding with a Purple Line New Starts application
WMATA Washington Metropolitan Area Transit Authority for federal funding of a Purple Line between Bethesda and New Carrollton, and that the LPA in Montgomery County includes
the design features recommended by the County Council and described above.
background
Community Outreach

In January 1990, Montgomery County approved and adopted the Georgetown Branch Master Plan Amendment. This master
Community outreach related to Purple Line planning has been extensive and has taken place under the auspices of the
plan amended a prior Georgetown Branch plan of 1986 and established as County policy the intent to construct, operate,
Maryland Transit Administration and local governments in both Montgomery and Prince George’s County.
and maintain a trolley and adjacent trail between Bethesda and Silver Spring on the Georgetown Branch right-of-way. The
County purchased the Georgetown Branch right-of-way in December 1988. Maryland Transit Administration (MTA)

Other County plans subsequently were adopted confirming County policy to utilize the right-of-way as a combined
The MTA developed a comprehensive outreach effort as part of its work in the completion of the Purple Line AA/DEIS. As an
transit/trail facility between Bethesda and Silver Spring.
example, from the fall of 2005 through summer of 2008 multiple meetings were held with focus groups representing the
ƒ Bethesda-Chevy Chase Master Plan – Approved and Adopted April 1990 following areas along the alignment within Montgomery County:
ƒ Master Plan Alignment along the Georgetown Branch right-of-way
ƒ Bethesda Central Business District Sector Plan – Approved and Adopted July 1994 ƒ Jones Bridge Road alignment
ƒ Lyttonsville
ƒ Silver Spring CBD Sector Plan – Approved February 2000 and Adopted March 2000 ƒ Silver Spring CBD
ƒ East Silver Spring
The technical basis for extending the Purple Line east from Silver Spring to New Carrollton in Prince George’s County was
ƒ University Boulevard.
established with the Capital Beltway/Purple Line Study – Findings and Recommendations Report, prepared by the Maryland

Purple Line Functional Plan Public Hearing Draft 7 

 
The agenda and information exchange at the focus group sessions was tailored to each specific geographical area. Montgomery County Planning Department

In addition, open houses covering the entire alignment were held in: In May 2007 the Planning Board authorized the establishment of a Purple Line Master Plan Advisory Group (MPAG). The
ƒ September 2003 MPAG membership was composed of more than 30 representative stakeholders along the alignment within the County. The
ƒ November 2004 MPAG met 19 times between October 2007 and October 2008 when the Purple Line AA/DEIS was released. During that
ƒ June 2006 time, the group reviewed many of the technical and process issues inherent in large projects of this type and provided input to
ƒ December 2007 the staff memorandum and technical review of the AA/DEIS.
ƒ May 2008
The MPAG also met on seven additional occasions since the release of the AA/DEIS to further examine issues in the context
In November 2008, the MTA held two public hearings in the County on the Purple Line AA/DEIS. of the Planning Board, County Council, and State recommendations on the Purple Line. In addition, the Planning Board held
a worksession in December 2008 and a hearing and worksession in January 2009 as part of its outreach during
deliberations on reaching a recommendation on an LPA for the Purple Line.

purple line alignment in montgomery county

16th
Manchester
Street
Place
Fenton
Gilbert
Street
Street
Connecticut
Avenue

Lyttonsville Arliss Street

Silver
Spring
Transit
Center

Takoma Park
Bethesda Transit Center
South
 

Purple Line Functional Plan Public Hearing Draft 8 

 
 vision  
 
The Purple Line is a critically important component of the County’s infrastructure for the 21st century. It represents a significant  
reinvestment in down-County infrastructure and helps set the stage to continue smart and sustainable growth by building on
 
established communities closest to the region’s core. The Purple Line will allow the County to remain economically
competitive in the region.
 
The Purple Line’s role within our overall growth strategy is perhaps best represented by the multiple ways it helps us address  
the four focus areas identified for the County’s Growth Policy—connections, diversity, design, and environment.
   
Table 1 Purple Line Characteristics and Objectives
   
purple line segment connections diversity design environment  
 
 

Bethesda to Chevy Chase Lake Bethesda Red Line Metrorail Station Access to Bethesda jobs and housing   Pedestrian experience and trail access focus of design efforts Provides opportunities for targeted growth and helps prevent
sprawl
Capital Crescent Trail to Georgetown Enhanced travel options for transit dependent  Will reinforce Bethesda CBD as pedestrian priority area
  Grass tracks concept will reduce runoff where applied
  Supports efforts to increase affordable housing Bethesda terminal design will contribute to Woodmont East
  area open space needs
 
 
Chevy Chase Lake to Lyttonsville Rock Creek Trail to Lake Needwood and D.C. Access to Walter Reed Annex and County Fleet Pedestrian access, trail access and experience, and station Locates operation and maintenance facility adjacent to similar
  Maintenance Center jobs access and compatibility will be focus of design effort land use
Improved trail connection east of Rock Creek  
  Connection with Rock Creek Trail also critical design Grass tracks concept will reduce runoff where applied
  element
 
 
  Lyttonsville to Silver Spring Transit Silver Spring Red Line Metrorail Station Access to Silver Spring jobs and housing Station access and trail access and connectivity of primary Provides opportunities for targeted growth and helps prevent
Center   importance in this area sprawl
  MARC, Metrobus, Ride-On, MTA Commuter Bus, UMD Enhanced travel options for transit dependent to
Shuttle, and Intercity bus at Silver Spring Transit Center Bethesda and east to Takoma/Langley, College   Significantly reduces travel time between Bethesda and Silver
 
Park, and New Carrollton Spring and makes transit more competitive with auto travel time
  Metropolitan Trail to D.C.
 
  Directly Connects Bethesda and Silver Spring CBDs
 
 
Silver Spring Transit Center to Silver Spring Green Trail to Sligo Creek Trail Access to Silver Spring jobs and housing   Segment features transition from transit center to street Provides transit capacity between areas of highest transit
  Manchester Road grade, initial street running segment in Silver Spring, dependency—Silver Spring, Long Branch, and Takoma/Langley—
Sligo Creek Trail to Wheaton Regional Park and Prince Enhanced travel options for transit dependent  to interface with proposed library site, crossing of Sligo Creek, with least amount of impact on neighborhoods and environment
George’s County Bethesda and east to Takoma/Langley, College and tunnel segment
  Park, and New Carrollton
Proposed new library site in Silver Spring
 
 
Manchester Road to Takoma Metrobus, Ride On, and Prince George’s County TheBus Bi-County’s most diverse area with highest   Station access, pedestrian connectivity, and compatibility with Helps establish sustainable growth in area with focus on
  Langley Crossroads percentage of transit dependent residents redevelopment a focus along this segment redevelopment, retention, and expansion of affordable housing
TheBus and the University of Maryland Shuttle at  
Takoma/Langley Transit Center
 

Purple Line Functional Plan Public Hearing Draft 9 

 
Why a Purple Line Functional Master Plan? Light Rail as the Mode

The purpose of the Purple Line Functional Plan is to identify the specific alignment and approximate station locations within This Functional Plan establishes light rail as the preferred mode for the Purple Line for the following reasons.
Montgomery County so that existing and future master, sector, station area, and other plans will have adopted policy
guidance as to the location, mode, function, and general operational characteristics of the Purple Line. ƒ Light rail provides the capacity needed to meet the ridership projections for year 2030 and beyond.
ƒ Light rail is consistent with the original vision as expressed in previously adopted master plans.
The statutory basis for functional master plans is found in the Maryland Code. Title 7 of Article 28 states: ƒ Light rail is the stated preferred mode of most other neighboring jurisdictions along the Purple Line alignment.

“The Commission may make and adopt and from time to time amend, and the district councils may approve and amend, While this Plan does not recommend a specific rail vehicle, it does endorse the following general principles related to the
functional master plans for the various elements of the general plan, including but not limited to master plan of highways, procurement that should be considered by the MTA.
mass transit that includes light rail and bus ways, hospitals and health centers, parks and other open spaces, police stations,
fire stations, and utilities.” ƒ To the extent possible, the vehicles should reflect the latest technology in passenger and pedestrian safety and in
mitigating environmental impacts including point or source emissions, noise, energy efficiency, and potential
The statute also notes: modifications to stations, running way, or the yard and shop facilities.

“Each functional master plan or amendment thereto, shall be an amendment to the general plan if so designated by the ƒ To the extent possible, the MTA should consider vehicles that would not require overhead wires for a power source or a
appropriate district council.” power source that would prevent a track bed constructed over a natural porous surface such as grass, particularly in the
segment where the trail is parallel to the tracks.
It is also important to note that this Plan updates prior planning efforts by addressing the segment of the Purple Line between
Silver Spring and the County boundary in the Takoma/Langley Crossroads area in addition to the segment between Bethesda ƒ The vehicles and train should be able to accommodate the expected ridership using station platform lengths of no more
and Silver Spring. The focus of prior plans had been solely on the segment between Bethesda and Silver Spring. than 200 feet.

Land Use and Zoning

As a functional plan, this Plan does not address potential changes in land use or zoning.

     
Purple Line Functional Plan Public Hearing Draft 10 
 
    
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
     t r a n s i t w a y s e g m e n t s
 
  The following sections describe the alignment from west to east in five major segments. While some of the segments begin or
end at major features, landmarks, terminals, or boundaries, there is no formal rationale for the way the segments are
 
presented; primarily, they are divided into segments of approximately similar length that can be easily presented on a series
 
of maps.
 
  Along with a map, each segment is presented with more detail on rights-of way, a description of planned stations, and where
  applicable, details of the adjacent trail. Three types of right-of-way elements are described.
 
  ƒ Current right-of-way width describes the area already in the public domain through either fee simple property ownership
  or dedication to transportation use.
  ƒ Prior master plan right-of-way describes rights-of-way protected through master plans adopted prior to 2009.
ƒ Minimum right-of-way width describes the need for right-of-way to incorporate the Purple Line into the public realm.
 
 
No additional right-of-way protection is needed at locations where the Purple Line’s right-of-way needs are less what is
  already in the public domain or that will be dedicated through the land development process. In some cases, additional
  right-of-way will be needed as indicated in the following tables and the summarized amendments to the Master Plan of
  Highways.
 
  This Plan is based on the best available project planning information available at the time of the Plan’s adoption. The
  estimated dimensions, features, and descriptions are subject to ongoing modification as project planning continues into
preliminary engineering, final design, and construction.
 
 
 
 
Purple Line Functional Plan Public Hearing Draft 11 
 
 Table 2 Woodmont to Pearl Street
Bethesda to Chevy Chase Lake

Woodmont Avenue is the western terminus of the Georgetown Branch right-of-way on which the Purple Line will operate. The
right-of-way between Woodmont Avenue and the planned station at Chevy Chase Lake varies as depicted in the following
tables.

bethesda to chevy chase lake

Table 2 Table 3 Table 4 Table 5

Woodmont Avenue to Pearl Street to East-West Highway to Kentbury/County Club to
Pearl Street East-West Highway Kentbury/County Club Connecticut Avenue

   
Table 3 Pearl Street to East-West Highway

Purple Line Functional Plan Public Hearing Draft 12 

 
Table 2 Woodmont Avenue to Pearl Street

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail
 

  Woodmont Avenue West end of tunnel 66 feet 66 feet 38 feet plus area for ramp to accommodate trail descent/ascent

 
West end of tunnel East end of tunnel Varies an estimated 32 to 50 feet Varies an estimated 40 to 50 feet Varies an estimated 40 to 50 feet

East end of tunnel Just west of Pearl Street 49 feet 66 feet 66 feet

Just west of Pearl Street Pearl Street 66 feet 66 feet 66 feet

Notes

Balance of 66 foot right-of-way or easement area retained for public use space, access to station area, and access to Elm
Street

Trail is elevated above rail vehicles in this area

Pedestrian bridge will provide access from Elm Street Park to north side of tracks. Trail is elevated in this segment

Table 3 Pearl Street to East-West highway

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Pearl Street East-West Highway Varies, generally estimated as 66 Varies, generally estimated as 66 feet Varies, estimated as 66 to 85 feet (includes additional area for ramp to Pearl Street) and 80
feet feet at ramp next to Riviera apartments.

Notes

Pedestrian ramp on north side of tracks is in area of widest right-of-way along this segment. Ramp connects to at-grade
crossing of tracks and to existing trail access on south side of right-of-way in 7500-7600 block of Lynn Drive

Purple Line Functional Plan Public Hearing Draft 13 

 
 Table 4 East-West Highway to Kentbury Way

Bethesda Station

Key potential features of the Bethesda Station concept plan include:

ƒ station platforms located under the Apex Building and in the tunnel under Wisconsin Avenue
ƒ pedestrian connections to Elm Street
ƒ pedestrian connection via elevators to the south end of the Metrorail Bethesda Station mezzanine and
platform
ƒ pedestrian connection to the Woodmont East plaza area between the western end of the tunnel and
Woodmont Avenue
ƒ tail tracks extending west from the station platform into the Woodmont East plaza for not more than 100 feet
from the tunnel’s western end.

Capital Crescent Trail

Key features of the Capital Crescent Trail concept plan from Bethesda to Chevy Chase Lake include:
ƒ access to and from the trail elevated above the light rail vehicles within the Apex Building tunnel
ƒ a width of at least ten feet within the tunnel
ƒ a minimum width of ten feet with two-foot soft or natural shoulders in the remaining segments
ƒ trail routed on the north side of the Georgetown Branch right-of-way
 
ƒ trail access via pedestrian bridge on the north side of the Georgetown Branch right-of-way from Elm Street Table 5 Kentbury Way to Connecticut Avenue

Park
ƒ trail access via a pedestrian ramp at or just east of Pearl Street on the north side of the Georgetown Branch
right-of-way
ƒ trail access via a pedestrian ramp on the north side of the right-of-way near the Riviera Apartments with an at-
grade track crossing to an existing trail connection to Lynn Drive
ƒ trail access via a pedestrian ramp on the north side of the Georgetown Branch right-of-way located largely
within the Sleaford Road Extended right-of-way
ƒ trail access via a pedestrian path on the south side of the Georgetown Branch right-of-way. This path is
located largely within the Sleaford Road Extended right-of-way and will extend under the Purple Line to the
ramp on the north side of the Georgetown Branch right-of-way
ƒ access to the trail via a pedestrian ramp on the north side of the Georgetown Branch right of way at Kentbury
Way Extended
ƒ trail and Connecticut Avenue bridge access via a pedestrian ramp on the north side of the Georgetown
Branch right-of-way and west of Connecticut Avenue largely within the Georgetown Branch right-of-way but
also within the Newdale Road right-of-way.

 
Purple Line Functional Plan Public Hearing Draft 14 
 
Table 4 East-West Highway to Trail Access at Kentbury Way Extended

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

East-West Highway Right-of-way for trail access Varies, generally estimated as 66 Varies, generally estimated as 66 feet Varies, generally estimated as 66 feet
on north side of tracks at feet
Kentbury Way Extended
Notes

Pedestrian ramp to trail on north side of tracks is within Sleaford Road Extended right-of-way

Pedestrian path under tracks providing access from south side to north side of tracks is within right-of-way of Sleaford Road
Extended

Additional trail access provided by ramp on north side of trail at Kentbury Way Extended right-of-way

Table 5 Trail Access at Kentbury Way Extened to Connecticut Avenue

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Right-of-way for trail access Connecticut Avenue Varies, generally estimated as 66 Varies, generally estimated as 66 feet Varies, generally estimated as 66 feet
on north side of tracks at feet
Kentbury Way Extended
 
Notes

Pedestrian path within right-of-way both parallel and under trail and tracks for pedestrian and golfer access to County Club
property on either side of right-of-way

Pedestrian ramp on north side of tracks to provide trail access. Ramp is within trail and Newdale Road right-of-way

Trail and tracks are on two different aerial structures that extend over Connecticut Avenue

Purple Line Functional Plan Public Hearing Draft 15 

 
 Table 6 Connecticut Avenue to Jones Mill Road
chevy chase lake to lyttonsville

Table 6 Table 7
Connecticut Avenue to Jones Mill Road to
Jones Mill Road Lyttonsville Place

 
Table 7 Jones Mill Road to Lyttonsville Road

Purple Line Functional Plan Public Hearing Draft 16 

 
Chevy Chase Lake to Lyttonsville
 
The Georgetown Branch right-of-way between the Chevy Chase Lake station and Lyttonsville varies as depicted in the
following tables.

Table 6 Connecticut Avenue to Jones Mill Road

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Connecticut Avenue Jones Mill Road Varies, generally estimated 90 to Varies, an estimated 90 to 100 feet Varies, an estimated 90 to 100 feet
100 feet
Notes

Tracks and trail go under Jones Mill Road pedestrian bridge just west of Jones Mill Road as trail moves from north to south
side of tracks going west to east

Table 7 Jones Mill Road to Lyttonsville Place

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Jones Mill Road Lyttonsville Place Varies an estimated 66 to 225 Varies, an estimated 66 to 225 feet and includes two Varies, an estimated 66 to 225 feet and includes two adjacent parcels—the MDOT parking area
feet adjacent parcels for yard and shop—the MDOT parking (2.64 acres) and the M-NCPPC Meadowbrook Maintenance Annex (1.31 acres) —both in
area (2.64 acres) and the M-NCPPC Meadowbrook southwest quadrant of the Brookville Road and Lyttonsville Place intersection
Maintenance Annex (1.31 acres) —both in southwest
Notes quadrant of the Brookville Road and Lyttonsville Place

Pedestrian ramp to trail is on south side of tracks just east of Jones mill Road. Trail begins descent east of Jones Mill Road on
separate structure below tracks on bridge over Rock Creek Park

Additional long pedestrian ramp connects Capital Crescent Trail with Rock Creek Trail about 40 feet below Capital Crescent
Trail

Tracks on bridge are about 15 feet above separate bridge for Capital Crescent Trail

Tracks and trail within Georgetown Branch right-of-way and go under Lyttonsville Place

Purple Line Functional Plan Public Hearing Draft 17 

 
Chevy Chase Lake Station
 
Key features of the Chevy Chase Lake Station concept plan include:
ƒ station platforms immediately east of Connecticut Avenue on an aerial structure extending over Connecticut Avenue
ƒ station access via a pedestrian ramp on the west side of Connecticut Avenue.

Lyttonsville Station
 
Key features of the Lyttonsville Station concept plan include:
ƒ station platforms immediately east of Lyttonsville Place
ƒ kiss-and-ride lanes on a reconstructed bridge over the Georgetown Branch right-of-way
ƒ a pedestrian path to the platforms and trail on east side of Lyttonsville Place
ƒ trail and platform access via sidewalks on Lyttonsville Place.
 
Capital Crescent Trail

Key features of the Capital Crescent Trail concept plan from Chevy Chase Lake to Lyttonsville include:
ƒ a pedestrian bridge immediately west of Jones Mill Road that moves the trail from north side to the south side of the
Georgetown Branch right-of-way
ƒ a trail passing underneath Jones Mill Road
ƒ a pedestrian ramp immediately east of Jones Mill Road providing trail access as it descends west to east
ƒ a separate bridge over Rock Creek below the bridge for the Purple Line
ƒ a pedestrian ramp connecting the Capital Crescent Trail with the Rock Creek Trail
ƒ trail and station via a pedestrian path, elevator, and stairs on the east side of Lyttonsville Place.

   

Purple Line Functional Plan Public Hearing Draft 18 

 
Lyttonsville to the Paul S. Sarbanes Silver Spring Transit Center   Table 8 Lyttonsville Road to Stewart Avenue

The Purple Line is within both the Georgetown Branch right-of-way and the CSX/WMATA right-of-way as it continues east to  
the Silver Spring Transit Center.
 
lyttonsvIlle to the sIlver sprIng transIt center
 
 Table 8 Table 9 Table 10 Table 11
Lyttonsville Road to Stewart Avenue to CSX/WMATA to 16th Street to
 
Stewart Avenue CSX/WMATA 16th Street Silver Spring Transit Center
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
Table 9 Stewart Avenue to CSX

 
 
 

Purple Line Functional Plan Public Hearing Draft 19 

 
Table 8 Lyttonsville Place to Stewart Avenue

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail
 

  Lyttonsville Place Stewart Avenue Varies an estimated 40 to 58 feet Varies an estimated 40 to 58 feet Future expansion for yard and shop will require estimated additional 3 acres (comprising 11
different parcels excluding publicly owned land) west of Lyttonsville Place, south of Brookville
Notes Road and north of Georgetown Branch right-of-way. Additional strip acquisitions adjacent to
and along the south side of existing Georgetown Branch right-of-way will be required to
This area includes area for future expansion of yard and shop area accommodation tracks and trails on this curve while still providing area for yard expansion on
north side of existing right-of-way. Total right-of-way width required for tracks and trail is
The Purple Line and adjacent trail cross Stewart Avenue at grade estimated at 100 feet

The Georgetown Branch right-of-way terminates in the vicinity of Stewart Avenue

Table 9 Stewart Avenue to Beginning of CSX/WMATA Right-of-Way with CSX/Metrorail/MARC/Amtrak Service

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail
 

  Stewart Avenue Beginning of CSX/WMATA Varies an estimated 49 to 65 feet Varies an estimated 55 to 65 feet and includes a one- Additional strip acquisitions adjacent to and along the south side of the existing right-of-way will
right-of-way with and includes a one-acre parcel acre parcel at the segment’s southeast end be required to accommodated tracks and trail on this curve. Total right-of-way width required for
CSX/Metrorail/MARC/Amtrak at the segment’s southeast end tracks and trail is estimated at 80 to 85 feet
Notes
service
 
This segment of the Purple Line and trail identified as right-of-way is owned by CSX

Additional strip acquisitions would be from property owned by other private parties

Purple Line Functional Plan Public Hearing Draft 20 

 
 Table 10 CSX to 16th Street
16t h
Street Station

Key features of the 16th Street Station concept plan include:

ƒ station platforms immediately east of the existing 16th Street bridge
ƒ kiss-and-ride lanes potentially incorporated into station area plan
ƒ pedestrian connections to apartments on the west side of 16th Street.

Silver Spring Transit Center Station

Key features of the Purple Line Silver Spring Transit Center Station include:
ƒ the platform on an aerial structure above Metrorail and MARC track level
ƒ elevator and escalator access from Purple Line level to Metrorail and MARC level
ƒ access to the Transit Center’s second level via pedestrian bridge from Metrorail and MARC level
ƒ access to street level via elevator and escalator from either Transit Center or Metrorail and MARC track level
ƒ connections to Metrorail Red Line, local buses, MARC, inter-city bus, and taxis at transit station.

1
Capital Crescent Trail

Key features of the concept plan for the Capital Crescent Trail from Lyttonsville to the Silver Spring Transit Center include:
ƒ the trail adjacent to and south of tracks from Lyttonsville Place to at-grade crossing of Stewart Avenue
ƒ the trail remaining at grade above and south of tracks as they transition into CSX/WMATA right-of-way
ƒ the trail south and adjacent to relocated Talbot Avenue from Michigan Avenue south to where trail crosses to north side
of CSX/WMATA right-of-way
ƒ the trail between crash wall and retaining wall from where it crosses to north side of right-of-way to just north of Spring  
Table 11 16th Street to Silver Spring Transit Center
Street
ƒ the trail continues on north side of rail right-of-way below both 16th Street and Spring Street bridges
ƒ the trail will cross Colesville Road on a bridge over Colesville Road and enter the Silver Spring Transit Center adjacent to
Metrorail/MARC tracks (on the Transit Center’s second level)
ƒ the trail will be on an elevated structure at or near the second level through the Transit Center, with direct access to the
trail within the Transit Center for rail and bus users
ƒ the Capital Crescent Trail and Metropolitan Branch Trail will connect directly and at the same level at the Transit Center
ƒ the elevated trail structure will have a fourteen foot width (inside clear) and to the extent possible maintain a level grade
and direct path through the Transit Center
ƒ the Metropolitan Branch Trail will cross the Purple Line tracks at grade near the end of Bonifant Street, at a crossing with
warning signs and/or lights as needed for safety.  
 
 
 
 
                                                            
1
The County owned portion of the Georgetown Branch right-of-way ends approximately 450 feet east of Stewart Avenue. The
remaining Georgetown Branch right-of-way between this point and the Metropolitan Branch right-of-way near Talbot Avenue is
owned by the CSX Corporation. The Purple Line and trail from Talbot Avenue to the Silver Spring Transit Center is often
referred to as being within the Metropolitan Branch railroad right-of-way. The Capital Crescent Trail will be continuous as one
uninterrupted trail under one name through these several differently owned right-of-ways, from Georgetown through Bethesda
to the Silver Spring Transit Center.

Purple Line Functional Plan Public Hearing Draft 21 

 
Table 10 Beginning of MTA/WMATA/Right-of-Way with CSX/Metrorail/MARC/Amtrak Service to 16th Street Station  
  from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail
   

  Beginning of CSX/WMATA 16th Street Station Varies an estimated 70 to 130  

Varies an estimated 70 to 130 feet Trail is parallel to and south of a relocated Talbot Avenue on segment between Michigan
right-of-way with feet Avenue and Lanier Drive Strip acquisitions of an estimated 10 to 15 feet will be required in
  CSX/Metrorail/MARC/Amtrak  
Both tracks and trail are recommended on the north or addition to existing right-of-way. East of Rosemary Hills Elementary School, an estimated
service east side of right-of-way in the 1990 Plan Amendment minimum total 120-foot right-of-way for the combined CSX and Purple Line facilities is required
 
until the trail (on north side of right-of-way) and Purple Line (on south side of right-of-way) reach
Notes
  Stewart Avenue. An estimated minimum total 160-foot right-of-way is required from the
beginning of the CSX right-of-way to the 16th Street station to accommodate the trail on the
Both track and trail to remain on right-of-way’s south side until roughly 50 feet east of the existing Talbot Avenue bridge
  north side and the station platforms and track on the south side of the right-of-way
where a pedestrian bridge over the
right-of-way will move the trail to the north side. The Purple Line tracks remain on the right-of-way’s south side
 
Both the trail and Purple Line pass under the existing 16th Street bridge, which will be modified or replaced to accommodate
 
the trail and the Purple Line.
 
The 16th Street station platform is east of the eastern edge of the existing 16th Street bridge
   
 
Table 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit Center  
  from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail
 
 
 
16th Street Station Transit Center Varies an estimated 75 to 165 Varies an estimated 75 to 165 feet. Both tracks and trail An estimated 180-foot right-of-way is required to accommodate the trail (north side of right-of-
  feet recommended to be located on the way) and tracks (south side of right-of-way)
  right-of-way’s north
or east side in the 1990 Plan Amendment
Notes
   
The track will be on an aerial structure crossing from the south side of the right-of-way to the north side where the tracks and
 
trail will join and cross Colesville Road before entering the Transit Center.

The Purple line tracks at the Transit Center are on an aerial structure above the Metrorail and MARC tracks
 
 

Purple Line Functional Plan Public Hearing Draft 22 

 
Paul S. Sarbanes Silver Spring Transit Center to Manchester Place   Table 12 Paul S. Sarbanes Silver Spring Transit Center to Fenton Street Station

The alignment between the Transit Center and Manchester Place operates for the most part on existing streets in lanes shared  
with other vehicular traffic. Additional right-of-way is required along some segments as described in the following tables.
 
silver sprIng transit center to manchester place
 
Table
  12 Table 13 Table 14
Silver Spring Transit Center to Fenton Street to Sligo Creek Parkway to
 
Fenton Street Sligo Creek Parkway Manchester Place
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
Table 13 Fenton Street Station at Silver Spring Library on Wayne Avenue to Sligo Creek Parkway
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
   
 

Purple Line Functional Plan Public Hearing Draft 23 

 
Table 12 Paul S. Sarbanes Silver Spring Transit Center to Manchester Place

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Silver Spring Transit Center Library site at Wayne Avenue Varies an estimated 35 to 40 feet 70 feet (Silver Spring Central Business District Sector Plan) Varies an estimated 40 to 70 feet
and Fenton Street
Notes

The tracks are on an aerial structure at Transit Center and return to surface on Bonifant Street west of Georgia Avenue

On-street parking on north side of Bonifant Street could be prohibited at all times to accommodate the tracks. If parking is
allowed on south side of Bonifant Street, the street would be restricted to one-way east-bound vehicular traffic.
Recommendations for traffic operations on Bonifant Street will be finalized during later phases of project planning

Table 13 Fenton Street Station at the Wayne Avenue Silver Spring Library Site to Sligo Creek Parkway

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Silver Spring Library site at Sligo Creek Parkway Varies an estimated 80 to 100 80 feet (Silver Spring Central Business District Sector Plan, Varies an estimated 70 to 100 feet and includes area for the Silver Spring Green Trail—a shared
Wayne Avenue and Fenton feet East Silver Spring Master plan, and North and West Silver use path no less than eight feet wide on the north side of Wayne Avenue Sidewalk on south side
Street Spring Master Plan) of Wayne Avenue is at least six feet wide along this segment
 
Notes

Concept design calls for the alignment to pass through the Silver Spring Library site in the northwest quadrant of the Bonifant
Street/Fenton Street intersection. The alignment calls for the train to enter the Fenton Street/Wayne Avenue intersection
diagonally as a fifth stream of traffic, then turn eastward onto Wayne Avenue.

On Wayne Avenue, the alignment will be in the roadway median-sharing traffic lanes (with on—street parking during peak
periods likely prohibited between Cedar Street and Mansfield Road at a minimum.)

Separate left turn lanes will be provided at signalized intersections, except the eastbound to northbound left turn at Cedar
Street

The alignment design will also incorporate space necessary for possible future station platform(s) in the vicinity of Dale Drive

Purple Line Functional Plan Public Hearing Draft 24 

 
 Table 14 Sligo Creek Parkway to Manchester Place Station
Fenton Street Station at the Wayne Avenue Silver Spring Library Site

Key features of the Fenton Street Station concept plan include:

ƒ station platforms located on the library’s footprint with the train accessing the footprint on Bonifant St. approximately 250
feet prior to Fenton Street
ƒ Bonifant Street traffic limited to eastbound direction, one lane, with parking on south side of street
ƒ no parking on north side of Bonifant Street

Potential Dale Drive Station

Key features of the Dale Drive Station concept plan include:

ƒ the station is not included in initial construction phase; the timing of implementation to be determined
ƒ platform in median of Wayne Avenue
ƒ walk-up and handicapped access only

Manchester Place Station

Key features of the Manchester Place Station concept plan include:

ƒ station platform 100 to 150 feet south and east of Wayne Avenue where tracks enter into tunnel
ƒ walk-up and handicapped access only

Silver Spring Green Trail

The Silver Spring Green Trail is a shared use path on the north side of 2nd Avenue and Wayne Avenue. Once completed, this
master planned trail, at least eight feet wide, will extend from Spring Street to Sligo Creek Parkway. The Purple Line alignment
  within the median of Wayne Avenue will be designed and constructed to accommodate it.
 

Table 14 Sligo Creek Parkway to Manchester Place Station

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Sligo Creek Parkway Manchester Place Station Varies an estimated 60 to 70 feet 70 feet (East Silver Spring Master Plan) Varies an estimated 70 to 80 feet and includes a minimum six-foot sidewalk on both sides of
Wayne Avenue

Notes

Concept design calls for the Purple Line alignment to continue in the median of Wayne Avenue to approximately 600 feet
east of Manchester Road where it will enter a tunnel

The Manchester Place Station platform will be located an estimated 100 to 200 feet east of Wayne Avenue

Purple Line Functional Plan Public Hearing Draft 25 

 
 Manchester Place to the County Line Table 15 Manchester Place Station to Arliss Street Station

The alignment between the Manchester Place Station and the County’s boundary with Prince George’s County operates in a
tunnel to Arliss Street, and in dedicated lanes along Arliss Street, Piney Branch Road, and University Boulevard. Additional
right-of-way is required along some segments as described in the following tables.

manchester place to county line

Table 15 Table 16 Table 17 Table 18

Manchester Place to Arliss Street Station to Gilbert Street Station to County Line to
Arliss Street Station Gilbert Street Station County Line City of Takoma Park

 
Table 16 Arliss Street Station to Gilbert Street Station

 
 
Purple Line Functional Plan Public Hearing Draft 26 
 
Table 15 Manchester Place Station to Arliss Street Station

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Manchester Place Station Arliss Street Station Varies an estimated 65 to 90 feet 70 feet (East Silver Spring Master Plan) Varies an estimated 80 to 90 feet and includes a minimum six-foot wide sidewalk on both sides
of Arliss Street
Notes

Tracks enter a tunnel east of the Manchester Place platform. They surface in the median of Arliss Street roughly 350 feet west
of its intersection with Walden Road and Garland Avenue and continue in the median in dedicated lanes

The Arliss Street Station platform is located on Arliss Street north of Piney Branch Road

Table 16 Arliss Street Station to Gilbert Street Station

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Arliss Street Station Gilbert Street Station Varies an estimated 70 to 95 feet 80 feet on Piney Branch Road (East Silver Spring Master Varies an estimated 80 to 100 feet on Piney Branch Road and includes a minimum six-foot
on Piney Branch Road Plan) sidewalk
Varies an estimated 120 to 130 feet on this section of University Boulevard and includes a five-
Varies an estimate 100 to 110 120 feet on University boulevard (East Silver Spring foot, on road bikeway and six-foot sidewalk based on SHA guidelines
feet on University Boulevard Master Plan)
Could consider the alternative of a wider (at least eight feet) joint use path of the Purple Line for
the segment along University Boulevard in Montgomery County

Notes

Alignment turns east onto Piney Branch Road with the tracks in dedicated lanes in the median

The tracks remain in the median dedicated lanes as the alignment turns southeast onto University Boulevard. Separate left
turn lanes for vehicular traffic are provided in all quadrants of Piney Branch Road and University Boulevard

The Gilbert Street Station platform is located just southeast of the intersection of University Boulevard and Gilbert Street in the
median of University Boulevard

Purple Line Functional Plan Public Hearing Draft 27 

 
 Table 17 Gilbert Street Station to County Line

Purple Line Functional Plan Public Hearing Draft 28 

 
Table 17 Gilbert Street Station to County Line

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail

Gilbert Street Station County line approximately Varies generally estimated as 120 feet (East Silver Spring Master Plan) Varies an estimated 125 to 140 and includes a five-foot, on road bikeway and six-foot sidewalk
130 feet southeast of 100 feet based on SHA guidelines
Merrimac Drive
Notes Could consider the alternative of a wider (at least eight feet) joint use path of the Purple Line for
the segment along University Boulevard in Montgomery County
Tracks in dedicated lanes in the University Boulevard median

This is the last segment of the alignment wholly within Montgomery County

Table 18 County Line to City of Takoma Park

from to current right-of-way width prior master plan right-of-way width (minimum) minimum right-of-way width and/or area required for Purple Line and trail2

County line approximately City of Takoma Park (North) Varies, an estimated 95 to 150 120 feet (East Silver Spring Master Plan) Varies an estimated 125 to 150 and includes a five-foot, on road bikeway and six-foot sidewalk
130 feet southeast of eastern boundary south of the feet based on SHA guidelines
Merrimac Drive University Boulevard and 14th
Avenue intersection Could consider the alternative of a wider (at least eight feet) joint use path of the Purple Line for
Notes the segment along University Boulevard in Montgomery County

Tracks in dedicated lanes in the University Boulevard median

This segment is across from the Takoma/Langley Transit Center. The station platform and the Transit Center are in Prince
George’s County

Arliss Street Station

Key features of the Arliss Street Station concept plan include:

ƒ the station platform approximately 100 feet north of the intersection with Piney Branch Road in the median of Arliss Street
ƒ walk-up and handicapped access only
ƒ minimum six-foot wide sidewalks on both sides of Arliss Street adjacent to Purple Line alignment.

Gilbert Street Station

Key features of the Gilbert Street Station concept plan include:

ƒ the station platform in the University Boulevard median, 400 to 450 feet south of the intersection with Piney Branch
Road
ƒ walk-up and handicapped access only
2
ƒ minimum six-foot wide sidewalks on both sides of University Boulevard. University Boulevard, east of the County line and approximately 130 feet southeast of Merrimac Drive, is wholly within Prince
George’s County. Any additional right-of-way along this segment is therefore intended to be controlled by Prince George’s
County.

Purple Line Functional Plan Public Hearing Draft 29 

 
  

 
 
 
 
 
 
 
master plan of highways
 
 
  This Plan amends the Master Plan of Highways by identifying an alignment for the Purple Line from Bethesda to the County’s
boundary with Prince George’s County at University Boulevard west of the Takoma Langley station. Table 19 summarizes
 
those changes.

  In addition, an estimated additional three acres for the proposed Lyttonsville yard and shop is needed in the area directly west
of Lyttonsville Place, between Brookville Road and the Georgetown Branch right-of-way.
 

  Legend
Freeways
  Primary Road
Railroad
  Metrorail

   

Purple Line Functional Plan Public Hearing Draft 30 

 
Table 19  Amendments to Master Plan of Highways Rights-of-Way

from  to prior minimum right-of-way amended minimum right of way 2

100 feet west of Pearl Street 100 feet east of Pearl Street 66 feet 85 feet

500 feet west of East-West Highway 400 feet west of East-West Highway 66 feet 80 feet

2,000 feet west of Lyttonsville Place Stewart Avenue Varies an estimated 40 to 58 feet 100 feet

Stewart Avenue Beginning of CSX/WMATA right-of-way Varies an estimated 55 to 65 feet and includes a one-acre 80 feet
parcel at the segment’s southeast end

Beginning of CSX/WMATA right-of-way 16th Street Station area Varies an estimated 70 to 130 feet 160 feet

Notes

Required for ramp part of pedestrian connection at Pearl Street

Required for ramp of pedestrian connection at Riviera apartments

Required to accommodate track curvature and adjacent trail just west of Lyttonsville station

Required to accommodate track curvature and adjacent trail as it enters (going east or south) the CSX/WMATA right-of-way

Required to accommodate trail on the north side and station platforms and track on the south side of the CSX/WMATA
corridor from approximately Stewart Ave to the 16th Street Station area

                                                            
2
The right-of-way shown is the estimated minimum amount needed within the segment to accommodate the project at a point or location
requiring the most land area. In most instances, the land area is expressed as right-of-way needed to accommodate the project. In some
cases (like the yard and shop) the area includes land adjacent to the alignment and is expressed in acres. The actual amount of right-of-way
required within each segment can vary, based on project plans that can be modified up to and through, the construction phase
 
 
 
 
 
 

Purple Line Functional Plan Public Hearing Draft 31 

 
Table 19 Amendments to the Master Plan of Highways Rights-of-Way
 

from to prior minimum right of way amended minimum right of way

Silver Spring Library site at Wayne Avenue and Fenton Street Sligo Creek Parkway 80 feet 100 feet

Sligo Creek Parkway 600 feet east of Manchester Road 70 feet 80 feet

600 feet east of Manchester Road Plymouth Street None 70 feet

Flower Avenue Piney Branch Road 70 feet 90 feet

Arliss Street Gilbert Street Station 80 feet on Piney Branch Road 100 feet on Piney Branch Road

120 feet on University Boulevard 130 feet on University Boulevard

Gilbert Street Station County line approximately 130 feet southeast of Merrimac 120 feet 125 feet
Drive

   
Notes
 
Required at locations along Wayne Avenue to accommodate Silver Spring Green Trail, left turn lanes, potential station at
Dale Drive, and tracks  

Required at locations along Wayne Avenue to accommodate tracks and sidewalks  

Transition into tunnel between Wayne Avenue and Plymouth Avenue right-of-way  
Required at locations along Arliss Street to accommodate tracks, tunnel portal, and sidewalks  
Required at locations along Piney Branch Road and University Boulevard for tracks, station platform(s), buffer area, sidewalks,
 
bike lanes, and amenities

Required at locations along University Boulevard for tracks, station platform(s), buffer area, sidewalks, bike lanes, and
 
amenities
 
 
   
   
   

Purple Line Functional Plan Public Hearing Draft 32 

 
   

   

   

   

   

   

   

   

  acknowledgements

The Planning Department staff would also like to acknowledge the MTA Purple Line Project Team for its continuous and
  proactive coordination efforts throughout the development of this Plan and also for the use of the Purple Line conceptual
drawings and designs used in this document.
 
Special thanks to all the Master Plan Advisory Group members, alternates, and guests who contributed to this Plan and
  improved it with their suggestions. Their input and commitment to this process was invaluable.

Project Staff
 
Tom Autrey
 
Katherine Holt

  Larry Cole

  Chuck Kines

Melissa Williams
 
Tina Schneider
 
Doug Redmond

  For more information about this Plan, please contact the Montgomery County Planning Department’s Transportation
Planning Division at 301-495-4525. Please contact MTA with specific design questions on the Purple Line alignment
  throughout Montgomery and Prince George’s Counties.

 
Purple Line Functional Plan Public Hearing Draft 33 
 
   

   

   

   

 
 
 
   

   

 
 
 
 
 
   

   

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Purple Line Functional Plan Public Hearing Draft 34 
 
   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

   

purple line
   

   

   
Functional Plan
   
Prepared by the Montgomery County Planning Department
   

    MontgomeryPlanning.org

Purple Line Functional Plan Public Hearing Draft 35