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For the past year, the City has been working with Toole Design Group on a citywide Transportation Plan. After months of public data collecting, Toole has released a draft of the find report for the Hyattsville Transportation Plan. 

You can find several documents attached to this forum: the Hyattsville Transportation Plan final report, Appendix A: Existing Conditions Memo, Appendix B: Future Condition Scenarios, Appendix C: Wayfinding Plan, and Appendix D: Planning Level Cost Estimates. 

Toole Design Group will be presenting the Hyattsville Transportation Plan at the October 1 City Council meeting. The report will come back to the City Council for adoption on November 5, 2018. Any comments you have on the report can be submitted on this page for the City Council to take into consideration when the plan comes up for adoption. Comments should be submitted by October 29, 2018 in order to be viewed by the City Council in advance of their November meeting. 

8 Attachments

Attachment: Document - Hyattsville Transportation Plan

Attachment: Document - Appendix A: Existing Conditions Memo

Attachment: Document - Appendix B: Future Condition Scenarios (Morning, No Build Out)

Attachment: Document - Appendix B: Future Condition Scenario (Morning, Full Build Out)

Attachment: Document - Appendix B: Future Condition Scenario (

Attachment: Document - Appendix B: Future Condition Scenario (Evening, No Build Out)

Attachment: Document - Appendix C: Wayfinding Plan

Attachment: Document - Appendix D: Planning Level Cost Estimates

    Overall, this report seems to be very thorough. I would like to voice my support specifically for the following:

    1) the Hamilton Street Complete Street Design and Reconstruction - this reconfiguration plan should aim to provide improved driving conditions, safety, walkability, as well as aim to connect the metro station with the historic district. I would auspice that consideration is given to viability for pedestrians and cyclists, especially considering that Hamilton is a connector between Magruder Park and the West Hyattsville Metro station. One suggestion to improve the entire corridor between the WH metro and Magruder Park would be to extend the median strip which runs between WH Metro and Queens Chapel Road all the way to Magruder Park. Bike lanes should also be given due consideration.

    2) the swift execution of the 2005 West Hyattsville TDDP - this plan included the Ager Road Complete Street Project and the residential development north of the West Hyattsville metro station. I would also like to underscore that travelers, commuters, and other drivers entering and exiting the District of Columbia on a daily basis travel along the corridor between Hamilton Street and Chillum Road on a regular basis. This passageway is possibly the least welcoming part of the city and unfortunately, is also the gateway into Hyattsville from Northeast DC. The traffic, terrible road conditions, and lack of pedestrian/bicycle lanes all contribute to an overall distaste. It would behoove the city and this plan in particular to direct its attention to this area - the gateway - of Hyattsville from the south side.

    3) Shuttle system between Arts District and West Hyattsville Metro. Overall, the plan seems to focus more attention to Prince George Metro and the surrounding areas than to the Arts District and the south end side of the city - specifically West Hyattsville metro and the surrounding area. A shuttle between the Arts District/Historic District and the West Hyattsville metro would be very valuable to the citizens of that area. It would also presumably encourage non-residents to visit the Arts District.

    Summarizing, I think more attention needs to be given to the enhancement and overall development of south Hyattsville - with particular attention to transportation issues on Hamilton Street. Finally, finding ways to better connect the West Hyattsville metro station to the historic and arts districts of downtown would be a huge improvement and should be a priority of this plan. Thank you

    0 Comments 1 Vote Created

    I concur with Tom Wright’s comment: the specifics from the county's approved plan are essential to the argument against connecting Calverton Drive through to Dean Drive (discussed on pp. 33 of the final draft study, on fixing broken links).

    Technical Memo I summarizing results from the 2010 traffic study and other available data does not indicate any measurement of impacts from extending Calverton Drive to create a connection with Dean Drive. I understand that the recommendation now is to carry out a feasibility study. The rationale offered in the final draft of the Hyattsville Transportation Study (Sept. 26, 2018) for eliminating one-way streets and connecting Calverton as a through-street (building a connected street network) is “to distribute traffic more equitably and improve the quality of life of the residents” (pp. 23). This sounds good, but firstly, not all streets are equal in construction or planning so that they will sustain even moderate traffic without serious compromises (is Calverton Drive equal to Adelphi Road? To Belcrest Road?), and second, there is no measuring quality of life or equitable distribution of traffic in a study like this. This recommendation ultimately seems to be rooted in the authors’ affection for grids, despite acknowledging the fact that building more roads is not a sustainable solution to traffic problems (pp. 25, the notion of “induced traffic”, more roads means more traffic, generally, and this is irresolvable).

    Calverton does not have sidewalks beyond the portion of the subdivision constructed during the 1950s. It is arguable (in that neighbors argued about it) that Calverton does not need sidewalks. Rosemary Terrace was designed as automobile-oriented suburban housing, with a combination of relatively low housing density, off-street parking, and streets wide enough to accommodate local, low-speed traffic alongside pedestrians and cyclists. The design works today but would be compromised by turning Calverton into a through-street. It would require provisions for serious improvements in safety, now made necessary by potential new traffic on neighborhood streets.

    I have a problem with the idea that Calverton is a broken link. Rosemary Terrace has a design; Calverton is part of that design and Calverton goes exactly where it needs to go. I have a problem with the idea that all streets should be through-streets and that good planning will create a grid, and that grids minimize traffic. The notion that all streets should be through-streets is simply arbitrary. I don't think that is a very current planning ideal, and the study holds it up as a guiding principle. To create (unmeasured!) negative affects in neighborhoods for the sake of an abstract idea about how great street grids are is not defensible.

    Improvement in connectivity between Calverton and Dean Drive via walking or cycling, yes do it. There are already informal footpaths across private property providing this connection. Formalize them, buy the right-of-way to establish a safe, appropriately lighted non-motor vehicle access that is passable to emergency vehicles but does not siphon automobile traffic down Calverton Drive. This is a sustainable alternative. If induction of traffic applies to pedestrians and cyclists, please do induce more pedestrian and cycling traffic down Calverton.

    The intersection of Adelphi and Wells needs help desperately. Try and cross Adelphi on foot within the time permitted by the light. Try and cross with a stroller. Try and make a left turn at that intersection on a bicycle. I understand the study is constrained by what the City of Hyattsville can and cannot do. But a study like this can and should document such a problem and a hazard, so that agents pushing the SHA to address the problem have something concrete, a published source to point to.

    0 Comments 1 Vote Created

    The recommendation is to “Connect missing links in the neighborhood street network”, connecting the dead-end street, Calverton Drive to Dean Drive. The study explains, this “could improve access throughout the City and make it easier for people to take short trips by any mode without traveling on already burdened major roads.” Who needs to drive between Rosemary Terrace and Dean Manor? Direct routes to these neighborhoods are from Toledo Terrace via East-West Highway, and Adelphi Road. You make this connection and you produce a cut-through from west of the mall to just south of the University of Maryland.
    Why funnel traffic off of country roads onto secondary and tertiary streets that are not designed for high volume, high speeds; that this impacts quality of life, endangers children? What short trips will be taken? Dean Manor is not in Hyattsville, so how does this improve access within the City? Foot or bicycle traffic could be facilitated with a path; it doesn’t require a street. No other dead end streets in the Rosemary Terrace and University Hills subdivisions are addressed: Rosemary, Gumwood, Stanford, Hitching Post. So, why this one connection, a 317-foot stretch of pavement across private land at a cost of more than $118,000? The Calverton Drive dead-end is not the critical transportation issue facing the neighborhood. Although, we have some. Maintaining traffic flow on Adelphi Road, and pedestrian safety crossing Adelphi - both raised at the first public meeting. Adelphi is county-run, so outside the scope of City control, but, the Consultant did study Adelphi Road intersections. They looked at the Stanford and Campus Drive intersections. Why Stanford? Is Campus Drive in Hyattsville? The intersection of Calverton and Adelphi wasn’t studied, although it would be a major feeder to the proposed road segment. And Wells Boulevard, the main entrance/exit to University Hills, by design with a traffic light. Another issue? student access to and from Northwestern High School. The plan recommends a footpath from the school athletic fields to points south. No mention of the existing ROW between the school campus and Calverton - the path the school fenced off, but the students keep open. How about a foot/bicycle path between Calverton and Dean, as an alternative to a vehicular connection, and other paths that would help students and others safely navigate within the neighborhood and to commercial areas to the south? Foot and bicycle connectivity was raised in the first public meeting, drawn on the maps, provided in the map wiki, and spoke up in the Speak-up Hyattsville app. Adding asphalt to extend Calverton was opposed in all these data collectors - and has been for more than 25 years

    0 Comments 3 Votes Created

    I was shocked to see that improving pedestrian safety at Rt. 1 and Jefferson Street was omitted from this report. This intersection is unsafe and I fear for my family whenever we cross here. Please please consider adding it to the plan.

    0 Comments 2 Votes Created

    The proposal to connect Calverton and Dean Drives to allow vehicular traffic should be reconsidered. Hyattsville has established a goal of creating walkable and bikeable neighborhoods, and this proposal is in complete opposition to that goal. It would funnel traffic from a high-density area into a small residential neighborhood with narrow streets that cannot accommodate additional traffic. Calverton Drive is so narrow that when cars are parked on the street, only one-way traffic is possible. Connecting Calverton to Dean Drive will divert traffic from major roadways into a neighborhood with streets that were not designed to handle it.

    I am supportive of a connection that would allow pedestrian and bicycle access. Such a connection would align with Hyattsville's vision and would be of considerable benefit to Northwestern High School students who live in the apartments on Dean Drive and Highview Terrace, since they would have a more direct route to the school.

    I'm late to the party here, but I'd propose adding Quintana St. to the list of small, narrow streets receiving very heavy cut-through traffic. This tiny street between Queens Chapel and East-West Hwy is a (infamously) popular cut-through for people trying to avoid the Belcrest/Queens Chapel intersection light debacle. AND it's DANGEROUS, not just inconvenient, for those of who live on the street because the street's curve makes visibility very poor. It's a mess.

    0 Comments 2 Votes Created

    Jennifer Kaleba about 1 year ago

    -- The last time this was up for comment, many directly impacted residents spoke out against the eminent domain action and subsequent new road construction to connect 39th Ave to Nicholson and I will, again, reiterate that opposition. Such construction would create yet another speed-through street in the city. Without additional housing plots on that corridor, it's only function would be as a short-cut. in a city that values walkabilitty and bicycle transit, that's just silly. Creating a walk/bike path through that corridor for quicker access to Prince George's Plaza metro and shops would be more in keeping with the stated goals of the city.

    0 Comments 3 Votes Created

    Although 30 people proposed or upvoted a sidewalk connector between the south end neighborhood and the civic center -- twice as many as the next most popular idea on the Transportation Plan forum, it was once again left out of the report being presented to the City Council.

    It's not clear to me who reviews the Speak Up HVL forum feedback, or how it is decided whether to incorporate any of it in the next iteration of the proposal. I'm also unclear as to whether the proposed Transportation Plan abrogates other actions of the City Council.

    In the case of the 42nd Ave. and Decatur St. sidewalk connector, it was proposed 10 years ago by the Neighborhood Design Center, and accepted by the City Council. The City dragged its feet on implementing it because, according to staff, the owners of the adjacent large parcel were planning to develop it for new residences, and at that time, would be required to install sidewalk at their expense. However, that redevelopment did not happen and the owners say they have no plans for it to happen in the future.

    In 2007, the CIty developed a Sidewalk Policy and amended it in 2016 (see ). According to the policy, a sidewalk should be built on one side of these blocks (it meets all the criteria). Was the contractor who developed the draft Transportation Plan even aware of the policy, and if they were, how did it decide whether or not to implement it in the places where it would apply? As it happens, very few new sidewalks are proposed, which would seem to be a de facto repudiation of an important policy passed not once, but twice, by the City Council. At the very least, the City Council should make clear the relationship between this Plan, if adopted, and the existing Sidewalk Policy.

    My neighbors and I strongly encourage the City Council to include the 42nd and Decatur sidewalk connector in the Transportation Plan in order to make a necessary improvement in the safety of pedestrians -- especially schoolchildren -- currently competing with motor vehicles on a narrow and low-visibility section of road in south Hyattsville.

    11 Votes Created

    Showing results for: (1)The idea to make Farragut Street from 42nd Avenue eastbound to Route 1 has been tried before and found to be unsafe. Visibility to turn north from Farragut to 42nd is very poor and there is parking on both sides of Farragut between 42nd Avenue and 43rd Avenue and not enough space for both eastbound and westbound traffic. This was tried before a number of years ago and after a short period of time the two-way traffic was restored to eastbound only. There might be City staff still around who remember this earlier experiment. (2) I wholeheartedly support the proposal to install a traffic light at the intersection of Armentrout and alternate Route 1. Present visibility from Armentrout to alternate Route 1 southbound is very poor.

    0 Comments 3 Votes Created

    Please add intersection improvements at Baltimore Avenue (Route 1) and Jefferson. Residents have been advocating for improvements at this intersection for more than five years and SHA has been slow to respond and plan. We need a fourth crosswalk with a pedestrian signal. We also need an exclusive pedestrian interval/Barnes dance to stop traffic in all directions and allow bicyclists and pedestrians to cross. This intersection is a critical connection for kids, parents and teachers who travel between the Arts District and several schools including Hyattsville Elementary, St Jerome's Child Center, St. Jerome's Academy, Hyattsville Middle School and DeMatha High School. Likewise, this area attracts residents and visitors to eat and shop. People need to feel safe when they walk or bike through this intersection. There are also several bus routes that stop near this intersection (Metro, the Ride, UM Shuttle) and transit riders deserve a safe intersection as well. During rush hour, drivers run red lights, block crosswalks and otherwise endanger pedestrians and cyclists at this intersection. Please don't omit it from the plan.

    0 Comments 4 Votes Created