Appendix L: Roadway Management - Star

Transcription

Star‐Spangled Banner National Historic Trail and Scenic Byway Draft Comprehensive Management Plan and Corridor Management Plan and Environmental Assessment Appendix L Roadway Management Table of Contents 1. Introduction ............................................ L‐1 8. 2. Maryland Land Route ............................. L‐1 3. Existing Roadway Conditions .................. L‐14 4. 3.1 Roadway Capacity Issues ............................L‐14 3.2 Vehicular Accommodation ..........................L‐16 3.3 Highway Safety Analysis ..............................L‐16 Future Roadway‐Related Changes .......... L‐27 4.1 4.2 5. Planned and Programmed Transportation Improvement Projects ................................L‐27 Current and Recent Enhancement Projects .......................................................L‐28 Roadway Management Practices ........... L‐29 Addressing Highway Safety Issues in Rural and Transition Areas ..................... L‐33 8.1 Increasing Sight Distance .............................. L‐33 9. Design, Maintenance, and Management Guidelines ............................................... L‐34 9.1 Application of Design Elements and Consistency with AASHTO and State Design Policy ................................................. L‐34 9.2 Roadway Alignment and Geometry .............. L‐35 9.3 Roundabouts ................................................ L‐35 9.4 Traffic Calming .............................................. L‐37 9.5 Managing Access .......................................... L‐37 9.6 Alternative Treatments for Drainage and Stormwater Management ............................ L‐38 9.7 Maintaining the Character of Bridges ........... L‐39 5.1 3‐R Work and Routine Maintenance ...........L‐29 9.8 Bicycling ........................................................ L‐40 6. 7. Encouraging Use of Context Sensitive Design for Transportation Projects ......... L‐29 6.1 Role of the Maryland Scenic Byway Program ......................................................L‐30 6.2 Sidetracks in Prince George’s County ..........L‐30 6.3 Role of the Trail Comprehensive Management Plan .......................................L‐31 Addressing Congestion ........................... L‐32 9.9 Aging Commercial Corridors ......................... L‐49 10. Enhancing Multi‐Modal Opportunities .. L‐49 10.1 US Bike Route 1 ............................................ L‐49 10.2 Priority Areas for Pedestrian and Bicycle Safety Projects .............................................. L‐50 10.3 Linking the Trail to Public Transportation ..... L‐50 11. Recommended Transportation‐Related Enhancement Actions ............................ L‐61 List of Tables Table L.1 Sequential Route Description and Mapped Bicycle Routes along the Trail ..... L‐2 List of Figures Figure L.4d Croom Road Bicycle Safety Enhancements – Thomas Road Intersection – View South ............................................... L‐45 Figure L.4e Croom Road Bicycle Safety Enhancements – Just North of Old Rectory Lane – View North .................................... L‐46 Figure L.1a Proposed Nomination Route (Trailwide) .. L‐9 Figure L.4f Figure L.1b Proposed Nomination Route (Area A) ...... L‐10 Figure L.1c Proposed Nomination Route (Area B) ...... L‐11 Figure L.1d Proposed Nomination Route (Area C) ...... L‐12 Figure L.1e Proposed Nomination Route (Area D) ...... L‐13 Figure L.2 Gateway Locations ................................... L‐15 Figure L.3a Traffic Counts and Speed Limits (1 of 9) ...................................................... L‐ 18 Figure L.3b Traffic Counts and Speed Limits (2 of 9) ...................................................... L‐19 Figure L.3c Traffic Counts and Speed Limits (3 of 9) ...................................................... L‐20 Figure L.3d Traffic Counts and Speed Limits (4 of 9) ...................................................... L‐21 Figure L.3e Traffic Counts and Speed Limits (5 of 9) ...................................................... L‐22 Figure L.3f Traffic Counts and Speed Limits (6 of 9) ...................................................... L‐23 Figure L.3g Traffic Counts and Speed Limits (7 of 9) ...................................................... L‐24 Figure L.3h Traffic Counts and Speed Limits (8 of 9) ...................................................... L‐25 Figure L.3i Traffic Counts and Speed Limits (9 of 9) ...................................................... L‐26 Figure L.4a Croom Road Bicycle Safety Enhancements – Context .......................... L‐42 Figure L.4b Croom Road Bicycle Safety Enhancements – Crash Density Analysis... L‐43 Figure L.4c Croom Road Bicycle Safety Enhancements – Techniques .................... L‐44 Croom Road Bicycle Safety Enhancements – Duley Station Road Intersection – View North ........................ L‐47 Figure L.4g Croom Road Bicycle Safety Enhancements – Croom Airport Road Intersection – View South ........................ L‐48 Figure L.5 Solomons Island Circulation Concept ....... L‐51 Figure L.6a Benedict Walking Trails and Destination Opportunities (map)................................. L‐52 Figure L. 6b Benedict Walking Trails and Destination Opportunities (itinerary) .......................... L‐53 Figure L.7a Upper Marlboro Walking Trails and Destination Opportunities (map) ............. L‐54 Figure L.7b Upper Marlboro Walking Trails and Destination Opportunities (itinerary) ....... L‐55 Figure L.8a Bladensburg Circulation – Potential Safety Measures (1 of 2) ..................................... L‐56 Figure L.8b Bladensburg Circulation – Potential Safety Measures (2 of 2) ..................................... L‐57 Figure L.9a Aquila Randall Monument Concept (1 of 3) ........................................ L‐58 Figure L.9b Aquila Randall Monument Concept (2 of 3) ....................................... L‐59 Figure L.9c Aquila Randall Monument Concept (3 of 3) ....................................... L‐60 Appendix L: Roadway Management
1. Introduction CMP appendix M describes the existing and available The Maryland War of 1812 Bicentennial Commission, the qualities found throughout the corridor. However, for those Maryland Office of Tourism Development, the National Park portions of the trail corridor that are not identified as Service (NPS), and the many partners that are involved in the conservation or preservation priorities, strategies are needed planning, development, and management of the trail are to demonstrate how new development and roadway projects interested in pursuing designation of the auto‐travel portion and practices will be guided to maintain the character of the of the route of the Star‐Spangled Banner National Historic trail. The purpose of this appendix, in part, is to document programs for conserving and preserving the significant Trail as a National Scenic Byway or All‐American Road. More the types of changes that are likely to occur within the than just a successful nomination, the Commission, the NPS, corridor as guided by local comprehensive plans and other and their partners are interested in finding innovative ways factors. to address specific management challenges facing a heritage‐
based travel route in a major metropolitan area. The success of the Star‐Spangled Banner experience, then, is dependent upon how well local, state, and federal agencies Nomination of the route as a National Scenic Byway or All‐
responsible for its stewardship can manage those changes American Road requires that the sponsoring organizations while respecting the rights and responsibilities of the and partners develop more detailed measures designed to individuals, businesses, corporations, and institutions that preserve, maintain, and enhance the qualities of the travel own or manage the lands associated with the significant route (described in chapter 2 and appendix K of the CMP) resources. and to position and market the route as a distinctive destination among a national and, for an All‐American Road, The trail’s success is also dependent upon both the an international audience (described in chapter 3 of the perception and the reality of potential impacts of trail and CMP). byway visitors on the communities through which it passes. In urban areas, increased use of the trail and byway is The route’s designation by Congress as a National Historic perceived as a positive economic benefit. But in some rural Trail provides the first step in increasing the awareness of its areas along the trail and byway, concerns were raised about significance and attracting more visitors to its sites and potential impacts of visitors on rural roads and farming areas. attractions. Designation as a National Scenic Byway or All‐
Sections M.3‐M.8 address these concerns directly. Page l‐17 American Road would further enhance its identity as part of specifically addresses farm vehicles and operations. the Americas Byways® brand of the best travel routes in America. 2. Maryland Land Route In order for the trail to be successful as a high‐quality The following tables and graphics provide detailed educational, recreational, and heritage travel experience, the information on the Maryland portion of the trail’s land route route needs to be considered in its entirety as a trail corridor, that is proposed for nomination as a National Scenic Byway not as a set of disconnected historic and recreational sites. or an All‐American Road. Included are: The experience of getting from place to place along the 
a turn‐by‐turn description of the route (table L.1) travel route must be just as interesting and exciting as being 
route maps (figures L.1a through L.1e) in those places. In addition, in order to be considered for designation as an All‐American Road, the communities along the corridor need to demonstrate their commitment to conserving those qualities over time. Section 4 below summarizes findings from the highway safety analysis for the Maryland portion of the land route, including maps describing existing travel conditions (figures L.3a through L.3i). L-1
L-2
PROPOSED DESIGNATION
spine
spine
branch
branch
spine
spine
spine
spine
spine
branch
branch
spine
spine
spine
connector
Mervell Dean Road
branch
spine
Three Notched Road
branch
MD 231/Hallowing Point Rd.
Sixes Road
Broome's Island Road (MD 264)
Grays Road
Mackall Road
Parran Road
Solomon's Island Road S.
MD 4/Island Road
Solomon's Island Road
MD 4
branch
spine
County line
ROAD NAME
branch
spine
Calvert County
none
St. Mary's County
EXISTING DESIGNATION
turn left onto
turn left onto
turn right onto
turn left onto
turn left onto continue on bear left onto turn right onto
bear right onto
turn left onto
continue on
TURNING DIRECTION
Patuxent River/County line
MD 231/ Hallowing Point Road
MD 506/Sixes Road
Grays Road
to destination
Mackell Road
MD 264/Broome's Island Road
Solomon's Island Road. S.
Island Road Ramp
Sotterlly Road
Mervell Dean Road
Three Notched Road
MD 4
TO
FEATURE/DESTINATION
Hallowing Point
Hallowing Point Park
Battle Creek Cypress Swamp
Sheridan Point
Taney Place
Calverton
St. Leonard Creek ‐ Lower Battery
Mackall House (Brew House)
Jefferson Patterson Park and Museum
Cove Point
St. Leonard Creek ‐ Original Town Site
St. Leonard Creek ‐ Upper Battery St. Leonard Creek ‐ Fort Hill Site
Spout Farm
Calvert Cliffs State Park
Calvert Marine Museum, Solomons Regional Information Center
terminate at Sotterley Plantation
old alignment of Three Notch Road
Patuxent River crossing
Sequential Route Description and Mapped Bicycle Routes along the Byway
Table L.1
Maryland Star‐Spangled Banner Scenic Byway
yes1
yes1
no
yes1
yes1
yes1
Broome's Island Road1
intersection with HG Trueman Road1
yes; from the intersection of Solomon's Island Road, S and Pardoe Road to yes; Solomon's Island Road, S. to yes1
BICYCLE DESIGNATION OR MAPPED ROUTE?
Appendix L: Roadway Management
Spine
connector
Nottingham Road
Fenno Road
spine
branch
branch
Branch
branch
spine
none
side track (portion)
none
side track
St. Thomas Church
Tanyard Road
MD 382/Croom Road
spine
MD 381/Aquasco Road (identified as Brandywine Road in Charles County)
MD 381/(Brandywine Road in Charles County)
MD 231/Prince Frederick Road Benedict Road
ROAD NAME
spine
Prince George's County
Spine
no designation
connector
Charles County
turn right or left onto
turn left onto
turn right onto
turn left onto turn right onto
turn right onto turn right onto
TURNING DIRECTION
Croom Road
St. Thomas Church
Fenno Road
Nottingham Road
Croom Station Road
MD 382/Croom Road
County Line
Brandywine Road (MD 381)
TO
Merkle WMA entrance
side track to Nottingham
Magruder Landing
Aquasco Mills Site
Patuxent City
Oldfields Chapel
Significant War of 1812 Historical Sites ‐ plan by Charles under development
Benedict ‐ British Landing
Benedict ‐ Maxwell Hall British Encampment
FEATURE/DESTINATION
‐ 33mi); from the intersection with M2
yes; from the intersection with Fenno Road to the intersection with Mattaponi Road (Brandywine Firehouse‐Merkle Meander ‐ 27 mi; Merkle Meander from Gwynn Park High School ‐ 44.5 mi; Brandywine Fire Station to Mount Calvert ‐ 33 mi2
Meander ‐ 27 mi2
yes; Brandywine Firehouse‐Merkle Meander ‐ 27 mi; Merkle Meander from Gwynn Park High School ‐ 44.5 mi; Brandywine Fire Station to Mount Calvert Meander ‐ 27 mi2
yes; Brandywine Firehouse‐Merkle yes; (Brandywine Firehouse‐Merkle intersection with M2
yes; from the intersection with Brandywine Road to Candy Hill Road(Brandywine, Candy, and Mudd ‐ 42 mi); from the intersection with Nelson Pierre Road to the intersection with Tanyard Road (Brandywine Firehouse‐
Merkle Meander ‐ 27 mi); from the (Brandywine, Candy, and Mudd ‐ 42 mi)2
yes; from the intersection of Brandywine and Dr. Bowen Road to Croom Road no
yes1
L-3
L-4
Branch
branch
spine
spine
spine
spine
side track
side track
none
none
none
none
MD 4/ Pennsylvania Avenue ramp Old Marlboro Pike
Old Crain Highway
Croom Station Road
Mt. Calvert Road
Croom Airport Road
ROAD NAME
continue onto continue onto turn left onto turn right onto
to destination
to destination
TURNING DIRECTION
spine
none
Mellwood Road
MD 223 Woodyard Road
MD‐223/Woodyard Road ramp to Clinton/Mellwood Road
MD 4/ Pennsylvania Avenue
Forestville Road
Marlboro Pike
none
none
Pennsylvania Avenue
MD 4/Pennsylvania Ave.
spine
none
none
(continue on Pennsylvania Avenue) spine
spine
spine
none
none
turn right onto
turn left onto
turn right onto
continue into
turn right onto
continue onto turn left onto
continue onto (return east to Old Marlboro Pike from MD 4/ Pennsylvania Avenue) PROPOSED DESIGNATION
MD 458/Silver Hill Road
Marlboro Pike
Forestville Rd.
District of Columbia
Old Marlboro Pike
Mellwood Road
MD 223/Woodyard Road ramp to Clinton/Mellwood Road
MD 223 Woodyard Road
MD 4/ Pennsylvania Avenue
MD 4/ Pennsylvania Avenue ramp Old Marlboro Pike
Old Crain Highway
TO
with Old Marlboro Pike1
yes; from where Woodyard Road becomes Mellwood to the intersection Road1
yes; from the intersection with MD‐
223/Woodyard Road ramp to Clinton/Mellwood Road and Mellwood Highway to Woodyard Road1
yes; from the intersection with Old Crain Highway to Woodyard Road1
yes; from the intersection with Old Crain no
no
tion to Mount Calvert ‐ 33 mi)2
yes; from the intersection with Croom Road to Mt. Calvert (Brandywine Fire Sta‐ Sta‐tion to Mount Calvert ‐ 33 mi)2
yes; from the intersection with Croom Road to Duvall Road (Brandywine Fire BICYCLE DESIGNATION OR MAPPED ROUTE?
could be side track to Addison Chapel connecting to STSP National Historic Trail (section not Bladensburg
qualified for Maryland or National Scenic Byway)
Long Old Fields American Encampment
Mount Carmel Catholic Cemetery
Upper Marlboro historic sites
Mt. Calvert
Patuxent River Park
FEATURE/DESTINATION
Addison Road
MD 704/MLK Jr Hwy
Addison Road
Eastern Avenue (DC)
none
none
none
none
connector
none
spine
branch
connector
none
Prince George's County
connector
none
District of Columbia
Baltimore‐Washington Parkway
MD 450 Annapolis Road
DC 295/Anacostia Freeway
Pennsylvania Avenue
(continue to the District of Columbia)
Walker Mill Road none
ROAD NAME
MD 458/Silver Hill Rd
none
continue to destination
continue into continue into MD
FEATURE/DESTINATION
Anne Arundel County
Maryland
Bladensburg War of 1812 sites
Bladensburg Waterfront Park
Lowndes Hill Bostwick House
Parthenon Site
Market Masters House
Magruder House
Ross House
George Washington House
Bowie House
DC Southeast No. 2 Boundary Marker DC Southeast No. 3 Boundary Marker Fort DuPont Park (NPS)
Kenilworth Aquatic Gardens (NPS) Anacostia Park (NPS)
no
Addison Road
MD 704/MLK Jr Highway
Addison Road
Eastern Avenue (DC)
Baltimore Washington Parkway could be side track to Addison Chapel connecting to STSP National Historic Trail (section not qualified for Maryland or National Scenic Bladensburg
Byway)
Walker Mill Road
TO
turn right/ merge onto DC 295/Anacostia Freeway turn right onto
turn right onto
turn right onto turn left onto
bear left onto
bear right/ continue onto TURNING DIRECTION
L-5
L-6
spine
E. Fort Avenue
turn left onto
Key Highway
no
spine
Lawrence Street
yes; from the intersection with Riverside Avenue to Fort McHenry (on‐street bike facilities)3
yes; from the intersection with Riverside Avenue to Fort McHenry (on ‐street bike S. Hanover ‐ one block west is bike friendly and Sharp Street (Gwynns Falls Trail)3
yes; about half‐way between the intersection with Russell Street to S. Eutaw Street (sidepath); between the intersections with South Howard Street no
no
no
byway NHS
Fort McHenry
Camp Lookout
Spring Gardens Battery
FEATURE/DESTINATION
facilities)3
Lawrence Street
E. Fort Avenue
S. Charles Street
W. Hamburg Street
Baltimore City
Baltimore County
TO
E. Fort Avenue
turn left onto
continue to
turn left onto turn right onto
turn right onto
continue into
continue into
TURNING DIRECTION
byway (National spine
Historic Seaport) (NHS)
(continue to Fells Point)
spine
portions spine (NHS)
W. Hamburg Street
S. Charles Street
spine
none
Russell Street
ROAD NAME
Charles Street Spine ‐ National Scenic Overlapping Byway
Segment spine
spine
none
Baltimore City
byway (Baltimore‐ Washington Parkway)
Baltimore County
byway (Baltimore‐ Washington Parkway)
Anne Arundel County
spine
spine
spine
spine
spine
spine
spine
spine
spine
spine
spine
spine
byway NHS
byway NHS
byway NHS
byway NHS
byway NHS
byway NHS
byway NHS
byway NHS
none
none
none
none
Eastern Avenue
Eastern Avenue
S. Washington Street
Aliceanna Street
S. Wolf Street
Thames Street
Broadway Fleet Street
President Street
Pratt Street
Light Street Key Highway
ROAD NAME
none
spine
Eastern Avenue
(head west on Eastern Avenue to return to Fells Point)
turn left onto
turn right onto
turn right onto
turn right onto
turn left onto turn left onto
turn right onto turn left onto turn right onto turn right onto
continue onto TURNING DIRECTION
Wolfe St.
S. North Point Road
S. North Point Road
Eastern Avenue
S. Washington Street
Aliceanna Street
S. Wolfe Street
Thames Street
Broadway
Fleet Street
President Street
Pratt Street
Light Street
TO
returning back toward Fells Point
North Point Battlefields North Point Battlefields Patterson Park
Fells Point
Fells Point
Fells Point
Fells Point
Inner Harbor to Fells Point
Inner Harbor
Baltimore Visitor Center/Inner Harbor
FEATURE/DESTINATION
no
eastbound to North Point Road1
entering Baltimore County heading commonly used by cyclists)3
yes; from the intersection with Haven Street to the intersection with Cassell Drive (includes sidepath and route no
facilities)3
yes; from the intersection with Wolfe Street to the intersection with S. Washington Street (on‐street bike no
Wolf Street (promenade)3
yes; intersection with Broadway and S. commonly used by cyclists)3
yes; intersection with Fleet Street and intersection with Thames Street (route no
yes; from the intersection with Pratt Street to Fleet Street (route commonly used by cyclists)3
and on‐street bike facilities)3
yes; from the intersection with Light Street to President Street (promenade Highway to Pratt Street (promenade)3
yes; from the intersection with Key (Promenade)3
yes; from the intersection with Lawrence Street to Anchor Street (route commonly used by cyclists); from the intersection with Covington Street to Light Street BICYCLE DESIGNATION OR MAPPED ROUTE?
L-7
L-8
spine
spine
spine
byway NHS
byway NHS
byway NHS
Lombard Street
President Street
Fleet Street
ROAD NAME
turn left onto
turn left onto
turn right onto
TURNING DIRECTION
spine
spine
spine
spine
spine
spine
none
none
none
none
none
none
North Point Road
Bethlehem Boulevard
North Point Boulevard
North Point Road
Cove Road
S. North Point Road
spine
spine
spine
none
none
none
change no designation or side track to branch
change byway connector to spine
change from no designation to spine
side track (included as NHT land route segment only)
change name of byway as noted
Southern Avenue
Avondale Avenue
S. North Point Road
(returning west to Eastern Avenue from S. North Point Road) spine
none
left onto right onto
left onto continue to
turn left onto turn left onto turn right onto turn left onto
(continue from S. North Point Road southeast to North Point State Park)
Baltimore County
historic military route
North Point State Battlefield returning toward Fort McHenry
returning toward Fort McHenry
returning toward Fort McHenry
FEATURE/DESTINATION
3
2
1
North Point State Park
historic military route
no
no
no
no
no
no
no
no
no
no
Street (on‐street bike facilities)3
yes; from the intersection with President Street to the intersection with Light street bike facilities)3
yes; from intersection with Fleet Street to intersection with Lombard Street (route commonly used by cyclists and on‐
no
Bike Baltimore Map (http://www.baltimorecity.gov/LinkClick.aspx?fileticket=Yg8hcIuG5n4%3d&tabid=1326&mid=3366)
Oxon Hill Bicycle and Trail Club Routes
Maryland Bicycle Maps (www.mdot.maryland.gov/Planning/Bicycle/Bicycle_Maps.html)
Eastern Avenue
Southern Avenue
Avondale Avenue
North Point Road
Bethlehem Boulevard (MD 158) historic military route
North Point Road
Cove Road
Light Street
Lombard Street
President Street
TO
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Proposed Nomination Route
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Old Crain Hwy
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FENWAY MARTELL AVE
LL
ER
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SP
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TR
D
JACKSON RD
DU
MAP LE AVE
DETROIT AVE
AVE
CLE VELAND
COLGAT E AVE
PINE AVE
OAK AVE
SO
50
T
RD
GERMAN HILL
North Point Rd
NO
RT H
E
PO
INT
AV
RD
OK
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64
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INL
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NEW GATE AVE
AL R
W
KS
MO
R
HE
AV E
TU
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EASTERN AVE
BALTIM ORE ST
FAIRM OUNT AVE
PULASK
HOFFM AN ST
FEDERAL ST
1
Miles
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R
YO
W CROM WELL ST
LANCASTER ST
ALICE ANNA ST
FLEE T ST
PRATT ST
FAIRM OUNT AVE
CHASE ST
HOFFM AN ST
South Charles St
ST
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E
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PREST ON ST
MADISON ST
HOFFMAN ST
0
NORTH AVE
HAVE N ST
MCCOMAS ST
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LIG HT ST
MP
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MA
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NT
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20TH ST
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CHASE ST
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Byway
BIDDLERoute
AV Proposed Spine and NHT Land
PA
Branch and NHT Land Route
T Byway
R
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AV
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S
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Spine and NHT Land Route
EX
Byway
PW
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LS
T
FA
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CATHEDRAL ST
ST
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LET)
CALVE RT ST (NB COUP
RT Y
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EDISON HWY
FA
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JONE S FALLS EXPW
LIB
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ENSO R ST
ST
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FO R
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BLV
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LINWOOD AVE
KE
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ST
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AV
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NA
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AV
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RB
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UW
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IN
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RT
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QUINTON ST
IR
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M
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ST PAUL ST
R
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Banner
and Byway
JO
Proposed
Nomination Route
NE
S
Fig. L.1d
D
IP R
SH
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ALK
ND
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3. Existing Roadway Conditions For those portions of the route in the rural areas south of Traveling along the land route of the trail through the major metropolitan area, there is tremendous pressure for Washington and Baltimore metropolitan region can be a urbanization. Prince George’s County has identified an area, challenge during rush hours as well as the more the Rural Tier, where agriculture, forestry and other rural Upper Marlboro, a different set of issues arises. As with any unpredictable Saturday traffic near commercial areas and land uses are emphasized. Similarly, Calvert and Charles recreational fields. Any visitor to the National Capital Region, counties have made efforts to retain the rural nature of the however, arrives with the expectation that driving by route. Therefore, transportation strategies in the rural personal automobile may be a challenge. Moreover, the southern section should focus more on ensuring that the complexity of making any kind of capital improvement to the characteristics of the rural roadway are maintained while transportation system is a difficult process and would have to providing for a safe travel experience. be considered a long‐range prospect at best. In addition, bicycle use is becoming more of an issue on The Washington and Baltimore metropolitan areas are these routes. Recreational bicyclists are attracted to the fortunate to have abundant opportunities for bus, transit, rural character of the area in increasing numbers. Yet many and rail service among the major War of 1812 sites between of these routes do not have adequate shoulder space to Upper Marlboro and Baltimore. Visitors to the region, accommodate them without causing conflicts among however, may not be aware of them; may be intimidated by automobile users sharing roadways, or impacting residents, if them; and may not be able to directly access all of the War of shoulders are widened to increase bicycle safety. Strategies 1812 sites south of Upper Marlboro by alternative are included below to address management and transportation choices. enhancements for bicycle use along the travel route. Therefore, the primary enhancements to the land route 3.1
within the urban areas should focus more on navigational aids, and on making it easier to take advantage of the many multi‐modal travel opportunities that are available. The water trail components of the trail also provide an alternative mode for travel. Enhancements to the land route should include providing better access to water trail Roadway Capacity Issues Most of the urban and developed portions of the travel route will have some capacity issues during morning and afternoon peak travel periods, as well as during Saturday traffic around commercial areas. These include: 
regular commuter travel along the MD 4 corridor between Calvert County and the District of components from the land side. Columbia 
congestion in and around Andrews Air Force Base that is likely to be exacerbated by the addition of 500 more jobs as part of the military’s national Base Realignment and Closure (BRAC) process 
congestion associated with the use of the Baltimore‐Washington Parkway as a north‐south commuter route parallel to Interstate 95 and US Route 1, which is likely to be exacerbated by the addition of 4,272 employees at Fort Meade as part of growth of the Defense Information Systems Congestion in Downtown Baltimore may make it difficult for visitors to follow and enjoy the trail L-14
Agency (DISA) and the addition of the potential slots/casino licensed for a site at Arundel Mills !
!
!
!
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Fig. L.2
!
Baltimore
395
§
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Fells Point
895
Ft. McHenry
195
95
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Chesapeake
Bay
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97
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From locations in
MD’s Eastern Shore
via US 50
!
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95
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From locations
in Virginia
via IS 495 and
Maryland via IS 270
370
!
DRAFT 09.30.11
North Point
!
195
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270
Patapsco
695 895
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GIS Data Sources: MD SHA,
Chesapeake Bay Program, WRT
895
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Distribution
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Gateway
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Baltimore Inner Harbor
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From locations in
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via IS 70
Star-Spangled Banner Scenic Byway
Gateway Location Map
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north of Baltimore
via IS 95, 83, and
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Annapolis
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Washington, DC
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in Virginia
via IS 95
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From locations
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
event‐related congestion in Baltimore, which might occur in and around Camden Yards and M&T Bank Stadium along MD 295 and the route to the Inner Harbor 3.2
Vehicular Accommodation Table L.1 above identifies specific segments where there are limitations for any specific type of vehicle. The route alignment has been developed in such a way that all types of vehicles can be accommodated on the primary spine of the travel route. The branches of the route that lead down to Intersecting roads along MD 382 are an issue, especially with some of the high rates of speed that travelers achieve on this 2‐lane rural road some of the Patuxent River sites are somewhat constrained by lane width and road surface condition for the use of tour buses. Tour bus operators should check with the sites to obtain information about any limitations prior to a visit. In addition, trail sponsors should package specific bus tour 3.3.1 HIGHWAY SAFETY ISSUES AND CONCERNS In general, vehicular travel along scenic and historic touring routes such as the Star‐Spangled Banner Trail within major metropolitan areas has the following characteristics: itineraries suitable for both large and small tour bus sizes. 
The trail land route diverges from the primary travel route route designation is often to promote appropriate north of the Beltway at MD 4 to provide access to Addison heritage or nature‐based forms of tourism‐related Chapel, a significant War of 1812 resource. This particular economic development. Traffic associated with route, although it follows the historic travel route, has these uses is typically weekend and summer traffic, multiple turns and travels through residential areas, and therefore will not be marketed or signed as a primary travel not peak rush hour traffic. 
route. However, those with an interest in following the Touring routes located near metro areas are likely to have other factors contributing to annual trip historic route or visiting Addison Chapel can find it with paper maps of the area, GPS devices, or mobile applications. The goal of a scenic byway or heritage touring (traffic) growth that must be taken into account. 
A potential increase in traffic associated with such a route is usually related to efforts to increase 3.3
Highway Safety Analysis visitation to its related sites and attractions. In order to qualify portions of the Star‐Spangled Banner Trail Increases in traffic for heritage touring routes or for designation as a National Scenic Byway or All‐American scenic byways are directly related to programming Road, the CMP must provide “a general review of the road’s of events, marketing, and other factors. Without or highway’s safety and accident record to identify any aggressive marketing there would be minimal correctable faults in highway design, maintenance, or growth in traffic volume as a result of a National operation” (Federal Register, 1995). As a first step in this Historic Trail or Scenic Byway designation. If there effort, Daniel Consultants, Inc. (DCI) prepared a highway are areas where traffic growth cannot be safety analysis identifying the existing roadway accommodated, they should be identified and managed accordingly. characteristics and traffic volumes for the travel route between Solomons and Baltimore (Fort McHenry and North 
Drivers along scenic or historic touring routes are Point State Park). In addition, the analysis identifies areas of more interested in the experience of driving from concern and the planned and programmed projects designed point A to point B, rather than getting from point A to address those areas. The results of this analysis are to B as quickly as possible. illustrated in figures L.3a through L.3i and summarized below. L-16

Driver inattention or distractions may be more with the roads (versus commuters that are driver from the stream of faster moving traffic management of events so that start and end times avoid peak hour travel or times when there is radio or music, etc.). extensive use of the road by agricultural vehicles In areas where the leasing of agricultural lands is 
distribution of information regarding driving prevalent, slow moving farm vehicles often use the conditions (brochures, web‐based information, roadway during peak agricultural activities, GPS‐based and mobile applications, etc.), providing typically coinciding with peak vacation or heritage alternate routes around congested areas, for travel periods and must be managed through example 
distribution of information to inform drivers of Travelers along heritage touring routes and scenic what to do when there is a slow moving farm byways are typically unfamiliar with the travel vehicle in the roadway, or to inform bicyclists and route and with its use patterns. This unfamiliarity motorized vehicles how to share the roadway needs to be addressed through the use of route 

as using mobile devices, eating, listening to the warning signage or traveler information. 
development of pull‐offs, for example, at historic markers or scenic views, to remove the casual distracted by things they do to pass the time such 

from map reading, sight‐seeing, or unfamiliarity 
increasing the visibility and drivers’ awareness of marking and wayfinding systems that guide visitors roadway conditions through the use of warning along the best travel route and to the significant signs and markings to address users who are War of 1812 sites and attractions. unfamiliar with the conditions Motorcyclists and bicyclists are frequent users of 
front‐line hospitality training to enable staff in designated touring routes. Awareness campaigns businesses frequented by visitors to provide them of the rights of all types of vehicles to use the with both technology and local information about roadway need to be introduced and/or maintained how to navigate between and among War of 1812 to address specific traveler needs. sites 3.3.2 ACCIDENT EVALUATION AREAS DCI researched data for the Maryland State Highway Administration (MD SHA) files for the last two complete years of data available (2008 and 2009). There were no intersections that were identified as potential candidates for safety improvement along the Star‐Spangled Banner Trail route. However, there were some problematic roadway sections along MD 295 in Anne Arundel County and along MD 4 in Prince George’s County. MD SHA has already Splitter islands along U.S. Route 50 in Virginia were installed approaching Upperville as part of a national demonstration project for rural traffic calming programmed improvements along both MD 295 and MD 4 (see below) that will adequately address challenges at these sections.
Potential management actions to minimize the effects of changing characteristics of travelers on designated touring routes include: 
traffic calming – to slow operating speeds, thereby giving more time for drivers to make decisions regarding unexpected conditions L-17
Fig. L.3a
4
U
V
So
Is
ad
Ro
la
nd
d
lan
Ro
ad
s Is
on
lom
8
3
2
1
0
Miles
0.5
0.25
Traffic Counts and Sp eed Limits
Legend
Draft 8/29/11
Star-Spangled Banner National Scenic Byw ay Route
State Boundary
Sp ine
County Boundary
Co nnector Ro ute
Bran ch
Municipality
####
Solomons Island Road
Solomon's Island Road is part of the Star-Spangled Banner
Trail and Byway in the short roadway section from Solomon’s
Island to MD 2/4. This local Calvert County roadway is a
two-lane roadway with 1-8 foot shoulders with some on-street
parking. The posted speed limit on Solomon’s Island Road is
30 MPH.
Average Daily Traffic
(vehicles per day)
GIS Data Sources: MD SHA, WRT, MD DNR, MD Department of Planning, Daniel Consultants, Inc.
L-18
¯
Fig. L.3b
7,192
s Rd
Gra y
26,082
V
U
2 64
9
3
2
1
Parran Road
Parran Road is part of the Star-Spangled Banner Trail and Byway in
the short section from MD 2/4 to Mackall Road. Parran Road is a 2-lane
roadway within a 22-24 foot roadway section with 1-foot shoulders. The
posted speed limit on Parran Road is 40 MPH. Parran Road is classified
as a local collector roadway within Calvert County.
Mackall Road
Mackall Road is part of the Star-Spangled Banner Trail and Byway in the
short roadway section from Parran Road to the end of the roadway near
the Jefferson Patterson Park & Museum. Mackall Road is a 2-lane
roadway within a 24-foot roadway section and a 1 foot shoulder area. The
posted speed limit on Mackall Road is 40 MPH. Mackall Road is
classified as a local collector roadway within Calvert County.
Broomes Island Rd
Scenic Byway
Sign
Pa
rr
an
R
d
Scenic Byway
Sign
27,162
U
V
V
U
Mac k
d
a ll R
:
3
2
1
4
2
:
3
2
1
Scenic Byway
Sign
20,532
=
3
2
1
23,692
Solomons Island Rd
4
V
U
Miles
Draft 8/29/11
Star-Spangled Banner National Scenic Byw ay Route
State Boundary
Sp ine
County Boundary
Co nnector Ro ute
Bran ch
Municipality
####
Average Daily Traffic
(vehicles per day)
nd
R
Traffic Counts and Sp eed Limits
Legend
8
3
2
1
Isl
a
MD 2/4 Solomons Island Road
ad
Ro
nd
Isla
o ad
5
o ns
2.5
m
S o lo
0
MD 2/4 is part of the Star-Spangled Banner Trail and Byway in the section
from Solomon’s Island Road to MD 264 (Broome’s Island Road) in Calvert
County. MD 2/4 is a 4-lane state maintained roadway with 11-foot
shoulders. The posted speed limit along MD 2/4 is
55 MPH. Average Daily Traffic (ADT) varies between 20,582
to 27,162 vehicles. MD 2/4 is classified as an urban other principal
arterial roadway.
¯
GIS Data Sources: MD SHA, WRT, MD DNR, MD Department of Planning, Daniel Consultants, Inc.
L-19
1,641
Fig. L.3c
382
U
V
MD 231/Prince Frederick Road
Croom Road
s
Aqua
5,783
MD 381/Aquasco Road
MD 381 is part of the Star-Spangled Banner Trail and Byway in the
section from MD 231 in Charles
County to MD 382 in Prince George’s County. MD 381 is a two-lane state
maintain

Appendix L: Roadway Management - Star

Transcription

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