3.

PREFERRED PURPLE LINE ALIGNMENT

This section of the staff memo reviews the issues related to the preferred alignment of the Purple
Line raised by MPAG members, in testimony at the MTA hearings, by other interested citizens
and stakeholders, elected officials and staff. The staff’s analysis is supplemented by other
technical sources and input from the MTA Project Team, MPAG members, or other interested
parties.

The staff recommends the Medium Investment LRT Alternative alignment that uses the Master
Planned Georgetown Branch Right of Way and features a surface alignment on Wayne Aveune.
The staff also recommends the following:

There should be no station at Dale Drive.

The trail through the tunnel component of the High Investment alternatives should be
added and made part of the preferred alignment or alternative.
The tunnel under Wayne Avenue to a location in the vicinity of Mansfield Road should
be studied further.

Station Area Issues

The staff finds there are three key components to consider with respect to Purple Line station
area issues – estimated ridership at the proposed stations, walk access (primarily distance), and
urban design and economic development objectives.

Estimated Ridership

Overall ridership estimates for the Purple Line for an average weekday in 2030 for the TSM and
original six build alternatives are shown in the below.
TABLE 11 – Ridership Overall

The AA/DEIS also includes estimates for the average weekday boardings by station in 2030.
These estimates are presented below:

56
 TABLE 12 – Ridership By Station

The first thing to note when considering station ridership and the potential alignment of the
Purple Line is that some stations are excluded from some alignments (and therefore alternatives):

The LRT alternatives do not provide a direct connection with the existing Bethesda
Metrorail (north) entrance.
The Low Investment BRT Alternative does not serve the proposed new south entrance to
the Bethesda Metrorail Station.
The Medical Center Metrorail Station would be served only by alternatives that use Jones
Bridge Road or the supplemental BRT alternative (labeled Alternative 4B) developed by
MTA that would operate over the Georgetown Branch right-of-way and extend north
along Woodmont Avenue to the Medical Center.
The proposed new library site in the southwest quadrant of Wayne Avenue and Fenton
Street would not be served by either of the two High Investment alternatives or any other
alternative that would feature a tunnel under the Silver Spring CBD east of the SSTC.

One issue raised by the MPAG during the analysis of the ridership estimates for individual
stations was the estimate for the Dale Drive station. The concern expressed was that the ridership
estimates seemed high given the low residential density adjacent to and near the station.

In response to this question, the staff examined available on/off data for Ride-On Route 15.
Route 15 operates between the SSTC and Takoma/Langley on a 4-5 minute frequency in the
peak direction during the peak period (similar to the Purple Line frequency) over an alignment
also similar to the Low and Medium Investment alternatives. Route 15 is one of Ride-On’s
busiest routes. The data provided by the Department of Transportation indicated that only about
5 %of the 6,000 daily riders are getting on or off along the segment between Cedar Street and
Sligo Creek. The likelihood is that today there are about 150 passengers boarding Route 15 along

57
this segment going in one direction or another – far below the 1,200 – 1,500 that is estimated in
the AA/DEIS for the 2030 build alternative .

The staff finds the model used to estimate ridership is reflecting reasonable estimates for the
alignments and alternatives overall but is not able to necessarily forecast ridership at a station
specific level along segments of the alignment where the station spacing is close.46

There is also some community opposition to a station at Dale Drive under any alternative. There
is concern that it will ultimately result in pressure to develop the area around the station. The
Vision / Community Based Planning staff does not support a station at Dale Drive under any
alternative.

The staff recommends that no further consideration be given to locating a Purple Line
station on Wayne Avenue at Dale Drive, or any other location on Wayne Avenue between
the proposed library site station and the proposed station at Manchester Place.

Walk Access

Walk access is a critical element of station area planning. WMATA’s latest mode of arrival
survey found that more than half of Metrorail passengers walk to the Montgomery County
Metrorail stations that could be served by the Purple Line47:

Medical Center Metrorail – 66 %of 5,174 daily boardings

Bethesda Metrorail – 73 %of 10,511 daily boardings
Silver Spring Metrorail – 53 %of 14,476 daily boardings
College Park Metrorail – 33 %of 4,727 daily boardings
New Carrollton Metro – 8 %of 10,444 daily boardings

The staff’s review of walk access as it relates to the consideration of alignment will focus
primarily on consideration of the area within a ½ mile radius of the station – a ten minute walk
for most people.

There are two station entrances to consider in Bethesda – one is the existing entrance to the
Metrorail Station (i.e., the ―north entrance) and the other is a new ―south‖ entrance that would
serve the Purple Line and connect to the southern end of the existing Metrorail platform.

With respect to the alignments under consideration, the following observations can be made
related to walk access in Bethesda:

46
This concern is also applicable to the capacity issue previously discussed. The peak load point is thought to be
just west of the SSTC on what is essentially a dedicated right-of-way. In practice, it could turn out to be just east of
the SSTC on a part of the alignment that may not be on dedicated right-of-way – potentially making the introduction
of ―tripper‖ service during the peak hour more problematic.
47
Percentages are from the 2008 WMATA Rail Passenger Survey. The station boardings represent average weekday
boardings for the period July 2007 through June 2008.

58
 The walk radius of the two entrances in the Bethesda CBD provide adequate coverage for
the CBD core.
The proposed St. Elmo Avenue station included in alternatives 4A and 4B is within one-
half mile of the north entrance to the Bethesda Metrorail station.

Staff finds that there would be a benefit to adding a station on Woodmont Avenue near St.
Elmo Avenue if an alignment at that location is selected. However, the value of this station
alone is not a compelling reason to either extend an alignment north from the end of the
Purple Line alternatives that terminate at Woodmont Plaza or to select Jones Bridge Road
as an alignment for the Purple Line.

Staff examined impacts of four stations in the vicinity of the Silver Spring CBD:

16th Street – this station is common to all alignments.

SSTC – the Purple Line has two potential station locations here, depending upon the
alternative. The Low Investment BRT Alternative would enter the SSTC from Wayne
Avenue. All of the other build alternatives would enter the SSTC above the CSX right-of-
way.
Fenton Street – the Purple Line has two potential station locations here, depending upon
the alternative. The Low Investment BRT Alternative would stop on Wayne Avenue east
of Fenton Street.48The Low and Medium Investment LRT Alternatives and the Medium
Investment BRT Alternative would stop at this location via an alignment that goes
through the middle of the proposed library site. The High Investment Alternatives that
utilize tunnels to get to Wayne Avenue do not have a station stop at this location.
Dale Drive – this station is common to all alignments with the exception of the Silver
Spring Avenue / Thayer Avenue Design Option. As previously noted, the staff is
recommending that this station be dropped from further consideration. This station is
within the walk radius of both the Fenton Street station and the Manchester Place station
(although the latter would involve walking up a steep slope).49

The staff finds the following observations are important with respect to walk access in Silver
Spring:

There is considerable overlap in the one-half mile radius among the four station areas.
This is not unusual within a CBD core.
Densities around the 16th Street station are not expected to increase between now and
2030 but the existing household density in the immediate area is high enough to be
considered ―transit supportive‖.50
The densities within the CBD core are obviously transit supportive. Significant growth in
household density is forecast for the CBD core – especially in traffic zone 34 – the area
defined or bordered by East West Highway, Fenton Street and Wayne Avenue. The

48
The AA/DEIS drawing (BL-16) in the conceptual plan technical report does not reflect a platform in this area but
there is a ridership estimate for this station for this alternative.
49
As previously noted, the Fenton Street station is not included in High Investment alternatives – the alternatives
that have the tunnel immediately east of the SSTC.
50
See Table 4. The average household density for traffic zone 36 is estimated to be 11 households per acre.

59
 household density in this traffic zone is expected to increase from an estimated 4 per acre
to 39 per acre by 2030. The household densities in the other two traffic zones within the
CBD core will double from 18-19 to 37-38 per acre.51
There is about a 30 foot rise in elevation from the SSTC to Georgia Avenue – a fact that
may affect walk access between the SSTC and the Fenton Village vicinity.
Convenient access to high quality transit service that can compete with auto travel time
slows the growth rate of trips made by auto. The extent to which forecast growth can be
located as close as reasonably possible to high quality transit is a factor in increasing trips
made by transit instead of autos.
Georgia Avenue is perceived by some as a pedestrian barrier.

Staff finds the alternative alignments that include a stop at Fenton Street are preferable to
the alignments that do not have a stop at Fenton Street.52

There are four station locations between downtown Silver Spring and the Prince George’s
County boundary:

Manchester Place – this station is common to all alignments except the Silver Spring
Avenue / Thayer Avenue design option. The location of the station varies depending on
the alternative. The station platform is on Wayne Avenue under the Low and Medium
BRT alternatives and near the tunnel portal on Plymouth Street for High Investment BRT
Alternative and all of the LRT alternatives.
Arliss Street – this station is common to all alignments.
Gilbert Street – this station is common to all alignments. The station platform is in the
median of University Boulevard under the LRT alternatives.
Takoma/Langley Transit Center – this station is common to all alignments.

The staff observations about the walk access of these stations include:

As previously noted, the proposed Dale Drive station is within the ½ mile radius of the
Manchester Place station although there is a significant change in elevation that makes
this access problematic.
Walk access for the other station locations in this area of residents that are highly
dependent upon transit overlaps somewhat but in general provides relatively uniform
coverage.
The stations locations for the most part are all largely common to a single alignment in
this area.

Staff finds that walk access to these stations does not favor one alignment over another.

51
See Table 4.
52
The Vision staff (formerly Community Based Planning) supports only alternatives that include a station at Fenton
Street as a means of supporting existing development and future revitalization activity.

60
Urban Design and Economic Development

The Vision staff has specifically noted in their review that the Fenton Street station is ―necessary
to support existing development and future revitalization activity.‖53 The staff also finds that the
impact of the elimination of parking along the north side of Bonifant Street needs to be examined
in greater detail but does not recommend that this impact preclude consideration of a surface
alignment along Bonifant Street that would serve the proposed new library site.

The common alignment with stations in the Long Branch and Takoma/Langley areas are
consistent with long standing economic development and revitalization goals.

The proposed new library site offers

considerable potential as a signature site
east of Georgia Avenue. A preliminary
concept plan (not adopted) is shown on
the right. The proposed stations in Long
Branch and Takoma/Langley offer
similar potential for those areas.

Staff finds the County’s adopted

plans, design objectives, and
strategies for revitalization in these
areas are a deciding factor in
selecting a preferred alignment for
the Purple Line and that the
alignments that include a stop at the
proposed library are preferred over
those that do not provide a stop.

Jones Bridge Road Alignment

The Town of Chevy Chase believes that the AA/DEIS does not adequately consider the
advantages of an alignment on Jones Bridge Road. The Town retained a consulting firm, Sam
Schwartz Engineering (SSE), to review the MTA study. SSE issued an initial report on April 23,
2008 and an update on July 31, 2008.54
The Low Investment BRT Alternative is the only AA/DEIS build alternative that does not use
the Georgetown Branch. The MTA, in response to concerns expressed by the Town of Chevy
Chase, examined additional alternatives that paired the Jones Bridge Road alignment with the
Medium Investment BRT Alternative for all other segments of the alignment. For comparison,
the MTA also examined a Medium Investment Alternative BRT that would operate within the
Georgetown Branch right-of-way and extend north to the National Navy Medical Center
53
See supporting staff memoranda at the end of this staff memo.
54
A summary of the various reports – along with the staff’s response to the initial SSE report – is available for
review at the following link:
http://www.mcparkandplanning.org/planning/viewer.shtm#http://www.mcparkandplanning.org/Transportation/proje
cts/documents/SummaryofSSEandMTAReports092508_000.pdf

61
(NNMC) – in effect a mirror image of the other new Medium Investment BRT Alternative.55
The model run indicated that the alignment over the Georgetown Branch alignment would result
in an increase of over 8,000 passengers on an average weekday in 2030.

The Planning Board reviewed the Jones Bridge alignment in June 2003 and recommended that
the alternative be dropped from further consideration.56 Supporters of the Jones Bridge alignment
would note that the Planning Board action predates the decision to relocate the activities at
Walter Reed Army Hospital to the National Naval Medical Center in Bethesda and was based
upon an assumed typical section for Jones Bridge Road east of Connecticut Avenue that is
significantly wider than that assumed in the SSE work.

The SSE reports stated that with greater existing and future population and employment along
the Jones Bridge Road alignment more people and jobs would have direct access to the Purple
Line and the result would be a Purple Line that was more effective and more attractive.

The staff noted after reviewing the initial SSE report that it was really a question for the model.
Staff finds the model results as presented by the MTA in the AA/DEIS are reasonable and
reflect the attractiveness of the reduced travel time provided by the Georgetown Branch
alignment coupled with the greater density of both housing and employment in Bethesda
and Silver Spring – as opposed to the campus settings at NIH and the NNMC57 Staff finds
the travel time savings that can be attributed to the alignment along the Georgetown
Branch right-of-way are a deciding factor in selecting a preferred alignment.

Wayne Avenue

One focus of the MPAG work has been on the alignment in the Silver Spring CBD and in East
Silver Spring, especially on Wayne Avenue as there was (and still is) opposition to a surface
alignment on Wayne Avenue. It is also worth noting that there is also support for a surface
alignment. The MTA Project Team developed a supplemental analysis of a potential tunnel
under Wayne Avenue and concluded in part that:

―this (tunnel with a portal between Sligo Creek and Mansfield Road) did not provide any travel
benefits and added to the project cost. For both tunnel options the addition of stations was an
issue. The high cost of underground stations weighed against their inclusion, but if stations were
not included in these alignments the communities would not benefit from the project and
ridership would be lower. It was determined that these tunnels did not provide sufficient benefit
and had such a detrimental effect (referring to the portal primarily) that further study was not
justified.‖58

55
These alternatives are identified as Alternative 4A and 4B, respectively.
56
See the staff report at:
http://www.montgomeryplanningboard.org/meetings_archive/03_meeting_archive/agenda_062603/item12_062603.
pdf
57
A summary of the forecast growth (including growth attributable to BRAC impacts for the NNMC are included in
Table 4 (for housing density) and Table 5 (for job density).
58
See pages 2-4 and 2-5 of the AA/DEIS.

62
As previously noted, the staff examined the boarding / alighting profile of the one Ride-On route
(Route 15) that essentially duplicates the proposed Purple Line alignment between the SSTC and
Takoma/Langley. The route operates on an average 4-5 minute frequency in the peak direction –
very similar to the proposed Purple Line frequency. It is one of the most heavily used routes in
the Ride-On system but the majority of the boardings and alightings are between points east of
Sligo Creek and the Silver Spring Metrorail Station.

Given the concern in the community, we asked the MTA to couple the High Investment LRT
tunnel in the Silver Spring CBD with the Medium Investment LRT Alternative for the balance of
the alignment (from Bethesda to New Carrollton) with no station at Dale Drive.59The MTA
Project Team has noted throughout the AA/DEIS process that eventually consideration could be
given to matching segments of alternatives to address specific issues or conduct ―what if‖
scenarios.60 The results indicated the total ridership would increase by 2,100 and the cost
effectiveness would remain under the current FTA threshold for a project to remain competitive
for funding. It is important to note that this finding could be considered both (1) contrary to part
of the reason given in the AA/DEIS for not conducting further study of the alternative, and (2)
not the results of an ―apples to apples‖ comparison – analysis that resulted in the finding in the
AA/DEIS did not ―match‖ the tunnel option with anything but was a ―stand alone’ or discrete
type of analysis.

Once we confirmed that the tunnel was under the FTA threshold the staff examined the
likelihood that an extended tunnel – to the Mansfield Road area – would also result in a cost
effective rating under the FTA threshold. Our simple extrapolation of the costs (based upon an
additional $65,000,000 for the tunnel extension from Cedar Street east to some point near
Mansfield Road) suggests the resulting cost effectiveness rating would be right at the FTA
threshold.61 The MTA will analyze this alternative for comparison with the other alternatives that
are listed in Table 6.

It should be noted that even if the longer tunnel would prove to be ―cost-effective‖ under the
FTA criteria, there are a number of other issues to be considered when attempting to reach a
recommendation on the preferred alignment. Some of these include:

Cost – a tunnel to Mansfield Road as part of a ―Hybrid‖ Alternative would add

$175,000,000 to the Medium Investment Light Rail Alternative.
The proposed library site and surrounding area would not be served.
There are concerns about how to make a tunnel portal work in the area just west of Sligo
Creek.

59
There is also no station at Fenton Street under this ―Hybrid‖ Alternative. None of the tunnel options in the Silver
Spring CBD have a station stop at Fenton Street at the proposed library site.
60
The inclusion of the additional Medium Investment BRT alternatives is another example where additional
alternatives were analyzed by the MTA project team.
61
This ―back of the envelope‖ extrapolation is a simple very preliminary step to see if there is a basis for a more
detailed analysis that would involve coding the forecast model network to reflect the longer tunnel and any time
savings that might be gained by not having to travel on the surface.

63
Some stakeholders who object to a surface alignment on Wayne Avenue cite the following62:

Without a station at Dale Drive the widening of Wayne Avenue attributable to the station
does not need to take place.
The traffic study in the AA/DEIS is inadequate and does not reflect intersection delays
that will occur with 180 foot trains moving slowly through the CBD.
The size of the library is reduced to accommodate the Purple Line.
The library station would serve an area where residents, employees, and visitors could
easily walk to and from the SSTC to use the Purple Line.
The loss of parking on Bonifant Street will harm small businesses.
The back-ups that occur with access and egress at the Wayne Avenue garage will get
worse.
Access and egress at the entrance to Whole Foods will be compromised.
Wayne Avenue will be widened for over a mile - the widening will be both within the
right-of-way and outside of the right-of-way. The widening will impact the front yards of
some residents – even widening within the right-of-way.
The construction of left turn lanes at the signalized intersections will result in increased
traffic over time.
A Dale Drive station will result in delays for westbound traffic on Wayne turning south
onto Dale Drive.
Pedestrian safety for the residents of the Springvale Terrace Assisted Living facility
could be compromised with a wider Wayne Avenue.
A Dale Drive station would result in the closure of the access point on Wayne Avenue to
the parking lot for the Silver Spring International School and Sligo Creek Elementary
School.
The Silver Spring Green Trail would be built as a combined bike / pedestrian path and
that raises safety concerns.
The AA/DEIS does not address noise that would result from having a station at Dale
Drive.
Staff agrees with some of the above points, thinks other deserve additional analysis, and
disagrees with some of the above points.

We agree that the absence of a Dale Drive station would lessen the amount of area
needed for the improvements and that the station would likely result in the closure of an
access point to the schools.
We recommend that the MTA conduct further study in the next phase of project
planning relating to the loss of parking on Bonifant, the access to Whole Foods, the
potential for backs-ups related to access to the Wayne Avenue garage, the operation
of the intersection at Wayne Avenue and Fenton Street, and the extent of the impact
on residences along Wayne Avenue.

62
This a summary compiled by staff of written comments forwarded to the MTA by the Seven Oaks – Evanswood
Association on December 11, 2008. It is a summary and therefore does not represent all of any specific comment
nor does it represent all of the comments in the letter or e-mail.

64
 We disagree that the traffic study is inadequate for alternatives evaluation purposes and
that – given County objectives – the Fenton Street station could be eliminated because it
is within ½ mile of the SSTC. A station at the proposed library site is entirely consistent
with the purpose and need of the Purple Line and the vision for the urban ring as
identified in the General Plan. The library and Purple Line have been designed to
complement each other and the Purple Line has not reduced the size of the proposed
library.
In order to get a rough idea of the extent of the potential impact of a surface alignment, staff has
used an MTA estimate of the width of the likely property taking along Wayne Avenue and
combined it with pre-conceptual plan drawings dated December 2008 also provided by the MTA.
These estimates are subject to change. The estimate is summarized in the table below:

TABLE 13 – Preliminary Estimates of Property Takings Along Wayne Avenue

Estimated
Wayne Existing Proposed Estimated
Distance of Property
Avenue Right-of- Right-of- Length of Notes
Segment63 Taking
Segment way way Taking64
For WB LT Lane @
North: 10’- 19’ 165’
Fenton St.
Fenton St. to For EB LT Lane
965’ 74-76’ 80-94’
Cedar St. Inside Median Of
South: 5’- 6’ 385’
Transitway @ Cedar
St.
Cedar St. to North: 2’- 3’ 825’ For WB Thru Lane
Dartmouth 1,085’ 70’+/- 70’-74’
Ave. South: 2’- 4’ 93’ For Transitway Taper

Dartmouth For Dale St. Station

North: 2’ – 4’ 550’
Ave. to 1,688’ 100’- 102’ 100’- 104’ Center Platform
Mansfield Rd. South: 0’ N/A N/A
For WB LT Lane In
Mansfield Rd. North: 12’ –
468’ Median At Sligo
to Sligo Creek 1,604’ 60’ – 62’ 72’ – 80’ 20’
Creek Parkway
Parkway
South: 0’ N/A N/A
Total 5,342’ 2,486

The MTA also provided concept drawings dated February 2008 that depict a portal in the area in
front of the football field / running track at the middle school – between Mansfield Road and the
Parkway. The existing right-of-way in front of the school is estimated to be about 80 feet. The
right-of-way between Sligo Creek Parkway and Manchester Road is estimated to be about 70
feet. Parkland is located between the school and Manchester Road. It appears from the drawing
that an additional (estimated) 20-30 foot wide strip of right-of-way would be required on the
north side of Wayne Avenue – from the school running track to Sligo Creek Parkway (a distance
of about 590 feet) to accommodate two lanes of traffic in each direction and the trail to Sligo
Creek Parkway. There would be some impact to the homes on the south side of Wayne Avenue –

63
This is an estimate made by staff using GIS.
64
This is an estimate made by staff using the December 2008 drawings – except for the Cedar Street to Dartmouth
Avenue segment which is an estimate from the MTA’s original table. This is the only segment where the length of
the segment of impact was identified.

65
the primary impact being an estimated 5-10 feet of additional right-of-way for about the same
distance (590 feet) and a two foot retaining wall on each side of the transitway for a distance of
about 240 feet. The retaining wall would be in front of a minimum of three homes on the south
side of Wayne Avenue and would require access to those properties to be right in and right out.

Additional detail on the impacts of both the surface alignment and the tunnel portal need to be
provided in the FEIS so that the community and decision makers can consider the tradeoffs.

At this point, the trade-offs with respect to the impacts (ignoring for a moment the issue of the
advantages - or disadvantages depending upon one’s view) of a station at the proposed library
site, would seem to be:

A surface alignment that would result in linear strip takings of about ½ mile in front of
about 34 residences. A very rough estimate of the total area – about 17,000 square feet.
The staff estimates that this total would be reduce by about 1,700 – 1,800 square feet if
there were no station at Dale Drive.
A tunnel alignment that would result in linear strip takings for a distance of about 590
feet in front of a school and five residences while limiting access to at least three of the
five residences. A very rough estimate of the total area – about 21,000 square feet.

It should be noted that the traffic analysis conducted by the MTA as part of the AA/DEIS
indicated the shared lanes with added left turn lanes on Wayne Avenue would result in fewer
delays at intersections than the dedicated lanes that are paired with the High Investment
alternatives with the tunnel portal located east of Cedar Street (not the longer tunnel to or near
Mansfield Road). The review of the traffic analysis is presented elsewhere in the staff memo but
staff does not feel the differences in traffic congestion along Wayne Avenue are a deciding factor
in selecting a preferred alignment.

Staff recommends selection of the surface alignment along Wayne Avenue based on the
value we believe the alignment and Fenton Street Station will add to the Fenton Village
area of the Silver Spring CBD. We find, however, that further review of the tunnel option
to Mansfield Road is needed. Our recommendation for further study of this option is based
upon the fact that the tunnel:

May prove to be a viable alternative in the event subsequent forecasts or analysis do

indicate a problem with the surface alignment and intersection delays in the CBD core.
Has the opportunity to serve a higher number of transit riders due to increased travel
speeds

Silver Spring / Thayer Design Option

The Silver Spring/Thayer Design Option describes an optional tunnel alignment that would
extend from the SSTC with either the BRT or LRT vehicles surfacing behind East Silver Spring
Elementary School. The AA/DEIS includes this alternative as a ―design option‖. The alternatives
matrix in the AA/DEIS indicates that this option is included for consideration under both High

66
Investment Alternatives.65 This design option would reduce the High Investment LRT and BRT
costs by $50,000,000 to $53,000,000, as indicate on page 5-2 of the AA/DEIS. It should be
noted that this option would require a separate aerial structure over Sligo Creek as shown below.

There is little support within the community or among staff for this design option – due in
large part to a portal near East Silver Spring Elementary school, the aerial structure over
the Sligo Creek and Sligo Parkway, and the need to widen Piney Branch Road.66

Master Plan Conformance

As previously noted, the alignment for the Purple Line between Bethesda and Silver Spring was
established in the Georgetown Branch Master Plan Amendment (1990). The alignment
designated along the Georgetown Branch right-of-way was reconfirmed in the following
subsequent approved and adopted Master and Sector Plans:

Bethesda-Chevy Chase
Bethesda CBD
North and West Silver Spring
Silver Spring CBD
East Silver Spring and Takoma Park

Recommendations include a largely single track fixed rail system, convenient pedestrian
connections, direct access to Metrorail stations (Bethesda and Silver Spring) and pedestrian
friendly amenities (e.g., wider sidewalks, signalized crossings, benches, bike racks and attractive
transit stops).
The Georgetown Branch Trolley track described in the 1990 Master Plan between Bethesda and
Silver Spring is a distance of 4.4 miles (22,585 feet). Of the 22,585 feet of track, only 8,320
linear feet consists of double track in the 1990 Master Plan. All of the light rail alternatives being
examined in the DEIS/AA include a double track corridor. The BRT transitway east of Pearl
Street in Bethesda is also a two-way transitway.

65
See pages 2-10 and 2-12 of the AA/DEIS.
66
See page 2-28 of the AA/DEIS for additional discussion of the design option.

67
Single tracking affects line capacity. The degree of the capacity effect is based on several other
factors, including:
The number of stations within the single track segment
The length of the single track segment
Whether there are multiple single track segments
How much variability there is in the running time due to conflicts along the right-of-
way (e.g., at grade intersections, etc.)

Any of the above factors (in combination or together) could result in an inability to achieve a
frequency of service that otherwise (with double tracking) would be attainable. We often now
experience the impact of single tracking on weekends on Metrorail as repairs are made (and
single-tracking affects repair and maintenance flexibility as well).

The operations plan developed for the trolley in the Georgetown Branch Master Plan
Amendment was able to assume a six minute frequency of service in large part because the entire
segment was devoted exclusively to the trolley (i.e., there was no shared right-of-way assumed).
That important fact is no longer present with the extension of the service east of Silver Spring.

The result is that from an operational standpoint any configuration of a Purple Line that
extends from Bethesda to New Carrollton should be a continuous bi-directional transitway
– whether LRT or BRT.

Georgetown Branch Trail

The Georgetown Branch Trail is identified as SP-6 in the 2005 Countywide Bikeways Functional
Master Plan. The limits of SP-6 are Woodmont Avenue to the SSTC. It is part of a larger
regional trail route and serves as a critical link between the Capital Crescent Trail in Bethesda
and the Metropolitan Branch Trail in Silver Spring. It also offers a vital off-road connection to
the Rock Creek Trail.

The Georgetown Branch right-of-way was purchased by the County in 1988 for the purpose of a
future joint transit/trail corridor. In 1998, recognizing that the transit component would likely
not be implemented until many years in the future, the County renovated and opened the tunnel
under Wisconsin Avenue and constructed the Interim Georgetown Branch Trail (as crushed
stone) east of the Bethesda Avenue/Woodmont Avenue intersection to connect to Rock Creek
Park and to downtown Silver Spring. In part, this was done to in order to extend the Capital
Crescent Trail experience east of Bethesda.

The trail is considered ―interim‖ because it is a temporary facility until such time that the master
planned transit use is implemented. It is not parkland, although some residents and trail
advocates consider it as such because of its ―greenway‖ nature particularly between Bethesda
and Rock Creek, and because of its proximity to Capital Crescent Trail south of Bethesda
Avenue that is operated and maintained by the Department of Parks. The Georgetown Branch is
a transportation right-of-way that is envisioned in County master plans to include both a
transitway and a trail.

68
All alignments and options include the trail between Pearl Street and the SSTC. However, only
the Medium and High Investment BRT and High Investment LRT option includes the trail west
of Pearl Street and passing through the Wisconsin Avenue tunnel. The other five options,
therefore, are not consistent with master plan guidance which envisions the trail passing through
the tunnel and connecting to the Bethesda Avenue/Woodmont Avenue intersection and thus offer
a direct connection to the Capital Crescent Trail south of Bethesda Avenue.

The DEIS recommends a trail pavement width of 10’. While staff has recognized the right-of-
way and community constraints, we now find a 12’ trail is needed where it is feasible. The trail
is a regional resource and
will feature heavy user
volumes as it offers
grade-separated
connections for bicyclists
and pedestrians to reach
the Bethesda and Silver
Spring transportation
management districts,
which have 37 %and 50
%non-auto driver mode
share goals respectively.
It will also be a popular
recreational route as the
trail offers connections to
major trails and parks.

During the January 8th public hearing, the Board will hear considerable testimony about two
issues: 1) tree loss and tree canopy; and 2) the impact of double tracks on the trail. The DEIS
proposes to remove all trees in the ROW. This is a highly emotional issue for many constituents,
and staff finds it a valid concern, particularly between Bethesda and Rock Creek. Many large
trees will be removed. MTA should investigate minimization techniques during the preliminary
engineering phase to preserve/protect as many trees as possible.

Preserving/protecting trees not only retains environmental benefits, but also offers shade to trail
users and serves as a buffer between the trail/transitway and adjoining properties, providing
privacy and noise abatement benefits.

Some trail advocates are concerned about the loss of green space and ―parkland.‖ We remind the
Board that the interim trail is a transportation facility in a transportation right-of-way. It is not
parkland. The trail certainly offers recreational value, but the trail and right-of-way are owned
and operated by Montgomery County Department of Transportation. And our master plans are
unambiguously clear that the Georgetown Branch Trail is a transportation facility (bikeway).
We ask the Board to focus on how to mitigate the tree loss and on providing the MTA with clear
guidance on the Board’s expectations for high quality design and landscaping to ensure a
visually appealing trail experience in the future.

69
As for the double tracks, this is a valid concern where right-of-way is constrained. The 1990
Georgetown Branch Master Plan Amendment envisioned single track. Because of the double
track, the trail will not be off-set from private property as much as it would be under a single
track scenario. Single track is not among the options being considered for the reasons noted
above so we ask the Board to again provide clear guidance to the MTA regarding high quality
design and landscaping.

The staff finds the Georgetown Branch trail is not a deciding factor in the selection of a
preferred mode. A trail can be accommodated within the Georgetown Branch right-of-
way regardless of mode. However, staff recommends including the trail west of Pearl
Street and passing through the Wisconsin Avenue tunnel to connect to the Bethesda
Avenue/Woodmont Avenue intersection and the Capital Crescent Trail, to provide
continuity for this regional transportation and recreational facility. As previously noted, a
trail on an alignment within the Georgetown Branch right-of-way is consistent with
previously adopted Master Plans.

The following issues should be addressed in the FEIS:

Corridor design that can accommodate a trail pavement width of 12’ with 2’ shoulders on
both sides
Plan for tree replantings of a sufficient size to provide shade to trail users
Adequate buffer between trail and private property to reduce ―cattle chute‖ effect. This is
particularly important in locations where the right-of-way is constrained and the trail may
be located next to a retaining wall between the tracks and the trail
Protection of trees and tree root zones outside the right-of-way (to protect and maintain
any remaining shade after the trees within the right-of-way are removed during
construction)
If lighting is provided for the tracks, lighting should also be provided for the trail, or
designed in a matter that can accommodating lighting fixtures in the future
A signing and marking plan (directional and interpretive)
Adequate bicycle racks and lockers at stations, sufficient to meet demand in the short
term but ensuring the station is designed in a manner not to preclude more bicycle
parking facilities in the future
Plans for all trail access points, including the connection to the Rock Creek Trail
Aesthetic design of the bridge crossings of Rock Creek (including coordination with the
National Park Service.

Silver Spring Green Trail (Wayne Avenue)

The Silver Spring Green Trail is SP-10 in the 2005 Countywide Bikeways Functional Master
Plan as well as Bikeway Route 2 (Regional Connector) in the 2000 Silver Spring CBD Sector
Plan. Its limits are Fenwick Lane to the Sligo Creek Trail. It functions as a critical off-road
bikeway link between the Sligo Creek Trail and the SSTC/Metro Station as well as to the
Metropolitan Branch/Georgetown Branch trails and westward to Rock Creek. The trail exists
between Cameron Street to the west and Cedar Street to the east. The section between Cedar
Street and Sligo Creek Parkway is the subject of a Montgomery County Department of
Transportation Phase I Facility Planning Study. It is among the County’s highest priority bicycle

70
and pedestrian facilities, but is on hold until the mode and alignment for the Purple Line is
selected. The Plan showed the trail as 10’ next to a 5’ sidewalk and a 6’ landscape panel. The
trail project is independent of the Purple Line project, but the transitway impacts the future
design and implementation of the trail.

Under any of the Purple Line options involving a surface alignment on Wayne Avenue,
achieving this cross-section will be very difficult. The AA/DEIS highlights past conversations
between MTA and M-NCPPC (page 3-17, Alternatives Analysis) to reduce the width of the trail
to 8’ and to reduce the landscape panel to 5’. The 8’ trail would be a shared use path –
functioning both as a recreational trail and a sidewalk. These minor changes are not critical
flaws, but as part of the selected alternative FEIS we would like to see cross-sections and/or
profiles to better visualize the resulting design and travel space for pedestrians and bicyclists.
The station platform at Dale Drive under all alternatives causes some impacts to private property.
To accommodate the trail through this area, additional right-of-way will be needed, or the trail
will need to be placed in a public use easement (PUE).

Staff finds the potential impacts to the Silver Spring Green Trail are not a determining
factor in the selection of a preferred alignment or mode for the Purple Line.

Parks Impacts and Mitigation

The Meadowbrook
Maintenance Annex is a
park property which is
designated as the site for
the yard and shop. This
site was not identified as
public parkland in the
AA/DEIS – possibly
because it is not signed as
parkland and is titled to
Montgomery County (as is
much of the M-NCPPC
parkland in the County).
An aerial view of the area
in question is shown to the
right.

Another park that will be

impacted is New
Hampshire Estates
Neighborhood Park. The AA/DEIS notes that the construction of the transitway will require the
removal of brick columns, walkways, and benches in front of the park. Staff expects that the
parking lot will also likely be removed. All of these facilities should be studied and replaced,
with Department of Park’s oversight.

71
Staff recommends that the FEIS identify park minimization and mitigation strategies.
Staff finds that the location of both park facilities are on segments of the Purple Line
alignment that is common to all alternatives. Additional detail on the Park Department’s
review of the AA/DEIS is included in the following section of the staff memo and in a
supporting staff memo in the Appendix.

Historic Preservation

Staff finds that in general, impacts are minimal to historic resources listed in the Montgomery
Locational Atlas, the Montgomery County Master Plan for Historic Preservation, or potentially
eligible for listing in the Master Plan for Historic Preservation or the National Register of
Historic Places.

Of note is that the Purple Line alignment would result in removal of one structure on the north
parcel of the Falkland’s complex.67 This demolition would diminish the historic property’s
integrity of setting, feeling, and association and would be an adverse impact. The Maryland
Historical Trust, the State Historic Preservation Office, determined in 1999 that the Falkland
Apartments are eligible for listing in the National Register of Historic Places.

According to the MTA assessment, the alignment on the south side of the CSX right-of-way will
result in a small reduction in the amount of land in the northeastern parcel, the removal of
approximately ten %of the building on North Falkland Lane, and the removal of approximately
25 %of the north building on East Falkland Lane.

The Planning Board has recently considered redevelopment of the entire north parcel of the
Falklands apartment complex. The Board decided in September 2008 that full redevelopment of
the parcel was preferable to preserving the existing buildings. The location, 800 feet from the
Silver Spring Metro station along with the advantages of mixed use opportunities and investment
on other parcels of the complex, outweighed the advantages of retaining the existing structures
on that parcel.

The Planning Board specifically recommended that only the two parcels on the south side of
East-West Highway should be listed on the Locational Atlas and sent that recommendation on to
County Council who will be taking the matter up in early 2009. Considering that the Planning
Board specifically decided on the issue of the north parcel, including being informed of the
potential impact of the Purple Line, staff find that these impacts are not a factor that enters into
the alignment decision. We understand that the property owner intends to proceed with the
detailed site planning for the north parcel and the subsequent demolition of the buildings.

The MTA project team and the owner (and potential developer) of the north parcel have worked
to minimize the extent of the impacts while at the same time providing space for the Purple Line
on the south side of the CSX right-of-way. Mitigation of the impact should be identified in the
FEIS.

67
The Low Investment BRT Alternative and the Design Options for the CSX right-of-way that result in the
transitway being located on the north side of the CSX right-of-way are the only build alternative that would avoid
the impact to the Falkland Apartments.

72
Staff finds the impact on the Falkland Apartments can be mitigated in light of the fact that
the north parcel is expected to be replaced with a new development that would provide for
the Purple Line alignment.

Natural Environment

The impacts to protected natural resources in the Purple Line study area are generally
comparable for each of the alternatives analyzed. Subsequent study efforts should incorporate
more detailed information on the following sensitive resources:

In section 2, page 20 of the Natural Resources Technical Report, it is noted that effects to
groundwater could potentially occur with the High Investment BRT Alternative and the
LRT alternatives due to the tunnel components. The FEIS should evaluate the effect this
will have on the adjacent streams, wetlands, and groundwater table.
In section 2, page 22 of the Technical Report, it is noted that Coquelin Run originates
south of Bethesda and flows east paralleling the south side of the Georgetown Branch
Trail. The FEIS should examine the potential impacts to Coquelin Run from the
construction of the light rail.
In section 2, page 75-76 of the Technical Report, potential wetland mitigation sites are
selected for the project as compensation for the wetland loss. Most of the proposed sites
are located within existing parkland and must be approved for selection with M-NCPPC
Park Department staff. Any adverse effects must be mitigated. Additional comment on
these potential sites is provided in the staff memorandum in the Appendix.
In section 2, page 69 of the Technical Report, the wetland impacts by alternative does not
specify which wetlands will be impacted or the watershed in which they are located.
In section 2, page 78-79 of the Technical Report, the terrestrial habitat includes the
existing forests within the 18 mile corridor along the proposed alignments but does not
provide a breakdown by stream valley.
There is no summary of the direct impacts and associated acreage by watershed or road
segment.
Staff estimates that the tree loss along the Georgetown Branch right-of-way as a result of
the Purple Line would be approximately six acres. Because trees do not count as a forest,
and because the trail is not technically parkland, the MTA does not propose mitigation or
reforestation for the loss of trees. The FEIS should recognize the importance of the trail
as a community resource and determine if mitigation is possible to reduce impacts and
restore some of the green edge over time. Mitigation of the tree loss should include the
planting of larger canopy tress of varying species ranging in size from 4‖-6‖ dbh. Larger
understory and shrub species should also be planted throughout the trail network.

Staff finds the issues related to environmental impacts are not a deciding factor in selecting
a preferred alignment for the Purple Line.

73
Traffic and Parking Impacts

The AA/DEIS notes the following with respect to traffic and level of service at major
intersections along the corridor in 2030 including six in Montgomery County:

―The Build alternatives are generally expected to maintain traffic conditions. The addition of left
turn lanes is expected to improve traffic congestion in some locations, while the use of shared
lanes by the Purple Line would degrade conditions in other locations.‖
Level of service or LOS is a measure of the efficiency of traffic flow through an intersection.
LOS A represents uncongested flow with an average delay of less than ten seconds for each
vehicle that passed through the intersection. LOS F represents congested conditions with demand
that exceeds the intersection capacity resulting in average delays exceeding 80 seconds per
vehicle. More information is available in the AA/DEIS Traffic Analysis Technical Report (page
4-10).
The intersections shown in Tables 14 and 15 are only those where it is estimated that the LOS
will change (either positive or negative) for one or more Purple Line build alternatives when
compared to the ―2030 No Build‖ state. The Purple Line is only expected to materially change
LOS at six intersections in the morning peak hour and six intersections in the evening peak hour.
The dedicated transit lanes under the High Investment Alternatives result in more roadway
congestion along Wayne Avenue due to the ―take-a-lane‖ strategy. Additional widening of the
roadway (beyond that envisioned in the Medium Investment Alternatives) would be required to
achieve improvements estimated under the Medium Investment Alternatives.
Table 14 – Impacts On Intersection Level of Service – AM Peak Hour
2030 No Low Med High Low Med High
Intersection
Build BRT BRT BRT LRT LRT LRT
Jones Bridge Rd. @
E F E E E E E
Wisconsin Ave.

Wayne Ave. @
C D C C C C C
Fenton Street
Wayne Ave. @
C C A C B B C
Cedar St.
Wayne Ave. @
C D B F B B F
Dale Drive
Wayne Ave. @
A A A D A A D
Mansfield Rd.
Wayne Avenue @
E E C F C C F
Sligo Creek Pkwy

74
Table 15 – Impacts On Intersection Level of Service – PM Peak Hour

2030 No Low Med High Low Med High

Intersection
Build BRT BRT BRT LRT LRT LRT
Jones Bridge Rd. @
E F E E E E E
Jones Mill Rd.
Wayne Ave. @
C C D C D D C
Fenton Street
Wayne Ave. @
D D C C D D C
Cedar St.
Wayne Ave. @
E F D F D D F
Dale Drive
Wayne Ave. @
A A A C A A C
Mansfield Rd.
Wayne Avenue @
E F E F E E F
Sligo Creek Pkwy

The tables above reflect the improvements attained with the addition of the left turns at selected
intersections along Wayne Avenue under the Medium Investment alternatives. The traffic
volumes are expected to be similar for each Purple Line alternative. Like any major investment
study, the forecasting process reflects the fact that traveler behavior adjusts in response to
changes in provided transportation service. Therefore, the value in constructing the Purple Line
is not in reducing traffic congestion but rather in improving travel choices and increasing
accessibility for all modes of travel.

The comparison of traffic congestion is not useful as a deciding factor between modes or
alignments. For example, the AA/DEIS confirms that congestion will increase over 20 years with
growth. The differences between mode choice and investment alternatives on traffic impacts are
considerably less than the growth in vehicular volume alone. For example – the Wayne Avenue
and Fenton Street intersection under the Medium Investment alternative of either BRT or LRT
would add approximately 10 vehicles in each direction in the peak hour. So from the County’s
congestion standard perspective, while the CLV of the intersection may increase from 1060 in
2006 to 1493 by 2030, the Purple Line would only account for less than one percent of the
difference. Many of the at-grade crossings, the DEIS states, ―are proposed to occur at existing
signalized intersections; by utilizing opportunities to cross a roadway at a location when traffic
on the cross street is already stopped, the impacts to automobile traffic can be reduced.‖ The
clear exception is where an impact is avoided altogether, as by a grade separation or tunneling.
Fewer at grade crossings are better for traffic network operation as well as safety, but the
difference is not significant enough in general to warrant selecting one alternative over another.

Staff finds that the traffic analysis and congestion considerations in general are not a
primary factor in selection between modes or investment alternatives.

The AA/DEIS includes the following analysis of the impact the respective alternatives would
have on on-street parking:

75
TABLE 16 – Impact On-Street Parking
Alternative Street & Segment Impact
Woodmont Avenue From Old
Extend Peak Period Restrictions In
Georgetown Road To Wisconsin
Both Directions For Entire Segment
Avenue
Introduce Peak Period Restriction
Low Investment BRT Jones Bridge Road Near Jones Mill
To Accommodate East Bound Bus
Road
By-Pass Lane
Wayne Avenue From Cedar Street Extend Peak Period Restrictions In
To Mansfield Road Both Directions For Entire Segment
Eliminate On-Street Parking On
Bonifant Street From SSTC To North Side of Street. Parking On
Fenton Street South Side Remains If Bonifant Is
Medium Investment BRT Converted To One Way Eastbound

Wayne Avenue From Cedar Street Extend Peak Period Restrictions In

To Mansfield Road Both Directions For Entire Segment

Wayne Avenue From Cedar Street Extend Peak Period Restrictions In

High Investment BRT
To Mansfield Road Both Directions For Entire Segment
Eliminate On-Street Parking On
Bonifant Street From SSTC To North Side of Street. Parking On
Fenton Street South Side Remains If Bonifant Is
Low Investment LRT Converted To One Way Eastbound

Wayne Avenue From Cedar Street Extend Peak Period Restrictions In

To Mansfield Road Both Directions For Entire Segment

Eliminate On-Street Parking On

Bonifant Street From SSTC To North Side of Street. Parking On
Medium Investment LRT
Fenton Street South Side Remains If Bonifant Is
Converted To One Way Eastbound
Wayne Avenue From Cedar Street Extend Peak Period Restrictions In
High Investment LRT
To Mansfield Road Both Directions For Entire Segment

Staff finds that while the loss of parking on the north side of Bonifant Street and additional
peak hour restrictions on Woodmont Avenue and Wayne Avenue are of concern, these
impacts should not be considered as a deciding factor in selecting an alignment for the
Purple Line.

76
Community Impacts

A summary of the community impacts as identified in the AA/DEIS is presented below68:

In Bethesda …
Low Investment BRT would result in strip acquisitions of property on the NIH and the
NNMC campuses.
Under each of the Build Alternatives, access (now unlimited) to the permanent Capital
Crescent Trail would be limited to specific locations.69
Under each of the Build Alternatives, loss of trees and other vegetation along the
Georgetown Branch right-of-way.70 The loss in Bethesda and Chevy Chase (i.e., the trail
west of Jones Mill Road) does not occur under the Low BRT Alternative that would
operate on Jones Bridge Road.
Four locations in Bethesda were monitored for noise and no impacts are anticipated from
any of the alternatives.

In Chevy Chase …
Low Investment BRT could result in the displacement of one residential property at Jones
Bridge and Jones Mill Roads.71 The Low Investment BRT would also require temporary
construction easements at nine residential properties on Jones Bridge Road as well as
North Chevy Chase Elementary School. All of the other Build Alternatives would require
temporary construction easements within the Columbia Country Club in order to relocate
a golf cart path.
As noted above, the Build Alternatives (excluding the Low Investment BRT) result in the
loss of trees and other vegetation along the Georgetown Branch right-of-way.
Under the High Investment BRT and the Medium and High Investment LRT alternatives,
there would be an aerial structure over Connecticut Avenue.
Eleven locations in Chevy Chase were monitored for noise impacts and no noise impacts
are anticipated from any of the Build Alternatives.

In Rock Creek Forest/Lyttonsville/Rosemary Hills …

The Build Alternatives require a strip acquisition from the Roundhill Apartments on
Freyman Drive.72
All of the LRT alternatives would require a temporary construction easement from five
properties on Talbot Avenue.

68
In order to group all of the documented impacts in the AA/DEIS by community, the findings related to noise
impacts are repeated in this section of the staff memo. Property acquisitions are noted in bold type.
69
While this is noted in Chapter 4, this statement may not apply to the trail west of Jones Mill Road as that segment
of the trail would not be constructed as part of one Build Alternative – the Low Investment BRT Alternative.
70
M-NCPPC Environmental Planning staff estimate the trail area (including the trail and adjoining tree and
vegetation cover) from Bethesda to just east of Rock Creek to total about six acres)
71
A ―displacement‖ is the complete taking of property.
72
A ―strip acquisition‖ is the taking of a smaller (usually linear or longer than it is wide) piece of property and does
not involve the displacement of a residence. The staff has been unable to locate a quantitative summary of the total
area that could be impacted by ―strip acquisitions.‖

77
 All of the Build Alternatives would require a strip acquisition from Rosemary Hills
Elementary School for the construction of the Capital Crescent Trail.
All of the Build Alternatives would also limit access to the trail to specific locations.
All of the Build Alternatives would result in the loss of trees and other vegetation along
the Georgetown Branch right-of-way.
Under any build alternative, the existing County operations and maintenance facility in
Lyttonsville would be expanded to accommodate the Purple Line fleet. The existing
viewshed is not expected to change significantly.73
Introduction of the transitway between the CSX right-of-way and the residential property
and school along Porter Road would change the existing viewshed in that area.
Three locations in the community were monitored for noise and no impacts are
anticipated from any of the Build Alternatives.

In Woodside …
Under any build alternative, the construction of the Capital Crescent Trail along the north
side of the CSX right-of-way would require temporary construction easements from two
residential properties.
Two locations in the community were monitored for noise and no impacts are anticipated.

In Silver Spring…
Each of the Build Alternatives requires strip acquisitions along the CSX right-of-way.
Each of the Build Alternatives would require property acquisition from one residence and
the displacement of two other residences on Leonard Drive.
Each of the Build Alternatives except Low Investment BRT would result in
displacements from one building of the Barrington Apartments and two buildings of the
Falklands Apartments.
Medium and High Investment BRT and LRT would require strip acquisitions on Wayne
Avenue where widening is required for left turn lanes. These alternatives would also
require temporary construction easements from some residences along Wayne Avenue to
re-grade and reconstruct driveway connections.
High Investment BRT would require temporary construction easements along Wayne
Avenue.
The Silver Spring Avenue / Thayer Avenue design option for the High Investment BRT
and LRT Alternatives would require both property acquisition and temporary
construction easements at some residences along Thayer Avenue, Hartford Avenue, and
Dale Drive.
All Build Alternatives except for the Low Investment BRT would require temporary
construction easements from the Silver Spring International Middle School.

73
There are two Purple Line Operations and Maintenance locations. One is on Brookville Road in Lyttonsville and
the other is the M-NCPPC’s Glenridge maintenance facility in Prince George’s County. The use of the Glenridge
facility will require the relocation of the Park Department vehicle maintenance activity. The use of the Lyttonsville
site will require the acquisition of additional (commercial) property in the area . The Lyttonsville site will also
require use of the existing M-NCPPC Meadowbrook Maintenance Annex which is technically public parkland and is
subject to Section 4(f) of the Department of Transportation Act of 1966.

78
 The Silver Spring Avenue / Thayer Avenue design option for the High Investment BRT
and LRT Alternatives includes a portal behind East Silver Spring Elementary School and
as a result, would require property acquisition from the school.
Introduction of the transitway between the CSX right-of-way and the commercial and
residential apartment areas along 16th Street would introduce a new visual element under
all of the Build Alternatives.
The introduction of any LRT alternative along Wayne Avenue and along Thayer Avenue
(in the case of the design option) would result in a substantial visual effect.
The High Investment BRT and LRT Alternatives include a portal on Wayne Avenue east
of Cedar Street and that would introduce a new visual element.
Eight locations in Silver Spring were monitored for noise impacts with the following
results:

- One location along the CSX right-of-way at Leonard Drive would experience
moderate noise impacts under all of the BRT alternatives.
- The area on 16th Street between East West Highway and Spring Street would
experience noise impacts under the Medium and High BRT Alternatives.
- Two locations along Wayne (one near Cedar Street and another near Mansfield Road)
would experience moderate noise impacts under each of the BRT Alternatives.
- A location along Wayne Avenue near Dale Drive would experience moderate noise
impacts under the Medium and High Investment BRT Alternatives.

In East Silver Spring …

Each of the Build Alternatives would require strip acquisitions of residential property
along Wayne Avenue and Piney Branch Road.
On Wayne Avenue, the LRT and (under the High Investment Alternatives) the tunnel
portal would introduce new visual elements.
Two locations were monitored for noise and neither location is expected to experience
any impact.

In Long Branch …
The High Investment BRT Alternative and all of the LRT Alternatives would result in the
displacement of one apartment building on Plymouth Street and one residence at the
corner of Arliss Street and Flower Avenue. In addition, there would be the need for six
right-of-way acquisitions from residential property along Plymouth and Reading Streets
for the Plymouth Street tunnel. 74
Under the Silver Spring Avenue / Thayer Avenue design option, there would be strip
acquisitions from 13 residential properties on Piney Branch Road.

The two tunnel portals, one off of Wayne Avenue and one on Arliss Street would
introduce new visual elements.
Two locations were monitored for noise and one of those (along Arliss Street) is expected
to experience moderate impacts under the Medium and High Investment BRT
alternatives.

74
These impacts are avoided by the Silver Spring Avenue / Thayer Avenue design option.

79
In Takoma Park …
Under each of the Build Alternatives, some strip property acquisition and temporary
construction easements would be required under each of the Build Alternatives.
Five locations in Takoma Park were monitored for noise and none are anticipated to
experience noise impacts.

In Langley Park …
Each of the Build Alternatives except Low Investment BRT would require strip
acquisitions from four apartment complexes along University Boulevard.
Parking impacts in Langley Park are not included in the table above and there would be
impacts along University Boulevard where the service road, now used for parking, would
be removed.75

Staff finds community impacts are one of the determining factors used in selecting a
preferred alignment.76The communities with the most significant potential impacts are the
residential areas along Jones Bridge Road west of Connecticut Avenue, the residential area
adjacent to the Georgetown Branch Trail, some residences along the CSX right-of-way,
and the residential areas along Wayne Avenue – from the SSTC to Flower Avenue, and the
residential area near Arliss Street and Flower Avenue. On Jones Bridge Road and on the
Capital Crescent Trail, we find the impacts are of a similar level and therefore do not lead
us to favor one alignment over another based solely upon community impact. We find the
Wayne Avenue issue (tunnel vs. surface) needs additional analysis with respect to the
potential impact.

Preinkert/Chapel Drive Design Option

The AA/DEIS identifies one design option for the Medium Investment LRT Alternative in
Prince George’s County, the Preinkert/Chapel Drive Design Option. This Design Option would
increase the construction cost by approximately $10,000,000 and staff finds the impacts on
Montgomery County constituents to be minimal. Staff recommends that the findings related
to this Design Option be deferred to Prince George’s County government.

Summary of Analysis of Factors In Recommending a Preferred Alignment

The following table summarizes the factors examined in selecting the Medium Investment LRT
Alternative along the Georgetown Branch right-of-way and its surface alignment on Wayne
Avenue as the preferred alignment for the Purple Line. Staff also recommends the addition of
Capital Crescent Trail connection under Wisconsin Avenue, the elimination of the Dale Drive

75
As previously noted, it also appears that the LRT alternatives could result in some loss of sidewalk connectivity
along University Boulevard.
76
It should be noted that impacts on commercial properties are not identified in the AA/DEIS. Staff is aware of two
properties – one on Bonifant Street adjacent to the SSTC and another in Lyttonsville that would be required for the
Purple Line Yard and Shop area.

80
station, and further analysis of the potential for a Wayne Avenue tunnel - extending under
Wayne Avenue to the vicinity of Mansfield Road.

Consideration Given In Arriving At

Issue Key Findings
Eventual Recommendation On Alignment
Silver Spring – Thayer Design Option
Station and Alignment Impact
Unacceptable Drop Silver Spring – Thayer Design Option
Station Area -
Dale Drive Station Ridership and Dale Drive Station from Further
Ridership
Questionable Consideration
Community Opposition To Dale
Drive Station
St Elmo Avenue Station Just Outside
of Purple Line Master Plan
Station Area – Alignment Walk Radius Favors Georgetown Branch Alignment and
Walk Access Fenton Street Station In Area of Surface Alignment On Wayne Avenue
Greatest Absolute and Percentage of
Growth In HH Density
Station Area – Fenton Street Station Necessary To
Urban Design Support Existing and Future
Favors Surface Alignment On Wayne Avenue
and Economic Revitalization
Development
Georgetown Branch Master Plan
Alignment Provides Faster Travel
Jones Bridge
Time Between Activity Centers of Favors Georgetown Branch Alignment
Road Alignment
Greater Existing & Future HH and
Job Density
Tunnel Option Needs Further
Analysis
Tunnel May Result In Net Ridership Favors Studying Tunnel Alignment On Wayne
Wayne Avenue
Gain Avenue To Mansfield Road Area
Surface and Tunnel Alignment
Impacts Need More Analysis
Confirms Georgetown Branch
Master Plan Alignment Favors Georgetown Branch Alignment & Trail
Conformance Confirms Trail Through Wisconsin Through Tunnel
Tunnel
Purchased For Transit Use
Twelve Foot Width For Hard Surface
Georgetown
Recommended Favors Georgetown Branch Alignment
Branch Trail
Focus Should Be On Mitigation Of
Tree Loss
Need Additional Information On
Typical Section
Silver Spring
Recent Change To 8 Foot Width Not Favors Studying Wayne Avenue Tunnel
Green Trail
Critical But Could Be Partially
Avoided With Tunnel

81
 Consideration Given In Arriving At
Issue Key Findings
Eventual Recommendation On Alignment

Meadowbrook Maintenance Annex

May Be 4(f) Impact No Result – All Alignments Adjacent To
Parks
New Hampshire Estates These Facilities
Neighborhood Park Will Be Impacted

Falkland Apartments Impacted – Will

Historic Require Mitigation Favors Retention of Design Option On North
Preservation Development Plan To Be Considered Side Of CSX Right-of-Way

Tree Loss On Trail Totals Estimated

Natural
Six Acres Favors Jones Bridge Road Alignment
Environment
Focus Should Be On Mitigation
No Result – Impact Deemed Not Significant
Traffic Purple Line Impact Not Significant
Enough To Favor Any Alignment
No Result – Impact Deemed Not Significant
Parking Purple Line Impact Not Significant
Enough To Favor Any Alignment
Community Favors Studying Wayne Avenue Tunnel
See Narrative For Summary
Impacts Option

82