Tier 2 Environmental AssessmentI-66 Transportation Technical Report

Appendix CNetwork Facilities Improvement

DRAFT – MAY 12, 2015

Network Facilities ImprovementsIn addition to the existing transportation system, all projects funded for construction in the National CapitalRegion's 2014 Constrained Long Range Plan (CLRP) (9/5/2014) through 2025 and 2040 have beenassumed as background transportation projects for 2025 and 2040 No-Build scenarios, respectively.Some of the regionally significant and corridor-specific projects are listed in Table 1. These projectsrepresent the most relevant highlights of future local and regional plans. Details of these plans areincluded at the end of this Appendix.

Table 1: Regionally Significant and Corridor-Specific Background Transportation Projects

Location ProjectCompletion/

OpeningYear

US 15/I-66 InterchangeReconstruction Construct diverging-diamond interchange (DDI) 2017

US 15 Widening ProjectWiden to four lanes between I-66 and US 29(Gainesville) 2040

US 29/Linton Hall RoadInterchange Improvements

Construct single point urban interchange (SPUI) atLinton Hall Road and US 29 (Gainesville); overpassover Norfolk Southern Railroad; widening US 29(Gainesville) to six lanes; eliminating driveway accessand two signals in the vicinity

2015

I-66 Widening betweenGainesville and Haymarket

Widen to eight lanes (one HOV and three generalpurpose lanes in each direction) between US 15 inHaymarket and US 29 in Gainesville

2016

Route 234 BypassExtension (Bi-CountyParkway)

Construct new four-lane roadway between I-66 and US50

2020

Route 234Bypass/Relocated BallsFord Road Interchange

Replace the existing at-grade intersection with a grade-separated interchange at the re-aligned Balls Ford Road 2020

Manassas BattlefieldBypass

Close US 29 and Route 234 through ManassasBattlefield; construct new four-lane roadway to the north

2035

Route 620 (New BraddockRoad)

Widen and construct new four-lane roadway betweenRoute 28 and US 29 (Centreville)/Route 662 (StoneRoad)

2025

UniversityBoulevard/Progress CourtExtension

Construct new four-lane roadway between SudleyManor Drive and Wellington Road/Progress Court

2016

Rollins Ford RoadExtension

Construct new four-lane roadways between Linton HallRoad and Wellington Road

2020

Location ProjectCompletion/

OpeningYear

Route 28 CorridorImprovements

Widen to eight lanes between I-66 and Route 7; removethree traffic signals along Route 28 at Ellanor C.Lawrence (ECL) Park, Braddock Road/Walney Road,and southbound Route 28 to I-66 eastbound ramp;reconfigure Route 28 and I-66 interchange to not-to-preclude improvements along I-66

2025

Fairfax County ParkwayImprovements

i) Widen from four to six lanes between US 29 andRoute 123ii) Widen from six to eight lanes with the additional laneserving as HOV lane in each direction during peakperiods between Dulles Toll Road and I-66

i) 2020ii) 2035

Shirley Gate RoadExtension

Construct new four-lane roadway between BraddockRoad and Fairfax County Parkway

2025

Vienna MetrorailAccessibility and CapacityImprovements

Construct new direct access for Metrobus and othertransit vehicles at Vaden Drive overpass between I-66HOV lanes, west of Vaden Drive, and theVienna/Fairfax-George Mason University Metrorailstation

2016

Dulles Corridor MetrorailSilver Line between EastFalls Church and Route 772in Loudoun County

i) Construct Phase 1 of Silver Line (11.7 miles) betweenEast Falls Church, through Tysons Corner and Reston,and Wiehle-Reston Eastii) Construct Phase 2 of Silver Line (11 miles) thatextends from Wiehle-Reston East, through DullesInternational Airport, to Route 772 (Ryan Road) inLoudoun County. Includes the opening of six newstations (Reston Town Center, Herndon, InnovationCenter, Dulles Airport Station, Route 606, and Route772)

i) 2014ii) 2020

Some these background projects are described in the subsequent sections.

US 15/I-66 Interchange ReconstructionVDOT is currently in the construction phase to upgrade the existing US 15/I-66 interchange by convertingit to a diverging-diamond interchange (DDI). The project would also improve the intersections of US 15 atHeathcote Boulevard and at Route 55 (John Marshall Highway) located adjacent to the interchange. Theproject construction is expected to be completed in fall 2017. This interchange concept is illustrated inFigure 1.

Figure 1. Diverging-Diamond Interchange on US 15 at I-66

The DDI project will also include constructing the following:

§ Two longer bridges to carry US 15 over I-66 with two crossover intersections.§ Ramp improvements (including a spur ramp to ease traffic flow from westbound I-66 to

northbound US 15 to westbound Heathcote Boulevard).§ Improvements on US 15 from just north of the railroad tracks to just south of Heathcote

Boulevard.§ Wider intersections on US 15 at Heathcote Boulevard and Route 55, adding turn lanes to both.§ A 10-foot-wide shared-use path on the east side of US 15 for pedestrians and bicyclists.

Besides these improvements, US 15 is planned to be widened to two lanes in each direction between I-66and US 29 (Gainesville) by 2040.

US 29/Linton Hall Road Interchange ImprovementsThe US 29/Linton Hall Road project is broken into five phases, with final completion of the projectscheduled for June 2015. The centerpiece of this project is a pair of overpasses: one carrying US 29 overthe Norfolk Southern Railroad, and one carrying Linton Hall Road and Gallerher Roads over the railroadtracks and US 29. As shown in Figure 2, a single point urban interchange (SPUI) is currently beingconstructed at the intersection with US 29 (Gainesville) and Linton Hall Road to replace the signalizedintersection. US 29 (Gainesville) traffic will be grade-separated from the other movements. The proposedimprovements will integrate with the recently reconstructed I-66/US 29 (Gainesville) interchange as part ofthe overall planned improvements in this area. The project also includes the widening of US 29

(Gainesville) to six lanes and eliminates driveway entrances and two traffic signals between I-66 andVirginia Oaks Drive.

In preparation for the construction, VDOT acquired property, demolished 38 buildings, and relocateddozens of utilities over the past 3 years. Two temporary detour roads – one on US 29 (Gainesville), theother on Linton Hall Road – were constructed, as well as several new access roads and stormwatermanagement ponds, to minimize traffic impacts during construction. Construction began in mid-2012 onthe new interchange and widening of US 29 (Gainesville) to six lanes. The entire project’s estimatedcompletion date is June 30, 2015.

Figure 2. US 29/Linton Hall Road Area Improvements

Source: http://www.virginiadot.org/projects/northernvirginia/gainesville_improvements.asp

I-66 Widening between Gainesville and HaymarketI-66 would be widened from existing four lanes to eight lanes from US 29 (Gainesville) to US 15(Haymarket) to improve the traffic flow to/from Haymarket. As shown in Figure 3, the inside (median) lanewould be an HOV lane during the peak period of the peak direction of flow (eastbound in AM andwestbound in PM). Construction of this widening is underway with a completion date of August 2016.When complete, drivers would have three general purpose lanes and one HOV lane in each direction for25 miles, from I-495 to US 15. As part of the overall project, other improvements include:

§ Adding a left-turn lane on the I-66 westbound ramp to US 15 (completed June 2014).§ Reconstructing overpasses at Catharpin Road and Old Carolina Road/South Jefferson Street with

10-foot shared-use paths.§ Intelligent Transportation System (ITS) components for managing traffic volume, improving flow,

and enhanced incident response.§ Overhead sign structures.§ Utility relocation.§ Storm drainage and stormwater management facilities.§ Retaining walls, sound barriers, and roadway lighting on the two overpasses.§ 12-foot paved shoulders.

Figure 3. I-66 Widening Between Gainesville and Haymarket

Source: http://www.virginiadot.org/projects/northernvirginia/i-66_widening.asp

Route 234 Bypass (Bi-County Parkway)The Bi-County Parkway is intended to add additional transportation capacity to reduce congestion,enhance mobility, and link communities by providing a new route between I-66 and US 50. The new 10.4-mile highway would:

§ Relocate existing Route 234 out of the heart of the Manassas National Battlefield Park, moving it2.5 miles west.

§ Double Route 234’s traffic-carrying capacity to four lanes. During morning and eveningcommuting periods, the intersection at Routes 234/US 29 now forces motorists to wait throughseveral traffic light sequences in order to pass.

§ Provide capacity to handle the forecasted 91 percent growth in trips between Loudoun and PrinceWilliam Counties.

§ Enhance safety by providing a limited-access facility with safety shoulders. Facilities like the Bi-County Parkway have two-thirds lower crash rates than roads like US 15 and other existing north-south routes in the vicinity.

FHWA is currently studying whether a Draft Environmental Impact Statement (DEIS) requires additionalenvironmental analysis. No funding for this project has been identified, and no construction date oropening date has yet to be set.

Route 234 Bypass/Relocated Balls Ford Road InterchangeThe relocation of the interchange at Balls Ford Road and Route 234 Bypass is meant to ease trafficcongestion, especially during morning hours. The project completion date is 2020. The $2 million infunding required for the relocation has been previously provided through the Route 234 Bypassconstruction. Figure 4 illustrates the concept of interchange configuration at this location.

Figure 4. Relocated Balls Ford Road Interchange with Route 234 Bypass

Manassas Battlefield BypassAs illustrated in the concept shown in Figure 5, the proposed roadway would begin at the western edgeof the Manassas National Battlefield Park in Prince William County, at the intersection of US 29 andPageland Lane, travel north along Pageland Lane to the intersection with Route 234 Business (SudleyRoad) at Catharpin where the Battlefield Bypass would turn east and be co-located with an existingsection of Route 234 that would be improved to Sudley Springs. The Battlefield Bypass would thencontinue east as new roadway between Sudley Springs and its terminus with US 29 at the eastern end ofthe Battlefield Park, to the east of the US 29 and Paddington Lane intersection (west of Lucky StoneQuarry). The first segment of the Battlefield Bypass, between US 29/Pageland Lane and Route 234 atCatharpin will be co-located with the Commonwealth’s Bi-County (aka Tri-County Parkway or Route 234Bypass Extension) which is already in the MPO’s CLRP (2011). With the construction of the BattlefieldBypass, there will be a closure of about 4 miles of US 29, from Pageland Lane west of the park to thebridge over Bull Run and a closure of about 3 miles of Route 234 from the southern boundary of the parkto the area known as Sudley Springs north of the park.

Figure 5. Manassas Battlefield Bypass

Source: Manassas National Battlefield Bypass Study Draft Environmental Impact Statement 2005http://parkplanning.nps.gov/document.cfm?parkID=191&projectID=39958&documentID=44730

Route 28 Corridor ImprovementsMultiple projects are listed for this facility in the CLRP as background projects.

§ Widen from six lanes to eight lanes on Route 28 between I-66 and Route 7 by 2025.

§ Another concurrent project along Route 28 is aimed at improving mobility, safety, and operationsbetween Westfields Boulevard and US 29 (Centreville). This project was divided into twoindependent projects. The “Northern Project” (shown in Figure 6), entitled Poplar TreeRoad/Stonecroft Boulevard Overpass and Ellanor C. Lawrence Park Entrance, includes theremoval of the ECL Park entrance traffic signal along Route 28, the extension of Poplar TreeRoad from its existing terminus east of Route 28 to Stonecroft Boulevard, and associatedimprovements at the Westfields Boulevard interchange. The “Southern Project” includesimprovements associated with the I-66 at US 29 interchange and its vicinity. It includes removalof the Braddock Road/Walney Road traffic signal along Route 28 and also closing the existing leftturn from southbound Route 28 to eastbound I-66 and removing the traffic signal. The details ofthe improvements, including the preferred interchange alternative, are still unknown at this timeand will be developed in coordination with the ongoing I-66 Corridor Improvements Project as partof the I-66/Route 28 Interchange Modification Report (IMR). Construction is scheduled to beginas early as 2016.

Figure 6. Route 28 Corridor Improvements

Source: http://www.virginiadot.org/projects/northernvirginia/rt_28_at_i-66.asp

Fairfax County Parkway ImprovementsThe following two projects along the Fairfax County Parkway have been listed in the CLRP and have adirect impact on I-66:

§ Widen from four lanes to six lanes between US 29 and Route 123 (Ox Road), with a projectcompletion date of 2020.

§ Widen from six to eight lanes with the additional lane serving as HOV lane in each directionduring peak periods between Route 267 (Dulles Toll Road) and I-66. The anticipated completiondate listed in the CLRP is 2035.

Vienna Metrorail Accessibility and Capacity ImprovementsThe project includes providing direct access between the I-66 high occupancy vehicle (HOV) lanes, westof Vaden Drive, and the Vienna/Fairfax-George Mason University Metrorail station (Figure 7). Theproposed direct-access bus ramp will provide a faster and safer Metrobus ride to the Metrorail station byeliminating the weave between the HOV and on-/off-ramp collector-distributor roads to the west of Route243 (Nutley Street). A public meeting was held March 2013, and the design-build project will start in early2015.

Figure 7. I-66 HOV Direct Bus Access to Vienna/GMU Metrorail Station

Dulles Corridor Metrorail Silver LineThe Dulles Corridor Metrorail Project is a 23-mile extension of Washington’s existing Metrorail system. Itis being built in two phases by the Metropolitan Washington Airports Authority (MWAA). The projectconsists of 11 new stations which are being constructed in two phases as shown in Figure 8. Phase 1,opened in July 2014, currently runs 11.7 miles from East Falls Church with four stations in Tysons Cornerand one at Wiehle Avenue in Reston. Phase 2 will run another 11.4 miles and picks up at the Phase 1terminus location, Wiehle-Reston East, and continues in the median of the Dulles Toll Road and theDulles Access Highway with three stations, including an aerial station at Dulles Airport and continues onwith two stops in Loudoun County. Preliminary construction for Phase 2 was begun in late 2014, andalthough a completion date has not been set, the most likely completion date will be sometime by 2020.When both phases are complete, the line will provide a one-seat, no-transfer ride from Dulles todowntown Washington creating long-sought-after connectivity between the burgeoning Dulles corridorand the nation’s capital.

Figure 8. Dulles Corridor Metrorail – Silver Line Phase 1 and Phase 2

Source: http://www.dullesmetro.com/silver-line-stations/

Local and Regional Transportation PlansNeeds:

- Commute patterns- Specific needs listed: new roadway connections/better connectivity, widened roads, and

intersection enhancements- Jurisdictional issues (laneage differences across boundaries, juxtaposed access mgmt., etc.)

Recommendations:- Corridor improvements, roadway connections, intersection improvements- Improvements in RTP/TIP?- Special interest improvements (disabled/equine/cyclist/etc.)- Funding strategies

MWCOG: Metropolitan Washington Council of Governments

- TPB: Transportation Planning Board = NCRTPB: National Capital Region Transportation PlanningBoard

o Consists of:§ Local government representatives§ State transportation agencies§ Maryland and Virginia General Assemblies§ WMATA: Washington Metropolitan Area Transit Authority§ Non-voting members of Metropolitan Washington Airports Authority and

federal agencieso Planning area includes:

§ DC and surrounding jurisdictions§ Counties: Charles, Frederick, Montgomery, Prince George, Arlington, Fairfax,

Loudoun, Prince William§ Cities: Bowie, College Park, Frederick, Gaithersburg, Greenbelt, Rockville,

Takoma Park, Alexandria, Fairfax, Falls Church, Manassas, Manassas Park

Fairfax County Comprehensive Plan- I-66 travel corridor is an Enhanced Public Transportation Corridor with a planned Metrorail line

o Provision of rail station between the existing Vienna-Fairfax-GMU Metro station andeasternmost station in the Fairfax Center may be necessary in order to ensure theviability of high quality Metrorail service in the corridor

o Enhanced corridor study: consider requirements of Metrorail service in the entire I-66corridor, identify need for stations west of Vienna, & locate potential sites for railstations

- Flint Hill Suburban Center Recommendations:o Mix of office and residential useso Extensive landscaping and integrated pedestrian systems provided throughouto Land Use A: ancillary retail and institutional useso Land Use B: AT&T Corporate Office (almost completely developed), ancillary retail

considered if incorporated into office/hotel structures§ Intersection mitigation for Chain Bridge Rd at White Granite Dr for sufficient LOS

§ Pedestrian access to adjacent parcels§ Site access as far north from Chain Bridge Rd as possible (no direct access off

Chain Bridge Rd)§ Minimize impacts (including cut-through traffic) in residential communities,

promote pedestrian safetyo Transportation: site-specific (access orientation, circulation plans, interchange impact

areas, generalized location of proposed transit facilities)§ I-66: widen/improve existing roadway§ Rail transit or BRT§ HOV lanes

- F3: Mosby Woods Community Planning Sectoro Higher intensity residential use, medium intensity office use

§ Maintain/redevelop existing residential§ Landscaping/buffering between commercial and residential uses and pedestrian

connections to adjacent residential areaso Transportation

§ Site-specific orientation, circulation plans, interchange impact areas, generalizedlocations of proposed transit facilities

§ I-66: widen/improve existing roadway§ Rail transit or BRT§ HOV lanes§ Construct partial grade-separated interchange or interchange improvements

o Reports of Civil War period camps- unrecorded heritage resources could exist (identifyand preserve)§ Any development or ground disturbance (public or private) preceded by

heritage resource studies, alternatives explored for avoidance, preservation, orrecovery

- F4: Fox Lake Community Planning Sector: (Difficult Run Watershed)o Low density residential area, stable residential neighborhoodso Pedestrian walkways (sidewalks and trails), access to existing commercial areaso Transportation: access orientation, circulation plans, interchange impact areas,

generalized locations of proposed transit facilities§ Development proposals evaluated against Hunter Mill Rd Traffic Calming Study§ I-66: widen/improve existing roadway§ Rail transit or BRT§ HOV lanes§ Construct full grade-separated interchange or interchange improvements

o Heritage resources: any development or ground disturbance (public or private)preceded by heritage resource studies, alternatives explored for avoidance,preservation or recovery

o Trails/bicycle facilities integral part of overall county system, some constructioncomplete

Fairfax County Transportation Planhttp://www.fairfaxcounty.gov/maps/images/maps/handouts/pdf07/transplanmap.pdf

http://www.fairfaxcounty.gov/dpz/comprehensiveplan/policyplan/transportation.pdf

- Increasing travel demand in county and surrounding jurisdictions- 28% increase in population and households from 2005 to 2030; 41% increase in jobs- Demographic and socioeconomic characteristics of county changing- cultural/ethnic

diversification and aging population require transportation options and services geared to theirneeds

- Traffic conditions will continue to deteriorate further: outside forces generate increased trafficdemand

- Reduce reliance on automobile travel; sidewalks, trails and on-road bicycle routes developed asalternate transportation facilities leading to mass transit, high density areas, public facilities andemployment areas

- Coordinate land use decisions and transportation planning within county and region- Bicycle Program: make bicycling a viable mode; major regional trail along I-66- Countywide Objectives and Policies:

1. Provide for both through and local movement of people and goods via a multi-modaltransportation system that provides transportation choices, reduces single-occupancy-vehicle (SOV) use and improves air quality

2. Increase use of public transportation and non-motorized transportation3. Ensure that roadway system provides adequate local access and capacity for through

movements, consistent with financial, social, and environmental constraints and withthe county’s goal of reducing SOV use

4. Provide a comprehensive network of sidewalks, trails and on/off road bicycle routes asan integral element of the overall transportation network

5. Promote TDM to support efficient use of the county’s transportation system6. Ensure that improvements to the transportation system are cost-effective and

consistent with environmental, land-use, social, and economic goals7. Provide transportation facilities and services that minimize community disruption and

adverse environmental impacts8. Identify the funding needed for the county’s transportation system and potential

sources for that funding9. Ensure safety for users of transportation facilities and services and for the general public10. Maximize the operational efficiency of transportation facilities for all modes11. Ensure that land use and transportation policies are complementary12. Preserve land needed to accommodate planned transportation facilities13. Review and update the Fairfax County Transportation Plan and Bicycle Master Plan once

every five years

Prince William Comprehensive Planhttp://www.pwcgov.org/government/dept/planning/Pages/Comprehensive-Planning.aspx

- Transportation: in determining timing and appropriate density or intensity of development, thefollowing criteria is a minimum for consideration:

1. Residential Site Location2. Proximity to existing/programmed transportation facilities3. Existing or planned capacity of the transportation facilities4. Transportation systems management5. Transit6. Non-motorized facilities

- Design Policy 4: Upgrade the visual quality of County gateways and major travel corridors1. Encourage private developers and public agencies – such as VDOT – to provide

landscape treatments and appropriate signage and lighting, to improve the scenicquality of highly visible areas along interstate and regional highways and major Countythoroughfares – including along County-designated HCODs – at each of the County’smajor gateways, in general accordance with the Illustrative Gateway/Corridor DesignGuidelines.

2. Prepare illustrative design guidelines for the I-66 gateway at the east end, enteringPrince William County from Fairfax County and add to the Illustrative Gateway/CorridorDesign Guidelines.

3. Prepare – in cooperation with Virginia Department of Transportation (VDOT) and theprivate sector, and with plans submitted with applications for rezonings, special usepermits, and public facility reviews – landscape plans to improve the scenic quality ofhighly visible areas along interstate and regional highways and major Countythoroughfares, particularly where there are sound walls or along County-designatedHCODs.

4. Use indigenous, drought-tolerant plant species for gateway and roadside landscapeimprovements.

5. Use wildflowers, meadow plantings, and reforestation at gateways and along majortravel corridors.

6. Seek grant funding to support forest preservation and reforestation programs forCounty owned properties and land within public rights-of-way.

7. Develop projects that will continue to add six linear street miles into the street treeprogram annually.

- Design Policy 5: Establish a hierarchy of community streets with appropriately designedstreetscapes.

1. Reinforce the hierarchy of streets, through the use of trees, shrubs, ground covers,lighting, and signage that are scaled appropriately to the street’s width and function; inthe case of landscaping through the use of evenly spaced street trees adjacent to thestreet, landscaped focal points at entrances and at the end of streets, with the mostintense landscaping along the entrance roads with less on the secondary roads.

2. Facilitate the location of utility easements within public rights-of-way, and thecollocation of utilities within easements, through County coordination with VDOT andlocal utility companies. Ensure that utility easements and light poles are located so as tonot conflict with the landscaping plan or the planting of trees.

- Design Policy 6: Incorporate the Community Design Plan into the County’s developmentapplication review and approval process

1. Require development proposed under rezonings, special use permits, ComprehensivePlan amendments, and public facility reviews, when appropriate, to address theprinciples and standards of the Community Design Guidelines.

- Design Policy 7: Encourage the development of well-functioning residential and commercialareas, and the improvement and enhancement of existing residential and commercial areas.

1. Prepare - in conjunction with development proposals and in coordination with theprivate sector – design guidelines that address landscaping, lighting, street furniture,and signage for the County’s existing commercial areas.

2. Locate, when appropriate, new public buildings and associated public space withinmixed-use developments – such as in the 2002 Government Center Sector Plan area,and in the Development Area in general – to encourage economically viable, pedestrian-friendly, mixed-use community centers.

3. Encourage consolidation, undergrounding, or relocation and public or private financingplans to reasonably minimize the negative visual impact of overhead utilities. The plansshould include strategies to encourage the participation of property owners.

4. Encourage the consolidation of access points and reconfigure internal circulation drivesto improve vehicular and traffic safety, in a manner that does not cause internalcongestion. Where appropriate and where such connections will not cause internalcongestion, encourage the creation of interparcel connections to permit vehicularmovement between adjacent commercial properties.

5. Encourage the provision of shelter for pedestrians, complementary building designs(including pad sites), clearly designated building entries, integrated signage (withcomplementary materials, lettering, color, and complementary lighting) in thedesign/redesign of building facades visible from public ways.

6. Encourage the provision of outdoor dining in commercial areas adjacent to eatingestablishments.

- Design Policy 8: Encourage, in appropriate locations, the orientation of new structures towardsadjacent rights-of-way, to create well-defined public streets and spaces.

1. Encourage the placement of a portion of the required parking in the rear of commercialbuildings, with provision made for convenient and well-defined access from that parkingto the building(s) it serves.

2. Encourage the location of new buildings close to the street, to minimize the scale of newarterial and collector streets.

3. Discourage the location of large expanses of parking between public streets and buildingentrances.

4. Encourage structured parking to minimize the parking footprint.- Design Policy 9: Preserve and enhance the unique architectural and landscape qualities of the

County’s rural area.1. Encourage commercial development in the Rural Area to provide design compatibility

between new and existing development. When there is more than one building on asite, design new commercial structures as a cluster of small-scale buildings to minimizetheir mass and to blend them in with existing buildings.

2. Use appropriate indigenous plant materials and traditional planting patterns in areasvisible from public thoroughfares so that new buildings blend into their landscapesurroundings.

3. Provide site plans and building designs that protect the existing visual quality andnatural resource values that make these areas distinctive.

4. Encourage any new development in the Rural Area to preserve the visual character ofthe rural landscape by providing appropriate building setbacks, withlandscaped/preserved open space occupying the setback area; and preservingimportant scenic resources—hedgerows, mature trees, farm buildings, walls and fences,and open fields.

- Design Policy 10: Encourage site plans and building designs for new development that enhancethe settings of the County Registered Historic Sites, as identified in the Cultural Resources Plan.

1. Design projects to mitigate the adverse effects of development on the architectural andlandscape features of archaeological and historic sites and structures when developingproperties or adjacent properties.

2. Encourage the preservation of views to and from historic properties through theprotection of farm fields, meadows, and woodlands.

3. Incorporate adaptive reuse of historic structures into new developments, rather thandemolition, and provide sufficient land around archaeological and historic sites andstructures to preserve the integrity of the site in the historic context.

- Design Policy 11: Encourage innovative approaches to stormwater management1. Encourage the use of natural stormwater management designs, such as wet ponds, as

opposed to dry detention ponds. Where appropriate, develop systems that function asextensions of a site’s natural drainage properties.

2. Encourage innovative design and landscaping of dry detention ponds.3. Encourage the design and construction of regional stormwater wet ponds, if allowed by

federal regulations. Where appropriate, encourage the provision of these regionalfacilities as extensions of the County’s public/private open space network.

4. Encourage the use of stormwater facilities as architectural features of newdevelopment.

5. Encourage minimizing the amount of impervious surfaces in new development throughthe use of appropriate low maintenance pervious paving, and the removal of pavedareas in existing developments, where applicable, to minimize runoff.

- Design Policy 12: Fit new development into the natural landforms, particularly the existingwoodland areas of the County.

1. Recognize existing woodland areas as important features for protecting water quality,contributing to the overall beauty of the County, and promoting ecological diversity.Preserve and protect the natural terrain, drainage, and woodland areas in newdevelopment in accordance with EN-Policy 4, AS-1 and 2 of the Environment Plan.Preserve historic and champion trees and other specimen trees in cooperation with theCounty Arborist.

2. Encourage the integration of public open space areas with that of neighboringproperties, to avoid fragmentation of open spaces and natural areas.

3. Minimize clearing and cut-and-fill operations. Encourage the placement of buildings soas to minimize the need for excessive grading. Avoid disturbance of steep slopes,particularly up-slope of important natural resource areas, such as perennial streams.

4. Align new roads to follow the natural contours of the land. Incorporate into the DCSMroad standards that will allow greater preservation of the natural terrain and woodlandareas.

5. Encourage the preservation of existing natural woodland strips of 50 feet in width andgreater along collector and higher classification streets to screen views of parking lotsand building rears, to maintain a more uniform and continuous streetscape edge along aroadway corridor, and to blend development in with the natural setting of thesurrounding areas.

- Design Policy 13: Encourage the preparation of plans for the preservation and restoration oflandscape resources.

1. Encourage re-vegetation that employs appropriate indigenous species and therestoration of natural landscape features, to mitigate the negative impact ofdevelopment on native plant and animal communities.

2. Encourage re-establishment of the forest edge – where clearing of forested areas isrequired – through the installation of appropriate edge and understory species.

3. Encourage eradication or control of exotic nuisance plant species, where appropriate.- Site Design: principles to be considered include connections to people and their daily needs and

places to walk1. Strategy 10: encourage the extension of street grids into office developments located in

office parks or in town centers, in order to create an interconnected network of streetsthat not only breaks down the scale of development on large parcels but also serves todiffuse traffic at peak hours.

2. Strategy 11: Interparcel connectors should be provided to help alleviate traffic on majorroadways and in conjunction with fire and rescue service objectives. Pedestrian andvehicular connections that link office uses with residential, retail, and recreational usesare encouraged to be provided.

3. Strategy 13: Buildings are encouraged, to foster street vitality by maximizing activityalong the street and by creating many openings onto the street.

- 5 major gateways for study and recommendations*:1. Route 28 (Centerville Road), from the Fairfax County boundary to the Orchard Bridge

project.2. Route 29, from the Fauquier County boundary to Route 15.3. Interstate 66 West, from the Fauquier County boundary to the Route 15 bridge.4. Prince William Parkway and I-95, from the I-95 off-ramp to Telegraph Road.5. Occoquan River/Gordon Boulevard from the I-95 off-ramp to Old Bridge Road.6. *More details on each gateway included in 5c_Community Design

- Needs for public/private improvements of each gateway/corridor:1. The need for attractive, informative signage.2. The need for extensive landscaped buffers and roadway medians.3. The need for new or additional pedestrian walkways or trails.4. The need to buffer or eliminate visual blight.

5. The need for new, additional, or replacement lighting.6. The opportunity to create, through community design, a “sense of place” for the

gateway, the corridor, and Prince William County in general.- Funding for strategies could occur through grants, private development districts, public bonds,

rezoning proffers, and/or private funding- Economic Development Plan: provide land use and infrastructure-related policies and action

strategies that can assist in meeting economic goals- Climate & Air Quality:

1. Request MWCOG or VDOT to review air quality/transportation studies along majortransportation corridors and at congested intersections in order to better define theimpacts and trends of vehicle-generated pollution

2. Developments, including and not limited to transit-oriented and mixed use projects,shall optimize the use of transit and non-motorized trips in order to reduce pollutionimpacts from vehicles and shall contain the appropriate support facilities, such as busshelters, dedicated bicycle lanes, bicycle parking facilities, trails, crosswalks, sidewalks,etc.

3. Where appropriate, encourage VDOT, the County, and developers to preserve and/orre-establish vegetative buffers along arterial roadways as a means of filtering andabsorbing pollutants.

4. Reduce vehicle pollution by encouraging the use of alternative modes of transportincluding van/carpooling, public transit, bicycles, and pedestrian paths.

5. County development and transportation projects shall lead by example, incorporatingthe highest environmental leadership standards and requiring plan review and erosionand sediment control inspection frequencies that meet or exceed state standards.

6. Become a Green Partner with George Mason University (GMU), and encourage the useof transit to access the GMU-Prince William campus. Explore opportunities to partnerwith non-public schools and other transportation systems to reduce the energy used forpublic school transportation.

- Fire & Rescue:1. Include transportation solutions as mitigation measures – such as interparcel connectors

(public access roads connecting one or more parcels), installation of traffic signal pre-emption equipment, intersection improvements, and accessibility within a site. Anyproposals to connect roads through residential areas for the purpose of providingemergency vehicle access should be reviewed on a case-by-case basis. Also encouragethe provision of additional new development mitigation measures such as firesuppression systems (sprinklers), and emergency medical training for on-site staff. Suchmeasures, where provided, shall be described in each rezoning or special use permitapplication.

2. Ensure that road networks, water systems, and related parts of the service deliverysystem are built in the early phases of project development.

3. Strategically locate new stations considering existence of transportation barriers, suchas impediments to access, i.e. narrow shoulders or availability of cross-overs or cut-throughs

- Housing:

1. Identify the level at which safety would be compromised by traffic in existing residentialneighborhoods. Also, identify mitigation actions such as traffic calming, traffic reduction,etc., to resolve undesirable impacts. The considered impacts would include but not belimited to noise, emissions, speed, and volume based, in part, on the Long-Range LandUse, Transportation, and Environment Plan chapter goals, policies and strategies.

2. Assign a high priority to those identified improvements necessary to mitigate theimpacts of or reduce the volume of unsafe traffic in identified neighborhoods in state orCounty capital improvement programs, management plans, and budgets. Identify thoseneighborhoods in need of new or repaired sidewalks, curbs, gutters, and streetpavement or other infrastructure and supporting facilities and services. Initiate a repairand replacement program for these areas through appropriate private or public means.

- Parks, Open Space and Trails1. Neighborhood, Community, Regional Parks: areas that are appropriate include transit

station centers; require non-motorized access; trail connections oriented to pedestrianand/or bicycle use by employees and residents

2. Ensure connectivity, and encourage diverse forms of transportation betweenneighborhoods/employment centers/transit nodes and open space that is accessible tothe public

3. Trails to encourage revitalization of declining areas, attract tourists, and provide analternative to the use of automobiles that can help reduce traffic congestion

4. Ensure that plans for comprehensive trail network are included in relevant state andregional planning documents

5. Make land use decisions that stimulate both private sector developments and publictransportation improvements that are consistent with the county’s desired trailsnetwork

- Schools:1. Place top priority on siting schools within the boundaries of new developments,

especially with the objective of making elementary schools easily accessible toparents/students via pedestrian facilities.

2. Locate schools sites near the centers of projected student populations, to reduce theneed for busing and excessive walking distances

3. Provide safe access for pedestrians and motorized and non-motorized vehicles- Long-Range Land Use

1. Smart growth: town-centered, transit and pedestrian oriented (open space and trails),integrated multi-modal transportation network

2. Centers of Commerce: easy access to major transportation hubs such as interstatehighway interchanges, commuter rail stations, express bus stops, and commuter parkinglots; major transit facilities; integration of a variety of transportation modes with anemphasis on internal pedestrian walkability;

3. Direct new development to areas served by transit corridors, particularly designatedcenters of commerce, centers of community, and mass transit nodes

Prince William Transportation Planfile:///M:\_Reference\Muncipalities\Virginia\Prince%20William\Comprehensive-Plan_2008\19_Transportation_UpdatedMarch2013.pdf

http://eservice.pwcgov.org/planning/documents/19_Transportation.pdf

- Reduce congestion: expand road, transit, and non-motorized capacity- Integrating transportation planning with land use planning, using 10 principles of Smart Growth

o Concentrate population, jobs, and infrastructure within vibrant, walkable centers ofcommunity and commerce throughout the county to ease road congestion

- Transportation plan, roadway plan, transit plan, and non-motorized plan with specific goals,policies, action strategies, with supporting tables and appendices for framework of planning anddevelopment of Prince William County’s multi-modal transportation system

- Goal: create and sustain and environmentally friendly, multi-modal transportation system thatmeets demands for intra- and inter-county trips; is integrated closely with existing and planneddevelopment; and provides a network of safe, efficient, and accessible modes of travel

- Policy: ensure the County’s transportation network (new or upgrades): address safety (includingpedestrian), minimize conflicts with environmental and cultural resources, maximize costeffectiveness, increase accessibility of all travel modes, is consistent with the land use plans tominimize project trip demand, provides sufficient capacity to meet demand

- I-66 (Faququier County line to Fairfax County line):o Construction of 3rd general purpose lane, plus a shared HOV lane/fourth general

purpose lane between Fairfax County and the I-66/Route 234 interchange§ Eastbound HOV: 2+ occupants in AM, GP remainder of day§ Westbound HOV: 2+ occupants in PM, GP remainder of day

o Extension of 3rd GP lane and shared HOV/4th GP lane from I-66/Route 234 interchange toFauquier County line proposed to assist in inter-county movement of traffic to and fromwestern portion of Prince William County

o Reconfiguration of Route 29/I-66 interchange being proposed to allow more efficientaccess to commercial areas along I-66 corridor

- Tri-County Parkway/Route 28 Bypass (Sudley Rd/Route 234 to Fairfax County)o Proposed road extension, provide relief to I-66

- Route 234 Bypass/I-66: additional ramps to existing interchange added as Route 234 Bypass isextended northbound

- I-66/Route 29 (Lee Hwy): interchange improvements proposed as part of I-66 widening projectand the Gainesville interchange improvement project to help facilitate movement to the heavilycommercial areas of Virginia Gateway and around Gainesville

- Route 29 (Lee Hwy)/Linton Hall Road – provision of interchange as part of Gainesvilleinterchange project will help facilitate heavy turning movements to and from Linton Hall Roadand assist with access to ramps to I-66/Route 29 interchange

- I-66 HOV Extension (adds 2 SOV and 2 HOV lanes from Route 29 to Prince William Pkwy):projected cost $111,232,000

- I-66/Route 29 (Gainesville) Interchange (includes construction of Linton Hall Rd/Route 29Interchange and widening of Route 29 from 4 to 6 lanes from I-66 to Virginia Oaks Drive):projected cost $181,374,000

- OmniRide: services to Fairfax would require an “easy off-easy on” solution for buses such as aninline station close to I-66 that feeds circulator shuttles serving Fairfax

Long-Range Transportation Plan for National Capital Regionhttp://www.mwcog.org/clrp/projects/highway.asp

Capital Improvements: almost 650 additional lane-miles by 2020, 538 by 2040; additional 44 miles oftransit rail by 2020

- Silver Line: Phase 2 complete 2016 ($2.78 billion)- Corridor Cities BRT: complete 2020 ($1.04 billion)- Purple Line: complete 2020 ($2.37 billion)- DC Streetcar: segments completed 2015, 2016, 2020 ($822 million)- Crystal City/Potomac Yards Busway: complete 2019- Columbia Pike Streetcar: complete 2017 ($358 million)- I-270/US 15 Corridor: complete 2030 ($5.47 billion)- I-85 HOV/Bus/HOT lanes: complete 2015 ($982 million)- South Capitol Street Bridge: complete 2015 ($823 million)

2014 additions/changes: Route 123 widening (from Leesburg Pike to Capital Beltway from 6 to 8 lanes)- Length: <1 mile- Complete: 2021- Cost: $22 million

2015-2020 TIP:- 6 yr total $17.97 billion

o Roads/Bridges: $6.035 billiono Transit: $8.423 billiono Bike/ped: $344 milliono Other: $2.915 billion

- Funding sourceso State/local: 39%o AC/GARVEE: 19%o FHWA: 18%o FTA: 19%o Private: 4%o Other: 1%

- Prince George’s County Project List: M-55 – M-65- NoVA TIP Projects:

o I-66:§ additional lanes (HOV peak)§ @ Route 28 interchange improvements (remove 4 signals on Rt 28 to enhance

safety and improve capacity to accommodate the area’s forecasted traffic demand)§ HOV & SOV widening§ Spot improvements inside the Beltway§ Reconstruction of I-66/Route 15 interchange

o US 15 South King St Widening

o Route 234 Bypass extension ($5 million 2015)o Route 28 widen to 4 lanes including Rt 215 re-alignmento Route 28 widening to 6 lanes from Godwin Drive to City Southern Corporate Limitso Route 28 Metrorail Station (innovation station)o VA 286: construct interchange at Engineering Proving Grounds at Fairfax County Parkwayo Manassas National Battlefield Park Bypass: US 29/Lee Hwy from I-66 to VA 621o US 1/VA 123 interchange widening

Transportation Vision PlanGoal 1: The Washington metropolitan region’s transportation system will provide reasonable access atreasonable cost to everyone in the region

Objectives:1. A comprehensive range of choices for users of the region’s transportation system2. Accurate, up-to-date and understandable transportation system information which is available

to everyone in real-time, and is user-friendly for first-time visitor and residents, regardless ofmode of travel or language of traveler

3. Fair and reasonable opportunities for access and mobility for persons with special accessibilityneeds

4. Convenient bicycle and pedestrian access

Strategies:1. Plan, implement, and maintain a truly integrated, multi-modal regional transportation system2. Plan and implement a tourist-friendly system that encourages the use of transit and provides

international signage and information3. Make the region’s transportation facilities safer, more accessible, and less intimidating for

pedestrians, bicyclists, and persons with special needs4. Plan and implement a uniform fare system for transit and commuter rail5. Adopt a regional transit planning process and plan, with priority to uniformity, connectivity,

equity, cost effectiveness and reasonable fares

Goal 2: The Washington metropolitan region will develop, implement, and maintain and interconnectedtransportation system that enhances quality of life and promotes a strong and growing economythroughout the entire region, including a healthy regional core and dynamic regional activity centerswith a mix of jobs, housing and services in a walkable environment

Objectives:1. Economically strong regional core2. Economically strong regional activity centers with a mix of jobs, housing, services, and recreation in

a walkable environment3. A web of multi-modal transportation connections which provide convenient access (including

improved mobility with reduced reliance on the automobile) between the regional core and regionalactivity centers, reinforcing existing transportation connections where appropriate

4. Improved internal mobility with reduced reliance on the automobile within the regional core andwithin regional activity centers

5. Efficient and safe movement of people, goods, and information, with minimal adverse impacts onresidents and the environment

Strategies:1. Define and identify existing and proposed regional activity centers, taking full advantage of existing

infrastructure, for the growth and prosperity of each jurisdiction in the region2. Encourage local jurisdictions to provide incentives for concentrations of residential and commercial

development along transportation/transit corridors within and near the regional core and regionalactivity centers, such as zoning, financial incentives, transfer of development rights, priorityinfrastructure financing, and other measures

3. Encourage the federal government to locate employment in the regional core and in existing and/orplanned regional activity centers

4. Give high priority to regional planning and funding for transportation facilities that serve theregional core and regional activity centers, including expanded rail service and transit centers wherepassengers can switch easily from one transportation mode to another

5. Identify and develop additional highway and transit circumferential facilities and capacity, includingPotomac River crossings where necessary and appropriate, that improve mobility and accessibilitybetween and among regional activity centers and the regional core

6. Intercept automotive traffic at key locations, encouraging “park once,” and provide excellentalternatives to driving in the regional core and in regional activity centers

7. Develop a system of water taxis serving key points along the Potomac and Anacostia Rivers

Goal 3: The Washington metropolitan region’s transportation system will give priority to management,performance, maintenance, and safety of all modes and facilities.

Objectives:1. Adequate maintenance, preservation, rehabilitation, and replacement of existing infrastructure2. Enhanced system safety through effective enforcement of all traffic laws and motor carrier safety

regulations, achievement of national targets for seatbelt use, and appropriate safety features infacility design

Strategies:1. Factor life-cycle costs into the transportation system planning and decision process2. Identify and secure reliable sources of funding to ensure adequate maintenance, preservation, and

rehabilitation of the region’s transportation system3. Support the implementation of effective safety measures, including red light camera enforcement,

skid-resistant pavements, elimination of roadside hazards, and better intersection controls

Goal 4: The Washington metropolitan region will use the best available technology to maximize systemeffectiveness.

Objectives1. Reduction in regional congestion and congestion-related incidents.2. A user-friendly, seamless system with on-demand, timely travel information to users, and a

simplified method of payment.3. Improved management of weather emergencies and major incidents.

4. Improved reliability and predictability of operating conditions on the region's transportationfacilities.

5. Full utilization of future advancements in transportation technology.

Strategies1. Deploy technologically advanced systems to monitor and manage traffic, and to control and

coordinate traffic control devices, such as traffic signals, including providing priority to transitvehicles where appropriate.

2. Improve incident management capabilities in the region through enhanced detection technologiesand improved incident response.

3. Improve highway lighting, lane markings, and other roadway delineation through the use ofadvanced and emerging technologies.

4. Establish a unified, technology-based method of payment for all transit fares, public parking fees,and toll roads in the region.

5. Utilize public/private partnerships to provide travelers with comprehensive, timely, and accurateinformation on traffic and transit conditions and available alternatives.

6. Use technology to manage and coordinate snow plowing, road salting operations, and otherresponses to extreme weather conditions, and to share with the public assessments of roadconditions and how much time it will take to clear roadways.

7. Use advanced communications and real-time scheduling methods to improve time transfersbetween transit services.

8. Develop operating strategies and supporting systems to smooth the flow of traffic and transitvehicles, reduce variances in traffic speed, and balance capacity and demand.

9. Maintain international leadership in taking advantage of new technologies for transportation, suchas automated highway systems and personal rapid transit.

Goal 5: The Washington metropolitan region will plan and develop a transportation system thatenhances and protects the region's natural environmental quality, cultural and historic resources, andcommunities.

Objectives:1. The Washington region becomes a model for protection and enhancement of natural, cultural, and

historical resources.2. Reduction in reliance on the single-occupant vehicle (SOV) by offering attractive, efficient and

affordable alternatives.3. Increased transit, ridesharing, bicycling and walking mode shares.4. Compliance with federal clean air, clean water and energy conservation requirements, including

reductions in 1999 levels of mobile source pollutants.5. Reduction of per capita vehicle miles traveled (VMT).6. Protection of sensitive environmental, cultural, historical and neighborhood locations from

negative traffic and developmental impacts through focusing of development in selected areasconsistent with adopted jurisdictional plans.

Strategies:

1. Implement a regional congestion management program, including coordinated regional busservice, traffic operations improvements, transit, ridesharing, and telecommuting incentives, andpricing strategies.

2. Develop a transportation system supportive of multiple use and higher density (commercial andresidential) in the regional core and regional activity centers as a means of preserving land; natural,cultural and historic resources; and existing communities.

3. Support regional, state and federal programs which promote a cost-effective combination oftechnological improvements and transportation strategies to reduce air pollution, includingpromoting use of transit options, financial incentives, and voluntary emissions reduction measures.

4. Develop a regional tourism initiative to encourage air and train arrival in the region, and additionaltransit access and automobile parking at the termini of Metrorail/rail services.

5. Provide equivalent employer subsidies to employees with the intent of "leveling the playing field"between automobile and transit/ridesharing.

6. Plan and implement transportation and related facilities that are aesthetically pleasing.7. Implement a regional bicycle/trail/pedestrian plan and include bicycle and pedestrian facilities in

new transportation projects and improvements.8. Reduce energy consumption per unit of travel, taking maximum advantage of technology options.

Goal 6: The Washington metropolitan region will achieve better inter-jurisdictional coordination oftransportation and land use planning.

Objectives1. A composite general land use and transportation map of the region that identifies the key elements

needed for regional transportation planning--regional activity centers, principal transportationcorridors and facilities, and designated "green space."

2. Region-wide coordination of land use and transportation planning in accordance with therecommendations of the Partnership for Regional Excellence report approved by the COG Board ofDirectors in 1993.

Strategies1. Develop a regional process to notify local governments formally of regional growth and

transportation policy issues, and encourage local governments to specifically address such issues intheir comprehensive plans.

2. Identify an agreed-upon set of definitions and assumptions to facilitate regional cooperation.3. Ensure that major corridor studies include options that serve the regional core and regional activity

centers shown on the regional map.4. Develop, in cooperation with local governments, model zoning and land use guidelines that

encourage multiple use development patterns and reduce non-work automobile dependency.5. Plan for development to be located where it can be served by existing or planned infrastructure.

Goal 7: The Washington metropolitan region will achieve an enhanced funding mechanism(s) forregional and local transportation system priorities that cannot be implemented with current andforecasted federal, state, and local funding.

Objectives

1. Consensus on a set of critical transportation projects and a funding mechanism(s) to address theregion's growing mobility and accessibility needs.

2. A fiscally sustainable transportation system.3. Users of all modes pay an equitable share of costs.

Strategies1. Conduct outreach and education activities to promote public participation.2. Develop public support and approval for a specific set of regional and local transportation priorities

and a funding mechanism(s) to supplement (and not supplant) priorities to be implemented withcurrent and forecasted federal, state, and local funding.

Goal 8: The Washington metropolitan region will support options for international and inter-regionaltravel and commerce.

Objectives1. The Washington region will be among the most accessible in the nation for international and inter-

regional passenger and goods movements.2. Continued growth in passenger and goods movements between the Washington region and other

nearby regions in the mid-Atlantic area.3. Connectivity to and between Washington Dulles International, National, and Baltimore-Washington

International airports.

Strategies1. Maintain convenient access to all of the region's major airports for both people and goods.2. Support efficient, fast, cost-effective operation of inter-regional passenger and freight rail services.3. Support the development of a seamless regional transportation system.4. Support coordinated ticketing and scheduling among Amtrak, MARC, VRE, WMATA, local bus and

inter-city bus service.5. Develop a regional plan for freight movement.

TransAction 2040http://www.thenovaauthority.org/transaction2040/trans2040publications.html

Highway and Transit LOS results used to discuss general trend of modal conditions within region ratherthan focus on specific locations/highways

Corridor 6 – I-66/US 20/US 50

- Widen VA 7 to six lanes from Brook Road/Lewinsville Road to Dulles Toll Road- Widen Dulles Greenway from six to eight lanes between Leesburg Bypass and VA 28- Construct intersection improvements at the intersection of U.S. 29, U.S. 50, and VA 236 in the- City of Fairfax- Construct intersection improvements at the intersection of U.S. 50 and Jermantown Road- Implementation of Active Traffic Management (ATM) strategies along I‑66 between U.S. 29 in

Centreville and I‑495

- Reconstruct U.S. 50 from Rebel Run to Eaton Place- Construct multimodal improvements at Clarendon Circle- Reconstruct interchange of I‑66 and U.S. 29 in Centreville- Reconstruct U.S. 29 between N. Quincy Street and N. Kenmore Street- Replace the existing VA 123 bridge over Accotink Creek- Widen U.S. 29 to six lanes from I‑495 to VA 7- Construct interchange at U.S. 50 and VA 665 (Waples Mill Road)- Reconstruct median barrier on U.S. 50 from N. Jackson Street to Fillmore Street- Widen John Marshall Highway from two to four lanes between Thoroughfare Road and

Catharpin Road and from four to six lanes between Catharpin Road and Lee Highway- Widen U.S. 50 to six lanes between Waples Mill Road and U.S. 29- Reconstruct I‑66 interchanges with VA 28, Stringfellow Road, U.S. 50, VA 123, and Nutley Street- Widen U.S. 29 to six lanes between VA 309 to Kenmore Street- Construct the Haymarket Bypass- Widen U.S. 29 to six lanes between Pickwick Road and VA 665 (Shirley Gate Road)- Construct Alternate U.S. 29 in Prince William County- Widen U.S. 29 to six lanes between VA 609 (Pleasant Valley Road) and I‑66- Widen U.S. 29 from four to six lanes between Fauquier County and Virginia Oaks Drive in Prince

William County- Extend VRE service to Gainesville and Haymarket- Extend Metrorail Orange Line from Vienna to Centreville- Implement Express Priority Bus service along I‑66 from Gainesville to Washington, D.C.- Implement Priority Bus service along U.S. 29 between Fair Oaks and Washington, D.C.- Implement Priority Bus service along U.S. 50 between Chantilly and the City of Fairfax- Extend Metrorail Orange Line to Gainesville- Implement Priority Bus service along U.S. 50 between Fair Oaks and Washington, D.C.- Construct City of Falls Church Intermodal Transit Plaza- Implement bus-only shoulder lanes along U.S. 50 during the peak periods- Construct multimodal improvements to the East Falls Church Metrorail station, including new

bus bays, pedestrian walkways, and a new western mezzanine- Construct second entrance to Ballston-MU Metrorail Station- Add approximately 2,900 parking spaces on the VRE Manassas Line- Improve vertical access to Court House Metrorail Station- Expand platforms at VRE Manassas Line stations, including Broad Run, Manassas, Manassas

Park, Burke Centre, Rolling Road, and Backlick Road- Introduce and expand bikesharing services in the Arlington portion of the corridor- Reconstruct Rosslyn Circle with "Complete Streets" improvements- City of Falls Church Pedestrian, Bicycle, and Traffic Calming improvements- Expand and enhance Arlington’s network of on- and off-street bicycle/pedestrian facilities to

facilitate expanded use of bicycles in the corridor- Construct a trail along I‑66 from Sully Road to Paddington Lane- Complete trail along U.S. 29 between Dixie Hill Road and Vietch Street- Construct a trail along U.S. 50 from Nutley Street to Arlington Road

Major Projects in the CLRP

- I-495 HOT Lanes: 2 new HOT lanes in each direction from Springfield Interchange to Dulles TollRd

- Fairfax County Parkway/Fair Lakes Parkway/Monument Drive Interchange – Grade separationand widening the Parkway from four lanes divided to six lanes divided (three lanes in eachdirection), primarily into the existing median from south of I-66 to north of Rugby Road (Route750)

- Dulles Metro Rail – Twenty-three-mile extension of the existing Metrorail system from East FallsChurch to Washington Dulles International Airport and west to Ashburn (11 new stations)

- Dulles Access Road – Widen Dulles Access Road from four to six lanes from Dulles Airport to VA123

- I-395/I-95 HOV and HOT Lanes – Add additional HOV capacity and convert to a HOT facility fromVA 610