Case Study:

Montgomery County, Maryland

Context

Montgomery County, Maryland covers a 497-square mile area of suburbs to the north and northwest of Washington, D.C. Major highways in the county include I-495 - the District's beltway - and I-270, which provides radial service to the northwest (Figure 2). The county is also served by two branches of the Metrorail Red Line, which provide high-speed transit access to the District of Columbia. Development patterns include a handful of older town centers, more recent suburban residential and commercial development, and undeveloped agricultural land in outlying parts of the county. Commercial activities are concentrated especially along the freeway and Metrorail corridors, while residential patterns are more dispersed.

Figure 2. Existing Transportation Network, Montgomery County

Source: Maryland-National Capital Park & Planning Commission (1999).

As a result of rapid growth in travel and development, the county is facing numerous transportation challenges. These include freeways that are heavily congested during peak periods; local roads that are increasingly unable to cope with traffic demands, especially for cross-county (east-west) movements; and limitations in transit service to a number of major activity centers.

Like most other counties in Maryland, Montgomery County has zoning jurisdiction over most of the land within its borders (with the exception of three smaller, incorporated cities). This informs its philosophy to both land use and transportation planning. The county's general plan is based on a long-standing "wedges and corridors" concept. This concept specifies that development should follow transportation corridors, while the areas between these corridors, or "wedges," are preserved. The county has successfully encouraged growth of jobs near transit centers and highways, although residential development has been considerably more dispersed. Land use forecasts used in travel modeling (Figure 3) are consistent with the county's general plan. Then, given this assumed pattern of future growth, the county's goal is to develop a future transportation network that moves people as efficiently as possible.

Figure 3. Housing and Jobs in Year 2020, Montgomery County

Source: Maryland-National Capital Park & Planning Commission (1999).

While transportation planning for the broader metropolitan area is carried out by the Metropolitan Washington Council of Governments (MWCOG), the county has well-developed travel modeling capabilities, which it uses to evaluate local projects and transportation alternatives. During 1998 and 1999, the county analyzed five alternative year 2020 transportation networks. The resulting findings and recommendations were presented in a Transportation Policy Report, which was reviewed by the Planning Board and approved by the County Council. The report recommends projects to be included in the Maryland FY 2000-2005 Consolidated Transportation Program, as well as MWCOG's Constrained Long-Range Plan. The report also establishes a longer-term work program for additional analyses.

The County Council directed M-NCPPC staff through the Planning Board to undertake the longer-term work program, and Phase 2 of the Transportation Policy Report is now underway. The Phase 2 study greatly increases the depth and breadth of analysis and looks more definitively at the role of alternative land use scenarios and transportation demand management (TDM) strategies as well as different networks. The public participation element is also greatly enhanced in Phase 2; a 36-member task force representing the diverse interests of the county will provide guidance to staff and the Planning Board throughout the 15-month study. Finally, a team of nationally-renown consultants has been retained for technical assistance throughout the study. This team also includes a facilitator to work within the task force and interface between staff, the task force, and the Planning Board.

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