E F~'7C~0MMERc ~ O TRANSPORTATION .. zik .5 .- (,..~|II.-.R-l‘.l\. TRGTERTT at sc:EuT|A'vea1TAs ARTES P — '“~‘-_— “‘~ \><\’-~—-_'Id v_-- _-__/ W’- , \'._,-v-_¢ WM -V _,___, v-_.4| \_~._, V'- ~-_.. A -_._.- A \__v_, ~ ___._._v_,_._’ REPORT of the ANNAPOLIS TRAFFIC STUDY STATE OF-MARYLAND STATE ROADS COMMISSION in cooperation with the CITY OF ANNAPOIIS ANNE ARUNDRL COUNTY and the BUREAU OF PUBLIC ROADS U. S. DEPARTMENT OF COMMERCE 1950-1951 ‘flmgpariaiion Libv an HE 57%‘: meg /Q52 I A lE551nsp>oz1:a non ' Qibmry STATE OF MAR_Y§_LAND Theodore H. Mckieldin, GOVERNOR STATE ROADS COIT~HSS_IO_R OF FARYLAND Russell H. McCain, CHMRIMN Avery W‘, Hall, coRNuss\oNER David M. Iliehols, c0m.\|ss|0NER Nmo F. Childs, Jr., cmsr ENGINEER C. R. Pease, SECRETARY CITY OF ANNAPOLIS Arthur G‘. Ellington, MAYOR ANNE ARUNDEL COUNTY UQ S. BUREAU OF PUBLIC ROADS BOARD‘OF COUNTY COMMISSIONERS DEPARTMENT OF COMMERCE Ralph L. Lowman, PRESIDBTT T: HE I'Ia¢DOI1ald, COMMISSIONER James ‘R, Crosby _ H., S., Fairbank, DEPUTY c0Nm|ss|oNER George Frank 3° L. Taylor, DIVISION ENGINEER Jo Irving King E6 Fol Gleason, DISTRICT ENGINEER - Clarence E. Tyler E. R. R0 es, CHIEF, HIGHWAY TRANSPORT RESEARCH BRANCH Henry CE'wigley, Sr. Frank W. Wilde Frank Wnnmer, Jr. STUDY MADE, DATA COMPILED AND REPORT Geo, N. Lewis, Jr. DIRECTOR Ernest W. Bunting, TRA FF I C ANALY ST Jas. Ho Hasenbalg FIELD SUPERVISOR Janet McCreary Daum, SECRETARY PRESENTED by the ANNAPOLIS TRAFFIC STUDY DIRECTOR, TRAFFIC DIVISION STATE ROADS COMMISSION OF MARYU ND TRAFFIC DIVISION STATE ROADS COMMISSION OF IIIIRYLANO TRAFFIC DIVISION STATE RO‘NOS COMNISSION OF MARYLAND SECRETARY TO DIRECTOR TRAFFIC DIVISION STATE ROADS COIIIIIIISSION OF MARYLAND I ' I Part II. III. TABLE OF CONTENTS QOOIOQOOOIIQOOOOQOOOOUOOOOOOQIQQC.‘ HiSI3OI‘iC&l QQQQOOOOOOOOQOOOOOOOOOOOQOOOOOOQ General 0......ODIUUOOOOOOOOODQOOQUOQOQOCUO METHODS OF THE TRAFFIC STUDY ................... DATA General ................................... Study Area OBTAINED FROM THE STUDY ................... General .................................~. External.Movement of Traffic .............. Traffic Entering Annapolis ................ Internal Movement of Traffic in Annapolis .000oeevoooooouooooooaoot Peak HOIJI‘ Traffic VOIIJJHCS uooooeooooouoonoo Effect of Week-end Travel on Traffic VOlUII'I€S oqoooaooooooooooonaooe Major Directional Desire Lines ............ Trip Purpose ~ General ...‘................ Trip Purpose - Downtown Area .............. Trip Purpose — Other Areas ................ Baltimore and Washington Trips ............ Page ~\I-~1\-T1-I-'2’-I:"'I-' 10 10 10 16 17 17 18 20 2h 2? I-— " ’ ---- ‘T!!!Ii]||I Ell! '; - /' I Part IV. V. TABLE OF CONTENTS (Continued) . 0 0 0 0 0 0 0 0 Q 0 O I 0 COST General ~§OOOIOOUOOOIO..‘..O.C.OQ'O..0.0IOOOQO 00000:oooooonuvooeoooooooooooo Interim oooooooooooQioooa0¢loo0ooooooOi iooaoo000doaoocoooroaooooooooooooQ00 Traffic Signals Q0‘0'0.‘.....".\.§........... Signs 0000060aaoooioooooaoooooooooooooo0000b ESTIMATES AN PRIORITIES ..'................ General ‘...C.¢............................‘ New Facilities ,.....................,.‘.... Priorities ...............................'. .....‘CUQIQO‘OOO.'..OOOOi.l..l‘.. Page 28 28 29 30 32 35 37 38 38 38 A0 A1 j I I I I - - - .l J V f Table LIST OF TABLES Trips Between Zones of the Downtown.Area and Zones of All Other Areas - All Types Of IIOOI/OI‘ Vehicles QqoaooooaoooQooooeoooooooon Trips Between Zones (Exclusive of the Downtown Area) Crossing the Internal Cordon Line - All Types of Motar Vehicles .,. Trips Between External Stations -.All Types of Motor Vehicles .....‘............... Trips Between External Stations and Zones of the Downtown Area - All Types of Motor Vehicles oooccooococo‘.QQQQQQIQOQOQQQOQOQOOQO Trips Between External Stations and Zones (Exclusive of the Downtown Area) - All Typ€S Of RIO-I201“ V€hiCl€S ucouoeolouoocowoceoio Total Number of Vehicles Crossing External Cordon Line by Type of Vehicle and by Station Of EHI/ry GI‘ Departure qooooooooooonoooooooout Total Number of Trips by Type of Vehicle and by Type Of Movement goooooooooonoooocioe Total Number of Vehicles Crossing Internal Cordon Line by Type of Vehicle and by Station Of Entry 01'' D€paI"I:/ure -0IOi.o000000'0v0I0.OOQ. Percentage of Vehicles by Direction of Ultimate Origin or Destination, Passing Through Each Internal Interview Station ..... Total Number of Trips by Type of Vehicle; and, for Passenger Cars, by Trip Purpose .... Total Number of Trips with Origin or Destination in the Downtown.Area by Type of Vehicle; and, for Passenger Cars, by Trip Purpose oooooooecean0ooouoooooooooooooooooooo Total Number of Trips With Origin or Destination in Areas Other Than the Downtown Area by Type of Vehicle; and, for Passenger Cars, by Trip Purpose ......... Page 70 71 72 73 7h ll 15 19 23 2II "!“"I"II-II-----I Plate 2. 3. II. 5. 7. 9. LIST OF PIATES Distribution of External Trips by General Direction of Origin or Destination Within a Radius of 20 Miles From.Annapolis ........... Purpose of Trips with Origin or Destination in the Downtown.Area -.All Types of Motor Vehlcles OQQDOOOQOOOO'OQO‘OOQ'OOOOOOQOOOQOOQ' Purpose of Trips with Origin or Destination in Area "0" (Downtown Area) and Areas 1, 2, 3, h, and 5 -.All Types of Motor Vehicles ... Q...OQOQQQQOQOQQOQOOi’...-QOOCOQ’D QOOOO‘QQQQQIOQOQOOOQOQO0QQIIO...‘... Zone Map Qooooeoonvoooooooooeooobooaaeanooooo Desire Lines of Travel -.All Types of Motor Vehicles - Between External Stations ........ Desire Lines of Travel - All Types of Motor Vehicles - Between External.Stations and the QOQQQOO....‘.Q..'..G...'OO....' Desire Lines of Travel -.All Types of Motor Vehicles - Between Northern and Eastern External Stations and Zones (Exclusive of the QOOOQ‘-‘O0OOQQQQOOCIOIDOOQOOUQQ Desire Lines of Travel -.All Types of Motor Vehicles ~ Between Southern and Western External-Stations and Zones (Exclusive of the OODOOQQOOQQQOIOQQQOOIQQ0.00.... Desire Lines of Travel — All Types of Motor Vehicles ~ Between the Downtown Area and Zones of All Other Areas ...................» Trips Between Zones of Area 0 (Downtown Area) and Areas 1 and 2 and External Stations l and 2 —.All Types of Motor Vehicles ............. Page 13 22 26 I13 II5 II? LI9 51 53 55 57 59 .. 4.. _..K.\.f..1|I1 1 Plate 10, 11. 1h. LIST OF PLATES (Continued) Trips Between Zones of Area 0 (Downtown Area) and Area 3 and External Station 16 - Types of Motor Vehicles acne-no-noooo¢ca00i Trips Between Zones of Area O (Downtown.Area) and Areas h and S and External Stations l8, l9, and 20 ~ All Types of Motor Vehicles .... Major Directional Desire Lines - As Determined by Results of the Origin and Destination Study -.All Types of Motor Vehicles ........, Actual Present Daily Traffic ->All Types of Motor Vehicle Traffic Potential to a Combination of Proposed Route "A" and Spur to the Downtown Area as Determined by Analysis of Results of the Origin and Destination Study cocauooooouoooaaooooooouoat Proposed Ultimate and Interim Plan ~ Proposed Route "A" and.Spur to the Down- town Area, Superimposed on a Map of Annapolis onesoooooooeooooooooooooooooooqotil Page 61 63 65 67 69 ' ’ 4 “ - ‘ i ~ ~ ACKBIOWLEDGMENTS As space will not permit the listing of all those who responded so generously in making the study a success and to whom thanks are due for their assistance and cooperation, we mention the agencies with whom contact was maintained most regularly and convey to each and all the gratitude felt, Among the agencies cooperating with the Annapolis Traffic Study and to whom acknowledgment of their assistance is sincerely given are: City of Annapolis: ffice of the Mayor Police Department Anne Arundel County: County Commissioners County Police State of Maryland: Maryland State Police Statistics Division Maryland State Roads Commission U.S. Department of Commerce: Bureau of Public Roads Public Press: Evening Capital Southern Maryland Times To the loyal service of each of the employees regardless of assignment we owe a debt of gratitude and we take this opportunity to express our thanks to the motorists in the study area for their cooperation. Special mention is made of the helpful assistance given by Mr, A. F, DiDomenico, Office Engineer, and Mr. E. G. Duncan, District Engineer, both of the State Roads Commission; Messrs. E. F. Gleason, and H. L. Hill, of the Bureau of Public Roads; Chief G. W. Rawlings of the Annapolis Police Department; and Lieut, J. K. Cushwa, Director of the Statistics Division of the Maryland State Police, 1. I» ' _ 1| PART I INTRODUCTION Historical The city of Annapolis is situated near the mouth of the Severn River in Southern Maryland, twenty—six miles south of Baltimore and thirty- three miles east of Washington, D. C. In l6h9 a group of ten families, Puritans from Virginia, settled on the banks of the Severn and called the tiny town Providence. The name was changed successively to Town of Proctor, Town at the Severn, Anne Arundel's Town and, finally, Annapolis after Queen Anne of England. In l69h the Capital of Maryland was moved to Annapolis and the streets and circles were laid out as they exist today. The city flourished and progressed rapidly becoming a center of culture, learning, and wealth shortly before the American Revolution. During this period many stately homes were built in Annapolis, quite a few of which still exist and attract visitors from all parts of the nation. The development of Annapolis as an educational center began in 1696 with the opening of King William's School which was taken over by St. John's College in l785 and which today is one of the oldest educational institutions in the country. An integral part of the life of Annapolis is the United States Naval Academy. Established at Fort Severn in l8h5, the Academy has functioned at this location, except for a few years during the War Between the States, when it was moved temporarily to Fort Adams, near Newport, Rhode Island. Annapolis is indeed rich in history and tradition. One of the more important historical events which took place in Annapolis, of which there are far too many to enumerate herein, was the appearance of General George Washington before the Congress of the United States of America which was con- vened in the State House, to resign his military commission after the Revolu- tionary War. General Anne Arundel County, of which Annapolis is the county seat, was created in 1650 and originally included what is now Howard County in addition to the portions annexed by Baltimore City. The land area of the county is hl7 square miles and the preliminary 1950 census figures show a population of lll,l8? which represents an increase of 62.5 percent over the l9hO population figures. _ Ill! 2. 1 Z ‘ 3.<..'r1 1 The growing prosperity of the entire county is reflected in the following figures contained in a publication released recently by the State Planning Commission. Retail sales in Anne Arundel County for l9h9 amounted to $h9,h95,000, an increase of 229 percent over l939. Tobacco is the chief source of farm income and a great deal of the county is divided into small truck farms. Most of the manufacturing in the county is carried on in the portion adjacent to Baltimore City. In the numerous rivers, creeks, inlets of the Chesapeake Bay along the Anne Arundel shore the fishing industry contributes greatly to the economy of the county. In these same water areas a large summer resort trade has developed over the years. The area of the city of Annapolis during the field phase of this study was O.7h square miles but has been increased to 5.55 square miles as of January 1, 1951 by means of the annexation of a group of suburban communi~ ties surrounding the city. Preliminary population figures released by the U. S. Bureau of Census place the number of Annapolitans living within the old city boundaries as 15,016. The population of the enlarged Annapolis is 25,lOh which ranks it the fifth largest city in Maryland. Annapolis is surrounded by water on three sides and is served by five State routes, one of which is US 50, a major eastewest highway which extends from.the Atlantic to the Pacific Ocean. Public transportation service to Annapolis is exclusively by bus since the city's rail facilities are limited to freight movements. The Baltimore and Annapolis Railway Company had previously provided passenger service but very recently converted to buses. Early transportation in tidewater country such as Annapolis and the greater part of Anne Arundel County was principally by water. Roads in these areas were of secondary importance and were used to get commodities and passengers to the docks. Gradually, however, these roads assumed a more important role until the advent of the automobile in the early l900‘s when ever—increasing numbers of owners of horseless carriages clamored for mudless rural reads. A great deal of attention was then given to the rural roads and from that time until very recently all attention was focused on the roads leading into and connecting the towns and cities. In the meantime, the street systems of the towns and cities, based on the same crooked and narrow lanes which were laid out when the towns were founded, were surfaced and re- surfaced but with few if any changes in width or alignment. These poorly designed crooked mazes of streets managed to accommo- date the growing numbers of vehicles with a minimum of congestion until the period following World War I- The war period proved beyond doubt that the motor vehicle was an efficient and speedy means of transportation and even the "die-hards" were convinced that it was here to stay. 3. I ' .. , , 4 1 I '|w-r... . -I During the subsequent period the improvement and development of roads in the rural areas continued and the city streets continued to be neglected with the exception of smoother surfacing. In 19hl, the advent of World War II, when motor vehicle registrations reached an all—time high, came the sudden realization that the streets in the urban areas were entirely inadequate to handle the tremendous number of vehicles attempting to negotiate them. In the early attempts to relieve the congestion in cities, it was believed that the provision of by—pass routes, as far as possible from the cities would effect a cure—all and would remove these vehicles with neither origin nor destination within the city. This method did not produce the desired results and, subsequent to World War II, the problem was investigated from.a different angle. Studies were made to secure factual data to determine not only the amount of vehicles which could be diverted from the congested city streets but also the needs of the motorists in the areas. The studies, which have now been made in numerous cities and towns in the United States, are known primarily as origin and destination studies and are designed to secure all pertinent factual data for the determination of possible solutions to the traffic problems of the particular city under study. Thus no overall solution applicable to any city or town in the country is available but by securing the aforementioned data the particular problems of each city are studied and the proper recommendations, based on the analysis of the factual data, are made. Recognition of the urban prob1em.by the Federal Government was made in l9hh with the passage of the Federal Aid Highway Act which appropriated funds for the fiscal years l9h6, l9h7, and l9h8. Legislation in 19h8 authorized additional expenditures for the years 1950 and 1951 on streets in the Federal Aid Highway System.in urban areas. The l950 Act provided for the fiscal years 1952 and 1953 and made no major changes in the policy as established by the l9hh Act. Funds are allocated to the State on the basis of population and are expendable in urban areas of cities wherein the popu— lation is 5,000 or more. Any allocation is to be matched with an equal amount of funds and the State Roads Commission has ruled that the matching funds must be provided by the urban areas in which highway work under the Act is done. u i \ I ~ A , , , - 1 _ I ; 1 _ .1 : § . - ~ 1 a----. A ' " ‘ ‘ J _ PART'II METHODS OF THE TRAFFIC STUDY General The Annapolis Traffic Study was conducted by the on-street interview- method during the summer of 1950. The interview method was used to secure on—the-spot information from the drivers of all vehicles to ascertain travel habits of the motorists, particularly their origins and destinations. In order to study separately the traffic patterns formed by vehicles traversing the downtown area and those entering or leaving the city, the study was divided into two parts: Internal Survey and External Survey. For the Internal Survey a cordon line was established around the downtown area and at nine strategically located stations along this line outbound motorists were interviewed. This was done to secure information on trips into, through, or out of the downtown area. For the External Survey a cordon line was established along the approximate line of the new city boundary along which six stations were located. At two of these stations interviews were donducted while the other four were established as reference stations. The interviewing which would normally have been performed at these reference stations was made at three interview stations internally located and designed to secure a better sample of vehicles traversing the roads leaving the city. This was done in order to obtain information on through trips, trips crossing the external cordon line with origin or destination in Annapolis and any internal movements of traffic with origins or destinations between the interview stations and the external cordon line. The internal and external stations were located and operated in such a manner as to secure the maximum number of interviews possible and to prevent the loss of much valuable data by permitting motorists to avoid an interview station by making a short detour. A total of 33,80h interviews were obtained representing 92 percent of the total vehicles outbound through the stations in the 16-hour periods during which interview stations were operated. Experience in many other studies has proved that the traffic move- ments through interview stations are approximately equally divided between outbound and inbound movements. Therefore, only outbound vehicles were stopped for interview and all trips, except those crossing either cordon line twice, were doubled in the process of analysis to include both inbound and outbound traffic movements. I II I I I I I I I I I I I I I‘ I i x _ i I "_\ =»n-'~M:ni T) I \-1'1 0 To substantiate this theory, an accurate manual count of both inbound and outbound traffic, classified by type of vehicle, was obtained during the 16-hour period from.7:00 a.m. to 11:00 p.m. while the interviews ‘were being made. Automatic machine traffic counters were placed at these locations and a full 2h-hour count of vehicles passing through the station ‘was recorded. The 2h-hour machine counts, together with the 16-hour manual counts were used to expand the interviews obtained to the 2h-hour volume passing through the station. Each driver interviewed was asked to give the origin, destination, and purpose for which the trip was being made. The time of the interview and the type of vehicle were among the data obtained by the interviewer from observation. Study Area While the external cordon line was placed along the new corporate boundary of Annapolis the study was designed to ascertain the movement of vehicles from and through the study area to a larger area of Anne Arundel County immediately surrounding the city. The area within the city was subdivided as follows: 6 Areas, or Districts 55 Zones llh Sectors The areas (See Plate 2), each containing one or more major streets leading to the downtown area were so arranged in order to ascertain the general directional movements of traffic between the various parts of the city and the downtown area. In order to study the traffic movements along the major thoroughfares and analyse the data to ascertain definite traffic gener- ators, each area has been subdivided into zones (See Plate 3). In the down- town area each zone is approximately equivalent to a city block, while in other areas, a zone may include several blocks. Some zones where there were outstanding traffic generators were further divided into sectors or sub-zones with a separate code number assigned to each of the outstanding or special places. Zones were used for the purpose of analysis in this study while the coded sub-zones are available for more detailed studies which may be made at some future time. The entire area of Anne Arundel County was subdivided into zones larger than those established in the city but small enough to determine their effect on the traffic entering, leaving, or passing through Annapolis. Code numbers were assigned to each of the subdivisions enumerated herein and to the other cities, towns, and counties in other sections of Maryland. !!Hfl: 7 . E 5 ‘ K .- J J 4 I Y ~| "W -; HM At the conclusion of the interviewing phase of the study the field personnel were brought into an office in the City Hall to code the interview forms as outlined herein. The coded information on the interview cards was transferred to electrical accounting machine punch cards after which these cards were processed by means of electrical sorting and accounting machines. The tabulated results were analyzed and applied to the problem of traffic congestion in Annapolis. I 3: .v..u.;J/ illl HIII illll iilll illl PART III DATA OBTAINED FROM THE STUDY General A great deal of valuable data have been accumulated from this study and a series of charts and tabulations have been compiled and are presented in various parts of this report. The total volumes of traffic classified by type of vehicle crossing the external cordon line are shown on Table E-h, Page 9 . The traffic volumes at each of the internal stations are shown on Table T-2, Page 11, The heavy volumes of traffic shown at various points on these two tabulations are an indication of traffic congestion. In order to arrive at some solution to this problem.it is necessary to know something regarding the reason for the presence of these traffic volumes at these locations. For example: How many vehicles have origins or destinations in the compact downtown area? Where do these vehicles come from? How many are passing through the congested area for want of an adequate alternate route? The answers to these questions may be found in a series of tabulations showing, by type of trip movement, the origins and destinations as obtained during the field phase of the study. A brief description of each of these tabulations, which are presented herein on Pages 70 ‘to 7b_ follows: Table I-l shows the traffic flow between zones of the downtown area and zones of all other areas for all trip purposes and for all types of motor vehicles. Table I-2 shows the traffic flow between zones exclusive of the downtown area, for all trip purposes and for all types of motor vehicles. Table E-1 shows the traffic flow between external stations for all trip purposes and for all types of motor vehicles. Table E—2 shows the traffic flow between external stations and the downtown area for all trip purposes and for all types of motor vehicles. Table E-3 shows the traffic flow between external stations and zones, exclusive of the downtown area, for all trip purposes and for all types of motor vehicles. U T 1» __ 1 l , . , V .. .. l .1 2 ;' I ’ 2 _' , ,, . r ‘ r‘ f . __. THEEEF E!!! Following is a recapitulation of all trips by all types of motor vehicles and by type of traffic movement. TABLE T-l -_-¥ _ PE!vFENT_-.-?== PASSENGER TOTAL EXTERNAL PERCENT TYPE OF MOVEMENT CARS AND ‘IRUCKS BUSES ‘IRIPS OR OF TAXIS INTERNAL TOTAL Tglps TRIPS EXTERNAL '1RIPS Station to Stations Table E-l 3,608 550 ~3l h,l89 15 9 Downtown Area to Stations Table E-2 5,972 888 132 6,992 26 15 Zones (Other than the Downtown Area) to Stations Table E-3 13,75h 2,300 210 16,268 59 36 Total-External Trips 23,33h 3,738 373 27,At5 100.00 60 INTERNAL TRIPS Downtown Area to Zones Table I-1 8,96h 1,5h0 32 10,536 58 23 Zone to Zone (Other than the Downtown Area) Table I-2 e,57h 998 25 7,597 A2 17 Total-Internal Trips 15,538 2,538 57 18,133 100.00 A0 Grand Total - Internal and External 38,872 6,276 h30 h5,578 - 100.00 Percent by Type of Vehicle 85 1h 1 100.0 - - The aforegoing tabulation represents the number of trips made and will not agree with Table E-h or Table T-2 which represent a count of vehicles° A vehicle crossing the cordon line twice in order to get from its origin to its destination is making only one trip although the vehicle is counted each time it crosses the line. OOH H OH OO OOH OOO.HO OOO mO0.0 OOOOON HOOOO OOOB OOH H OH OO NO OOO.O OO OOO OOOOO Om .O.O OOOOOONO .OO OOOO. ON OOH H OH OO NH OOOQO OH ONO OO~.O Mpwmm OOOO O@>HO OOOOO OH OOH H OH OO O OOO.H O OOH HOHOH OOO .OO .OO OOO OH OOH O OH OO O O~O.O OOH OON OOm.O HOH .OO .OO OOOHO.OOO OH OOOOO OOH H OH OO OO OON.OH OHH OOO.H OmH.OH Om .O.O OOOOOHO OOOOOHO O OOH O OH OO O HOO.~ HO OOO OOHOO OOO .OO .OO OHOOOOO H HOOOO OOOOO OOOOOO OOOO OOOHOOOO HOOOO OOOOO OOOOOO OOOO OOOOOZ OOOOOOOOO O OOOOOOO OOOOOOOOO . OO OOOOO ZOHOOOO Om OZOOOOO OOOHO> OOOOOOO OOOO MO OOOOO> OOHOO OOOOOOO HOZOOOOO O|O OHOOO zOH.H¢..H_m Aégwm mofim mwbommm. UZHmmOE QOGQ .mEUHmm.O> Mb UHEE mo mO,5_.O1O> .fiHH,4 10. W‘ 3 s 4 External Movement of Traffic Entering, Leaving, or Passing Through Annapolis Analysis of the external origins or destinations of the vehicles entering, leaving, or passing through Annapolis reveals the following information: Of the 3l,63h vehicles daily crossing the external cordon line, 50 percent had either origin or destination within a radius of five miles from State Circle in Annapolis; 17 percent, 10 miles; four percent, 15 miles; 13 percent, 25 miles; and 16 percent, over 25 miles. Of the 6,992 vehicles crossing the external cordon line with either origin or destination in the downtown area, 52 percent were from.points within a radius of five miles; 23 percent, 1O miles; four percent, 15 miles; lh per- cent, 25 miles; and seven percent beyond 25 miles. Of the 8,378 vehicles crossing the external cordon line with neither origin nor destination in Annapolis, 36 percent had origins or destinations 'within a radius of five miles from.Annapolis; lO percent, 10 miles; three percent, 15 miles; 13 percent, 25 miles; and 38 percent over 25 miles. A map (Plate A) on Page 13 , has been prepared which shows, by desire lines of travel, the distribution of these external origins and desti- nations within a large area surrounding Annapolis. Traffic Entering Annapolis Of the 27,hh5 daily trips made across the external cordon line, h,l89, or 15 percent, had neither origin nor destination in Annapolis; 6,992, or 26 percent, had either origins or destinations in the congested downtown area; while 16,26h, or 59 percent, were destined for areas of Annapolis, exclusive of the downtown area. lnternal Movement of Traffic in Annapolis In addition to the trips entering, leaving, or passing through the city of Annapolis the analysis of this study indicates that an additional 18,133 trips were recorded at the internal cordon line. Of these 18,133 trips, 10,536, or 58 percent} had either origin or destination in the downtown area while the remaining internal trips 7,597, or h2 percent, had both origin and destination in Annapolis, but in areas Other than the downtown area. As described in Part 11, Methods of the Study, the interview stations were located in such a manner as to secure data regarding all major movements of traffic in, through, and out of Annapolis. As a result, some interviews were obtained at several of the external interview stations which were internal trips, but, which, by virtue of the origins and destinations, did not cross the internal cordon line. In other words, these trips, 688 in number, originated at some point between the downtown area and the external interview station and were destined for a point between the external interview station and the city line. These trips are included in Table 1-2, Page 71 , which shows trips between zones, exclusive of the downtown area, and other tables which reflect this type of trip movement. " A!!! A!!! A!!! A-~~‘ lllll dlll dlll lllll illl dlll Illll illl dlll dlll illll illl HIII dlll illl lllll illl illl TABLE T_2 AVERAGE DAILY VOLUME OF VEHICLES CROSSING THE INTERNAL CORDON LINE INT PASSENGER CARS COMMERCIAL TOTAL Dg§§g§§T€gN VEHICLES WHICH'WOULD BE DIVERTED FROM ‘ STREET AND IN THE PRESENT ITINERARY BY PROVISION OE STA‘ NKME TAXIO‘ VEHICLES VEHICLES DOWNTUWN AREA PROPOSED ROUTE A NO DIVERTED FROM UIVEHTEITFROM * ' No. % NO. % NO. % NO. % PARTICULAR INTERSECTION ENTIRE DOWNTOWN AREA ' Vehicles % Vehicles 3% 1A ‘West St. 12,36A 8A 2,38A 16 1A,7A8 30 5,728 33 A,AO9 39 l,l6A 8 6 College Ave. 8,59A 88 1,136 12 9,730 20 3,080 18 5,956 61 2,356 2A Duke of 10 Gloucester St. 8,AA6 87 1,282 13 9,728 20 3,230 18 A67 5 389 A I J 9 Randall St. 5,33A 91 560 9 5,89A 12 2,200 12 2.303 39 520 9 13 Franklin st. 2,518 91 236 9 2,75A 6 l,0A2 6 112 A 56 2 ll Conduit St. 1,882 85 33A 15 2,216 A 720 A 5A 2 10 - 7 Maryland Ave. 1,8AA 90 200 10 2,0AA A 1,09A 6 A16 20 69 3 8 East St. 808 90 90 10 898 2 39A 2 121 13 22 2 12 South St. ‘ 676 79 182 21 858 2 1AA l 22 3 1A 2 TOTAL A2,A66 87 6,AOA 13 A8,87O 100 17,632 100 13,860 28 A,600 9 * Vehicles which are shown in this column as being diverted from the entire downtown area, are also included in the totals shown in the preceding column which represent vehicles which would be diverted from the particular intersection listed. '11 I I : _ ... W ‘ . . :4 I ,.m ~ ~ ~r ~ v‘ulJ\..F4.I.or\_ _ ,....l.:.....!.l..I.llI1_.ll_lI_,.n 12. Plate A - Shows the desire lines of travel for all types of motor vehicles between Annapolis and external points within a limited area surrounding Annapolis. The bars represent a total of 27,hh5 trips, classi- fied as follows: Trips Between Downtown Area and External. Origin or Destination 6,992 Between All Other Areas and External Origin or Destination l6,26h Both Origin and Destination Outside Annapolis h,l89 Total 27,hh5 Percent 26 59 15 lOO Origins or destinations beyond the limits of this map are included in the bar which reaches the margin in the direction of travel. However, the greater portion of the trips represented by the bar to the north is destined for Baltimore and vicinity. %=== #2:: Q!!! @555 Ill QIII fllll HIII HIII HIII !III' !III !III HIII HIII All! All U 0". . O . O 0 .. Q I I . Q c 0 .. I ...: I . ' ' I 0 l '. oin S -\ ‘ \RII/£8 For =-- ans Cor \ _ \ \ / \ E] Wuterl - ' ‘X ~ I _/ - . Fort i iznollwood : 73 Q X _ ' ,' I "Q.-‘...- ~ I. ' /I \_ , ' I 1 '. ! ' 3 k 1 ‘ . 1 v\ d J ‘i _ , vI~.v\.v “'-’_'\‘-‘v "‘ - . , . _ .,. " “I n ‘no ‘° , ' I ~" \ -P‘ -|\ '0. I. .'._ I - ' ~4 |"- \ ... I \ \ 0 . ~. 1 , \ \ , .‘'. "0 .. If I-\‘l - .‘ {I " ' ' ‘ ‘ 0- . -' \ O 0.. - ._, - .‘ ... .4‘, ' - 1\ 2 ‘I, -00- ... _ ..l ' 0' ' -'u ~ STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY DESIRE LINES OF TRAVEL ALL EXTERNAL TRIPS SCALE TRIPS PER 24 HOURS PLATE .. ... .. F H . Ii]. ~ 1- i- - - l i ‘ I , 1 A 7 . ; )1‘ I ‘ . V ‘ ' l 1 ‘ 1 4 ' ‘ S . ( t I I A ‘ lb. An analysis was made of the interviews obtained at each of the internal stations along the internal cordon line to determine the areas served by each and the degree of service rendered. Table T-3, Page 15, shows the percentage of the downtown traffic carried by each of the streets leaving that area, and also the percentage of traffic to each direction of ultimate origin or destination. From this tabulation a complete picture of the present traffic pattern and the usage of the street system may be ascertained. Percentages of both origins and destinations are shown in Table T-3. For example, if an origin of a trip is in the downtown area, and the destina- tion northwest, that trip is represented in the percentages of both the do A- town column and the northwest column. Reference to Table T-3 indicates that 33 percent of all the traffic entering or leaving the downtown area is carried by West Street; College Avenue_ and Duke of Gloucester Street, 18 percent each; Randall Street 12 percent; and the remaining 19 percent is distributed among the other five streets which serve the downtown area. Of the traffic destined for the northern parts of Annapolis and beyond, h9 percent was carried by College.Avenue. An additional 39 percent on Randall Street, four percent on Maryland Avenue, and two percent on East Street, traveled via these streets to either Prince George or King George Streets and thence north. It is significant to note that six percent of this traffic to the north utilizes West Street and a circuitous route rather cope with the congestion in the downtown area. Traffic to the northeast and beyond, and to the east and beyond, followed a similar pattern with the exception that none traveled via West Street. As might be expected, the bulk of the traffic to Eastport and the south of Annapolis was carried by Duke of Gloucester Street which accounted for 92 percent of this movement. However, eight percent of this traffic proceeded on either West Street or Franklin Street and thence via Spa Road to its destination. Of the traffic bound for the west and beyond, 82 percent was recorded on West Street at Lafayette Avenue while the remaining 18 percent traversed either Conduit, South, or Franklin Streets, thence via a connecting street to West Street at a point beyond the intersection of Lafayette Avenue. Seventy—four percent of the traffic to the northwest and beyond, followed the same pattern as that destined for the west. However, the remain- ing 26 percent of this traffic movement proceeded on either College Avenue or Maryland Avenue thence via a circuitous route rather than attempt to pass through the congested downtown area. Of the traffic to the southwest part of Annapolis, 65 percent travel— ed on Franklin Street and 27 percent was recorded on either Conduit Street, South or West Streets. The remaining eight percent which crossed Spa Creek at Duke of Gloucester Street was destined for points in the Annapolis Neck section. H 7 _»~-— I : t ; ~ 1 = Y -A 1 1 , l 1 A 1 Y - 1 iii! 'E::5 E!!! A!!! AIII IIII llll dlll dlll dlll llll IIII IIII IIII IIII llll dlll TIII lllli illl illl dlll TABLE T-3 PERCENTAGE OF VEHICLES, BY DIRECTION OF ULTIMATE ORIGIN OR DES TTNATTON, PASSING THROUGH EACH INTERNAL INTERVIEW STATION TOTAL S TR . ' Down- North North- Eas t S outh Wes t North- South- INTERNAL N0 . LOCATION town eas t ' wes t wes t MOVEMENT 6 College Ave. 18% A9% 65% 118% 21% k 20% 7 Maryland Ave. 6% 14% 5% 20% V 2% h% 8 East St. ' 2% 2% 1% 10% 2% 9 Randall St. 12% 4 39% 29% 22% 12% 10 Duke of Gloucester St. 18% 92% 8% 20% 11 Conduit St. A% , 13% 7% 1% A% 12 South St. 1% 1% 1% 2A% 2% 13 Franklin st. 6% 1% A% 2% 65% 6% 1A ‘West st. 33% 6% 7% 82% 6A% 2% 30% Total 100% 100% 100% 100% 100% 100% 100% 100% 100% Percent of Total Movement 36% 111% 9% 12% 21% 30% 11% 6% 96% The total directional traffic movement, exclusive of the downtown area, shown in this table, represents 96 percent of the total movement of traffic through the internal stations. The remaining )4 percent consists of intra-area trips which are purely local and would not affect the overall picture to amr significant degree. 05-t F4-Lfiv 1.L..» .. Illllllll mum 16 I . .__,: Peak Hour Traffic Volumes The peak hours, during which more vehicles passed through each interview station than for any other hour, indicates the period when the traffic—bearing capacities of the streets are most severelyttaxed. The peak hour at each of the internal interview stations occurred between h:00 p.m. and 5:00 p.m. at which time the majority of the traffic on the northeastern and eastern perimeter of the downtown area was inbound while at the southern and western stations the majority of the traffic was outbound directionally from the downtown area. During the morning peak—hour period which varied for the several stations from as early as 9:00 to 10:00 a.m., to the hour before noon, the majority of traffic was recorded moving toward the downtown area at all of the internal stations except the bridge over Spa Creek, where the major direction of travel was reversed. Traffic Volumes during the morning peak hours averaged only 68 percent of those registered during the afternoon peak hours. The highest weekday volume for any one hour at the internal stations ‘was recorded on West Street at Lafayette between h:00 p.m. and 5:00 p.m., when 1,130 vehicles, 56 percent of which were outbound from the downtown area, were counted. The morning peak hour at the external interview stations varied as follows: 'Weems Creek Bridge, 7:00 a.m. to 8:00 a.m.; Severn River Bridge and on Spa Road, 8:00 a.m. to 9:00 a.m., and on both the Bay Ridge Road and West Street Extended, 11:00 a.m. to 12:00 Noon. At each of these stations the majority of traffic, ranging from 51 percent to 60 percent, was inbound during the morning peak hour. Traffic volumes recorded during the morning peak hours averaged 80 percent of those registered in the afternoon peak hours at the external stations. The afternoon peak hours at the external interview stations, the volumes of traffic, and the percentage of outbound traffic were as fo1lowsL AFTERNOON PEAK HOUR Station Location Hour Vplume Percent Outbound No. 1 Weems Creek Bridge A p.m.—5 p.m. 260 59% No. 2 Severn River Bridge 5 p.m.—6 p.m. l,h96 57% No. 3 Bay Ridge Road 12 Noon—l p.m. 320 52% No. A Spa Road 5 p.m.*6 p.m. 267 6A% No. 5 West St. Extended 5 p.m.—6 p.m. 962 55% 17. ~ I-----" Effect of Weekend Travel on Traffic Volumes Because of the proximity of Annapolis to numerous bay and river summer resorts and the fact that the interviewing of the motorists in the study area was conducted on weekdays, Monday through Friday, it was deemed necessary to determine the relationship between the Saturday and Sunday traffic volumes and the average weekday volumes as obtained from the study. The schedule for placement of the automatic traffic recorders at the external stations was arranged to obtain information for weekend travel in addition to the 2A—hour weekday counts needed for purposes of expanding the interviews obtained to a 2h-hour daily average. The data obtained indicated that Saturday traffic volumes at the external stations ranged from less than one percent to 50 percent more than those for a weekday, averaging 20 percent more for all external stations. Sunday traffic volumes showed for four of the external stations an increase ranging from.one percent to 68 percent, while Spa Road, Surprisingly enough, showed a decrease of four percent under the average weekday volumes. Further reference to the data obtained reveals the fact that Saturday and Sunday peak hours exceed those of a weekday at four of the stations on Saturday and at three on Sunday. The peak hour on Spa Road for a Sunday was lh percent less than that of an average weekday, while the Saturday peak hour was 15 percent greater than that for a weekday. On both Saturday and Sunday the peak hour at the Severn River Bridge showed a decrease from.the weekday peak of 28 percent and 13 precent, respectively. An interesting fact revealed by this traffic volume data was that the hourly traffic volumes stayed.within 80 percent of the peak hour for longer periods of time on Saturdays and Sundays than on weekdays, indicating a sustained high volume of traffic during the weekends, while on the weekdays traffic volumes dropped sharply soon before and after the morning and after— noon peak hours. The significance of this peak hour and weekend traffic volume data is two—fold. (1) It must be considered in the capacity design for any new facilities proposed in the Annapolis Metropolitan Area. (2) It is necessary in any consideration of revision of the on—street parking facilities presently available. Major Directional Desire Lines The data compiled in the origin and destination tabulations have been used to prepare motographs or desire lines of travel for the various trip movements. These directional desire lines are shown by straight lines or bars between external stations; between external stations and zones; and between the downtown area and Zones of the other areas. They are drawn without regard to routes of travel and are carried to the approximate geo- graphic center of each zone. ~' ~ ~ ~ 18. These desire lines are shown for each type of trip movement on Plates h to 8, inclusive, with an explanatory description on the page preceding each plate. In order to get a more comprehensive picture of the traffic move- ments, a composite drawing was prepared, including all of the various trip movements. This map indicates the major directional desire lines of travel for all types of vehicles and for all types of trip movements, and is shown on Plate l2, Page 65. These bands do not show trip lengths nor do they establish the exact location for potential routes. Each band is merely a grouping of the various desire lines along a like direction into a band reflecting that directional desire. The major directional desire lines form the basis for selection of the general location of new facilities from the viewpoint of traffic service. The widths of the bands indicate the approximate volume of traffic attracted along the direction of the line. They are relative only, and represent such trips as fall within rather close limits of the major desire lines of travel. Trip Purpose — General Thus far it has been shown how many vehicles daily pass the selected points where interviews were conducted and by means of the origins and desti- nations, where these vehicles come from, and where they want to go. Another important factor involved in the presence of the vehicles at certain points is why they are there. As a part of the interviewing procedure each motorist stopped was asked the purpose of each particular trip and the replies were recorded under the heading "Trip Purpose". The tabulated results of this part of the study were classified according to the following categories: (1) Work or business; (2) Shopping: (3) Recreational or Social; and, (h) Miscellaneous, which includes car servic— ing, picking up passengers, eating meals, etc. 19. "l:I:F_]!!!ri!!! III! III illl IIII IIII illl illl IIII llll illl illl The following tabulation shows the total number of trips by type of trip movement, classified by type of vehicle, and for passenger cars, by trip purpose: TABLE T-h i__ TRIP PURPOSE TYPE OF VEHICLE Q Work ; Recre- Total ‘Trucksé CLASSIFICATION or , g ational é Pass. éand , Busi— Shopping or 5 Misc. Cars & §Buses § Totalvr Percent ness Social 5 Taxis ‘ t ; Origin or i ; Destination in § 5 Downtown Area 7,082 3,586 2,708 g 1,560 1h,936 2,592 17,528 38 Origin or g Destination in i Annapolis but 1 Not in Downtown é Area 1O:675 1:667 5,271 Q 2,180 19,792 3,381 23:l73 51 Neither Origin § Nor Destination 5 in Annapolis l,8h2 lhl 1,965 i 196 h,lhh 733 h,877 ll Total § 19,598 5,39h 9;9hh 3,936 38,872 6,705 h5;578 100-00 ? Percent of Q Passenger Car SO lh 26 § IO lOO “ — — Trips é Percent of i Total Trips 1 83 12 22 § 8 85i 15 1oo ! - £ : ! From the tabulation above it will be noted that the passenger car trips with neither origin nor destination in Annapolis are predominantly for: Work or Business h5 percent; and, for Recreational or Social h? percent. 20. I ‘ I T! l I ’- ‘- "I I I - - I '- - r A Trip Purpose in the Downtown Area The number of passenger car trips to or from the downtown area for the purpose of shopping represents 2h percent of the total passenger car trips in the downtown area while h8 percent was for work or business, and 18 percent was for recreational or social purposes. Eighty-five percent of all trips to or from the downtown area was made by passenger cars and the remaining 15 per- cent, by trucks and buses. In order to make a more detailed analysis of the trip purposes in the downtown area, the zones of this area were grouped to form sections. These sections are listed in order of priority as traffic generators on Table T-h and may be identified on Plate B, which shows the total origins and destinations in each section by type of vehicle and for passenger cars, by trip purpose. Section A which consists of Church Circle, the zones on both sides of West Street to Calvert Street, and the zones on both sides of Main Street to Francis Street, proved to be the largest generator of traffic in the down- town area. A total of 6,lh6 trips, or 35 percent of all in the downtown area had origin or destination in this section; 800, or 13 percent, were made by commercial vehicles and S,3h6, or 87 percent by passenger vehicles. The passenger car trips were classified: 2,h90, or h? percent for the purpose of work or business; l,266, or 2h percent for shopping; l,O26, or l9 percent for recreational or social purposes; and 56h, or lO percent, miscellaneous. Section B, which adjoins Section A, consists of the zones on both sides of Main Street, from Francis Street to the City Dock, generated a total of h,972 trips, 28 percent of all trips to the downtown area. Of these, 69h or lh percent, were made by truck or bus, and h,278, or 86 percent, were made by passenger cars or taxis. The passenger car and taxi trips were classified: l,59h, or 37 percent for work or business; l,760, or hl percent for shopping; 570, or lh percent recreational or social; and 35h, or 8 percent miscellaneous. The combination of Sections A and B, which consists of those zones extending along both sides of West and Main Streets, from Calvert Street to the City Dock, accounted for ll,ll8 trips, or 63 percent of all the trips with origin or destination in the downtown area. The h,O8h work or business trips generated by these two sections, represent 57 percent of the total work and business trips in the downtown area; 3,026 shopping trips, or 85 percent of the total shopping trips in the area; 1,596 recreational or social, 59 percent of the total; and, 918 miscellaneous trips, or 59 percent of the total. m -. a F __ w nnnn ei.Ir!e!.._!_...II-tzlnalulnl 21. Plate B ~ Shows by sections of the downtown area (zones grouped by predominant usage) the total number of origins and destinations by type of vehicle; and, for passenger cars and taxis~-trip purpose. 22 STATE OF MARYLAND w 5 z>- OS..- ' P 354 2 2 SEP U48 05. é""o 380 E2 344 <12 55w 2 9 m 0 1 ._' \\§X \\ \\\‘\\\\ 1 .' .'\.‘.\\ \“\ \\\\\\ \\\ \ \\ \\ /aw \\ §\\ %Ww“ - \\\'\'\ '\.‘\.\\\\ ‘§ ll. “\ W 0 <1 2 w < E e um lg -'0 z>-‘:20. 3°11 02m: 3m I-;>CL gm 20 w séua E 8 0E '_ O m % Q. }- >- '- WORK AND BUSINESS SHOPPING O 3 0 <1 0 % U P’) (.0 uJ 5 I .9 6. J O _ — > 1/ 1 ‘K UJ V) O 0.. O: D 2 O (1 9 5 Q 2 u.| '_ I U .1 k N O u: ~I;\fQ /:2 ‘2 $873 PLATE 8 rams PER 24 HOURS . . . 1 J . III‘ III‘ III! III‘ III‘ _. ' .41.‘. 1 -.-I - ‘-'~ - I TABLE T-5 23. SECTION (Group of Zones) Work or BuSi—7 ness I i I I TRIP PtaPosE” Shopping P} Recre—! ational or Social Misc. TYPE OF VEHICLE Pass. Cars and Taxis Trucks and Buses 1 Total Vehicles A Per- cent of Total (A) Church Circle; and zones on both sides of West St. to Calvert St. and zones on both sides of Main St. to Francis St. (B) Zones on both sides of Main St. from Francis St. to City Dock (C) Zones north of College Ave. from Northwest St. to St. Johns St. (D) State Circle, and zones to College Ave. and Prince George St. (E) Zones south of City Dock to Spa Creek 2,A9O 1,598 l:59h 936 h68 1; lh8 26h lh8 1,026 570 31h 508 290 56h 35h 288 222 l32 5,3b6 h,278 2;3hh 1,930 l,O38 800 69h 568 26h 266 6,lh6 h,972 2,912 2,l9h l,30h 35 28 17 13 Total Percent of Total Passenger Cars 7,082 h8 3,586 2h 2,708 18 1,560 lO lh,936 100 2,592 17,528 100 Percent of Total Trips to Downtown Area __ hO 21 15 85 : 15 100 _ _ -_~_. ' _._-_.__ 2A. Section C, which consists of those zones north of College Avenue between Northwest Street and St. Johns Street, generated 2,912 trips; 568 or 20 percent, by comercial vehicles; and 2,3hh, or 80 percent by passenger vehicles. section for the sake of brevity, only two percent of the total trips to the downtown area originated north of Carroll Street, with the heaviest concentra- tion of trips, 15 percent of the total to the downtown area, generated by zones between Carroll Street and College Avenue. trips to all of Section C were classified: The 2,3hh passenger car l,59h, or 68 percent, work or business; lh8, or six percent, shopping; Blh, or lh percent, recreational or social; and, 288, or 12 percent, miscellaneous. Similar information regarding the trips to Sections D and E may be obtained from Table T-5 on Page 23. Trip Purpose in Other Areas Data concerning the purpose of trips to or from areas other than the downtown area were compiled separately and are shown herein so that comparisons may be made of the travel habits of the various parts of the city. The following tabulation shows, by type of vehicle, and by trip purpose classification- the number of origins and destinations by area, exclusive of trips with either origin or destination in the downtown area. Although the zones adjacent to College Creek are included in this .TABLE T-6 ‘~_w'wi_"mM“~m ‘m”3E§fP PURPOSE TYPE OF VEHICIT;Ma~*_ flu E Work ,Recre- Total 1 Total Total ‘ AREA 1 or i iationaly Misc. Pass. Trucks All \ Percent NUMBER Busi- § Shopping :or ; Cars a and Vehi- 5 ness ¥Social Taxis Buses cles E z i I 1 ' 1,663 311 i 768 355 3.127 567 3,691 12 2 3,889 329 1,623 9A8 6.789 575 7,36h 23 3 2,528 330 1,36A A80 A,7o2 896 5,598 18 A 3,335 362 1,h39 6AA 5,780 8A3 6,623 21 5 3,h36 878 1,892 695 6.501 1.678 8,179 i 26 Total lA,851 2,2to 6,686 3,122 26,899 8,559 31,A58 } 100 1. ii alw~__~Nua~lM@ Percent? A7 7 21 , 10 85 15 1oo * - 25. Plate 0 - Shows total number of origins and destinations for Area O (downtown area) and for Areas l, 2, 3, h, and 5 by type of vehicle; and, for passenger cars and taxis—-—trip purpose. i 1 I 1 i K I LEGEND TRIP PURPOSE OTHER TRIPS PER 2‘ HOURS VOLUME SCALE\ 6000 V STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY ANNAPOLIS SHOWN BY TRIP PURPOSE SCALE 0 400' 2100' I600‘ _:— ORIGINS AND DESTINATIONS IN TYPE OF VEHICLE AND PLATE C ~ 27. Reference to Table Th6, Page 2b,, indicates that Area 5, which is bounded on the north by the Baltimore and Annapolis R. R. spur, on the south by West Street and a line north of and paralleling Spa Road, is the largest generator of traffic in Annapolis, exclusive of the downtown area. There were 8,179 origins and destinations registered in this area of which 3,215, or 39 percent, were in Zone 5OO on West Street immediately adjoining the downtown area. Next in line as a traffic generator is Area 2 which includes the U. s. Naval Academy. There was a total of 7, 36A origin and destinations generated by this area, exclusive of those with either originscu*destination in the downtown area, of which h,732, or 6h percent, were trips to or from the Academy. Of the trips generated by the Academy BOO were by commercial vehicles, and h,h32 by passenger vehicles. The passenger car trips were classified as follows: 2,65h, or 60 percent, were for the purpose of work or business; 169, or four percent, shopping; 997, or 22 percent, recreational or social; and 612, or lh percent, miscellaneous. ‘ Baltimore and Washington Trips An interesting sidelight in the analysis of the trip purpose data revealed that 2,928 trips——-2,362 by passenger car, and 566 by truck---are made daily between Annapolis and Baltimore; and 98h trips—--860 by passenger car, and 12h by truck---are made each day between Annapolis and Washington. Of the Baltimore passenger car trips, 6O percent was from or to work, or business; while only 39 percent of the Washington passenger car trips were in this category. Five percent of the total passenger car trips to each of these cities was for the purpose of shopping. Forty-eight percent of the Washington trips and 3O percent of the Baltimore trips were recreational or social trips. The remaining five percent of the Baltimore, and eight percent of the Washington trips were classified as miscellaneous. , » 7 : . V - I ~ . 1 28. PART IV ANNAPOLIS STREET.AND HIGHWAY NEEDS General The primary objectives of this study were to determine the adequaqy of the existing street system and, from the factual data developed, indicate the need for and approximate location of any additional facilities. In order to obtain the most efficient service from a new facility and to best serve the traffic needs of a community from a per dollar value as well as from.an engineering viewpoint, any proposed route should possess as many as possible of the following outstanding features: I - Its advantages must stand out in comparison with those offered by other routes; 2 - It should by-pass congested areas but be sufficiently close (in proximity) to attract and serve traffic into and out of such areas; 3 - The streets or roads at intersections must be designed to allow quick dispersion of traffic to and from the new facility; A - There must be sufficient right-of-way to avoid sacrificing the minimum.standards of design. To avoid excessive cost, property values should be considered in connection with location; 5 - It must provide free movement of traffic with the least amount of medial, marginal, or intersectional friction; 6 - It must permit higher sustained average speeds than other routes; 7 - It should be well marked with road signs of such design that thay may be read at greater distances than ordinarily and.give ample notice of connections with access streets. All signs should be lighted or of reflector type to be readable at night. These qualifications can be generally divided into two categories: the first four are requisites of route selection, and the last three are elements of design. 1 fl{\..HT|::. E: _ 1‘ . I 1' , A I L‘. I \ = I 1 _ 1 . i I 1 : r 1 \ ‘ I‘! ,- 29. In seeking a solution to the traffic problem of Annapolis one of the first considerations would be the pravision of entirely new facilities, adequately designed, along the approximate locations indicated by the major desire lines of travel. Since this would require indiscriminate damage to homes, buildings, structures, and historical places along the routes, a more practical and sensible plan must be devisede 'With due consideration given to unwarranted property damage and excessive right-of-way costs it follows that any properly located new facility should be placed as close as possible to the major directional desire lines of travel, without traversing the costly built-up sections of the town. Ultimate Plan Studies made by the State Roads Commission in l9h5 were used to establish the location of the new Severn River Bridge, now under construction at a site approximately O.7 mile north of the existing structure. Based on the data obtained from.these studies, the following tenta- tive location of an Annapolis By-pass route was proposed: From.the'western terminus of the selected Severn River Bridge site, in a general southwesterly direction to a point across Weems Creek, thence in a general northwesterly direction to connect with the existing US 5O at a point approximately hOOO feet west of Camp Parole. This proposal included a connection from.the downtown area via Bladen and Northwest Streets; along Clay Street, and thence in a general ‘westerly direction to intersect the proposed By-pass in the vicinity of Cedar Park. A preliminary field investigation made of this proposed route by the J. E. Greiner Company, Consulting Engineers, indicated that the provision of this facility would be very costly and would involve considerable property damage. Based on the findings of this study another route proposal was suggested, a description of which follows: Route A - Beginning at the western terminus of the new Severn River Bridge and running in a general westerly direction to a point approximately IOOO feet north of the present intersection of US 5O and Md. 2, thence in a general northwesterly direction to connect with the new US 5O now under construction, west of Parole. The proposed downtown area connection utilizes Northwest 5treet and Bladen Street as a pair of one-way streets, thence runs on a general northwesterly line across College Creek and Weems Creek to connect with the proposed By-pass at a point less than a mile west of Ridgely Road. .5555! 30. Since the traffic potential to each of these proposed routes varied slightly, 'with Route A being favored as most directional, extensive field studies were conducted by the Greiner Company to determine the relative engineering, right- of-way, and property damage costs of each of these routes. The results of this field study proved that construction of Route A and its connection with the downtown area, would be more feasible from an engineering standpoint, more economical in right-of-way costs, and would result in less property damage than would the alternate proposals. A slight variation in the spur to the downtown area was suggested ‘which, subsequent field investigations indicated, resulted in further re- ductions in the cost estimates. The revised proposal follows the general description of Route A and the downtown area connection except that the spur to the downtown area would intersect the by-pass route (New US 50) at a point approximately one-tenth of a mile west of Ridgely Road. The general alignment of this proposed route and the traffic poten- tial to various sections is shown on Plate l3 , Page 67 , and this route is graphically shown superimposed on a map of Annapolis on Plate lh , Page 69. An additional proposal to widen Bladen Street to provide sufficient capacity for both north and southbound traffic as an alternative to the use of Northwest Street and Bladen Street as a pair of one-way streets was rejected. This proposal was rejected because it would mean that all of the in-bound and out-bound traffic would be concentrated at the intersection of College Avenue and Bladen Street. The resulting conflict of traffic created by the turning movements of vehicles at this point would be a safety hazard as well as the planned creation of a bottleneck. It is far better to separate these two opposing streams of traffic by providing the two one—way streets for the dis- tribution of the tremendous volumes of traffic potential to this spur. Interim Plan ‘fi ‘ “ ‘ ‘M ‘P -- I“ f I 3 ‘ ' R 1‘ T 1 . p , . ' ' - . 1 . I; » . ' ‘ Before proceeding with any of the proposals for entirely new routes the physical characteristics of the present street system were thoroughly examined in order to determine the possibility of improvements which would increase the capacity of the existing streets. Recent studies made by the Bureau of Public Roads indicate that a single 12-foot lane of roadway will provide a basic capacity for 1,500 vehicles per hour, provided, however, that there are no impediments whatsoever to the free movement of traffic. The presence or existence of any one of the follow- ing factors will reduce the traffic-bearing capacity of a street to the extent of the marginal friction generated or the number of intersectional conflicts created: A ..H WA~ J~ ~ w...%.V.:;x | 1.: ‘.1 '- 3 ‘T ‘ - -‘ - I E E _ H g E T 8 ii Ll Bl. Inadequate lane width Imperfect alignment Street intersections Commercial vehicles Bus stops Turning movements Parked vehicles or vehicles being parked or leaving parked areas Double-parked vehicles Driveways - commercial or private Stores or businesses Obsolete signal aystems Unnecessary signals It is an established fact that in the business district of an urban area, especially one which is prospering, quite a few of the factors enumerated above must be considered as necessary to the continuance and growth of the community. However, failure to reduce to a minimum.the causes of reduced street capacities which lead to congestion will force businesses out of the business district into fringe areas where customers are attracted by ease of movement and provision of adequate parking areas. The usage of the existing street system has been shown previously in this report--the volume counts at the internal and external stations and Table~TL3, Page l5 , which shows the direction of ultimate origin or desti- nation of the vehicles and indicates that in many cases motorists took long and circuitous detours to avoid passing through the congested downtown area. As previously mentioned in this report, the streets and circles, as they exist today, were laid out in 179A and were designed for a much different type of traffic, not to mention volume. It is interesting to note that the many circles in Washington, D. C., were patterned after those of Annapolis, at the request of George Washington, who greatly admired the circles and radial streets of Annapolis. The major arteries which carry 82 percent of all the traffic enter- ing, leaving, or passing through the downtown area are, in the order of the percentage of the total traffic movement carried by each: West Street, College Avenue, Duke of Gloucester Street, and Randall Street. The traffic- bearing capacities of these streets are very limited and it is amazing that the vast volume of traffic presently using these streets does not become hope- lessly entangled during peak hours. 32. ‘::: i:=: i::: SES fllllk IIIII III‘ all‘ all‘ all‘ ill‘ ill‘ III‘ ill‘ ill‘ In order to obtain adequate widths and increase the capacity of the present street system it would be necessary to damage or destroy a large number of valuable properties with the net result that the tremendous cost would be far in excess of the possible benefits of such action. Probably the most effective method of providing additional street capacity is the conversion of two parallel streets, not too widely separated, into a pair of one-way streets. The elimination of the friction caused by opposing lanes of traffic and the reduction in the number of possible turning movements result in definite increases in street capacity. The barriers presented by numerous bodies of water in Annapolis preclude the possibility of a major network of one-way streets. The present one-way street aystem in and immediately adjoining the downtown area is well planned and is most effective in its operation. At one particular location in the Eastport section of Annapolis there are two streets which, due to their proximity, alignment, and the traffic pattern in the area, are, to use the vernacular, a "natural" for a pair of one-way streets. Reference is made to Bay Ridge Avenue (southbound from Sixth Street to Chesapeake Avenue); and, Chesapeake Avenue (northbound from Bay Ridge Avenue to Sixth Street). These two streets had been converted into a pair of one-way streets but after a short period of operation as such, were reconverted to two-way streets because of objections raised by a large majority of the local residents. This is most unfortunate since the conflicts of opposing traffic lanes, in addition to the confusion of additional turning movements, especially at the intersection of Bay Ridge Avenue and Chesapeake Avenue, creates a definite hazard to safety and results in an inefficient use of the streets involved. Experiences in cities and towns all over the country have proved that the fear of loss of business by one-way street conversions is purely imaginary. Ionversely, it has been proven that retail business has been increased by these conversions in that more freedom of ingress and egress~to and from.the shopping areas has been provided. Parking Although a parking survey was not included as a part of this study the following is based on general observations made during the field phase of the study and on information pertaining to parking which was derived from the analysis of the data obtained. It has been stated many times before by those who have studied traffic conditions, and it bears repeating herein, that the parking of automobiles on the streets of a city is the most expensive type of parking possible. The economic loss resulting from.unwarranted delays caused by on-street parking plus the cost of extra gasoline consumed Varies with each individual but the accumulated total represents a costly burden on the people of Annapolis. The additional loss to the community caused by the unknown number of potential purchasers who deliberately avoid business areas where congestion is rife is immeasureable. Some indication of this loss, however, is reflected by the success of many fringe area businesses which have been established away from the central business districts of towns and which have provided off-street customer parking spaces. _ l 33. i Qhufwdrlnlli ._.. . .. It has been the contention of some merchants that the abolition of legal on-street parking would keep customers away from stores in the business area. It may be true that occasionally a relatively few persons are fortunate enough to find a curb parking location close by the establishment of their choice, but there is not sufficient curb space in any sizeable community so that ALL parking needs may be satisfied. It is ironical to note that from studie§~conducted in other cities throughout the nation a 1icense—number check of cars parked in front of stores revealed that these coveted spaces were being utilized-—all day—~ by the owner of the store or his employees. Assume ing that this abuse of curb parking privileges did not exist, the comparatively few customers which could be accommodated at curb spaces would hardly justify the resultant decrease in street capacity nor the impediment created by the parking and "unparking" of vehicles on the public way. The threat of decentralization is menacing many large towns and cities all over the country. The difficulties experienced in traversing a congested business district and the absence of parking facilities have caused many persons to seek a more suitable means of making purchases. This has been provided by the aforementioned fringe area business establishments. A continuation of this movement on the part of business can result only in the complete abandonment of the business and shopping areas as they now exist. The loss of revenue due to this decentralization process must necessarily be borne by the individual taxpayers in the residential districts of the town since the relocated businesses are usually in areas of low assessment values or out of the corporate limits entirely. The City of Annapolis has recognized the existence of this problem and is presently taking steps toward a solution. Two laws pertaining to off— street parking facilities were enacted by the 1951 General Assembly of Maryland; one of which authorizes the city to condemn property for the purpose of con~ structing parking lots, and the other authorizes the city to b0rr0W'up to $300,000 to finance the construction of the facilities. An off—street parking committee, consisting of five aldermen was appointed by the Mayor to make a survey of proposed parking lot sites, get options, make plans, and report to the City Council on its findings. In addition to one parking lot now under construction on lower Dock Street, tentative plans call for the consideration of off—street facilities at the following generally described locations: 1 - In the area bounded by Calvert, Northwest, and West Streets. Estimated capacity 150 — 175 cars. 2 — In the area bounded by Conduit, Main, Green, and Duke of Gloucester Streets. Estimated capacity 175 — 200 cars. 3 — In the area bounded by Prince George Street, College Avenue, King George Street, and Maryland Avenue. Capacity - estimate not available. E -:1~.."- ‘S 4' '»-. , K‘. :a l 3h. Proposals Number 1 and 2 were submitted for analysis and from the origin and destination data obtained during this study, it was determined that each of these proposed parking facilities were ideally located on the basis of traffic demand, and that the provision of both of these lots would alleviate the congested conditions in the downtown area of Annapolis. 'With this auspicious start it is hoped that the battle against congestion will be continued until sufficient off-street spaces are provided to permit the removal of on-street parking in all congested areas. It is suggested that all revenue from.on—street parking meters be earmarked for the purpose of providing additional off-street facilities. The chief advantage of the use of metered spaces for on-street parking is that with the requirement that a coin be inserted each hour; more persons should expect to benefit by the use of each space for a limited period of time and the rate of turnover for each space should be, theoretically, eight per day. However, it is possible that some persons may find it economi— cally justificable to insert a coin each hour, thus insuring themselves of a convenient all—day parking space but denying its use to others who would re- quire it for periods varying from.a few minutes to a full hour. Proper distribution of these metered spaces is vital to the business of the downtown area and.will also produce more revenue for the city by an increase in the number of times the spaces could be used for periods of less than one hour. Therefore, it is recommended that the use of the metered spaces on Main Street, from.the City Dock to Church Circle, and on West Street from Church Circle to Calvert Street be restricted to two hours per vehicle, and these areas be patrolled to insure the proper turnover of these spaces. An analysis of the traffic volume data obtained during the study indicates the extent and direction of travel each hour at the internal inter- view'staticns. This analysis established the fact that the volume of traffic on West Street, at Lafayette Avenue remained at 70 percent or more of the peak hour for the ten —hour period from.ll:00 a.m. to 9:00 p.m. From 1:00 p.m. to 2:00 p.m., when more than half the total traffic was bound toward the downtown area, the volume was 83 percent of the peak hour. For the period from.h:00 p.m. to 5:00 p.m., the traffic volume reached its peak followed by an hour in which the volume remained at 83 percent of the peak period. During these two hours of high volumes over 60 percent of the traffic was bound away from the downtown area. This justifies the present parking ban from h:30 p.m. to 5:30 p.m. on the north side of West Street between Calvert and Division Streets, but it is recommended that this be increased to a two-hour period from.h:00 p.m. to 6:00 p.m. At the interview station on College Avenue near Prince George Street the traffic volume reached its peak between h:00 p.m. and 5:00 p.m. at which time more than half the traffic was moving toward Church Circle. For the following hour, from 5:00 to 6:00 p.m. the total traffic volume dropped to 80 percent of the peak hour and the direction of movement of the majority of traffic was reversed. In addition to the present prohibition of parking on the north side of College Avenue from King George Street to Bladen Street, the following restrictions are recommended: No parking h:00 p.m. to 6:00 p.m. — north side College Avenue from Bladen Street to Church Circle. No Parking h:00 p.m. to 6:00 p.m. - south side College Avenue, King George Street to Church Circle. It is further recommended that the present special curb space in front of the City Hall on the east side of the Duke of Gloucester Street, be shifted to the west side of this street to allow an unbroken continuous travel 'way for the large volumes of vehicles which use this street daily. An additional advantage of this recomendation is the increased area for maneuver- ing the fire engine in and out of the fire house diagonally opposite the City H311. 0 Proper steps should be taken to insure that all parking regulations, present and future, are strictly enforced and that a continuous check be made to revise the parking regulations so that legal curb parking spaces, however convenient, are not acting as a barrier to the free movement of traffic. Traffic Signals In recent years there has been a tremendous increase in the number of requests by individuals, civic organizations, and business groups, for the installation of automatic traffic signals at specified locations. If all of these requests were granted the promiscuous placing of these signals would cause more bottlenecks in urban areas and result in a complete breakdown of any plan to facilitate the movement of traffic through these areas. The fallaqy that the installation of a traffic signal will eliminate accidents at intersections has been disproved many times by "before and after" studies which, in many instances, actually showed an increase in accident experience at locations after a signal had been installed. As a result of years of experience in cities all over the country a set of standards has been developed whereby each request can be studied and a decision reached which would be based on factual data, and not on mere un— supported opinion. These standards, which establish the minimum number of vehicles on both the major and minor intersecting street necessary before a signal installation is warranted, also take into consideration the number of vehicular turning movements, the number of pedestrians crossing the intersection, and the accident record of the location. The required minimum number of vehicles entering or crossing the major street from the minor street is much greater for a fixed—time signal than for a semi—actuated signal because of the effect on the free movement of traffic along the major artery. Unwarranted use of a fixed-time signal along a busy thorough, unless it is part of a system of signals, causes the periodic stoppage of large volumes of vehicles when there is no need for their delay; that is, when there are no vehicles present on either approach of the minor street. The net result is a highly inefficient usage of the potential capacities of the major StI'€€tc 36. I 1 5 i==5 i==: i===i iiii illli IIII IIII lllli IIII III‘ III‘ ‘ ‘ ' ' A far more efficient use of these major streets can be obtained by the replacement of unwarranted fixed~time signals not part of a system, 'with semi-actuated signals, which are operated by mechanical devices placed on the minor street. Passage of a vehicle over the device on either approach of the minor street causes, after a predetermined number of seconds, the signal faces on the major street to turn red allowing the entering or cross- traffic to move into or across the intersection. After sufficient time has elapsed, the signal faces on the main street return to green and are not interrupted again until the need arises; that is, the approach of vehicles on the side street. If the volume of pedestrian traffic is sufficiently large it is possible to have this signal also operated by a pedestrian control. Manual traffic and pedestrian counts made during the period of the study and at other times do not indicate the justification of fixed—time signals at any intersection along West Street, west of the Calvert Street intersection where, cue to its combined vehicle and pedestrian traffic volume, a fixed~time signal is justified. It is, therefore, recommended that the fixed—time signals at the following intersections be converted to semi~actuated signals: West Street at Madison Street and Southgate Avenue. 'West Street at Jefferson Street and Monticello Avenue. The only alternative to this recommendation is the manual operation of these signals by police officers during a large part of the day which is not only costly but also prevents the assigned officers from being utilized in more important phases of police work. The signals at West Street and Division Street and at the junction of Md. 2 are already operated as semi—actuated signals and should be continued as such. There are three signalized intersections in other parts of Annapolis for which no apparent justification exists. Removal of these signals is suggested with the provision that the major street indicated below be given the right—of~way and that Stop signs be erected on the minor street approaches to these intersections: Franklin Street (major street) and Cathedral Street Prince George Street (major street) and Maryland Avenue Randall Street (major street) and Prince George Street Calvert Street (major street) and Northwest Street eliallliilnlllllmitauiuu 37~ ~ ~ ~ . ~ ~ ~ A further suggestion with regard to these four intersections is that the Stop signs be installed, the signals be turned off, for a trial period of sixty days after which, if no reasonable grounds are found for reversion to the signal control, these signals be removed and held for future use. At the conclusion of this study, any work sheets, records or tabulations obtained will be available for reference by the officials of Annapolis and Anne Arundel County for use in making further studies. Signs Analysis of the data secured during this study indicated that a great many vehicles were stopped and interviewed at locations which were illogical when the ultimate origins and destinations were considered. Some of this apparently erratic traffic movement was due to those who preferred to travel a longer distance by a circuitous route to arrive at a destination rather than attempt to negotiate the congested streets of the downtown business area. Conversely, quite a few interviews obtained at stations bordering the downtown area indicated that the drivers of these vehicles would have been able to avoid passing through the downtown area had they been more familiar ‘with the streets of Annapolis. Particular reference is made to these trips originating west of Annapolis and destined for Eastport and vicinity or any of the numerous beach resorts reached via the Bay Ridge Road. A field investigation was made to determine the feasibility of using either Parole Street, Hicks Avenue, or Second Street, as a mere direct con- nection between West Street and the Annapolis Neck Road for the by—passing of this traffic. The results indicated that due to insufficient street widths and the presence of a large school in the immediate area none of the streets would be adequate for this purpose. It is, therefore, recommended that informational or guide signs conforming to the standards established by the Manual of Uniform Traffic Control Devices be erected west of Chinquapin Round Road directing motorists via this road and the Annapolis Neck Road to the aforementioned locations, and advising them that the congested business district could be avoided by the use of this by-pass route. It is believed that by this inexpensive method the congestion in the downtown area will be alleviated to an appreciable degree. The benefits to the drivers affected would justify this action beyond a doubt. AIM-elalillillllla 38. PART V COST ESTIMATES AND PRIORITIES General The analysis of the factual traffic data contained in this report not only indicates the need for certain new highway facilities in Annapolis, it also establishes the general location where the provision of a new route or routes would be most beneficial to the greatest number of motorists. Before making any final recommendations it was necessary to consider all other factors pertinent to the problem and after extensive field investi~ gations, cost estimates were prepared for the route which was deemed most economical after due consideration was given to construction problems, property damage and traffic service. These estimates, based on the cost of recent construction of similar facilities, include rights—of—way, damage to structures and paving, cost of paving, cost of structures, engineering and overhead charges for surveys, preparation of plans, and inspections as the work progresses. Based upon trends of population, motor vehicle registrations, and traffic volume statistics, it is estimated that traffic volumes will have increased approximately 60 percent by l970. Following the accepted engineering practice of designing for the future, the design standards for these proposed facilities are based on the estimated traffic potential for 1970, or twenty years hence. New Facilities Proposed Route A The maximum potential traffic volume in 1970, for Route A, when constructed in combination with the proposed spur to the downtown area, is estimated to be 20,500 vehicles per day and will occur on Section B to C- The minimum.volume, on Section D to B will average h,900 vehicles per day. The approximate cost estimates for this route, between the new Severn River Bridge and Parole, are as follows: I“ 39- ETHROUGH OLD 2 THROUGH NEWLY I THROUGH I“ DESCRIPTION ;INCORPORATED I ANNEXED SURROUNDING TOTAL ; AREA AREA AREA ° Ridgely Road I Overpass A 199,000 555 199,000 W Downtown Area Interchange,in- _ eluding connect- ing roads to II Weems Creek 590,000 590,000 H Parole Interchange I to connect with ,~ Md. 2 and ma. 178, including connect- Il ing roads lh9,000 lh9,000 I Overpass structure ( N 0 N E ) I at Admiral Boule- . Vard lh3,000 lh3,000 ll Defense Highway Inter- ~w change,including _ connecting roads 3lh,000 3lh,000 II 2.6 miles of divided _ highway, including _ right-of-way 1,283,000 1,283,000 M l5% Engineering and I W overhead costs _ 335,000 335,000 I TOW N 6 N E F $53,013,000 w3,013,999_ ll Spur to Downtown Area M The potential traffic volume on the connecting route to the down- I town area for 1970 is estimated at 2l,h00 vehicles per day. The number of vehicles using this facility is not expected to vary greatly between its termini because of the absence of any major traffic generators along the route. The approximate cost estimates for this connecting route are as follows: h0. -E ' A 1' - ‘ F ' . F “ . u ‘ ‘ H I I ' -1 ' ~ - ‘ -. I Y .1 ’ 1 ‘ V L _' 7' ‘ 7 _ . ‘ ‘ Y W) a .' L ' ' L - ITHROUGH OLD 5 THROUGH NEWLY : THROUGH ; DESCRIPTION INCORPORATED ANNEXED T SURROUNDING TOTAL AREA AREA AREA Weems Creek Bridge - R 579,000 $ 579,000 $1,158,000 College Creek Bridge - 1,0A7,000 - 1,0A7,000 1.1 miles of divided highway, includ- | ing right-of-way E h20,000 h65,000 - 885,000 15% Engineering and overhead costs l9,000 288,500 86,500 39h,O0O Total 3 A A39,O0O $2,379,590 A 965,500 A3:A8A:OOOll~ A recapitulation of these costs, together with the estimated costs of other improvements recommended in the interim plan follows: ---__.,~... - ETHROUGH OLD 1 THROUGH NEWLY ‘ THROUGH , DESCRIPTION ~INCORPORATED ANNEXED SURROUNDING€ TOTAL AREA AREA AREA Proposed Route A - — $3,013,000 $3,013,000 Spur to Downtown 0 ‘ Area s A39,000 $2,379,500 665,500 $3,A8A,000 Signs, painting, 2,000 - - 2,000 etc. Total $ h39:OOO ' $2:379:5OO I $3:678:5OO; $6:h99:OOO Priorities It is realized that the accomplishment of the major recommendations contained in this report will require a long period of time. In the meantime, the immediate steps which should be taken in order to alleviate the congestion as quickly as possible are listed as follows in the order of priority which will provide the most relief for the least cost. Jailalilllllllillllluuuu - P I! . i ‘ J V “ I I, ‘ " -‘ , ’ I - 1 vi ' , I ‘ - r .- . ’ ,. _ E V V , ¢1 r. r‘ ‘ r, I . 0 0 ‘ ' ‘ M , I I ‘ , T T ‘ ' A Al. I - Revision of the parking regulations as recommended herein and establishment of a plan for continuous study of on-street parking. 2 - Placing of by-pass sign on West Street, west of Chinquapin Round Road to divert as many vehicles as possible from.the congested downtown area. 3 - Provision of Stop signs at certain intersections as recommended and beginning of trial period of operation without automatic traffic signals. A - Continued emphasis on off-street parking facilities and provision, as soon as possible, of as many lots as possible. 5 - Construction of the spur to connect the downtown area with Route A. This item assumes last place on the priority list, not because it is the least important but because it involves the largest single expenditure of funds by the city and should be tied in with the construction of Route A (new US 50) which will be built by the State Roads Commission. Conclusion The conclusions reached and the recomendations contained in this report were made with due consideration of the historical value of many of the landmarks in Annapolis and with a desire to retain as much as possible of its Colonial atmosphere. This report of the Annapolis Traffic Study is a true presentation of the factual data obtained. These traffic facts on which the solution to future problems may be based for many years have been correlated, analyzed, and interpreted to determine the recommendations contained herein, which appear to be the ultimate practical solution to the problem. LL20 Plate 1 - Shows a regional map of the Annapolis Area with relation to Baltimore and Washington, D. C. 43 . LANCASTER GE; 8-; 'f_-'._:_,-f~;i:§_-a1-='’ ‘'25 PHlLADE__L_ lI_--:_:""" '_ GB DEL AWARE ~ CENTREVILLE BAY WYE MILLS I I I Y I I ~ BRIDGEVILLE ~ GEORGETOWN ITY - ALISBURY '0 OMONS 2 Q ZR} '“ I “Q Q Q -. T. LOOKOUT /\fi fig cH_II§IcoTEAcu£ J / - Q °IS. TAPPAHANNOC - v Lr_(/\”\vX€";_ 1% Z? \ ‘m & \ I T II \\ Acc0MAc V A /) LEGEND STATE OF MARYLAND T Y T M OF R STATE ROADS COMMISSION “A '°'““ 5 S E ANNAPOLIS TRAFFIC STUDY INTERSTATE HIGHWAYS PRIMARY STATE HIGHWAYS R E G I O N M A P UNITED STATES NUMBERED HIGHWAYS STATE NUMBERED HIGHWAYS SCALE INCORPORATED CITY OR VILLAGE CAPE v ?:I:;""‘::__“'_i1“"‘ A CHARLES A9 Q PLATE I IIAAII uHru.~aaH.Il.ll“ll._.a!IIIIIIHH: III.‘ I I Zlh. Plate 2 - Shows the delineation of each of the six areas into which Annapolis is divided. It portrays the external cordon line which coincides with the corporate boundaries, and the internal cordon line which encompasses the downtown area. (Identified on map as Area "O"). It also shows the location of the 9 internal interview stations, the 5 external interview stations, and the h external reference stations. 45 \ AREA 5 Rd Nee ‘fl"" / AnI\° ‘ °\“ LEGEND GORDON LINE (CORPORATE BOUNDARY OF ANNAPOLISI AREA LINE ARTERIAL HIGHWAY INTERNAL INTERVIEW STATION EXTERNAL INTERVIEW STATION EXTERNAL REFERENCE STATION \‘''‘'T (9) Tyler STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY AREA MAP SCQLE D 400‘ 800' l600' R / v E R PLATE 2 hé . Plate 3 — Shows the Annapolis Area sub-divided into fiftyefive zones of which sixteen are located in the downtown area. The zones of the downtown area, with numbers assigned, serve as an index to Table I—l and E"‘2 0 The zones of the remaining areas serve as an index to Tables I~2 and E—3. I+ lp fllll fllll HIII fllll GIII fllll fllll fllll 47 5B 303 B0 xde Ave 300 k ,- / -1 / Nec\ '1 Q / / o\\5 / honor 4% STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOUS TRAFFIC STUDY ZONE MAP SCALE PLATE 3 I I I I I I I llI.l- |.l | I I I III‘ b8. Plate h — Shows desire lines of travel for all types of motor vehicles between external interview stations. The bars represent h,l89 trips, or 15 percent of the total 27,hh5 daily trips entering or leaving Annapolis. STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY DESIRE LINES OF TRAVEL '” ALL TYPES or-' MOTOR VEHICLES ‘ BETWEEN EXTERNAL STATIONS /\ 0 400‘ aoo‘ I600‘ -1 /, \\\~ IQ h-i::j--i rm \/ \ \ N TRIPS PER 24 HOURS PLATE 4 WJHJMMEIII " , I ll H u I! I I I I I I I IIIIIIII . V . . , I I I 50. Plate 5 ~ Shows desire lines of travel for all types of motor vehicles between external stations and the downtown area. The bars represent 6,992 trips, or 26 percent of the total 27,hhS daily trips entering or leaving Annapolis. sn- 5 -I STATE OF MARYLAND STATE ROADS COMMISSION /' ANNAPOLIS TRAFFIC STUDY DESIRE LINES OF TRAVEL ALL TYPES OF MOTOR VEHICLES BETWEEN EXTERNAL STATIONS AND AREA 0 (DOWNTOWN AREA) l. _-1.“ _<_ T J . k,_ _j 5.. I _w .. ~ _ T - E ‘ . - 1 . I " '- . L. < 4 Y . I I V I I .. L _ . l ‘ _-¢ -' _ .0,‘-_,/-—/__._____._ —-_ ‘ I A SCALE 0 -109' 800' I800‘ 500 _ ; v 250 I25 TRIPS PER 24 HOURS PLATE 5 /< T. - ‘~‘w z » 1-Y '11‘ _$&?~~¥;:1v"- :u’L~::,‘ 1 ‘J-I-'.‘~e:’_‘~.“;v‘:-Q‘ 52. Plate 6 - Shows desire lines of travel for all types of motor vehicles between northern and eastern external stations and zones, exclusive of the downtown area. The bars represent 12,102 trips, or hh percent of the total 27,hhS daily trips entering or leaving Annapolis. ~ .-1 53 8‘ \ T-Y" ‘\x \ ‘ ‘\- ‘(' 7 /‘‘§' ‘*4’ \\ "h\§§ ' lZI’IIII‘\'\\‘ II ‘I-I~ 5 ’ ‘-‘“-‘ ‘ "-|_|>1.>‘ ‘ ¥§\ ‘ ",§\‘J~ I»-Q ' “\ ‘$,~ ~4"=‘ '~L>>» \ "J \\l) \ \ \\ ‘I H \15 oS/’' R/VER -v='*._~»_ _ ’ !'74§ Q“ ~/ -W, _ :|lI.|.\‘§A’§\\\“I-\n___\.:‘.a_‘. ‘ _~ - \.-Y‘ \\\\\§ "WI! ’,/ \\ ,:~‘-~;:§. S T A T E O F M A R Y L A ND DESIRE LINES OF TRAVEL ALL TYPES OF MOTOR VEHICLES BETWEEN TH AND EASTERN EXTERNA TA S AND ZONES EXCLUSIVE OF AREA 0 (DOWNTOWN AREA) SOALE PLATE 6 Plate 7 - Shows desire lines of travel for all types of motor vehicles between southern and western external stations and zones, exclusive of the downtown area. The bars represent h,l62 trips, or 15 percent of the total 27,hh5 daily trips entering or leaving Annapolis. 1 G > ' ‘ WIII 1IIIl TIIIE ’|II| 1III TIII 1III HIIII ‘IIII ‘III illl ‘III ‘iii iiii IIII ‘iii v I 1 § I ' I \ 1 I I I I 55 /A _/- —\ ___ lg,» (-A /\ 1 / \ I \\‘I. // /4 XI‘: “ / 0 \-_\ -.1’/\;’ / / _. S’ \ ’ / % //-/5 d /\ Ir //—\.‘ . Qty // 7 I;// \\ ; / /' \ “ I / " T P Q '1 ' Se‘ ‘ \ > ~ ‘ \ / /I L \\ ,/’ /' S Y; /' Vf,/ ' Q ,4” , I /\\\ \ /5' Q New 1 - \ O ‘\ \ /' \ Y‘ \ \L\ // | \ ,~ ~ \ R \ I I 9 U ) ‘ / I 6\ \ / W I! ‘Q PS / 1’ . 59° 3.’ °1a <<;_ 2/ A Q’‘\ \ ' ‘é \\ K H L °° “-B 3 ii I S 6‘ 2‘ _ ‘“°' ( b £3 “*°' 9 \ Q90 5 G | I \ O , 1. ‘B N 6‘ 5' C S‘ “Q ' 0 Q T 1» T / /_ ‘ S I f 1 / \ I 200$ / \ \ V C --\ CREEK II F P Q L \ ~ /"' \ P: 6 O R\d8 Ave |. ‘U \ \-_ I = \ \ ‘\E M I I <0 \ ~ 1/’, \ STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY DESIRE LINES OF TRAVEL ALL TYPES OF MOTOR VEHICLES BETWEEN SOUTHERN AND WESTERN EXTERNAL STATIONS AND ZONES > EXCLUSIVE OF I AREA 0 (DOWNTOWN AREA) 0 "09’ 800' I600‘ ~ TRIPS PER 24 HOURS PLATE 7 _~ W. m 0; E 56. Plate 8 - Shows desire lines of travel for all types of motor vehicles between the downtown area and zones of all other areas. The bars represent lO,S36 trips, or 58 percent of the total 18,133 daily trips crossing the internal cordon line, with both origin and destination within the corporate limits of Annapolis. I-5!-In 1IIl 5‘! Ed 500 5 TRIPS PER 24 HOURS R / v E R SFI/[RN STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY DESIRE LINES OF TRAVEL ALL TYPES OF MOTOR VEHICLES BETWEEN AREA 0 (DOWNTOWN AREA) AND ZONES OF OTHER AREAS SCALE 0 400' 500‘ I900‘ PLATE 8 it , ~ -Z.-$3 - 58. Plate 9 — Shows the dispersion of the total daily movement of all types of motor vehicles between zones of the downtown area and Areas 1 and 2, plus the trips between the down- town area and the two external stations located within Areas 1 and 2. The greatest width of the band represents to scale 6,Sh6 total daily trips, while the open portion of the band represents 3,hOh daily trips between the downtown area and the two external stations. The smaller scaled bars indicate the dispersion of these daily trips within the downtown area. The location of the two external stations of Areas 1 and 2 and the trips between these stations and the downtown area are as follows: Tggps Percent Area 1 926 lb Area 2 _gl§l§ __2Q_ Total Internal _2,lQ2 __h§_ Station No. l-Bidgely Rd. (Md. 178) 51A 8 Station No. 2-Severn River Bridge (Md. 2) __g_,_§_9_p_ ht Total External 3,hOh 52 Grand Total 6,5h6 lOO f!"""-“*a-~ z "" : I g _. I i . __-v_,__, . - ~ 3 — I | 59 WQDOI QN mwa wQ_mh OOON ~.m_ mzo;<5 ._>o:,=>o€ o Gm $5 >oDhm 0_...C>2.z;o€ o >Em $5 >O3._'m 0_..Eo2 o QDKw 0_.._um='=‘="= . III‘- on.‘- < MLTROPOUIAN "ORTHWOO NoRTH_w9oD O U ‘_ :1’ § :5’ R I V E R BARBUD LANE Q slaw LEGEND ~ T , III E /T ULTIMATE PLAN 1% /’ NEW CONSTRUCTION ' I, \ /,/ INTERCHANGE (I I I INTERIM PLAN I GENERAL LOCATION- PROPOSED OFF-‘STREET “INAPOLIS PARKING FACILITIES I3 p C _ IIIURPIIY I- ,: I W m 5 51'. AVE. 5' -1 I I P 2 I- Y 9 I— I, I 0 w uI In 2 P " J I u - m If if “' 0 I‘ In '* 5 :: 3 #1 IL 2 U CHESTER M”-' T "II D EAST PM A" AVL. BAY SHORE I‘ 13 A SEVERN STATE OF MARYLAND STATE ROADS COMMISSION ANNAPOLIS TRAFFIC STUDY PROPOSED ULTIMATE AND INTERIM PLAN SCALE 0 500 I000 I500 PLATE I4 I I 1.! I ._ I I I I \ In I. I I _ I. I... I I . I. I I I. ! .. 2] '7(). 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