Rockville Bikeway Master Plan

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Bike Plan

III. THE BICYCLE PLAN

Overview of Plan

Project 1 | Project 2 | Project 3 | Project 4 | Project 5

Based on the charrette, brochure survey results, and other public input processes, an overall plan was developed to provide a network that meets the goals of the study and provides the framework for the proposed bikeway system. Through two years of citizen review and input, these routes were scrutinized and adjusted to provide the best bicycle route framework possible. The enclosed map displays the overall bicycle plan. Existing facilities are shown in green and proposed are shown in red. Various line types were used to differentiate between the proposed bicycle facility types.

The following improvements were identified as having highest priority from the participants in the public workshop:

Provide for safe crossings at intersections;
Provide for "bicycle beltway" around the City with spokes linking to downtown and outward to County facilities, including the Rock Creek Bike Path, Great Seneca Highway, the Bethesda Trolley Trail, and others;
Provide bicycle-friendly roadways;
Improve access to Metro Stations;
Provide for route on or parallel to MD 355 and Falls Road;
Improve bicycle parking facilities;
Improve traffic calming;
Extend the Jefferson Street bike path;
Improve Baltimore Road bike path;
Improve bike path maintenance;
Provide access to Montgomery College; and
Provide improved connections to existing bike paths.

Prioritization Of Activities

Once the plan elements were identified, the individual projects were reviewed to identify the projects which would provide the greatest benefit.

For purposes of prioritization, improvements were classified into three levels:

Projects that must be completed to achieve the identified goals;
Projects that would help achieve the identified goals; and
Projects that could help achieve the identified goals.

It is the intent of this section to identify the priorities as identified by the community. The plan will provide for a workable, realistic bikeway system that can be readily implemented. In order to establish a prioritization of bicycle activities, factors that were identified by the charrette participants were reviewed.

The need to provide at least one good east-west and one north-south connection along with a circumferential loop around the City connecting the Gude Drive and Wootton Parkway facilities was established as having the highest priority. Without a good solid base to work from, bits and pieces of the system will not be effective. Access to downtown, linking to schools, metro stations, Montgomery College, park links, and connections to outside facilities such as the Rock Creek Bike Path were identified as having the next highest priority.

The last priority, "filling in the pieces", allows bicyclists to have full access throughout the City. It also provides alternative routes to the already established system.

Coordination with Montgomery County to tie into County proposed facilities is included in this plan, and will continue as these segments are completed. Providing adequate parking, locker space, and showers at work places should also be of importance to allow full use of the system. And finally, a maintenance program needs to be put into place. Ensuring the upkeep of these facilities is imperative to their success.

Project Implementation

With the priorities set, a phasing plan was developed to implement projects that would complete a proposed bikeway system. Ongoing CIP projects and developer improvements need to be constantly monitored for any integration of bikeway facilities that can be incorporated into these projects. As CIP projects are developed, they should be reviewed for compatibility with the proposed bikeway system and bicycle design should be integrated into all projects as applicable.

The intent of this section is to provide a strategy to complete a bikeway system that meets the priorities as outlined above. The strategy will explore projects that can be planned, designed, and constructed through the CIP program.

Projects have been developed to provide an efficient approach to completing a bicycle-compatible facility system. The following projects have been identified and are meant to be used as a guide and can be modified to adjust to existing and proposed projects or developments. Some projects have been broken down into sub-projects to allow easier integration into the CIP program. The first six projects (sub-projects 1A-1D and projects 2 and 3) identified should be completed first to provide a solid base bicycle system (Bicycle Beltway). Once a solid base is set in place, PROJECTS 4 and 5 can be implemented in any order as funding or other resources become available to further enhance the system.

Each of the projects identified completes a portion of the overall system. Each project identifies the routes which need to be upgraded and identifies proposed improvements by designating a facility that would be best suited for the proposed connection. Proper signing, striping, and intersection modifications will need to be completed along the identified routes. The first seven projects (1A - 4) generally combine bike routes and/or designated bike lanes. However, there are a few locations that will require off-road facilities, which are identified. The eighth project (PROJECT 5), is a group of individual projects that are primarily bike paths, most of which are included as park facilities.

The majority of these projects will need to be funded through the City's CIP program and from grants. However, some improvements may be incorporated into existing CIP projects. These segments, along with the corresponding CIP project names, numbers and descriptions are identified.

The following sections detail the proposed eight (8) projects and list roadways to be improved and the type of improvement (I, II, or III). The improvement types listed are intended only as a guide. Planners and designers are encouraged to investigate all facility type options prior to design to determine the most cost efficient and suited facility which meets the needs and desires of Rockville residents

Public Input Process - In Detailed Design/Implementation Processes

Prior to the implementation of any Class II Bike Lane which involves reduction of parking on neighborhood streets, the following action shall be taken:

All residents along the route will be notified via direct mailing.

The mailing will include a description and schedule of the project and how it fits into the City bicycle network.

A map of the route indicating where parking may be affected.

Name and number for a staff contact.

Date, time and location for a public open house meeting.

Local citizen association representatives will be notified by mail and invited to the Public Open House meeting.

A Public Open House meeting will be held to receive input and answer public questions about the project. Aside from direct mailing, the date and location of the open house will be published in Rockville Reports and Rockville Municipal Cable.

Staff will prepare a recommendation to the Mayor and Council, including a summary of public comment.

Residents, local citizens associations and other interested parties will be notified by mail of the final project design.

A cost summary is included for each project. It should be noted that these cost estimates are based on a collection of resources from other municipalities throughout the United States. The costs do not include right-of-way acquisition or modifications to existing signal timing systems.

PROJECT 1 - ROCKVILLE BICYCLE BELTWAY

Provide an east-west and north-south connection along with a circumferential loop around the City. The routes designated below could be signed with unique signage to include a logo designating the beltway.

PROJECT 1A - WEST SIDE LOOP CONNECTION: This section would tie the west end of the existing bike paths along Gude Drive and Wootton Parkway and would provide the missing link that would put seventy-five percent of the "bicycle beltway" in place. One capital project (420-850-5A11 - Gude Drive - right turn lane at Research Boulevard) was identified that could accommodate additional intersection modifications (striping and signing) to provide improved bicycle accessibility. Future CIP project (Wootton Parkway - Falls Road to Darnestown Road) will construct two (2) additional lanes and intersection improvements along Wootton Parkway. Bikeway improvements, including upgrades to the existing path and new connections should be incorporated into the design of this project. This project would complete the bike path that currently runs from Dundee to Hurley Avenue. This project also includes upgrading sections of the existing Gude Drive and Wootton Parkway bike paths to current design standards.

The following roadways would be improved under PROJECT 1A and are shown in Figure 3.1:

Location Facility Type (Class)

Research Boulevard Bike Lane (II)

W. Montgomery Avenue
(Hurley to Research) Bike Path (I)

Hurley Avenue Bike Route (I)

Fallsmead Way Bike Route (III)

Falls Road Bike Path (I)

Wootton Parkway Bike Path (I)

Gude Drive Bike Path & Lane (I) & (II)

Two additional projects that are not directly a part of the connection, but would enhance the usage are the designation of Dundee Road and Hurley Avenue as bicycle routes. Both of these roads have sufficient width and low volumes and speeds that they could easily be designated as bike routes (shared lane) by simply installing adequate signing.

The estimated cost of PROJECT 1A, is One Million Two Hundred Fifty-eight Thousand Four Hundred and Fifty Dollars and No Cents ($1,258,450.00).

PROJECT 1B - EAST SIDE LOOP CONNECTION:This project would tie the east end of the existing bike paths along Gude Drive and Wootton Parkway and would provide the missing link that would complete the"bicycle beltway."

The following roadway sections are to be upgraded under this project and are shown in Figure 3.2:

Location	Facility Type (Class)
Linthicum Avenue	Bike Route (III)
Grandin Avenue	Bike Route (III)
McAuliffe Drive	Bike Route (III)
Broadwood Drive	Bike Route (III)
First Street Access Road	Bike Route (III)
First Street	Bike Route (III)
Taft Street	Bike Lane (II)
Atlantic Avenue	Bike Route (III)

Figure 3.2 roadways would need to be upgraded to accommodate bike routes as indicated.

Also, the intersections of First Street at Rockville Pike and First Street at Veirs Mill Road would need to be upgraded to be more accommodating to the cyclists through proper striping, signing, and channelization.

As part of this phase, several other improvements should be investigated and completed. These include: upgrading the intersections that have been identified as being barriers (i.e. Rockville Pike (MD 355) and Gude

Drive); and designating a bike route along Broadwood Drive to connect to the existing bike path at Fletcher Place.

The estimated cost of PROJECT 1B is Fifty Six Thousand Dollars and No Cents ($56,000).

PROJECT 1C EAST-WEST CONNECTION: This project would provide for an east-west connection that would begin the spokes to the circumferential loop that was completed in PROJECTS 1A and 1B. However, as previously stated, when opportunities arise through CIP or development improvements, those portions of this or any other project should be completed. By providing this east-west connection, access to downtown would be greatly improved. One CIP project (420-850-1A72 - Park Road/Stonestreet Avenue Traffic Control) has been identified that could be integrated to include bicycle improvements. This project calls for median reconstruction, street lighting, and upgrading signs and markings. Scheduled for construction in FY 99, this project is currently in the preliminary design stages and should be identified to incorporate adequate bicycle improvements. East Middle Lane, which provides a key access route to the Rockville Metrorail Station, should be improved for bicycle use (Class II) as part of any development activity that occurs.

The remainder of this section would combine bike routes (shared and shoulder lanes) and designated bike lanes along the following routes and as shown in Figure 3.3:

Location Facility Type (Class)

West Middle Lane Bike Route III

North Street Bike Route (III)

College Parkway Bike Lane (II)

Beall Avenue (West of North Washington) Bike Route (III)

Beall Avenue (East of North Washington) Bike Lane (II)

Park Road Bike Lane (II)

Yale Place Bike Route (III)

The estimated cost of PROJECT 1C is One Hundred Two Thousand Two Hundred and Ninety Dollars and No Cents ($102,290.00).

PROJECT 1D - NORTH-SOUTH CONNECTION: This project, similar to PROJECT 1C, would provide improved access to the downtown area, but would provide it along a north-south route. No existing CIP projects were identified under this project into which bikeway improvements could be incorporated.

The route combines bike routes, designated bike lanes, and off-road pathways to complete this connection. An extension at the Southern end of Cabin John Parkway to Wootton Parkway should be included as a Class I bikeway. This should be built as part of the planned storm water management facility. An alternate, traversing through Dogwood Park and the new Tower Oaks residential section, was also designated.

The following roadways are proposed for improvements under PROJECT 1D and shown in Figure 3.4:

Location Facility Type (Class)

Millboro Drive Bike Route (III)

Stratton Drive Bike Route (III)

Dunster Road Bike Route (III)

Atwell Road Bike Route (III)

Monroe Street Bike Lane (II)

Monroe Street Bike Route (III)

Cabin John Parkway Bike Route (III)

New Mark Esplanade Bike Route (III)

Tower Oaks Boulevard North Bike Route (III)

Potomac Valley Road Bike Route (III)

The estimated cost of PROJECT 1D (Figure 3.4) is Thirty-two Thousand Four Hundred Forty Three Dollars and No Cents ($32,443.00).

PROJECT 1E - KING FARM BICYCLE NETWORK: The approved development plan for the King Farm area includes bicycle facilities that will increase the safe use of bicycles for many trip types or purposes.

While there is existing infrastructure, particularly on plan boundary areas, which pose planning and design challenges, the interior of the planning areas provide many options and opportunities for travel by bicycle. The grid street network gives all roadway users many options for path of travel, and diffuses the total demand for roadway space more evenly across the network than traditional highway planning and design methods. The conscious management of roadway speeds and congestion enhances the opportunity for many cyclists. Consideration of additional facility and planning options through the final planning, design, and implementation will ensure the adequate accommodation of bicyclists.

Facility Designs

The Bikeway Master Plan focuses on providing, at a minimum, equal access to common destinations by way of bicycle-compatible streets. The core of the King Farm bicycle network is a system of compatible bicycle routes (Class III), augmented, where appropriate, by other designated facilities: bicycle lanes and multiple-use paths.

The designation of certain lines of travel as bicycle routes through signing provide additional encouragement. These travel lines, while they may follow the same desire lines as primary routes or boulevards, should not necessarily be on primary motor vehicles routes. Better use of the grid street system can be made by designating alternate routes through the street network. While it is the intention to make all streets within the planning area bicycle-compatible for experienced cyclists, others with different skill levels or experience would benefit from this designation. Bicycle lanes (Class II) have been designated for King Farm Boulevard.

Site Access

As previously mentioned, the site is bounded by existing infrastructure that may inhibit access and travel by bicycle. Travel forecasts for surrounding roadways for the year 2010 show dramatic increases in motor vehicle traffic. West Gude Drive and Frederick Road are expected to exceed 33,000 and 78,000 vehicles per day, respectively. Volumes this high pose significant barriers to any crossing movements by bicyclists and make traveling along these roadways nearly impossible, except for the most experienced cyclists.

In addressing existing barriers of this type in the Bicycle Master Plan Update, it was found that channelizing bicyclists to the most accommodating crossing point was necessary. Channelizing bicyclists to these points assumes that accommodating conditions either currently exist or are planned in the immediate future. Of particular concern is access to the Shady Grove Metro Station via Redland Road, and the intersection of Redland to Frederick Road. At this time, there are concurrent designs for similar bicycle accommodation on the east side of the intersection. Continued examination of this crossing in the context of other planning efforts by the City, County and State is critical. Failure to integrate considerations of cyclists in this corridor would, at the least, inhibit bicycle travel; and, possibly, create conditions which precipitate a serious or fatal bicycle/motor vehicle crash.

Transportation Demand Management (TDM)

The TDM Plan for the site area mentions environmental design factors that either prevent direct passage or that put bikers in conflict with vehicular traffic as barriers to increased travel by bicycle. The plan also states that it ...has been carefully designed to minimize these barriers and encourage ...bike travel. If TDM efforts, as they apply to bicycling, are to be successful, they must carefully consider the content of the Bicycle Master Plan in general, and this section of the plan specifically.

The (draft) TDM Plan says there are three important ways in which non-motorized modes might be used for TDM purposes. The plan then only lists two items: as a primary mode and as a feeder mode. While this may be a simple omission, revision of this document should provide a more complete and detailed strategy for how these modes can enhance the options for people traveling within and through the community.

The following bike facilities are currently planned in the approved King Farm concept Development Plan. All facility construction is developer funded. The following roadways are proposed for improvements under PROJECT 1-E and are shown in Figure 3.5:

Location Facility Type

Gaither Road Bike Path (I)

King Farm Boulevard Bike Lane (II)

Redland Boulevard (west of Gaither) Bike Path (I)

Watkins Pond Boulevard Bike Path (I)

Elmcroft Boulevard Bike Route (III)

Piccard Drive Bike Path (I)

Piccard Drive (extended) Bike Path (I)

Crooked Creek Drive Bike Path (I)

As the King Farm development progresses, additional bike routes (Class III) will be designated on primarily residential streets to improve accommodation for bicyclists. Bike facilities will be included as plans are developed for the design of ninety-two plus acres of public parkland included in the King Farm development.

PROJECT 2 - PROVIDE ACCESS TO SCHOOLS

This project would provide for various routes throughout the City to link the beltway and spokes to the schools within the City. As with the routes suggested under PROJECT 1, this project would be completed as a CIP project that would consist of proper signing, striping, and intersection modifications to bring the roadways up to current bicycle compatible standards. The suggested routes would combine bike routes (shared and shoulder lanes) and designated bike lanes. The following roadways are proposed for improvements under PROJECT 2 and are shown in Figure 3.6:

Location Facility Type (Class)

Glen Mill Road Bike Path (I)

Veirs Drive Bike Path (I)

Scott Drive Bike Path (I)

Great Falls Road Bike Path (I)

Falls Road Bike Lane (II)

Mannakee Street Bike Lane (II)

Stonestreet Avenue Bike Lane (II)

Crabb Avenue Bike Route (III)

Watts Branch Parkway Bike Lane (II)

The estimated cost of PROJECT 2 is Six Hundred Forty-eight Thousand Nine Hundred and Forty-five Dollars and No Cents ($648,945.00).

PROJECT 3 - LINK METRO STOPS AND COMPLETE PATHWAYS IN SOUTHEAST QUADRANT OF THE CITY (INCLUDES PARALLEL ROUTE TO ROCKVILLE PIKE)

This project would provide access to Metro stops and complete the bicycle system in the southeast quadrant. The following sections of roadway are proposed for improvements under PROJECT 3 and are shown in Figure 3.7:

Location Facility Type (Class)

Tower Oaks Boulevard Bike Path (I)

Wainwright Avenue Bike Route (III)

Atlantic Avenue Bike Route (III)

Vandegrift Avenue Bike Route (III)

Ardennes Avenue Bike Route (III)

Twinbrook Parkway Bike Lane (II)

Rollins Avenue Bike Lane (II)

Jefferson Street Bike Lane (II)

Lewis Avenue Bike Route (III)

Halpine Road Bike Route (III)

Crawford Drive Bike Route (III)

Chapman Avenue Bike Route (III)

Edmonston Drive Bike Route (III)

Clagett Drive Bike Route (III)

Wilmart Street Bike Route (III)

Rollins Avenue Bike Route (III)

Muriel Street Bike Route (III)

Halpine Road Bike Route (III)

Congressional Lane Bike Route (III)

The estimated cost of PROJECT 3 is Two Hundred Eighty-nine Thousand Six Hundred Thirty-nine Dollars and No Cents ($289,639.00).

PROJECT 4 - COMPLETE PATHWAYS IN NORTHEAST QUADRANT OF THE CITY (INCLUDES PARALLEL ROUTE TO ROCKVILLE PIKE)

This project would complete the bikeway system in the northeast quadrant of the City. The CIP project (420-850-PW04 - Fleet Street Extension) was identified as having potential to integrate bicycle facility upgrades connected with this project.

By integrating bicycle facilities into the design, this section would provide additional parallel access to Rockville Pike.

Three other CIP projects (420-850-6K11 - Southlawn Lane - Loftstrand to Gude; 420-850-9F12 - Southlawn Lane West; and 420-850-9E12 - Southlawn/Dover Connector Road) are all proposed upgrades and/or new roadways. Bicycle compatibility should be integrated into the design of these roadways.

Upgrades to the existing Baltimore Road bike path should also be completed during this phase to bring the bikeway up to current standards.

Key intersections that will need to be upgraded to accommodate the connections include Wootton Parkway at Rockville Pike, and First Street at Veirs Mill Road. The following roadway sections are proposed for improvements under PROJECT 4 and are shown in Figure 3.8:

Location Facility Type (Class)

Dover Road Bike Lane (II)

North Horners Lane Bike Lane (II)

Loftstrand Lane Bike Lane (II)

Frederick Avenue Bike Route (III)

Stonestreet Avenue Bike Lane (III)

Baltimore Road Bike Path (I)

Maryland Avenue Bike Lane (II)

Fleet Street Bike Lane (II)

Ritchie Parkway Bike Lane (II)

Ashley Avenue Bike Route (III)

Southlawn Lane Bike Path (I)

The estimated cost of PROJECT 4 is Four Hundred Seventy Three Thousand Eight Hundred Ninety-four Dollars and No Cents ($473,894.00).

PROJECT 5 - MISCELLANEOUS CONNECTIONS

This project would complete the bikeway system in the City of Rockville. It is not intended to be prioritized after any of the previous projects; however, given the magnitude of some of the projects below, these are categorized to allow each to be treated as separate, stand-alone projects. These connections will add additional access that is not part of the base street system and will integrate with proposed park facilities. The following are descriptions of the sub-projects that are proposed under PROJECT 5 (see Figure 3.9):

ROUTE 28 BIKE/PED BRIDGE ACROSS I-270: Identified as a priority by residents, the addition of a Class I bike path added to the south side of the Route 28 Bridge would provide a much needed connection across I-270 into downtown. Currently this route is not safely accessible for pedestrians or bicyclists.

GUDE DRIVE TO ROCK CREEK BIKE PATH: This would provide a vital, off-road link to the Rock Creek Path, which was identified as a high priority of the plan. Significant coordination with Montgomery County and Transco needs to occur to implement this project.

MARYLAND 355 (ROCKVILLE PIKE, NORTH): This facility would provide a pathway along MD 355 from the Unity Bridge to the northern City limit. Since parallel access is limited along this section of MD 355, it is intended to provide a bike path that would run along the MD 355 corridor. The County has proposed a similar connection north of the City and has recently constructed and is currently in the process of designing similar sections south of the City. It is intended to obtain most of this pathway through the redevelopment process.

MARYLAND 355 (ROCKVILLE PIKE, SOUTH): This would provide a parallel route to Route 355. This should be implemented as a development occurs on

the Woodmont Country Club site. The northern portion of this extension (north of Talbot Street) may be a candidate for redevelopment conditions.

The estimated cost of PROJECT 5 is One Million, Seven Hundred Sixty Thousand Three Hundred Dollars and No Cents ($1,760,000.00).

TABLE 3.1 PRIORITY OF PROJECTS
PRIORITY	PROJECT	COMMENTS
1	West side Loop Connection	Tie west end of existing Gude Drive and Wootton Parkway bike paths together and improve the existing sections.
	East side Loop Connection	Tie east end of existing Gude Drive and Wootton Parkway bike paths together and improve the existing sections.
	East-West Connection	Provide a continuous east-west connection and access to downtown.
	North-South Connection	Provide a continuous north-south connection and access to downtown.
	King Farm	Various routes in new development, connections to adjacent neighborhoods and Metrorail.
2	Access to Schools	Various routes to link schools throughout the City.
3	Access to Metro and southeast quadrant	Provide access to Metro Stops and complete bikeway system in southeast quadrant including parallel route to Rockville Pike.
	Complete bikeway system in northeast quadrant of the City	Complete bikeway system in northeast quadrant of the City, including parallel route to Rockville Pike.
	MD 355 (Rockville Pike)	Bike path along MD 355 north from Frederick Road to City limit and south from Talbot to Congressional.
	Rock Creek Access	Provide off road access to Rock Creek Bike Path via Transco line.
	Route 28/Bike/Ped Bridge	Retrofit Route 28 bridge across I-270 with bike/pedestrian facility.