No hay traducciones disponibles.
The MTA has continued to refine the CCT Project based on input from the public, from federal, state, and local government agencies, and in a continuous effort to make the project more efficient and cost effective. The more substantive changes are described below:
- Width of Transitway – The width of the CCT Transitway has been reduced from 28 feet wide to 26 feet wide. This new width still meets acceptable design standards while reducing capital costs and the amount of impervious pavement that effects stormwater runoff.
- CCT Platform Sizing - CCT platforms had initially been sized at 150 feet in length. To reduce costs, the Platform lengths have been reduced to 125 feet, which will still accommodate two articulated buses. In addition, a ridership analysis has been performed for each station and a determination has been made that a number of the stations will be initially constructed at 65 feet in length, but designed and constructed with the provision they can be expanded to the full 125 feet length in the future as ridership grows. Full length platforms would be constructed initially at Metropolitan Grove, Kentlands, Crown Farm, and West Gaither. Reduced length platforms would be constructed at Firstfield, NIST, LSC West, LSC Central, DANAC, and East Gaither. Platforms at Traville Gateway and USG would be reduced size also, while the station at Shady Grove would be integrated into the WMATA Metrorail Station.
- New Bridge alignment over I-270 – A new bridge alignment has been designed over I-270. The new alignment will save capital costs on the project and avoid some major utility impacts. The new alignment also has the benefit of removing a segment of the CCT along Fields Road that would have been supported by embankments and retaining wall. The modified design of this segment will be at-grade transitway and will reduce visual impacts.
- Grade Crossing at Key West Avenue and Diamondback Drive – The CCT has analyzed this intersection using both an at-grade crossing and a grade separated crossing. A decision has been made to proceed with an at-grade crossing to reduce project costs, including the reduction of some major utility relocations that would have been required with a grade separated crossing. A thorough traffic analysis has also indicated that an at-grade crossing can be integrated into the existing intersection, minimizing the effects on general traffic flow through the intersection.
- New alignment along Darnestown Road and Muddy Branch Road – The CCT alignment in this area of the project has traversed from Key West Avenue and Johns Hopkins Drive, through the Belward Farm property, to the median of Muddy Branch Road and then to the south side of Great Seneca Highway. A new alignment has been established that will use Key West Avenue, Darnestown Road and Muddy Branch Road in mixed traffic between the intersections of Key West Avenue/Johns Hopkins Drive and Great Seneca Highway/Muddy Branch Road. The reason for this change is that Belward Farm is currently considered eligible as an historic resource. Federal rules stipulate that intrusion onto historic properties should be avoided if possible.
- Alignment along Great Seneca Highway - The alignment on the south side of Great Seneca Highway has been shifted approximately ten feet closer to Great Seneca Highway between Upshire Circle and Muddy Branch Road. This change has been made in response to community concerns and to minimize park impacts. Portions of this segment of the alignment will also consider a noise wall, presuming existing procedures are met such as approval by residents most directly impacted by noise from the CCT.