purple line

Planning Board Draft April 2010

Functional Plan

Montgomery County Planning Department

The Maryland-National Capital Park and Planning Commission

Purple Line Functional Plan | Planning Board Draft 1

 purple line functional plan

Planning Board Draft

abstract

This plan for the Purple Line transit facility through Montgomery County The Commission is charged with preparing, adopting, and amending or
contains route, mode, and station recommendations. It is a comprehensive extending The General Plan (On Wedges and Corridors) for the Physical
amendment to the approved and adopted 1990 Georgetown Branch Master Development of the Maryland-Washington Regional District in Montgomery
Plan Amendment. It also amends The General Plan (On Wedges and and Prince George’s Counties.
Corridors) for the Physical Development of the Maryland-Washington
Regional District in Montgomery and Prince George’s Counties, as The Commission operates in each county through Planning Boards
amended, the Master Plan of Highways for Montgomery County, the appointed by the county government. The Boards are responsible for all
Countywide Bikeways Functional Master Plan, the Bethesda-Chevy Chase local plans, zoning amendments, subdivision regulations, and
Master Plan, the Bethesda Central Business District Sector Plan, the Silver administration of parks.
Spring Central Business District and Vicinity Sector Plan, the North and West
Silver Spring Master Plan, the East Silver Spring Master Plan, and the The Maryland-National Capital Park and Planning Commission encourages
Takoma Park Master Plan. the involvement and participation of individuals with disabilities, and its
facilities are accessible. For assistance with special needs (e.g., large print
source of copies materials, listening devices, sign language interpretation, etc.), please
contact the Community Outreach Office, 301-495-4600 or TDD 301-495-
The Maryland-National Capital Park and Planning Commission 1331.
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.

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 purple line
Planning Board Draft

Functional Plan

Prepared by the Montgomery County Planning Department

Philadelphia, PA David Pirmann

Purple Line Functional Plan | Planning Board Draft 3

 elected and appointed officials

County Council

Nancy Floreen, President

Valerie Ervin, Vice-President
Phil Andrews
Roger Berliner
Marc Elrich
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 Prince George's County

Planning Board Planning Board
Royce Hanson, Chairman Samuel J. Parker, Jr., Chairman
Marye Wells-Harley, Vice Chair Sylvester J. Vaughns, Vice Chair
Joe Alfandre Sarah A. Cavitt
Norman Dreyfuss Jesse Clark
Amy Presley Colonel John H. Squire

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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 Portland, OR Katherine Holt
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 After receiving the Executive's fiscal impact analysis and comments, the
hearing and receives testimony, after which it holds public worksessions to County Council holds a public hearing to receive public testimony. After the
review the testimony and revise the Public Hearing Draft Plan as hearing record is closed, the relevant Council committee holds public
appropriate. When the Planning Board’s changes are made, the document worksessions to review the testimony and makes recommendations to the
becomes the Planning Board Draft Plan. County Council. The Council holds its own worksessions, and then adopts a
resolution approving the Planning Board Draft Plan, as revised.

The PLANNING BOARD DRAFT PLAN is the Board's recommended Plan

and reflects their revisions to the Public Hearing Draft Plan. The Regional After Council approval the plan is forwarded to the Maryland-National
District Act requires the Planning Board to transmit a plan to the County Capital Park and Planning Commission for adoption. Once adopted by the
Council with copies to the County Executive who must, within sixty days, Commission, the plan officially amends the master plans, functional plans,
prepare and transmit a fiscal impact analysis of the Planning Board Draft and sector plans cited in the Commission's adoption resolution.
Plan to the County Council. The County Executive may also forward to the
County Council other comments and recommendations.

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contents

introduction 1 master plan of highways

background 2 tables

County Council Policy Direction 2 Table 1 Purple Line Characteristics and Objectives 5

State Selection of Locally Preferred Alternative 2 Table 2 Woodmont Avenue to Pearl Street 9

Community Outreach 2 Table 3 Pearl Street to East-West Highway 11

Maryland Transit Administration 3 Table 4 East-West Highway to Kentbury Way Extended 13

Montgomery County Planning Department 3 Table 5 Kentbury Way Extended to Connecticut Avenue 15

vision 5 Table 6 Connecticut Avenue to Jones Mill Road 17

Why a Purple Line Functional Plan? 6 Table 7 Jones Mill Road to Lyttonsville Place 19

Land Use and Zoning 6 Table 8 Lyttonsville Place to Stewart Avenue 21

Light Rail as the Mode 6 Table 9 Stewart Avenue to CSX/WMATA Right-of-Way 23

Table 10 CSX/WMATA Right-of-Way to 16th Street Station 25

transitway segments 7
Table 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit Center 27

Table 12 Paul S. Sarbanes Silver Spring Transit Center to Fenton Street Station 29
glossary 43
Table 13 Fenton Street Station to Sligo Creek Parkway 31

Table 14 Sligo Creek Parkway to Manchester Place Station 33

acknowledgments 44
Table 15 Manchester Place Station to Arliss Street Station 35

Table 16 Arliss Street Station to Gilbert Street Station 37

Table 17 Gilbert Street Station to County Line 39

Table 18 County Line to City of Takoma Park 39

Table 19 Amendments to Master Plan of Highways Rights-of-Way 41

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 maps

Map 1 Purple Line Alignment and Stations in Montgomery County 4

Map 2 Woodmont Avenue to Pearl Street 8

Map 3 Pearl Street to East-West Highway 10

Map 4 East-West Highway to Kentbury Way Extended 12

Map 5 Kentbury Way Extended to Connecticut Avenue 14

Map 6 Connecticut Avenue to Jones Mill Road 16

Map 7 Jones Mill Road to Lyttonsville Place 18

Map 8 Lyttonsville Place to Stewart Avenue 20

Map 9 Stewart Avenue to CSX/WMATA Right-of-Way 22

Map 10 CSX/WMATA Right-of-Way to 16th Street Station 24

Map 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit Center 26

Map 12 Paul S. Sarbanes Silver Spring Transit Center to Fenton Street Station 28

Map 13 Fenton Street Station to Sligo Creek Parkway 30

Map 14 Sligo Creek Parkway to Manchester Place Station 32

Map 15 Manchester Place Station to Arliss Street Station 34

Map 16 Arliss Street Station to Gilbert Street Station 36

Map 17 Gilbert Street Station to County Line 38

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Purple Line Functional Plan | Planning Board Draft 8
 IntroductIon background

The Purple Line alignment within Montgomery County travels from Bethesda In January 1990, Montgomery County approved and adopted the
to Takoma/Langley Crossroads, parallel to the Capital Crescent Trail, over Georgetown Branch Master Plan Amendment. This master plan amended a
the CSX railroad and Metrorail tracks, through a new tunnel under Plymouth prior Georgetown Branch plan of 1986 and established as County policy
Street, and in certain locations, traveling with traffic on public roadways. the intent to construct, operate, and maintain a trolley and adjacent trail
between Bethesda and Silver Spring on the Georgetown Branch right-of-
The goal of this Purple Line Functional Plan is to identify the specific way. The County purchased the Georgetown Branch right-of-way in
alignment and station locations with the County so that existing and future December 1988.
master, sector, station area, and other plans will have the benefit of adopted
policy guidance as to the location, mode, function, and general operational Other County plans subsequently were adopted confirming County policy to
characteristics of the Purple Line. This Plan makes no recommendations for utilize the right-of-way as a combined transit/trail facility between Bethesda
zoning or land use changes, but identifies alignment and station locations to and Silver Spring.
protect needed right-of-way.
 Bethesda-Chevy Chase Master Plan – Approved and Adopted April
This Plan should be consulted for development review cases and prior to 1990
issuing building permits.  Bethesda Central Business District Sector Plan – Approved and Adopted
July 1994
list of acronyms  Silver Spring Central Business District Sector Plan – Approved February
2000 and Adopted March 2000
AA/DEIS Alternatives Analysis/Draft Environmental Impact Statement  North and West Silver Spring Master Plan – Approved August 2000 and
CBD Central Business District Adopted September 2000
CSX CSX Transportation Corporation  The General Plan (On Wedges and Corridors) for the Physical
FEIS Final Environmental Impact Statement Development of the Maryland-Washington Regional District in
LPA Locally Preferred Alternative Montgomery and Prince George’s Counties as amended
LRT Light Rail Transit
MARC Maryland Area Regional Commuter (rail) The technical basis for extending the Purple Line east from Silver Spring to
MDOT Maryland Department of Transportation New Carrollton in Prince George’s County was established with the Capital
MPAG Master Plan Advisory Group Beltway/Purple Line Study – Findings and Recommendations Report,
MTA Maryland Transit Administration prepared by the Maryland State Highway Administration (SHA) and
SHA Maryland State Highway Administration Maryland Transit Administration (MTA) in March 2003. In September 2003,
UMD University of Maryland the MTA began the scoping process as part of the preparation of the Purple
WMATA Washington Metropolitan Area Transit Authority Line Alternatives Analysis/ Draft Environmental Impact Statement (AA/DEIS).
The AA/DEIS was released in October 2008. 1

1
All of the build alternatives examined in the AA/DEIS included a fully bi-directional
transitway (two lanes or two tracks) from Bethesda to New Carrolton. This Functional

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County Council Policy Direction  Study pedestrian, vehicular, and LRT operations in Silver Spring,
The Montgomery County Council in January 2009 voted to recommend that including vehicle queuing, on-street parking operations, and the Green
the Governor endorse a Locally Preferred Alternative (LPA) with the following Trail design.
major attributes:  Develop detailed designs for the Capital Crescent Trail that include
 Light Rail Transit (LRT) as the preferred mode access points, retaining walls, security and fencing, landscaping,
 ―Medium Investment‖ LRT (one of the alternatives analyzed in the aesthetic treatments for new bridges, signing and markings, bicycle
AA/DEIS) using the Georgetown Branch right-of-way as the preferred facilities at station, and the public plaza at the Woodmont East
alignment with following modifications related to design. terminus.
 Prepare a phasing plan along University Boulevard that identifies how
 Incorporate the ―High Investment‖ LRT design for the Capital LRT implementation will be coordinated with the wider master plan
Crescent Trail through the tunnel under Wisconsin Avenue. typical street section.
 Curtail the ―tail tracks‖ west of the Bethesda stop to extend no  Provide continuous sidewalks or shared use paths on both sides of
farther than 100 feet west of the portal of the Apex Building, roadways that carry the Purple Line alignment.
and less than that if possible.  Protect wetland, parkland, historic resources, and mitigate the impacts
 Plant grass between and along the sides of the tracks where the of the Parks Department’s Brookfield Road Maintenance site and wheel
line is parallel to the Capital Crescent Trail and not on a squeal locations throughout the alignment.
bridge or in a tunnel.
 Expand the pavement width of the Capital Crescent Trail to a State Selection of Locally Preferred Alternative
minimum of 12 feet, and, where existing right-of-way is On August 4, 2009, Governor O’Malley announced that the State was
available (i.e., between the western end of Columbia Country proceeding with a Purple Line New Starts application for federal funding of
Club to the eastern end of Rock Creek Park) and where cost a Purple Line between Bethesda and New Carrollton, and that the LPA in
and tree loss would not be significant, expand the pavement Montgomery County includes the design features recommended by the
width up to 16 feet with a wider buffer between the LRT and the County Council and described above.
trail.
 If the surface option is ultimately selected for Wayne Avenue, Community Outreach
delete the Dale Drive stop from the LPA but design the line to Community outreach related to Purple Line planning has been extensive and
facilitate adding a stop there in the future. has taken place under the auspices of the Maryland Transit Administration
and local governments in both Montgomery and Prince George’s County.
The County Council and County Executive added the following items to be
accomplished during preliminary engineering.
 Examine the feasibility of using hybrid light rail vehicles that do not
require wires, poles, or an electrical substation.
 Consider more access points to the Capital Crescent Trail.
 Retain as many of the corridor’s existing trees as possible.
 Investigate surface LRT operations to ensure pedestrian and vehicle
safety.

Plan includes that design element. The Georgetown Branch Master Plan included
segments between Bethesda and Silver Spring that were single track segments.

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Maryland Transit Administration (MTA) Montgomery County Planning Department
The MTA developed a comprehensive outreach effort as part of its work in In May 2007, the Planning Board authorized the establishment of a Purple
the completion of the Purple Line AA/DEIS. As an example, from the fall of Line Master Plan Advisory Group (MPAG). The MPAG membership was
2005 through summer of 2008 multiple meetings were held with focus composed of more than 30 representative stakeholders along the alignment
groups representing the following areas along the alignment within
within the County. The MPAG met 19 times between October 2007 and
Montgomery County:
 Master Plan Alignment along the Georgetown Branch right-of-way October 2008 when the Purple Line AA/DEIS was released. During that
 Jones Bridge Road alignment time, the group reviewed many of the technical and process issues inherent
 Lyttonsville in large projects of this type and provided input to the staff memorandum
 Silver Spring CBD and technical review of the AA/DEIS.
 East Silver Spring
 University Boulevard. The MPAG also met on seven additional occasions after the release of the
AA/DEIS to further examine issues in the context of the Planning Board,
The agenda and information exchange at the focus group sessions was
County Council, and State recommendations on the Purple Line. In
tailored to the specific geographical area.
addition, the Planning Board held a worksession in December 2008 and a
In addition, open houses covering the entire alignment were held in:
hearing and worksession in January 2009 as part of its outreach during
 September 2003
 November 2004 deliberations on reaching a recommendation on a Locally Preferred
 June 2006 Alternative for the Purple Line.
 December 2007
 May 2008.

In November 2008, the MTA held two public hearings in the County on the
Purple Line AA/DEIS.

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Map 1 Purple Line Alignment and Stations in Montgomery County

Bethesda Connecticut Lyttonsville 16th Street Silver Spring Fenton Manchester Arliss Gilbert Takoma/Langley Park
South Avenue Transit Center Street Place Street Street

Center

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 vision

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

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, housing, and shopping Design effort focus on pedestrian and trail access and Provides opportunities for targeted growth and helps prevent
experience sprawl
Capital Crescent Trail to Georgetown Enhanced travel options for transit dependent
Will reinforce Bethesda CBD as multi-modal activity center
Supports efforts to increase affordable housing
Design should reflect and reinforce this urban destination
Access to Elm Street Park, Leland Park, and Leland and the area’s gateway character
Recreation Center
Supports existing and planned transit-oriented development

Chevy Chase Lake to Rock Creek Trail to Lake Needwood and D.C. Access to Walter Reed Annex and County Fleet Design effort focus on pedestrian and trail access and Locates operation and maintenance facility adjacent to similar land
Lyttonsville Maintenance Center jobs experience, and station access and compatibility use
Improved trail connection east of Rock Creek
Supports efforts to increase affordable housing Connection with Rock Creek Trail also critical design
Access to Rock Creek Park and Trail element

Lyttonsville to Silver Spring Silver Spring Red Line Metrorail Station Access to Silver Spring jobs, housing, and shopping Station access and trail access and connectivity of primary Provides opportunities for targeted growth and helps prevent
Transit Center importance in this area sprawl
MARC, Metrobus, Ride On, MTA Commuter Bus, UMD Enhanced travel options for transit dependent to Bethesda
Shuttle, and Intercity bus at Silver Spring Transit Center and east to Takoma/Langley Park, College Park, and New Significantly reduces travel time between Bethesda and Silver
Carrollton Spring and makes transit more competitive with auto travel
Metropolitan Trail to D.C.
Supports efforts to increase affordable housing
Directly connects Bethesda and Silver Spring CBDs Access to Coffield Community Center and Rock Creek
Stream Valley Park

Silver Spring Transit Center to Silver Spring Green Trail to Sligo Creek Trail Access to Silver Spring jobs, housing, and shopping 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 Bethesda interface with proposed library site, crossing of Sligo Creek, Park with least amount of impact on neighborhoods and
George’s County and east to Takoma/Langley Park, College Park, and New and tunnel segment environment
Carrollton
Proposed new library site in Silver Spring
Access to Sligo Park

Manchester Road to Metrobus, Ride On, and Prince George’s County TheBus Bi-County’s most diverse area with highest percentage of Design effort focus on station access, pedestrian Helps establish sustainable growth with focus on redevelopment,
Takoma/ Langley Park TheBus and the University of Maryland Shuttle at transit dependent residents connectivity, and compatibility with redevelopment retention, and expansion of affordable housing
Takoma/Langley Park Transit Center Access to Long Branch Park and New Hampshire Estates
Park

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Why a Purple Line Functional Plan?
The purpose of the Purple Line Functional Plan is to identify the specific  Light rail provides the capacity needed to meet the ridership projections
alignment and approximate station locations within Montgomery County so for year 2030 and beyond.
that existing and future master, sector, station area, and other plans will  Light rail is consistent with the original vision as expressed in previously
have adopted policy guidance as to the location, mode, function, and adopted master plans.
general operational characteristics of the Purple Line.  Light rail is the stated preferred mode of most other neighboring
jurisdictions along the Purple Line alignment.
The statutory basis for functional master plans is found in the Maryland
Code. Title 7 of Article 28 states: While this Plan does not recommend a specific rail vehicle, it does endorse
the following general principles related to procurement that should be
―The Commission may make and adopt and from time to time amend, and
the district councils may approve and amend, functional master plans for considered by the MTA.
the various elements of the general plan, including but not limited to master
plan of highways, mass transit that includes light rail and bus ways, hospitals  To the extent possible, the vehicles should reflect the latest technology
and health centers, parks and other open spaces, police stations, fire in passenger and pedestrian safety and in mitigating environmental
stations, and utilities.‖ impacts including point or source emissions, noise, energy efficiency,
and potential modifications to stations, running way, or the yard and
The statute also notes: shop facilities.

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

Land Use and Zoning

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

Light Rail as the Mode

This Functional Plan establishes light rail as the preferred mode for the
Purple Line for the following reasons.

Barcelona, Spain Harry Sanders

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 transitway segments

The following sections describe the alignment from west to east in 17

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.

 Current right-of-way describes area already in the public domain

through either fee simple property ownership or dedication to
transportation use.
 Prior master plan right-of-way describes rights-of-way protected through
master plans adopted prior to 2010.
 Minimum right-of-way describes the need for right-of-way to
Minneapolis Steven Vance incorporate the Purple Line into the public realm.

No additional right-of-way protection is needed at locations where the

Purple Line right-of-way needs are less than 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 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.

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Map 2 Woodmont Avenue to Pearl Street

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Table 2 Woodmont Avenue to Pearl Street

prior master plan right-of-way width minimum right-of-way width and/or area
from to current right-of-way width
(minimum) 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 32 feet 32 feet 57 feet

Just west of Pearl Street Pearl Street 32 feet 32 feet 57 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

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Map 3 Pearl Street To East–West Highway

Purple Line Functional Plan | Planning Board Draft 10

Table 3 Pearl Street to East-West Highway

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

Pearl Street East-West Highway Varies, generally estimated as 66 feet Varies, generally estimated as 66 feet Varies, estimated as 66 to 85 feet (includes
additional area for ramp to Pearl Street) and 80
feet at ramp next to Riviera Apartments.
Notes
 a minimum width of ten feet with two-foot soft or natural shoulders in
Pedestrian ramp on north side of tracks is in area of widest right-of-way along this segment. Ramp connects the remaining segments2
to at-grade crossing of tracks and to existing trail access on south side of right-of-way in 7500-7600 block of  trail routed on the north side of the Georgetown Branch right-of-way3
Lynn Drive  trail access to and from the south side of the Georgetown Branch right-
of-way via a pedestrian ramp within the tunnel adjacent to Elm Street
In the design phase, alternatives to the Lynn Drive at-grade crossing should Park
be explored and if the crossing is retained, special attention given to safety  trail access via a pedestrian ramp at or just east of Pearl Street on the
north side of the Georgetown Branch right-of-way
 trail access via a pedestrian ramp on the north side of the right-of-way
Bethesda Station
near the Riviera Apartments with an at-grade track crossing to an
Key potential features of the Bethesda Station concept plan include: existing trail connection to Lynn Drive
 station platforms located under the Apex Building and in the tunnel  trail access via pedestrian ramps on the north and south sides of the
under Wisconsin Avenue Georgetown Branch right-of-way located largely within the Sleaford
 pedestrian connections to Elm Street Road Extended right-of-way
 pedestrian connection via elevators to the south end of the Metrorail  access to the trail via a pedestrian ramp on the north side of the
Bethesda Station mezzanine and platform Georgetown Branch right of way at Kentbury Way Extended
 pedestrian connection to the Woodmont East plaza area between the  trail and Connecticut Avenue bridge access via a pedestrian ramp on
western end of the tunnel and Woodmont Avenue the north side of the Georgetown Branch right-of-way and west of
 tail tracks extending west from the station platform into the Woodmont Connecticut Avenue largely within the Georgetown Branch right-of-way
East plaza for not more than 100 feet from the tunnel’s western end. but also within the Newdale Road right-of-way.

Capital Crescent Trail

Key features of the Capital Crescent Trail concept plan from Bethesda to
Chevy Chase Lake include:
 access to and from the trail elevated above the light rail vehicles within 2
The Trail’s typical at-grade section is a ten-foot paved path with two-foot soft
the Apex tunnel shoulders on both sides of the paved path. The Trail’s typical elevated section is a
 a width of at least ten feet within the tunnel ten-foot wide paved path. These sections apply to the entirety of the trail from
Bethesda to the Silver Spring Transit Center. Wider sections could be constructed in
response to stated County policy objectives if they are determined to be feasible by a
subsequent engineering analysis.
3
This is a change from the 1990 - Georgetown Branch Master Plan Amendment.

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Map 4 East–West Highway To Kentbury Way Extended

Purple Line Functional Plan | Planning Board Draft 12

Table 4 East-West Highway to Kentbury Way Extended

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

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

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Map 5 Kentbury Way Extended to Connecticut Avenue

Purple Line Functional Plan | Planning Board Draft 14

Table 5 Kentbury Way Extended to Connecticut Avenue

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

Right-of-way for trail Connecticut Avenue Varies, generally estimated as 66 Varies, generally estimated as 66 to 100 feet Varies, generally estimated as 66 to 100 feet
access on north side of feet
tracks at Kentbury Way
Extended

Notes

Pedestrian path within right-of-way both parallel and under trail and tracks for pedestrian and golfer access to
country 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 | Planning Board Draft 15

Map 6 Connecticut Avenue to Jones Mill Road

Purple Line Functional Plan | Planning Board Draft 16

Table 6 Connecticut Avenue to Jones Mill Road

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

Connecticut Avenue Jones Mill Road Varies an estimated 90 to 100 feet Varies an estimated 90 to 100 feet Variesan estimated 90 to 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

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Map 7 Jones Mill Road to Lyttonsville Place

Purple Line Functional Plan | Planning Board Draft 18

Table 7 Jones Mill Road to Lyttonsville Place

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

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

Notes

Pedestrian ramp to trail is on south side of tracks just east of Jones Mill Road. Trail begins descent east of Lyttonsville Station
Jones Mill Road on separate structure below tracks on bridge over Rock Creek Park Key features of the Lyttonsville Station concept plan include:
 station platforms east of Lyttonsville Place
Additional long pedestrian ramp connects Capital Crescent Trail with Rock Creek Trail about 40 feet below
Capital Crescent Trail
 kiss-and-ride area on or near a reconstructed bridge over the
Georgetown Branch right-of-way
Tracks on bridge are about 15 feet above separate bridge for Capital Crescent Trail  a pedestrian path to the platforms and trail on east side of Lyttonsville
Place
Tracks and trail within Georgetown Branch right-of-way and go under Lyttonsville Place
 trail and platform access via sidewalks on Lyttonsville Place.
Chevy Chase Lake Station
Key features of the Chevy Chase Lake Station concept plan include: Capital Crescent Trail
 station platforms immediately east of Connecticut Avenue on an aerial Key features of the Capital Crescent Trail concept plan from Chevy Chase
structure extending over Connecticut Avenue Lake to Lyttonsville include:
 station access via a pedestrian ramp on the west side of Connecticut  a pedestrian bridge west of Jones Mill Road that moves the trail from
Avenue north side to the south side of the Georgetown Branch right-of-way
 direct above grade connection east of Connecticut Avenue between trail  a trail passing underneath Jones Mill Road
and station platform.  a pedestrian ramp east of Jones Mill Road providing trail access as it
descends west to east
 a separate bridge over Rock Creek below the bridge for the Purple Line
 a pedestrian ramp connecting the Capital Crescent Trail with the Rock
Creek Trail
 trail and station access via a pedestrian path, elevator, and stairs on the
east side of Lyttonsville Place.

Purple Line Functional Plan | Planning Board Draft 19

Map 8 Lyttonsville Place to Stewart Avenue

Purple Line Functional Plan | Planning Board Draft 20

Table 8 Lyttonsville Place to Stewart Avenue

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

Lyttonsville Place Stewart Avenue 60 feet 60 feet Future expansion for yard and shop will require
estimated additional 3 acres (comprising 11 different
parcels excluding publicly owned land) east of
Lyttonsville Place, south of Brookville 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 accommodation tracks and trails on this
curve while still providing area for yard expansion on
Notes north side of existing right-of-way. Total right-of-way
width required for tracks and trail is estimated at 100
This area includes area for future expansion of yard and shop area feet

The Purple Line and adjacent trail cross Stewart Avenue at grade

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

Purple Line Functional Plan | Planning Board Draft 21

Map 9 Stewart Avenue to CSX/WMATA Right-of-Way

Purple Line Functional Plan | Planning Board Draft 22

Table 9 Stewart Avenue to CSX/WMATA Right-of-Way

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

Stewart Avenue Beginning of CSX/WMATA right- Varies an estimated 49 to 65 feet and Varies an estimated 55 to 65 feet and includes a Additional strip acquisitions adjacent to and along the
of-way with includes a one-acre parcel at the one-acre parcel at the segment’s southeast end south side of the existing right-of-way will be required to
CSX/Metrorail/MARC/Amtrak segment’s southeast end accommodate tracks and trail on this curve. Total right-
service of-way width required for tracks and trail is estimated at
80 to 85 feet
Notes
Capital Crescent Trail 4
Right-of-way in this segment for the Purple Line and trail right-of-way is owned by CSX  the trail continues on the south side of the tracks adjacent to Talbot
Additional strip acquisitions would be from property owned by other private parties Avenue near Rosemary Hills Elementary School. The trail will cross over
(via a pedestrian bridge) to the north side of the CSX/WMATA right of
1 6 th S t r e e t S t a t i o n way between Hanover Street and Grace Church Road
Key features of the 16th Street Station concept plan include:  the trail between crash wall and retaining wall from where it crosses to
 station platforms east of the existing 16th Street bridge north side of right-of-way to just north of Spring Street
 kiss-and-ride lanes potentially incorporated into station area plan  the trail continues on north side of rail right-of-way below both 16th
 pedestrian connections to apartments on the west side of 16th Street. Street and Spring Street bridges
 the trail will cross Colesville Road on a bridge and enter the Silver
Silver Spring Transit Center Station Spring Transit Center area between the Metrorail/MARC tracks and the
Key features of the Purple Line Silver Spring Transit Center Station include: bus bays at or near an elevation close to the second level of the Transit
 platform on an aerial structure above Metrorail and MARC track level Center
 elevator and escalator access from Purple Line level to Metrorail and  the trail will provide access to the Transit Center for rail and bus users
MARC level  the Capital Crescent Trail and Metropolitan Branch Trail will connect
 access to the Transit Center’s second level via pedestrian bridge from directly to each other, at the same level, in the area between the Transit
Metrorail and MARC level Center and the right-of-way containing the Metrorail, MARC, CSX, and
 access to street level via elevator and escalator from either Transit Purple Line tracks
Center or Metrorail and MARC track level  the elevated trail structure will be ten-feet wide (inside clear) and to the
 connections to Metrorail Red Line, local buses, MARC, inter-city bus, extent possible, maintain a level grade and direct path through the
and taxis at Transit Center. Transit Center area.

C a p i t a l C r e s c e n t T r a i l4 4
The County-owned portion of the Georgetown Branch right-of-way ends
Key features of the concept plan for the Capital Crescent Trail from approximately 450 feet east of Stewart Avenue. The remaining Georgetown Branch
Lyttonsville to the Silver Spring Transit Center include: right-of-way between this point and the Metropolitan Branch right-of-way near Talbot
 the trail adjacent to and south of tracks from Lyttonsville Place to at- Avenue is owned by CSX. The Purple Line and trail from Talbot Avenue to the Silver
grade crossing of Stewart Avenue Spring Transit Center is often referred to as being within the Metropolitan Branch
 the trail remaining at grade above and south of tracks as they transition railroad rights-of-ways. The Capital Crescent Trail will be as one uninterrupted trail
into CSX/WMATA right-of-way 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 | Planning Board Draft 23

Map 10 CSX/WMATA Right-of-Way to 16th Street Station

Purple Line Functional Plan | Planning Board Draft 24

Table 10 CSX/WMATA/Right-of-Way to 16th Street Station

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

Beginning of CSX/WMATA 16th Street Station Varies an estimated 70 to 130 feet Varies an estimated 70 to 130 feet Trail is parallel to and south of relocated Talbot Avenue
right-of-way with on segment between Michigan Avenue and Lanier
CSX/Metrorail/MARC/Amtrak Both tracks and trail are recommended on the Drive. Strip acquisitions of an estimated 10 to 15 feet
service north or east side of right-of-way in the 1990 Plan will be required in addition to existing right-of-way. East
Amendment of Rosemary Hills Elementary School, an estimated
minimum 120-foot right-of-way is required for the
combined CSX and Purple Line facilities until the trail
(on north side of right-of-way) and Purple Line (on south
side of right-of-way) reach Stewart Avenue. An
Notes estimated minimum 160-foot right-of-way is required
from the beginning of the CSX right-of-way to the 16th
Both track and trail to remain on right-of-way’s south side to where a pedestrian bridge over the right-of-way Street station to accommodate the trail on the north side
will move the trail to the north side. The trail will cross over to the north side of the CSX/WMATA right-of-way and the station platforms and track on the south side
between Hanover Street and Grace Church Road. 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

Purple Line Functional Plan | Planning Board Draft 25

Map 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit
Center

Purple Line Functional Plan | Planning Board Draft 26

Table 11 16th Street Station to Paul S. Sarbanes Silver Spring Transit Center

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

16th Street Station Silver Spring Transit Center Varies an estimated 75 to 165 feet Varies an estimated 75 to 165 feet. Both tracks and An estimated 180-foot right-of-way is required to
trail recommended to be located on the right-of- accommodate the trail (north side of right-of-way)
way’s north or east side in the 1990 Plan and tracks (south side of right-of-way)
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 | Planning Board Draft 27

 Map 12 Paul S. Sarbanes Silver Spring Transit Center to Fenton Street
Station

Purple Line Functional Plan | Planning Board Draft 28

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

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

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

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 along Bonifant Street east of Georgia Avenue may be prohibited to accommodate the
Purple Line. Some of the on-street parking could be retained if the street were restricted to one-way east-
bound vehicular traffic

Recommendations for traffic operations on Bonifant Street will be finalized during later phases of project
planning

Purple Line Functional Plan | Planning Board Draft 29

Map 13 Fenton Street Station to Sligo Creek Parkway

Purple Line Functional Plan | Planning Board Draft 30

Table 13 Fenton Street Station to Sligo Creek Parkway

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

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

Notes
Silver Spring Green Trail
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
The Silver Spring Green Trail is a master-planned, shared use path on the
Fenton Street/Wayne Avenue intersection diagonally as a fifth stream of traffic, then turn eastward onto north side of 2nd Avenue and Wayne Avenue, between Spring Street and the
Wayne Avenue Sligo Creek Trail. It will accommodate bicyclists, pedestrians, and other
users on a path separated from vehicular travel lanes by a landscaped
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) panel. The Countywide Bikeways Functional Master Plan indicates that a
five-foot sidewalk will parallel the shared use path. This already exists on the
Separate left turn lanes will be provided at signalized intersections, except the westbound to southbound left segment between Spring Street and the Whole Foods driveway. On the
at Dale Drive, if the Dale Drive Station is built
segment between the Whole Foods driveway and the Sligo Creek Trail that
will be constructed in conjunction with the Purple Line, there will not be a
separate sidewalk due to right-of-way constraints. The combined trail and
Fenton Street Station at the Wayne Avenue buffer along this segment will be at least 13 feet wide with a minimum eight-
Silver Spring Library Site foot wide trail and a minimum five-foot buffer. The Purple Line alignment
Key features of the Fenton Street Station concept plan include: within the median of Wayne Avenue will be designed and constructed to
 station platforms located on the library’s footprint with the train accommodate the trail.
accessing the footprint on Bonifant Street approximately 250 ft prior to
Fenton Street
 no parking on north side of Bonifant Street.

Potential Dale Drive Station

Key features of the Dale Drive Station concept plan include:
 the station is not included in initial construction phase; the timing of
implementation to be determined
 platform in median of Wayne Avenue
 access for walk-up users and persons with disabilities only.

Purple Line Functional Plan | Planning Board Draft 31

Map 14 Sligo Creek Parkway to Manchester Place Station

Purple Line Functional Plan | Planning Board Draft 32

Table 14 Sligo Creek Parkway to Manchester Place Station

prior master plan right-of-way width minimum right-of-way width and/or area
from to current right-of-way width
(minimum) 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 south of Wayne Avenue

Manchester Place Station

Key features of the Manchester Place Station concept plan include:
 station platform an estimated 100 to 200 feet south of Wayne Avenue
where tracks enter tunnel
 access for walk-up users and persons with disabilities only.

Purple Line Functional Plan | Planning Board Draft 33

Map 15 Manchester Place Station to Arliss Street Staion

Purple Line Functional Plan | Planning Board Draft 34

Table 15 Manchester Place Station to Arliss Street Station

prior master plan right-of-way width minimum right-of-way width and/or area
from to current right-of-way width
(minimum) 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

Purple Line Functional Plan | Planning Board Draft 35

Map 16 Arliss Street Station to Gilbert Street Station

Purple Line Functional Plan | Planning Board Draft 36

Table 16 Arliss Street Station to Gilbert Street Station

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

Arliss Street Station Gilbert Street Station Varies an estimated 70 to 95 feet on Piney 80 feet on Piney Branch Road (East Silver Spring Varies an estimated 80 to 100 feet on Piney Branch
Branch Road Master Plan) Road and includes a minimum six-foot sidewalk

Varies an estimate 100 to 110 feet on University 120 feet on University boulevard (East Silver Spring Varies an estimated 120 to 130 feet on this section of
Boulevard Master Plan) University Boulevard and includes a five-foot, on road
bikeway and six-foot sidewalk based on SHA guidelines

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 the intersection 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 | Planning Board Draft 37

Map 17 Gilbert Street Station to County Line

Purple Line Functional Plan | Planning Board Draft 38

Table 17 Gilbert Street Station to County Line

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

Gilbert Street Station County line approximately 130 feet Varies, generally estimated as 100 feet 120 feet (East Silver Spring Master Plan) Varies an estimated 125 to 140 and includes a five-foot,
southeast of Merrimac Drive on road bikeway and six-foot sidewalk based on SHA
guidelines for the segment along University Boulevard,
Notes from Piney Branch Road to Carroll Avenue

Tracks in dedicated lanes in the University Boulevard median

Bikeway facilities will be phased in per the pending
This is the last segment of the alignment wholly within Montgomery County Takoma/Langley Crossroads Sector Plan for the
segment along University Boulevard from Carroll
Avenue to 130 feet southeast of Merrimac Drive

Table 18 County Line to City of Takoma Park

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

County line approximately City of Takoma Park’s northeastern Varies, an estimated 95 to 150 feet 120 feet (East Silver Spring Master Plan) Varies an estimated 125 to 150 and includes a five-foot,
130 feet southeast of boundary, south of the University on road bikeway and six-foot sidewalk based on SHA
Merrimac Drive Boulevard and 14th Avenue guidelines
intersection
Bikeway facilities will be phased in per the pending
Takoma/Langley Crossroads Sector Plan
2
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.

Arliss Street Station Gilbert Street Station

Key features of the Arliss Street Station concept plan include: Key features of the Gilbert Street Station concept plan include:
 station platform in the University Boulevard median, south of the
 station platform approximately 100 feet north of the intersection with
intersection with Piney Branch Road
Piney Branch Road in the median of Arliss Street
 access for walk-up users and persons with disabilities only
 access for walk-up users and persons with disabilities only
 minimum six-foot wide sidewalks on both sides of University Boulevard.
 minimum six-foot wide sidewalks on both sides of Arliss Street adjacent
to Purple Line alignment.

Purple Line Functional Plan | Planning Board Draft 39

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 on University Boulevard west of the Takoma/Langley Park
Transit Center, summarized in Table 19.

In addition, an estimated additional three acres for the proposed Lyttonsville

yard and shop is needed in the area directly east of Lyttonsville Place
between Brookville Road and the Georgetown Branch right-of-
way.

Freeways
Primary Road
Railroad
Metrorail

Purple Line Functional Plan | Planning Board Draft 40

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

from To prior minimum right-of-way amended minimum right of way5

100 feet west of Pearl Street 100 feet east of Pearl Street 66 feet Varies an estimated 32 to 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 Varies an estimated 80 to 85 feet
includes a one-acre 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 to accommodate track curvature and adjacent trail just west of
Lyttonsville station
Required for ramp of pedestrian connection at Riviera Apartments
Required to accommodate track curvature and adjacent trail as it enters (going east or
south) the CSX/WMATA right-of-way

5
The right-of-way shown is the estimated minimum amount needed within the Required to accommodate trail on the north side and station platforms and
segment to accommodate the project at a point requiring the most land area. In most track on the south side of the CSX/WMATA corridor from approximately
instances, the land area is expressed as right-of-way needed to accommodate the
Stewart Ave to the 16th Street Station area. The 160-foot right-of-way is for
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 the Purple Line, CSX tracks, and WMATA
within each segment can vary, based on project plans that can be modified up to and
through, the construction phase

Purple Line Functional Plan | Planning Board Draft 41

Table 19 Amendments to Master Plan of Highways Rights-of-way, cont’d.

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

Silver Spring Library site at Wayne Avenue Sligo Creek Parkway 80 feet Varies an estimated 70 to 100 feet
and Fenton Street

Sligo Creek Parkway 600 feet east of Manchester Road 70 feet Varies an estimated 70 to 80 feet

600 feet east of Manchester Road Plymouth Street None 70 feet

Flower Avenue Piney Branch Road 70 feet Varies an estimated 80 to 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 120 feet 125 feet
southeast of Merrimac Drive

Notes

Required at locations along Wayne Avenue to accommodate Silver Spring Green Trail, Required at locations along University Boulevard for tracks, station platform(s), buffer
left turn lanes, potential station at Dale Drive, and tracks area, sidewalks, bike lanes, and
amenities
Required at certain 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

Purple Line Functional Plan | Planning Board Draft 42

 glossary Master Plan Advisory Group
Group of individuals selected to advise the Planning Board and staff in
Alternatives Analysis/Draft Environmental Impact Statement
selecting a Locally Preferred Alternative and the development of this Purple
A document, prepared by a federal agency, which evaluates the Line Functional Plan.
environmental impact of government proposals for large projects, such as
Master Plan of Highways
highways or facilities that could significantly affect the quality of the human
The functional master plan that records the recommended highways and
environment. Environmental Impact Statements are used as decision-making
transit lines within Montgomery County.
tools and are required by the National Environmental Policy Act.
Right-of-Way (r.o.w.)
Buffer
A strip of land occupied or intended to be occupied by a road, crosswalk,
An area of land designed or managed for the purpose of separating or
railroad, electronic transmission line, oil or gas pipeline, water main,
providing a transition between two or more land areas whose uses may
sanitary or storm sewer main, or for other special use (e.g. a transitway). It
conflict or be seen as incompatible.
must be shown on a record plat as separate and distinct from the adjoining
Dedicated Lanes
lots or parcels and not be included within their dimensions. Rights-of-way
Lanes that are for the sole use of a transit vehicle. maintained by a public agency are shown as dedicated to public use on the
record plat.
Double Track
Signed Shared Roadway
Two parallel tracks allowing trains to pass each other.
A roadway designed for both bicycle and motor vehicle travel and
Kiss and Ride designated as a preferred route for bicycle use. This may be an existing
A facility where transit patrons are dropped off and picked up by auto. local street, a street with wide curb lanes, or road with paved shoulders.

Locally Preferred Alternative Shared Use Path

A term used by the Federal Transit Administration to denote the alternative A recreational trail (or bikeway) physically separated from motorized
(alignment and mode) selected for further consideration and additional vehicular traffic by an open space or barrier and either within the roadway
engineering analysis. The State of Maryland selected the Locally Preferred right-of-way or within an independent right-of-way. Shared Use Paths may
Alternative in consultation with county and local jurisdiction officials based be used by pedestrians, skaters, wheelchair users, joggers, and other non-
on comparisons of all of the proposed alignments and modes examined in motorized users.
the AA/DEIS.
Yard and Shop
Light Rail Transit A facility where light rail vehicles are stored and serviced. It may also be
A passenger railway system characterized by its capability to operate single designed to accommodate the transit system’s administrative and operating
cars or short trains along exclusive rights-of-way at ground level, on aerial personnel.
structures, or in streets. It is typically operated by electricity, but in some
cases is powered by diesel.

Purple Line Functional Plan | Planning Board Draft 43

 acknowledgements

For more information about this Plan, please contact the Montgomery
Special thanks to all the Master Plan Advisory Group members, alternates, County Planning Department’s Transportation Planning Division at 301-
and guests who contributed to this Plan and improved it with their 495-4525. Please contact MTA with specific design questions on the Purple
suggestions. Their input and commitment to this process was invaluable. Line alignment throughout Montgomery and Prince George’s Counties.

Project Staff

Dave Anspacher

Tom Autrey

Larry Cole

Dan Hardy

Katherine Holt

Chuck Kines

John Marcolin

Doug Redmond

Kathy Reilly

Margaret Rifkin

Tina Schneider

Scott Whipple

Melissa Williams

Phoenix, AZ Steven Vance

Purple Line Functional Plan | Planning Board Draft 44

 purple line
PlannIng Board Draft

Functional Plan

Montgomery County Planning Department

MontgomeryPlanning.org

Purple Line Functional Plan | Planning Board Draft 45