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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


    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.

    Jennifer Kaleba 4 months 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.

    Small2_binder1_100

    The project NS-5 Calverton and Dean connection needs additional research. This strategy is in complete opposition to the approved Prince Georges Plaza District Plan (adopted 2016). First, the wooded area between these two streets is identified as a green infrastructure network gap in the Countywide Green Infrastructure Plan (pg. 48 of the PG Plaza District Plan). As such, this area is identified as a critical area targeted for restoration to support overall functioning of the green infrastructure network – not pavement. Second, the District Plan clearly identified this connectivity as part of the area wide off-street bicycle and pedestrian policies and strategies as Strategy TM7.3 (pg. 88 of the PG Plaza District Plan) to implement exclusively non-motorized connections between existing disconnected streets including Dean Drive and Calverton Drive and Highview Terrace and Gumwood Drive. At a minimum, we request to strike NS-5 from the plan in its entirety. If not possible, then rewrite the strategy to align with the County approved plan for non-motorized connectivity.

    Create a bike boulevard on Queensbury Road, which would improve the bicycle network in the City and the region. A bike boulevard on Queensbury Road would improve the City's bicycle network by connecting the proposed bicycle lanes on Belcrest Road (which in the final plan's map end at Queens Chapel Road) with the proposed bicycle boulevard on 40th Ave, and create a key east-west route through the northern part of the city. A Queensbury Road bike boulevard would also significantly improve the bicycle network regionally by connecting the proposed bike lanes near PG Plaza (Belcrest Road, Adelphi Road, and Toledo Terrace) with the bicycle sharing lanes installed on Queensbury and Riverdale Roads in Riverdale Park (http://riverdale-park.org/pipermail/towntalk/2018-March/021712.html), which would give Hyattsville residents an improved route to the Trolley Trail (e.g., Riverdale Station, College Park), the Riverdale MARC Station, the Anacostia Tributary Trail where it intersects at Riverdale Road, and the future Purple Line stations. It would also directly connect several of the proposed Capital Bikeshare stations to be installed in the area.

    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 http://www.hyattsville.org/DocumentCenter/View/3790/Sidewalk-Policy?bidId= ). 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

    While I generally support most of the proposed projects in the report, there are some important things to consider before giving any one a green light. 1) The residents which each project will affect most should have the heaviest weighted opinions on the subject project. Utilizing the theory of maximum utility should be employed, with due consideration of individual property rights. Tough to balance when NIMBY-ism runs rampant in today’s communities, but nonetheless important. 2) There are numerous projects which appear to overlap in an opposing manner (e.g. converting a street from one-way to two-way, while also making this street a “bike boulevard”. On an already narrow street, these cannot coencide. In addition to this, where will the cars go? In some locations, street parking is already sparse.). 3) The extension of paid parking zones should be limited, as it discourages business patraonization. Time limit parking (with residential zone exceptions to the limit) should be employed near commercial districts in place of paid parking. 4) Consult with emergency services and consider their response vehicle access prior to any road improvement project or change in traffic patterns.

    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.

    The amount of parking on some streets make them unsafe for driving -- especially at night. Consider only allowing parking on one side of the street or with residential permits only. Improving lighting, sidewalks, and biking would be outstanding. On a related note, I'm not sure why access to the College Park shuttle is so onerous for residents. Instead of an annual card that has to be renewed in person, consider mailing a card to all residents or simply providing a sticker that is placed on a driver's license or something more permanent that residents can reliably use until the ID expires.

    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

    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