TRANSPORTATION PLAN

Goal:

Provide a comprehensive network of roads, transit, and non-motorized access that

serves the needs of existing and planned land use in and around Olney, protects
environmental resources in the area, and respects the character of local neighborhoods.

INTRODUCTION

Olney’s location in the northeastern part of the County defines its land use and its
transportation role in the County. The two major roads, Georgia Avenue and MD 108,
connect Olney to the rest of the County and the region. Georgia Avenue is one of the few
north-south roads in the County and the only major north-south through-travel route in the
Master Plan area. It provides the most direct access to the District of Columbia for
communities along its entire stretch as well as those in Howard and Carroll counties and
beyond. Similarly, MD 108, called Olney-Laytonsville Road west of Georgia Avenue and
Olney-Sandy Spring Road east of Georgia Avenue, is the major east-west local as well a
regional route to Baltimore-Washington International (BWI) Airport in the east and a partial
route to the employment corridor of I-270 to the west.

The Transportation Plan balances several important goals of the Master Plan. The
accommodation of through traffic versus the desire to create safe, pedestrian-oriented, and
attractive streets necessitates a compromise to achieve both goals in the best way feasible.
Such a compromise also extends to the conflicting goals of providing a well-connected road
system while minimizing the adverse environmental impacts of additional pavement,
crossing of streams and related damage to other sensitive resources.

The Transportation Plan assumes that some traffic congestion may have to be tolerated to
avoid the excessive costs and negative environmental and community impacts of creating
more road capacity through bigger and wider roads. In an informal survey conducted for
this planning effort, a majority of respondents indicated that they are willing to live with
some level of congestion to maintain their suburban, semi-rural quality of life.

Although projected local growth is not significant, the infrastructure needs of the current
and future growth outside the Master Plan area will continue to affect the transportation
network in Olney. Decisions regarding some Countywide improvements, such as the ICC,
will be made in a larger context even though the Olney area will be impacted by those
decisions.

TRAVEL FORECASTING

Travel demand is a function of the amount and type of activity generated by land uses and
the available facilities and services that connect those land uses. Travel forecasting is used
to determine the needed infrastructure to adequately serve the projected land use. It is also
used to determine the degree of balance between land use and transportation
recommendations in master plans by comparing the forecast Average Congestion Index
(ACI) to Annual Growth Policy (AGP) standards for policy area transportation review.

OLNEY MASTER PLAN 88 APPROVED AND ADOPTED APRIL 2005

As of January 2005, the Olney Master Plan Area has approximately 12,700 housing units
with another 384 in the pipeline, and 7,500 jobs. Most of the current and future jobs are
located in either the Olney Town Center or on the Montgomery General Hospital campus.
The land use and zoning recommendations of this Plan anticipate an estimated 15,500
dwelling units by 2025. The 2025 job forecast is for approximately 7,800 jobs in the Master
Plan area, which could reach 8,100 jobs by 2050.

The Olney Master Plan Area includes two policy areas. The Olney Policy Area
corresponds to the portion of the Master Plan area generally south of Brookeville Road.
The northern portion is part of the Patuxent Policy Area, one of the County’s five rural
policy areas. The AGP does not specify ACI indices for rural policy areas, as land use in
these areas is controlled by zoning, and water and sewer constraints. It assigns an ACI
standard of 0.55 to the Olney Policy Area. The travel forecasting performed for the potential
growth in the Master Plan indicates that the Olney Policy Area would slightly exceed an ACI
of 0.55 in 2025. With the implementation of the transportation facilities and programs in this
Plan, up to 15,235 dwelling units can be accommodated within this ACI standard.
Therefore, this Plan initially caps housing in the Olney Master Plan Area to 15,235 dwelling
units. The potential for housing to exceed this cap is described in the Staging section of
the chapter on Implementation.

ROAD NETWORK

The recommendations below address present and future traffic congestion problems in the
Olney Master Plan area. Recommendations consist of road improvements and
classification changes to reflect the role each road will play in the future network. The
classification changes will also allow improved streetscape character of major roadways
when development occurs or road improvements are made. Where possible,
improvements will help the movement of pedestrians and bicycles as well as motorized
vehicles.

The Roadway Network figure identifies the Olney Master Plan roadways on the Master
Plan of Highways and the Roadway Classifications table lists their classifications with
minimum rights-of-way. The classification of roadways is a way of indicating the degree to
which access to properties is balanced with the ability to handle through traffic. The system
ranges from Freeways with an emphasis on t hrough traffic capacity and little or no direct
property access down to the Primary Residential Street which emphasizes access
functions, which may affect the efficiency of through traffic movement. Secondary
Residential Streets are not shown on the Master Plan of Highways. The roadway classes
are detailed in the following list:

OLNEY MASTER PLAN 89 APPROVED AND ADOPTED APRIL 2005

 Freeways Provide for movement of vehicles at high speed over
significant distances. Access is limited to grade-separated
interchanges.
Major Highways Provide less speed and mobility, but more access at
intersections.
Arterial Roads Connect major highways and provide more access points
while moving traffic at lower speeds. Typically, more than
half of the traffic on an arterial is “through” traffic.
Commercial Business Are restricted to commercial areas, provide on-street
District Streets parking, more pedestrian space, and more access points
to stores and offices.
Primary Residential May carry some through traffic but their main purpose is to
Streets provide access for 200 or more households and to connect
to arterial roads.
Secondary or Tertiary Provide direct access to homes and allow for greater
Residential Streets application of traffic management measures to discourage
through traffic movements and speeding. (These are not
listed in master plans.)

MAJOR HIGHWAYS AND ARTERIAL ROADWAYS

Intercounty Connector/Western Connector

The Intercounty Connector (ICC) is a master planned, 18-mile long freeway connecting
Interstate 270 to I-95 and US 1 in Prince George’s County. The facility is designated as
F-9 in the Montgomery County Master Plan of Highways, with a 300-foot wide right-of-way.
Access to the ICC within Montgomery County is envisioned only at six locations: I-370,
Midcounty Highway Extended (M-83), Georgia Avenue (MD 97), Layhill Road (MD 182),
New Hampshire Avenue (MD 650) and Columbia Pike (US 29). Within the Olney Plan
area, the ICC right-of-way extends approximately two-and-a-half miles from the North
Branch of Rock Creek to Norbeck Road (MD 28) and includes an interchange at Georgia
Avenue.

In this Plan, the term “Western Connector” refers to a range of east-west roadway options
in the vicinity of Muncaster Mill Road generally between Georgia Avenue/Norbeck Road in
the east and the termini of Mid-County Highway and I-370 at Shady Grove in the west,
including the ICC right-of-way in this area. Three separate studies have been undertaken
within the past five years to examine east-west transportation needs in this corridor. These
studies, in chronological order are:

1. The Intercounty Connector Draft Environmental Impact Statement, published in 1997,

examined a Master Plan Alignment Alternative of the Intercounty Connector and
three other build alternates: the Northern Alignment Alternative, the Mid-County
Highway/MD 198 Alignment Alternative, and the Upgrade Existing Roads Alternative.
Governor Glendening placed the study on hold after the DEIS was published in 1997.

OLNEY MASTER PLAN 90 APPROVED AND ADOPTED APRIL 2005

 2. The Muncaster Mill Road Corridor Study by the M-NCPPC was designed to
determine a preferred alternate for increasing roadway capacity either along existing
Muncaster Mill Road or along the Midcounty Highway Extended (M-83) alignment.
The County Council placed the study on hold in March 2001, based primarily on
concerns that it would adversely affect the planning process for both the Upper Rock
Creek Master Plan and the Transportation Policy Report, then underway.

3. The Transportation Policy Report (TPR) was an M-NCPPC study designed to

examine and prioritize transportation needs Countywide. The TPR process included
a 35-member Task Force and culminated in two separate documents: the
Montgomery County Planning Board’s Transportation Policy Report, and the Task
Force Report, both published in January 2002.

Each of these three studies is relevant to the Olney Master Plan. The Transportation Policy
Report confirmed the findings of prior studies that additional transportation capacity is
needed between the I-270 and I-95 corridors. It recommended that SHA complete the ICC
Final Environmental Impact Statement, and that regardless of the ultimate decision on the
full ICC, highway facilities to address some of the east-west travel needs, including facilities
that traverse Olney, should be implemented. In the western portion of the ICC corridor,
between Norbeck Road and I-270, the TPR recommended four options for new or improved
roadway connections. The full text of the TPR as related to these east-west roadway
connections and the schematic representation of the four options as described in the TPR
and are included in the technical appendix to this Plan.

Decisions regarding the full ICC and the Western Connector will be made in the
Countywide context. In the Olney Master Plan area, the ICC should be constructed along
the Master Plan alignment, consistent with the Master Plan of Highways. Muncaster Mill
Road should not be widened to four lanes. If a Western Connector is built in the ICC right-
of-way within the Olney Master Plan Area an interchange at MD 97 may be needed since
the 2025 forecast volumes for the Olney Master Plan indicate that an at grade Western
Connector intersection with Georgia Avenue would operate at the forecast AM and PM
Critical Lane Volume (CLV) of 1765 and 1522, respectively, well above the CLV standard
for the Olney Policy Area of 1525. When the ICC is designed, bikeway access to all local
parks and other facilities adjacent to and near the right-of-way should be explored.

Recommendations:

1. Maintain the Master Plan functional classification and recommended right-of-

way, and two through lanes for Muncaster Mill Road (A-93).

2. Maintain the Master Plan functional classification, recommended right-of-way

and number of lanes for the Intercounty Connector (F-9).

3. Complete the federal Environmental Impact Statement (EIS) process to

implement the ICC. If the Final EIS concludes that the full ICC cannot be built
as envisioned in the Master Plan, then alternative east-west transportation
options will be considered, including those described as Transportation Policy
Report Option 1 and Option 2.
OLNEY MASTER PLAN 91 APPROVED AND ADOPTED APRIL 2005
 4. If a Western Connector interchange at MD 97 is determined to be more
desirable than an at-grade intersection, the following design guidelines should
be considered:

a. Allow limited grade separation of some through and/or turning

movements.
b. Avoid designs containing high-speed merging maneuvers (control via
signalization), particularly on MD 97.
c. Preserve two or three quadrants as open space (pending completion of
ICC EIS).
d. Accommodate Georgia Avenue Busway design and facilitate busway
movements between the southern and western approaches.
e. Seek features that enhance the “rural gateway” concept for southern
Georgia Avenue approaching Olney.
f. The Western Connector termini at Norbeck Road near Wintergate Drive
should be designed to prohibit through access between Wintergate Drive
and the Western Connector to reduce cut-through traffic in the Longmead
community in Aspen Hill. This design treatment would be similar to the
treatment on Rockville Pike at Edson Lane opposite the entrance to White
Flint Mall.

Georgia Avenue Interchange with Norbeck Road

The Maryland State Highway Administration (SHA) has conducted a project planning study
of alternatives for a grade-separated interchange at the intersection of Georgia Avenue and
Norbeck Road. This study is summarized in a November 2002 Environmental Assessment.

The 1994 Aspen Hill Master Plan recommended that this intersection remain at-grade, but
indicated that transportation recommendations might be revisited pending policy decisions
after the environmental impact study for the ICC was completed. The 1997 ICC DEIS
documented that, with or without an ICC facility, many intersections in the study area,
including Georgia Avenue and Norbeck Road, would be severely congested. The analyses
performed for this Master Plan amendment confirms this finding. Therefore, an interchange
at Georgia Avenue and Norbeck Road should be constructed. During spring 2003, the
Planning Board and County Council stated their support for the selection of Alternate 7
Enhanced, a grade-separated interchange that relocates MD 28 and depresses it below
Georgia Avenue several hundred feet to the north.

Recommendations:

1. Construct a grade-separated interchange at the intersection of Georgia Avenue

and Norbeck Road.

2. Preserve the existing Georgia Avenue median for future Georgia Avenue
Busway implementation.

OLNEY MASTER PLAN 92 APPROVED AND ADOPTED APRIL 2005

 3. Facilitate pedestrian circulation across the intersection. Particularly maintain
pedestrian-friendly access between the commercial uses in the Northwest
Quadrant and the other three quadrants.

Norbeck Road

The 1994 Aspen Hill Master Plan envisioned an improved Norbeck Road between Georgia
Avenue and Layhill Road as a four-lane divided highway within the 150-foot master planned
right-of-way. The State Highway Administration is currently conducting the MD 28/MD 198
Corridor Study, a project planning study, which incorporates this section of roadway. This
Plan supports the 1994 Aspen Hill Plan’s vision for this roadway as a “green corridor” with
control of access maintained by the use of service roads where feasible. A shared-use
path should also be constructed along the north side of Norbeck Road to complete path
connectivity and provide access to East Norbeck Local Park. Service roads, where feasible
along the north side of Norbeck Road, can also function as a shared-use path.

Brookeville Bypass

Georgia Avenue passes through the Town of Brookeville and, as the major north-south
highway, carries large volumes of traffic. The Average Daily Traffic (ADT) volume is
expected to increase from 9,000 vehicles per day south of Brookeville in 1995 to 18,000
vehicles per day in 2020. The proposed Brookeville Bypass extends approximately 2.5
miles along MD 97, Georgia Avenue, from Gold Mine Road to north of Holiday Drive. The
bypass is intended to remove the north-south through traffic from the Town of Brookeville,
improve traffic operations safety along MD 97, and preserve the historic character of the
town.

The project is included in the Development and Evaluation Program of the FY 2001-2006
Maryland Department of Transportation’s Consolidated Transportation Program for Project
Planning. The State Highway Administration is currently in the process of developing a final
alternative for the proposed Bypass. It completed the Draft Environmental Impact
Statement for the MD 97 Brookeville transportation study in November 2001. During
autumn 2002, the Planning Board and County Council stated their support for selection of
Alternate 7 Modified, a western bypass of Brookeville consistent with the 1980 Olney Plan.
This alternate is consistent with the land use and transportation goals of this Master Plan.

The State Highway Administration plans to provide funding for the Brookeville Bypass
conditional upon Montgomery County's commitment to limit development outside Priority
Funding Areas. This commitment has been expressed in the County's Annual Growth
Policy and is reinforced by the recommendation in this Plan to reduce the ultimate capacity
of Georgia Avenue to two through travel lanes and the planned right-of-way to 80 feet in
width.

OLNEY MASTER PLAN 93 APPROVED AND ADOPTED APRIL 2005

Recommendation:

Classify Brookeville Bypass as a Major Highway (M-8) with an 80-foot right-of-way

and a maximum of two lanes for through travel, as well as the adjacent portions
of Georgia Avenue south to Prince Philip Drive and north to Howard County.

Laytonsville Bypass

MD 108 passes through the Town of Laytonsville and carries a substantial amount of traffic.
The Town, which has independent planning and zoning authority, has planned a relocation
of MD 108 near its western boundary that would bypass its central business area. The
route is similar to the concept displayed in the Olney Master Plan adopted in 1980.

Old Baltimore Road

Old Baltimore Road north and east of Georgia Avenue is classified as a primary residential
street from Georgia Avenue to MD 108, and from there north to Gold Mine Road. While it
is continuous and is called by a common name, these two segments are different in how
they are used. The northern segment from MD 108 and Gold Mine Road (P-13) serves as
a north-south collector road for the neighborhoods of far northeast Olney: Lake Hallowell,
Christie Estates, James Creek, and Gold Mine Crossing. It is properly classified as a
primary residential street, which means while it can accept some through traffic between
MD 108 and Gold Mine Road, its primary purpose is to bring traffic into and out of these
neighborhoods.

This cannot be said of the segment between Georgia Avenue and MD 108, which serves
almost entirely as a through route for traffic coming from south of Olney to Sandy Spring,
Ashton, and points northeast into Howard County. The average daily traffic (ADT) is above
9,000 today and will exceed 10,000 in 2025. Most of the major development along this
segment of Old Baltimore Road—Hallowell—backs up to the road rather than fronting onto
it. There are very few homes with driveways directly onto it.

Recommendation:

Classify Old Baltimore Road between Georgia Avenue and MD 108 as an arterial.
However, retain the 70’ minimum right-of-way and two through lanes.

Bowie Mill Road

Bowie Mill Road is a two-lane roadway that runs between MD 108 and Muncaster Mill
Road. In much of the segment between MD 108 and Cashell Road, the homes fronting
Bowie Mill Road are closer to the roadway, and speeding traffic is often observed. To be
eligible for the installation of speed humps, this segment of Bowie Mill Road should be
classified as a Primary Residential Street. However, this segment retains a significant
through traffic function, and so the potential for through-traffic restrictions and truck
prohibitions—which can generally apply to Primary Residential Streets—should not apply
for this segment of Bowie Mill Road.

OLNEY MASTER PLAN 94 APPROVED AND ADOPTED APRIL 2005

Recommendation:

Classify Bowie Mill Road as a Primary Residential Street between MD 108 and
Cashell Road. However, the regulation on through traffic in residential
neighborhoods and the administrative practice allowing truck prohibitions should
not apply for this segment of Bowie Mill Road.

Cashell Road

Cashell Road is a two-lane roadway approximately 2.2 miles in length, connecting Bowie
Mill Road and Emory Lane. It was classified as an arterial roadway (A-44) in the 1980
Olney Plan. Civic groups along the southern part of Cashell Road are interested in
pursuing traffic calming devices appropriate for primary residential roadways and have
sought reclassification of Cashell Road as a primary residential road.

The designation of Cashell Road as either an arterial roadway or a primary residential

roadway would be consistent with County Code guidelines for roadway designation. No
commercial zoning abuts Cashell Road, nor are there existing or proposed land uses that
either by law or tradition are located on arterial roads. The northern portion of Cashell
Road should be retained as an arterial connection between Georgia Avenue and Bowie Mill
Road (via Hines Road) while the southern portion of Cashell Road should be changed to a
primary designation.

Recommendation:

Designate Cashell Road as a primary residential road between Hines Road and
Emory Lane.

Heritage Hills Drive

Heritage Hills Drive is a two-lane roadway approximately 1.3 miles in length connecting
Georgia Avenue (MD 97) and MD 108 in the northwest quadrant of Olney. It was classified
as an arterial roadway (A-45) in the 1980 Olney Plan. Queen Elizabeth Drive is a similarly
designed two-lane roadway approximately 0.8 miles in length that also connects Georgia
Avenue and MD 108 in northwest quadrant, intersecting Heritage Hills Drive at roughly the
midpoint of both roads. Queen Elizabeth Drive was classified as a primary residential
roadway (P-21) in the 1980 Olney Plan. Civic groups along Heritage Hills Drive expressed
concern regarding traffic operations and safety on both roadways and sought
reclassification of Heritage Hills Drive as a primary residential roadway.

The designation of Heritage Hills Drive as either an arterial roadway or a primary residential
roadway would be generally consistent with County practices for roadway designation. No
commercial zoning abuts Heritage Hills Drive, nor are there existing or proposed land uses
that either by law or tradition are located on arterial roads. Heritage Hills Drive should be
classified as a primary residential roadway.

OLNEY MASTER PLAN 95 APPROVED AND ADOPTED APRIL 2005

Recommendations:

1. Designate Heritage Hills Drive as a primary residential road.

2. Perform a study of traffic operations and safety on Heritage Hills Drive and
Queen Elizabeth Road, including pedestrian access to Greenwood Elementary
School.

Two-Lane Road Policy

A network of two-lane roadways serves Northern Olney. One of the goals of the Olney
Master Plan is to preserve and enhance the rural and agricultural character of the area. All
roadways in the rural area should be limited to a maximum of two through travel lanes, as
indicated in the tabulation of street and highway classifications. The limitation on through
travel lanes is not intended to preclude the implementation of spot safety and operational
improvements such as turning lanes or acceleration/deceleration lanes.

RESIDENTIAL STREETS

Cherry Valley Drive Extended

Existing Cherry Valley Drive is designated as P-8 in the Olney Master Plan and P-10,
Cherry Valley Drive Extended, in the 1985 Upper Rock Creek Master Plan. Travel demand
analyses performed in 2001 for the Upper Rock Creek Master Plan amendment indicated
that Cherry Valley Drive Extended would ultimately carry between 13,000 and 16,000
vehicles per day across the North Branch, depending upon the assumptions for roadway
facilities in the ICC right-of-way. These volumes would approach or exceed the estimated
roadway capacity of approximately 14,000 vehicles per day. If built, Cherry Valley Drive
would be serving as an arterial roadway, not a primary residential roadway. This connection
would also result in increased cut-through traffic on the residential streets in the adjoining
communities.

The environmental impacts associated with the Cherry Valley Drive extension are also
substantial, especially on the North Branch Biodiversity Area and the North Branch Stream.
Given the environmental and community impacts it is not desirable to extend Cherry Valley
Drive across the North Branch of Rock Creek.

Recommendations:

Remove Cherry Valley Drive Extended (P-8) from the Olney Master Plan street and
highway network. Define the end of current pavement, approximately 4,000 feet
west of Cashell Road, as the terminus of P-8.

OLNEY MASTER PLAN 96 APPROVED AND ADOPTED APRIL 2005

TOWN CENTER ROADS

The Olney Town Center is a commercial area served by a network of roadways that are
classified to accommodate employees, customers, and delivery traffic. Two major
highways, Georgia Avenue and MD 108, serve as the primary access to and through the
Town Center and as local roadways for circulation within the Town Center. Additional
recommendations on integrating land use and transportation are provided in the Town
Center Chapter of the Plan. This section describes the classification of Master Planned
roadways in the Town Center.

Appomattox Avenue

The 1980 Plan classified Appomattox Avenue as a business district street between Spartan
Road and Georgia Avenue. Appomattox Avenue is currently built between Spartan Road
and Marksman Circle and the right-of-way has been dedicated between Marksman Circle
and James Creek to the west. The desire of the adjoining community of Townes at Environ
not to build the rest of this street and the goal of avoiding environmental impacts should be
balanced with the need for an appropriate network of vehicular and pedestrian paths to
serve the future land use of the Town Center and Olney in general. If Appomattox Avenue
is connected to Georgia Avenue, it would have some negative impacts such as crossing
James Creek, a Hawlings River tributary, increased noise and activity along the southern
edge of the Environs community, and relatively higher cost due to the topography of the
stream crossing. However, without appropriate connectivity and flexibility in the street
layout of the Town Center’s Northeast Quadrant, further development would exacerbate the
local traffic load on the intersection of Georgia Avenue and MD 108 (already at capacity),
which would be contrary to the goals of creating an attractive, pedestrian-oriented Town
Center.

An alternate alignment of Appomattox Avenue would be to connect Marksman Circle with

Hillcrest Avenue. Dedication and construction of the new alignment would depend upon a
major addition/renovation or redevelopment of the northern part of the shopping center
property. The existing alignment of Appomattox Avenue between Marksman Circle and
Georgia Avenue should be deleted.

Recommendations:

1. Delete Appomattox Avenue as a Master Plan roadway between Marksman

Circle and Georgia Avenue.

2. Create a new alignment of Appomattox Avenue between Marksman Circle and

Hillcrest Avenue as a business district street.

3. Determine the exact alignment of the new roadway at the time of

redevelopment of the shopping center property.

OLNEY MASTER PLAN 97 APPROVED AND ADOPTED APRIL 2005

Buehler Road

The 1980 Olney Plan classified Buehler Road as an arterial road with 48 feet of paving
between Prince Philip Drive and Spartan Road. The roadway has been built to arterial
standards, except for an unbuilt segment approximately 160 feet in length adjacent to Saint
Peter’s Catholic Church. The southern section of Buehler Road provides access to a
neighborhood of approximately 300 homes and Southeast Olney Local Park. To the south
of King William Drive, the roadway provides the sole means of access to 21 individual
houses. The northern section of Buehler Road provides access to the Camelback Village
apartment complex, Saint Peter’s Catholic Church, and the WSSC standpipe.

The Buehler Road connection is a critical part of the roadway system in and out of the
Town Center. The unbuilt portion of Buehler Road should be used for local vehicular traffic.
Where the road is 48 feet wide, the pavement width should be reduced to a size generally
consistent with that of a Primary Residential Street. Buehler Road also provides a valuable
Town Center connection for pedestrians and bicycles from the adjoining residential
communities. The road classification should be changed from an arterial (A-47) to a
Primary Residential Street (P-24).

The 1980 Olney Plan also designated an unnamed southerly extension of Buehler Road as
a primary residential roadway (P-17) between Prince Philip Drive and Old Baltimore Road.
This roadway segment has subsequently been precluded by the Hallowell subdivision and
is not needed for connectivity. This segment should therefore be removed from the Olney
Plan.

Recommendations:

1. Designate Buehler Road as a primary residential roadway with a 70-foot right-

of-way between Prince Philip Drive and Spartan Road.

2. Complete the unbuilt portion of Buehler Road north of King William Drive and
reduce the pavement width for the 48-foot-wide section to a size generally
consistent with a Primary Residential Street

3. Remove the unbuilt portion of Buehler Road south of Prince Philip Drive from
the Master Plan.

Spartan Road

The 1980 Plan designated Spartan Road as an arterial road between Georgia Avenue and
MD 108 and as a business district roadway between MD 108 and Appomattox Avenue.
Currently, in both segments, Spartan Road performs as a road to distribute commercial
traffic within the Town Center. Both segments have an 80-foot right-of-way and there is no
need for more than two through travel lanes, although the full pavement width is needed for
turning lanes at the intersections with Georgia Avenue and MD 108. Spartan Road should
be reclassified between Georgia Avenue and MD 108 from arterial to business district
street, which will facilitate application of consistent treatments regarding streetscaping and
on-street parking where feasible.
OLNEY MASTER PLAN 98 APPROVED AND ADOPTED APRIL 2005
Recommendation:

Designate Spartan Road as a business district street with an 80-foot right-of-way

between Georgia Avenue and MD 108.

Hillcrest Avenue

Hillcrest Avenue is designated as a business district street (B-3) with a 70-foot right-of-way.
Currently, Hillcrest Avenue serves the Northeast Quadrant of the Town Center, connecting
to both Georgia Avenue and MD 108.

No change is recommended for Hillcrest Avenue, but the unbuilt portion of Appomattox
Avenue should be realigned to connect Marksman Circle with Hillcrest Avenue as shown in
the Town Center Chapter maps and as discussed in the Appomattox Avenue section of this
chapter.

Recommendation:

Connect Hillcrest Avenue with a realigned Appomattox Avenue through the

Village Mart Shopping Center property.

North High Street

The 1980 Plan classified portions of Third Avenue and North High Street as business
district roadways from Georgia Avenue to the limit of commercial zoning, a length of
approximately 400 feet. The public right-of-way exists for a North High Street connection to
Morningwood Drive.

The Town Center Chapter describes a framework of streets to serve the current and future
land use in the Town Center. It includes North High Street between Georgia Avenue and
Morningwood Drive as an essential connection for providing vehicular and pedestrian
connectivity between the Town Center and the adjoining residential community.

Recommendation:

Extend North High Street to Morningwood Drive as a business district street with
a 70-foot right-of-way.

SOUTHEAST QUADRANT ROADWAY NETWORK

The area bounded by Georgia Avenue, Norbeck Road, Layhill Road, Doctor Bird Road,
Olney-Sandy Spring Road, and Old Baltimore Road is primarily a low-density residential
area referred to as the “Southeast Quadrant.” The 1980 Olney Master Plan recommended
a network of primary residential streets to serve anticipated development in this area.

OLNEY MASTER PLAN 99 APPROVED AND ADOPTED APRIL 2005

The Southeast Quadrant had 347 houses in the 2000 Census. This Plan’s
recommendations for land use, zoning, and water and sewer service in the Southeast
Quadrant, except for the Golden Bear area, reduce the overall growth potential as
recommended in the 1980 Plan. The Southeast Quadrant contains the headwaters of the
Northwest Branch and the preservation of the rural and environmental resources in the
Southeast Quadrant is a major component of this Plan. Batchellors Forest Road is
recommended for a Rustic Road designation. Several residential roadway extensions or
realignments described in the 1980 Plan, if built, would negatively impact the existing
communities and natural resources in the area. Since the proposed level of growth is lower
than the potential housing yield of the 1980 Plan in the Southeast Quadrant, these unbuilt
roadway alignments should be removed from the Master Plan.

Recommendations:

1. Remove the extension of Emory Lane east of Olney Manor Park. Provide local
pedestrian and bicycle access to the park from adjacent development.

2. Remove the extension of Barn Ridge Drive across Batchellors Forest tributary.

3. Remove the relocation of Batchellors Forest Road in the vicinity of the

Batchellors Forest tributary.

4. Designate the entire length of Batchellors Forest Road as a rustic road (see
more discussion in rustic roads section).

5. Revise the proposed realignment of Batchellors Forest Road north of Farquhar

Middle School (described in this Plan as P-16 or “Old Vic Boulevard Extended”)
to terminate at Batchellors Forest Road opposite one of the Farquhar Middle
School driveway entrances.

RUSTIC ROADS

Montgomery County’s Rustic Roads Program preserves historic and scenic roads that
reflect the County’s agricultural character and rural origins. The Program defines two
categories for rustic roads—rustic, and exceptional rustic—and two country road
classifications—country road, and country arterial. Rustic roads generally carry local traffic
and are designated based on surrounding land uses and natural features, historic value,
and road characteristics. Country road and country arterial are used to classify roadways
that have unique rural features but are not intended primarily for local use.

The Rustic Roads Functional Master Plan (December 1996) designates eleven roadway
segments within the Olney Master Plan Area. Damascus Road (MD 650) and Sundown
Road are classified as country arterials. Griffith Road and portions of Zion Road are
classified as country roads. Brookeville Road, Elton Farm Road, Hipsley Mill Road,
Howard Chapel Road, and portions of Gregg Road, Riggs Road, and Zion Road are
classified as rustic roads.

OLNEY MASTER PLAN 100 APPROVED AND ADOPTED APRIL 2005

Appendix A of the Rustic Roads Functional Master Plan also identifies certain roadways as
part of the “interim rustic roads program.” These roadways were placed in the interim
status pending a full analysis and recommendation at the time of the relevant master plan
update. Three roadways in the Olney Plan area, Batchellors Forest Road, Brighton Dam
Road, and Triadelphia Lake Road, are described in the following paragraphs.

Batchellors Forest Road

Batchellors Forest Road is a narrow, two-lane road, approximately 2.6 miles long,
connecting Georgia Avenue (MD 97) to Doctor Bird Road (MD 108). Westminster Drive is
the only public road currently connecting to Batchellors Forest Road. Emory Church Road
right-of-way as a public road exists between Georgia Avenue and Batchellors Forest Road,
but it is unimproved east of Norbrook Drive. Batchellors Forest Road provides the sole
access to William H. Farquhar Middle School and Trotters Glen Golf Course. The average
daily traffic volume observed during spring 2002 south of William H. Farquhar Middle
School was 630 vehicles, primarily local traffic. During the five-year period 1997-2001,
there were seven recorded accidents not related to driving under the influence of alcohol or
drugs.

William H. Farquhar Middle School is located approximately 3,500 feet south of MD 108
and therefore most of the public access to and from the school is via MD 108. The 1980
Olney Master Plan recommended a realignment of the northern portion of Batchellors
Forest Road. A portion of the proposed realignment at MD 108 has been constructed by
developers.

Based on this Plan’s recommended RNC zoning for vacant and redevelopable properties,
the land use pattern in the Southeast Quadrant will remain fairly low-density in nature. The
removal of three primary residential roadway extensions or realignments, as described in
greater detail in the prior discussion on the Southeast Quadrant, will further protect and
enhance the low-density character of this quadrant. Therefore, the designation of most of
Batchellors Forest Road as a rustic road would be appropriate. The westernmost section,
from Georgia Avenue to a point 1,200 feet east, carries non-local traffic to Olney Manor
Recreational Park and should therefore not be classified as rustic. The same consideration
for accommodating non-local traffic should be extended 500 feet further to the east if an
institutional use is located on the Gandel property.

The realignment of the northern portion of Batchellors Forest Road as proposed in the 1980
Plan would negatively impact the existing character of Batchellors Forest Road at its
junction with that road near Farquhar Middle School since it would require improvements to
a much longer section of Batchellors Forest Road. The 1980 Plan’s realignment of
Batchellors Forest Road (P-16) should be modified so that it would extend from its current
termini to meet Batchellors Forest Road in a right-angle configuration opposite one of the
school driveway entrances. This new alignment of P-16 is henceforth called “Old Vic
Boulevard Extended.”

OLNEY MASTER PLAN 101 APPROVED AND ADOPTED APRIL 2005

Recommendations:

1. Designate Batchellors Forest Road as a rustic road between 1,200 feet east of
Georgia Avenue and Dr. Bird Road. If an institutional use is located on the
Gandel property, the rustic road designation should be removed from the
portion of Batchellors Forest Road approximately 1,700 feet east of Georgia
Avenue.

2. Extend the primary residential roadway, Old Vic Boulevard Extended,

designated as P-16 in this Plan, to terminate at Batchellors Forest Road
opposite one of the Farquhar Middle School entrances.

Brighton Dam Road

Brighton Dam Road is a narrow, two-lane road connecting the Town of Brookeville to
Howard County at the Brighton Dam on the Patuxent River. To the east of New Hampshire
Avenue, Brighton Dam Road is classified as an arterial roadway. It is used by both local
and through traffic. The average daily traffic volume south of Bordly Drive during spring
2002 was 2,650 vehicles.

The designation of Brighton Dam Road as a primary residential roadway, P-23, was shifted
to Bordly Drive as part of the Abrams subdivision in 1993. Hence, P-23 follows Bordly
Drive between Georgia Avenue and Brighton Dam Road and then Brighton Dam Road
between Bordly Drive and New Hampshire Avenue.

The two segments of Brighton Dam Road on either side of Bordly Drive were considered
independently for rustic road designation. To the east of Bordly Drive, the roadway,
currently classified as a primary residential roadway, is an integral part of the transportation
network and is not intended solely for local use. The natural features and vistas along the
eastern segment do not warrant rustic road classification.

The outstanding natural features and vistas occur in the portion of Brighton Dam Road to
the south of Bordly Drive. Now that Bordly Drive is extended to Georgia Avenue this
portion of Brighton Dam Road is for local use.

Recommendation:

Designate Brighton Dam Road as a rustic road between the Town of Brookeville
and Bordly Drive, and as a country road between Bordly Drive and New
Hampshire Avenue.

OLNEY MASTER PLAN 102 APPROVED AND ADOPTED APRIL 2005

Triadelphia Lake Road

Triadelphia Lake Road is a narrow, two-lane road approximately 0.8 miles long connecting
Georgia Avenue to the Triadelphia watershed recreation area owned by the Washington
Suburban Sanitary Commission (WSSC). Triadelphia Lake Road is not currently
designated in the Olney Master Plan. Fewer than ten privately owned parcels gain access
to the westernmost portion of the roadway. The roadway connects only to Georgia Avenue
and is therefore used exclusively by local traffic. The average daily traffic volume is less
than 100 vehicles per day and no accidents have been recorded during the five-year period
1997-2001.

In 2001, the WSSC petitioned Montgomery County to abandon the portion of Triadelphia
Lake Road abutting WSSC property. The petition was designed to allow WSSC to limit
public access to certain times of day to reduce illegal dumping on its property. The
Planning Board supported the petition but the abandonment process was not completed.
The designation of Triadelphia Lake Road as a rustic road should not restrict the
desirability of the pending or future abandonment case, provided that public access to the
Triadelphia watershed recreation area is maintained.

Recommendation:

Designate Triadelphia Lake Road as a rustic road.

Evaluation of Interim Rustic Roads

Batchellors Brighton Dam Brighton Dam Triadelphia
Forest Road Road between Road between Lake Road
between Bordly Bordly Drive &
Georgia Drive & Town New
Avenue & Dr. of Brookeville Hampshire
Bird Road Avenue
Compatible √ √ √ √
Planned Land
Use
Narrow, √ √ √
Intended for
Local Use
Traffic Volume √ √ √ √
Consistent with
Rustic Status
Accident History √ √ √ √
Does Not
Suggest Unsafe
Conditions
Outstanding √ √ √
Natural
Features
Outstanding √ √ √
Vistas of Rural
Landscape
Follows Historic √ √ √ √
Alignments
OLNEY MASTER PLAN 103 APPROVED AND ADOPTED APRIL 2005
LOCAL INTERSECTION IMPROVEMENTS

From a policy area perspective, based on current area-wide congestion standards specified
in the Annual Growth Policy for Olney, the planned transportation system is projected to be
adequate. Localized congestion is still forecast to occur, particularly along the southern
portion of Georgia Avenue. The forecast 2025 CLV is more than 1800 at some locations,
much higher than 1475, the congestion standard for the Olney Policy Area as of July 2004.
Local intersection improvements, therefore, are essential to bring the congestion to
acceptable levels. These local improvements should be considered on a case-by-case
basis as part of the development process, and should be done in a way that protects
adjacent communities and the open character of the major roads in the area.

The following intersection improvements are representative of those that could be

considered in the future:

- Adding a northbound right-turn lane to Georgia Avenue at Spartan Road

- Adding a southbound left-turn lane to Georgia Avenue at New Hampshire Avenue
- Adding a third approach lane to Old Baltimore Road and Hines Road at Georgia
Avenue
- Adding a fourth approach lane to Emory Lane at Georgia Avenue

PUBLIC TRANSPORTATION

Greater emphasis on public transit is necessary to increase the efficient use of roads and
help reduce congestion. Transit is generally an attractive option where development
densities generate higher volumes of travelers in concentrated locations and shared
destination points. This opportunity exists along Georgia Avenue. The 1997 Census
update survey indicates that approximately 17 percent of employed Olney residents work in
the District of Columbia. The long commuting distance and workplace parking costs help
define a market of users for whom public transit is a preferable commuting option, if made
sufficiently attractive. In addition to using the current road network for transit, two major
improvements would increase the use of transit in Olney. They are the ICC right-of-way
and the Georgia Avenue Busway.

The 1994 Aspen Hill Master Plan recommended that the Intercounty Connector (ICC)
incorporate a transitway. The 1997 Draft Environmental Impact Statement included a
concurrent-flow lane reserved for buses and carpools in the Master Plan Alignment
alternative for a limited-access roadway. Exclusive ramps for transit vehicles were also
included at selected interchanges including at Georgia Avenue. This Plan endorses the
Aspen Hill Master Plan’s recommendation for evaluating transit potential of the ICC.

Georgia Avenue Busway

The Georgia Avenue Busway is a proposed express busway in the median of Georgia
Avenue to connect communities generally in the Aspen Hill and Olney areas with the
Glenmont Metro Station. The Georgia Avenue Busway study, completed by the
Montgomery County Department of Park and Planning in 1998, recommended that a two-
OLNEY MASTER PLAN 104 APPROVED AND ADOPTED APRIL 2005
lane, bi-directional, bus-only roadway be constructed within the Georgia Avenue median for
approximately seven miles between the Glenmont Metrorail Station and the vicinity of
Spartan Road south of MD 108 in Olney. The recommended busway concept includes
accommodating existing local bus service as well as introducing express bus service.

The bus network should be supported by two ancillary facilities in the Olney Planning Area,
the Longwood Recreation Center park-and-ride lot and improved access to the Norbeck
Road park-and-ride lot. The 2002 Regional Bus Study conducted by the Washington
Metropolitan Area Transit Authority (WMATA) has identified the Montgomery General
Hospital campus as a logical site for both increased transit service and for potential park-
and-ride facilities.

The Maryland Transit Administration (MTA) has contracted with WMATA to perform a line-
and-grade study of the Georgia Avenue Busway. This study would provide the background
information required to scope a subsequent environmental impact study, necessary to
apply for federal implementation funding. The 1998 Georgia Avenue Busway study should
be used as background material for the subsequent detailed planning studies.

Recommendations:

1. Explore opportunities to expand public and private transit and paratransit

services in Olney.

2. Further evaluation of the Master Plan Alignment alternative for the ICC should
continue to evaluate transit and carpool priority treatments.

3. Construct the Georgia Avenue Busway as a two-lane, bi-directional busway

within the Georgia Avenue median between Norbeck Road and the vicinity of
Spartan Road.

4. Support further study of transit operations, including passenger transfer and

bus layover needs, to optimize busway use through feeder bus service.
Explore future park-and-ride options including the existing lot east of the
Longwood Community Center, the Montgomery General Hospital campus, or
shared parking agreements with commercial development within the Olney
Town Center.

ROADWAY NETWORK AND FUNCTIONAL CLASSIFICATION

The County’s road classifications identify road function, service, and right-of-way width to
create a rational road hierarchy and ensure room for roadway, streetscape, sidewalks, and
bikeways. These recommendations are used as a guide to right-of-way dedication and
other elements such as sidewalks and streetscape during the development review process.
The following Street and Highway Classification Table identifies minimum right-of-way width
and number of lanes for specific roads in the Olney Master Plan Area.

OLNEY MASTER PLAN 105 APPROVED AND ADOPTED APRIL 2005

Roadway Network

OLNEY MASTER PLAN 106 APPROVED AND ADOPTED APRIL 2005

Roadway Classifications
Roadway Limits Minimum Number
ROW of Travel
Width Lanes1
(feet)
Freeways
F-9 Intercounty North Branch Rock Creek 300 6, divided
Connector to MD 28
Major Highways
M-8 MD 97 – Georgia MD 28 to Emory Lane 150 6, divided
Avenue
M-8 MD 97 – Georgia Emory Lane to Spartan 150 4, divided
Avenue Road
M-8 MD 97 – Georgia Spartan Road to Prince 120 4, divided
Avenue Philip Road (northern
junction)
M-8 MD 97 – Georgia Prince Philip Road 80 2
Avenue (northern junction) to
Howard County Line
M-16 MD 182 – Layhill Ednor Road to MD 28 150 4
Road
M-18 MD 28 – Norbeck MD 115 to MD 182 150 4, divided
Road
M-60 MD 108 – Olney- Hipsley Mill Road to 120 2
Laytonsville Road Laytonsville
M-60 MD 108 – Olney- Laytonsville southern 150 4, divided
Laytonsville Road boundary to MD 182
M-60 MD 182 – Dr. Bird MD 108 to Norwood Road 120 2
Road
M-60 MD 182 – Norwood Dr. Bird Road (MD 182) to 120 2
Road Ednor Road
Arterials
A-13 MD 650 – New Hawlings River to MD 97 80 2
Hampshire Avenue
A-15 Brighton Dam Road MD 650 to Howard County 80 2
Line
A-42 Bowie Mill Road North Branch Rock Creek 80 2
to Cashell Road
1
These are the number of planned through lanes for each segment, not including lanes for turning, parking,
acceleration, deceleration, or other purposes auxiliary to through travel. Georgia Avenue between MD 108
and Norbeck Road includes the proposed Busway in addition to the number of lanes in this table.

OLNEY MASTER PLAN 107 APPROVED AND ADOPTED APRIL 2005

 Roadway Limits Minimum Number
ROW of Travel
Width Lanes1
(feet)
A-46 Prince Philip Drive MD 97 (northern junction) 80 4
to MD 108
A-46 Prince Philip Drive MD 97 (southern junction) 80 2
to MD 108
A-49 Hines Road Cashell Road to MD 97 80 2
A-93 MD 115 – Muncaster North Branch to MD 28 80 2
Mill Road
A-277 Emory Lane MD 115 to MD 97 80 2
A-312 Old Baltimore Road MD 97 to MD 108 70 2
Primary Residential
P-1 Brimstone Academy Prince Philip Drive to Old 70 2
Drive Baltimore Road
P-2 Bowie Mill Road Cashell Road to MD 108 80 2
P-3 Cherry Valley Drive MD 97 to Wellfleet Drive 70 2
P-5 Spartan Road Appomattox Avenue to Old 70 2
Baltimore Road
P-6 Briars Road MD 108 to Heritage Hills 70 2
Drive
P-7 Gold Mine Road Heritage Hills Drive to MD 70 2
650
P-8 Cherry Valley Drive Wellfleet Drive to 4,000 70 2
feet west of Cashell Road
P-8 Wellfleet Drive Hines Road to Cherry 70 2
Valley Drive
P-9 Olney Mill Road MD 108 to Gold Mine Road 70 2
P-10 Bloomfield Road Olney Mill Road to Briars 70 2
Road
P-11 Morningwood Drive MD 97 to Cashell Road 70 2
P-13 Old Baltimore Road Gold Mine Road to MD 108 70 2
P-16 Old Vic Boulevard MD 108 to Batchellors 70 2
Extended Forest Road
P-18 Owens Road MD 97 to Old Baltimore 70 2
Road
P-21 Queen Elizabeth MD 97 to Morningwood 70 2
Drive Drive
P-22 Headwaters Drive MD 108 to Morningwood 70 2

OLNEY MASTER PLAN 108 APPROVED AND ADOPTED APRIL 2005

 Roadway Limits Minimum Number
ROW of Travel
Width Lanes1
(feet)
Drive Extended
P-23 Bordly Drive MD 97 to Brighton Dam 70 2
Road
P-24 Buehler Road Prince Philip Drive to 70 2
Spartan Road
P-25 Cashell Road Emory Lane to Hines Road 70 2

P-26 Wickham Bowie Mill Road to Plan 70 2

Drive/Wickham Road Boundary
P-27 Heritage Hills Drive MD 97 to MD 108 70 2

Rustic Roads
R-20 Elton Farm Road Howard Chapel Road to 70 2
End of Road
R-21 Gregg Road Riggs Road to MD 97 70 2

R-23 Hipsley Mill Road MD 108 to Howard County 70 2

Line
R-35 Riggs Road Zion Road to Gregg Road 70 2

R-39 Brookeville Road MD 108 to MD 97 70 2

R-54 Howard Chapel Road MD 650 to Howard County 70 2

Line
R-57 Zion Road Riggs Road to Sundown 70 2
Road
R-60 Batchellors Forest MD 97 to MD 108 70 2
Road
R-61 Triadelphia Lake MD 97 to End of Road 70 2
Road
R-62 Brighton Dam Road Town of Brookeville to 70 2
Bordly Drive
Country Arterials
CA-13 MD 650 – Damascus MD 97 to Hipsley Mill Road 80 2
Road
CA-14 Sundown Road Town of Laytonsville to MD 80 2
650

Country Roads
OLNEY MASTER PLAN 109 APPROVED AND ADOPTED APRIL 2005
 Roadway Limits Minimum Number
ROW of Travel
Width Lanes1
(feet)
CR-1 Brighton Dam Road Bordly Drive to MD 650 70 2

CR-2 Griffith Road MD 108 to MD 650 70 2

CR-3 Zion Road MD 108 to Riggs Road 70 2

Business District Roads

B-1 Third Avenue MD 97 to 400 feet west of 70 2
MD 97
B-2 North High Street MD 97 to Morningwood 70 2
Drive
B-3 Hillcrest Avenue MD 108 to MD 97 70 2
B-4 Appomattox Avenue Spartan Road to Hillcrest 70 2
Avenue
B-5 Spartan Road MD 97 to Appomattox 80 2
Avenue

BIKEWAY NETWORK

Bicycling is an important recreation activity and occasional commuting option in Olney. The
Plan proposes a comprehensive bikeway network that expands the existing facilities to
make sure that all significant destinations are accessible to local residents. It is based on
the assumption that all roads should be bike and pedestrian friendly. It focuses on
connecting the communities with the areas of high pedestrian and local activity, such as the
Town Center, schools, libraries, playgrounds and recreational opportunities in the park
system.

The proposed shared use path on a portion of Muncaster Mill Road provides a critical link
in the park trails network in the North Branch of Rock Creek (see Trail Corridors in the
Parks and Recreation Chapter). Any future road projects in this area should incorporate a
safe and attractive bikeway for the portion of Muncaster Mill Road between Emory Lane
and Meadowside Lane.

The recommended bikeway network will be implemented though public improvements (CIP)
and through the subdivision process. All new developments within close proximity to the
proposed network should be connected to it whenever possible.

The proposed bikeway plan is guided by the following objectives:

1. Connect the neighborhoods to the community facilities such as schools, the library,
ball fields, parks, and other recreational facilities.

OLNEY MASTER PLAN 110 APPROVED AND ADOPTED APRIL 2005

 2. Connect the surrounding neighborhoods to the Town Center.

3. Connect the local bikeways to those in the surrounding areas of Aspen Hill, Sandy
Spring/Ashton, Damascus, and Upper Rock Creek through connections to the
Countywide Bikeways Functional Master Plan network.

The proposed bikeway network is designed for various types of users who differ in their
needs and desires as far as safety and destinations are concerned. Riders may fit into
more than one group, depending on their purpose on any given ride. This Plan
recommends the expansion of the existing bikeway system to better serve the following
user groups based on the 1999 AASHTO Guide for the Development of Bicycle Facilities.

Children or adolescent cyclists require access to key destinations such as schools,

community centers, recreational facilities, libraries and convenience stores. They typically
ride on their own or with adults through neighborhood streets with low traffic volumes and
speeds or shared use paths.

Basic cyclists are casual and less experienced adult riders who also may be using their
bicycle for transportation but avoid using roads with fast or busy motor vehicle traffic unless
there is ample designated operating space. They should ride along neighborhood streets,
shared use paths and well designed bicycle lanes.

Advanced or experienced cyclists are generally using their bicycle for longer distances
than the other two groups. They generally travel at higher speeds and can operate under
most traffic conditions. They are comfortable riding with motor vehicle traffic, prefer to ride
along roads that feature few delays (i.e., traffic signals or driveway interruptions) and that
provide direct access to destinations.

Bikeway Types

The recommended bikeway plan includes three types of facilities:

Bike paths, or shared use paths are off-street paths typically with an asphalt surface
separated from the road pavement by a planting strip. These paths are generally between
eight and ten feet wide and accommodate two-way bicycle traffic as well as pedestrian
traffic. The buffer between the roadway and bike path should be at least five feet, although
a larger buffer is preferred. When properly designed, these bikeways greatly minimize
conflicts with motor vehicles.

Bike lanes are defined as a portion of a roadway that has been designated by signs,
striping, or pavement markings for the preferential or exclusive use of bicyclists. Bike lanes
are generally located on both sides of a street. They are used where off-road bike paths are
not feasible because of limited space or too many driveways, but the roadway is wide
enough to provide shoulder area and traffic volumes are not too heavy or fast.

Shared roadways are streets designated for bicycle use through the installation of
directional and informational signs for shared use of curb lanes for vehicles and bikes.
OLNEY MASTER PLAN 111 APPROVED AND ADOPTED APRIL 2005
Generally, these are streets with very limited right-of-way and low traffic volumes and
speeds.

Dual Bikeway is a roadway that features two types of bikeways: 1) shared use path and
bikeway lanes; or 2) shared use path and shared roadway. The roadway corridor
accommodates both on-road and off-road bicycling.

Recommendations:

The following table includes recommended bike paths for the Olney Master Plan
Area. In addition, all future developments adjacent to these bike paths should
provide appropriate connections from new developments to this network.

Proposed Bikeways
# Bikeway Location Type
Countywide Bikeways
BL-20 Bowie Mill Road MD 108 to North Branch Rock Bike Lanes
Creek
SR-44 Damascus Road/New Hipsley Mill Road to eastern edge Shared Road
Hampshire Avenue (MD of the Master Plan boundary
650)
SP-38 Dr. Bird Road/Norwood MD 108 to Layhill Road Shared Use
Road (MD 182) Path
SP-32 Emory Lane MD 97 to Muncaster Mill Road Shared Use
Path
BL-22 Georgia Avenue (MD County Line to southern end of Bike Lanes
97) Brookeville Bypass
SP-39 Georgia Avenue (MD Southern end of Brookeville Shared Use
97) Bypass to MD 108 Path
SP-29 Georgia Avenue (MD MD 108 to Norbeck Road (MD 28) Shared Use
97) Path
BL-19 Hines Road Cashell Road to Georgia Avenue Bike Lanes
SP-33 Hines Road/North Hines Road to North Branch Rock Shared Use
Branch Connector Creek (through Norbeck Country Path
Club property)
SP-40 ICC Bikeway Along the entire ICC ROW Shared Use
Path
SP-31 Layhill Road (MD 182) Norbeck Road to Ednor Road Shared Use
Path
SR-43 MD 108 Hipsley Mill Road to southern Shared Road
boundary of Laytonsville

OLNEY MASTER PLAN 112 APPROVED AND ADOPTED APRIL 2005

# Bikeway Location Type
SP-34, MD 108 Southern boundary of Laytonsville Shared Use
35, 36, to eastern limit of the Master Plan Path
37 area

BL-35 Muncaster Mill Road MD 28 to Plan Boundary, except Bike Lanes

for a portion between Emory Lane
and the trail system in North
Branch of Rock Creek which
should be Shared Use Path
DB-12 Norbeck Road (MD 28) Muncaster Mill Road to Layhill Dual Bikeway
Road
SR-62 Sundown Road MD 108 to MD 650 Shared Road
Local Bikeways
B-1 Batchellors Forest Road Emory Church Lane to Dr. Bird Shared Road
Road
B-2 Bloomfield Road Rolling Acres Way to Olney Mill Shared Road
Road
B-3 Bordly Drive MD 97 to Brighton Dam Road Shared Use
Path
B-4 Briars Road MD 108 to Heritage Hills Drive Shared Road
B-5 Brighton Dam Road Bordly Drive to County line Shared Road
B-6 Brimstone Academy Old Baltimore Road to Prince Philip Shared Road
Drive Drive
B-7 Buehler Road Prince Philip Drive to Spartan Shared
Road/ except for the unpaved right- Road/Shared
of-way of Buehler Road, which is Use Path
Shared Use Path
B-8 Cashell Road Bowie Mill Road to Emory Lane Shared Road
B-9 Charley Forest Street Between Olney Mill Road and the Shared Road
park
B-10 Cherry Valley North Branch of Rock Creek to Shared Road
Drive/Wellfleet Drive Hines Road
B-11 Church Street/ Market Through Brookeville Shared Road
Street
B-12 Emory Church Lane Georgia Avenue to end of the Shared Road
current paved section
B-13 Emory Church Lane Emory Church Lane to Batchellors Shared Use
Connector Forest Road (in existing unpaved Path
right-of-way)
B-14 Gandel Property Batchellors Forest Road to Shared Use
Connector Intercounty Connector (ICC) right- Path
OLNEY MASTER PLAN 113 APPROVED AND ADOPTED APRIL 2005
# Bikeway Location Type
of-way
B-15 Gold Mine Road Briars Road to Georgia Avenue Shared Road
(MD 97)
B-16 Gold Mine Road MD 97 to Old Baltimore Road Bike Lanes
B-17 Gold Mine Road Old Baltimore Road to MD 650 Shared Road
B-18 Goose Creek Cashell Road Local Park to Cashell Shared Road
Road/Macduff Avenue Road
B-19 Lafayette Drive Queen Mary Drive to Hines Road Shared Road
B-20 Morningwood Drive MD 97 to Queen Elizabeth Drive Shared Road
B-21 Norbeck Grove Bike North Branch Rock Creek to MD Shared Use
Path 108 (on the HOA property) Path
B-22 Northwest Investment Batchellors Forest Road to Old Shared Use
Property Connector Baltimore Road Path
B-23 Old Baltimore Road Gold Mine Road to MD 108 Shared Road
B-24 Old Vic Blvd. Extended Farquhar Middle School to MD 108 Shared Use
Path
B-25 Olney Boys and Girls Charley Forest Street to Olney Shared Use
Club Connector Boys and Girls Club (across Path
parkland to OBGC)
B-26 Olney Manor Park Emory Church Lane to Batchellors Shared Road
Forest Road (could be routed
through Kimble property, if
acquired)
B-27 Olney Mill Road MD 108 to Gold Mine Road Shared Road
B-28 Owens Road MD 97 to Old Baltimore Road Shared Road
B-29 Pinetree Road/ Emory Lane to Muncaster Mill Shared Road
Sycamore Lane Road
B-30 Prince Philip Drive MD 97 east to MD 108, MD 108 Shared Road
north to MD 97 (existing bikeway is
not built to standards)
B-31 Queen Elizabeth Drive Morningwood Drive to MD 108 Shared Road
B-32 Queen Elizabeth Drive MD 108 to Rolling Acres Way Shared Use
Path
B-33 Queen Elizabeth Drive Rolling Acres Way to MD 97 Shared Road
B-34 Queen Mary Drive MD 97 to Lafayette Drive Shared Road
B-35 Rolling Acres Way Queen Elizabeth Drive to Briars Shared Road
Road
B-36 Spartan Road MD 97 to Old Baltimore Road Shared Road

OLNEY MASTER PLAN 114 APPROVED AND ADOPTED APRIL 2005

# Bikeway Location Type
B-37 Utility ROW-Gas Cashell Neighborhood Park to Shared Use
Queen Elizabeth Drive Path
B-38 Utility ROW-Pepco Norbeck Grove Bike Path to Shared Use
Cashell Neighborhood Park Path
B-39 Zion Road MD 108 to Sundown Road Shared Road

OLNEY MASTER PLAN 115 APPROVED AND ADOPTED APRIL 2005

Bikeway Network

OLNEY MASTER PLAN 116 APPROVED AND ADOPTED APRIL 2005