I-66 Multimodal Study Final Report - Virginia Department of ...

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Recommendationsto improve mobility and its ability in concept to serve as an interim phase for MultimodalPackage 2, is considered a good candidate for recommendation. 2Overall, evaluation of all of the scenarios tested using the quantitative performance measuresdetailed in Section 3.0 indicate that components of the following three multimodal packages –Multimodal Package 1/Sensitivity Test 1, Multimodal Package 2, and Multimodal Package 4 –could be combined to develop a hybrid multimodal package to achieve the two study goals ofimproving mobility and reducing congestion. Supporting merits of these three packagesinclude:All of these multimodal packages improve or increase daily PMT, person throughput, andtransit ridership in the corridor over the Baseline. Sensitivity Test 1 does the most formobility in the corridor, 3 but only marginally more than Multimodal Package 2.Multimodal Package 2 does the most to relieve congestion in the corridor, reducingcongested VMT by almost 17 percent in the peak periods.The increased capacity in Multimodal Package 2 helps divert more PMT to the freeway andprovides some relief to the arterial roadways.In Multimodal Package 4, selected additional transit service enhancements in the study areashow the potential to provide additional transit choices to, from, and through the studyarea. The results from Multimodal Package 4 suggest that consideration should be given toenhancing the level of transit trunk route service on selected bus routes in the study area.However, the capital cost associated with developing a shoulder lane on U.S. 50 as comparedwith the ridership estimates, suggest this element should not be carried further.While the study examined a third through lane for the entire length of the study area inMultimodal Package 2, future development work may be conducted to identify specificsegments where a third lane would be most beneficial. A targeted addition of a third lanewould help reduce the impact of costs associated with widening.The proposed targeted widening component for Multimodal Package 2 could be phased inby first implementing just the tolling aspect of the package (see footnote) and adding thethird lane when certain thresholds of congestion and/or service levels are reached.Opportunity exists, as part of future project development work, to increase the daily PMTfor Multimodal Package 2 by examining tolling only during the peak periods. On an hourlybasis, toll revenues during the off-peak hours are likely to be moderate. However, becausethere are 17 off-peak hours daily, it is possible that there would be a noticeable decrease inannual revenue estimates without off-peak period tolls.2 The tolling system implementation for an anticipated later widening might be closer to the costexpressed for the three through lane Multimodal Package 2 than that expressed for MultimodalPackage 1; the details should be addressed in implementation planning.3 The difference between Multimodal Package 1 and its associated Sensitivity Test 1 may be overstateddue to the need for further refinements in the Multimodal Package 1 off-peak tolling parameters.4-10 I-66 Multimodal Study
RecommendationsPackage RecommendationA hybrid or composite package comprised of the following elements is recommended for considerationas the third tier and end-state set of multimodal improvements to the I-66 corridorinside the Capital Beltway (joining the first and second tier articulated as corerecommendations). Outlined below are the various elements of the proposed hybrid packageof improvements based on present-day analysis. The scope, timing, and phasing of these elementsshould be reassessed and/or refined in the future in response to changing demographics,travel patterns and conditions in the corridor, and/or the implementation of the corerecommendations of this study. The proposed hybrid package includes: Completion of the elements of the bicycle and pedestrian network as detailed in Section 4.3,to enhance service as a viable alternative to motorized trip-making in the corridor. Considerationshould be given to the priority determination that follows as funding becomesavailable.Full operability of an ICM system inside the Beltway as detailed in Section 4.5. Thesestrategies maximize the use, operations, and safety of the multimodal network within thestudy corridor.Addition and enhancement to the suite of TDM programs in the corridor as detailed inSection 4.4. As funding becomes available for TDM, consideration should be given to thepriority grouping established in this study for implementation.Implementation of the best performing transit recommendations from MultimodalPackage 4. This involves examination of all the transit service improvements in MultimodalPackage 4 to determine those with the highest ridership in the corridor.Implementation of HOT lanes on I-66, potentially during peak periods only, to: providenew travel options in the corridor; utilize available capacity on I-66; provide congestionrelief on the arterials; and provide new transit services as an alternative to tolled travel.Addition of a third through lane on selected segment(s) of I-66, depending on the monitoredtraffic flow conditions and demand both on I-66 and the parallel arterials.Explore the full use of commonly used or proven design waivers/exceptions to enableremaining within the existing right-of-way for I-66.I-66 Multimodal Study 4-11
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Table of ContentsTable of Contents(
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List of TablesList of Tables(contin
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List of TablesThis page intentional
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List of FiguresList of Figures(cont
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List of FiguresList of Figures(cont
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AcknowledgementsThis page intention
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Executive Summarymobility options a
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Executive SummaryTable ES.1 Mobilit
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Executive SummaryRecommendations fo
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Executive SummaryThis page intentio
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Introduction(HOV) policies, high-oc
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Introduction1.3 Overview of Work Pr
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IntroductionStudy WebpageThe I-66 M
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IntroductionThis page intentionally
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Mobility OptionsFigure 2.1Issues an
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Mobility OptionsKeeps mobility opti
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Mobility Optionsanticipated to have
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Mobility OptionsTable 2.2 Mobility
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Mobility OptionsFigure 2.2Abbreviat
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Mobility OptionsFigure 2.3Cutline L
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Mobility OptionsFigure 2.4Peak-Hour
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Mobility OptionsTotal VMT in the st
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Mobility OptionsThere is some shift
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Mobility OptionsThe percentage of t
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Mobility OptionsMode share shows no
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Mobility OptionsFigure 2.15 Morning
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Mobility OptionsKey FindingsThis op
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Mobility OptionsFigure 2.17 Interli
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Mobility Options2. Orange Line Bypa
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Mobility OptionsAs travelers make u
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Mobility OptionsTable 2.3 Mobility
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Mobility OptionsThis page intention
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Multimodal PackagesReducing the pro
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Multimodal PackagesTable 3.2 Recomm
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Multimodal PackagesFigure 3.1Travel
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Multimodal PackagesTransit Accessib
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Multimodal PackagesTransportation R
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Multimodal PackagesTable 3.4 CLRP a
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Multimodal PackagesMeasures of Effe
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Multimodal PackagesLevel of Service
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Multimodal PackagesFigure 3.6 CLRP+
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Multimodal PackagesFigure 3.8 CLRP+
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Multimodal Packages3.4 Package 1 -
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Multimodal PackagesFigure 3.12 Pack
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Multimodal PackagesTable 3.5 Packag
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Multimodal PackagesThe tolls would
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Multimodal PackagesCost EstimatesPa
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Multimodal PackagesThis package sho
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Multimodal PackagesLevel of Service
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Multimodal Packagesminute limit was
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Multimodal PackagesTable 3.12Packag
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Multimodal PackagesMultimodal Trave
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Multimodal Packagesemerging focus a
Page 130 and 131: Multimodal PackagesDynamic Merge (J
Page 132 and 133: Multimodal PackagesImproved network
Page 134 and 135: Multimodal PackagesMarketing and Ou
Page 136 and 137: Multimodal Packagesround trip usage
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Page 148 and 149: Multimodal PackagesFigure 3.44 2040
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Page 156 and 157: Multimodal PackagesProject lengths
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Page 162 and 163: Multimodal PackagesTable 3.25 Bicyc
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Page 174 and 175: Recommendationscapacity expansion w
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Page 190 and 191: RecommendationsTable 4.3 Bicycle Pr
Page 192 and 193: Recommendationsand TDM. ICM brings
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Page 196 and 197: Potential Funding ApproachesTable 5
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