Olney Master Plan County Council Work Session #1
Transportation
September 30, 2004
Summary
Steve Silverman asked five times about options to tie an increase
in density on the 32 acre Bowie Mill Property to transportation improvements
(but not be staging).
The land use/transportation balance will be tolerable if all gets developed and all road improvements are done. Glen Orlin, the Council staff member, gave a warning that if Council increases density then it will unbalance this ratio
Committee agreed with staff recommendations except will revisit during a later session:
Details of the Discussions
Discussed the meaning of transportation recommendations in a master plan – road improvements in a master plan are no guarantees that it will happen. It just means that it is County policy that eventually such a project will be needed and every step will be taken to protect the option to build the recommended road improvement
Land use/transportation balance at build out is 0.549 which is slightly better than the PATR congestion standard of 0.55. This assumes full build out of all the land use in the plan and all remaining planned transportation facilities. This means traffic conditions will be at the border line of tolerable and intolerable (by definition of the PATR congestion standard).
Councilmember Praisner raised issue that it is not what will happen ultimately but what happens first – staging. They cannot up zone or increase density without adequate infrastructure. Is this ratio valid anymore?
Council President Silverman asked if there were to be additional development on the 32 acre property, what options are there in a master plan to tie that increase to transportation improvements. He recognized this is usually done at site plan but gave King Farm as an example of how development came before transportation linkages were done. Staff responded that it would not, on average, make much of a difference in all of Olney. Silverman pursued, can there be options in the master plan such as can develop X density but can develop X + Y if you do Z. Staff responded you could just reduce development at another site within the plan or have transit services be required.
Silverman asked again if Council could tie more housing on the 32 acre site to specific mitigation. Staff said yes. Silverman wanted examples and was given Glenmont Shopping Center which Dan Hardy said was staging.
Councilmember Floreen stopped Silverman’s line of questioning by saying his idea was interesting but this may not be the right plan – maybe Shady Grove. Olney is very established – not talking new roads here. Other things will help Olney like the transit way (I think she’s referring to the Georgia Ave busway) and the Glenmont garage.
Silverman pushed again on the 32 acre site: since there are lots of numbers put out there and the County controls the site, guidance may be needed if there is a higher level of density.
Praisner agrees with Floreen – this isn’t an area that will have a great density shift. Would like to see busway a reality and tie things to it. Each master plan post AGP needs a substitute for the lack of that kind of review.
Muncaster Mill to stay two through lanes (turn lanes not included) – Silverman and Floreen said yes, Praisner commented that the majority view is reflected here and agreed.
Western Connector (if ICC is not done) – Floreen said alternatives MUST be considered instead of may be considered.
Brookeville Bypass and north on Georgia Ave – reduce current 120 ROW to 80 foot ROW. Bob Simpson from DPWT recommended keeping the 120 foot ROW since hard to reclaim if ever needed. Reminded Council of long-range future (beyond 20 years of master plan) but Committee felt a 120 foot ROW makes it easy to go to 4 lanes. Khalid commented 120 foot ROW helps keep the rural look with more trees as a buffer. Praisner said trees were nice but don’t want additional lane. Khalid reminded Committee four lanes possible in 80 foot ROW as well. Committee agreed with staff to have an 80 foot ROW.
Accepted staff recommendation to split the classification of Old Baltimore Road. Between Georgia Avenue and 108 classification is an arterial and primary residential from 108 to Gold Mine– haven’t heard from that part of Olney.
Bowie Mill Road – Praisner commented that the design of this road is dramatically different at each end. Large lots with few driveways through URC and then lots of housing close to the street in Olney. Staff responds that the function is the same (connects two state roads). Silverman asked about consequences for split classification and staff responded traffic calming, priority for snow plowing or sidewalks. Bob Simpson from DPWT states system continuity – still will have arterial traffic going on that part of the road. Praisner defers decision.
Cashell Road – similar comments as Bowie Mill Road. PHED committee deferred a decision pending staff recommendations for how the committee can classify road “primary residential” to permit speed calming without permitting any other actions such as limiting through traffic.
Heritage Hills vs Queen Elizabeth which one should arterial? – PHED is leaning toward staff recommendation to downgrade Heritage Hills and keep Queen Elizabeth arterial. However, since this differs from Planning Board Draft (both primary residential), they agreed to defer a decision to give people time to respond.
Appomattox Avenue, Buehler Road, SEQ road network PHED concurs with staff recommendation to concur with Planning Board draft. Khalid will follow up with Freeman Associates to clarify that this recommendation does not mean Freeman has to do this right away; can wait for redevelopment of both shopping centers.
Batchellor’s Forest Road as rustic road – Praisner pushed for ability to have safety improvements done near the Farquhar MS.
PHED decided to accept staff’s recommendation of rustic road with qualifications. Rustic Road begins after first 1,200 feet from Georgia Avenue unless Washington Christian Academy on the Gandel property is approved then after first 1,700 feet to allow for improvements related to institutional use.
Brighton Dam Road PHED accepted staff recommendation for rustic classification from Georgia Avenue to Bordly but noted it may revisit this decision.
Emory Church Road will be a secondary residential street even though DPWT urged a primary residential classification. Staff reminded Committee that this may need to be revisited if densities are increased in the SEQ.
Bikeways – biggest issue is if they are paved or not. PHED asked Staff from Parks and DPWT is to meet and come back with one recommendation