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

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Mobility OptionsFigure 2.15 Morning Peak Period VMT by Level of Service – Option C2Additional observations about this mobility option are noted below.There is some stakeholder support for widening I-66 inside the Beltway.In the peak direction, this option provides no improvement in travel time due to the HOV3+ restriction on all three lanes.The additional capacity is likely to provide some speed and reliability improvements forbus service in the reverse-peak direction. However, due to the HOV 3+ restriction in thepeak direction, no operational improvement is expected for bus service.Option D – Integrated Corridor ManagementThis option deploys multiple technology-based Integrated Corridor Management (ICM) strategiesthroughout the corridor, including:Active Traffic Management;Multimodal Real Time Traveler Information;Ramp Metering;Dynamic Merge; andTransit Signal Priority.Based on a review of the Option elements, it was determined that most of the probable cumulativeeffects of this mobility option would not be observable in the regional travel demandforecasting model. The ICM Option was, therefore, analyzed using off-model techniques, asdetailed in Section 3.2.2-24 I-66 Multimodal Study
Mobility OptionsKey FindingsThe technology-based improvements implemented in this mobility option will affect bothautomobiles and buses, making travel in the corridor easier at key locations, such as theI-66/Dulles Connector Road merge.Option E – Arterial Capacity EnhancementThis mobility option seeks to address arterial congestion in the study area by implementing arange of improvements to U.S. 50 inside the Beltway. This option includes a range of complementarystrategies and improvements designed to improve travel in the U.S. 50 corridor andincrease the use of transit in the corridor. Enhancements to U.S. 50 include the following:Application of access management principles specifically aimed at removing obstacles tohigh-speed travel on U.S. 50; andImplementation of bus‐only lanes in each direction by adding new shoulders or modifyingthe existing shoulders to improve bus service in the corridor.Access management along U.S. 50 would take several forms, all designed to increase speedsand roadway capacity along the facility to be similar to an expressway. This requires the consolidationof direct access points onto U.S. 50, including commercial driveways and anincreased reliance on the parallel access roads, where they exist. Based on the project team’sinitial review of traffic conditions, land use, and roadway geometry along U.S. 50 and in thesurrounding neighborhoods, access management changes were assumed, such as the constructionof grade separated interchanges, closing intersections, implementation of right-in/rightoutrestrictions, closing of duplicate shopping center driveways, and the provision of gradeseparated pedestrian facilities as appropriate. Many of these types of small-scale improvementscannot be represented in the regional travel demand model, but were assumed bychanging operating characteristics of the facility in the model.Bus-only lanes also were added to U.S. 50 in the study area by constructing new shoulders ormodifying the existing shoulders. These bus lanes will allow buses to travel faster alongU.S. 50 during the peak periods, making transit a more attractive option in the corridor. Thesebus lanes would operate as true shoulders during nonpeak periods, and would not be open togeneral traffic. To further take advantage of the new uncongested bus facility, some changes totransit service on U.S. 50 also are included as part of mobility Option E. These new routesreplace the U.S. 50 Priority Bus service included in the CLRP+ Baseline scenario:A new Express Route from Fair Lakes direct to D.C. along U.S. 50 will be implemented at24-minute frequencies in both directions; andA new Express Route from Tysons Corner to D.C. along Gallows Road and U.S. 50 will beimplemented at 24-minute frequencies in both directions.I-66 Multimodal Study 2-25
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Page 4 and 5: Table of ContentsTable of Contents(
Page 6 and 7: List of TablesList of Tables(contin
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Page 10 and 11: List of FiguresList of Figures(cont
Page 12 and 13: List of FiguresList of Figures(cont
Page 14 and 15: AcknowledgementsThis page intention
Page 16 and 17: Executive Summarymobility options a
Page 18 and 19: Executive SummaryTable ES.1 Mobilit
Page 20 and 21: Executive SummaryRecommendations fo
Page 22 and 23: Executive SummaryThis page intentio
Page 24 and 25: Introduction(HOV) policies, high-oc
Page 26 and 27: Introduction1.3 Overview of Work Pr
Page 28 and 29: IntroductionStudy WebpageThe I-66 M
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Page 32 and 33: Mobility OptionsFigure 2.1Issues an
Page 34 and 35: Mobility OptionsKeeps mobility opti
Page 36 and 37: Mobility Optionsanticipated to have
Page 38 and 39: Mobility OptionsTable 2.2 Mobility
Page 40 and 41: Mobility OptionsFigure 2.2Abbreviat
Page 42 and 43: Mobility OptionsFigure 2.3Cutline L
Page 44 and 45: Mobility OptionsFigure 2.4Peak-Hour
Page 46 and 47: Mobility OptionsTotal VMT in the st
Page 48 and 49: Mobility OptionsThere is some shift
Page 50 and 51: Mobility OptionsThe percentage of t
Page 52 and 53: Mobility OptionsMode share shows no
Page 56 and 57: Mobility OptionsKey FindingsThis op
Page 58 and 59: Mobility OptionsFigure 2.17 Interli
Page 60 and 61: Mobility Options2. Orange Line Bypa
Page 62 and 63: Mobility OptionsAs travelers make u
Page 64 and 65: Mobility OptionsTable 2.3 Mobility
Page 66 and 67: Mobility OptionsThis page intention
Page 68 and 69: Multimodal PackagesReducing the pro
Page 70 and 71: Multimodal PackagesTable 3.2 Recomm
Page 72 and 73: Multimodal PackagesFigure 3.1Travel
Page 74 and 75: Multimodal PackagesTransit Accessib
Page 76 and 77: Multimodal PackagesTransportation R
Page 78 and 79: Multimodal PackagesTable 3.4 CLRP a
Page 80 and 81: Multimodal PackagesMeasures of Effe
Page 82 and 83: Multimodal PackagesLevel of Service
Page 84 and 85: Multimodal PackagesFigure 3.6 CLRP+
Page 86 and 87: Multimodal PackagesFigure 3.8 CLRP+
Page 88 and 89: Multimodal Packages3.4 Package 1 -
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Page 98 and 99: Multimodal PackagesThe tolls would
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Multimodal PackagesFigure 3.24 Pack
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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
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Multimodal PackagesDynamic Merge (J
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Multimodal PackagesImproved network
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Multimodal PackagesMarketing and Ou
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Multimodal Packagesround trip usage
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Multimodal PackagesTable 3.16 Annua
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Multimodal PackagesTable 3.19 TDM 2
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Multimodal PackagesTable 3.20 Map K
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Multimodal PackagesTable 3.20 Map K
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Multimodal PackagesFigure 3.43 Bicy
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Multimodal PackagesFigure 3.44 2040
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Multimodal PackagesPrioritization o
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Multimodal PackagesTable 3.21 2040
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Multimodal PackagesCost EstimatesPl
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Multimodal PackagesProject lengths
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Multimodal PackagesTable 3.24Priori
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Multimodal PackagesFigure 3.46 Map
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Multimodal PackagesTable 3.25 Bicyc
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Multimodal PackagesTable 3.26Measur
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Multimodal PackagesTable 3.26Measur
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Multimodal Packagessensitivity test
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Multimodal PackagesTable 3.27 Sensi
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Recommendationswill be prudent to p
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Recommendationscapacity expansion w
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Recommendations(ROW) acquisition, w
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Recommendationsachieve the objectiv
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Recommendationsto improve mobility
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RecommendationsTable 4.1 Multimodal
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RecommendationsFigure 4.1 Map of Bi
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RecommendationsTable 4.3 Bicycle Pr
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Recommendationsand TDM. ICM brings
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Potential Funding ApproachesFigure
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Potential Funding ApproachesTable 5
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Potential Funding Approacheslong-te
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Potential Funding ApproachesThis pa
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I-66 Multimodal Study Final Report - Virginia Department of ...

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