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INTRODUCTION:
The Board of Supervisors has adopted a CIP which includes a
$115 million transportation bond on the ballot next year. The
bond, which is in keeping with this Board's priority on transit
solutions, is made up of $110 million for Metro and $5 million
to fund pedestrian connections. I am proposing that in the next
four years, as we continue to work with our state, federal and
regional partners on long term solutions, we launch a very specific
and realistic transportation program that allows us to immediately
begin construction on a series of key projects throughout the
County, carrying out an additional $100 million in expected
federal, state and some county funding. In addition to outlining
those specific projects, the program I am proposing includes
an array of creative, low-cost strategies. Additionally, the
cumulative positive effects on our air quality will be a significant
benefit of this plan to get Fairfax moving.
TRANSIT:
We need to provide people with choices other than driving alone.
These choices must be convenient, easily accessible and affordable.
Strategies to get drivers out of single occupancy vehicles should
be the centerpiece of any transportation plan for Northern Virginia.
Public transportation – rail and busses – and HOV
facilities offer choices for commuters. My program will include:
- Rail to and through Tyson's Corner
to Dulles Airport:
This project, which will take an estimated 86,000 people off
the roads every day, has been and will remain my number one
mass transit priority. After years of hard work we are at
last on the brink of making rail a reality in this corridor.
My vision for Tyson's Corner is for a vibrant, 24-hour transit
based urban core where people live, work and visit. This cannot
happen without rail. We must build this crucial Metrorail
extension to get the maximum amount of commuters off the roads
during peak periods. The key is making rail seamless and easy
to use. We must have a leader with a strong commitment and
the ability to strengthen the partnership with our corporate
citizens, residents and government. We must move forward decisively
with our capital funding plan, a combination of a special
business tax district, state and federal funds.
- Richmond Highway Public Transportation
Initiative:
My plan includes a vision for the Richmond Highway corridor
which will lower emissions, boost the economy in that part
of the County and be a model for transit in densely populated
corridors. I see the possibilities for major strides in transportation
innovation in the Richmond Highway corridor. Many of the most
forward thinking – and relatively low cost – strategies
for efficient congestion mitigation work best in corridors
like Richmond Highway, and I will immediately propose a public
transit initiative along that corridor which will combine
many of these strategies. My Richmond Highway Public Transportation
Initiative will include express bus service, which we have
already achieved astounding success with in the Dulles Corridor
where our express bus program has surpassed our best projections,
going from carrying 6,000 passengers in 1999 to13,000 in 2002.
My plan will include completing the pedestrian network to
give optimum access to mass transit and the installation of
state-of-the-art bus stops and shelters which will take advantage
of the latest technology including transit signal priority,
automated vehicle location system and real-time passenger
information technology at bus stops. We will move ahead with
a service analysis that includes both Metro and Connector
systems aimed at improving the efficiency and effectiveness
of transit providers in this Corridor and instituting express
Bus Rapid Transit service along Richmond Highway to and from
Huntington Metro Station.
- High Occupancy Toll (HOT) Lanes and
Maximizing Use of HOV Capacity:
I have been advocating HOT Lanes on the Beltway for some time,
and I am glad to see a growing openness to this idea. Last
year I was the first to send a formal letter to the Secretary
of Transportation urging the Virginia Department of Transportation
look at instituting the HOT Lane concept on the Capitol Beltway.
There are other corridors where HOT Lanes may work including
I-66. VDOT should look at this as well. The HOT Lane concept
is an attractive option for I-66 inside the Beltway and they
may have benefit in that corridor outside the Beltway as well.
I propose that revenue generated from HOT lanes on I-66 be
used for transit in the Corridor. I also support VDOT looking
at a HOT Lane concept as part of the EIS in the I- 95/ 395
corridors. Our HOV network is one of the best, but in some
areas it is still underutilized. A HOT Lanes program –
allowing drivers who wish to pay to use the HOV lanes who
would not otherwise qualify to ride HOV lanes – can be
a boon not just to those who choose to use them, but to the
rest of us as pressure is taken off conventional lanes. We
must move immediately to maximize HOV capacity, taking care
to fit the solution to the corridor. Wherever there is unused
capacity of HOV lanes, we must look at allocating that capacity
to drivers who are willing to pay, always allowing carpools,
buses and emergency vehicles to ride free. A second model
which has been successful in other parts of the country is
partnering with the private sector to build new lanes. This
must be looked at with great caution, however, so that we
protect our neighborhoods, parks and ball fields from adverse
impacts. HOT Lanes don't belong everywhere and we must proceed
with care.
- Maximizing Bus Use:
My program for increasing mass transit will include adding
new bus service, increasing ridership with incentives like
the dedicated bus ramps on Monument Drive and Stringfellow
Road and adding express services like our Dulles Corridor
model. We will also launch a pilot for subscription bus service
at the Burke Center VRE and pay for it through the Governor's
Congestion Relief Program. We will use those funds to purchase
smaller transit vans to pick up VRE riders on demand, when
the VRE lots are full, or by prearranged schedule, to relieve
the demand on lots. We will use revenues from the Board of
Supervisors' adoption last year of a program to allow advertising
on County buses to expand bus service. And we will move to
explore whether converting non-regional Metro routes to our
Connector system is warranted.
- Metro Funding:
My transportation plan includes reinforcing our support for
Metrorail, the centerpiece of our mass transit system. Metrorail
is experiencing record ridership in its 25+ year history with
a daily ridership of 700,000 on a regular basis. This is great
news for those of us working to increase mass transit use
in our region. But it is taking a toll on the capacity of
the system and increasing the need for maintenance. Metro
desperately needs more rail cars in order to expand to 8-car
trains. Metro's 6-year plan for increasing capacity is already
underfunded by $1.5 billion. I will protect the $31 million
in already approved transportation bond money which the Board
of Supervisors had the forethought and commitment to dedicate
to pay our share of these needs. Our next transportation bond
has a planned $110 million for Metro, but Richmond and the
federal government must pay their fair share to ensure that
we do not put undue burden on local taxpayers.
UNLOCKING GRIDLOCK - A FOUR YEAR PROGRAM:
Since 1981 Fairfax County has dedicated $575 million in general
obligation bonds, to transportation improvements. In addition,
the County allocates approximately $80 million a year from the
General Fund budget to transportation programs. Transportation
is a state responsibility. We must not substitute the County
for the State or we will incur billions of dollars in new costs
the homeowners of Fairfax County cannot shoulder. We can, however,
partner with the state to jump start projects or to enhance
and accelerate transportation project financing. I am proposing
a specific, detailed, fully costed plan for the next four years.
In each case the funding is a combination of federal, state
and county monies to complete these projects. Combined with
the $115 million bond referendum already scheduled for next
year, this plan represents a $215 million County transportation
investment for the next four years.
The projects I have included in my plan reflect a commitment
to make sure relief is brought to communities in all corners
of Fairfax County. Some of these projects had been identified
as crucial needs by citizens and planners, but our ability to
build them was lost with the defeat of last year's Transportation
Referendum. Others have long been sought by residents where
they live and work. Incorporated into this list are many of
what I am calling “Hot Spots” – spot improvement
projects that focus on lower-cost, quick-hit fixes to clear
bottlenecks and increase safety around the County.
- Major Transit and Highway Projects
(Total Cost: $90,850,000):
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Project:
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Description:
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Cost to Complete:
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| Route 29/Gallows Road Intersection Improvements |
Widen Route 29 from the Beltway to Merrilee
Drive and Gallows Road between Gatehouse Road and Providence
Forest Drive to six lanes and construct turn lanes at
the intersection of Route 29 and Gallows Road. |
$23,000,000
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| Burke Centre VRE Station Expansion |
Increase parking at the station by 1,200
structured spaces to meet current and projected demand. |
$17,875,000
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| Richmond Highway Public Transportation
Initiative |
Improve transit service in the corridor
by increasing frequencies, building transit centers,
improving bus stops, enhancing pedestrian safety and
implementing intelligent transportation systems. |
$7,475,000
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| Stringfellow Road Improvements |
Widen existing two-lane roadway sections
between I-66 and U.S. Route 50 to four lanes. |
$16,000,000
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| Centreville Road Improvements |
Widen existing two-lane road to four lanes
between Metrotech Drive and McLearen Road. |
$26,500,000
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- Spot Intersection Improvements (Total
cost: $3,825,000):
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Project:
|
Description:
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| Richmond Highway at Engleside Post Office |
Add left turn lane from northbound Richmond
Highway into the U.S. Post Office.
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| I-66 at Route 7 |
Provide a second left turn lane from eastbound
I-66 exit ramp onto northbound Route 7. |
| Braddock Road at Route 123 |
Extend westbound Braddock Road onto northbound
Route 123 right turn lane back to entrance with George
Mason University. |
| Old Keene Mill Road at Hillside Road |
Extend left turn lane from eastbound Old
Keene Mill Road onto northbound Hillside Road. |
| Fordson Road at Richmond Highway |
Improve vertical grade for west leg of
intersection. |
| Backlick Road at Franconia-Springfield
Parkway |
Extend left turn lane from northbound
Backlick Road onto the westbound Franconia-Springfield
Parkway. |
| I-95 at South Van Dorn Street |
Construct a dedicated receiving lane from
the I-95 exit ramp onto southbound South Van Dorn Street. |
| Little River Turnpike at Beauregard Street |
Add dual left turn lanes from eastbound
Little River Turnpike to northbound Beauregard Street. |
| Braddock Road at Little River Turnpike |
Realign eastbound lanes of Braddock Road
through the Little River Turnpike Intersection. |
- Pedestrian Improvements (Total cost:
$5,325,000):
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Project:
|
Description:
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| Sydenstricker Road at Hooes Road |
Construct pedestrian improvements adjacent
to the Sydenstricker Park-and-Ride Lot. |
| Lee Highway under I-66 |
Construct a sidewalk on the north side
of Lee Highway under I-66. (Project already partially
funded. These funds would complete funding). |
| Ravensworth Road |
Construct a sidewalk on the west side
of Ravensworth Road between Kalorama Road and Braddock
Road. |
| Little River Turnpike |
Construct a sidewalk on the south side
of Little River Turnpike between Virginia Street and
Chowan Avenue. |
| Government Center Parkway |
Construct a sidewalk on the east side
of Government Center Parkway between Monument Drive
and the Fairfax County Government Center. |
| South Lakes Drive |
Construct a sidewalk on South Lakes Drive
between Colts Neck Road and Olde Craft Drive. |
| Chain Bridge Road |
Construct a sidewalk on the west side
of Chain Bridge Road between Gosnell Drive and West
Briar Drive. |
TRAFFIC FLOW IMPROVEMENTS - SIGNALS
AND INTERSECTIONS:
There are some 800 signal lights in Fairfax County. That's
800 opportunities to improve traffic movement. When I am Chairman
we will begin talks with VDOT immediately to implement ways
to improve signal operations. Here are some of the things that
I will put on the table:
- Set selected signals to flash at night. This is done in
many jurisdictions but not in Fairfax County. In the past
VDOT has been resistant to this traffic-moving technique and
they're right to want to make sure that safety is primary.
I propose starting with a demonstration project in 2004 and
once it is proven to be successful, begin implementing this
program everywhere it's practical and safe to do so.
- Reduce gap time. That is the amount of time you have to
sit at a red light before the signal will even think about
changing the light even when there is no traffic on the crossroad.
This small adjustment would reduce the amount of time you
have to wait at a light resulting in reduced commute time
and frustration level.
- Under the theory that it's preferable to move cars through
as much as possible in a single cycle, VDOT uses unduly long
cycle lengths at signal lights. This results in a wait of
three minutes or more at some intersections. Many transportation
engineers feel shorter cycle lengths – 60 seconds –
move traffic faster and reduce driver frustration. Reducing
cycle lengths at selected intersections should be employed
immediately and the results studied to determine the effectiveness
of this reform. Signal priority for transit vehicles. Transponders
in busses let signals detect an approaching bus and hold the
green light for that vehicle. We already have the technology.
A pilot program in a corridor with heavy bus traffic, such
as the Richmond Highway corridor will help us iron out the
wrinkles in a program that would encourage more drivers to
leave their cars at home in favor of mass transit. Further
expansion could include corridors such as Rtes. 7, 29 and
50.
- The State spent $28 million on a computerized signal system,
yet it is still operating on "time of day" technology.
We have the software capability in this system to detect the
number of cars sitting at an intersection and change the signal
accordingly. Signal timing should be based on real time information,
not on the time of day regardless of conditions. This was
the whole promise of this system. We need to implement it
immediately.Set up a system for reporting signal malfunction,
poor timing and other signal-related issues. VDOT has a citizen
line, 703-383-VDOT, but most drivers use this to report potholes,
the need for snow removal and other maintenance. Most people
confronted with a malfunctioning, or poorly timed, signal
will endure it and drive on. The establishment of a dedicated
maintenance unit – The Signal Squad – with a dedicated
call-in line to summon them to a location would make drivers
the eyes and ears of VDOT and help to correct malfunctioning
lights which cause delays for motorists.
- "Don’t Block the Box." Gridlock happens when
drivers unthinkingly venture into congested intersections
and block traffic when the signal changes. We already have
the law making this illegal. We need signs to remind drivers
and enforcement campaigns to back them up.
INCIDENT MANAGEMENT
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Transportation professionals believe that an astounding 50%
of traffic delays can be attributed to non recurring traffic
incidents like fender benders and disabled vehicles. In most
cases the effect on traffic flow continues long after the clean
up of the incident. Public safety personnel and transportation
staff working together can significantly reduce time it takes
to open roads back to traffic and keep cars moving. Clearly
any activity must not jeopardize the safety and welfare of the
rescue personnel and motorists. I propose the following:
- Set up a task force of local and state public safety and
transportation officials and charge them with developing a
program to minimize disruption to traffic flow without jeopardizing
the responding personnel during traffic incidents.
- Strategies like better communication among agencies, public
awareness campaign (don’t rubberneck, move vehicles out
of the roadway, maintain your vehicle, etc), better use of
electronic message boards, more safety patrols, tow trucks
on stand by, training for rescue personnel on traffic management,
screens to prevent rubberneckers, etc, have all been used
successfully.
- The formation of a "Keep 'Em Movin'" squad trained
to keep traffic flowing around incidents wherever safety considerations
allow could spearhead this effort.
PEDESTRIAN SAFETY AND ACCESS:
Pedestrian incidents and deaths were at epidemic proportion
when the Board of Supervisors began their effort to improve
safety and access for pedestrians. In the last two years we
have:
- Established Fairfax County Pedestrian Program Manager position
- Funded Countywide Bus Stop Inventory and Pedestrian Safety
Study – reviewing over 5000 bus stops in the County
- Funded Yield To Pedestrians In Crosswalk $100-$500 Violation
Fine Sign Program
- Funded Pilot Installation of Countdown Pedestrian Traffic
Signals
- Endorsed establishing a Pedestrian Task Force
- Updated Countywide Trails Plan to reflect current community
needs
- Funded Police Department Pedestrian Safety Brochure in multiple
languages
- Funded Regional "Street Smart" Pedestrian Safety
Awareness Campaign
- Hosted Bike To Work Day 2003 Pit Stop
- Conducted Pedestrian Outreach Meetings with VDOT, Safe Crossings
and others
I am committed to the continuation and further enhancements
to improve pedestrian access and safety. Among other actions
I will support the reintroduction of legislation requiring motorists
to "Stop for Pedestrians" at crosswalks. Secondly,
we need to continue the effort to complete our pedestrian network
with the installation of sidewalks and pedestrian signals. I
will propose that the funding to get this program going again
be included in the next budget.
CONTEXT ENGINEERING:
Fairfax County's unique urban-suburban character needs to be
reflected in the way the Commonwealth designs roads here. VDOT's
original, over-designed proposal to widen The Capitol Beltway,
threatening hundreds of homes in stable neighborhoods, is an
example of the need to rethink these methods of design so that
community impact and compatibility is a priority. The outcry
from residents and the Board of Supervisors eroded the credibility
of VDOT with citizens and halted whatever sensible improvements
might have been made had the State used what I am calling "context
engineering." As Chairman I will call on VDOT Commissioner
Shucet to convene a conference between the County transportation
and land-use professionals and VDOT engineers and administrators
that would include or lead to training to promote more context-sensitive
design in their program with the goal of development of specific
VDOT guidelines for designing projects in Northern Virginia.
Only in this way will we improve mobility and safety while preserving
the unique historic, scenic settings of our County and minimizing
the impact on homes and businesses.
EXPEDITE PROJECTS:
In a time when funding for transportation is at a premium,
every effort must be made to cut the cost of transportation
projects. VDOT estimates that an average project takes between
9 and 12 years from adoption through design and construction.
The Public Private Transportation Act of 1995 gave us numerous
alternatives for public-private partnership. Further, the use
of other ways to build projects such as the Design-Build process
can significantly reduce project delivery time. Under this process,
VDOT's traditional linear process would be replaced by a method
where design, land acquisition, construction, and other stages
are done concurrently. We already have models which have been
successful, such as Route 123 in Tysons and the six interchanges
on Route 28 which will be built, from design to construction,
in an unprecedented 4 years. We must move forward with these
and other creative financing mechanisms in order to maximize
our investments.
TELEWORK:
In 2000, as Chairman of COG, I spearheaded the establishment
of a regional telework goal – 20% of eligible workers teleworking
by 2005 – which was adopted by all 17 jurisdictions in
the region. Since then I have worked aggressively to implement
plans to meet that goal in Fairfax County and recent reports
to the Board outline significant progress and plans that we
are implementing to increase our success further. With the support
of my colleagues, Fairfax County has become the leader in this
effort. Telework is a boon to the environment, reducing commuter
traffic, noise, emissions and stress. According to one EPA estimate,
if 10 percent of the nation's workforce teleworked one day a
week, the country would avoid the frustration of driving 24.4
million miles, breathe air with 12,963 tons less air pollution,
and conserve more than 1.2 million gallons of fuel each week.
Compliance with EPA's air quality standards will not only improve
our health but insure future federal transportation funding.
As Chairman, I will work with all jurisdictions in our region
to develop a program which challenges public and private sector
employers to help us meet the COG goal.
TRANSPORTATION FUNDING:
Major, costly transportation projects in Fairfax County, such
as I-66 improvements, interchanges on the Fairfax County Parkway,
the Route 7 widening, the Tri-County Parkway and major interchanges
such as I-66/I-495 and I-495/South Van Dorn must be funded by
the state. Funding is our biggest challenge. As funding has
evaporated, state money which had been earmarked for construction
has been shifted to maintenance of existing infrastructure.
Over $400 million in new construction money will be used instead
for maintenance over the next six years. By 2009, the state
will have less money available for Primary, Secondary and Urban
systems than what was available in 1988. In ten years, VDOT
will not have enough money to match federal funds. This has
never happened before and the potential loss in funding for
Fairfax County is significant.
To be successful, we must recognize this issue as one facing
the entire Commonwealth and create strategic alliances in other
parts of Virginia where we have had little common ground before.
I-81 needs to be improved, bridges throughout the State are
structurally deficient, and the Commonwealth is replete with
safety problems connected to unpaved narrow two lane roads.
I will build on my work as Legislative Chairman for the Board
of Supervisors and my position as vice president of VACO and
work with Governor Warner and the members of the General Assembly
toward a united approach to effective funding for transportation
projects.
CLOSING:
Ultimately transportation policy is about giving people choices.
My plan for Fairfax County will provide residents with a range
of choices from teleworking to HOT lanes to mass transit to
additional road capacity, pedestrian access and bicycle lanes.
It is consistent with the regionally adopted 2020 Plan which
I helped author and which I will continue to work to implement
as Chairman. I will also work with our delegation to the U.S.
Congress to reauthorize the Transportation Act to secure vitally
needed federal dollars for Fairfax. Fairfax County can and must
be a partner with, not a substitute for, the state in meeting
these responsibilities. To suggest otherwise is to risk incurring
billions of dollars in transportation backlog and to put unsustainable
additional pressure on the backs of Fairfax County homeowners.
With this plan, we will measurably improve our transportation
network, our environment, and our quality of life in Fairfax
County.
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