Great Seneca Science Corridor: Master Plan
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Planning DocsGreat Seneca Science Corridor: Master Plan
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Planning DocsJune 2010
approved and adopted
great seneca science corridor master plan
The Life Sciences Center
Montgomery County Planning Department
The Maryland-National Capital Park and Planning Commission
MontgomeryPlanning.org
1 approved and adopted
great seneca science corridor master plan
The Life Sciences Center
Abstract
This plan for areas of western Gaithersburg within the County’s planning jurisdiction contains
the text and supporting maps for a comprehensive amendment to the approved and adopted
1982 Oakmont Special Study Plan, the 1985 Gaithersburg Vicinity Master Plan, and the 1990
Shady Grove Study Area Master Plan. It also amends The General Plan (On Wedges and
Corridors) for the Physical Development of the Maryland-Washington Regional District in
Montgomery and Prince George’s Counties, as amended, the Master Plan of Highways within
Montgomery County, as amended, and the Countywide Bikeways Functional Master Plan, as
amended. This Plan makes recommendations for land use, zoning, urban design,
transportation, environment, and community facilities.
Source of Copies
The Maryland‐National Capital Park and Planning Commission
8787 Georgia Avenue
Silver Spring, MD 20910‐3760
and online at:
www.montgomeryplanning.org/community/gaithersburg
The Maryland-National Capital Park and Planning Commission
The Maryland-National Capital Park and Planning Commission is a bi-county agency created
by the General Assembly of Maryland in 1927. The Commission’s geographic authority
extends to the great majority of Montgomery and Prince George’s Counties; the Maryland-
Washington Regional District (M-NCPPC planning jurisdiction) comprises 1,001 square miles,
while the Metropolitan District (parks) comprises 919 square miles, in the two counties.
The Commission is charged with preparing, adopting, and amending or extending The
General Plan (On Wedges and Corridors) for the Physical Development of the Maryland-
Washington Regional District in Montgomery and Prince George’s Counties.
The Commission operates in each county through Planning Boards appointed by the county
government. The Boards are responsible for all local plans, zoning amendments, subdivision
regulations, and administration of parks.
The Maryland-National Capital Park and Planning Commission encourages the involvement
and participation of individuals with disabilities, and its facilities are accessible. For assistance
with special needs (e.g., large print materials, listening devices, sign language interpretation,
etc.), please contact the Community Outreach office, 301-495-4600 or TDD 301-495-1331.
2 approved and adopted
approved and adopted
great seneca science corridor master plan
The Life Sciences Center
Prepared by the Maryland‐National Capital Park and Planning Commission
July 31, 2009
Approved by the Montgomery County Council
May 4, 2010
Adopted by the Maryland‐National Capital Park and Planning Commission
June 23, 2010
3 approved and adopted
4 approved and adopted
5 approved and adopted
6 approved and adopted
Contents
plan summary…………………………………….......................................... 9
Key Recommendations…………………………………………………………. 9
overview and context …………………………..……………………………11
Planning Framework……………………………………………………………...11
The Future of the I-270 Corridor………………………………………………...12
Annexation……………………………………………………………………….. 13
life sciences center…………………………………………………………... 15
Planning for Science, Health Care, and Transit………………....................... 15
Vision……………………………………………………………………………... 15
Today’s LSC………………………………………………………………........... 16
Tomorrow’s LSC: Linking Land Uses/Connecting Communities………………. 20
Housing…………………………………………………………………. 23
Urban Form and Open Spaces………………………………………... 25
Sustainability……………………………………………………………. 26
Community Facilities, Open Spaces, and Connectivity…….................... 30
The LSC Districts…………………………………………………………………. 34
LSC Central: A Medical and Biotech Center………………………….. 35
LSC West: A New Residential Community…………………………….. 38
LSC Belward: A New Science and Research Community…………….. 42
LSC North and Washingtonian Cluster: Residential and Office…….. 48
LSC South: Mixed-Use Center…………………………………………. 50
LSC Circulation………………………………………………………………….. 53
areas and enclaves……………………………………………………………... 57
Areas…………………………………………………………………………….. 57
Enclaves………………………………………………………………………….. 66
implementation………………………………………………………………….. 75
Zoning……………………………………………………………………………. 75
Staging…………………………………………………………………………… 76
Transportation Network…………………………………………………………. 81
Proposed Capital Improvement Projects..................................................... 92
7 approved and adopted
Maps
Map 1 Great Seneca Science Corridor Master Plan ……………………………................ 10
Map 2 Wedges and Corridors…………………………………………………………… 12
Map 3 MD 355/I-270 Corridor……………………………………………………….... 14
Map 4 City of Gaithersburg Maximum Expansion Limits.......…………….................. 14
Map 5 Life Sciences Center Districts…………………………………………………….. 16
Map 6 LSC Existing Zoning…………………………………………………….............. 18
Map 7 LSC Proposed Zoning............................................................................... 19
Map 8 Corridor Cities Transitway (Phase 1)……………………………………………. 21
Map 9 Corridor Cities Transitway: LSC Alignments and Stations……........................ 22
Map10 LSC Existing Land Use………………………………………………………….. 24
Map 11Community Facilities and Open Space Network……………………………… 33
Map 12 LSC Central: Proposed Zoning………………………………………………... 36
Map 13 LSC Central: Urban Form……………………………………………………… 36
Map 14 LSC Central: Mobility…………………………………………………………... 37
Map 15 LSC West: Proposed Zoning……………………………………………………. 40
Map 16 LSC West: Urban Form………………………………………………………… 40
Map 17 LSC West: Mobility……………………………………………………………… 41
Map 18 LSC Belward: Open Space…………………………………………………….. 44
Map 19 LSC Belward: Proposed Zoning……………………………………………….. 45
Map 20 LSC Belward: Urban Form…………………………………………………….. 46
Map 21 LSC Belward: Mobility………………………………………………………….. 47
Map 22 LSC North: Urban Form………………………………………………………… 48
Map 23 LSC North: Proposed Zoning………………………………………………….. 49
Map 24 LSC North: Mobility…………………………………………………………….. 49
Map 25 LSC South: Proposed Zoning…………………………………………………... 51
Map 26 LSC South: Urban Form……………………………………………………….. 51
Map 27 LSC South: Mobility…………………………………………………………….. 52
Map 28 Watersheds……………………………………………………………………… 52
Map 29 LSC Circulation…………………………………………………………………. 54
Map 30 Area-wide Existing Land Use…………………………………………………… 58
Map 31 Area-wide Existing Zoning…………………………………………................. 59
Map 32 Quince Orchard: Existing Land Use ………………………………………….. 60
Map 33 Quince Orchard: Existing Zoning …………………………………………….. 62
Map 34 McGown Property: Existing Land Use ………………………………………… 64
Map 35 McGown Property: Existing Zoning……………………………………………. 65
Map 36 NIST/Londonderry and Hoyle’s Addition: Existing Land Use ………………… 67
Map 37 NIST/Londonderry and Hoyle’s Addition: Existing Zoning …………………… 68
Map 38 Rosemont, Oakmont, Walnut Hill: Existing Land Use………………………… 70
Map 39 Rosemont, Oakmont, Walnut Hill: Existing Zoning…………………………… 71
Map 40 Washingtonian Light Industrial Park: Existing Land Use ……………………… 73
Map 41 Washingtonian Light Industrial Park: Existing Zoning ………………………… 74
Map 42 Transportation Network………………………………………………………... 82
Map 43 Area-wide Bikeway Network………………………………………………...…. 87
Map 44 LSC Bikeway Network…………………………………………………….......... 91
Map 45 Trail Network……………………………………………………………………. 92
Tables
Table 1 Life Sciences Center: Existing and Proposed Zoning…………………………….17
Table 2 Life Sciences Center: Existing and Proposed Development…………………….. 34
Table 3 Staging of Commercial Development…………………………………………… 78
Table 4 Street and Highway Classifications……………………………………………… 83
Table 5 Area-wide Bikeways……………………………………………………………… 88
Table 6 LSC Bikeways…………………………………………………………………….. 90
Table 7 Proposed Capital Improvement Projects………………………………………... 93
8 approved and adopted
plan summary
The Great Seneca Science Corridor (GSSC) Master Plan envisions a vibrant Life Sciences
Center (LSC) where the foundation of health care, biotechnology, and academia combine to
create a dynamic and sustainable science and medical hub. Knowledge will drive its agenda,
attracting international scientists, business leaders, physicians, and professors who will
contribute ideas and insights for the future. Labs, classrooms, research centers, and universities
will encourage and foster cutting-edge discoveries. The LSC should evolve into a place where
the physical form—buildings, open spaces, and amenities—is as inspiring as the discoveries
occurring inside.
This Plan’s vision will develop over 25 to 35 years. During that time, the local and national
economy will experience three or four business cycles. These economic cycles make it
imperative to periodically check the Plan’s progress and recommendations. Regardless of the
pace of growth, it is essential to establish a vision and provide a blueprint for the future that
will enable the LSC to evolve over time.
While this Plan is about providing opportunities for future world-leading scientific research, it is
also concerned with protecting residential neighborhoods and investments made by businesses
and institutions in the area. Growth and change in the LSC must occur in a way that does not
overburden the surrounding communities. This Plan’s explicit staging recommendations are
essential to preserving the quality of life that residents enjoy. Infrastructure—particularly
transit—must be provided before significant amounts of development can be built. Staging
development ensures that growth will be managed and timed with the delivery of the
infrastructure necessary to support it.
Key Recommendations
Transform the LSC into a dynamic live/work community while ensuring growth opportunities
for research, medical, and bioscience interests.
Align the Corridor Cities Transitway (CCT) through the LSC and provide four transit stations
that will be the focal point of new development in the LSC North, Central, West, and
Belward districts.
Concentrate density, building height, and civic green spaces at the CCT stations. Provide
appropriate transitions to adjacent neighborhoods and to the historic Belward Farm.
Create a grid pattern of new streets that improve local circulation and connectivity among
the LSC districts, promote alternatives to car use, and enhance access to the future transit
stations.
9 approved and adopted
map 1 Great Seneca Science Corridor Master Plan
Over time, due to municipal annexations of
County land, enclaves have been created—
geographic areas within the County’s
planning control, but completely or nearly
completely surrounded by a municipality.
Create the LSC Loop as the organizing element of the open space plan to connect districts
and destinations, incorporate natural features, and provide opportunities for recreation and
non-motorized transportation.
Replace the Public Safety Training Academy (PSTA) in the LSC West District with a new
residential community that includes supporting retail, open spaces, and community facilities.
Maintain the established residential neighborhoods throughout the GSSC Master Plan area.
Create a sustainable community that will attract nationwide interest with design and
materials that minimize carbon emissions, maximize energy conservation, and preserve
water and air quality.
Ensure that development in the Piney Branch Special Protection Area uses the best available
stormwater management treatment techniques to protect the watershed’s headwaters.
Meet the recreation needs of the GSSC area by identifying and acquiring a site for a new
local public park in the Quince Orchard area and requiring the dedication of parkland for
new parks and open spaces in the LSC Districts.
10 approved and adopted
Support the County’s Agricultural Reserve with zoning that requires acquisition of Building
Lot Termination (BLT) easements to achieve maximum densities.
overview and context
Forty-five years ago, the County identified the I-270 Corridor as a place for higher densities in
a series of Corridor Cities supported by a comprehensive transportation network. Since then,
jobs and business opportunities have attracted skilled workers and business investment that
have in turn enabled local government to provide quality schools, amenities, and services.
The GSSC Master Plan area covers 4,360 acres in the heart of the I-270 Corridor. It includes
the Life Sciences Center, the western Quince Orchard neighborhoods and enclave areas such
as the National Institute of Standards and Technology (NIST) and Rosemont, which are
completely or nearly completely surrounded by a municipality. The City of Gaithersburg
occupies 10 square miles in the center of the Plan area. The City of Rockville borders the Plan
area on the east and the Town of Washington Grove is located to the northeast. The
incorporated municipalities have their own planning and zoning authority and are not part of
the County’s master plans.
The Life Sciences Center has played a significant role in establishing the Corridor as a globally
known center for science and technology-driven industry, home to biotechnology companies,
higher education facilities, and a quality medical center. This Plan provides a blueprint for the
future that will transform the LSC into a vibrant place served by transit and enhanced by
activating uses, open spaces, and amenities.
Planning Framework
The Plan’s recommendations are consistent with State and County planning policies.
The 1964 General Plan identifies the I-270 Corridor (which includes the LSC) for
concentrated, high-density development supported by a comprehensive transportation
system including a major highway network, rail lines, and centers called Corridor Cities.
The 1992 Economic Growth, Resources Protection and Planning Act requires local
plans to protect sensitive environmental resources.
The 1993 General Plan Refinement supported the Corridor Cities concept but
acknowledged that it had not yet fully evolved.
The 1997 Priority Funding Areas Act directs State spending to support smart growth,
typically to existing communities and places where local governments want investment to
support future growth. The entire Master Plan area is within a Priority Funding area and is
eligible for State funding.
11 approved and adopted
map 2 Wedges and Corridors The suburban communities, residential wedge, and
agricultural wedge provide areas for lower density
residential uses, open space, as well as farmland,
stream valley, and natural resources protection.
The Future of the I‐270 Corridor
The I-270 Corridor is the County’s economic engine and the biotechnology industry is a critical
driver. Area businesses benefit from proximity to the federal government—the world’s largest
technology buyer. Locally based federal research centers support a major biotechnology
industry cluster and offer promising future opportunities such as nanotechnology.
Economic expansion, population growth, and diversification will stimulate new development.
New residents—many from highly skilled backgrounds—will augment an extraordinary talent
pool. This larger, more varied skill base could open new creative and entrepreneurial business
directions—from digital media to international market development to technology
commercialization. New and expanding opportunities combined with a “quality of place” that
fosters innovation could encourage younger residents and recruits to stay in the area.
By channeling development into existing centers served by transit, highways and infrastructure,
the County will protect its natural environment and agricultural land that contribute to our
quality of life while making better use of existing transportation and service infrastructure.
This Plan’s recommendations work within the comprehensive overview of the 2008 MD 355/I-
270 Corridor Study, which provides a policy framework for the Corridor master and sector
plans. The County’s approach to managing growth could bolster the Corridor’s competitive
strengths—a high quality of life, exceptional talent base, strong employment resources and the
potential for enhanced economic opportunity. Creating higher density, mixed-use communities
at transit stations epitomizes smart growth and sound planning principles by:
12 approved and adopted
balancing land use and transportation
providing opportunities to live near work
maximizing public investments in infrastructure
reducing sprawl and protecting the environment
reducing the carbon footprint and reliance on fossil fuels
producing more sustainable forms of development.
The 2006 Shady Grove Sector Plan recommends that the area around the Shady Grove
Metro Station be transformed from a light industrial service park to a high-density mixed-
use community with a residential focus that makes the best use of Metro proximity.
The 2009 Twinbrook Sector Plan builds on the area’s proximity to the Metro station and
allows growth for technology-oriented businesses as well as a complementary mix of
housing and service uses.
The 2009 Germantown Master Plan builds on the Corridor City concept and envisions an
up-County center for community life with mixed uses and density focused at transit stations.
The 2010 White Flint Sector Plan envisions the Metro station area and Rockville Pike as a
vibrant and sustainable urban center that can adapt to future challenges.
This Plan focuses development around future transit stations in the LSC with bicycle and
pedestrian systems that enhance access. The Corridor Cities Transitway (CCT) will enable
people who work at the LSC to live in nearby communities connected by transit. The Plan also
recommends new housing in the LSC to create more opportunities to live near work. In
addition to promoting a compact form of development, the Plan seeks to promote healthy,
active living by fostering walking, creating new opportunities for recreation, and providing
growth potential for important medical services. The result will be a sustainable form of
development and a community where people want to live and work.
Annexation
Municipalities establish Maximum Expansion Limits (MEL) to set boundaries for future potential
annexations of unincorporated land. The Maryland State Code (Article 23A, Section 19)
requires that municipalities produce a Municipal Growth Plan delineating the MEL. Only land
within the MEL and adjoining the municipal boundaries can be considered for annexation.
In 2009, the City of Gaithersburg established a new MEL as part of its adopted Municipal
Growth Element. The City’s new MEL includes nearly all of the GSSC Master Plan area,
including the Life Sciences Center. This Master Plan recognizes that future annexations may
occur and that annexing properties surrounded by municipalities would help create coherent
boundaries.
13 approved and adopted
map 3 MD 355/I-270 Corridor
Ideally, the boundaries between the
County and the municipalities would
be logical and well-defined, following
roads or natural features such as
streams. This Plan strongly opposes
annexation of any portion of the Life
Sciences Center, which is not an
enclave. Over the past 30 years, the
County has invested substantial
resources to create and develop the
LSC. Annexing any of the LSC would
leave the County without control of a
significant element of its economic
development strategy and create
irretrievable revenue losses.
map 4 City of Gaithersburg
Maximum Expansion Limits
14 approved and adopted
the life sciences center
Planning for Science, Health Care, and Transit
The Plan’s vision for the LSC builds on the strong
foundation of existing institutions and businesses,
and the County’s land use plan that brought
together health services, academia, and research
and development companies. Today, the LSC has
the largest concentration of, and is the premier
location for, research and biotechnology companies in the County.
The future viability of the LSC requires the following components:
opportunities for growth and expansion of existing enterprises
a dynamic environment that will attract skilled workers and investment
infrastructure and services to support future development
staging development to balance growth and minimize adverse impacts
sustainable practices that provide a quality of place.
Transit is an essential element of this Plan and is the basis for the land use and zoning
recommendations. A strong public and private commitment to the Plan’s transit proposals will
help ensure that the LSC is connected internally as well as to the rest of the Corridor.
Vision
“It’s heading right at us, but we never see it coming…The most important things
happening in the world today won’t make tomorrow’s front page…They’ll be
happening in laboratories—out of sight, inscrutable and unhyped until the very
moment when they change life as we know it.”
— “The Future is Now,” The Washington Post, April 13, 2008
This Plan establishes a blueprint for the LSC that includes an expanded, first-class medical
center, research facilities, academic institutions, and an array of services and amenities for
residents, workers, and visitors. It will have an open space system that incorporates the area’s
natural environmental features into a larger network, connecting destinations by paths and
trails, and providing opportunities for a range of outdoor experiences.
The LSC of the future will be served by a fully integrated transit system that links mid-County
activity centers via the Corridor Cities Transitway (CCT). Access to high quality transit is
increasingly important to businesses trying to attract knowledge-based, creative class workers.
The LSC will continue to be a specialized employment center but it will be connected by transit
with nearby residential communities at the Shady Grove Metro Station, the King Farm, the
Crown Farm, Kentlands, and the Watkins Mill Town Center.
The following objectives will help implement the Plan’s vision:
Life science uses should be given priority.
Density and height should be concentrated at transit stations amid transit-oriented mixed-
use development at LSC Central, LSC West, Belward, and LSC North.
Historic and environmental resources should be protected.
15 approved and adopted
Buildings within one-eighth mile of the future CCT stations should be at least 60 feet high.
In all other areas, the desired minimum building height is 36 feet (three stories of occupied
space) in order to retain land for future higher densities.
Mixed-use development is emphasized; single purpose or free standing retail buildings are
inconsistent with the Plan’s vision in any phase of development.
Structured parking should be hidden from the street; although surface parking is
inconsistent with the Plan’s vision, it is anticipated and acceptable on an interim basis.
map 5 Life Sciences Center Districts
In previous plans, the Life Sciences Center was identified as the block that includes
Shady Grove Adventist Hospital and the larger area was called the R&D Village. This
Plan applies the term LSC more broadly to five districts, incorporating the Belward
property to the west and the Universities at Shady Grove to the south.
Today’s LSC
The LSC’s two academic institutions—the Universities at Shady Grove (USG) and the Johns
Hopkins University-Montgomery County Campus (JHU-MCC)—have increased its prominence
and expanded opportunities for collaboration. Shady Grove Adventist Hospital provides the
broader community with a full range of health care services. A number of biotechnology
companies, including Human Genome Sciences, BioReliance, and the J. Craig Venter Institute,
are located here. Many of the goals for the LSC have been realized. As originally envisioned,
the LSC had a specific land use purpose with a unique employment niche. Residential and
retail development was planned for large tracts surrounding the LSC, rather than integrated
16 approved and adopted
within the Center. The LSC and R&D Zones ensured that land would be reserved for life
sciences to concentrate these uses and accomplish the original vision for the LSC. Housing and
retail were specifically excluded from the LSC and R&D zones to enable the primary land uses
of medical, life science, and academia to become established and have room to grow.
Today, the LSC contains nearly seven million square feet of commercial development and has
3.7 million square feet of approved development in the pipeline. Many LSC sites have
maximized their development potential under the existing zoning.
The LSC’s physical framework is modeled on a 20-year-old development program for
suburban research parks. The LSC looks and functions like a conventional office park, with
single-purpose clusters separated by wide highways and surrounded by parking lots. This
model ensures auto-dependence and discourages walking. There is so little variety of uses in
the LSC today that employees often drive to lunch spots because there are no services within
easy walking distance.
table 1 life sciences center: existing and proposed zoning
Existing Proposed
Zone Description
Acreage Acreage
LSC Life Science Center 226 419
CR Commercial-Residential 0 162
R&D Research and development 167 0
O-M Office building, moderate intensity 85 51
I-3 Technology and business park 24 0
H-M Hotel-motel 3 3
C-2 General commercial 42 0
C-3 Highway commercial 3 0
C-4 Limited commercial 4 1
C-T Commercial, transitional 0 2
MXN Mixed-use neighborhood 192 192
MXPD Mixed-use planned development 42 42
R-10 Multiple-family, high density residential 7 7
R-60/TDR Residential, one-family/TDR 60 60
R-90/TDR Residential, one-family/TDR 62 0
R-200 Residential, one-family 22 0
17 approved and adopted
map 6 LSC Existing Zoning
18 approved and adopted
map 7 LSC Proposed Zoning
19 approved and adopted
Tomorrow’s LSC: Linking Land Uses/Connecting Communities
This Plan envisions the LSC with an enhanced role as the County’s premier
life sciences location. Transforming today’s suburban, auto-oriented LSC
into tomorrow’s walkable, vibrant science center requires changing the
built environment and the mix of uses over time. The CCT is the
centerpiece of the Plan’s vision for the LSC.
The CCT in the I-270 Corridor will:
provide a transit option among the Corridor Cities
improve mobility within the Corridor
alleviate congestion on I-270
extend transit service west and north of the Shady Grove Metro Station
(the terminus of the Red Line).
The 14-mile CCT transit line will run from the Shady Grove Metro Station to
the Comsat site in Clarksburg. Fourteen stations are planned, with park-and-ride facilities at
seven. The alignment is planned as an exclusive, dedicated facility for either light rail transit
(LRT) or bus rapid transit (BRT) with limited interaction with vehicular traffic at local street
crossings. It is planned to include a multi-use path.
Both the 1964 General Plan and the 1970s Gaithersburg and Germantown plans included the
concept of a transitway. It has been recommended in all subsequent I-270 Corridor master
plans, including the 1994 Clarksburg Master Plan and Hyattstown Special Study Area and the
1993 Frederick County Comprehensive Plan.
This Plan recommends aligning the CCT through the heart of the LSC where it can serve
businesses, institutions, and other users.
The Plan builds a pattern of density focused on the four LSC districts where CCT transit stations
are proposed: North, Central, West, and Belward. Increased density is recommended at
proposed transit stations and development can only proceed in stages that are linked to the
provision of infrastructure, most importantly, the CCT.
The LSC South District is not recommended for increased densities largely because it is within
the Piney Branch Special Protection Area. The CCT route will bring transit close to LSC South,
where it can serve the Universities at Shady Grove, Human Genome Sciences, and the Traville
community. The alignment offers two alternatives between the LSC Central and LSC West
stations.
20 approved and adopted
map 8 Corridor Cities Transitway (Phase 1)
The CCT’s first phase will be from the Shady Grove Metro Station to the Metropolitan Grove MARC
Station. The second phase would extend the line from Metropolitan Grove north to Germantown and
Clarksburg. The CCT route and design will not only connect people and places, but its stations will be the
focal point of new development in the Corridor.
21 approved and adopted
map 9 Corridor Cities Transitway: LSC Alignments and Stations
The Plan’s four proposed LSC stations are located where new development and redevelopment
is expected, increasing the number of potential CCT riders within a quarter-mile radius, or a
five-minute walk.
22 approved and adopted
Housing
This Plan’s primary goal is to create a world
class life sciences center. A range of housing
options and amenities is needed to support this
development and help achieve County
housing goals, including Moderately Priced
Dwelling Units and workforce housing. The
transportation infrastructure proposed in this
Plan will link the LSC districts in a sustainable
development pattern where people can
walk, bike, or use transit to reach their destinations.
One of the County’s fundamental planning tools is the jobs-
housing balance—the ratio of jobs to housing units in an area.
Creating a balance provides the opportunity for people to live
near work, which can reduce traffic congestion. While a
balanced jobs-housing ratio does not guarantee that the housing
will be occupied by those who work nearby, opportunities to live
near work should be provided.
To date, the LSC has developed as a single-purpose, single-use employment center. Housing has
not been a permitted use so the jobs-housing ratio within this area is not balanced. Because the
LSC’s focus has been on economic development and jobs, not housing, achieving the optimal
jobs-housing balance within this small geographic area is unrealistic. However, over a broader
area, the appropriate ratio can be achieved.
The 1990 Plan proposed new residential neighborhoods on large tracts of land near the LSC,
including new neighborhoods at the King Farm, the Crown Farm, and the Thomas Farm
(Fallsgrove). King Farm and Fallsgrove were annexed into the City of Rockville and are nearly
built-out. The Crown Farm was annexed into the City of Gaithersburg, which approved a
mixed-use community with 2,250 dwelling units that is not yet under construction. Existing
housing that is near the LSC and within the Plan boundaries totals 3,262 dwelling units (of
which 230 are senior units) at the Decoverly and Traville communities and the Washingtonian
cluster north of Crown Farm.
This Plan recommends a new residential community on the current site of the County’s Public
Safety Training Academy (PSTA), LSC West. Housing development on this site could yield
2,000 new dwelling units. In addition, the Plan recommends that housing be allowed as a
secondary use in the LSC Central District, which, along with several other sites in the greater
LSC, could yield 3,750 new dwelling units. In LSC Central, the Plan allows 30 percent of the
density to be used for housing. If all LSC Central property owners utilized this option, the total
dwelling units in the district could be 2,225. This maximum theoretical amount will not be
achieved in LSC Central due to the existing built environment and the business objectives of the
property owners.
23 approved and adopted
map 10 LSC Existing Land Use
There are 3,262 dwelling units in the LSC area—
1,368 units in the Washingtonian residential cluster
1,144 at Decoverly
750 (including 230 senior units) at Traville
Overall, the potential residential land use for the greater LSC could yield a maximum of 5,750
additional dwelling units to complement a projected total of 52,500 jobs (based on existing,
approved, and proposed development). The resulting ratio of 5.8 jobs per dwelling unit is
based on the existing housing in the greater LSC area (3,262 dwelling units, including the
Traville, Decoverly, and Washingtonian residential cluster) combined with the potential new
housing (5,750 dwelling units) for a total of 9,012. This jobs-housing ratio reflects the Plan’s
emphasis on the life sciences and health care services but does not include the substantial
amount of existing housing nearby in Rockville, Gaithersburg, and Potomac. Within an
24 approved and adopted
approximate two mile radius of the LSC, there are over 25,000 existing households and the
jobs-housing ratio is 2.8.
The LSC will be part of a continuum of communities linked by the CCT, enabling people to live
and work within the corridor and get where they need to go by transit. At CCT stations to the east
and west of the LSC, over 10,000 dwelling units are planned in pedestrian-oriented, mixed-use
communities, including the Shady Grove Metro Station, the Crown Farm, and Watkins Mill Town
Center. Creating such places fosters sustainable development and helps reduce sprawl as well as
our dependence on autos.
Urban Form and Open Spaces
The LSC districts will be connected through a refined
street network, transit, and trails. The highest density
and building height will be concentrated at the
proposed CCT stations. People may live and work
in the same district, but interact with colleagues in
another district. Overall, mobility will be enhanced
through options other than cars, and shorter trips.
The streets, buildings, and open spaces will create a physical environment that supports
the research community and enhances opportunities for people to interact. Design
guidelines for the LSC, in a separate document, provide detail to guide new
development and implement the urban form recommendations in this Plan.
The Plan’s urban design recommendations set the scale and character for the LSC.
Circulation on a pedestrian-oriented street grid that creates pedestrian and
bicycle connections to transit and between uses and districts.
Buildings that define the public spaces, streets, plazas, parks, and views.
A system of public open spaces that provides a setting for community activity and also
preserves natural resources.
A standard for sustainability that reflects the LSC’s cutting edge science.
Circulation
The LSC will have a walkable street system with a grid network. Streets and transit will tie the
districts together. The LSC Loop, described below, will unify the pedestrian and bicycle
circulation system of sidewalks, bikeways, trails, and paths that provide mobility and recreation
options. The CCT will include a multi-use path that will enhance connectivity among the LSC
districts.
Grid network of streets
Sidewalks connecting districts, providing access to transit and public spaces
CCT transit stations and multi-use path
Buildings
Buildings oriented to the streets and public spaces will be built based on development
standards that accommodate a variety of uses, including laboratories, prototype
manufacturing, offices, academic buildings, residences, and retail spaces. Allowing mixed uses
is critical to achieving the Plan’s vision. Building standards will also ensure that new
development provides compatible transitions to adjacent neighborhoods along Darnestown
and Muddy Branch Roads.
Buildings and residential entrances oriented to streets
Parking garages located on block interiors
Visible retail focused at CCT stations
25 approved and adopted
Sustainability
Sustainability is defined as meeting the needs of the present without compromising the ability of
future generations to meet their own needs. A sustainable community integrates economic
viability, environmentally conscious design, social equity, and renewable energy sources. The
compact, walkable, and green community envisioned for the plan area integrates many
aspects of sustainability. It accommodates new residents and businesses while reducing land
consumption and vehicle miles traveled, thereby reducing the carbon footprint from new
development in the County.
Urban development patterns served by transit can reduce dependence on the automobile.
Outside of the Belward site, most new development will take place over existing surface
parking lots. An expanded street grid with adequate sidewalks and street trees along with the
LSC Loop will encourage people to walk or bicycle to local services or destinations. Energy
conservation, onsite energy generation, or renewable energy sources will reduce the costs of
energy transmission and the carbon footprint of the new development. Energy efficient building
design will reduce energy costs for building materials and energy usage. On-site stormwater
management improves water quality and quantity. Street trees add to the tree canopy and
reduce the heat island effect. Mixed uses put services in easy reach of residents. New
residential development will provide more affordable housing and expand opportunities for
economic diversity located near transit and services.
Sustainable development first preserves existing resources and then improves environmental
conditions.
Resource Protection and Preservation
This Plan recommends ways to restore environmental functions in the Plan area as it
redevelops, including: water quality protection (intercepting, detaining, evaporating,
transpiring, and filtering precipitation and infiltrating it into ground water tables, preventing
erosion and sedimentation, controlling flooding), air quality protection (filtering pollutants from
air, producing oxygen), climate protection (sequestering and storing carbon, reducing urban
heat island effect), protection of biological diversity (provision of habitat), and health benefits
(clean air and water, recreational benefits, mental health benefits). Redevelopment of already
disturbed areas will avoid losses of natural resources in the outer portions of the County. To
preserve and enhance natural resources and their associated functions in the Life Sciences
Center, this Plan:
Creates a local street network that avoids impact to natural resource areas as much as
possible (see page 53).
Recommends that facility plans for any new roads minimize impacts to existing resources.
Recommends creation of the Life Sciences Center Loop (see page 32). Existing natural
resource areas are preserved through the Planning Board’s Environmental Guidelines and
connected by the LSC Loop.
Where possible, use required forest and tree planting to enhance and expand existing
resources.
Water Quality
Wherever development occurs, water quality impacts result primarily from the creation of
impervious surfaces that seal off the soil layer and remove forests and tree canopy. Increases in
imperviousness and decreases in forest cover have been associated with declines in water
quality. Pollution from vehicles and road salts accumulates on roads and parking lots, and is
washed off and carried into nearby streams in rain and snow events. In summer, rain water is
heated on contact with unshaded impervious surfaces, creating temperature spikes in aquatic
26 approved and adopted
systems that can be damaging to aquatic organisms. Rainfall and snowmelt runs off impervious
surfaces quickly, creating erosive flows that damage streams and carry harmful sediments into
streams, rivers, and the Chesapeake Bay. Infiltration is the most difficult of the environmental
functions to restore, as it requires reconnecting runoff with the soil. Approaches for improving
water quality in urbanizing areas should recognize opportunities presented by both horizontal
and vertical surfaces at various levels throughout the development.
Many of the techniques recommended in this Plan are included in the Environmental Site
Design (ESD) stormwater treatment approaches now required by State and local laws and
regulations. In addition, the County will be undertaking retrofit programs consistent with the
requirements of the state stormwater permit. The result of this combination of regulation,
County retrofit programs and master plan recommendations will be the restoration of natural
resources and environmental functions that can be incorporated into the concentrated
development pattern envisioned for this area.
To protect water quality, this Plan:
Recommends site design and construction options that minimize imperviousness. These
options include:
- Compact development.
- Parking options such as reduced parking requirements and the use of structured
parking and/or shared parking facilities (see page 55).
Recommends the use of bioswales, planter beds, rain gardens, pervious pavement, the
incorporation of non-paved areas into open spaces, and similar techniques included in
Environmental Site Design. Techniques that increase soil volume and porosity under paved
areas are recommended to enhance infiltration opportunities.
Recommends the use of vegetated roofs and walls.
Recommends increasing tree canopy. Specific tree canopy goals are:
- Predominantly commercial mixed-use areas: 15-20 percent minimum canopy
coverage.
- Predominantly residential mixed-use areas: 20-25 percent minimum canopy
coverage.
- The Belward Campus, with its specialized institutional use and protection of
existing natural resources, should have minimum canopy coverage of 30 percent.
These goals should be met by combining forest conservation requirements with street
tree plantings and landscaping plantings (see page 86). Public and private open
space areas should strive for a minimum of 25 percent canopy coverage. Surface
parking areas should meet or exceed 30 percent canopy coverage.
Recommends incorporating tree canopy and infiltration techniques into portions of the LSC
Loop that connect existing natural areas.
Recommends incorporating tree canopy and infiltration techniques into other open spaces
wherever feasible.
Recommends landscaping with plants that do not require extensive watering or fertilization.
Native plants that are adapted to grow in our area are preferred.
Recommends the use of low-flow plumbing fixtures in buildings.
Promotes using techniques that capture and re-use stormwater and/or graywater
(graywater is water from sinks, bathtubs and showers that can be safely used for watering
plants or flushing toilets). This may include the use of rain barrels and cisterns. These uses
must be consistent with County health regulations.
Piney Branch SPA
Portions of the Life Sciences Center area are included in the Piney Branch Special Protection
Area for water quality and contain remnants of the rare habitat provided by the serpentinite
rocks that underlie parts of this area. Special Protection Areas require that a water quality plan
be prepared detailing how impervious surfaces will be minimized and how advanced and
27 approved and adopted
redundant stormwater treatment measures will be achieved. Most of the Special Protection
Area is in the LSC South District, where this Plan recommends that development be restricted to
existing and approved development, with the exception of the Rickman Property. Development
on this property should minimize new impervious surfaces especially on that portion of the
property that drains to the Special Protection Area. A small portion of the SPA extends north of
Darnestown Road into the southern portion of the LSC Central District. Most of this area is
already developed.
Future redevelopment in this area should minimize imperviousness in their site designs,
particularly in the Special Protection Area (see page 50).
Any development that involves or is adjacent to serpentinite habitat should preserve this
area and provide additional buffering wherever possible.
Air Quality
Most impacts to air quality result from the operation of motorized vehicles and regional energy
production involving the combustion of fossil fuels. Impacts include the emissions of precursors
of ground-level ozone, volatile organic compounds, carbon monoxide, oxides of nitrogen and
sulfur, and fine particulates. Amelioration of air quality impacts involves restoring air filtering
and oxygen-producing functions, reducing vehicle miles traveled, and reducing use of energy
produced by burning fossil fuels.
To restore air filtering and oxygen-producing functions, this Plan:
Recommends increasing vegetation through the use of planter beds, bioswales and rain
gardens, landscaping, street trees, and vegetated roofs and walls to the maximum extent
feasible through aggressive application of Environmental Site Design.
To reduce vehicle miles traveled, this Plan:
Recommends creating compact, mixed-use development that encourages and facilitates
non-motorized travel and reduces travel distances.
Recommends providing alternatives to automobile travel, including:
- Public transit in the form of the CCT and local bus service.
- Incorporating trails into the LSC Loop. Trails in regulated areas such as stream
buffers and forest conservation easements should be natural surface; trails outside
of environmentally regulated areas may be hard-surfaced to facilitate travel by
bicycle (see page 92).
- Incorporate other pedestrian and bicycle trails throughout the Life Sciences
Center, and make connections to other Countywide and local jurisdiction trail
systems (see pages 92).
- Make the existing area more walkable by improving road crossings (see page 86).
Encourages other measures, such as the provision of bicycle parking facilities, to promote
and facilitate non-motorized travel.
Climate Protection
Carbon dioxide and other greenhouse gasses are released into the atmosphere by combustion
of fossil fuels to power motorized vehicles and to provide power for lighting, heating and
cooling buildings and powering electronics and appliances, and by deforestation. Summertime
energy use is driven higher by urban heat island effects from radiant heating of hard surfaces.
Approaches to mitigating climate impacts focus on reducing energy consumption, increasing
use of renewable energy, restoring carbon sequestration and storage functions, and reducing
urban heat island effect.
The carbon footprint analysis contained in the Appendix to this Plan shows that, even if we
cannot account for potential improvements to building and vehicle technology or behavioral
changes to reduce energy consumption, per capita carbon dioxide emissions will be
28 approved and adopted
significantly less with compact, transit served development than would be the case if the same
number of new homes and jobs were built on vacant land in other parts of the County.
Taken in isolation, the carbon footprint of new development in the Plan area will be greater
than would occur under the 1990 Master Plan; however, the increase in the carbon footprint
for the entire County will be less under this Plan. The compact, walkable, transit served
community will enable people and employers to make even greater reductions in the carbon
footprint. The following recommendations are aimed at reducing the carbon footprint through
reduced energy consumption, promotion of renewable energy generation, increased carbon
sequestration and reduced urban heat island effect.
To reduce carbon footprint, this Plan:
Recommends development that is compact, features a mixture of land uses, is walkable
and served by public transit to make efficient use of land and resources, to reduce vehicle
miles traveled and facilitate non-motorized travel.
Creates opportunities for new development and redevelopment that take advantage of
existing infrastructure and adaptive re-use of existing structures where feasible.
Recommends that development meeting LEED or equivalent certification of any level
obtain as many points as possible from approaches that reduce carbon emissions,
including:
- Site and building design and orientation that takes advantage of passive solar
heating and lighting opportunities, maximizes potential for use of renewable solar
energy systems, and permits passive cooling through proper shading and
ventilation.
- A commitment to reduce energy and water consumption.
- A commitment to use recycled building materials, locally produced materials, and
local labor.
- A commitment to use building deconstruction techniques to facilitate re-use
and/or recycling of building materials.
- A commitment that new buildings meet the minimum energy efficiency standards
of 17.5 percent below the calculated baseline performance or meet the
appropriate ASHRAE advanced energy design guide. Renovated buildings should
commit to meet a 10.5 percent energy efficiency standard below the calculated
baseline performance or meet the appropriate ASHRAE advanced energy design
guide.
- Incorporates renewable energy systems to supply a portion of a building’s energy
needs, where feasible. Such systems may include:
o solar power
o wind power
o geothermal heating and cooling systems.
Recommends maximizing tree canopy coverage. (See goals for tree canopy coverage in
the water quality section).
Recommends the use of green roofs and walls.
Recommends the use of light-reflecting roof surfaces where green roofs cannot be used.
Recommends increasing vegetation throughout the Life Sciences Center. Approaches
include:
- Targeting unforested portions of regulated areas for reforestation.
- Incorporating street trees and landscaping trees throughout the Life Sciences
Center.
- Use of vegetated roofs and walls.
- Use of planter beds, bioswales and rain gardens.
- Incorporating vegetation into hardscaped open space areas.
29 approved and adopted
Protection of Biological Diversity
Protection of biological diversity focuses on preserving existing habitat, and on restoring habitat
where feasible. Biological diversity is maintained when habitat is protected and invasive species
are controlled. Control of invasive species and reducing wildlife overpopulations are
operational issues not appropriate to address in a master plan. While an urban environment
cannot typically support highly diverse plant and wildlife populations, much can be done to
improve conditions for native plants and animals.
To protect biological diversity, the Plan:
recommends preservation of existing natural areas, including the forest at the corner of
Key West Avenue and Great Seneca Highway
recommends the use of native plants and trees in landscaping and street tree planting to
the maximum extent possible
recommends the use of plants that serve as hosts for butterflies and other pollinator insect
species
recommends preservation of the 10-acre forested tract west of the power line and north of
Game Preserve Road on the McGown property
recommends preservation and additional buffering of the endangered Krigia dandelion
population.
Health and Wellness
Health and wellness are promoted by providing an environment with clean air and water, by
providing opportunities to exercise and recreate, and by establishing an environment that helps
reduce stress. The recommendations detailed in the above sections will all help contribute to
health and wellness.
In addition, this Plan:
encourages that walkways and bicycle trails be safe and attractive to encourage walking,
jogging and biking
recommends that public open spaces be attractively designed destinations within the
community to draw in pedestrians and cyclists
encourages using some open spaces and green roofs as community gardens to promote
the consumption of locally-grown seasonal fruits and vegetables
creates the 3.5-mile LSC Loop path which incorporates natural features, and provides non-
motorized connectivity for the districts and destinations throughout the Life Sciences
Center.
Community Facilities, Open Spaces, and
Connectivity
Community facilities, services, and amenities contribute to
making great places to live, work, and play. The LSC’s
proposed redevelopment offers an opportunity to enhance
public facilities, amenities, and recreational options. An
interconnected pedestrian and bike system will link
neighborhoods—both existing and future—to each other,
parks, transit, and other destinations. This Plan recommends
using urban design, parks, and trails to create an open
space network for the LSC that will provide a range of
experiences and a sense of place, integrating the built and natural environments
and passive and active spaces. Where possible, connections to existing neighborhoods
surrounding the LSC should be created or enhanced.
30 approved and adopted
This Plan provides a site for a future elementary school in the LSC West District, should it be
needed to accommodate students that could be generated from build-out of the potential
residential densities. In addition, a future high school site has been reserved on the Crown
Farm in the City of Gaithersburg.
A fire station is needed in this area, and the northwest corner of Shady Grove Road and
Darnestown Road has been selected.
A new community center, the North Potomac Recreation Center, is planned on Travilah Road
adjacent to Big Pines Local Park, as recommended in the 2002 Potomac Subregion Master
Plan. This Plan recommends that consideration be given to the purchase of a site for a new
local park in the Quince Orchard area.
As the LSC grows into a major hub for life sciences research and development, a library
specializing in science and medical research may be desirable. A high technology library could
provide an inspiring environment for innovation and entrepreneurship, a place where students
of all ages can rub shoulders with the industry’s best minds. A publically accessible specialized
library could be funded through private sector development contributions to an amenity fund
and could be located at Belward or the JHU-MCC site, or another appropriate location in LSC
Central.
Open Spaces
Thriving places rely on a high quality public realm. Parks and open spaces offer community
gathering places, foster a sense of place and civic pride, and encourage environmental
stewardship; essential components of community life. The best communities incorporate
substantial green elements and open spaces that provide opportunities for recreation, outdoor
socializing, collaborating, and connecting to nature. This Plan recommends that parks,
publicly accessible open spaces, civic gathering places, and trails be designed as part of a
comprehensive system that contributes to a sustainable community. To achieve this goal, an
interconnected pedestrian and bike path system should link new and existing neighborhoods to
parks and other destinations.
Additional parks and open spaces (described more fully in each District) will be created to
provide recreational opportunities that support and enhance the vision of the LSC. The future
open space system will support a vibrant and sustainable work life community by creating open
spaces that will be easily accessible by walking or transit and will provide a range of
experiences for a variety of people.
This Plan recommends a series of open spaces provided through a combination of public and
private efforts. Both residential and commercial development projects should provide
recreational facilities, open spaces, and trail connections that shape the public realm, help
implement the Plan recommendations, and serve existing and future employees and residents.
The open space system will include:
an extensive open space network on the Belward property with a variety of passive, active,
and cultural experiences
completion of the Muddy Branch Trail Corridor along the western edge of the Belward
property
civic greens at each CCT station
a shared park/school site in LSC West as well as a public civic green
development of Traville Local Park in LSC South
green corridors between and through major blocks linked by the LSC Loop to connect
destinations and integrate passive and active spaces
31 approved and adopted
an additional active use Local Park in the Quince Orchard area (outside the LSC; see
page 60).
Community Connectivity and the LSC Loop
The organizing element of the LSC open space plan is a 3.5-mile multi-use path loop
connecting the districts and destinations with extensions from the core loop that link to the
surrounding communities, including the cities of Gaithersburg and Rockville (see Map 11 on
page 33). Connectivity between the LSC Districts and adjacent neighborhoods is described
more fully in the following District section. The LSC Loop will run alongside existing streets,
such as Medical Center Drive and Omega Drive, and be completed on new streets in LSC
West. It will incorporate the proposed multi-use path next to the CCT through LSC West and
onto the Belward property.
The LSC Loop will link activity centers and community facilities, including the planned high
school on the Crown Farm (in the City of Gaithersburg), the historic Belward Farm, and the
civic green and retail center on LSC West. Creation of the loop (including landscaping and
facilities such as benches) will be the primary amenity requested of property owners. CCT
stations along the Loop include the Crown Farm, Belward, and LSC West. Each CCT station in
the LSC will have a public open space and property owners will also be requested to contribute
to the implementation of this amenity. From the Loop, paths will connect with other destinations
and activities in the area, including Fallsgrove and Traville. Traville Local Park, in LSC South, is
proposed to include a small rectangular field, half-court basketball, older children’s
playground, and a tot lot, and should be accessible from an extension of the LSC Loop.
The LSC’s existing stream buffer areas should be integrated with the Loop, offering passive
outdoor experiences. The on-road hard surface portion of the Muddy Branch Trail Corridor
intersects the Plan area at the southwest corner of the Belward property, and should connect to
the rest of the Countywide trail system.
Not all open space can or should be publicly owned and managed. Public amenity spaces in
new developments will provide recreation and open space. Public parks and publicly accessible
facilities and open spaces should complement each other and be seamlessly integrated to
create a cohesive pattern of open space.
The LSC Loop will:
create extensions (from the main loop) that connect surrounding neighborhoods with the
LSC, providing residents of these communities with access to the transit stations, activities,
amenities, and open spaces in the LSC Districts
create a primary recreational feature that connects the districts, destinations, and open
spaces throughout the area
provide connections to area amenities, including the historic Belward Farm, retail
destinations, the proposed high school and elementary school, and the natural path
system through the stream buffer areas
connect destinations by paths, including stream valley park trails such as Muddy Branch
integrate regulated green spaces such as wetlands, streams, and forest conservation
easements to provide passive recreational experiences
provide connections to Traville Local Park in LSC South.
32 approved and adopted
map 11 Community Facilities and Open Space Network
33 approved and adopted
The LSC Districts
The Plan’s land use, zoning, circulation, and design recommendations for the LSC districts
focus density at the proposed CCT stations to fulfill the Plan’s vision of connected centers.
table 2 life sciences center: existing and proposed development
existing existing and 1990 Master proposed
approved Plan 2010 Plan
commercial (sf) 6,940,000 10,700,000 13,000,000 17,500,000*
dwelling units 3,300 3,300 3,800 9,000
jobs 21,200 30,550 38,000 52,500
jobs-housing ratio 6.4 9.2 10.0 5.8
*Although zoning would allow up to 20 million square feet of development, the staging plan
limits development to 17.5 million square feet.
The largest property owners (20 acres or more) at the proposed CCT stations—JHU’s Belward
and MCC sites, Shady Grove Adventist HealthCare, DANAC, and the future developers of LSC
West (the PSTA site)—will be required to submit concept plans that demonstrate how their site
will achieve the Plan’s vision—highest densities and heights at the stations, mixed uses, a local
street network, neighborhood buffers, the LSC Loop, historic properties, and open spaces.
34 approved and adopted
LSC Central: A Medical and Biotech Center
This 230-acre district includes Shady Grove Adventist Hospital, several medical office
buildings, the Johns Hopkins University-Montgomery County Campus (JHU-MCC), the
Regional Institute for Children and Adolescents (RICA) and Noyes Institute facilities, and some
County social service uses. This area also includes the Key West Corporate Center and biotech
companies such as the J. Craig Venter Institute, BioReliance, and Otsuka.
Today, LSC Central is a single-purpose destination for workers, students, and hospital visitors.
While it should continue to focus on medical and biotech uses, other uses should be
introduced, including retail and a limited amount of housing (approximately 30 percent of
permitted floor area ratio). The Plan recommends a CCT station on Broschart Road near
Blackwell Road, and those streets should be enlivened with activating uses. Future
development, in its design and use, should be carefully planned to take advantage of transit
and contribute to creating a vibrant LSC hub.
Adventist HealthCare (AHC) and JHU, as the district’s largest property owners, will play a
significant role in achieving the land use vision. Population growth, combined with
demographic shifts and aging baby boomers, is fueling demand for additional capacity at the
Shady Grove Adventist Hospital. To meet these needs, the 48-acre facility will continue to
evolve, including centers of cardiac and vascular services, oncology, and women’s and
children’s services.
AHC intends to develop medical offices, diagnostic and outpatient treatment facilities, and
convenience retail. Accompanying these physical improvements will be structured parking,
landscaped open spaces, and other public amenities. Under the current zoning, AHC would
not be able to expand its facilities substantially. This Plan supports an expanded, first-class
medical center and recommends zoning changes to accommodate future growth.
Most of the land in LSC Central is zoned LSC. To implement the vision of a mixed-use, transit
oriented center, this Plan recommends modifying the LSC Zone to permit more uses, density,
and height. The revised zone would allow housing and the Plan recommends that up to 30
percent of the floor area ratio (FAR) in LSC Central could be residential. LSC Central properties
zoned R-200, O-M, and R&D are recommended for rezoning to the revised LSC Zone. One
zone for all LSC Central properties will enhance development or redevelopment possibilities,
provide consistent land use options and development standards, and improve design
cohesiveness.
The LSC Zone allows for a transfer of density from one LSC-zoned property to another LSC-
zoned property. This provision would allow a transfer of density from Belward to LSC Central,
but it is completely voluntary and could only occur at the property owners’ initiative. With a
transfer of density, if there is an offsetting reduction in FAR on Belward, the density and height
in LSC Central could be increased by 0.5 FAR and by 50 feet above what the Plan allows for
this district.
The Plan envisions redeveloping portions of the block surrounded by Broschart Road, Medical
Center Drive, Great Seneca Highway, and Blackwell Road. Currently, this area is developed with
low-density, low-scale uses. With a transit station along Broschart Road, portions of this block could
redevelop to higher densities with a mix of housing, retail, and employment uses. The Plan
recommends rezoning the RICA and Noyes facilities (from R-200 to LSC) to accommodate
redevelopment consistent with the vision for LSC Central if these uses are relocated.
A fire station is needed in this area and the selected location is the northwest corner of Shady
Grove Road and Darnestown Road. The 1990 Shady Grove Study Area Master Plan identified
this intersection for a possible grade-separated interchange, which is being removed by this Plan.
35 approved and adopted
map 12 LSC Central: Proposed Zoning map 13 LSC Central: Urban Form
R e c o m m e n d a t i o n s
Land Use and Zoning Urban Form and Open Spaces
Amend the LSC Zone to allow mixed uses and Locate the highest density and tallest buildings
increased density and height. (150 feet) adjacent to the transit station to form an
Amend the LSC zoning standards to reflect current identifiable center. Future developments should be
technology and allow future flexibility. well-integrated with each other.
Allow a maximum of 1.0 FAR for properties in LSC Create an identifiable LSC Loop along Medical
Central. Center Drive that connects pedestrians to other
Allow a maximum of 1.5 FAR for properties in the transit centers, the network of natural pathways
center of the district (bounded by Key West along the stream buffers, and the open spaces.
Avenue, Medical Center Drive, and Broschart Design Broschart Road as an urban street, lined
Road): AHC, JHU, and 9707, 9711, and 9715 with buildings and activating street-level uses. The
Medical Center Drive. east side of Broschart Road is shared by AHC and
Allow a maximum of 30 percent of permitted FAR JHU, and both property owners have opportunities
to be used for housing. to create a lively street edge that takes full
Rezone the RICA and Noyes properties from the advantage of transit station proximity.
R-200 Zone to the LSC Zone. Design Blackwell Road between the AHC and JHU
Rezone the R&D and O-M parcels to the LSC properties with a building edge and improved
Zone. connections.
Require submission of a Concept Plan prior to Provide at least 15 percent of the net tract area as
approval of any future individual development public use space.
projects for AHC and JHU to address the Plan’s Include the following public open spaces:
guidelines, including the location of the CCT, the - LSC Loop
highest densities and height at transit, the mix of - stream buffers
uses, creation of a local street network, and - urban square at the CCT station
provision of open spaces. - urban promenade to connect between
Accommodate a fire station on the northwest buildings and public spaces.
corner of Shady Grove Road and Darnestown
Road.
36 approved and adopted
map 14 LSC Central: Mobility
Mobility
Locate a CCT Station along Broschart Road near
Blackwell Drive in the vicinity of AHC and JHU.
Extend Blackwell Road between Medical Center
Drive and Broschart Road.
Create additional streets to encourage an urban
building form and to improve access and
circulation for pedestrians and vehicles.
Widen Key West Avenue (MD 28) to 8 lanes
divided.
Construct an interchange at Key West Avenue (MD
28) and Shady Grove Road.
37 approved and adopted
LSC West: A New Residential Community
Most of this 75-acre district is the County’s Public Safety Training Academy (PSTA), on 52
acres. The PSTA has been at this site, bordered by Key West Avenue, Great Seneca Highway,
and Darnestown Road, since 1973 when the area was mostly farmland. Since the 1980s, when
the County decided to create the LSC, the uses around the PSTA have changed dramatically.
This training facility for firefighters, police officers, and operators of large vehicles is next to the
County’s Innovation Center (Incubator), which provides space for biotech start-up businesses.
On the north side of Darnestown Road are a small retail center, medical office buildings, and
several single-family homes that have been assembled and are proposed for townhouse
development (RT-8 Zone).
While the PSTA is an important public facility, it has no relationship to the LSC. The County
recognizes that all of the PSTA’s needs cannot be satisfied at this location with its limited
expansion capability and has identified a site where the PSTA could be relocated.
The Plan supports relocating the PSTA and redeveloping the site with a residential community
that includes amenities and services, bringing housing opportunities within walking distance of
jobs in the LSC. The corner of Great Seneca Highway and Darnestown Road has the potential
to become a signature site. The Innovation Center could remain at this location or, ideally, be
incorporated into redevelopment of the PSTA or elsewhere in the LSC.
Creating a new community on publicly-owned land in the LSC West District provides an
opportunity for the County to engage outstanding practitioners of sustainable town planning,
layout, and design to help implement this Plan’s vision. Located between LSC Central and
Belward, the new LSC West community will be a hub of activity that draws people from the
other LSC Districts as well as surrounding neighborhoods. Residents of the new high density
housing in this District will enliven and activate the retail uses and open spaces. An
interconnected street grid will create walkable blocks with a synergistic mix of uses, including
ground-floor retail and wide sidewalks to accommodate outdoor cafes. The central, civic green
at the CCT station should be framed by buildings and be large enough for major outdoor
activities and gatherings, such as a summer concert series.
The Plan recommends the Commercial Residential (CR) Zone with a 1.0 FAR that could yield
2,000 dwelling units with supporting retail, services, open spaces, and community uses. The
CR Zone is recommended for the PSTA and PEPCO parcels (currently zoned R-90/TDR), the
Innovation Center (LSC Zone), the small retail center (C-3), and medical office buildings (O-M)
at the intersection of Darnestown Road and Key West Avenue. The following CR components
will promote development of the new residential community envisioned for LSC West: CR 1.0:
C 0.5, R 1.0, H 150. The Plan recommends that the two special exception uses (at 10109 and
10111 Darnestown Road) be rezoned from R-90/TDR to C-T (Commercial, transitional) and
confirms the RT-8 Zone for the remainder of parcels along Darnestown Road.
Residential buildings with the most density and height should be adjacent to the CCT station
and the new LSC West community should include retail, civic spaces, and, if needed, a new
public elementary school. If a new elementary school is needed, it could be combined with a
local park on the northern portion of LSC West. If the school is needed and if the northern area
is chosen, the proposed local street (see B-5 on Map 29 on page 54) should be eliminated to
create adequate space for a park/school site. If the school is not needed, a local public park
for active recreation should be provided. This park should be large enough to accommodate a
regulation size rectangular field. In addition to the park/school site, development should be
accompanied by a new public urban park to serve as the central civic open space for the
residential community. This public green space should be near the CCT station and one-half to
one acre in size to create a gathering place and focal point for the community.
38 approved and adopted
LSC West is the primary site for housing for the live/work community envisioned for the LSC.
This site is expected to provide a public school/park parcel, a civic green, a CCT station and
right-of-way, a road network, and structured parking. In addition, a significant water main
traverses the property. Without impairing the ability to achieve the uses and density for LSC
West, this Plan recommends that at least 35 percent of the incentive density attainable for this
site be achieved through the use of building lot termination (BLTs) easements and affordable
housing.
The Plan recommends that impacts to the forested area at the corner of Great Seneca Highway
and Key West Avenue be minimized. Since rare, threatened, or endangered species
information has never been gathered for this site, a Natural Resources Inventory should be
prepared when the site is redeveloped.
Future development or redevelopment of the Darnestown Road side of LSC West should be
compatible with the existing residential community of Hunting Hill Woods to the south (in the
2002 Potomac Subregion Master Plan). A proposed townhouse development (on the RT-8
parcels) in LSC West along the north side of Darnestown Road addresses land use
compatibility and design (with a maximum building height limit of 35 feet). If there is future
redevelopment of the existing retail and office uses at the corner of Darnestown Road and Key
West Avenue (zoned C-3 and O-M; recommended for CR), compatibility with Hunting Hill
Woods must be addressed.
This Plan encourages improved connectivity from the residential neighborhoods south of
Darnestown Road to the LSC West District. As the core of the District develops into a new
community with retail, open spaces, and a CCT station, adjacent communities should have
access to these amenities. The Plan recommends a Dual Bikeway/Shared Use Path along
Darnestown Road (DB-16) and there is an existing off-road shared-use path along Travilah
Road (SP-57) that is recommended to extend into LSC West (LB-5). In addition, an LSC Loop
extension is recommended from LSC West into LSC South (see Map 11 on page 33).
Opportunities to create new connections are limited by the character of existing neighborhoods
to the south, which are inward-facing with numerous cul-de-sacs, rear yards along
Darnestown, and only one access point at Yearling Drive. As shown on Map 16 on page 40,
an extension of Yearling Drive (which is aligned with the access driveway to the existing office
uses on the north side of Darnestown Road) may provide the best future opportunity for
improved access to the LSC West District. Opportunities for a public easement through the
proposed townhouse development could also be explored.
39 approved and adopted
map 15 LSC West: Proposed Zoning map 16 LSC West: Urban Form
R e c o m m e n d a t i o n s
Land Use and Zoning Urban Form and Open Spaces
Relocate the PSTA and create a new residential Extend the LSC Loop along Medical Center Drive
community on the site with supporting retail, open to connect pedestrians to other transit centers, the
space, transit, and community facilities. network of natural pathways along the stream
Rezone the PSTA and PEPCO parcels from R-90/TDR buffers, and the open spaces.
to the CR Zone. Locate a multi-story elementary school, if needed.
Rezone the County’s Innovation Center site from the Provide facilities for active recreation on the
LSC Zone to the CR Zone. park/school site.
Rezone the C-3 and O-M parcels to the CR Zone. Provide at least 15 percent of the net tract area as
Properties rezoned to CR have the following public use space.
components: CR 1.0: C 0.5, R 1.0, H 150. Integrate the following public open spaces:
Rezone 10109 and 10111 Darnestown Road - LSC Loop
(special exception uses) from R-90/TDR to C-T - stream buffers
(Commercial, transitional) to reflect the existing uses. - forest area along Great Seneca Highway and
Require a Concept Plan for LSC West with the first Key West Avenue
Preliminary Plan application to address the CCT - civic green at the CCT Station
location, the placement of highest densities and - urban promenade to connect between
building height at transit, creation of a local street buildings and public spaces.
network, public open spaces, and the LSC Loop. Use the visible corner at Darnestown Road and
Locate highest density housing and retail uses and Great Seneca as a signature site for a significant
the tallest buildings (150 feet) closest to the CCT building.
station to provide convenience and activity.
Minimize impacts to the forest at the corner of Key
West Avenue and Great Seneca Highway.
Accommodate a new public elementary school
combined with a local park, and a central public
40 approved and adopted
open space near the proposed CCT station.
map 17 LSC West: Mobility
Mobility
Locate a CCT station along Medical Center Drive
extended near the center of the LSC West site.
Create a grid of streets on LSC West as part of the
new residential community.
Widen Key West Avenue (MD 28) to 8 lanes
divided.
41 approved and adopted
LSC Belward: A New Science and Research Community
The Belward property, owned by JHU, is surrounded by major roads and residential
neighborhoods on three sides. The 1990 Shady Grove Study Area Master Plan designated
Belward as part of the greater Life Sciences Center and recommended it be developed as a
research campus with a limited amount of employee housing. JHU received Preliminary Plan
approval in 1996 for 1.8 million square feet on 138 acres, a density of 0.3 FAR in the R&D
Zone. The eastern portion of the property, with access from Key West Avenue, was sold and
developed. The remaining 107 acres is undeveloped.
This Plan recommends increased density on the Belward property (1.0 FAR), served and
supported by a CCT transit station. The Plan recommends that both the 107-acre undeveloped
Belward property as well as the developed, eastern portion, be rezoned from the R&D Zone to
the revised LSC Zone to allow higher densities and height focused at the CCT station.
Development on the Belward property may include housing for the employees and/or visiting
researchers. Plan recommendations allow a concentrated and compact form of development
for Belward that is centered around transit. This denser building pattern (with structured
parking) creates opportunities for an extensive open space system. Previous plans for Belward
were a conventional suburban office park model with sprawling, low-density, auto-dependent
development, vast amounts of surface parking lots, and few community amenities intended for
use by residents or workers not on the Belward campus. Compatible transitions and buffers for
the adjacent single-family neighborhoods are critical.
As discussed in the LSC Central section, the LSC Zone allows for a transfer of density from one
LSC-zoned property to another LSC-zoned property if recommended in the master plan. This
Plan provides the option for a transfer of density from Belward to LSC Central. A density
transfer is completely voluntary and could only occur at the property owner’s initiative and
discretion. With a transfer of density, if there is an offsetting reduction in FAR on Belward, the
density and height in LSC Central could be increased by 0.5 FAR and by 50 feet above what
the Plan allows for in this district.
The design and layout of Belward should be sensitive to the residential neighborhoods that
surround the site. To create appropriate transitions and minimize impacts, the Plan
recommends substantial open spaces, particularly on the three sides of Belward that are
adjacent to neighborhoods. Development around the north, west, and south perimeters—
adjacent to the Mission Hills buffer, the Muddy Branch Park, and Darnestown Road—should
be compatible with surrounding neighborhoods in bulk, scale, and building height. Heights
should transition from the highest (150 feet maximum) in the blocks immediately surrounding
the CCT station to lowest at the edges of the property (50 feet maximum) and immediately
adjacent to the historic area (60 feet maximum). Ultimately, the Planning Board will need to
make the tradeoff between height and open space at the time of development. Rear walls and
service areas should not face the surrounding neighborhoods. Generally, parking should be
located in garages that are placed in the center of blocks and surrounded by buildings.
The property’s historic Belward Farm includes the 1891 farmhouse, barns, and outbuildings. A
6.98-acre environmental setting was established for the historic properties by the 1996
Preliminary Plan approval, and includes the driveway from Darnestown Road to preserve views
of the site.
Due to the proposed increase in development recommended for Belward, this Plan
recommends expanding the historic farmstead’s environmental setting to between 10 and 12
acres. New development adjacent to and near the farmstead must be compatible in scale and
graduated in height (no higher than 60 feet immediately adjacent to the historic site) to be
sensitive to the historic resource. Views of the farmstead from Darnestown Road, as well as
other vantage points within Belward should be incorporated into future site planning and
42 approved and adopted
design. Reuse of the Belward Farm offers opportunities for community-serving uses such as a
cultural, recreational, or educational center that could become a destination on the CCT and
the LSC Loop.
The open space system for the Belward District includes an extensive network of passive and
active recreation linked by an internal path system with connections to the LSC Loop and the
surrounding communities. By concentrating density in a compact form (with a limited amount
of taller buildings and parking garages), substantial amounts of open space can be created.
Placing parks and open spaces around the edges of Belward provides compatible transitions
and buffers for the adjacent single-family neighborhoods. From natural, passive areas with
trails next to streams to an activated urban square at the CCT station, a range of outdoor
experiences are planned, all of which would be connected by trails that allow visitors to go
from one open area to another by foot. As outlined below and shown on Map 18, the Plan
recommends nearly 50 acres of open space.
Muddy Branch Park will consist of a minimum of 12 acres (with a minimum width of 100
feet along Muddy Branch Road) for active and passive recreation, including informal and
organized playing areas and tree-lined edges at the perimeter. One rectangular field for
active recreation could be provided in this area. The landmark tree in this area should be
a focal point in the design of the park and open space. The park should be designed to
create a sense of place and destination for existing and future residents with attractive
amenities such as gardens, walking paths and water features. The Muddy Branch Trail
Corridor and a countywide bikeway connection (DB-24; dual bikeway/shared use path)
must be completed on the Belward side of Muddy Branch Road.
Mission Hills Preserve will create a 200-foot wide buffer between the rear property line of
the nearest Mission Hills homes and any buildings on the northern side of Belward. In
addition, 200-foot wide stream buffers will be created around two tributaries of the Muddy
Branch, limiting development in this portion of the property. Mission Hills Preserve,
combined with the two stream buffers, will create a 20-acre area for reforestation and
passive recreation that should include natural surface trails that connect with the other
open spaces on the site.
Darnestown Promenade will include a three-acre landscaped buffer (60-feet wide) along
Darnestown Road that maintains vistas to the historic farmstead, includes the landmark
sign (boulder and plaque), and creates a tree-lined pedestrian path that connects to the
on-site path system as well as the LSC Loop. The buffer will be significantly deeper on the
western portion of the site where it merges with the Muddy Branch Park. In addition, a
countywide bikeway (DB-16) must be completed along Darnestown Road.
Belward Commons and Historic Farmstead will include 10 to 12 acres of open space
surrounding and including the historic farmstead buildings. Views of the farmstead from
Darnestown Road and residential neighborhoods to the south and west, as well as other
vantage points within the site, should be preserved to the extent practicable, consistent with
other Master Plan objectives for this site. Reuse of the historic buildings offers opportunities
for community-serving uses that could include active indoor recreation or cultural activities.
A weekend farmers market could be established here.
Urban Square at the CCT Station is envisioned as a hub of daily activity with space for
special events and gatherings and some community retail for the convenience of CCT
riders, workers, and area residents.
When a development plan application for Belward is submitted, the Planning Board should
seek to maximize open space adjacent to existing residential neighborhoods and, to the extent
feasible, maintain views of the historic farmstead. The Muddy Branch Park and all open spaces
proposed on Belward are to be publicly accessible while remaining privately owned,
constructed, and maintained. At the time of development plan approval, the Planning Board
will ensure that the recreation and open space facilities in the approved development plans are
43 approved and adopted
built to suitable recreation standards and that the Muddy Branch Park will be substantially
completed before the property owner receives building permits for more than 25 percent of the
total development allowed on the property.
Development in accordance with this Plan should add value and enhance the quality of life in
the area by creating substantial amenities, recreational opportunities, and phasing new
development with the provision of transit and infrastructure to support it. This Plan recommends
that connections be created so that residents from surrounding neighborhoods have access to
these amenities. Residents should be engaged throughout all phases of the Belward
development review process to provide comments and suggestions on issues such as
connectivity, plans for open space, and other amenities. As shown on Map 20, the Plan
recommends new streets on Belward, including one aligned with Midsummer Drive that can
provide access from the Washingtonian Woods neighborhood. The bikeway and trail
connections mentioned above will improve access. Options for more direct links from the
surrounding communities to Belward should be explored as development proceeds.
map 18 LSC Belward: Open Space
44 approved and adopted
map 19 LSC Belward: Proposed Zoning
R e c o m m e n d a t i o n s
Land Use and Zoning
Rezone the Belward property from R&D to the LSC
Zone and allow up to 1.0 FAR.
Require a Concept Plan with the first Preliminary
Plan application to address the Plan’s guidelines, Historic Belward Farm
including the CCT location, the highest densities Preserve views of the farmstead, to the extent
and height at transit, preservation of the historic practicable, from Darnestown Road and
property and views of the farmstead, creation of a residential neighborhoods to the south and
local street network and the LSC Loop, the open west, consistent with other Master Plan
objectives for this site.
space system, neighborhood buffers, and
connections from surrounding residential Step new buildings down to 60 feet (four
neighborhoods. stories) adjacent to the Belward Farm.
Maintain Belward as an open campus Use the site, including the house and barns,
development. for recreational, educational, social, or
Provide a network of active and passive open cultural uses that complement the community
spaces. and new development.
Preserve open space and mature trees
surrounding the farmstead. Retain an
environmental setting large enough to convey
the agricultural character of the historic
resource, between 10 and 12 acres.
45 approved and adopted
map 20 LSC Belward: Urban Form
To
the north and immediately adjacent to Belward is the Mission Hills neighborhood, a subdivision of 52 single-family
homes in the City of Gaithersburg. Across Muddy Branch Road to the west are the Washington Woods and Westleigh
neighborhoods, also in the City of Gaithersburg. South of Darnestown Road are the North Potomac neighborhoods, in
County’s 2002 Potomac Subregion Master Plan.
the
Urban Form and Open Spaces
Concentrate the highest density and building Provide at least 20 percent of the net tract areas as
heights
(150 feet) near the CCT station. public use space.
Organize
the significant roads and buildings to Create an open space along Muddy Branch Road
provide
views of the historic Belward Farm. with a minimum width of 100 feet and a 60-foot
Complete
the Muddy Branch Trail Corridor from landscaped buffer along Darnestown Road.
Dufief Mill Road and Darnestown Road to Great Provide one rectangular field for active recreation
Seneca Highway along the Belward property on in the Muddy Branch Park, with permitting by the
side of Muddy Branch Road.
the east Parks Department.
Create the LSC Loop along Medical Center Drive Preserve and augment the trees along the northern
and Decoverly Drive to connect pedestrians with boundary as a transition to the existing single-
other transit centers, the network of natural family houses in Mission Hills.
pathways
along the stream buffers, and the open Provide a 200-foot buffer along the property’s
spaces.
northern edge, adjacent to Mission Hills, between
Preserve
the landmark tree on the Muddy Branch the property line of the single-family homes and
Road side of the property. any buildings on Belward.
Include the following public open spaces: Provide a 100-foot wide stream buffer on either
-
LSC Loop side of the two tributaries of the Muddy Branch.
-
stream buffers that may include natural
surface trails
- Belward
Farm environmental setting
- urban
square at the CCT station
- urban
promenade connecting buildings and
public
spaces.
46 approved and adopted
map 21 LSC Belward: Mobility
Mobility
Provide a CCT station on the Belward property Build the proposed trail connection (a non-
along Decoverly Drive extended near the park connector between recreational
intersection with Medical Center Drive extended. trails/bikeway) on the east side of Muddy
Extend Decoverly Drive across Great Seneca Branch Road from Darnestown Road to Great
Highway into and through the Belward site to Seneca Highway.
Muddy Branch Road. Improve connections and access from
Create a network of new streets with short blocks. surrounding neighborhoods to enable
Provide a comprehensive pedestrian network residents to easily access the CCT station, the
throughout Belward with an emphasis on easy and LSC Loop, the historic site, as well as other
convenient access to the proposed CCT station. amenities in the Belward District.
Implement the LSC Loop, including natural surface Widen Key West Avenue (MD 28) to 8 lanes
trails through the stream valleys and connected divided.
paths and sidewalks throughout the site and in the Construct interchanges at Great Seneca
perimeter buffer areas. Highway (MD 119) and Sam Eig Highway and
at Great Seneca Highway (MD 119) at Muddy
Branch Road.
47 approved and adopted
LSC North and Washingtonian Cluster: Residential and Office
The 195-acre LSC North District is developed with several office parks, including DANAC, the
National Association of Securities Dealers, Shady Grove Executive Center, and the Bureau of
National Affairs. These properties are zoned I-3, O-M, and C-2. LSC North also includes the
residential communities of Decoverly, with 1,144 townhouse and multifamily units along
Diamondback Drive west of Decoverly Drive. The Washingtonian residential area is part of this
Master Plan, but is geographically separated from the Life Sciences Center by the Crown Farm,
which is in the City of Gaithersburg. The Washingtonian cluster is a housing resource for those
who work in the LSC. As such, for purposes of staging, this area is included in the total amount
of existing and approved dwelling units (3,300).
The LSC North CCT station is located on the east side of the DANAC property as part of the
CCT alignment through the LSC. The Plan recommends that the DANAC property be rezoned
from the I-3 Zone to a CR Zone. Rezoning DANAC to a mixed use zone with higher density will
take better advantage of this transit station location. The DANAC parcel on the southeast
corner of Key West Avenue and Diamondback Drive (the 6.93-acre Lot 7) is largely
undeveloped and is adjacent to the proposed CCT station on the east side of the property. The
recommended Zone for this parcel (Lot 7) is: CR 2: C 1.5, R 1.5, H 150. The remainder of the
DANAC property should be zoned CR 1.0: C 0.5, R 1.0, H 80. Building height along
Decoverly Drive adjacent to the residential community to the north is limited to 50 feet within
100 feet of the Decoverly Drive right-of-way (not including the 50-foot transit right-of-way).
The Plan does not recommend any zoning change to the National Association of Securities
Dealers site. The Plan encourages mixed-use infill for the Shady Grove Executive Center and
Bureau of National Affairs sites and recommends CR 1.5: C 1.5, R 1.5, H 100. Residential
uses are encouraged, as are pedestrian-oriented local retail facilities that are compatible with
and provide convenience for residents. Public benefits that improve connectivity and mobility or
add to the diversity of uses and activity are encouraged. These should include the LSC Loop
along Omega Drive as well as pedestrian connections to CCT stations at DANAC and Crown
Farm.
map 22 LSC North: Urban Form
48 approved and adopted
map 23 LSC North: Proposed Zoning map 24 LSC North: Mobility
R e c o m m e n d a t i o n s
Extend Decoverly Drive north from its current terminus, into and through the Crown Farm
to Fields Road.
Extend Diamondback Road north from its current terminus into and through the Crown
Farm to Fields Road.
Rezone DANAC from the I-3 Zone to the CR Zone.
Rezone the Shady Grove Executive Center property from the C-2 and O-M zones to the
CR Zone.
Rezone the Bureau of National Affairs property from the O-M Zone to the CR Zone.
Provide for the LSC Loop, to be accompanied with the CCT from Fields Road to
Diamondback Drive, and then along Decoverly Drive and across Great Seneca to the
Belward site.
Widen Key West Avenue (MD 28) to eight lanes divided.
Construct interchanges at Great Seneca Highway (MD 119) and Sam Eig Highway and at
Key West Avenue (MD 28) at Shady Grove Road.
49 approved and adopted
LSC South: Mixed‐Use Center
This 245-acre district south of Darnestown Road includes the Traville community’s retail and
residential uses, Human Genome Sciences (HGS), and the Universities at Shady Grove, an
innovative academic center that is part of the University System of Maryland.
LSC South is in the Watts Branch Watershed and is part of the Piney Branch sub-watershed,
which was designated a Special Protection Area (SPA) due to its fragile ecosystem, unusually
good water quality, and susceptibility to development pressures. SPAs require approval of a
water quality plan demonstrating a high level of stormwater control and treatment.
Accordingly, this Plan recommends minimal additional development.
The retail and residential developments at Traville are built-out, with approximately 100,000
square feet of retail and 750 dwelling units, 230 of which are senior housing. The HGS site is
approximately half built-out. The Universities at Shady Grove have produced a master land use
plan for their site, which is approximately half built-out.
This Plan recommends that the 5.2-acre property on the southeast corner of Darnestown Road
and Travilah Road be rezoned from C-4 to CR 0.75: C 0.5, R 0.75, H 80 to allow the
possibility of mixed-use or residential development at this corner.
Only the 13-acre Rickman property on Travilah Road is undeveloped. The Plan recommends
the Rickman property be rezoned from the R&D Zone to CR 0.5: C 0.5, R 0.5, H 80. The CR
Zone has a height limit of 40 feet for standard method development. However, a maximum
height of 80 feet on this property could be considered to minimize imperviousness and
encourage compact development, which may include parking underneath buildings (ground-
level). The Rickman property is not subject to the Staging requirements.
The Piney Branch SPA bisects the Rickman Property. A key to protecting water quality in the SPA
is limiting impervious surfaces. Development within this SPA requires a water quality plan that
details how stormwater runoff will be managed to prevent further degradation to water quality
in the SPA. The water quality plan is prepared by the developer and reviewed and approved
during the development review process. Guidelines for the development of the Rickman
property are provided below. In addition, a population of state endangered Krigia dandelion is
located east of the property along Shady Grove Road. The road was specifically aligned to
avoid disturbance of this plant. Further development in this area should avoid disturbance of
this population and provide a buffer area from new uses.
This Plan encourages the physical and visual integration of LSC South with the areas north of
Darnestown Road, through building design and massing, street character and improved
connections across Darnestown Road, and access to the CCT stations at LSC Central and
West. These stations are between one-half to three-quarters of a mile (a 10-15 minute walk)
from LSC South destinations. With higher density development around the CCT stations, the
transit locations will become more visible and recognizable as landmark features.
HGS and USG, along the south side of Darnestown Road, have developed as campus-style,
inward-focused designs with parking lots adjacent to Darnestown Road. Future development at
these sites should create a building edge along Darnestown Road near Great Seneca Highway.
On the north side of Darnestown Road, redevelopment of the PSTA site will also create
opportunities for new buildings to address the street edge, especially the corner of Darnestown
Road and Great Seneca Highway.
50 approved and adopted
map 25 LSC South: Proposed Zoning map 26 LSC South: Urban Form
Extending Great Seneca Highway as a local business district street south of Darnestown Road
provides an additional, signalized access point for LSC South. This proposed improvement
should be coordinated with HGS’s and USG’s future plans, including their internal street
network. A major benefit of improving the intersection of Great Seneca Highway and
Darnestown Road would be to provide direct access, particularly for pedestrians and bicyclists,
between LSC South and the proposed CCT station at LSC West.
51 approved and adopted
map 27 LSC South: Mobility map 28 Watersheds
R e c o m m e n d a t i o n s
Rezone the Rickman site to CR 0.5: C 0.5, R 0.5, H 80. Development of the property must
address the following guidelines.
- Minimize impacts to the SPA by orienting buildings and parking nearer Travilah Road,
outside the SPA boundary to the extent feasible.
- Ensure proper sediment control during construction.
- Consider parking underneath buildings (ground-level), compact development design,
and other techniques to minimize impervious surfaces.
- Consider placing recreation facilities that are not noise-sensitive closer to Shady
Grove Road.
- Consider meeting afforestation requirements in the area adjacent to the existing
protective strip along Shady Grove Road to enhance protection of the Krigia
dandelion population.
Rezone the property at the southeast corner of Darnestown Road and Travilah Road from
the C-4 Zone to CR 0.75: C 0.5, R 0.75, H 80.
Protect the Piney Branch sub-watershed and support the SPA by limiting development in
LSC South beyond existing and approved projects to only the undeveloped Rickman
parcels on Travilah Road.
Extend Great Seneca Highway as a business district street south of Darnestown Road.
Improve pedestrian connections between LSC South and areas to the north—LSC West
and LSC Central—emphasizing pedestrian access to the future transit stations.
Construct Traville Local Park and provide connections to the LSC Loop.
52 approved and adopted
LSC Circulation
The Plan provides a comprehensive transportation network for all modes
of travel, including bicycle and pedestrian routes and constructing the
the CCT through the LSC. The local street network will supplement existing
arterials by extending and connecting existing roads, and by creating new
streets. In addition to the specific mobility recommendations for each
district, this section provides overall transportation goals and guidelines
for the LSC.
An enhanced and expanded transportation network will:
better integrate and connect the five LSC districts
improve local circulation and take trips off the major roads
improve the pedestrian environment
provide access to transit by creating short, walkable blocks directly
connected to CCT stations.
Street System
This Plan recommends a network of major highways, arterial roads, and
local streets that provide safe access and help shape the community’s
character. The Plan includes recommendations for major infrastructure
projects to support future growth and development based on buildout of
the LSC to the proposed maximum zoning capacity. Maximum zoning
capacity is not always achieved and some of the street network
recommendations may not be necessary. Staging of development and infrastructure provision,
particularly the CCT, is addressed in the Implementation section. A biennial monitoring
program will assess the pace of buildout and the need for infrastructure delivery.
The proposed local street network will create a finer grid and improve vehicular and pedestrian
connections between the districts. Streets and transit tie the districts together. The LSC Loop
unifies the pedestrian and bicycle circulation system with sidewalks, bikeways, trails, and paths
that provide mobility and recreation options.
The local street network should be built to business district street standards with sidewalks on
both sides. Business district streets are generally two lanes with parking on one side (60-foot
right-of-way) or both sides (70- or 100-foot right-of-way) and should include curb extensions at
crosswalks to further reduce pedestrian exposure to vehicular traffic. The proposed streets on
the LSC Circulation map are intended to show the general locations of new streets, not the
actual alignments. Specific alignments of proposed streets will be determined through the
regulatory development review process.
53 approved and adopted
map 29 LSC Circulation
R e c o m m e n d a t i o n s
Augment the master planned street network to include a grid of business district streets with
60-, 70-, and 100-foot right-of-ways. Master planned streets should be consistent with the
design standards in the County Code. Exceptions to this treatment include portions of Key
West Avenue and Sam Eig Highway, which will require separate design treatments.
Design local streets and intersections with pedestrian-friendly characteristics such as
minimal corner radii, special crosswalk pavement, wide sidewalks, and street trees.
Reconstruct Sam Eig Highway as a grade-separated highway within a 250-foot right-of-
way or other right-of-way necessary to adequately provide: three through lanes in each
direction; bus rapid transit (BRT); two-lane, one-way frontage roads connecting to
Washingtonian Boulevard, Fields Road, and Diamondback Drive; necessary slip ramps
between frontage roadways and Sam Eig Highway; and a full movement grade-separated
interchange between Great Seneca Highway and Sam Eig Highway.
Reconstruct Key West Avenue within a 200-foot right-of-way between Darnestown Road
and Shady Grove Road to provide a consistent design treatment including a wide
54 approved and adopted
landscaped median, eight through travel lanes (four in each direction), and a separate
curb lane that can serve as a through lane for transit vehicles and a right turn lane for
other vehicles during peak periods.
Construct urban diamond, grade-separated interchanges at two LSC locations: Great
Seneca Highway at Muddy Branch Road and Key West Avenue at Shady Grove Road.
Delete the proposed grade-separated interchange from the intersection of Shady Grove
and Darnestown Roads and from the intersection of Darnestown Road and Glen Mill Road
(previously recommended in the 1990 Shady Grove Study Area Master Plan).
Delete the proposed grade-separated interchange at Great Seneca Highway and Key West
Avenue (previously recommended in the 1990 Shady Grove Study Area Master Plan).
Develop a LSC bicycle network that facilitates bicycle travel in mixed traffic along local
streets. This network should include an interconnected system of shared use paths (Class I
bikeways) and shared signed roadways with wide curb lanes (Class III bikeways) or paved
shoulders (Class II bikeways).
Implement the LSC Local Bikeway network described in the Implementation section.
Transit System
Project planning for the CCT takes into account the potential need to
reconfigure existing bus service to avoid duplication and ensure the most
efficient allocation of vehicles and personnel. There are currently six Ride
On routes from the Shady Grove Metro Station, three of which provide
service to the LSC area, including Shady Grove Adventist Hospital and the
Traville Transit Center. When the CCT is in place, these routes may need
to be adjusted to ensure the most efficient service.
R e c o m m e n d a t i o n s
To reduce delays for transit and vehicles, CCT grade-separations at Key West Avenue and
Great Seneca Highway may be required.
Explore express bus service using value-priced lanes from I-270 and the Intercounty
Connector (ICC) to serve the LSC.
Explore shuttle bus routes serving the LSC area.
Travel Demand Management
With development focused in the LSC, the Plan recommends an aggressive non-auto driver
mode share goal. The current mode share in the LSC area is roughly 16 percent. The
proposed goal of 30 percent relies on a combination of land use (density, diversity, and
design) and zoning requirements, transit improvements (including the CCT), Travel Demand
Management (TDM) programs, and staging.
R e c o m m e n d a t i o n s
Actively manage parking supply and demand and promote shared parking efficiencies,
particularly relieving the requirement for smaller properties to self-park. Public/private
parking agreements should be encouraged as private properties redevelop and potentially
act as a funding source for the CCT.
Define public garage sites at Preliminary Plan for publicly-owned properties in LSC Central
(near Shady Grove Adventist Hospital) and LSC West.
Establish long-term parking space capacity limits in LSC Central, LSC West, and LSC
Belward.
Establish a 30 percent non-auto driver mode share goal for LSC employees.
55 approved and adopted
56 approved and adopted
areas and enclaves
The areas and enclaves are the portions of this Plan outside of the Life Sciences Center.
The areas include the western communities of Quince Orchard and the McGown property that
are contiguous to County land. Over time, due to municipal annexations, enclaves have been
created—geographic areas that are within the County’s jurisdiction, but are completely or
nearly completely surrounded by a municipality.
Five of the enclave areas are within the City of Gaithersburg and one (Hi Wood) is within the
City of Rockville:
The National Institute of Standards and Technology (NIST)/Londonderry-Hoyle’s Addition
Rosemont
Oakmont and Walnut Hill
Washingtonian Residential
Washingtonian Light Industrial Park
Hi Wood.
For the most part, these areas are built-out with stable, mature residential neighborhoods,
long-term institutional uses, or light industrial uses. While significant change is not anticipated
or recommended for most of these areas, this section highlights several issues, including the
need for a new local park in the Quince Orchard area. Existing land use and zoning maps for
the Plan area are included in this section.
Areas
Quince Orchard
The communities in the westernmost part of the Plan area are Quince Orchard, Orchard Hills,
Willow Ridge, and Parkridge. The Plan recommends that these residential neighborhoods be
maintained and preserved.
Quince Orchard and Longdraft Roads divide the County from the City of Gaithersburg. The
City’s 2009 Maximum Expansion Limits (MEL) include extensive areas in the vicinity of Quince
Orchard. This Plan does not support annexation, which would alter the logical boundaries that
currently divide the County and the City and could result in the loss of potential sites for County
parks, as occurred when the Crown Farm was annexed into the City of Gaithersburg.
57 approved and adopted
map 30 Area-wide Existing Land Use
58 approved and adopted
map 31 Area-wide Existing Zoning
59 approved and adopted
map 32 Quince Orchard: Existing Land Use
Areas east of Quince Orchard and Longdraft Roads are generally within the City of Gaithersburg.
Areas west of these roads and east of Seneca Creek State Park are in the GSSC Master Plan. Areas
south of Darnestown Road are covered by the County’s 2002 Potomac Subregion Master Plan.
60 approved and adopted
Parks
Parks are essential components of community life that protect the environment, establish
neighborhood identity, and provide valuable recreational opportunities. They should be
designed as part of a comprehensive open space system that supports recreation, a sense of
place, and a sustainable community.
The Quince Orchard Area includes:
Seneca Creek State Park (1,842 acres)
Orchard Neighborhood Park (12.3 acres) – Carrington Hill Drive
Quince Orchard Valley Neighborhood Park (89.2 acres) – Suffolk
Terrace.
The Countywide Park Trails Plan proposes a 250-mile interconnected system of
hard surface and natural surface trails in eight greenway corridors. The Seneca
Greenway Corridor forms the Plan area’s western boundary and provides a
continuous 25-mile natural surface trail along Seneca Creek between the
Potomac and Patuxent Rivers. Connections to Seneca Greenway Corridor from
Quince Orchard Valley Neighborhood Park should be provided.
The Land Preservation, Parks, and Recreation Plan (LPPRP) provides
recommendations and policy guidelines for future park development. The
LPPRP noted the need for additional recreation facilities in the I-270
Corridor including four rectangular fields.
The 1985 Gaithersburg Vicinity Master Plan and the 1990 Shady Grove
Study Area Master Plan both recommended a 10-acre local park on the Crown Farm, which
has since been annexed into the City of Gaithersburg and is no longer available for a County
park site. Consideration should be given, but not limited to the Johnson property at 12311
Darnestown Road. The Johnson family owns the largely vacant R-200 14-acre parcel on
Darnestown Road along with the adjacent C-1 commercial property. Ideally, a new local park
would provide two rectangular fields for active recreation. If the R-200 parcel is not acquired
as an active recreation park site, the parcel may be appropriate for residential use including
single family detached and townhouse units. Townhouse development could be requested
through a Local Map Amendment.
Longdraft Road
In 2008, the Montgomery County Department of Transportation (MCDOT) completed a
Facility Planning Study of Longdraft Road between Clopper and Quince Orchard Roads and
made recommendations for upgrades. The County Council chose not to proceed with Phase II
of the Longdraft Road facility plan.
Longdraft Road is currently two lanes, and for most of its length it has no curbs, gutters,
shoulders, or sidewalks. Along the 1.5-mile stretch that was studied, 30 residential driveways
and 13 intersections result in a large number of turning movements. Due to travel demand
forecasts and the extension of other area roads, improvements to Longdraft Road may be
needed to reduce existing and future congestion and improve vehicular and pedestrian safety.
This Plan recommends that Longdraft Road be retained in the Master Plan of Highways as a
four-lane arterial road.
61 approved and adopted
map 33 Quince Orchard: Existing Zoning
R e c o m m e n d a t i o n s
62 approved and adopted
Retain the existing residential and commercial zones and maintain the established
character of these neighborhoods.
Address the demands for active recreation in this area by acquiring land for a local public
park.
Provide a natural surface trail connecting Quince Orchard Valley Neighborhood Park to
the Seneca Greenway Corridor.
Retain Longdraft Road as a potential four-lane arterial road.
Promote planting street trees and neighborhood trees.
McGown Property
The McGown property is a largely undeveloped tract south of I-270 adjacent to the City of
Gaithersburg. It includes a 65-acre parcel zoned I-3 and a 10-acre parcel zoned R-200.
Access is currently via Game Preserve Road, a narrow, two-lane road adjacent to Seneca
Creek State Park that includes a one-lane tunnel under the CSX tracks.
Much of the property is wooded, including some high quality forest. Seneca Creek State Park
lies near the property to the west and the topography includes some significant steep slope
areas. Large scale development in this area will have the potential for significant negative
impacts to stream conditions unless the development is carefully designed to maintain the
natural topography, and the infiltration and runoff rate of the existing landscape.
The Plan recommends that Environmental Site Design (ESD) techniques be employed to
minimize any negative water quality impacts, but negative impacts will occur. The degree of
recovery of the stream will depend on the extent to which ESD design is successfully applied to
the area. Tributary streams draining the northern and southern portions of the McGown
property and streams south of Great Seneca Highway east of the Seneca Creek mainstem in
the Quince Orchard area are among those identified as priorities for stream restoration in the
Great Seneca and Muddy Branch Watershed Study.
The 10-acre, R-200 parcel features steep slopes, a mature oak-hickory forest with birds
common to an interior woodland, as well as mature mountain laurel in the understory with a
minimal presence of invasive species. The Plan recommends that this high quality forest be
preserved through a forest conservation easement or other method to be determined through
the development review process.
The proposed CCT is planned to run diagonally across the McGown property, with a stop co-
located with the MARC Metropolitan Grove Station. A CCT maintenance facility is also being
considered adjacent to the CSX rail line.
The City of Gaithersburg has approved two mixed-use developments adjacent to the McGown
property: Watkins Mill Town Center to the south and Casey East between I-270 and MD 355.
The Town Center project includes a 27-acre city park and the Casey East project includes a
site for the 6th District Police Station. To provide access to the City’s mixed-use developments,
several new roadway improvements would be required, including access ramps to I-270 that
extend onto the McGown property.
The McGown property is within the City of Gaithersburg’s Maximum Expansion Limits (MEL).
Since this property is somewhat isolated and disconnected from any centers of growth planned
in the County, annexation into the City of Gaithersburg may be appropriate. Annexation would
allow for a comprehensive and coordinated development that would be compatible with the
adjacent mixed-use projects approved by the City of Gaithersburg. This Plan supports a
moderate density, mixed-use development on the McGown property.
63 approved and adopted
R e c o m m e n d a t i o n s
Coordinate planning with the City of Gaithersburg.
Consider the Planned Development Zone at a moderate density (10-15 units per acre).
Preserve the property’s natural resources, particularly the high quality, mature forest on the
10-acre parcel.
Preserve and create connections to Seneca Creek State Park.
Provide right-of-way for Watkins Mill Road extended.
map 34 McGown Property: Existing Land Use
The McGown property is two parcels divided by the PEPCO right-of-way: a 65-acre site zoned I-3 and a
10-acre site zoned R-200. It borders Seneca Creek State Park to the northwest and the City of
Gaithersburg to the south and east.
64 approved and adopted
map 35 McGown Property: Existing Zoning
65 approved and adopted
Establish access points to the McGown property from Watkins Mill Road extended.
Provide off-ramp right-of-way for the proposed new interchange at I-270 and Watkins Mill
Road.
Establish and provide CCT right-of-way and provide for a transit station co-located with
the MARC station in the City of Gaithersburg.
Enclaves
The five enclaves that are completely or nearly completely surrounded by the
City of Gaithersburg are all within the City’s Maximum Expansion Limits (MEL)
and could be considered for annexation. This Plan does not recommend
significant changes for these areas.
National Institute of Standards and Technology (NIST)
NIST is a federal agency that promotes innovation and industrial
competitiveness by advancing measurement sciences, standards, and
technology. NIST researchers work with industry, academic institutions, and ©Robert Rathe
other government agencies. The 580-acre Gaithersburg facility has 3.4 million
square feet in a campus style research, development, and office complex. There are no plans
to significantly expand the facility, which is zoned R-200.
A CCT station is planned on the western side of the NIST facility. With 5,000 employees
(2,700 permanent and 2,300 contract), this station offers an opportunity to change commuting
patterns and is an important link in the future public transit network.
R e c o m m e n d a t i o n s
Coordinate with NIST to plan for the proposed CCT station along Quince Orchard Road.
Refer all plans for development at NIST, including campus master plans, to the
Montgomery County Planning Board as part of the mandatory referral process.
Preserve mature trees and forest.
Target stream buffer areas for forest planting and removal of invasive plants.
Londonderry and Hoyle’s Addition
Both the Londonderry and Hoyle’s Addition areas are appropriate for annexation into the City
of Gaithersburg. Hoyle’s Addition may be appropriate for townhouse zoning in the future. Any
future development should provide appropriate transitions to the surrounding residential areas
and protect the natural features.
R e c o m m e n d a t i o n s
Annexation of these areas into the City of Gaithersburg is logical and consistent with the
City’s MEL.
Maintain the existing zoning.
Target stream buffer areas for forest planting and removal of invasive plants.
Use low-impact development techniques to minimize runoff to stream systems.
66 approved and adopted
Map 36
map 36 NIST/Londonderry
NIST/Londonderry and
and Hoyle’s
Hoyle’s Addition:
Addition: Existing
Existing LandLand
Use
67 approved and adopted
map 37 NIST/Londonderry and Hoyle’s Addition: Existing Zoning
68 approved and adopted
Rosemont, Oakmont, and Walnut Hill
These primarily residential communities have little development potential and the stable
residential areas should be preserved. Several recommendations for this area reflect
consistency with the 2006 Shady Grove Sector Plan, particularly removing the CSX Transitway
easement along Oakmont Avenue and maintaining Oakmont Avenue as a two-lane arterial.
The 1982 Oakmont Special Study Plan recommended the C-T Zone for several single-family
houses along Oakmont Street at its intersection with Oakmont Avenue near the CSX tracks.
The C-T option was intended to buffer the single-family houses from the proposed transit
easement north of the CSX tracks and from the possible widening of Oakmont Avenue to four
lanes. Given the recommendations to remove the transit easement and maintain Oakmont as
two lanes, this Plan recommends removing the proposed C-T option.
Deer Park Bridge
Deer Park Bridge, known as the Humpback Bridge, was built in 1945 and added
to the Locational Atlas and Index of Historic Sites in 2005. The bridge spans the
CSX railroad tracks, providing a connection between Gaithersburg and the historic Town of
Town of Washington Grove. The bridge is near the Washington Grove MARC
station and reflects the origin and development of Washington Grove, Oakmont,
and Gaithersburg. As a local landmark, the Humpback Bridge is a familiar visual
feature. A timber bridge has been at this location since the 1880s. The bridge
was rehabilitated in 1988 and 2000.
The bridge is maintained by the Montgomery County Department of Transportation (MCDOT),
which evaluated its structural condition in 2008. MCDOT initiated a facility planning study
several years ago, which has been delayed due to concerns raised by the City of Gaithersburg
and the Town of Washington Grove. This Plan supports the ongoing efforts of MCDOT to
assess the bridge’s condition and explore appropriate alternatives, including rehabilitation or
replacement that address safety, mobility, preservation, and fiscal considerations.
A life cycle cost analysis is also being conducted by MCDOT to compare bridge rehabilitation
with bridge replacement. MCDOT will share the result of the life cycle cost analysis with the
City of Gaithersburg and Town of Washington Grove, and then conclude the Deer Park Drive
Bridge Facility Planning Study.
Future restoration or rehabilitation work should preserve the bridge’s form, scale, and location.
The traditional use of wood is important, but materials should be considered with some
leniency. If deemed unsuitable for further rehabilitation for vehicular traffic, new uses may be
identified that would be compatible with its preservation, including exclusive use by bicyclists
and pedestrians. Heritage tourism goals include a railroad theme that could connect with this
resource.
R e c o m m e n d a t i o n s
Remove the proposed C-T zoning option on the R-200 properties in the vicinity of
Oakmont Street.
Designate Oakmont Avenue from the southern Plan boundary to Central Avenue with an
80-foot minimum right-of-way and two travel lanes, consistent with the 2006 Shady Grove
Sector Plan.
Plan for a grade-separated arterial roadway connection over the CSX tracks in the general
location of the Deer Park Bridge that respects the resource value of the existing bridge.
Remove the CSX Transitway easement along Oakmont Avenue, consistent with the 2006
Shady Grove Sector Plan.
69 approved and adopted
map 38 Rosemont, Oakmont, Walnut Hill: Existing Land Use
70 approved and adopted
map 39 Rosemont, Oakmont, Walnut Hill: Existing Zoning
71 approved and adopted
Improve stormwater management, reduce impervious surface, increase street tree planting,
and incorporate other low impact development and green building techniques if the
Walnut Hill Shopping Center redevelops.
Preserve and create connections following Muddy Branch parallel to Central Avenue.
Washingtonian Light Industrial Park
This 103-acre enclave is a light industrial area primarily zoned I-1 with a few C-3 parcels. The
Shady Grove Center north of Gaither Road was built in 1971 and has 108,000 square feet of
retail space on a six-acre site. If a new mixed-use zone emphasizing retail and office uses is
identified, it should be considered for the Shady Grove Center and other similar properties in
this area (i.e., the other I-1 properties with grandfathered retail uses) and may also be
appropriate for the two small areas zoned C-3.
R e c o m m e n d a t i o n s
Consider future commercial mixed-use redevelopment of the Shady Grove Center.
Retain the I-1 Zone and the C-3 Zone for all other properties in the Washingtonian Light
Industrial Park.
Reduce imperviousness, improve stormwater management, and implement other green
building techniques if there is redevelopment.
72 approved and adopted
map 40 Washingtonian Light Industrial Park: Existing Land Use
73 approved and adopted
map 41 Washingtonian Light Industrial Park: Existing Zoning
74 approved and adopted
implementation
This Plan recommends implementation strategies for zoning and staging public facilities and
infrastructure, and provides guidance for regulatory review.
Zoning
Life Sciences Center (LSC) Zone
For the LSC to achieve its potential, this Plan recommends retaining the LSC Zone but
modifying it to reflect contemporary standards, contribute to preserving the Agricultural Reserve
through Building Lot Termination (BLT) easements, and allow more density and uses without
diminishing the area’s primary mission as a medical and biotechnology hub. The original LSC
Zone and the R&D Zone are similar and both zones were applied to properties in the LSC
through the 1996 Sectional Map Amendment. This Plan recommends using a single zone for
properties where life science uses are encouraged. The revised LSC Zone would preserve the
zone’s primary purpose while introducing additional uses to help transform the LSC from a
single-use research park into a more vibrant center. After the Plan is approved and adopted,
along with a text amendment revising the LSC Zone, the zoning changes will be implemented
through a Sectional Map Amendment.
Commercial Residential (CR) Zones
The CR Zones allow a wide range of uses and require the designation of four elements: total
allowed floor area ratio (FAR), maximum commercial/non-residential (C) floor area ratio,
maximum residential (R) floor area ratio, and maximum building height (H). The CR Zone is
applied through a Sectional Map Amendment consistent with the recommendations of a sector
or master plan.
The CR Zone has two methods: standard and optional. The standard method allows up to 0.5
FAR and requires compliance with a specific set of development standards. The optional
method allows for greater density and height when supported by additional public benefits,
facilities, and amenities. The additional density may be achieved through a series of incentive
increases that can be combined to achieve the maximum allowable density.
The CR Zone and the LSC Zone allow contributions to a fund for off-site amenities that benefit
the public, subject to Planning Board approval. These projects must be identified in a master or
sector plan and appear in the CIP for contributions to be made.
The following projects would be eligible for private sector contributions.
Design and construct the public local park (the park/school site) on LSC West (PSTA).
Design and construct the public civic green space on LSC West (PSTA).
Design and construct amenities and open spaces proposed on the Belward site.
Fund a study of adaptive reuse options for the historic Belward Farm buildings.
Provide and construct a publicly accessible research library focused on science and
biotechnology.
Construct portions of the LSC Loop, including trails in stream valleys that connect to the
main path as well as to other destinations, open spaces, and activities in the LSC area.
Concept Plans
This Plan recommends that the largest property owners (20 acres or more) surrounding the
proposed CCT stations submit concept plans that demonstrate how their sites will achieve the
Plan’s vision, including placing the highest densities and building heights at the stations,
providing a mix of uses, creating a local street network, providing appropriate neighborhood
buffers, creating the LSC Loop, preserving historic properties, and providing open spaces.
75 approved and adopted
Concept plans should be submitted by JHU for Belward and the JHU-MCC site, by Shady
Grove Adventist HealthCare, by DANAC, and by the future developers of LSC West (the PSTA
site) with the Preliminary Plan application (for unapproved projects) or with Site Plan
amendments (for approved projects).
Staging
Master plan staging addresses the timing of development and the provision of key public
facilities. Staging assures sufficient capacity for the next phase of growth, provides essential
place-making facilities, helps achieve a desired form of development, as well as necessary
connections for efficient mobility within and around an area. Experience shows that all density
allowed by zoning is rarely built and certainly not all at once. Market absorption rates are one
limiting factor. Realizing the vision in this Plan will take time; its implementation should be
monitored to evaluate how development is achieving the vision.
The Annual Growth Policy (AGP) is used to establish the policies and procedures for
administration of the Adequate Public Facilities Ordinance (APFO). The LSC is in the R&D
Village policy area, where the AGP indicates that, by suburban standards, area roads are
congested and certain school clusters are overcrowded. Any new development will need to
mitigate a percentage of its impact before it can move forward. The goal of the APFO is to
ensure that transportation and school facilities have sufficient capacity for the Planning Board
to approve specific development projects.
In addition to the APFO standards, this Plan recommends staging to ensure that infrastructure,
particularly the CCT, is in place before development is allowed to proceed. Staging is applied
to all five LSC districts with the exception of the Rickman property in LSC South. Each
development stage will be initiated when all of the triggers for that stage are met. After a stage
has been triggered, individual properties can proceed with Preliminary Plan approval.
The CCT is the centerpiece of the Plan’s vision for the LSC. The Plan promotes transit-oriented
development by concentrating higher density uses near future CCT stations. Staging principles
seek to prevent the construction of low intensity uses at transit stations that could preclude or
delay the recommended higher intensity uses. To achieve the vision, a mix of uses, particularly
at transit stations, should be part of new development and redevelopment to enliven these
areas, increase and encourage transit use, and help create a more dynamic Life Sciences
Center.
The Plan provides stages and amounts of development that are tied to the CCT’s funding,
construction, and operation to ensure that transit is available as development proceeds.
Relocation of the PSTA from the LSC West District is a part of staging to ensure that the
alignment through the LSC can be achieved and to provide new housing with increases in jobs.
Staging also requires that the non-driver mode share be documented and that increases be
achieved over time, a goal that results in reduced traffic congestion and increased transit use.
Public institutions are not subject to staging because these projects are reviewed as mandatory
referrals.
Staging Requirements
In 2010, the LSC contains 7 million square feet of commercial development. Approximately
3.7 million square feet of commercial (non-residential) development has been approved but is
not yet built in the five LSC districts. The total existing and approved commercial development
in all five LSC districts is 10.7 million square feet. The total existing and approved dwelling
units in the LSC area is 3,300.
76 approved and adopted
This Plan recommends that the staging plan and its requirements be applied to all five LSC
districts except the Rickman property in LSC South. The 3.7 million square feet of development
in the pipeline is not subject to the Plan’s staging requirements unless a project’s Preliminary
Plan expires. The owner of a property approved for commercial development may re-subdivide
and convert to residential development and still be exempt from staging, provided that the
change in development will not increase the number of vehicle trips. This may require an
administrative adjustment in the number of approved jobs and housing units exempt from
staging. If a Preliminary Plan expires, the development capacity associated with it becomes
available to all eligible applicants. This released capacity would essentially shift from the
category of approved, pipeline development to the category of additional new development,
while the total in the stage would remain unchanged.
In Stage 1, the Plan provides for the current 10.7 million commercial square feet (existing
development and the approved pipeline), plus an additional increment of 400,000 square
feet. Health care services are exempt from the requirements of Stage 1. Development above
11.1 million commercial square feet cannot proceed until all the prerequisites for Stage 2 have
been met, including full funding of the CCT from the Shady Grove Metro Station to
Metropolitan Grove within the first six years of the County’s CIP or the State CTP.
Stage 1
Stage 1 allows an additional 400,000 square feet of commercial (nonresidential) development
and 2,500 additional dwelling units. Existing and approved development totals 10.7 million
square feet and Stage 1 allows 400,000 additional square feet for a total of up to 11.1 million
square feet. Health care services are exempt from the requirements of Stage 1. Stage 1 allows
2,500 additional residential dwelling units.
7,000,000 existing development
3,700,000 approved development
400,000 additional new development
11,100,000 Total Stage 1 commercial development
3,300 existing and approved dwelling units
2,500 additional new dwelling units
5,800 Total Stage 1 residential dwelling units
Stage 2
Stage 2 allows a total of 13.4 million square feet of commercial development and 7,300
dwelling units, of which up to 11.1 million square feet of commercial development and 5,300
dwelling units may have been built in Stage 1. After all the prerequisites required before Stage
2 have been met, development above 11.1 million can proceed, including an additional 2.3
million square feet of additional commercial development, up to a total of 13.4 million square
feet. Stage 2 allows 2,000 additional residential dwelling units.
11,100,000 Stage 1 development
2,300,000 Stage 2 additional new development
13,400,000 Total Stage 2 commercial development
5,800 Stage 1 dwelling units
2,000 Stage 2 additional dwelling units
7,800 Total Stage 2 residential dwelling units
Stage 3
Stage 3 allows a total of 15.7 million square feet of commercial development and 9,000
dwelling units, of which 13.4 million square feet of commercial development and 7,300
77 approved and adopted
dwelling units may have been built in Stages 1 and 2. After all the prerequisites required before
Stage 3 have been met, development above 13.4 million square feet can proceed, including
an additional 2.3 million square feet of new development, up to a total of 15.7 million square
feet. Stage 3 allows 1,200 additional residential dwelling units.
13,400,000 Stage 2 development
2,300,000 Stage 3 additional new development
15,700,000 Total Stage 3 commercial development
7,800 Stage 2 dwelling units
1,200 Stage 3 additional dwelling units
9,000 Total Stage 3 residential dwelling units
Stage 4
Stage 4 allows a total of 17.5 million square feet of commercial development and 9,000
dwelling units, of which 15.7 million square feet of commercial development and all the
residential development may have been built in the previous stages. After all the prerequisites
required before Stage 4 have been met, development above 15.7 million square feet can
proceed, including an additional 1.8 million square feet of new commercial development, up
to a total of 17.5 million square feet.
15,700,000 Stage 3 development
1,800,000 Stage 4 additional new development
17,500,000 Total Stage 4 development at full buildout
9,000 Stage 3 dwelling units
No Stage 4 additional dwelling units
9,000 Total Stage 4 residential dwelling units
table 3 staging of commercial development
78 approved and adopted
stages of development and requirements at each stage
Before Stage 1 begins, all of the following must occur:
Approve and adopt the Sectional Map Amendment.
Fund and begin operating the Greater Shady Grove Transportation Management District (TMD).
Designate the LSC Central, West, Belward, and North Districts as a Road Code Urban Area.
Include the entirety of the Rickman property on Travilah Road in the R&D Policy Area.
Document the baseline of non-driver mode share through monitoring and traffic counts.
Develop a monitoring program for the Master Plan within 12 months of adopting the sectional map
amendment that addresses the following:
- The Planning Board must develop a biennial monitoring program for the LSC. This program will include a
periodic assessment of development approvals, traffic issues (including intersection impacts), public
facilities and amenities, the status of new facilities, and the CIP and Growth Policy as they relate to the
LSC. The program should conduct a regular assessment of the staging plan and determine if any
modifications are necessary. The biennial monitoring report must be submitted to the Council and
Executive prior to the development of the biennial CIP.
- The Planning Board must establish an advisory committee of property owners, residents, and interested
groups (including adjacent neighborhoods in Gaithersburg and Rockville), with representation from the
Executive Branch, the City of Rockville, and the City of Gaithersburg that are stakeholders in the
redevelopment of the Plan area – to evaluate the assumptions made regarding congestion levels, transit
use, and parking. The committee’s responsibilities should include monitoring the Plan recommendations,
monitoring the CIP and Growth Policy, and recommending action by the Planning Board and County
Council to address issues that may arise, including, but not limited to, community impacts and design,
and the status and location of public facilities and open space.
- Dependent on availability of outside funding, the Planning Board must initiate an ongoing health impact
assessment of development in the Plan area, with the participation of the Montgomery County Department
of Health and Human Services, Department of Environmental Protection, Department of Transportation,
the City of Gaithersburg, and the City of Rockville.
Stage 1 New Commercial Development Allowed 400,000 square feet
Total Commercial Development Allowed 11.1 million square feet
New Residential Development Allowed 2,500 dwelling units
Total Residential Development Allowed 5,800 dwelling units
Before Stage 2 begins, all of the following must occur:
Fully fund construction of the CCT from the Shady Grove Metro Station to Metropolitan Grove within the first
six years of the County’s CIP or the State CTP.
Fully fund relocation of the Public Safety Training Academy from LSC West to a new site.
Fund the LSC Loop trail in the County’s six-year CIP and/or through developer contributions as part of plan
approvals.
Attain an 18 percent non-auto driver mode share (NADMS).
79 approved and adopted
Stage 2 New Commercial Development Allowed 2.3 million square feet
Total Commercial Development Allowed 13.4 million square feet
New Residential Development Allowed 2,000 dwelling units
Total Residential Development Allowed 7,800 dwelling units
Before Stage 3 begins, all of the following must occur:
CCT is under construction from Shady Grove Metro Station to Metropolitan Grove and at least 50 percent of
the construction funds have been spent.
Program for completion within six years any needed master-planned transportation improvement identified by
the most recent biennial monitoring review to be needed at this time.
Construct and open at least one public street (such as Medical Center Drive extended) across LSC West and
Belward to provide a direct connection across major highways and between the districts, contributing to place-
making and connectivity.
Attain a 23 percent NADMS.
Stage 3 New Commercial Development Allowed 2.3 million square feet
Total Commercial Development Allowed 15.7 million square feet
New Residential Development Allowed 1,200 dwelling units
Total Residential Development Allowed 9,000 dwelling units
Before Stage 4 begins, all of the following must occur:
Begin operating the CCT from the Shady Grove Metro Station to Clarksburg.
Program for completion within six years any needed master-planned transportation improvement identified by
the most recent biennial monitoring review to be needed at this time.
Attain a 28 percent NADMS.
Stage 4 New Commercial Development Allowed 1.8 million square feet
Total Commercial Development Allowed 17.5 million square feet
Total Residential Development Allowed 9,000 dwelling units
Plan Evaluation
Revisiting this Plan in regular intervals—focusing on the LSC—is particularly important to assess
how the area is developing, the need for infrastructure delivery, and if the vision is being
achieved.
The review of the Plan should examine:
the CCT’s delivery schedule
traffic generation and roadway performance
the jobs to housing balance—are local workers occupying the housing
the built form’s evolution
absorption rates to determine the rate of needed infrastructure delivery
costs to the County
the area institutions’ investment in the Plan’s vision.
80 approved and adopted
Transportation Network
This Plan provides a comprehensive transportation network for all modes of travel, including
transit, roads, bicycles, and pedestrians, to guide implementation of the Plan’s street and
highway system and bikeway and trails networks.
Street and Highway Classifications
This Plan proposes the following changes to the Master Plan of Highways.
Classify Sam Eig Highway as a Controlled Major Highway with grade-separated cross
streets and a frontage road system as described in the LSC Circulation section.
Remove roadways that have been annexed by the City of Gaithersburg:
- Louis Sullivan Drive
- portions of Fields Road
- portions of Diamondback Drive (although connection to Sam Eig Highway within City
of Gaithersburg is needed for network connectivity).
Delete the proposed Shady Grove Road/Darnestown Road and Darnestown Road/Glen
Mill Road interchanges recommended in the 1990 Shady Grove Study Area Master Plan.
Delete the proposed interchange at Great Seneca Highway (MD 119) and Key West
Avenue (MD 28) recommended in the 1990 Shady Grove Study Area Master Plan.
Retain the 1990 Shady Grove Study Area Master Plan recommendations for grade-
separated interchanges at:
- Sam Eig Highway and Great Seneca Highway (MD 119)
- I-270 at Watkins Mill Road extended (in the City of Gaithersburg).
Add new grade-separated interchanges at:
- Key West Avenue (MD 28) at Shady Grove Road
- Great Seneca Highway at Muddy Branch Road (in coordination with City of
Gaithersburg)
- Quince Orchard Road at Great Seneca Highway (in coordination with City of
Gaithersburg)
- I-270 and Gude Drive (in coordination with the City of Rockville).
Change the number of lanes for Oakmont Avenue from four to two, as recommended in
the 2006 Shady Grove Sector Plan.
Remove the CSX Transitway easement along Oakmont Avenue, as recommended in the
2006 Shady Grove Sector Plan.
Change the number of lanes for Key West Avenue from six to eight within the plan area.
Classify Game Preserve Road as a Rustic Road.
Change the number of lanes for Longdraft Road from four to two.
It is recognized that future social and technological changes may allow for equivalent mobility
and capacity to be achieved without building additional grade-separated interchanges. Such
mobility and capacity enhancements would need to be considered as alternative solutions to a
grade-separated interchange during a transportation project planning study, or the review of a
land development project. These enhancements include, without being limited to, increased
transit services, implementation of a robust street system that promotes walking and bicycling,
managed parking supply, provision of proactive travel demand management services, and
81 approved and adopted
operational improvements to at-grade intersections, streets, arterials and highways. Emerging
state and federal sustainable community initiatives incorporating climate change and energy
concerns may significantly reduce future demand for single occupancy vehicle travel,
potentially reducing the need for interchanges.
Prior to any interchange design, a feasibility study will examine the alternative mobility
enhancements described above and develop context-sensitive solutions. The Plan supports
context-sensitive improvements that are designed to facilitate community connections, minimize
right-of-way needs, and address visual and noise concerns through design elements such as
depressing roadways and ramps below grade. The feasibility study will include participation by
adjacent community representatives to help define community needs and context. All
transportation improvements should be planned, designed and constructed under the lens of
sustainability, balancing their effects on the natural environment, social community, and
economic resources.
map 42 Transportation Network
82 approved and adopted
table 4 street and highway classifications
road name limits minimum lanes1 target design
number r.o.w. speed standard
(m.p.h.)
Freeways
F-1 I-270 Great Seneca Creek to Shady 300' 12 - -
Grove Rd
F-9 I-370 I-270 to Frederick Rd (MD 355) 300’ 6 - -
Controlled Major Highways
CM-22 Key West Ave (MD Darnestown Rd (MD 28) to Shady 200’ 8 40 Custom
28) Grove Rd
CM-28 Sam Eig Hgwy Great Seneca Hgwy (MD 119) to I- 250’ 6+BRT 50 Custom (see LSC
270 Circulation
Section)
CM-90 Great Seneca Hgwy Great Seneca Creek to 150’ 6 50 2008.10
(MD 119) Gaithersburg city limit
Sam Eig Hgwy to Key West Ave 150’-200’2 6 45 2008.10
(MD 28)
Key West Ave to Darnestown Rd 150’ 6 45 2008.10
Major Highways
M-6 Frederick Ave Gaithersburg city limit to 120' 6 40 2008.01
(MD 355) Gaithersburg city limit
M-13 West Montgomery Darnestown Rd to 800' east of 150' 6 - 2008.04
Ave (MD 28) Darnestown Rd
M-15 Muddy Branch Rd Darnestown Rd (MD 28) to 150’ 6 45 2008.04 or .08
Decoverly Dr (extended)
Muddy Branch Rd Gaithersburg city limit to West 150’ 6 45 2008.04 or .08
Diamond Ave (MD 117)
Muddy Branch Rd Decoverly Drive (extended) to 170’ 2 6 45 2008.04
Gaithersburg city limit
M-22 Darnestown Rd Riffle Ford Rd to Muddy Branch Rd 120' 4 40 2008.04
(MD 28)
Darnestown Rd Muddy Branch Rd to Key West Ave 150' 6 40 2008.04
(MD 28) (MD 28)
M-24 Quince Orchard Rd Darnestown Rd (MD 28) to 150’ 6 40 2008.04
(MD 124) Longdraft Rd
Quince Orchard Rd Gaithersburg city limit to 170' 2 6 40 2008.04
(MD 124) Gaithersburg city limit
M-26 Clopper Rd Great Seneca Creek to Longdraft 150’ 4 to 6 45 2008.04
(MD 117) Rd
West Diamond Ave Quince Orchard Rd (MD 124) to 120' 4 to 6 45 2008.01
(MD 117) Muddy Branch Rd
M-42 Shady Grove Rd Darnestown Rd to 1,200’ west of 150' 6 40 2008.04
Frederick Rd (MD 355)
M-90 Darnestown Rd Great Seneca Hgwy to Shady 150’ 6 45 2008.10
Grove Rd
Arterial Roads
A-17 Watkins Mill Rd Clopper Rd (MD 117) to MD 355 NA3 4 - -
(City of Gaithersburg)
A-23 Rio Blvd Washingtonian Blvd (City of 80' 4 30 As built
Gaithersburg) to Fields Rd
A-33 Longdraft Rd Quince Orchard Rd (MD 124) to 80' 2 30 Custom
180' north of Longdraft Ct (City of
83 approved and adopted
road name limits minimum lanes1 target design
number r.o.w. speed standard
(m.p.h.)
Gaithersburg)
Longdraft Rd Golden Post Ln (City of 80' 2 30 Custom
Gaithersburg) to
Clopper Rd (MD 117)
A-34 Shady Grove Rd Darnestown Rd to Cavanaugh Dr 100’ 4 35 2004.09
A-103 Riffle Ford Rd Great Seneca Creek to 700' north of 80' 4 -
Woodsboro Dr
Riffle Ford Rd 220' east of Hallman Ct to 80' 4 40 2004.08
Darnestown Rd (MD 28)
A-255 Oakmont Ave East Diamond Ave/Washington 80' 2 30 Custom
Grove Ln to Plan boundary
A-261 Fields Rd from 1500' east of Rio Blvd (City of 150’2 4 30 2004.10
Gaithersburg) to 675' west of
Washingtonian Blvd (City of
Gaithersburg)
Fields Rd from150' west of Omega Dr (City of 150’2 4 30 2004.10
Gaithersburg) to Omega Dr
A-261a Omega Dr Fields Rd to Key West Ave (MD 28) 100' 4 30 2004.10
A-261b Diamondback Dr Plan boundary to Key West Ave 100'-150’2 4 30 2004.09
Broschart Rd Key West Ave to Medical Center Dr 100'-150’2 4 30 2004.09
A-261d Johns Hopkins Dr Key West Ave (MD 28) to Decoverly 100'-150’2 4 30 2004.10
Dr
Medical Center Dr Key West Ave to Key West Ave 100'-150’2 4 30 2004.10
A-263 Medical Center Wy Shady Grove Rd to Medical Center 100' 4 30 As built
Dr
A-280 Darnestown Rd Key West Ave (MD 28) to Great 100' 4 40 2004.10
Seneca Hgwy
Darnestown Rd Shady Grove Rd to West 100' 4 40 2004.10
Montgomery Ave (MD 28)
A-284 Decoverly Dr Muddy Branch Rd to Plan boundary 100'-150'2 4 30 2004.09
Business District Streets
B-1 Blackwell Rd Great Seneca Hgwy to Broschart 100’ 4 30 2005.03
Rd
Blackwell Rd Broschart Rd to Shady Grove Rd 100’ 4 30 2005.03
Blackwell Rd Darnestown Rd to Great Seneca 70’ 2 30 2005.02
Hgwy
B-2 Road A proposed new road 60’ 2 30 2005.01
B-3 Road B proposed new road 70’ 2 30 2005.02
B-4 Road C proposed new road 70’ 2 30 2005.02
B-5 Road D proposed new road 70’ 2 30 2005.02
B-6 Road E proposed new road 70’ 2 30 2005.02
B-7 Road F proposed new road 60’ 2 30 2005.01
B-8 Road G proposed new road 70’ 2 30 2005.02
B-9 Road H proposed new road 60’ 2 30 2005.01
B-10 Road I proposed new road 70’ 2 30 2005.02
B-11 Road J proposed new road 60’ 2 30 2005.01
B-12 Road K proposed new road 60’ 2 30 2005.01
B-13 Road L proposed new road 70’ 2 30 2005.02
B-14 Road M proposed new road 60’ 2 30 2005.01
B-15 Road N proposed new road 70’ 2 30 2005.02
84 approved and adopted
road name limits minimum lanes1 target design
number r.o.w. speed standard
(m.p.h.)
B-16 Traville Gateway Dr Shady Grove Rd to Medical Center 70’ 2 30 2005.02
Dr
B-17 Travilah Rd Darnestown Rd to Medical Center 70’ 2 30 2005.02
Dr Extended
B-18 Road Q proposed new road 70’ 2 30 2005.02
B-19 Road R proposed new road 60’ 2 30 2005.01
Industrial Streets
I-7 Gaither Rd Shady Grove Rd to Gaithersburg 100’ 4 30 Custom
city limit
I-8 Research Blvd Omega Dr to Shady Grove Rd 80' 4 30 2006.03
Primary Residential Streets
P-9 Central Ave 500' east of Frederick Ave (MD 355, 70' 2 25 2003.12
City of Gaithersburg) to 350' north of
Oakmont Ave (City of Gaithersburg)
P-14 Travilah Rd Darnestown Rd to Unicorn Wy 70’ 2 30 2003.10
Rustic Roads
R-63 Game Preserve Rd Clopper Rd (MD 117) to Frederick 70’ 2 N/A N/A
Ave (MD 355)
1
The number of planned through travel lanes for each segment, not including lanes for turning, parking,
acceleration, deceleration, or other auxiliary purposes.
2
Fifty feet of right-of-way is intended for provision of an exclusive transitway; where a range is specified, the
lower figure refers to non-transitway sections.
3
Watkins Mill Road is an arterial within city limits. As a significant connection to I-270, it is included in this table;
right-of-way requirements are deferred to the City of Gaithersburg.
85 approved and adopted
Pedestrian Network
Every trip starts or ends with a pedestrian trip. The pedestrian element of the transportation
network should emphasize the need for safe, contiguous, and accessible walking routes to
local destinations, especially transit. Providing a safe and pleasant pedestrian experience is a
challenge in areas designed for cars. Signal timing at intersections impacts pedestrian safety
and comfort. The County should continue to improve operations and infrastructure to meet
national guidelines, including the Manual for Uniform Traffic Control Devices and Americans
with Disabilities Act best practices.
R e c o m m e n d a t i o n s
Design local streets and intersections with pedestrian-friendly characteristics such as
minimal corner radii, special crosswalk pavement, wide sidewalks, and street trees.
Place sidewalks sufficiently away from curbs and travel lanes to separate pedestrians from
moving traffic.
Provide four-way crosswalks at intersections.
Provide sidewalks on both sides of public streets.
Create a grid of intersecting streets and short blocks in new developments or
redevelopment areas to support and encourage walking.
Design streets that are defined with buildings, animated with active uses, and include
streetscape and landscape features to encourage pedestrian activity.
Bikeway and Trail Systems
This Plan encourages walking and biking as an alternative to automobiles as well as for
recreation. This Plan supports efforts to implement safe and convenient pedestrian and bicycle
facilities through an inter-connected system of bikeways, trails, and sidewalks. The Plan area is
served by a network of existing bikeways and trails.
86 approved and adopted
map 43 Area-wide Bikeway Network
87 approved and adopted
The recommended Countywide and local LSC bikeway networks must be coordinated with the
cities of Gaithersburg and Rockville to ensure a linked system. Together, the Countywide and
local bikeways and the trails network will provide a framework for an interconnected system.
table 5 area-wide bikeways
recommended by the countywide bikeways functional master plan (CBFMP)
route name type limits status/condition description
number
BL-30 Shady Grove Rd bike lanes Frederick Rd implemented between MD part of a direct route to Shady Grove
east (MD 355) to 115 and Crabbs Branch Wy Metrorail station
Muncaster Mill Rd proposed between MD 355
(MD 115) and Crabbs Branch Wy
BL-32 Dufief Mill bike lanes Darnestown Rd existing roadway shoulder functions as bike
Rd (MD 28) to lanes
Travilah Rd
BL-34 Riffle Ford bike lanes Darnestown Rd to new proposal in 2005 important connection to South
Rd Germantown Rd CBFMP Germantown Park
(MD 118)
DB-15 Shady Grove Rd dual bikeway: Darnestown Rd to proposed forms part of connection to Shady
west shared use path Frederick Rd Grove Metrorail station; shared use path
and bike lanes to be implemented by Rockville, bike
lanes to be implemented by County
DB-16 Darnestown Rd dual bikeway: Seneca Rd to shared use path and bike provides direct connection to Rockville
north shared use path Glen Mill Rd lanes exist in segments; and forms part of connection to
and bike lanes bike lanes installed by SHA Gaithersburg from Poolesville; SHA-
from Seneca Road to provided 16' wide curb lanes should be
Muddy Branch Road striped as bike lanes
DB-17 Clopper Rd/ dual bikeway: Summit Ave to mostly proposed; shared provides direct connection to City of
Diamond Ave shared use path Clarksburg Rd use path Gaithersburg as well as several MARC
and signed shared (MD 121) exists in segments stations; improvements by SHA
roadway underway within Gaithersburg city limits
DB-23 Shady Grove dual bikeway: Darnestown Rd to modified proposal in 2005 suitable for both on-road and off-road
Rd extended shared use path River Rd (MD190) CBFMP facilities; important east-west connector
and signed shared between Potomac communities and
roadway cities of Rockville and Gaithersburg
DB-24 Muddy Branch Rd dual bikeway: Darnestown Rd to shared use path direct connection to City of
shared use path Diamond Ave existing; Gaithersburg; indirect connection to
and bike lanes bike lane proposed Gaithersburg MARC station; need
consistent-width path for entire
roadway; adequate r.o.w. exists for bike
lanes if road is improved in the future
88 approved and adopted
route name type limits status/condition description
number
DB-43 Key West Ave dual bikeway: Darnestown Rd to existing connection between countywide
shared use path Gude Dr bikeway network and City of Rockville
and bike lanes bikeway system
DB-44 Quince Orchard Rd dual bikeway: Clopper Rd to exists in segments; provides direct connection to
shared use path Darnestown Rd mostly proposed Gaithersburg; portion along NIST
and bike lanes frontage coterminous with SP-66, the
CCT shared use path
SP-57 Travilah Rd shared use path Darnestown Rd to Proposed; exists in connects to two major bikeways and
River Rd segments several local destinations; forms part of
alternate route to C&O canal
SP-59 Darnestown Rd shared use path Wootton Pkwy to existing forms part of important connection to
south West Montgomery City of Rockville and Rockville Metrorail
Ave (MD 28) station
SP-60 Longdraft Rd shared use path Quince Orchard Rd exists in segments connects to two major bikeways and to
to Clopper Rd City of Gaithersburg
(MD 117)
SP-63 Great Seneca Hgwy shared use path Darnestown Rd to existing provides excellent off-road connections
(MD 119) Middlebrook Rd between Germantown and Gaithersburg
SP-64 Frederick Rd shared use path Gude Dr to exists in segments; provides connection to downtown
(MD 355) Watkins Mill Rd mostly proposed Rockville and Gaithersburg
SP-66 Corridor Cities shared use path Shady Grove Metro mostly proposed; connects major employment centers in
Transitway Station to segments exist as the I-270 Corridor north of Rockville;
Frederick Rd (MD part of other intended to parallel the CCT and be
355) bikeways implemented as part of CCT project,
regardless of mode or alignment
SP=Shared Use Path BL=Bike Lanes DB=Dual Bikeway
89 approved and adopted
LSC Bikeways
This Plan’s recommended local bikeway network supplements the regional framework provided
by the Countywide Bikeways Functional Master Plan and the Countywide Park Trails Plan. The
local LSC bikeway network will connect to area schools, parks, open spaces, and commercial
centers as well as to the Countywide system.
table 6 LSC bikeways
name type limits status/condition discussion
LB-1 dual bikeway: circular loop proposed 3.5- mile recreational path connecting
LSC Loop shared use path through the major destinations in the LSC districts.
with signed shared LSC Portions coterminous with SP-66, the
roadway CCT shared use path
LB-2 shared use path Sam Eig Hgwy to existing and proposed, connects mixed-use area to the local
Washingtonian Blvd 850' northwest of short segments exist and City of Gaithersburg bikeway
Fields Rd (City) networks
LB-3 dual bikeway: Key West Ave to existing path; signed connects mixed-use areas to the
Diamondback Dr shared use path Decoverly Dr shared roadway proposed countywide bikeway network on Key
with signed shared West; should extend through Crown
roadway Farm to Fields Road; coterminous with
SP-66, the CCT shared use path
LB-4 dual bikeway: Shady Grove Rd to proposed connect countywide bikeway on Shady
Blackwell Rd shared use path Medical Center Dr Grove Rd to LSC and City of Rockville
with signed shared extended
roadway
LB-5 shared use Medical Center Dr proposed connect LSC Loop on Medical Center
PSTA path extended through Dr to the PSTA site and across
PSTA to Darnestown Darnestown Rd to countywide SP-57
Rd and DB-16
LB-6 Signed shared Medical Center Dr to proposed connect LSC Central to the countywide
Medical Center Wy roadway Shady Grove Rd network and City of Rockville paths and
destinations
LB-7 shared use path Key West Ave to proposed connect to LSC Loop, CCT station,
Belward Property along the CCT Muddy Branch Rd historic farm, and countywide DB-24 on
alignment Muddy Branch Rd; coterminous with
SP-66, the CCT shared use path
LB-8 shared use path Washingtonian existing connects Rio and future Crown Farm
Sam Eig Hgwy Blvd to Great development to the countywide
Seneca Hgwy bikeways; to be reconstructed along
the west side of frontage road system
described in LSC Circulation section
LB=Local Bikeway
90 approved and adopted
map 44 LSC Bikeway Network
R e c o m m e n d a t i o n s
Provide Countywide and local bikeways as recommended on the bikeway tables and
maps.
Provide a continuous bikeway as part of the CCT.
Include bikeway and pedestrian paths as part of all grade-separated interchanges.
Complete the trails network, including:
- the Muddy Branch Trail Corridor from Dufief Mill Road and Darnestown Road to
Great Seneca Highway on the east side of Muddy Branch Road adjacent to the
Belward property
- a natural surface trail connection between Quince Orchard Valley Park and the
Seneca Greenway Corridor.
91 approved and adopted
map 45 Trail Network
Proposed Capital Improvement Projects
The Capital Improvements Program (CIP) funded by the County Council and implemented by
County agencies, establishes how and when construction projects are completed. The CIP
cycle starts every two years when regional advisory committees and the M-NCPPC hold forums
to discuss proposed items for the six-year CIP. The land use and staging recommendations
contained in this Plan will require the following capital improvement projects. Some projects
may include private sector participation.
92 approved and adopted
table 7 proposed capital improvement projects
project name location/limits road number category coordinating
agency
Greater Shady Grove TMD Transp. MC-DOT
Travilah Fire Station Shady Grove Rd and Safety MC-DGS
Darnestown Rd
PSTA Relocation MC-DGS
CCT Funded Shady Grove Metro- Transit MSHA/MTA
Metropolitan Grove Private Sector
LSC Recreation Loop Recreation Private Sector
CCT under construction Shady Grove Metro- Transit MSHA/MTA
Metropolitan Grove
Elementary School LSC West/PSTA Schools MCPS
Park (with school) LSC West/PSTA Recreation M-NCPPC
Civic Green (PSTA) LSC West/PSTA Open Space M-NCPPC/
Private Sector
Medical Center Dr Great Seneca Hwy to A-261d Transp. MC-DOT/
Extended Key West Ave Private Sector
LSC Central Central Green Open Space Private Sector
Decoverly Dr extended Johns Hopkins Dr to A-284 Transp. MC-DOT/
Muddy Branch Rd Private Sector
Sam Eig Hgwy/ intersection Transp. MC-DOT/
Great Seneca Hgwy interchange MSHA
JHU Belward active recreation/ Recreation Private Sector
fields and trails
JHU Belward Muddy Branch Trail Recreation M-NCPPC
Connector Private Sector
Key West Ave widening Darnestown Rd to M-22 Transp. MC-DOT/
Shady Grove Rd MSHA
Shady Grove Rd/ intersection Transp. MC-DOT/
Key West Ave interchange MSHA
Great Seneca Hgwy/ intersection Transp. MC-DOT/
Muddy Branch Rd interchange MSHA
Agencies MC-DOT: Montgomery County Department of Transportation MCPS: Montgomery County Public Schools
M-NCPPC: Maryland-National Capital Park and Planning Commission
MC-DGS: Montgomery County Department of General Services
MSHA/MTA: Maryland State Highway Administration/Maryland Transit Administration
93 approved and adopted
94 approved and adopted
95 approved and adopted
96 approved and adopted
97 approved and adopted
98 approved and adopted
99 approved and adopted
100 approved and adopted
101 approved and adopted
102 approved and adopted
103 approved and adopted
104 approved and adopted
105 approved and adopted
106 approved and adopted
107 approved and adopted
108 approved and adopted
109 approved and adopted
110 approved and adopted
111 approved and adopted
112 approved and adopted
113 approved and adopted
114 approved and adopted
115 approved and adopted
116 approved and adopted
117 approved and adopted
118 approved and adopted
119 approved and adopted
120 approved and adopted
121 approved and adopted
122 approved and adopted
123 approved and adopted
124 approved and adopted
125 approved and adopted
126 approved and adopted
127 approved and adopted
128 approved and adopted
129 approved and adopted
130 approved and adopted
131 approved and adopted
132 approved and adopted
133 approved and adopted
the plan process
A master plan or sector plan provides comprehensive recommendations for the use of public
and private land. Each plan reflects a vision of the future that responds to the unique character
of the local community within the context of a countywide perspective.
Together with relevant policies, plans guide public officials and private individuals when
making land use decisions.
The PUBLIC HEARING DRAFT PLAN is the first formal proposal to amend an adopted master
plan or sector plan. Its recommendations are not necessarily those of the Planning Board; the
draft is prepared for the purpose of receiving public testimony. The Planning Board holds a
public hearing and receives testimony, after which it holds public worksessions to review the
testimony and revise the Public Hearing Draft Plan as appropriate. When the Planning Board’s
changes are made, the document becomes the Planning Board Draft Plan.
The PLANNING BOARD DRAFT PLAN is the Board's recommended Plan and reflects its
revisions to the Public Hearing Draft Plan. The Regional District Act requires the Planning Board
to transmit a master plan or sector plan to the County Council with copies to the County
Executive who must, within 60 days, prepare and transmit a fiscal impact analysis of the
Planning Board Draft Plan to the County Council. The County Executive may also forward to
the County Council other comments and recommendations.
After receiving the Executive's fiscal impact analysis and comments, the County Council holds a
public hearing to receive public testimony. After the hearing record is closed, the Council's
Planning, Housing, and Economic Development (PHED) Committee holds public worksessions
to review the testimony and makes recommendations to the County Council. The Council holds
its own worksessions, and then adopts a resolution approving the Planning Board Draft Plan,
as revised.
After Council approval, the plan is forwarded to the Maryland-National Capital Park and
Planning Commission for adoption. Once adopted by the Commission, the plan officially
amends the master plans, functional plans, and sector plans cited in the Commission's
adoption resolution.
134 approved and adopted
Staff Acknowledgments
Rollin Stanley, Planning Director
Great Seneca Science Corridor Master Plan Team
Vision/Community-Based Planning Division Nancy Sturgeon, Lead Planner
Glenn Kreger, Sue Edwards,
Jacob Sesker
Move/Transportation Planning Division Dan Hardy, Eric Graye, Tom
Autrey, David Paine
Green/Environmental Planning Division Mary Dolan, Steve Findley
Design/Urban Design Division John Carter, Calvin Nelson, Luis
Estrada, Clare Kelly
Park Planning Brooke Farquhar, Mark Wallis
Graphics Kevin Leonard, Brian Kent,
Shahrzad Etemadi, Jim Sumler,
Sam Dixon
135 approved and adopted
Elected and Appointed Officials
C o u n t y C o u n c i l
Nancy Floreen, President
Valerie Ervin, Vice President
Philip Andrews
Roger Berliner
Marc Elrich
Michael Knapp
George L. Leventhal
Nancy Navarro
Duchy Trachtenberg
C o u n t y E x e c u t i v e
Isiah Leggett
The Maryland‐National Capital Park and Planning Commission
Samuel J. Parker, Jr., Chairman
Royce Hanson, Vice Chairman
C o m m i s s i o n e r s
Montgomery County Planning Board Prince George's County Planning Board
Royce Hanson, Chairman Samuel J. Parker, Jr., Chairman
Norman Dreyfuss, Vice Chair Sylvester J. Vaughns, Vice Chair
Joe Alfandre Sarah A. Cavitt
Marye Wells Harley, Vice Chair Jesse Clark
Amy Presley Colonel John H. Squire
136 approved and adopted
approved and adopted
great seneca science corridor master plan
The Life Sciences Center
Montgomery County Planning Department
The Maryland-National Capital Park and Planning Commission
MontgomeryPlanning.org
$36
137 approved and adopted
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