Alternatives Reitained For Detailed Study (September 2010)

MD 355/Rockville Pike Crossing Study
ALTERNATIVES RETAINED FOR DETAILED STUDY
Montgomery County Department of Transportation
September 2010
MD 355/Rockville Pike Crossing Study September 24, 2010
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TABLE OF CONTENTS
Section Page
Introduction..................................................................................................................................... 1
Purpose of the Study ....................................................................................................................... 1
Purpose & Need .......................................................................................................................... 1
Goals and Objectives .................................................................................................................. 1
Existing Conditions......................................................................................................................... 2
Existing Traffic Operations ........................................................................................................ 2
Existing Natural Environmental Resources ................................................................................ 3
Existing Cultural Resources........................................................................................................ 4
Development of Preliminary Alternatives ...................................................................................... 5
Future (2030) No-Build Conditions............................................................................................ 5
Transportation System Management/Transportation Demand Management (TSM/TDM) ....... 6
Interchange Alternatives ............................................................................................................. 7
At-Grade Intersection Alternatives with Pedestrian/Bicyclist Crossing Options....................... 8
Pedestrian/Bicyclist Crossing Options........................................................................................ 9
Screening of Preliminary Alternatives.......................................................................................... 10
Preliminary Alternatives Dropped from Further Consideration ................................................... 10
Alternatives Retained for Detailed Study (ARDS)....................................................................... 17
LIST OF TABLES
Table Number Title Page

1 Existing Peak Hour LOS and Delay (seconds per vehicle) for the
Intersection........................................................................................ ..........3
2 2030 No-Build Peak Hour Intersection LOS and Delay (seconds per
vehicle).........................................................................................................6
3 Peak Hour Network Delay for 2030 No-Build & 2030 No-Build with
Additional Delay at the NNMC Gate……………………………………...6
4 Alternative 4 Peak Hour LOS and Delay per Vehicle (in seconds)……...13
5 Peak Hour Network Delay for Alternative 4 Scenarios………………….13
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12 TSM Bicycle and Pedestrian Signal Phase Enhancement Peak Hour
LOS and Delay per Vehicle (in seconds)………………………………...17
13 Peak Hour Network Delay for TSM Bicycle and Pedestrian Signal
Phase Enhancement ...................................................................................17
14 2030 No-Build Peak Hour Intersection LOS and Delay (seconds per
vehicle)…………………………………………………………………...18
15 Peak Hour Network Delay for 2030 No-Build & 2030 No-Build with
Additional Delay at the NNMC Gate…………………………………….18
16 Alternative 2A & 2B Peak Hour LOS and Delay per Vehicle (in
seconds)…………………………………………………………………..19
17 Peak Hour Network Delay for Alternatives 2A and 2B Scenarios………20
LIST OF FIGURES
Figure Number Title On or Following Page

1 Study Area Map ................................................................................ ..........1
2 Environmental Features ...............................................................................2
3 Preliminary Alternative 2 - TSM/TDM Alternative ....................................7
4 Preliminary Alternative 3 – Interchange MD 355 under South Wood
Road/South Drive.........................................................................................7
5 Preliminary Alternative 4 – Tight Urban Diamond Interchange .................8
6 Preliminary Alternative 5 – Double Left Turns with Pedestrian/Bicyclist
Crossing Options..........................................................................................8
7 Preliminary Alternative 6 – Southbound Jug Handle with
Pedestrian/Bicyclist Crossing Options.........................................................9
8 Preliminary Alternative 7 – Northbound Jug Handle with
Pedestrian/Bicyclist Crossing Options.........................................................9
9 Alternative 2A – TSM with Shallow Underpass .......................................17
10 Alternative 2B – TSM with Shallow Underpass and Deep Elevators .......17
11 Alternative 3 – Interchange MD 355 under South Wood Road
/South Drive ...............................................................................................17
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INTRODUCTION
The purpose of this document is to describe preliminary alternatives developed for this study,
summarize the screening and evaluation of each alternative and its potential to meet the project
purpose and need, and present the recommendations for the alternatives to be dropped from
further consideration and the Alternatives Retained for Detailed Study (ARDS). The
recommendations are based on stakeholder and public input that was received that this stage of
the study. Based on additional study and refinements, the ARDS will be further evaluated and
considered in the selection of a Preferred Alternative.
PURPOSE OF THE STUDY

The purpose of the MD 355/Rockville Pike Crossing Study is to improve the movement of the
traveling public between the west and east sides of MD 355/Rockville Pike at its intersection
with South Wood Road and South Drive in Bethesda, Maryland (See Figure 1 for a map of the
Study Area).
A. Purpose and Need

Purpose - This project is intended to: (1) enhance/improve access to mass transit facilities; and
(2) improve the mobility and safety of pedestrians and bicyclists crossing MD 355/Rockville
Pike and improve traffic operations at the existing intersection of South Wood Road/South
Drive/MD 355.
Need - Currently transit users, pedestrians, and bicyclists wishing to cross MD 355 to get to the
National Navy Medical Center (NNMC) from the Medical Center Metrorail Station or the
National Institutes of Health (NIH) must compete with very high volumes of traffic traveling
between South Wood Road, South Drive, and MD 355. This project is needed to improve the
mobility, traffic operations, and safety for all facility users within the project area by reducing
existing conflicts between pedestrians and vehicles.
B. Goals and Objectives

The MD 355/Rockville Pike Crossing Project would improve access to mass transit facilities in
one of the most congested areas in the region. It would better integrate connectivity between rail,
bus, car/vanpool, and pedestrian/bicycle commuters. Increasing transit usage is part of the
approach to mitigate forecasted congestion levels in this area of Montgomery County associated
with the Base Realignment and Closure (BRAC) action impacts. The following primary goals
and objectives related to the Purpose and Need were identified for this project:
• Improve pedestrian mobility between NNMC, NIH, and Medical Center Metrorail Station
facilities through improved crossing of MD 355
• Improve pedestrian safety within the project area by minimizing conflicts with vehicular
traffic
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495
PROJECT
LOCATION
495
LOCATION MAP
355
Maplewood
Park
Alta Vista 355

Alta Vista
Study Area Location

Locust
Hill
Estates
495
495
NATIONAL NATIONAL
INSTITUTES OF HEALTH NAVAL MEDICAL CENTER North
North Chevy Cha
Ch
Chevy Chase
Recreation Area
Recreation
Area
Clinical
Center
Sonoma
Metro
Medical Center
Suburban Columbia
Station
Hospital Country
187 Club
National Library
of Medicine
Greenwich
Park
Northwest West Chevy Chase Heights
Park
355
Lynn-
Woodmont Brook
Park
Columbia Forest
Legend 1,100’
Vegetated Wetlands 550’ 0 550’ Montgomery County
National Register Eligible
Metro Station Department of Transportation
Streams and Open Waters
Protected Open Space and
Scale:1"= 1,100’ MD 355 (Rockville Pike) Crossing Study
Parks Historic Resource Viewsheds
Historic District Boundary Alternative
Study 2A
Area Map
100-Year Floodplain Airspace Restrictions Date Figure No.
National Register List
September 2010
P
• Improve traffic operations to and from NNMC and NIH/Medical Center Metrorail Station
at the MD 355/South Wood Road/South Drive intersection.
The following secondary goals and objectives are not central to the Purpose and Need, but are
still important considerations. These attributes will not be used as the main factors in
determining which alternatives should be analyzed or carried forward, but will be used to support
selection of a Preferred Alternative:
• Promote alternative modes of transportation such as rail, bus, car/vanpools, pedestrians

and bicycle commuting
• Improve efficiency with which emergency and transit vehicles move between the NIH
and NNMC campuses.
EXISTING CONDITIONS
Currently, South Drive provides access to the Medical Center Metrorail Station Kiss & Ride lot,
the NIH South Drive Gate, and a bus loop for Metrobuses and Ride On buses. Similarly, South
Wood Road provides access to NNMC and is the only gate that allows entry 24 hours per day.
More detailed background information on the existing conditions, future no-build forecasts, and
traffic operational analyses are documented in the MD 355 Purpose and Need Statement.
In addition to traffic studies, the study team conducted an environmental overview of existing
documentation and mapping. The team also initiated coordination with various resource agencies
to identify natural, socio-economic, and cultural resources that exist within the MD 355 study
area. Figure 2 provides an overview of the existing natural environmental and cultural resources
within the study area
A. Existing Traffic Operations

The study team used the traffic volumes developed for this study to evaluate the traffic
operations at the MD 355/South Wood Road/South Drive intersection for the purpose of
identifying which preliminary alternatives could potentially meet the project Purpose and Need.
Traffic operations modeling programs, Synchro and SimTraffic, were used to assess the existing
and future traffic operations at this intersection and the roadway network along MD 355 between
Cedar Lane and Jones Bridge Road. The Synchro and SimTraffic models, once calibrated for
existing conditions, were used to obtain Level-of-Service (LOS), delay, and queuing information
that were used in the assessment of future No-Build conditions as well as the projected
operations of each preliminary alternative.
The LOS is a qualitative measure of operational conditions within a traffic stream. LOS ranges
from A to F, where a LOS A represents optimal conditions and a LOS F represents saturated or
failing conditions. However, when an intersection is functioning at a LOS F it may not be
possible to quantify the degree of failing operations. In this case, delay can be used as a metric
that is more meaningful and easier to compare across movements and scenarios. Delay is defined
as the average amount of time between when a vehicle first stops in the queue approaching an
intersection and when the vehicle clears the intersection.
2
NATIONAL
NAVAL MEDICAL CENTER
Legend Temporary Pavement Proposed Pavement Removal Montgomery County

National Register Eligible 0 400’ 800’
Department of Transportation
Metro Station Proposed Pavement Streams / Waters
X of X
the Proposed
U.S. Metro Station
Historic District Boundary Fence
Streams / Waters of the U.S. SCALE: 1"=400’
Bus Stop Proposed Underpass Proposed Crosswalk MD 355 (Rockville Pike) Crossing Study
County Champion Tree Existing Roadway Right-of-Way
National Register List Environmental Features
Alternative
Existing Signal Proposed Overpass
Historic District Boundary
Proposed Median Protected Open Space and Date Figure No.
National Register Eligible Airspace Restrictions
Proposed Signal National Register List
Historic Resource Viewsheds
Proposed Sidewalk & Bikepath September 2010
H
The highest existing volumes at the intersection of MD 355 and South Wood Road/South Drive
are along southbound MD 355 in the AM peak and along northbound MD 355 in the PM peak.
With the existing signal timing in place, which prioritizes the mainline, the movements on the
east and west approaches experience the worst levels of service. Existing LOS and delay are
summarized in Table 1, below.
Table 1: Existing Peak Hour LOS and Delay (seconds per vehicle)
for the Intersection of MD 355/South Wood Road/South Drive
AM Peak Hour PM Peak Hour
Condition
LOS Delay LOS Delay
Existing C 30.6 s/veh F 121.7 s/veh
In addition to traffic congestion issues, there were a total of 64 reported crashes at the
intersection of MD 355 and South Drive/South Wood Road, including the approaches, during the
analysis period. Some key safety concerns identified include:
• Rear-end collisions were the most common type

• Six single vehicle-pedestrian related collisions were reported
• 25 percent of the crashes resulted in injury, with six of those resulting in serious
injury
• 12 collisions involved transit buses.
B. Existing Natural Environmental Resources
The study area consists of two developed properties, the NIH and NNMC, and natural habitats
have been replaced by urban uses and maintained trees and lawn. Existing waterways,
floodplains and terrestrial areas have been evaluated in reports prepared by NIH and NNMC and
are described below.
Floodplains – The 100-year floodplain of Stoney Creek is located on the NNMC facility beyond
the project area. The floodplain associated with the NIH stream is also located beyond the project
area.
Wetlands – Lake Eleanor is located in the lawn area of the NNMC between MD 355 and the
Naval Hospital Tower (Palustrine Open-Water). No wetlands are associated with the existing
stream system (Stoney Creek) which is located beyond the study area (Wetland Investigation
Report, NNMC FEIS). No wetlands are present on the NIH campus and the NIH stream is
located to the west of the study area (NIH Master Plan 2003 Update, March 2005).
Water Quality – The study area is located in the Lower Rock Creek Watershed. This watershed
is designated a restoration area and as a result, stormwater retrofit, stream restoration and habitat
improvement opportunities are being examined (NNMC 2003 Master Plan Update, March 2008).
Terrestrial Habitat – According to previous studies, no forest resources are present in the
project area. Five of Montgomery County’s champion trees are located on the NIH campus;
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however, they are outside of the study area. Vegetation on the NNMC property along MD 355
consists of “formal plantings found around developed areas.” Wooded areas are located along the
eastern portion of the property beyond the study area. According to available resources, the
wooded areas on the NIH campus are maintained tree lawns and do not meet the definition of
forest established by Montgomery County and the Maryland Department of Natural Resources
(MDNR).
Roadside trees may be located within the publicly-owned right-of-way along MD 355.
Significant/specimen trees, those having a diameter of 24 inches or greater, were identified
during field surveys and will be avoided if possible during the alternatives development phase.
Any unavoidable impacts to trees within the publicly-owned right-of-way will require a
Roadside Tree Permit from MDNR Forest Service.
Rare, Threatened, and Endangered Species – According to the US Fish and Wildlife Service
(USFWS) (letter dated January 27, 2010) and the MDNR Natural Heritage Division (letter dated
January 13, 2010), there are no known occurrences of Federal or State listed rare, threatened, or
endangered species in the study area.
C. Existing Cultural Resources

Above-Ground Resources – Research revealed twenty (20) documented above-ground
properties within a mile radius of the project area. The majority of these properties are located
within the NIH or NNMC complexes.
NIH Resources – The NIH undertook a cultural resource inventory of its property and
determined twenty (20) buildings are eligible for listing in the National Register of Historic
Places (NRHP), either individually or as contributing resources to a historic district. Two of
these buildings are located within the project area; “The Stone House,” and the Caretaker’s
Cottage, and are known as the George Freeland Peter Estate (M: 35-9-1). In 1985, the Maryland
Historical Trust determined the Peters Estate is eligible for listing in the National Register, but
the documentation does not clearly define it as a Historic District. The Peter Estate consisted of
the following contributing resources; the Main House (or "Stone House"), the Caretaker's
Cottage, the formal garden off south axis, the rounded stone wall and fountain and the terraced
walls on the hill below primary façade. The MHT documentation considers the south side of
South Drive and the west side of Wisconsin Avenue as a contributing landscape resource that is
included within M: 35-9-1.
NNMC Resources – The NNMC Historic District, which was listed in the NRHP in 1998 and
consists of 131 acres and eighteen (18) contributing buildings. The historic district’s landscape
fronts Rockville Pike and is identified in the NRHP nomination form as contributing to the
historic character of the property. The nomination defines the significance of the landscaped
semi-circular area in front of build 1 (Bethesda Naval Hospital Tower) as “An integral part of
Building 1 … its front landscape area and monumental flagpole set directly on center with the
main tower.” The formal landscape immediately west of Building 1 is semicircular in
appearance, shaped by the formal semi-circular drive (Wood Road) that leads visitors into the
site from the north and from the south.” The nomination emphasizes the role the landscape plays
4
in defining the architectural experience of the building: “the extensive greensward surrounding
the monument remains much as it appeared after its initial development. The experience,
therefore, of entering a prominent and distinguished naval facility is clear and one is compelled
to acknowledge and admire that which remains of its architectural character.” The landscaped
grounds south of Wood Drive, east of MD 355 and north of Jones Bridge Road are also
considered a contributing resource in the NNMC NRHP district.
Archaeological Sites – Research identified sixteen (16) documented archaeological sites within
the one-mile study area. Of these sites, eleven (11) are prehistoric and five (5) are
multicomponent sites that exhibit evidence of both prehistoric and historic occupation.
While the study area has a moderate potential for containing archaeological sites, prior
disturbance within the Archaeological Areas of Potential Effect (APEs) significantly reduces that
potential.
DEVELOPMENT OF PRELIMINARY ALTERNATIVES

To meet the outlined goals and objectives, the study team investigated a wide array of potential
concepts to understand their feasibility. These concepts ranged from pedestrian-only crossings of
MD 355 to overpass and underpass concepts that could accommodate vehicles as well as
pedestrians and bicyclists. Once the Purpose and Need was drafted and agreed to by the project
stakeholders, the study team developed a set of preliminary alternatives from the concepts that
could potentially meet the project Purpose. The preliminary alternatives that were developed
were grouped into four categories of improvement type, including:
• No-Build
• Transportation System Management/Transportation Demand Management (TSM/TDM)
• Interchange Alternatives
• At-Grade Intersection Improvements with Pedestrian/Bicyclist Crossing.
For each of the proposed preliminary alternatives list below, pedestrian and bicycle access
facilities designed to be in compliance with the Americans with Disability Act (ADA) would be
maintained during and after construction, in configurations similar to existing conditions.
Similarly, access to transit services (e.g., Metrobus, Ride On, Metrorail, Kiss & Ride, etc.) would
be maintained as proposed improvements are implemented. Coordination with SHA on other
MD 355 intersection improvement projects at Jones Bridge Road and Cedar Lane has been and
will continue throughout the design and construction process.
A. No-Build
Alternative 1 – The No-Build Alternative is required as part of the National Environmental
Policy Act (NEPA) to form a basis of comparison for the build alternatives. With the No-Build
Alternative, no substantial improvements would be made in the study area beyond those
improvements included in the County’s Capital Improvement Plan (CIP) or Metropolitan
Washington Council of Governments’ (MWCOG’s) Constrained Long Range Transportation
5
Plan (CLRP) for 2035. Table 2, below, provides a summary of the forecasted 2030 No-Build
traffic conditions in LOS and intersection delay.
Table 2: 2030 No-Build Peak Hour Intersection LOS and Delay (seconds per vehicle)
Condition
LOS Delay LOS Delay
2030 No-Build D 36.5 s/veh F 136.9 s/veh
As mentioned previously, the study team also investigated the operations of the roadway network
along MD 355, between Cedar Lane and Jones Bridge Road. SimTraffic software was used to
evaluate the operations of the corridor segment for 2030 No-Build conditions with typical
NNMC gate functions, as well as with an assumed increase in NNMC gate delays. The assumed
delays at the NNMC gate were evaluated in response to concerns that the operations at the gate
could be relatively easy to disrupt, particularly with visitors not accustomed to security
requirements. The potential delays were then evaluated for their affect on the proposed
improvements to determine the overall effect on network congestion.
Based on standard gate operations data, normal processing time was assumed to be
approximately eight seconds per vehicle. To assess the impact of the potential delay at the gate to
the overall network the traffic team assumed 19 seconds per vehicle if a delay were to occur at
the gate. The network delay data is presented below, in Table 3, as a percentage of overall
network delay, where 2030 No-Build is the baseline (i.e., network is considered to function with
a forecasted delay of 545.2 s/veh in the AM peak and 1341.3 s/veh in the PM peak). In the tables
provided in this document, any percentage above zero represents increased delay; likewise, a
negative value, under zero percent, shows a potential decrease in delay. As shown in Table 3,
additional delays at the NNMC gate would increase network delay by 15 percent in the AM
peak, when most traffic is entering NNMC and by two percent in the PM peak over normal No-
Build operations.
Table 3: Peak Hour Network Delay for 2030 No-Build, and

2030 No-Build with Additional Delay at the NNMC Gate
AM Peak Hour Delay PM Peak Hour Delay
Condition
(Percent Change) (Percent Change)
2030 No-Build 545.2 s/veh (NA) 1341.3 s/veh (NA)
2030 No-Build With Additional NNMC Gate
624.7 s/veh (15%) 1367.6 s/veh (2%)
Delay
B. Transportation System Management/Transportation Demand

Management (TSM/TDM)
Alternative 2: TSM/TDM Alternative – This alternative consists of at-grade pedestrian and
bicyclist facility enhancements developed to meet the project Purpose and Need while attempting
to minimize costs and impacts. TDM elements include improving transit passenger amenities
(e.g., enhanced bus shelters, passenger information systems, etc.), encourage NNMC to
investigate opportunities to assign drivers to use other access gates, encouraging telecommuting
and use of bicycles, transit-oriented development, and reduce vehicle dependency. The TSM
6
elements include minor capacity improvements, signal phasing or timing modifications, signal
prioritization, and traffic calming measures (e.g., advanced pedestrian notification signals,
synchronization of traffic signals, lighted crosswalks, flashing caution lights, pedestrian refuge
median, accessible pedestrian signals, raised and/or textured pavement, improved sight distance,
enlarged curb radii, etc.). Specifically, the following TSM elements are included in Alternative
2:
• Extend the southbound left turn lane (replacing exiting median with roadway surface to
minimize impacts) on MD 355 approximately 425 feet to provide additional queue
storage length to improve through traffic operations.
• Provide a separate pedestrian crossing signal phase that would allow pedestrians to cross
at the same time as southbound left turning vehicles to remove all pedestrian/vehicular
conflicts, improving pedestrian mobility and safety.
• Investigate opportunities to provide Kiss & Ride and bus pull off facilities on the east
side (NNMC) of MD 355. (Note: these facilities were considered for all preliminary at-
grade improvement options)
• Introduce traffic calming measures such as pedestrian median refuge, in-roadway lighted
crosswalks, flashing caution lights, raised pavement, improved pedestrian signal
notification and accessibility.
• Increase the curb radius from southbound MD 355 to South Drive to accommodate wider
turning radii of buses.
See Figure 3 for more details.
C. Interchange Alternatives
This category of improvements would involve grade separating MD 355 and South Wood
Road/South Drive so that vehicular, pedestrian, and bicyclist traffic using South Wood
Road/South Drive would no longer conflict with traffic along MD 355. The proposed relocation
of the NNMC gate (an improvement that is separate from this study) was considered in the
development of these alternatives.
Alternative 3: Interchange with MD 355 Under South Wood Road/South Drive – With this
alternative, MD 355 would be lowered to cross beneath South Wood Road/South Drive, thereby
creating a grade separation of the intersecting roadways. South Wood Road/South Drive would
be carried on structure at its existing grade (with little to no change in elevation) to allow
vehicles, pedestrians, and bicycles to cross over the MD 355 travel lanes. From south of the
Wilson Drive intersection, MD 355 would slope down at a three percent grade under the South
Wood Road/South Drive overpass then rise at a six percent grade, tying into the Jones Bridge
Road approach. Vehicular access to MD 355 from South Wood Road/South Drive would be
provided via an at-grade T-intersection 400 feet north of the South Wood Road/South Drive
crossing. All existing turning movements (those normally occurring at South Wood Road/South
Drive) would be relocated via a jug handle to a signalized intersection on the NIH campus (Note:
The study team considered a roundabout in lieu of a signal at this new intersection; however, the
analysis resulted in poor traffic operations and increased impacts and was therefore dropped
from consideration). See Figure 4 for more details on Alternative 3.
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Transportation System Management (TSM) Alternative 2
Signal phasing or timing modifications, including exclusive pedestrian phase
Transportation System
Management (TSM) /
Priority signal control for pedestrians and transit vehicles
Transportation Demand
Enhanced synchronization of traffic signals
Management (TDM)
In-Roadway warning lights at crosswalks
Flashing caution lights to warn drivers of pedestrians
Pedestrian refuge island in median
Accessible pedestrian signals
Raised and / or textured pavement at crosswalks
Improved sight distance
Enlarged curb radii
Extended southbound MD 355 left turn lane to South Wood Road
Kiss and Ride Lot and / or Park and Ride Lot on the east side of MD 355
Transportation Demand Management (TDM)
Improving transit services system-wide
Enhanced bus shelters
Enhanced passenger information system
Encouraging telecommuting and use of bicycles
Transit-oriented development incentives
Optimization of land use
Improvements to South Wood Road

and Gate to be Constructed by NNMC
Kiss
Kiss &
& Ride
Ride
Planned
Planned NNMC
NNMC Canopy
Canopy
and
and Guard
Guard House
House
Metro
Medical Center
Station
Proposed
Proposed Accessible
Accessible
NIH
NIH Pedestrian
Pedestrian Signal
Signal (APS)
(APS)
Visitor
Visitor
Center
Center
Proposed
Proposed Pedestrian
Pedestrian
Refuge
Refuge Island
Island in
in Median
Median
NIH
NIH
Visitor
Visitor
Parking
Parking
Legend Streams / Waters of the U.S. Montgomery County

Proposed Pavement Resurface
Metro Station 0 100’ 200’
X X Proposed Fence Department of Transportation
Proposed Full-Depth Pavement
Bus Stop Historic District Boundary
SCALE: 1"=100’
Proposed Underpass MD 355 (Rockville Pike) Crossing Study

Existing Signal National Register List
Alternative2A
Alternative 2
Proposed Overpass
Proposed Signal National Register Eligible
Proposed Sidewalk & Bikepath Date Figure No.
Stormwater Facility Proposed Median Proposed

ProposedRight-of-Way
Crosswalk September 2010
Alternative 3
Grade Separation of
MD 355 Under South
Wood Road / South Drive
At-Grade
Hiker / Biker Trail
Realign
Hiker / Biker
trail
Kiss & Ride
Planned NNMC Canopy

and Guard House
Proposed Overpass
Metro of Depressed MD 355
Medical Center
Station
NIH
Visitor
Center
At-Grade
Sidewalk
NIH
Visitor
Parking
355

SCALE: 1"=120’

Alternative2A
Alternative 3
Proposed Overpass

ProposedRight-of-Way
H
Alternative 4: Tight Urban Diamond Interchange – With this alternative, MD 355 would be
lowered to cross beneath a reconstructed South Wood Road/South Drive connection (with the
same three and six percent grades as Alternative 3) as a diamond interchange. This option would
provide access to/from MD 355 while allowing movement between NIH and NNMC for
vehicles, pedestrians, and bicycles separated from MD 355 through traffic. Access to/from MD
355 would be provided via right exit/merge lanes. Along with other permanent property impacts,
this proposed improvement would require temporary relocation of vehicular movements to a new
signalized intersection 400 feet north of the new crossing during construction. Also, this
interchange design would prevent traffic heading south from NIH and NNMC from turning left
onto eastbound Jones Bridge Road. As the study team was refining Alternative 4, three different
scenarios were investigated; 1) single lane ramps to minimize property and cultural resource
impacts; 2) double lane ramps to increase roadway capacity and operations; and 3) a pedestrian
only signal phase for improved pedestrian mobility and safety. See Figure 5 for more details.
D. At-Grade Intersection Alternatives with Pedestrian/Bicyclist Crossing

Options
This category of alternatives includes improvements to intersection operations at South Wood
Road/South Drive to meet the traffic operational needs identified in the study area combined
with one of five pedestrian/bicyclist mobility and safety options proposed for this study to meet
the transit access and pedestrian/bicycle mobility and safety needs identified in the study area.
The three intersection improvements are described below, followed by the five
pedestrian/bicyclist crossing options. The intersection improvements take into consideration the
proposed relocation of the NNMC gate. Any of the at-grade intersection improvements could be
combined with any of the five crossing options. Similarly to Alternative 2, the study team
investigated opportunities to include a new Kiss & Ride and bus pull off facilities on the east
side of MD 355 (NNMC property) for each at-grade alternative.
Alternative 5: Double Left Turns – Double left turn lanes are proposed from southbound MD
355 into NNMC and from NIH to northbound MD 355 to increase the available storage for these
turning vehicles and improve traffic operations. The proposed southbound MD 355 double left
turn lanes would require a realignment of northbound MD 355 travel lanes. Even with a grade-
separated pedestrian/bicyclist crossing, at-grade pedestrian crossing facilities would still be
required for those who choose not to use the proposed new crossing option. See Figure 6 for
more details.
Alternative 6: Southbound Jug Handle – All existing left turning vehicle movements (both
into and out of NIH and NNMC) would be relocated to a new signalized intersection
approximately 400 feet north of the South Wood Road/South Drive intersection. The existing
South Wood Road/South Drive intersection would be reconfigured to accommodate through and
right turning movements between NIH and NNMC and on MD 355. Similar to Alternative 5, an
at-grade pedestrian/bicyclist crossing would be required for those who choose not to use the
proposed new crossing option. As with Alternative 3, all turning movements would be relocated
via the jug handle to a signalized intersection on the NIH campus (Note: Similar to Alternative 3,
a roundabout was investigated here in lieu of a standard traffic signal, but was dropped from
consideration due to impacts and poor operations). A traffic signal would still exist at the
8
355
Alternative 4
Tight Urban Diamond
Interchange
IMPACTS
IMPACTS TO
TO WMATA
WMATA VENT
VENT
Relocate
Relocate Metrobus
Metrobus //
Ride
Ride On
On Bus
Bus Stop
Stop
Temporary
Temporary
Signal
Signal
Realign
Realign
pedestrian/bicycle
pedestrian/bicycle
trail
trail
Existing
Existing Planned
Planned Final
Final
Kiss
Kiss &
& Ride
Ride Area
Area Denial
Denial Barrier
Barrier
Possible
Possible Closure
Closure of
of
Helipad
Helipad Access
Access
Proposed
Proposed Canopy
Canopy
and
and Guard
Guard House
House
Proposed
Proposed
Metro
Metro Turnstiles
Turnstiles
Medical
Medical Center
Center Proposed
Proposed Overpass
Overpass
NIH
NIH Station
Station
Visitor
Visitor
Center
Center
NIH
NIH
Visitor
Visitor
Parking
Parking
IMPACTS
IMPACTS TO
TO WMATA
WMATA VENT
VENT

SCALE: 1"=240’

Alternative2A
Alternative 4
Proposed Overpass

Proposed Right-of-Way
H
TSM At-Grade Enhancements
355
Alternative 5
Double Left Turns with
Pedestrian Crossing

Deep Elevators and Pedestrian / Bicycle Underpass
Does not reduce the pedestrian / vehicle conflict points and is not Kiss & Ride
recommended for further consideration.
Deep Tunnel with Elevators

Planned NNMC Canopy
and Guard House
Metro
Medical Center
Station
NIH This alternative would include
Visitor Proposed one of the proposed pedestrian /
Center Ornamental bicyclist crossing options (see insets)
Fence / Barrier
Reduces pedestrian / vehicle conflict points and is being recommended

for further study.
NIH
Visitor
Parking
Relocate NNMC
Reduces pedestrian / vehicle conflict points, but only serves Metrorail riders. Fence
As a stand alone option is not recommended for further consideration, but is
being studied along with the pedestrian/bicycle underpass option.
Pedestrian / Bicycle Underpass Pedestrian / Bicycle Bridge
Reduces pedestrian / vehicle conflict points and is being recommended for Reduces pedestrian / vehicle conflict points, does not provide convenient access
further study. to pedestrians and bicyclists and is not recommended for further study.

Metro Station Proposed Pavement X X Proposed Fence
Streams / Waters of the U.S. NOT TO SCALE
Existing Signal Proposed Overpass Alternative 5

Proposed Median Date Figure No.
intersection of MD 355/South Wood Road/South Drive. Only east-west through movements
between NIH and NNMC would be permitted at this location. See Figure 7 for more details.
Alternative 7: Northbound Jug Handle – Existing southbound left, and northbound left and
right turning movements would be relocated approximately 400 feet south of the South Wood
Road/South Drive intersection to tie-in with proposed jug handle lanes constructed on NNMC
property adjacent to the helipad. The jug handle would provide northbound access to NIH and
northbound and southbound access to NNMC. A traffic signal would still exist at the intersection
of MD 355/South Wood Road/South Drive. However, no inbound traffic would be permitted to
enter South Wood Road at the existing intersection. The South Wood Road security gate would
be relocated to process jug handle traffic. Traffic bound for NIH would have an exclusive barrier
separated lane to avoid having to stop at the NNMC gate. See Figure 8 for more details.
E. Pedestrian/Bicyclist Crossing Options

As noted above, the following options were developed to be combined with the at-grade
alternatives to satisfy all elements of the project Purpose and Need. The options were specifically
intended to address pedestrian and bicyclist safety and mobility while adhering to the Americans
with Disability Act (ADA) design requirements. The TSM/TDM pedestrian/bicyclist crossing
option includes the portion of Alternative 2 described above that improves pedestrian mobility
and safety. The other four options are based on the concepts developed as part of the Washington
Metropolitan Area Transit Authority (WMATA) study completed in July 2009. See Figures 6
through 8 for more details on all of the proposed Pedestrian/Bicyclist Crossing Options.
TSM Bicycle/Pedestrian At-Grade Crossing Option – Based on the elements investigated as

part of Alternative 2 (but without geometric improvements), these at-grade pedestrian/bicyclist
improvements at the existing MD 355/South Wood Road/South Drive intersection would include
a separate pedestrian signal phase, advanced pedestrian notification signals, synchronization of
traffic signals, lighted crosswalks, flashing caution lights, pedestrian refuge median, accessible
pedestrian signals, raised and/or textured pavement.
Deep Elevator Option – A series of high speed elevators would be installed to connect the east
side (NNMC) of MD 355 directly to the Metrorail station, approximately 100 feet below the
surface. This option would benefit Metrorail riders, but not surface pedestrians and bicyclists. As
an example of the efficiency of high speed elevators, WMATA operates six high speed elevators
at the Forest Glen Metrorail station, moving passengers approximately 200 feet in 20 seconds
(approximately 600 feet per minute). An at-grade crossing would be maintained for those who
choose not to use the deep elevators.
Shallow Pedestrian/Bicyclist Underpass Option – A pedestrian and bicyclist underpass of MD

355 would be constructed approximately 25-50 feet below the surface, requiring Metrorail riders
to exit the station to access the crossing. This option would be accessible by all pedestrians and
bicyclists crossing MD 355. ADA compliant ramps and/or elevators would be provided along
with escalators and/or stairs to maintain accessibility. An at-grade crossing would be maintained
for those who choose not to use the underpass. The average WMATA-operated escalator runs at
9
Alternative 6
NIH Jug Handle with
Pedestrian Crossing

Does not reduce the pedestrian / vehicle conflict points and is not
recommended for further consideration.

Kiss & Ride
Planned NNMC Canopy

and Guard House
Metro
Medical Center This alternative would include
Station one of the proposed pedestrian /
NIH bicyclist crossing options (see insets) Reduces pedestrian / vehicle conflict points and is being recommended
Visitor for further study.
Center
Reduces pedestrian / vehicle conflict points, but only serves Metrorail riders.
As a stand alone option is not recommended for further consideration, but is
NIH
Visitor
Pedestrian / Bicycle Underpass Parking
355


Alternative 7
NNMC Jug Handle with
Pedestrian Crossing

This alternative would include

Does not reduce the pedestrian / vehicle conflict points and is not
one of the proposed pedestrian /
recommended for further consideration. bicyclist crossing options
(see insets)
Kiss & Ride
Proposed Canopy
and Guard House -
Ultimate Location
Emergency To Be Determined
Vehicle Access To Avoid Airspace Conflicts
Only
Metro
Metro
Medical Center
Medical Center
Station
Station
NIH
Visitor Reduces pedestrian / vehicle conflict points and is being recommended
Center for further study.
NIH Access Lane
Reduces pedestrian / vehicle conflict points, but only serves Metrorail riders.
As a stand alone option is not recommended for further consideration, but is NIH
Visitor
Parking
Pedestrian / Bicycle Underpass
355


H
approximately 85 feet per minute. An at-grade crossing would be maintained for those who
choose not to use the underpass.
Deep Elevators/Shallow Pedestrian/Bicyclist Underpass Combination Option – This option

would be a combination of the previous two options so that Metrorail riders and other users
could access the facilities and avoid conflicts with vehicles. An at-grade crossing would be
maintained for those who choose not to use the underpass or deep elevators.
Pedestrian Bridge Option – A pedestrian/bicyclist bridge would be constructed over MD 355

just south of the MD 355/South Wood Road/South Drive intersection. ADA compliant ramps
and/or elevators would be provided along with escalators and/or stairs to maintain accessibility.
In addition, an at-grade crossing would be maintained for those who choose not to use the
overpass.
SCREENING OF PRELIMINARY ALTERNATIVES

Based on the study area needs documented in the Purpose and Need Statement and from
comments received from project stakeholders, the following screening criteria and measures of
effectiveness were used to determine the alternatives to be retained for detailed study (ARDS):
• Pedestrian and Bicyclist Safety and Mobility– The study team looked for opportunities to
decrease the number of conflicts between pedestrian/bicyclist and motor vehicles as well
as ways to improve mobility between NNMC, NIH, and the Medical Center Metro
Station.
• Intersection Traffic Operations – The study team evaluated intersection LOS and travel
delays for each alternative to determine how the improvements would affect intersection
operations for comparison purposes.
• Network Traffic Operations – The study team evaluated network (Jones Bridge Road to
Cedar Lane) delay for each alternative for comparison to No-Build and other proposed
build conditions.
• Compatibility with Other Projects Proposed within the Study Area – The study team
evaluated the effects on proposed SHA and NNMC projects in close proximity to the MD
355/South Wood Road/South Drive intersection.
• Impacts to Environmental and Cultural Resources – The study team identified resources
and investigated impacts to natural environmental features and cultural elements for
potential adverse effects.
To assess intersection and network traffic operations, simulation models were developed for the
MD 355 corridor between Jones Bridge Road and Cedar Lane using Synchro/SimTraffic. This
analysis tool incorporates varying travel speeds and arrival rates, various driver behaviors,
specific signal timing patterns and roadway geometry (including storage lengths), and the
influence that one roadway feature may have on another, such as traffic from one intersection
queuing into an adjacent intersection or a merge affecting lane distributions on a freeway
segment. The simulation models were developed and calibrated using the AM and PM peak hour
turning movement volumes, existing lane configurations, and existing posted speeds. The
existing roadway alignments and geometric conditions were incorporated into the simulation
10
models by using scaled aerial photographs of the study area as a background for the simulation
model roadway networks. The output from Synchro, which is shown below for each preliminary
alternative represents the operation of a particular intersection in isolation, that is, without
considering the effects of adjacent intersections and roadway operations. The output from
SimTraffic, which is also presented for each alternative, represents the operational behavior of
the intersection as part of a system.
The Synchro analysis yields a Level of Service (LOS) for the intersection as well as overall
intersection delay per vehicle. The LOS is a letter grade that represents the operational
characteristics of an intersection, roundabout, freeway feature (merge, diverge, freeway segment,
or weave), or an arterial corridor segment. The characteristics of the LOS grades are presented
below.
• LOS A: Free traffic flow, low traffic volumes, minimal delays. Traffic volumes are
significantly below the roadway feature’s capacity.
• LOS B: Stable traffic flow, low to moderate traffic volumes, minor delays. Traffic
volumes are well below the roadway feature’s capacity.
• LOS C: Stable traffic flow, moderate traffic volumes, noticeable but acceptable delays.
Traffic volumes are increasing, but are still well below the roadway feature’s capacity.
• LOS D: Approaching unstable traffic flow, moderate to heavy traffic volumes,

noticeable delays. Traffic volumes are approaching the roadway feature’s capacity.
• LOS E: Unstable traffic flow, heavy traffic volumes, significant delays and vehicle
backups, intersection warrants upgrade to address operations. Traffic volumes are
reaching the roadway feature’s capacity (the v/c ratio is approaching 1.0).
• LOS F: Unstable traffic flow, extensive delays and vehicle backups, intersection
warrants upgrade to address deficiencies. Traffic volumes have exceeded the roadway
feature’s capacity (the v/c ratio has exceeded 1.0). LOS F conditions cannot be observed
under existing conditions, but can be predicted to occur under future conditions.
The SimTraffic yields results, in terms of delay per vehicle, for each approach to the intersection.
Please note, however, that the output does not necessarily represent conditions that would
actually occur. For example, SimTraffic may show a delay for a particular approach that is over
1,500 seconds. While this number is not “real” in the sense that vehicles would be delayed at an
intersection for 25 minutes, it does show that the delay at a particular approach will be
significant. When dealing with highly congested corridors, like MD 355, it is difficult to rely on
the results of the simulation models to predict “real” delay. Instead, the results are useful in
understanding trends and making comparisons between different scenarios and alternatives,
11
PRELIMINARY ALTERNATIVES DROPPED FROM FURTHER
CONSIDERATION
The study team applied the results of the technical analyses, goals and objectives, and screening
criteria to all of the preliminary alternatives to assess which alternatives may not adequately meet
the project Purpose and Need. It was determined that four of the seven preliminary alternatives,
and three of the pedestrian/bicycle crossing options, would not adequately meet the goals and
objectives and thus were recommended to be dropped from further consideration. In addition the
team determined that the proposed east side (NNMC) Kiss & Ride and bus pull off facilities
should be dropped from all at-grade alternatives due to concerns regarding impacts to cultural
resources.
Alternative 4: Tight Urban Diamond Interchange – With this alternative, pedestrian mobility
and safety remains a concern, because pedestrian crossings would not be completely separated
from the vehicular traffic on the South Wood Road/South Drive ramps. The study team
investigated a pedestrian only signal phase; however the traffic analysis shows that this phase
change made overall network operations worse in comparison to the 2030 No-Build condition
(See Tables 4 and 5). In addition, from an operational standpoint, queued vehicles being
processed at the NNMC security gate could potentially block egress from the northbound MD
355 exit ramp during the AM peak period. The study team considered doubling the number of
lanes on the ramps for added capacity, however little overall operational benefit resulted when
compared to the significant impacts associated with the larger footprint. It was also determined
that if the NNMC gate processing times were increased beyond what was assumed for this study,
traffic would queue back along the ramps, ultimately onto mainline MD 355, blocking through
lanes and worsening congestion. Moreover, the team investigated opportunities to improve
pedestrian safety through signal phase modifications; however the team ultimately determined
that the minor benefit to pedestrians was outweighed by the negative impacts to traffic operations
and historic property.
Traffic analyses also showed a high volume of traffic turning from southbound MD 355 to
access South Wood Road/South Drive and the NIH visitor parking garage in the AM peak period
that would present operational and queuing issues. There were also concerns raised that the
substandard distance for motorists entering southbound MD 355 from the ramp to safely weave
across the three lanes to make a left turn onto eastbound Jones Bridge Road was insufficient.
While the study team does not know the number of vehicles that would need to make that
movement, it was noted as a potential safety issue and design flaw.
In addition to concerns regarding traffic operations and safety, the team also expressed concerns
regarding the high levels of impact to properties and their associated cultural resources. Because
of the extent of the improvements is so large there was a consensus among team members that
Alternative 4 would be considered to have a significant adverse affect on the NNMC property,
which is listed on the National Register of Historic Places.
Overall Alternative 4 does show some potential to improve traffic operations; however, the
combination of concerns regarding gate operations negatively affecting the overall network,
12
minimal improvements to pedestrian safety, and significant impacts to cultural resources were
too great for the study team to carry it forward.
Table 4: Alternative 4 Peak Hour LOS and Delay per Vehicle (in seconds)
Condition
LOS Delay LOS Delay
Alt 4 – Single Lane Ramps NB SB Ramps F 248.2 s/veh E 56.0 s/veh
and SB NB Ramp D 50.0 s/veh D 36.3 s/veh
Alt 4 – Two Lane Ramps NB and SB Ramps F 117.2 s/veh D 52.2 s/veh
SB NB Ramp C 24.6 s/veh D 35.6 s/veh
Alt 4 – Two Lane Ramps & SB Ramps F 142.0 s/veh E 70.0 s/veh
Pedestrian Signal Phase NB Ramp C 29.3 s/veh D 44.9 s/veh
Alt 4 - With Additional NNMC SB Ramps F 117.2 s/veh D 52.2 s/veh
Gate Delay NB Ramp C 24.6 s/veh D 35.6 s/veh
Table 5: Peak Hour Network Delay for Alternative 4 Scenarios

Condition
2030 No Build 545.2 s/veh (NA) 1341.3 s/veh (NA)
Alt. 4 – Single Lane Ramps 908.3 s/veh (67%) 1307.2 s/veh (-3%)
Alt. 4 – Two Lane Ramps 552.8 s/veh (-4%) 1275.8 s/veh (-5%)
Alt. 4 – Two Lane Ramps with Pedestrian Signal
551.8 s/veh (1%) 1556.7 s/veh (16%)
Phase
Alt. 4 – With Additional NNMC Gate Delay 902.0 s/veh (65%) 1226.0 s/veh (-9%)
Alternative 5: Double Left Turns – This alternative was dropped because it would require
reconfiguration of the planned NNMC security gate that includes reversible travel lanes. The
double left turn would compromise the reconfigured NNMC gate design because two receiving
lanes would be required in lieu of the proposed reversible lane. This reconfiguration creates
concerns regarding peak hour travel operations (See Tables 6 and 7).
Because the construction of the southbound double left turn lanes require widening onto NNMC
property, there are concerns that the NNMC security gate processing/queuing area would be
reduced by approximately 30 feet per lane (60 feet total), therefore negatively affecting
operations. Conversely, the widening could require relocation of the NNMC security gate which
could affect Anti-Terrorism Force Protection (ATFP) requirements. The extended left turn bay
proposed as part of Alternative 2 would give a similar benefit as the double left turns (in terms of
eliminating blockage of the through lanes on southbound MD 355), but with no property or
cultural resource impacts. In addition, the double left turns out of NIH on South Drive appear to
offer no operational benefits to NIH security gate operations based on the forecasted volume of
northbound left turning traffic.
13
Condition
LOS Delay LOS Delay
Alt. 5 – Geometric Improvements C 32.8 s/veh F 85.0 s/veh
Alt. 5 – Geometric Improvements With
C 32.8 s/veh F 85.0 s/veh
Additional NNMC Gate Delay

Condition
Alt. 5 – Geometric Improvements with
558.1 s/veh (2%) 1406.2 s/veh (5%)
Pedestrian Only Signal Phase
Alt. 5 – With Additional NNMC Gate Delay 608.2 s/veh (12%) 1412.4 s/veh (5%)
Alternative 6: Southbound Jug Handle – With this alternative, the proximity of the proposed
signal prior to the NIH security gate could negatively affect operations (See Tables 8 and 9) and
adding an additional signal on MD 355 in close proximity to the South Wood Road/South Drive
intersection would adversely affect operations on MD 355. Bus operations could potentially be
impacted due to eastbound vehicles blocking the bus bay loop. In addition, the more circuitous
route combined with the signal at MD 355/South Wood Road/South Drive could lengthen the
time it takes for patients to reach the NNMC emergency room. Transit vehicles would also be
negatively affected by the circuitous route to access the Metrorail station.
If additional delays were to occur at the NNMC gate with the proposed Alternative 6
improvements in place, the overall network would be expected to experience approximately 126
percent higher delay during the AM peak when compared to the No-Build base condition. Unlike
Alternative 3, the Alternative 6 configuration would require traffic destined for NNMC to pass
through the MD 355/South Wood Road signalized intersection. With extra delays at the gate, and
relatively little signal time dedicated to the through movement from South Drive, the southbound
vehicles intending to enter NNMC would experience significant delays, queuing back along
southbound MD 355 beyond Cedar Lane further contributing to congestion. Because of the
operational and mobility issues associated with the proposed reconfiguration of movements,
Alternative 6 was recommended to be dropped from consideration.
14
Condition
LOS Delay LOS Delay
Existing South Wood
B 16.7 s/veh C 28.0 s/veh
Road/South Drive
Alt. 6 – Geometric
New signal on MD 355 B 10.8 s/veh B 14.2 s/veh
Improvements
New Signal at NIH
A 8.3 s/veh A 8.2 s/veh
Security Gate
Existing South Wood
Alt. 6 – Geometric B 16.7 s/veh C 28.0 s/veh
Road/South Drive
Improvements With
New signal on MD 355 B 10.8 s/veh B 14.2 s/veh
Additional NNMC Gate
Delay New Signal at NIH
A 8.3 s/veh A 8.2 s/veh
Security Gate

Condition
Alt. 6 – Geometric Improvements 588.5 s/veh (8%) 1512.5 s/veh (13%)
Alternative 7: Northbound Jug Handle – While there is potential for improved traffic
operations and vehicle queue storage during peak travel times, negative effects result from signal
coordination and impacts to NNMC gate operations and airspace restrictions (with this
alternative, the NNMC security gate would have to be relocated from its current alignment on
South Wood Road and a separate pedestrian only gate would be required). Likewise, the more
circuitous route combined with the new signal at the jug handle intersection with MD 355 could
lengthen the time it takes for patients to reach the NNMC emergency room. In addition,
construction of the new access roadway would have an adverse effect on NNMC property, which
is listed in the National Register of Historic Places as an historic district. Additional security
measures would be required along South Wood Road to inhibit incoming vehicular traffic from
the MD 355 intersection. Additionally, NIH and transit traffic must travel a circuitous route and
the resulting queues may interfere with the intersection and NNMC security gate operations.
Operationally, Alternative 7 is similar to Alternative 6, but places the new intersection on

MD 355 south of South Wood Road, and provides direct access to NNMC. During the AM peak
hour, traffic operations would be expected to be very similar to the No-Build condition. In the
PM peak hour, the new intersection to the south on MD 355 would allow vehicles to more
efficiently depart NNMC and NIH onto northbound MD 355, significantly decreasing the delays
experienced on those approaches. However, the addition of more NIH and NNMC vehicles to the
MD 355 system reduces the ability for vehicles from other sources to enter MD 355, thereby
increasing overall network delays throughout the corridor. If extra delays occurred at the NNMC
gate on South Wood Road the overall network would be expected to experience 17 percent and
27 percent higher delays during the AM and PM peak, respectively, when compared to the No-
Build base condition. Alternative 7 was ultimately dropped due to the overall negative impact to
15
the roadway network (See Tables 10 and 11) and a lack of safety and mobility improvements for
pedestrians.
Condition
LOS Delay LOS Delay
Existing South Wood
B 19.6 s/veh F 82.2 s/veh
Alt. 7 – Geometric Road/South Drive
Improvements New signal on MD 355 A 6.3 s/veh A 5.7 s/veh
New Signal at NNMC Gate A 6.0 s/veh B 13.2 s/veh
Alt. 7 – Geometric Existing South Wood
B 19.6 s/veh F 82.2 s/veh
Improvements With Road/South Drive
Additional NNMC New signal on MD 355 A 6.3 s/veh A 5.7 s/veh
Gate Delay New Signal at NNMC Gate A 6.0 s/veh B 13.2 s/veh

Condition
TSM Bicycle/Pedestrian At-Grade Crossing Option (Signal Phase Enhancement and Kiss
& Ride Elements Only) – During the alternatives analysis, the study team determined that
proposed changes to existing geometry (i.e., extending the southbound left turn lane into South
Wood Road) would not affect traffic operations but would improve vehicle queuing distances.
Conversely, proposed modifications to the signal timing would increase wait times on each
approach, for pedestrians as well as for vehicles (as shown in Table 12), and would have adverse
effects on travel time delays throughout the MD 355 corridor (Table 13). Specifically, LOS and
delay would increase significantly, further overloading the currently stressed roadway capacity.
In addition, there were no safety or mobility benefits that could be directly attributed to
providing a separate signal phase, therefore it was dropped from consideration for failure to meet
project Purpose and Need.
As noted previously, the study team determined that the potential impacts associated with a
proposed Kiss & Ride facility on the NNMC property would be too great to implement at this
time and has therefore been dropped from consideration. The team did note that the Kiss & Ride
may be eligible for implementation in the future, as part of another project.
16
Table 12: TSM Bicycle and Pedestrian Signal Phase Enhancement Peak Hour LOS and
Delay per Vehicle (in seconds)
Condition
LOS Delay LOS Delay
TSM Bicycle/Pedestrian Signal Phase
D 70.2 s/veh F 198.9 s/veh
Enhancement
Table 13: Peak Hour Network Delay for

TSM Pedestrian/Bicycle Signal Phase Enhancement
Condition
TSM Bicycle/Pedestrian Signal Phase
557.8 s/veh (2%) 1360.7 s/veh (1%)
Enhancement
TSM Pedestrian/Bicycle Signal Phase
589.5 s/veh (8%) 1412.3 s/veh (5%)
Enhancement with Additional NNMC Gate Delay
Pedestrian Bridge – While it would be less disruptive to construct a pedestrian bridge over
MD 355 compared to an underpass or deep elevator system, the bridge would likely have an
adverse effect on the historic viewsheds in the study area and create potential sight distance
concerns on MD 355. Based on feedback from stakeholders, the study team noted concerns that
the bridge could block the view of the traffic signals for northbound MD 355 traffic, unless the
traffic signals are installed on the pedestrian bridge itself. In addition, research has shown that
pedestrians are less likely to use a pedestrian bridge instead of an at-grade crossing when given
the choice. Due to these concerns, the pedestrian bridge was dropped from consideration.
ALTERNATIVES RETAINED FOR DETAILED STUDY (ARDS)

The following description and attached mapping of the ARDS defines the action currently under
consideration. The concept level mapping that accompanies this package includes the existing
conditions study area map which represents the No-Build Alternative (Alternative 1) and three
Build ARDS (Alternatives 2A, 2B, and 3). A map of each alternative described below is
provided in Figures 9 through 11.
Alternative 1: No-Build – This alternative is being retained to provide a comparison with

existing conditions and the build alternatives even though it would not address the project
Purpose and Need. This alternative assumes no substantial improvements beyond those in the
County’s Capital Improvement Plan (CIP) or Metropolitan Washington Council of Governments
(MWCOG) Constrained Long Range Transportation Plan (CLRP) for 2035. This alternative does
not address impacts of BRAC on the study area.
As discussed earlier in this document and summarized in Table 14, below, 2030 No-Build traffic
is expected to operate at LOS F during the AM peak hour, and traffic exiting South Wood Road
and South Drive may have to wait through more than one signal cycle before departing. Further,
the southbound left turn traffic into NNMC may occasionally queue beyond its storage lane.
17
Alternative 2A
Pedestrian / Bicycle Underpass
and TSM / TDM
Improvements

Kiss
Kiss &
& Ride
Ride
Planned
Planned NNMC
NNMC Canopy
Canopy
and
and Guard
Guard House
House
Proposed
Proposed Pedestrian
Pedestrian
Refuge
Refuge Island
Island in
in Median
Median
Metro
Metro Proposed
Proposed Stair
Stair &
&
Medical
Medical Center
Center Escalator
Escalator to
to Underpass
Underpass
Station
Station
Proposed
Proposed Elevators
Elevators
NIH
NIH
Visitor to
to Underpass
Underpass
Visitor
Center
Center
NIH
NIH
Visitor
Visitor
Parking
Parking
355

SCALE: 1"=100’

Alternative 2A
Proposed Overpass
Proposed Roadside
Tree Planting Proposed Sidewalk & Bikepath Date Figure No.

Proposed Right-of-Way
Alternative 2B
Pedestrian/Bicycle Underpass,
Deep Elevators, and
TSM / TDM Improvements

Existing
Existing NNMC
NNMC Gate
Gate
to
to be
be Relocated
Relocated
Planned
Planned NNMC
NNMC Canopy
Canopy
and
and Guard
Guard House
House
Proposed
Proposed Pedestrian
Pedestrian
Refuge
Refuge Island
Island in
in Median
Median
Metro
Metro
Medical Proposed
Proposed Stair
Stair &
&
Medical Center
Center
Escalator
Escalator to
to Underpass
Underpass
Station
Station
Proposed
Proposed Deep
Deep
NIH
NIH
Visitor Elevators
Elevators to
to Metrorail
Metrorail
Visitor
Center
Center
NIH
NIH
Visitor
Visitor 355
Parking
Parking

SCALE: 1"=100’

Alternative 2A
2B
Proposed Crosswalk
Proposed Overpass
Proposed Roadside
Tree Planting Proposed Sidewalk & Bikepath Date Figure No.
Stormwater Facility Proposed Median Proposed Right-of-Way September 2010

Alternative 3
Grade Separation of
MD 355 Under South
Wood Road / South Drive
Relocated
Relocated
Metrobus
Metrobus // Ride
Ride On
On
Bus
Bus Stop
Stop
At-Grade
At-Grade
Hiker
Hiker // Biker
Biker Trail
Trail
Improvements To South Wood Road

and Gate to be Constructed by Navy
Reconfigured
Reconfigured
Kiss
Kiss &
& Ride
Ride Area
Area
Planned
Planned NNMC
NNMC Canopy
Canopy
and
and Guard
Guard House
House
Metro
Metro Proposed
Proposed Overpass
Overpass
Medical
Medical Center
Center of
of Depressed
Depressed MD
MD 355
355
Station
Station
NIH
NIH
Visitor
Visitor
Center
Center
Sidewalk
Sidewalk At
At Existing
Existing Grade
Grade
NIH
NIH
Visitor
Visitor
Parking
Parking
Jones Bridge Road

SCALE: 1"=130’
Proposed
Proposed Crosswalk
Underpass MD 355 (Rockville Pike) Crossing Study
Alternative2A
Alternative 3
Proposed Overpass
Stormwater Facility Proposed Median Proposed Right-of-Way September 2010

H
In the PM peak hour the MD 355 corridor would be congested. Traffic flow on northbound
MD 355 would encounter a bottleneck north of Cedar Lane, which would cause queues at
intersections throughout the network. These queues would result in a condition in which traffic
approaching the South Wood Road/South Drive intersection on northbound MD 355 would
frequently have to stop while their signal was green due to the back of queue from Wilson Drive
extending all the way to South Drive. Southbound MD 355 would be expected to operate more
smoothly with the exception of a queue in the southbound left turn lane to Jones Bridge Road
which would be expected to frequently extend back through South Drive. Queues on South
Wood Road and South Drive are predicted to be extensive. Extra delays occurring at the NNMC
gate would be expected to increase overall network delays by approximately 15 percent during
the AM peak (when entering volumes are highest) and two percent during the PM peak as shown
in Table 15, below.
Table 14: 2030 No-Build Peak Hour Intersection LOS and Delay (seconds per vehicle)
Condition
LOS Delay LOS Delay
Table 15: Peak Hour Network Delay for 2030 No-Build &
2030 No-Build with Additional Delay at the NNMC Gate
Condition
2030 No-Build With Additional NNMC Gate
624.7 s/veh (15%) 1367.6 s/veh (2%)
Delay
Alternative 2A: Pedestrian/Bicycle Underpass with At-Grade TSM Improvements – this

alternative consists of combining the safety enhancement of the grade-separated pedestrian and
bicycle underpass with certain elements of Alternative 2 TSM improvements (e.g., lower cost
geometric improvements, traffic calming measures, and transit station improvements) and would
more adequately meet the goals and objectives of the project than would Alternative 2 alone. The
grade separated pedestrian/bicycle underpass would reduce conflicts with vehicles, while
potentially improving traffic operations. In addition the proposed at-grade geometric roadway
improvements would also enhance traffic operations through improved vehicle mobility. Tables
16 and 17 illustrate the traffic analyses conducted for this alternative. Physical changes to the
area under consideration for this alternative include:
• Extension of the southbound MD 355 left turn lane for vehicles turning left onto South
Wood Road to improve queuing
• Expansion of the existing curb radius at the northeast corner of South Drive/MD 355 to
improve geometrics (particularly for buses)
• Constructing a pedestrian and bicycle underpass approximately 30 feet below MD 355 to
provide a fully separated crossing for pedestrians and bicyclists. Access to the underpass
will be provided via elevators, escalators, and stairs.
18
Alternative 2B: Pedestrian/Bicycle Underpass and Deep Elevators with At-Grade TSM
Improvements – This alternative incorporates the features of the shallow tunnel with deep
elevators option with the TSM elements of Alternative 2. The proposed deep elevators on the
east side of MD 355 would provide direct access, 118 feet below grade, to the Metrorail station.
The deep elevators will give employees and visitors to NNMC direct access from the Metrorail
station platform to the South Wood Road entrance without having to cross MD 355 at grade. In
addition, non-Metrorail users would benefit from the safety provided by the shallow underpass
crossing of MD 355 (similar to Alternative 2A). Meanwhile, the at-grade TSM roadway
geometric improvements would enhance vehicle mobility. See Tables 16 and 17 for traffic
analysis summary.
For both Alternatives 2A and 2B, removing the majority of the pedestrians and bicycles from the
at-grade crossing of MD 355 at South Wood Road and South Drive would reduce
pedestrian/vehicle conflicts and would also be expected to allow more of the traffic exiting NIH
and NNMC to proceed during each signal cycle, which would be a traffic operations
improvement when compared to the No-Build condition, particularly in the PM peak hour when
more vehicles are exiting NNMC and NIH.
Removal of queue overflow conflicts (where vehicles extend beyond the turn lane into the
through lane) for the southbound left turn lane during the AM peak would be expected to allow
slightly more efficient operations on southbound MD 355 through the MD 355/South Wood
Road/South Drive intersection. More efficient operation at this location means that more vehicles
would be arriving at Jones Bridge Road than would under the 2030 No-Build condition, which
would put slightly more pressure on that intersection. Similarly, more efficient departures from
South Wood Road and South Drive would put more traffic on MD 355, particularly during the
PM peak hour where space would already be limited by congestion. This condition would lead
to fewer vehicles traveling northbound on MD 355 would pass through the intersection. The net
result of the improvements at MD 355/South Wood Road/South Drive would be expected to be a
slightly increased overall network delay during both peak hours (less than four percent).
As shown in Table 17, if extra delays occurred at the NNMC gate on South Wood Road the
overall network would be expected to experience approximately 8 percent higher delays during
the AM peak when compared to the No-Build base condition. The extra delays anticipated under
Alternative 2 would be less than those expected under the 2030 No-Build condition due to the
additional southbound left turn storage length for vehicles entering NNMC.
Table 16: Alternative 2A & 2B Peak Hour LOS and Delay per Vehicle (in seconds)
Condition
LOS Delay LOS Delay
Alternatives 2A & 2B with Decreased Number of
D 35.4 s/veh F 136.5 s/veh
At-Grade Pedestrian Crossings
19
Table 17: Peak Hour Network Delay for Alternatives 2A and 2B Scenarios
Condition
Alts. 2A & 2B with Decreased At-Grade
549.6 s/veh (1%) 1381.6 s/veh (3%)
Pedestrian Crossing
Alts. 2A & 2B – With Additional NNMC Gate
589.5 s/veh (8%) 1412.3 s/veh (5%)
Delay
Alternative 3: Grade Separation of MD 355 under South Wood Road/South Drive – This
alternative involves lowering MD 355 to cross under South Wood Road and South Drive. South
Wood Road and South Drive would be reconstructed to provide through movements only
(without a signal) for vehicles, pedestrians and bicycles at its existing grade. Vehicle access to
MD 355 would be provided via a relocated at-grade intersection 400 feet north of the South
Wood Road/South Drive crossing. An exit/entrance “jug handle” would be located between the
new intersection and the north side of the NIH “Kiss and Ride,” connecting to South Drive.
Traffic operations are expected to improve under Alterative 3. Even with an operational
breakdown at the NNMC gate, Alternative 3 is expected to operate acceptably as demonstrated
in Tables 18 and 19.
While the overall corridor shows an anticipated increase in delays of 11 percent in the AM peak
hour and 10 percent in the PM peak hour when compared to the No-Build condition, during the
AM peak hour the relocated intersection is expected to operate much more efficiently than the
existing intersection would. However, as movements out of NNMC and NIH improve, more
traffic would be able to flow through the network, which would put an additional burden on
other intersections in the corridor, resulting in an overall increase in corridor-wide delays.
As shown in Table 19, if extra delays occurred at the NNMC gate on South Wood Road the
overall network would be expected to experience approximately 13 percent higher delays during
the AM peak when compared to the No-Build base condition. The extra delays anticipated would
be expected to be five percent higher than the Alternative 3 base condition due to the extra
storage provided for vehicles approaching the NNMC gate.
Condition
LOS Delay LOS Delay
On MD 355 C 20.4 s/veh C 25.1 s/veh
Alternative 3
On South Drive B 15.9 s/veh B 17.4 s/veh

Condition
Alt. 3 – Geometric Improvements With
616.4 s/veh (13%) 1472.7 s/veh (10%)
Additional NNMC Gate Delay
20

Alternatives Reitained For Detailed Study (September 2010)

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Alternatives Reitained For Detailed Study (September 2010)

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MD 355/Rockville Pike Crossing Study

ALTERNATIVES RETAINED FOR DETAILED STUDY

Montgomery County Department of Transportation

MD 355/Rockville Pike Crossing Study September 24, 2010

Table Number Title Page

MD 355/Rockville Pike Crossing Study September 24, 2010

Figure Number Title On or Following Page

MD 355/Rockville Pike Crossing Study September 24, 2010

PURPOSE OF THE STUDY

A. Purpose and Need

B. Goals and Objectives

MD 355/Rockville Pike Crossing Study September 24, 2010

Alta Vista 355

Study Area Location

Northwest West Chevy Chase Heights

• Promote alternative modes of transportation such as rail, bus, car/vanpools, pedestrians

A. Existing Traffic Operations

MD 355/Rockville Pike Crossing Study September 24, 2010

NAVAL MEDICAL CENTER

Legend Temporary Pavement Proposed Pavement Removal Montgomery County

• Rear-end collisions were the most common type

B. Existing Natural Environmental Resources

MD 355/Rockville Pike Crossing Study September 24, 2010

C. Existing Cultural Resources

MD 355/Rockville Pike Crossing Study September 24, 2010

DEVELOPMENT OF PRELIMINARY ALTERNATIVES

MD 355/Rockville Pike Crossing Study September 24, 2010

Table 3: Peak Hour Network Delay for 2030 No-Build, and

B. Transportation System Management/Transportation Demand

MD 355/Rockville Pike Crossing Study September 24, 2010

See Figure 3 for more details.

MD 355/Rockville Pike Crossing Study September 24, 2010

Flashing caution lights to warn drivers of pedestrians

Pedestrian refuge island in median

Accessible pedestrian signals

Raised and / or textured pavement at crosswalks

Improved sight distance

Enlarged curb radii

Extended southbound MD 355 left turn lane to South Wood Road

Transportation Demand Management (TDM)

Improving transit services system-wide

Enhanced bus shelters

Enhanced passenger information system

Encouraging telecommuting and use of bicycles

Transit-oriented development incentives

Optimization of land use

Improvements to South Wood Road

Legend Streams / Waters of the U.S. Montgomery County

Proposed Underpass MD 355 (Rockville Pike) Crossing Study

Stormwater Facility Proposed Median Proposed

Kiss & Ride

Planned NNMC Canopy

Legend Streams / Waters of the U.S. Montgomery County

Proposed Underpass MD 355 (Rockville Pike) Crossing Study

Stormwater Facility Proposed Median Proposed

D. At-Grade Intersection Alternatives with Pedestrian/Bicyclist Crossing

MD 355/Rockville Pike Crossing Study September 24, 2010

Legend Streams / Waters of the U.S. Montgomery County