Date of Meeting: June 29, 2017

# 7

BOARD OF SUPERVISORS

2017 TRANSPORTATION SUMMIT

INFORMATION ITEM

SUBJECT: Route 7, East of Route 28 to the Fairfax County Line

ELECTION DISTRICTS: Algonkian, Broad Run, and Sterling STAFF CONTACTS: Kathleen Leidich, Transportation and Capital Infrastructure

Joe Kroboth, III, Transportation and Capital Infrastructure PURPOSE: To provide the Board of Supervisors (Board) with information to gauge the Board’s interest in amending the Countywide Transportation Plan (CTP) to convert the segment of Route 7 between Route 28 and the Fairfax County line (at Dranesville Road), or portion thereof, to a limited access roadway or approaching limited access roadway conditions. BACKGROUND: The Department of Transportation and Capital Infrastructure (DTCI) staff has identified the Route 7 Corridor as a section of highway that functions as a commuter route and provides access to mixed use developments. As one of the County’s earliest auto-oriented commercially developed land areas, much of the corridor, particularly east of Potomac View Road, was developed in the 1960s and 1970s, prior to widespread use of access management techniques to coordinate and consolidate vehicle access to individual parcels. Unlike the segment of Route 7 between the Leesburg Bypass and Route 28, the Countywide Transportation Plan (CTP)1 does not currently envision the 4.07-mile segment of Route 7 east of Route 28 as a limited access highway. The CTP does call for an increase in the current controlled access condition which includes the elimination of all individual parcel access points along the segment and no increase in the number of median crossovers. At present, based on data published by the Virginia Department of Transportation (VDOT) in 2016, this segment of Route 7 carries approximately 62,000 vehicles per day and is classified in the CTP as a principal arterial. The roadway has been built to its ultimate six-lane median divided (U6M) controlled access condition as currently planned in the CTP. This Route 7 segment, east of Route 28 to the Fairfax County line, features:

two (2) grade-separated interchanges, eight (8) signalized intersections, one (1) unsignalized median crossover, and

1 Revised Countywide Transportation Plan Amended through December 6, 2016

Item 7, Route 7, East of Route 28 to the Fairfax County Line Board of Supervisors 2017 Transportation Summit

June 29, 2017 Page 2

approximately 27 individual, or shared parcel access points (driveways). Access points increase in frequency in the 1.3-mile segment of the corridor east of Potomac View Road, with 16 individual or shared parcel access points along the easternmost ¼ mile segment alone between Lakeland Drive and Dranesville Road. This easternmost ¼ mile segment also features a two-way service road within the public right-of-way along the south side of roadway. The presence of numerous existing traffic signals and parcel access points contribute to the reduction of the overall capacity of the roadway resulting in reoccurring congestion during peak travel periods. A map of the corridor, showing traffic control and lane configurations at each intersection/access point, is provided as Attachment 1. A map showing VDOT published traffic volumes along this segment of Route 7 over the past five (5) years (2012-2016), and 2016 VDOT daily traffic volumes for intersecting public streets, is provided as Attachment 2. Crash data by type and location within the corridor over the past five (5) years (2012-2016) is provided as Attachment 3. An overall view of the CTP network in the vicinity of the corridor is provided as Attachment 4. The CTP (Chapter 2, Suburban Area Road Policy #5) also acknowledges the corridor’s status as a major gateway to Loudoun County and calls for roadway improvements along the corridor to support revitalization efforts in the surrounding area. The zoning along the corridor is also shown in Attachment 1. This graphic will also be available for viewing in large format at the Transportation Summit. Recent County Projects and Ongoing Studies: In 2013, the County completed improvements to increase safety and improve traffic flow and operations at three intersections along this segment of Route 7: Potomac View Road, Sterling Boulevard, and Augusta Drive. These improvements included additional and lengthened turning lanes, signal modifications to match the revised lane configurations, and the closure of side-street access to/from Sterling Boulevard, just south of Route 7 at East Amherst Street / West Amherst Place. Presently, there are two ongoing County studies along or in close proximity to the corridor: First, in response to an April 2016 Board Member Initiative (BMI) and subsequent Board direction in October 20162, DTCI staff is evaluating the installation of pedestrian crossings, including potential grade-separated pedestrian crossings, at five (5) intersections on Route 7:

Bartholomew Fair Drive/Campus Drive; Potomac View Road; Sterling Boulevard/Cardinal Glen Drive; Augusta Drive; and Lakeland Drive.

The analysis will also include an estimation of the increase or decrease in travel time through the 2 October 20, 2016 Board of Supervisors Business Meeting: Item 09: RBMI: Route 7 Pedestrian Crossing Feasibility Study

Item 7, Route 7, East of Route 28 to the Fairfax County Line Board of Supervisors 2017 Transportation Summit

June 29, 2017 Page 3

study area as a result of adding the pedestrian crosswalks. Upon completion, this study report will be presented to the Board to seek direction on the implementation. Second, in response to a September 2016 BMI and subsequent Board direction in March 20173, DTCI staff is preparing a traffic engineering study to evaluate safety concerns along Maple Leaf Terrace / Jennings Farm Drive (as part of a larger study also including Augusta Drive). Maple Leaf Terrace / Jennings Farm Drive form the Route 7 North Collector Road, a two-lane minor collector roadway (U2 section) shown on the CTP between Augusta Drive and Lakeland Drive. The ongoing study will evaluate operational improvements including potential on-street parking restrictions to ensure adequate sight distance and potential relocation of existing bus stops. This study report will be presented to the Board to seek direction on the implementation. Fairfax County Plans, Studies and Improvements: Within Fairfax County, Route 7 continues east from Dranesville Road to Georgetown Pike as a six-lane roadway, with plans in place to widen the remainder of the corridor to six lanes east to Tysons. On June 6, 2017, the Fairfax County Board of Supervisors endorsed the design plans for this widening project; according to the VDOT, construction of this project is anticipated to begin in late 2020 with completion in 2025. In addition to the grade-separated interchange in place today at Fairfax County Parkway, Fairfax County also plans interchanges at other key intersections along its portion of Route 7, including at Baron Cameron Avenue (included in the widening project noted above) and at Dranesville Road. It is also important to note that Fairfax County and VDOT are in the process of completing an existing conditions and short-term improvements evaluation of the Fairfax County Parkway. As a follow-up phase, Fairfax County has begun an alternatives analysis and long-term planning study to evaluate the County’s Comprehensive Plan and identify other needed improvements for that corridor. This effort will include significant public outreach and will consider transit, HOV lanes, expanding limited access, adding new interchanges, and trail improvements. The study duration will be approximately two (2) years with an estimated completion in 2019. Staff from the DTCI will continue to monitor this Fairfax County effort and report on any findings to the Board as they develop. ISSUES: With planned improvements to other arterial roadways in the surrounding network (e.g., Route 7 both east and west of the corridor, Fairfax County Parkway, Route 28), it is anticipated that additional traffic will utilize this segment of Route 7 as part of the overall arterial roadway network. Further, due to the fact that this segment of Route 7 lacks parallel collector roads (such as those that exist on Route 7 west of Route 28, along Route 28, and along Route 50), and that it is not feasible to construct such parallel roads from end to end of the corridor, both local and regional traffic is funneled onto the mainline of Route 7 in this area, causing additional conflicts and increasing congestion during peak periods. A western Potomac River Crossing in the vicinity of Route 28 may also increase congestion on this segment of Route 7. Additionally, approved but yet unbuilt developments in and near the corridor, including additional approved development at Dulles Town Center, will also add to the traffic growth along this segment of Route 7.

3 March 7, 2017 Board of Supervisors Business Meeting: Item 10: RMBI: Traffic Study to Address Safety Concerns on Augusta Drive

Item 7, Route 7, East of Route 28 to the Fairfax County Line Board of Supervisors 2017 Transportation Summit

June 29, 2017 Page 4

Given the active business and residential activity in place today along this segment of Route 7, coupled with existing right-of-way constraints, any study of this corridor would need to take into account a number of factors, including context sensitive improvements, noise mitigation (particularly between Potomac View Road and Augusta Drive), safety, mobility, and access management. With the age of certain developments in the corridor, infrastructure investment on and along this segment of Route 7 could help achieve the County’s goal (CTP Chapter 2, Suburban Area Road Policy #5) to revitalize the area and create a cohesive gateway into Loudoun County from the east. Solutions to convert this segment of roadway to a limited access facility, or approaching limited access conditions, could include a combination of additional grade-separated interchanges, grade-separated overpasses with no access to Route 7. Types of at-grade improvements could include construction of inter-parcel connections to reduce / consolidate Route 7 access points and reconstruction of site frontages to remove existing service roads. The use of alternative intersection design4 could also be employed to accommodate heavy turning movements. Examples of alternative intersection designs currently in place or approved for use in Virginia are shown in Attachment 5 and include the Continuous Green-T Intersection (Leesburg), Split Intersection (Fairfax), Quadrant Intersection (Front Royal), the Echelon Interchange (Reston), Grade-Separated Underpass Intersection (Charlottesville), and Grade-Separated Overpass Intersection (Springfield). It is important to note that in the near future the Commonwealth Transportation Board (CTB) is anticipated to initiate an Arterial Preservation Program and establish “mobility corridors” throughout the state. A presentation given at the May 2017 CTB Meeting is provided as Attachment 6. Evaluating Route 7 for conversion to limited access or approaching limited access roadway conditions is consistent with this potential future program. Staff will update the Board at the Transportation Summit regarding any CTB action that may have taken place after publication of this item.

FISCAL IMPACT: There is no fiscal impact associated with this item.

STAFF RECOMMENDATIONS: The following Staff recommendations are presented for the Board’s consideration and discussion: 1. Staff recommends the completion of a study to evaluate the potential conversion of Route 7

east of Route 28 from its current controlled access status to limited access or approaching limited access roadway conditions.

4 Technical information on Alternative Intersection Design is available at: https://safety.fhwa.dot.gov/intersection/alter_design/

Item 7, Route 7, East of Route 28 to the Fairfax County Line Board of Supervisors 2017 Transportation Summit

June 29, 2017 Page 5

DISCUSSION: Staff is seeking direction from the Board in regards to the following questions: 1. Is it the Board’s desire to study and evaluate the potential conversion of Route 7 east of Route

28 from its current controlled access status to limited access or approaching limited access roadway conditions?

2. Does the Board have specific concerns regarding any section of the Route 7 corridor east of Route 28?

3. Are there multimodal solutions the Board would like to see explored along Route 7 east of Route 28?

4. Would the Board like for staff to work with neighboring jurisdictions (Fairfax County) to coordinate plans and recommendations specific to the area in the vicinity of Dranesville Road?

ATTACHMENTS:

1. Corridor Map showing Traffic Control, Access Configurations and Existing Zoning Districts 2. Corridor Map showing Traffic Counts (2012-2016) including Annual Percentage Growth 3. Crash Data (2012-2016) 4. CTP Roadway Network Map 5. Examples of Alternative Intersection Types 6. CTB Presentation – Arterial Preservation Program (May 2017)

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Route 7: Route 28 to Fairfax County Line Intersection Control and Zoning

FAIRFAX COUNTY

Developed for June 29, 2017 Transportation Summit Zoning boundaries reflect updates through May 2017

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0 0.25 0.5Miles §

Route 7 2012 AWDT : 62,000 2013 AWDT : 65,0002014 AWDT : 62,0002015 AWDT : 62,000 2016 AWDT : 62,000

Stable X,XXX - VDOT Average Weekday Daily Traffic (AWDT) VolumesX % Growth – Total Growth from 2012 - 2016

Crashes by Severity 2012 - 2016

SeverityNumber of

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Fatality 4

Injury 341

Property Damage Only 764

Total 1109

VDOT Roadway Network System (RNS) crash data from 1/1/2012 to 12/31/2016

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Route 7: Route 28 to Fairfax County LineCountywide Transportation Plan

P o t o m a c R i v e r

Route 7, East of Route 28 to the Fairfax County Line At the Transportation Summit 2017, the Board of Supervisors (the Board) will discuss Route 7 east of Route 28 and whether there is interest in performing a study to consider changing this segment of Route 7 to a limited access roadway in the County Transportation Plan (CTP). Understanding the right-of-way and access implications associated with creating a limited access roadway, a representative list of alternative intersection configurations have been assembled for the Board to review. These (or other types) could be implemented as a means for increasing the capacity of Route 7. Below are a few examples of alternative intersection configurations that could be considered.

1. Continuous Green-T Intersection, Leesburg Bypass and Fort Evans Road NE(Leesburg, VA)

In this configuration, the southbound lanes of the Leesburg Bypass are not controlled by the signal and remain free-flow through the intersection. Channelized left-turn lanes allow access to and from the Leesburg Bypass without disrupting the flow of southbound traffic.

Image Source: Google Maps

Page 1

ATTACHMENT 5

2. Split Intersection, Route 286 and US Route 29 (Fairfax, VA) This configuration is an at-grade variant of the diamond interchange where the arterial road is being split-up into separated roadways by 200 to 300 feet, creating one-way pairs of roadways for the two intersecting roadways. The example provided represents only the turning movements between Route 286 and Route 29, with the through movements expressed through the intersection with under and overpasses. In an at-grade split intersection, the expressed through movements would not exist and they would travel through the one-way roadways.

Image Source: Google Maps

Page 2

3. Quadrant Intersection, Route 55 and US Route 340/522 (Front Royal, VA) The quadrant intersection works by rerouting all four left turn movements at a four-legged intersection onto a road that connects the two intersecting roads. This design prohibits all left turns at the main intersection, which allows a simple two phase signal to process the remaining through and right-turn movements. This results in less delay, and in turn, enhanced intersection performance.

Image source: http://www.virginiadot.org/projects/staunton/warren_county_8211_south_fork_bridge_route_340-522.asp

Page 3

4. Echelon Interchange, Route 7 and Baron Cameron Avenue (Reston, VA) For an echelon interchange, one approach on one or both intersecting cross streets is structurally elevated as the cross streets intersect. Typically, both intersecting cross streets are elevated, resulting in two signalized intersections controlling the juncture of the two approaches. The result is a symmetrical but offset pair of two-phase intersections separated by grade, both operated by two-phase signals as in the meeting of two one-way streets. The elevation is provided with the help of retaining wall structures.

Image source: http://connectroute7.org/documents/baron_cameron_and_rte_7_rendering.pdf

Page 4

5. Grade Separated Intersection (Underpass), US Route 29 and Rio Road (Charlottesville, VA)

In this configuration, the US 29 through lanes pass underneath the signalized intersection to move traffic more efficiently through the intersection and corridor. The heaviest traffic movements (through along US 29) do not have to stop at the traffic signal and free flow through the intersection.

Image source: http://www.route29solutions.org/learn_more/2._rio_road_intersection.asp

Page 5

6. Grade Separated Intersection (Overpass), Franconia Road and Frontier Drive (Springfield, VA)

In this configuration, the Franconia Road through lanes pass over the signalized intersection to move traffic more efficiently through the intersection and corridor. The heaviest traffic movements (through along Franconia Road) do not have to stop at the traffic signal and free flow through the intersection.

Image Source: Google Maps

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Page 6

CTB Workshop | May 2017

Garrett Moore, P.E. | Chief Engineer

Protecting Virginia’s Arterial Investments

ATTACHMENT 6

2

Goals for Critical Arterial Corridors

• Goal #1 – Discourage signal/access point proliferation

on critical arterials of the CoSS

• Goal #2 – Improve mobility on existing arterials of the

CoSS to continue support for economic development

US 460 Lowe’s signal

immediately west of

Bedford Bypass Closely-spaced signals

on US 250/Broad St in

Henrico County

• Mobility Preservation Highway Segments (MPHSs)

• Critical rural arterials with no parallel Interstate

• Mobility Enhancement Highway Segments (MEHSs)

• Urban arterial segments of CoSS

• Accessibility to adjacent parcels, transit, and bikes/peds

3

Identifying the Critical Corridors

• Signals

• New signals on Preservation segments of the CoSS

approved by State Traffic Engineer and District

Engineer/Administrator

• Signal removals approved by District Traffic Engineer

• Crossovers

• New crossovers on highway segments of the CoSS

approved by State Location & Design Engineer

• Crossover closings approved by District

Engineer/Administrator

4

Levels of Authority for Approval

• Benefits:

• Reduce stops-on-red

• Potentially significant safety benefits

• “VDOT Junction Screening Tool”

(VJuST) – new tool that conceptually

compares traditional vs. AI concepts

5

Alternative Intersections (AI’s)

AI’s on a 3.5 mile

stretch of US 281 in

San Antonio TX

resulted in 34~40%

decrease in corridor

travel times

Saluda Food Lion on

US 17 – entrances

modified in June 2015

to require drivers to

make “J-Turns” to

enter and exit

• Revise policies on Traffic Signal and

Crossover location approvals

• Require analysis of AI’s or grade-

separation in lieu of new signals

• Add Alternative Intersection/

Interchange design guidance

6

Road Design Manual Revisions

• VDOT has completed 3 AMP’s ; 6 more in progress

• Upcoming I&IM will address Corridor Study process

• I&IM will require that signal removal, median

crossover closures, and AI’s be considered in AMP’s

• AMPs will be coordinated with OIPI

7

Arterial Management Plans (AMPs) for Mobility Preservation Highway Segments

Completed AMP for Route 3, Spotsylvania

County (east of Orange County line)

8

Innovative Strategies For MaximizingTraffic Signal Throughput

Strategy Benefits In use

in VA?

Advanced Signal

Control

Technologies

• Real-time monitoring of quality of operations

• Facilitate signal optimization

• Minimize stops-on-red

• Facilitate cross-jurisdictional signal coordination

�

Innovative

Vehicle

Detection

• Delay onset of red when it will help approaching

trucks avoid “hard” braking

• Delay start of green when a likely red light

runner is detected

�

• Outreach to developer community

• Implementation of policy revisions (Road Design

Manual revisions, new I&IMs, etc.)

• Communications materials educating public on

benefits of Alternative Intersections

• Training to internal & external designers

9

Next Steps