Final Report

2. Roadways
Thischapterpresentsanddiscussestheresultsofthetrafficanalysiscompletedforthehorizonyear
2030.TheanalysescontinuefromthepreviousworkperformedfortheExistingConditionsReport.An
analysisofthegrowthofpopulation,employmentandtravelinthestudywasconductedandisdetailed
inthischapter.TheanalysesexaminethebaselineconditionsofimplementingtherecommendedEIS
mitigationstrategies,aswellaspedestrianimprovements,andthenidentifyadditionalmeasuresto
improvetrafficconditions.Aseriesofroadwayimprovementsarerecommendedandprioritizedfor
implementation.Costestimatesforconstructionarealsoestimated.

Ǥš‹•–‹‰‘†‹–‹‘•
VHBpreviouslycompletedananalysisofexistingconditionsinthestudyareaandtheresultswere
presentedintheWiehleAvenue/RestonParkway–StationAccessManagementPlans:ProfileofExisting
Conditions,datedJune22,2007whichcanbefoundathttp://www.fairfaxcounty.gov/fcdot/pdf/wr_
sam/existing_conditions_june22.pdf.ThisExistingConditionsReportalsopresentedinformation
relativetotheroadwayclassificationoftheroadwayswithintheStudyArea.

CurrenttrafficoperationswereanalyzedusingthesimulationtoolSynchro(version6),withinputfiles
obtainedfromtheVirginiaDepartmentofTransportation(VDOT).Theintersectionmeasuresof
effectiveness(MOEs)suchasLevelofService(LOS)anddelayweresummarizedbyproducingreportsin
theHighwayCapacityManual(HCM)formatthatwereprovidedintheExistingConditionsReport.The
analysishadshownthatmostintersectionsperformataLOSof“C”orbetterduringtheAMandPM
peakhours.ThereareonlyahandfuloftheintersectionsthatwereexaminedthatperformedatanLOS
of“D”orworse.

TheseresultsraisedseveralissueswithrespecttotheapplicationoftheHCMmethodologytoquantify
intersectionMOEs.Thismethodologyexamineseachintersectioninisolation;itdoesnotaccountfor
meteringfromupstreamintersections,nordoesitaccountforintersectionspillbackfromdownstream
intersections.Forexample,theLOSoftheintersectionofRestonParkwayandSunsetHillswas
computedasLOSEintheAMpeakhour;however,theintersectionofRestonPkwyandthewestbound
DIAAHrampsoperateatLOSF,andoftenspillsbackintothisintersection,preventingvehiclesfrom
leavingtheintersectionofRestonPkwy/SunsetHills.Theactualperformanceofthisintersectionis
thereforeworsethanpredictedbytheHCMmethodology,whichdoesnotaccountforqueuespillback.

ThesecondissuethatwasidentifiedintheanalysiswasthatthecountsthatVDOTprovidedwithintheir
Synchrofilesdonotreflectfulldemand.ThecountersthatfedinformationintotheSynchrofilesonly
reflectintersectionthroughput,ratherthandemand,astheintersectioncannotprocesseveryonedue
tocapacityconstraintsordownstreamintersectioncongestion.Thus,whencountsfromoversaturated
conditionsareused,intersectionMOEsreportedbytheHCMmethodologytendtounderstate
congestionlevelsandshowbetteroperatingconditionsthanactualnetworkperformance.

Forthereasonsdescribedabove,thestudyteamappliedamuchmoresophisticatedtrafficoperations
analysissoftwareprogramforfutureconditions:VISSIM.Thisprogramaccountsforqueuespillback
effectsandproducesmoreaccuratemeasuresofsystemoperationalperformance.

21
Final Report

Ǥ”‘Œ‡…–‡†ƒ†•‡ƒ†”ƒ˜‡Ž‡ƒ†
”‘™–Š
Thissectionsummarizesprojectedlanduseandtraveldemandfor2030.AsshowninFigure1Ͳ2,the
boundariesofthestudyareaincludetheFairfaxCountyParkwaytothewest,HunterMillRoadtothe
east,FoxMillRoadandLawyersRoadtothesouth,andWiehleAvenuetothenorth.Inaddition,a
stationinfluenceareathatreferstotheareaimmediatelysurroundingthetwoproposedstationswas
identifiedasawaytofocusonthestationsinthestationaccessmanagementplans.

a. ƒ†•‡
”‘™–Š
TheMetropolitanWashingtonCouncilofGovernments(MWCOG)Round7.0cooperativelanduse
forecastswereusedtocalculatefuture2030traveldemand.Figure2Ͳ1showsthe2030projected
populationaroundtheRestonarea.Everyzonewithinthestudyareawillhavesomelevelofresidential
populationin2030.Figure2Ͳ1showspercentpopulationchangefrom2005to2030inthisarea.The
totalprojectedpopulationinthestudyareain2030isapproximately82,000,whichincreases
approximately28%fromthe2005totalpopulation.Comparedto2005,theareasthatareexpectedto
increasethemostinpopulationby2030includethestationinfluenceareadirectlyadjacenttothe
stationsaswellastheresidentialareasalongRoute28,withmorethan200%growth.


Figure2Ͳ1:2030StudyAreaPopulation

22
 Final Report

Figure2Ͳ2:2005to2030StudyAreaPercentPopulationChange

Figure2Ͳ3shows2030projectedemploymentaroundtheRestonarea.Althoughemploymentwillbe
clustered,allzonesinthestudyareawillhavesomelevelofemployment.Figure2Ͳ4showsthepercent
employmentchangefrom2005to2030.Thetotalemploymentinthestudyareain2030is
approximately80,000,anincreaseofapproximately27%overthetotalemploymentin2005.Thetotal
employmentinthestationareain2030isapproximately62,000,alsoanincreaseofapproximately27%
comparedto2005totalemployment.Unlikethepopulationgrowthpattern,thestationarea
experiencesonlymoderateemploymentgrowth,between25%and50%.
Figure2Ͳ3:2030StudyAreaEmploymentProjection

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Final Report
Figure2Ͳ4:2005to2030StudyAreaPercentEmploymentChange

„Ǥ”ƒ˜‡Ž‡ƒ†
”‘™–Š
Futuretraveldemand,includingautomobile,busandpedestrianmodes,wasforecastusingtwoprimary
sources:1)theFairfaxCountyregionaltraveldemandmodeland2)outputsoftheNorthernVirginia
MajorInvestmentStudyModel(NVMISM)thatwasusedfortheDullesCorridorRapidTransitEIS.The
FairfaxCountymodelwasusedtoforecastvehiculardemand,notincludingbuses;whileNVMISMmodel
outputswereusedtoforecastbuspassengerandpedestriandemandforaccesstothenewMetrorail
stations.AutomobiledemandfortheplannedparkͲandͲridestructureattheWiehleStationwas
forecastindependentlyofthetwomodelsbasedontheassumptionthatthisstructurewouldbe
operatingatcapacityby2030.

TheFairfaxCountymodelisamodifiedversionoftheMWCOGregionaltraveldemandmodel,witha
moredetailedzonesystemwithinFairfaxCounty.TwosetsofrefinedmodelswereprovidedtoVHBfor
thisstudy:1)year2000wasusedasabaseyearand2)year2030ConstrainedLongRangePlan(CLRP)
networkmodelwasusedasthefuturescenario.ThemodelingperiodsincludedtheAMpeakperiod
from6AMto9AMandthePMpeakperiodfrom4PMto7PM.

AsubͲareamodelingtechniquewasemployedforboththestudyareaandstationinfluenceareain
ordertofocusonthetripsintheareaofinterest,asopposedtothewholeregion.Thetravelforecasting
resultsfordifferentscenarioswereevaluatedbasedonthefollowingthreetriptypes:

x InternaltoInternal(IͲI):IͲItripsarethosetripswhichstartandendinsidethestudyarea.
x ExternaltoInternal(XͲI)orInternaltoExternal(IͲX):XͲItripsarethosetripsthatstartoutside
thestudyareaandendinsidethestudyarea.IͲXtripsarethosetripsthatstartinsidethestudy
areaandendoutsidethestudyarea.
x ExternaltoExternal(XͲX):XͲXtripsarethosetripsthatstartandendoutsidethestudyarea.
Theyarealsocalledthroughtrips.


24
 Final Report

Figure2Ͳ5showsacomparisonoftotalstudyareatripsbetween2000and2030fortheAMpeakperiod.
Overall,thesplitofthethreetriptypesin2030remainsalmostthesameasthebaseyearsplit.Total
tripsin2030areprojectedtobe128,867,whichis34%greaterthanthe95,848totaltripsin2000.IͲI
tripsincreasethemostofthethreetypeswith55%growth.
Figure2Ͳ5:ComparisonofStudyAreaAMPeakPeriodTotalTrips
250,000

200,000

150,000

100,000 42%

43%

50,000
46%
46%

11% 12%
0
2000 2030

IͲI XͲIorIͲX XͲX

Year 2000 Year 2030 %Growth

I-I 10,129 15,651 55%

I-X or X-I 44,170 59,633 35%
X-X 41,549 53,583 29%
Total 95,848 128,867 34%

 “IͲI”areinternaltointernaltrips “IͲX”areinternaltoexternaltrips
“XͲI”areexternaltointernaltrips “XͲX”areexternaltoexternalorthroughtrips

Figure2Ͳ6showsacomparisonoftotaltripsinthestudyareabetween2000and2030forthePMpeak
period.Overall,totaltripsinthePMpeakperiodareapproximately55%greaterthanAMpeakperiod
tripsinboth2000and2030.Thesplitofthreetriptypesin2030changesslightlyfromthebaseyear
split.WhiletheXͲIorIͲXtripsplitremainsalmostunchanged,2Ͳ3%oftripswouldbeshiftedfromXͲX
tripstoIͲItripsin2030.Thereare199,415totaltripsin2030,whichis33%greaterthanthe149,470
totaltripsin2000.IͲItripsincreasethemostwithgrowthof55%overthe30Ͳyearperiod,asintheAM
peakperiod.

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Final Report

Figure2Ͳ6:ComparisonofStudyAreaPMPeakPeriodTotalTrips

250,000

200,000

38%
150,000

41%
100,000

48%

50,000 47%

14%
12%
0
2000 2030

IͲI XͲIorIͲX XͲX

Year 2000 Year 2030 %Growth

I-I 17,708 27,417 55%

I-X or X-I 70,457 95,591 36%
X-X 61,305 76,407 25%
Total 149,470 199,415 33%

 “IͲI”areinternaltointernaltrips “IͲX”areinternaltoexternaltrips
“XͲI”areexternaltointernaltrips “XͲX”areexternaltoexternalorthroughtrips


Figure2Ͳ7showsacomparisonoftotaltripsinthestationinfluenceareain2000and2030fortheAM
peakperiod.Incontrasttotravelpatternsinthestudyarea,thesplitofthethreetriptypesin2030
changesfromthebaseyearsplit.3Ͳ4%oftripswouldbeshiftedfromXͲXtripstoIͲItripsin2030.There
are87,379totaltripsin2030,whichis32%greaterthanthe66,039totaltripsin2000.IͲItripsincrease
themostwith227%growth.

26
 Final Report

Figure2Ͳ7:ComparisonofStationInfluenceAreaAMPeakPeriodTotalTrips

250,000

200,000

150,000

100,000

69%
50,000
73%

27%
26%
0 1% 4%
2000 2030

IͲI XͲIorIͲX XͲX

Year 2000 Year 2030 %Growth

I-I 948 3,100 227%

I-X or X-I 17,008 23,929 41%
X-X 48,083 60,350 26%
Total 66,039 87,379 32%

 “IͲI”areinternaltointernaltrips “IͲX”areinternaltoexternaltrips
“XͲI”areexternaltointernaltrips “XͲX”areexternaltoexternalorthroughtrips

Figure2Ͳ8showsacomparisonoftotaltripsinthestationinfluenceareabetween2000and2030forthe
PMpeakperiod.Overall,totaltripsinthePMpeakperiodareapproximately45%greaterthanAMpeak
periodtripsinboth2000and2030.Thesplitofthethreetriptypesin2030allchangefromthebase
yearsplit.BoththeXͲIorIͲXtripsplitandIͲItripsplitwouldincreaseby3%whiletheXͲXtripsplit
woulddropby6%in2030.Thereare125,888totaltripsin2030,whichis31%greaterthanthe96,064
totaltripsin2000.IͲItripsincreasethemostwith211%growth.

Theimpactoftheproposedstationsismoreprominentinthestationinfluencearea.Moretripswould
begeneratedwithoriginsand/ordestinationsthatareinsidetheinfluencearea.

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Final Report
Figure2Ͳ8:ComparisonofStationInfluenceAreaPMPeakPeriodTotalTrips

140,000

120,000

100,000

65%
80,000

71%
60,000

40,000

30%
20,000
27%

2% 5%
0
2000 2030

IͲI XͲIorIͲX XͲX

Year 2000 Year 2030 %Growth

I-I 1,898 5,902 211%

I-X or X-I 25,801 37,925 47%
X-X 68,365 82,061 20%
Total 96,064 125,888 31%
“IͲI”areinternaltointernaltrips “IͲX”areinternaltoexternaltrips
“XͲI”areexternaltointernaltrips “XͲX”areexternaltoexternalorthroughtrips

TheDIAAHhasalargenumberoftripsthatpassthroughtheRestonareawithoutleavingthefacility.
Table2Ͳ1showsDIAAHthroughtripsforthestudyareaandstationinfluenceareain2000and2030.
ThevolumeoftripsduringtheAMpeakperiodin2030isprojectedtobe26%Ͳ33%greaterthanthe
volumeoftripsin2000,whilethecorrespondinggrowthisprojectedtobe4%Ͳ9%forthePMpeak
period.OneinterestingfindingisthattherearefewerfutureyearAMpeakperiodtripsthanPMpeak
periodtripsinthebaseyear.Thisindicatesthatdemandiscurrentlyapproachingorexceedingroadway
capacityontheDIAAHduringthePMpeakperiod,butnotduringtheAMpeakperiod.
Table2Ͳ1:DIAAHThroughTrips
 Year2000 Year2030 %Growth
StudyArea AMPeakPeriod 15,085 19,055 26%
PMPeakPeriod 21,716 22,481 4%
Station AMPeakperiod 15,865 21,054 33%
InfluenceArea PMPeakPeriod 23,295 25,492 9%


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 Final Report

ExcludingtheseDIAAHthroughtrips,studyareaandstationinfluenceareatripsforbothAMandPM
peakperiodswerecomparedbetween2000and2030(seeTable2Ͳ2andTable2Ͳ3).SincetheDIAAH
tripswerecountedasXͲXtrips,thetripsfortheothertwotriptypesremainunchanged.Figure2Ͳ9and
Figure2Ͳ10showthetriptypeproportionsͲexcludingDIAAHthroughtripsͲforthestudyareaand
stationinfluencearea,respectively.TheextractionofDIAAHtripsresultsinanincreaseinthe
proportionofIͲItripsandtheproportionofXͲIorIͲXtrips,andareductionintheproportionofXͲXtrips
whencomparedtotheproportionswhenDIAAHthroughtripsareincluded.Inthestudyarea,the
proportionofIͲI,XͲIandIͲXtripswilldropby2%from2000to2030fortheAMpeakperiodwhilethe
proportionwilldecreaseby1%forthePMpeakperiod.Inthestationinfluencearea,theproportionof
IͲI,XͲIandIͲXtripswilldropby3%from2000to2030fortheAMpeakperiod,whiletheproportionwill
alsodecreaseby3%forPMpeakperiod.Thisrepresentsareductioninstudyandinfluencearea
throughtripsassociatedwithregionalroadwaysinthefuture,whichindicatesthatthegrowthinlocallyͲ
orientedtripsisdisplacingregionalthroughtripdemand.
Table2Ͳ2:ComparisonofStudyAreaTripsExcludingDIAAHThroughTrips
 Year2000 Year2030 %Growth
 IͲI 10,129 15,651 55%
AMPeak IͲXorXͲI 44,170 59,633 35%
Period XͲX 26,464 34,528 30%
Total 80,763 109,812 36%
 IͲI 17,708 27,417 55%
PMPeak IͲXorXͲI 70,457 95,591 36%
Period XͲX 39,589 53,926 36%
Total 127,754 176,934 38%


Table2Ͳ3:ComparisonofStationInfluenceAreaTripsExcludingDIAAHThroughTrips
 Year2000 Year2030 %Growth
 IͲI 948 3,100 227%
AMPeak IͲXorXͲI 17,008 23,929 41%
Period XͲX 32,218 39,296 22%
Total 50,174 66,325 32%
 IͲI 1,898 5,902 211%
PMPeak IͲXorXͲI 25,801 37,925 47%
Period XͲX 45,070 56,569 26%
Total 72,769 100,396 38%

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Final Report

Figure2Ͳ9:StudyAreaTripPurposeSplitExcludingDIAAHThroughTrips
100%

90%

33% 31% 32% 31%

80%

70%

60%

50%

55% 54% 54%

40% 55%

30%

20%

10%
14% 14% 15%
12%

0%
2000AMPeakPeriod 2000PMPeakPeriod 2030AMPeakPeriod 2030PMPeakPeriod

IͲI XͲIorIͲX XͲX


Figure2Ͳ10:StationInfluenceAreaTripPurposeSplitExcludingDIAAHThroughTrips
100%

90%

80%

56%
70% 59%
64% 62%

60%

50%

40%

30%
38%
36%
20% 35%
34%

10%

5% 6%
0% 2% 3%

2000AMPeakPeriod 2000PMPeakPeriod 2030AMPeakPeriod 2030PMPeakPeriod

IͲI XͲIorIͲX XͲX


“IͲI”areinternaltointernaltrips “IͲX”areinternaltoexternaltrips
 “XͲI”areexternaltointernaltrips “XͲX”areexternaltoexternalorthroughtrips

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 Final Report

…ǤʹͲ͵Ͳ”ƒˆˆ‹…”‘Œ‡…–‹‘•
Future2030trafficprojectionsweredevelopedfortheAMandPMpeakperiods,asopposedtoonlythe
AMandPMpeakhours.Thisisduetothefactthatsincethepeakhoursareprojectedtobeheavily
congested,whichwillforcethepeakdemandtospreadoutsideofthepeakhours.Whenthisoccurs,
theevaluationofpotentialroadwayimprovementsshouldfocusonmeasuresthataddressdemandover
peakperiods.TheVISSIMsimulationmodelallowedforthistypeofextendedperiodanalysis.

Itisalsoimportanttonotethatthe2030trafficprojectionsusedforthisstudymaintainedconsistency
with2030trafficprojectionsdevelopedinapreviousstudyoftheareaaroundtheWiehleStation3.

Figure2Ͳ11andFigure2Ͳ12presenttheAMPeakPeriodandthePMPeakPeriodvolumes,respectively,
thatwereusedfortheanalyses.


Figure2Ͳ11:AM3ͲhourPeakPeriodRoadwayLinkVolumeswithintheStationInfluenceArea(2030)


3
DullesCorridorMetrorailProject,TrafficOperationalAnalysis–Phase2,CambridgeSystematics,Inc.,March12,2007.

31
Final Report

Figure2Ͳ12:PM3ͲhourPeakPeriodRoadwayLinkVolumeswithintheStationInfluenceArea(2030)

Ǥ‘ƒ†™ƒ›ƒ’ƒ…‹–›††‹–‹‘•
Forthe2030analysis,asetofroadwaycapacityadditions(roadwayactions)wereincludedwiththe
baselineassumptions,andthenadditionalimprovementswereincludedunderamore“robust”system.
ThebaselineroadwaycapacityadditionsaretheactionsthatwereidentifiedintheDullesRailFEISas
appropriatemitigationmeasures.

Thereisaneedtobalancetheroadwayimprovementswithimprovementsforothermodes,toreflect
thefactthataccesstothestationswillneedtofocusontransitandpedestrianmodes,aswellas
vehicularmodes.Infact,theRestonMetrorailAccessGroup(RMAG)thathelpedguidethisstudy
identifiedpedestrian,bicycleandtransitaccessasprioritiesoverautomobileaccess.Forexample,
wideningaroadwayfrom4to6laneswillimproveroadcapacityandtheabilitytoprocessmore
vehicles;however,thistypeofimprovementcouldpotentiallyhinderpedestrianmovements,especially
atlargerintersections,asitincreasesthecrossingdistanceforpedestrians.

Therearethreegroupingsofroadwayactionsthatwereanalyzedfor2030conditions:1)thoseactions
forroadwaysthatprovideimmediateMetroaccess,2)generalroadwayactionsand3)robustactions
thatwouldbeintendedtomitigatecongestiononalongͲtermscale,includingproposedconnectorsover
theDIAAH.

ƒǤ ‡–”‘……‡••…–‹‘•
Theactionsdiscussedinthissectionwillprovideincreasedcapacityintheimmediatevicinityofthe
Metrorailstationsonroadwaysthatprovidedirectaccessintothestations.Theseactionsinclude:
1. NewsignalandturnlanesonSunsetHillsRoadforaccessintotheproposedRestonParkway
Metrorailstation.

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 Final Report

2. NewleftturnlaneforwestboundleftturningmovementattheintersectionofSunsetHills
Road/IsaacNewtonSquareW,whichwouldreplacethesharedleftͲthroughlanebyprovidinga
dedicatedturnlane.
3. Additional(second)leftturnlanefornorthboundtrafficattheintersectionofWiehleAvenue
andthestationentrance(betweenSunsetHillsRoadandtheDIAAH)andprovideasecond
inboundlane.

TheseroadwayactionswouldimprovedirectvehicularaccessintothetwoproposedMetrorailstations
byprovidingincreasedturningcapacity.Thiscouldreducethepotentialfortrafficvolumesthatexceed
theturnbaycapacityandblockthethroughlanesduringperiodsofhighdemand.

„Ǥ
‡‡”ƒŽ‘ƒ†™ƒ›…–‹‘•
InadditiontotheactionsfordirectaccesstotheMetrorailstations,otherroadwayactionswould
increaseintersectioncapacity,therebyimprovingoperationalperformanceandreducingdelay.These
actionscanrangefromsimplyaddingaturnbayatanintersectiontowideningaroadwaytoprovide
extrathroughlanes.Theactionsanalyzedinthiscategoryinclude:
4. AddanadditionalleftturnlaneontheeastboundDIAAHoffͲrampatWiehleAvenue.
5. ImprovetherightturnlanefortheeastboundSunsetHillsRoadatWiehleAvenue.
6. ImprovetherightturnlaneforthewestboundSunriseValleyDriveatWiehleAvenue.
7. AddanorthboundthroughlaneonRestonParkwayatSunriseValleyDrive,continuingthislane
totherampforeastboundonͲramptotheDIAAH.
8. ImprovetherightturnlaneforsouthboundRestonParkwayatSunriseValleyDrive.

TheseactionsarepartoftheEISmitigationprojectslistedintheamendedrecordofdecision.Some
additionalroadwayactionshavebeenidentifiedbeyondtheEISrecommendationsthatareidentifiedin
thefollowingsection.

…Ǥ ‘„—•–‘ƒ†…–‹‘•Ȁ‘‡…–‘”•
ThebaselinetrafficanalysisidentifiedtheneedforadditionalroadwaycapacityalongWiehleAvenue,as
wellasadditionalconnectionsbetweenSunsetHillsRoadandSunriseValleyDrive.Additionalprojects
weredevelopedthatwouldhelpalleviatetheseissues.Theseimprovements,consideredforthe
“robust”analysis,include:
9. AddasecondrightturnlaneonthenorthboundWiehleAvenueapproachatSunsetHillsRoad.
10. AddasecondrightturnlaneonthesouthboundWiehleAvenueapproachatSunriseValley
Drive.
11. AddanadditionalleftturnlaneontheeastboundSunriseValleyDriveapproachatWiehle
Avenue.
12. ProvidetwonewconnectionsovertheDIAAHtoprovidenewlinkstoconnectSunsetHillsRoad
andSunriseValleyDrive:
i. ConnectionbetweenTownCenterParkwayandEdmundHalleyDrive.
ii. ConnectionbetweenSoapstoneDriveandIsaacNewtonSquareW.

Ǥ ”ƒˆˆ‹…ƒŽ›•‹•‡•—Ž–•
Thetrafficsoftwareusedforthe2030analysiswasVISSIM,amicroͲsimulationprogram.Theadvantage
ofusingsuchaprogramisthatitpermitsanalysisofroadwaynetworksthatareoversaturated(i.e.,
congested)andaccountsforqueuespillbacksaffectingupstreamintersectionsandreductionof

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Final Report

throughput.TheVISSIMsoftware,bymicroͲsimulatingthenetwork,isabletodeterminethe
intersectionͲthroughputonalocationͲbyͲlocationbasisincongestedconditions.Macroscopicprograms
suchastheHighwayCapacityManualSoftware(HCS)andSynchrocanonlyanalyzeintersectionsinan
isolatedfashion;theydonotaccountforqueuespillbackfromdownstreamintersections.

Theanalysisbeganbyexaminingbaselineconditions,whichincludetheEISimprovements,andincluded
pedestrianimprovements.Basedontheanalysisofthebaselineconditions,additionalroadwayactions
weredevelopedtoimprovevehicularflow.

ƒǤ ƒ•‡Ž‹‡Ž–‡”ƒ–‹˜‡
TheBaselineAlternativeincludedtheroadwayimprovementsindentifiedaboveandshowninFigure
2Ͳ13.(Thenumbersinthefigurecorrespondtothenumberedprojectslistedonpages19Ͳ20.)In
additiontothoseroadwayactions,pedestrianimprovementsidentifiedbythePedestrianͲBikeTeam
(anddetailedinChapter3)werealsoincorporated.Theseactionsimprovethecrossingconditionsat
manyintersectionsforpedestriansbyaddingpedestriancrosswalks,pedestriansignalsand/or
pedestrianrefugeislandsthatshortenthecrossingdistance.Bicyclelanes(whilerecommendedin
Chapter5forsomelocations)werenotincludedfortheroadwayanalysis,theprimarypurposeofwhich
wastoevaluateintersectionroadwayactions,includingtheeffectsduetopedestrians.

Figure 2Ͳ13: Locations of Roadway Actions for Baseline Conditions


Inordertoassesstheabilityoftheroadwaysystemtohandletheforecasteddemand,aVolumeͲtoͲ
Capacity(V/C)calculationwascompletedforthecordonpointstotheStationInfluenceArea(shownin
Figure2Ͳ14).Thisprocesscomparedthedemandforthelinkversustheroadwaycapacityofthatlink.
TheV/CcalculationswereperformedonapeakhourandpeakperiodbasisforboththeAMandPM
peaksandarepresentedinTable2Ͳ4.Theassumedroadwaycapacitiesatthecordonpointsweretaken
fromtheFairfaxCountytraveldemandmodelandthevolumesarethoseusedintheVISSIMmodel.

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 Final Report

Table2Ͳ4:2030VolumetoCapacityRatioatCordonPointsfortheDetailedStudyAreaforAMandPMPeaks–BaselineAlternative
AM Peak Hour AM Peak Period PM Peak Hour PM Peak Period
Cordon Point Location Direction Volume Capacity V/C Volume Capacity V/C Volume Capacity V/C Volume Capacity V/C
west of Town In 2,660 2,800 0.95 6,650 8,400 0.79 1,802 2,800 0.64 4,870 8,400 0.58
1 Sunset Hills Rd
Center Pkwy Out 1,215 2,300 0.53 3,038 6,900 0.44 2,480 2,300 1.08 6,703 6,900 0.97
Town Center north of Sunset In 760 1,150 0.66 1,900 3,450 0.55 930 1,150 0.81 2,514 3,450 0.73
2
Pkwy Hills Rd Out 1,260 2,800 0.45 3,150 8,400 0.38 821 2,800 0.29 2,219 8,400 0.26
north of Sunset In 2,474 3,825 0.65 6,185 11,475 0.54 2,164 3,825 0.57 5,849 11,475 0.51
3 Reston Pkwy
Hills Rd Out 2,028 4,800 0.42 5,070 14,400 0.35 3,299 4,800 0.69 8,916 14,400 0.62
north of Sunset In 625 850 0.74 1,563 2,550 0.61 619 850 0.73 1,673 2,550 0.66
4 Old Reston Ave
Hills Rd Out 617 850 0.73 1,543 2,550 0.60 681 850 0.80 1,841 2,550 0.72
north of Sunset In 132 7,000 0.02 330 21,000 0.02 431 7,000 0.06 1,165 21,000 0.06
5 Salliemae Dr
Hills Rd Out 407 7,000 0.06 1,018 21,000 0.05 127 7,000 0.02 343 21,000 0.02
north of Sunset In 2,715 3,150 0.86 6,788 9,450 0.72 2,434 3,150 0.77 6,578 9,450 0.70
6 Wiehle Ave
Hills Rd Out 2,001 3,700 0.54 5,003 11,100 0.45 2,324 3,700 0.63 6,281 11,100 0.57
east of Michael In 641 2,400 0.27 1,603 7,200 0.22 1,380 2,400 0.58 3,730 7,200 0.52
7 Sunset Hills Rd
Farraday Dr Out 2,216 2,400 0.92 5,540 7,200 0.77 819 2,400 0.34 2,214 7,200 0.31
Sunrise Valley east of Wiehle In 2,179 1,550 1.41 5,448 4,650 1.17 1,633 1,550 1.05 4,414 4,650 0.95
8
Drive Ave Out 2,083 3,200 0.65 5,208 9,600 0.54 1,603 3,200 0.50 4,332 9,600 0.45
south of Sunrise In 952 1,150 0.83 2,380 3,450 0.69 1,355 1,150 1.18 3,662 3,450 1.06
9 Soapstone Dr
Valley Dr Out 191 3,100 0.06 478 9,300 0.05 1,092 3,100 0.35 2,951 9,300 0.32
south of Sunrise In 890 1,700 0.52 2,225 5,100 0.44 461 1,700 0.27 1,246 5,100 0.24
10 Colts Neck Rd
Valley Dr Out 271 1,700 0.16 678 5,100 0.13 883 1,700 0.52 2,386 5,100 0.47
east of Reston In 1,214 1,700 0.71 3,035 5,100 0.60 841 1,700 0.49 2,273 5,100 0.45
11 South Lakes Dr
Pkwy Out 628 2,800 0.22 1,570 8,400 0.19 1,447 2,800 0.52 3,911 8,400 0.47
south of South In 2,512 3,150 0.80 6,280 9,450 0.66 1,939 3,150 0.62 5,241 9,450 0.55
12 Reston Pkwy
Lakes Dr Out 1,224 3,150 0.39 3,060 9,450 0.32 3,372 3,150 1.07 9,114 9,450 0.96
west of Reston In 413 850 0.49 1,033 2,550 0.40 1,194 850 1.40 3,227 2,550 1.27
13 South Lakes Dr
Pkwy Out 870 850 1.02 2,175 2,550 0.85 521 850 0.61 1,408 2,550 0.55
Sunrise Valley west of Reston In 920 1,700 0.54 2,300 5,100 0.45 1,343 1,700 0.79 3,630 5,100 0.71
14
Drive Pkwy Out 2,150 2,800 0.77 5,375 8,400 0.64 630 2,800 0.23 1,703 8,400 0.20

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Final Report

Figure2Ͳ14:DetailedStudyAreaCordonPoints


BasedontheV/Ccalculations,thedemandvolumesformostofthecordonpointsdonotexceedthe
capacityoftheroadwaylinks.Afewpointsdoexceedcapacity,butmarginally.V/Ccalculationswere
performedonboththepeakhourandthepeakperiodbecausethevolume(orthedemand)isnot
constantacrosseachofthethreehoursinthepeakperiod;ratherthepeakhourvolumeishigherthan
eitheroftheshoulderhours.Inseveralcases,thevolumeexceedsthecapacityduringthepeakhour,
butnotduringthepeakperiod.Thus,itcanbeexpectedthathighercongestionlevelswilloccurduring
thepeakhourwithlowerlevelsofcongestioninthehoursbeforeandafterthepeakhour.This
illustratesthefactthatthecordonpointsthemselvesarenottheconstrainingfactorofthesystem.
Thus,virtuallyallofthedemandcanenterandexittheStationInfluenceAreas;however,congestionat
thekeyintersectionswithintheStationInfluenceAreawillactasaconstrainttotrafficmobility.

Figure2Ͳ15andFigure2Ͳ16presentthedistributionofvehicletripstoandfromtheWiehleAvenue
StationintheAMPeakPeriod(3Ͳhours)andfromtheWiehleAvenueStationinthePMPeakPeriod(3Ͳ
hours).Approximately50percentoftripsareto/fromthenorthoftheDIAAH,35percentareto/from
thesouthoftheDIAAHand15percentofthetripsareto/fromtheDIAAH.

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 Final Report

Figure2Ͳ15:DistributionofIngressTripstotheWiehleAvenueMetrorailStation

FromNorthwest:30% FromNortheast:20%

FromWestonDulles WiehleAvenue
FromEastonDulles
TollRoad:10% MetrorailStation
TollRoad:6%

FromSouthwest:24% FromSoutheast:10%
Source:VHB(2007)

Figure2Ͳ16:DistributionofEgressTripsfromtheWiehleAvenueMetrorailStation

ToNorthwest:29% ToNortheast:22%

ToWestonDulles WiehleAvenue
ToEastonDulles
TollRoad:9% MetrorailStation
TollRoad:6%

ToSouthwest:24% ToSoutheast:10%
Source:VHB(2007)

TheanalysiswasconductedusingtheVISSIMmodelforthepeakperiods,atotalofthreehours,to
examinehowtheroadwaynetworkoperatesintheshoulderhoursbeforeandafterthepeakhour.The
keymeasureofeffectivenessthatwasusedwasvehicularthroughputatsevenkeyintersections.This
givesameasureofhowwellthedemandisbeingservedbythebaselineroadwaynetwork.Table2Ͳ5
andTable2Ͳ6presentAMandPMpeakperiodthroughputsummariesatsevenkeylocationswithinthe
stationinfluencearea.

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Final Report

Table2Ͳ5:AMPeakPeriodThroughputSummaryatKeyIntersections–BaselineAlternative(2030)
Intersection
Total
Intersection EBTotal WBTotal NBTotal SBTotal Approach
TownCenterPkwy/SunsetHillsRd
AMPkPdThroughput 4,868 1,776  1,873 8,517
AMPkPdDemand 6,650 2,940  1,900 11,490
AMPkPdThroughput% 73.2% 60.4%  98.6% 74.1%
RestonPkwy/SunsetHillsRd
AMPkPdThroughput 3,907 1,226 3,916 1,770 10,819
AMPkPdDemand 4,925 3,175 8,710 6,190 23,000
AMPkPdThroughput% 79.3% 38.6% 45.0% 28.6% 47.0%
IsaacNewtonSquare/SunsetHillsRd
AMPkPdThroughput 3,892 3,801 770 549 9,012
AMPkPdDemand 4,030 5,810 755 555 11,150
AMPkPdThroughput% 96.6% 65.4% 102.0% 98.9% 80.8%
WiehleAve/SunsetHillsRd
AMPkPdThroughput 3,016 2,077 5,998 4,475 15,566
AMPkPdDemand 3,065 2,025 11,060 6,790 22,940
AMPkPdThroughput% 98.4% 102.6% 54.2% 65.9% 67.9%
WiehleAve/SunriseValleyDr
AMPkPdThroughput 3,073 3,302  3,153 9,528
AMPkPdDemand 6,645 5,475  5,085 17,205
AMPkPdThroughput% 46.2% 60.3%  62.0% 55.4%
SoapstoneDr/SunriseValleyDr
AMPkPdThroughput 2,141 1,604 1,788 140 5,673
AMPkPdDemand 4,555 3,875 2,370 150 10,950
AMPkPdThroughput% 47.0% 41.4% 75.4% 93.3% 51.8%
RestonPkwy/SunriseValleyDr
AMPkPdThroughput 742 1,584 5,171 3,433 10,930
AMPkPdDemand 2,300 3,400 6,880 8,138 20,718
AMPkPdThroughput% 32.3% 46.6% 75.2% 42.2% 52.8%
OverallThroughput 70,045
OverallDemand 117,453
AMPeakPdThroughputas%ofDemand 59.6%
Note: PeakperiodtrafficdemandprojectionswerebasedonMWCOGCooperativeForecastsofJobsandHousingand
developedusingtheFairfaxCountyTravelDemandModel.Peakperiodthroughputestimatesweredevelopedusing
theVISSIMtrafficsimulationmodel.

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 Final Report

Table2Ͳ6:PMPeakPeriodThroughputSummaryatKeyIntersections–BaselineAlternative(2030)
Intersection
Total
Intersection EBTotal WBTotal NBTotal SBTotal Approach
TownCenterPkwy/SunsetHillsRd
AMPkPdThroughput 1,369 1,716  816 3,901
AMPkPdDemand 4,870 5,715  2,515 13,100
AMPkPdThroughput% 28.1% 30.0%  32.4% 29.8%
RestonPkwy/SunsetHillsRd
AMPkPdThroughput 809 2,492 2,343 2,467 8,111
AMPkPdDemand 4,945 8,680 8,690 5,850 28,165
AMPkPdThroughput% 16.4% 28.7% 27.0% 42.2% 28.8%
IsaacNewtonSquare/SunsetHillsRd
AMPkPdThroughput 635 904 624 1,081 3,244
AMPkPdDemand 5,235 3,725 2,305 1,440 12,705
AMPkPdThroughput% 12.1% 24.3% 27.1% 75.1% 25.5%
WiehleAve/SunsetHillsRd
AMPkPdThroughput 779 1,019 2,297 1,292 5,387
AMPkPdDemand 6,240 4,600 6,465 6,580 23,885
AMPkPdThroughput% 12.5% 22.2% 35.5% 19.6% 22.6%
WiehleAve/SunriseValleyDr
AMPkPdThroughput 1,568 1,894  1,383 4,845
AMPkPdDemand 3,700 4,410  7,245 15,355
AMPkPdThroughput% 42.4% 42.9%  19.1% 31.6%
SoapstoneDr/SunriseValleyDr
AMPkPdThroughput 1,386 1,332 754 529 4,001
AMPkPdDemand 3,105 5,885 850 985 10,825
AMPkPdThroughput% 44.6% 22.6% 88.7% 53.7% 37.0%
RestonPkwy/SunriseValleyDr
AMPkPdThroughput 1,039 1,287 3,600 3,192 9,118
AMPkPdDemand 3,630 4,055 5,230 9,291 22,206
AMPkPdThroughput% 28.6% 31.7% 68.8% 34.4% 41.1%
OverallThroughput 38,607
OverallDemand 126,241
PMPeakPdThroughputas%ofDemand 30.6%
Note: PeakperiodtrafficdemandprojectionswerebasedonMWCOGCooperativeForecastsofJobsandHousingand
developedusingtheFairfaxCountyTravelDemandModel.Peakperiodthroughputestimatesweredevelopedusing
theVISSIMtrafficsimulationmodel.

Forbothpeakperiods,theinternalroadwaynetworkiscongested.Anumberofintersectionscannot
processthedemand,whichcausesqueuespillbacktoadjacentupstreamintersections.FortheAMpeak
period,60%ofthedemandwouldbeserved–meaningthatofallthevehiclesthatwouldliketodrive
throughthekeyintersectionsduringtheAMpeakperiod,only60%ofthosewillbeableto.Congestion
ofthistypewillleadtochangesintravelbehavior;atleastfourresponsesarelikely:
x Changetimeoftravel,inwhichthepeakperiodwillextendbeyondthetraditional3Ͳhours.
x Changepathoftravel,throughtripswillfindotherroutestoavoidthearea.
x Changemodeoftravel,sometravelerswillchoosetousetransitorwalk/bike.
x Notmakethetripatall.
ForthePMpeakperiod,43%ofthedemandisserved.Thiswouldcauseanevenlongerlengtheningof
thepeakperiodcomparedtothedemandoftheAMpeakperiod.


39
Final Report

ThefindingsofbothmodelsarethatprojectedtrafficdemandfortheWiehleAvenuecorridoristhe
causeofmuchoftheforecastcongestionanddelayinthestationinfluencearea.Thereareseveral
componentsofprojectedtrafficalongWiehleAvenue:externaltrips,externalͲinternaltripsandinternal
trips.CriticalsectionsofWiehleAvenueinclude:
1. SouthboundsegmentofWiehlebetweenSunsetHillsRoadandtheDIAAH.
2. IntersectionofWiehleatSunriseValleyDrive
3. IntersectionofWiehleatSunsetHillsRoad

Thefirstbottleneckwillcausecongestionspillovertoadjacentintersectionswithinthestationinfluence
area,includingextendingthequeuesovertoRestonParkway,whichaffectsnorthͲsouthtravelonthat
arterial.Thelattertwolocationsarelikelytohaveheavycongestion,dueinparttotheproblemscaused
bytheformer.CongestionalongRestonParkwayisprojectedtobeatalowerlevelthanWiehle
Avenue.

TheheavytrafficcomingoutoftheWiehlemetrostationduringthePMpeakperiodwillcauseweaving
conditionsbetweenalltravellanesonthesouthboundsegmentofWiehleAvenuebetweenSunsetHills
RoadandtheDIAAH,astheycomeoutofthemetrostation.Mostvehiclesarenotdestinedtothewest,
sotheymustweaveoveratleastonelane.IfavehicleisdestinedtotheeastboundDIAAHramp,they
mustweaveacross4lanestoenterintotheturnbays.Itisonly320feetfromtheWiehlemetrostation
accesstotheintersectionwiththewestboundramps,andafurther500feettotheintersectionforthe
eastboundramps.Thisweavingcausesturbidityasvehiclesforcetheirwayoverbetweenthetravel
lanestoreachthelanetheydesiretoreachtheirdestination.Mostvehiclesthatturnrightwhenthey
exittheWiehleAvenuemetrostationentrancewilllikelybedestinedtoSunriseValleyDriveandpoints
southandthuswouldhavetoweaveacrossatleastonelane.Figure2Ͳ17illustratesthisweaving
phenomenon.

 Figure2Ͳ17:IllustrationofWeavingonWiehleAvenuewithMetroEgress


Conflictpoint


Note:hollowarrowsillustratethelanesthatarepartoftheturnbayatthenextsignalbeyondthisintersection

TheotherbottlenecksalongWiehleAvenueareattheintersectionswithSunsetHillsRoadandSunrise
ValleyDrive.Thelackofturnlanesforthesignificantmovementsaddstothedelaysatthese
intersections.

ThecurrentroadwaynetworkprovidesfortwocrossingsoftheDIAAH;traffictravelingwithinthearea,
toandfromtherailstations;andenteringandleavingtheDIAAHallwillcompeteforthesameroad
spaceonWiehleAvenueandRestonParkway.Providingalternativeroutingpaths,suchasnew

40
 Final Report

connectorsovertheDIAAH,wouldpermitinternaltripsandsometraffictoandfromtherailstationsto
avoidbothRestonParkwayandWiehleAvenue.


„Ǥ Dz‘„—•–dzŽ–‡”ƒ–‹˜‡
Aseriesofroadwayactions,beyondthoserecommendedintheEISandassumedforthefuturebaseline
analysis,weredevelopedtoaddressthebottlenecksalongWiehleAvenue.Theseimprovementswould
increaseintersectioncapacityandprovidealternateroutingchoicesforvehicles.Connectorsacrossthe
DIAAHwouldprovidenorthͲsouthalternativestothecongestedRestonParkwayandWiehleAvenue.
Intersectionmodifications,suchasaddingturnlanescanalsoreducetrafficdelayatintersections.The
roadwayactionsthatcouldbeconsideredtoreduceforecastdelayatbottlenecksonWiehleAvenueand
RestonParkwayareillustratedinFigure2Ͳ18andinclude:
9. AddasecondrightturnlaneforthenorthboundWiehleAvenueapproachatSunsetHillsRoad.
10. AddasecondrightturnlaneforthesouthboundWiehleAvenueapproachatSunriseValley
Drive.
11. AddanadditionalleftturnlanefortheeastboundSunriseValleyDriveapproachatWiehle
Avenue.
12. ProvidingtwonewconnectionsovertheDIAAHtoprovidenewlinkstoconnectthemajoreastͲ
westroadways:SunsetHillsRoadandSunriseValleyDrive:
i. ConnectionbetweenTownCenterParkwayandEdmundHalleyDrive
ii. ConnectionbetweenSoapstoneDriveandIsaacNewtonSquare

TheproposedconnectorswoulddivertvehiclesfromthemajornorthͲsouthroadwayswithinthestation
influencearea.TheseconnectorswouldbegradeͲseparatedfacilitiesfromtheDIAAHandwouldnot
includerampsto/fromtheDIAAHasexemplifiedbytheMonroeStreetconnectortothewest,which
passesovertheDIAAHwithoutarampconnection.Forexample,atripfromSoapstoneDrivetothe
WiehleMetrorailStationcoulduseoneoftheseconnectorsandavoidthetrafficonSunriseValleyDrive
andWiehleAvenue,byaccessingtheStationdirectly.ThepotentialfortripsdivertingfromReston
ParkwayandWiehleAvenuewereestimatedmanuallyandassignedonthenewroutes.Figure2Ͳ19
presentstheestimatednumberoftripsexpectedtomakethisdiversionduringtheAMandPMpeak
periods.ItshouldbenotedthattheFairfaxCountyParkwayliesoutsidethestationinfluencearea,so
therecouldbepotentialfortripdiversionfromthatfacilitytotheTownCenterParkwayandEdmund
HalleyDriveconnector.

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Final Report

Figure2Ͳ18:LocationsofRoadwayActionsassumedfortheRobustAlternative

Figure2Ͳ19:EstimatedTripDiversionduetoProposedConnectors(2030)

Note:AM(PM)volumespresentedherearepeakperiod(3Ͳhour)volume)

TheactionsincorporatedintherobustconceptwereaddedtothebaselineroadwaynetworkinVISSIM,
andthetripswerereassigned.TheactionsareprojectedtohaveagreatereffectinthePMpeakperiod,
asthecombinedthroughputatthesevenkeyintersectionsisprojectedtoincreasebyapproximately

42
 Final Report

36%comparedtothebaseline.Theincreasewouldbealmost10%intheAMpeakperiod.Table2Ͳ7
andTable2Ͳ8presentAMandPMPeakperiodthroughputsummariesforthesevenkeyintersections.

Table2Ͳ7:AMPeakPeriodThroughputSummaryatKeyIntersections–“Robust”Alternative(2030)
Intersection
Total
Intersection EBTotal WBTotal NBTotal SBTotal Approach
TownCenterPkwy/SunsetHillsRd
AMPkPdThroughput 5,677 2,029 163 1,814 9,683
AMPkPdDemand 6,650 2,890 150 1,905 11,595
AMPkPdThroughput% 85.4% 70.2% 108.7% 95.2% 83.5%
RestonPkwy/SunsetHillsRd
AMPkPdThroughput 4,256 1,432 3,931 5,494 15,113
AMPkPdDemand 4,690 3,175 8,565 6,190 22,620
AMPkPdThroughput% 90.7% 45.1% 45.9% 88.8% 66.8%
IsaacNewtonSquare/SunsetHillsRd
AMPkPdThroughput 4,018 3,243 622 520 8,403
AMPkPdDemand 4,015 4,875 1,680 555 11,125
AMPkPdThroughput% 100.1% 66.5% 37.0% 93.7% 75.5%
WiehleAve/SunsetHillsRd
AMPkPdThroughput 2,567 1,847 6,359 3,428 14,201
AMPkPdDemand 2,870 2,025 10,130 6,790 21,815
AMPkPdThroughput% 89.4% 91.2% 62.8% 50.5% 65.1%
WiehleAve/SunriseValleyDr
AMPkPdThroughput 3,893 2,800  2,862 9,555
AMPkPdDemand 5,390 5,480  4,790 15,660
AMPkPdThroughput% 72.2% 51.1%  59.7% 61.0%
SoapstoneDr/SunriseValleyDr
AMPkPdThroughput 4,177 1,337 2,033 426 7,973
AMPkPdDemand 4,555 3,595 2,365 430 10,945
AMPkPdThroughput% 91.7% 37.2% 86.0% 99.1% 72.8%
RestonPkwy/SunriseValleyDr
AMPkPdThroughput 1,486 1,341 3,937 5,063 11,827
AMPkPdDemand 2,150 3,400 6,875 7,801 20,226
AMPkPdThroughput% 69.1% 39.4% 57.3% 64.9% 58.5%
OverallThroughput 76,755
OverallDemand 113,986
AMPeakPdThroughputas%ofDemand 67.3%
Note: PeakperiodtrafficdemandprojectionswerebasedonMWCOGCooperativeForecastsofJobsandHousingand
developedusingtheFairfaxCountyTravelDemandModel.Peakperiodthroughputestimatesweredevelopedusing
theVISSIMtrafficsimulationmodel.

43
Final Report

Table2Ͳ8:PMPeakPeriodThroughputSummaryatKeyIntersections–“Robust”Alternative(2030)
Intersection
Total
Intersection EBTotal WBTotal NBTotal SBTotal Approach
TownCenterPkwy/SunsetHillsRd
AMPkPdThroughput 1,250 2,314 146 827 4,537
AMPkPdDemand 4,865 5,700 365 2,515 13,445
AMPkPdThroughput% 25.7% 40.6% 40.0% 32.9% 33.7%
RestonPkwy/SunsetHillsRd
AMPkPdThroughput 813 3,619 2,549 2,433 9,414
AMPkPdDemand 5,095 8,673 8,320 5,850 27,938
AMPkPdThroughput% 16.0% 41.7% 30.6% 41.6% 33.7%
IsaacNewtonSquare/SunsetHillsRd
AMPkPdThroughput 786 1,326 1,162 1,381 4,655
AMPkPdDemand 5,245 3,325 2,595 1,445 12,610
AMPkPdThroughput% 15.0% 39.9% 44.8% 95.6% 36.9%
WiehleAve/SunsetHillsRd
AMPkPdThroughput 1,174 1,362 4,167 2,251 8,954
AMPkPdDemand 5,265 4,595 6,040 6,580 22,480
AMPkPdThroughput% 22.3% 29.6% 69.0% 34.2% 39.8%
WiehleAve/SunriseValleyDr
AMPkPdThroughput 2,640 3,387  2,241 8,268
AMPkPdDemand 3,175 4,415  5,730 13,320
AMPkPdThroughput% 83.1% 76.7%  39.1% 62.1%
SoapstoneDr/SunriseValleyDr
AMPkPdThroughput 2,706 1,934 867 1,819 7,326
AMPkPdDemand 3,090 4,365 850 2,430 10,735
AMPkPdThroughput% 87.6% 44.3% 102.0% 74.9% 68.2%
RestonPkwy/SunriseValleyDr
AMPkPdThroughput 1,130 1,500 3,232 3,317 9,179
AMPkPdDemand 3270 4055 5230 9080 21635
AMPkPdThroughput% 34.6% 37.0% 61.8% 36.5% 42.4%
OverallThroughput 52,333
OverallDemand 122,163
PMPeakPdThroughputas%ofDemand 42.8%
Note: PeakperiodtrafficdemandprojectionswerebasedonMWCOGCooperativeForecastsofJobsandHousingand
developedusingtheFairfaxCountyTravelDemandModel.Peakperiodthroughputestimatesweredevelopedusing
theVISSIMtrafficsimulationmodel.

TheactionthatwouldhavethegreatesteffectintheincreaseofthroughputfortheAMpeakperiodis
thenewSoapstoneDrivetoIsaacNewtonSquareWconnector.Thisconnectorwoulddiverttripsaway
fromWiehleAvenue,includingthosevehiclesthatwouldotherwiseresultinheavyvolumesofleft
turningvehiclesintotheMetroStationaccesspoints.Thisconnectoralsoreducestheamountoftraffic
exitingfromtheproposedWiehleAvenueMetrorailStationontoWiehleAvenue,therebyreducingthe
demandaswellasreducingthevolumeoftrafficthatisweavingfromtheMetroaccessandtheDIAAH
ramps.Thisconnectorwouldproviderelieftothecongestionthatwouldotherwiselikelybefoundon
WiehleAvenue.

TheproposedSoapstoneConnectoralsoplaysakeyroleasanadditiontothebusnetworkinRestonby
providingdirectaccessacrosstheDIAAHandtothestationwithoutrequiringtravelonWiehleAvenue.
Inordertoensurethatthisdirectaccessisavailabletotransitvehicles,dedicatedbuslanesshouldbe

44
 Final Report

includedaspartofthisfacility.Asproposed,thefacilitywouldincludepedestrianfacilitiesandtwo
travellanesineachdirection:oneforgeneraltrafficandonededicatedlaneforusebybicyclistsand
buses.ThisconnectioncouldsignificantlyspeedbusoperationsintoandaroundtheWiehleAvenue
stationandshouldbeconsideredindetailasredevelopmentaroundtheWiehleAvenuestationoccurs.

EvenwiththeSoapstoneConnectorinplace,theforecastssuggestthatheavycongestionalongWiehle
Avenuewillcontinuetoexist.Toreducethiscongestionandresultingdelay,itwouldbenecessaryto
furtherwidenroadways,ortoencouragealargershifttononͲautomobilemodes.Anaggressive
programofTravelDemandManagement(TDM)willhelptoencouragethemodalshiftthatwillbe
necessarytoreducetrafficcongestioninthestationareas.

Theotheractionslistedabovedoimproveoperationsofthekeyintersections,thoughtheseactions
wouldprovideonlymarginalbenefit.Additionaltestingwascompletedtoseeifanyofthespecific
actionswerenotrequired.Forexample,additionaltestingshowedthataddingasecondsouthbound
rightturnlanefromWiehleAvenuetowestboundSunriseValleyDriveactionwouldnotresultina
significantbenefittotrafficoperations,butwouldmakepedestriantravelmoredifficultatthis
intersection.


…Ǥ ‡†‹…ƒ–‡†—• ƒ…‹Ž‹–‹‡•
Theanalysishasillustratedthattrafficspeedsintheareawillbesignificantlyslowerinthefutureas
trafficgrowthcontinuesinthearea.Carsandbusesbothwillhavetotravelinthesametraffic,andbus
speedsareexpectedtobesignificantlyslowerin2030thantheyarein2007.Withoutdedicatedlanes,
bustraveltimewillbenobetterthanSOVandtherewillbealowerprobabilityofpromotingthedesired
shiftfromSOVintobuses.Thishastheeffectofrequiringmorevehiclesandmoredriverstooperatea
recommendedlevelofservice,increasingthecostofthesystem.Onealternativethatcouldrelieve
someoftheincreaseinoperatingcosts,driverstaffandfleetrequirementswouldbetoimplementbusͲ
onlylanesthatallowforfreeflowtrafficconditionsfortransitvehicles.Theselanescouldbeusedonly
duringpeakhoursandwouldfunctionastraditionaltravellanesduringtheoffͲpeakperiods.These
laneswouldhavethedualbenefitsofincreasingbusspeeds(andinturnsignificantlydecreasingthe
operationalcostsandthenumberofnewvehiclesrequired)whilesimultaneouslyattractingmore
passengerstothetransitsystemandawayfromtheircars,thusalleviatingtrafficcongestion.

Theroadsexpectedtohavetheworstcongestionproblemsin2030areWiehleAvenueandReston
Parkway.Buslanesontheseroads,andpotentiallyatmajorintersectionswiththeseroads(likeSunset
HillsandWiehleAve)wouldprobablyhavethemostbeneficialeffectsfortransitriders.Acarefulstudy
oftheimplicationsofbuslanesontheseroadsshouldbeundertakentodetermineifthissolutionwould
benefittheresidentsofReston.Implementationofbuslanesintheimmediatevicinityofeitherofthe
stationsalongtheseroadwayswouldpresentmanychallengesinrightͲofͲwayacquisition,operations
andenforcementandwouldrequirethereconstructionandexpansionofthebridgesacrosstheDIAAH.

However,therearelocationsinRestonwherebuslanesmightbebothpossibleandbeneficial.Sunset
HillsRdisincludedasasixͲlanefacilityintheFairfaxCountyTransportationPlan,andthisexpansionis
includedintheFairfaxCountyComprehensiveLongRangePlan(CLRP).Theroadwayexpansioncouldbe
completedbyconstructingtheadditionallanesaspeakͲhourdedicatedbusfacilitiesbetween(atleast)
OldRestonAvenueandWiehleAvenue.ThesefacilitieswouldprovideacongestionͲfreeeastͲwest
routeintheheartofRestonfortransitvehicles.SignificantrightͲofͲwayacquisitionandconstruction

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Final Report

costswouldbeassociatedwiththisproject,howeveradetailedstudywouldbenecessaryinorderto
determinetheexactquantitativebenefitsofthebuslanes.


†Ǥ –‡”ƒŽ–”‡‡–‡–™‘”
ThetransportationnetworkaroundtheWiehleAvenuestationiscomprisedprimarilyofmajor
thoroughfares(i.e.WiehleAvenue,SunsetHillsRoadandSunriseValleyDrive)andmuchsmallerstreets
anddrivewaysthatprovideaccesstoindividualbuildingsanddevelopments.Becauseofthis,most
vehiclestravelingintheareamustuseoneofthemajorcongestedroutesorintersections.The
potentialexiststodevelopadditionalroadwayconnectionsasawayforlocaltraveltoavoidthemore
congestedmajorroadways.

Muchoftheinfrastructurethatwouldbenecessarytodevelopthisinternalgridofstreetsalreadyexists
intheformofsmallaccessroadanddriveways.Someoftheseexistingfacilitiescouldbeexpanded
alongwithintersectionimprovementsattheaccesspointstoeasetrafficcongestionandvehicledelays.
Theseconnectorstreetswouldhavetheaddedbenefitofprovidingmoredirectconnectionto
pedestriansandbicyclists,asubjectthatwillbediscussedfurtherinChapter4.

ThepreviouslydiscussedSoapstoneConnectorwouldprovideadditionalconnectionsthroughthe“back
door”totheWiehleAvenuestation.ExtendingthisroadwayacrossSunsetHillsRoadontoIsaacNewton
SquareWprovidesfurtherconnections.Likewise,IsaacNewtonSquareS/RogerBaconDrcanprovide
aneastͲwestconnectionnorthofSunsetHillsRd.Otherprivatedrivewaysinthestationareacouldalso
beupgradedtocarrylocalthroughtraffic.

Ǥ ‹†‹‰•ƒ†‹•…—••‹‘‘ˆ‡‡†•
TheanalysesoftheBaselineand“Robust”Alternativesprovidedinsightintotheroadwayactions
neededtohandletheprojecteddemand.TheactionsidentifiedfortheBaselineroadwayshouldallbe
implemented,andaselectfewfromthe“Robust”Alternativeshouldalsobeincluded.Thelistingof
recommendedprojects,illustratedonFigure2Ͳ20,isasfollows:

A. NewsignalandturnlanesonSunsetHillsRoadforaccessintotheproposedRestonParkway
Metrorailstation
B. NewleftturnlaneforwestboundleftturningmovementattheintersectionofSunsetHills
Road/IsaacNewtonSquareW,thiswouldreplacethesharedleftͲthroughlanebyprovidinga
dedicatedturnlane.
C. AddasecondleftturnlanefornorthboundtrafficattheintersectionofWiehleAvenueand
MetroAccess(betweenSunsetHillsRoadandtheDIAAH)andprovideasecondinboundlane
D. AddanadditionalleftturnlaneontheeastboundDIAAHoffͲrampatWiehleAvenue
E. ImprovetheexistingrightturnlanefortheeastboundSunsetHillRoadlegatWiehleAvenue
F. ImprovetheexistingrightturnlaneforthewestboundSunriseValleyDriveapproachatWiehle
Avenueleg
G. AddnorthboundthroughlanefortheRestonParkwayatSunriseValleyDrive,continuingthe
lanetotherampforeastboundDIAAH
H. ImprovetherightturnlaneforthesouthboundRestonParkwaylegatSunriseValleyDrive
I. ProvideanewconnectionovertheDIAAHtoconnectthemajoreastͲwestroadways:Sunset
HillsRoadandSunriseValleyDrive.TheconnectionwouldbebetweenSoapstoneDriveand
IsaacNewtonSquareWandwouldincludeonesharedbus/bikelaneineachdirection.

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 Final Report

J. ExpandSunsetHillsRoadbetweenWiehleAvenueandOldRestonAvenuetosixlanes.
Additionallaneswillbeoperatedasdedicatedbuslanesinpeakperiods.


Figure2Ͳ20:LocationsofRecommendedRoadwayActions

Actions9,10,11and12(i),previouslyidentifiedforthe“Robust”Alternative,arenotrecommended.
Theseprojectswereasfollows:
9. AddingasecondrightturnlaneforthenorthboundWiehleAvenueatSunsetHillsRoad.
10. AddingasecondrightturnlaneforthesouthboundWiehleAvenuelegatSunriseValleyDrive.
11. AddanadditionalleftturnlanefortheeastboundSunriseValleyDrivelegatWiehleAvenue.
12. (i)ProvidingaconnectionbetweenSunsetHillsRoadandSunriseValleyDriveviaTownCenter
ParkwayandEdmundHalleyDrive.

Itshouldbenotedthatevenwithimplementationofalltheroadwayactions,thepeakperioddemand
forboththeAMandPMperiodscannotbeservedwithinthethreehourpeakperiod.Lengtheningof
thepeakperiodshouldbeexpected.

ThenorthͲsouththoroughfaresareheavilytravelled,buttheeastͲwestroutesareasimportantto
overallmobilityinthearea.Currently,bothSunriseValleyDriveandSunsetHillsRoadareconsidered
minorarterialsaccordingtotheFairfaxCountyComprehensiveTransportationPlan.Thenumbersof
lanesonbothfacilitiesvarydependingonlocation.Forthemostpart,SunriseValleyDriveisa4Ͳlane
facility,exceptnearHunterMillRoad,whereitisa2Ͳlaneroadway.SunsetHillsRoadvariesbetween2
to6lanesdependingonthesection.ThemajorfactorofimpedancetoeastͲwestmobilityistheconflict
forgreentimewithnorthͲsoutharterialslikeFairfaxCountyParkway,RestonParkwayandWiehle
Avenue.ThesenorthͲsoutharterialscarrymoretrafficthantheformer.Ifgreentimewereincreased
fortheeastͲwestarterialswheretheycrossthemajornorthͲsoutharterials,thenitwouldcomeatthe
expenseofnorthͲsouthmobility.


47
Final Report

TheothermeanstoimproveeastͲwestmobilityinthisareaistoprovidemoretravellaneseastͲwest.
However,thereislimitedpotentialtoimplementthisoptionduetotherightͲofͲwayconstraintsthat
existatsomesegmentsalongtheroadway.TheCounty’sComprehensiveTransportationPlanshows
SunsetHillsRoadasacomplete6ͲlanefacilityfromFairfaxCountyParkwaytoWiehleAvenue,anda4Ͳ
lanefacilitytoHunterMillRoad.ThelatterwouldlikelyrequireimprovementstoHunterMillRoadat
theDIAAHinterchange.Thiswouldimprovetrafficoperations,butwouldnotbeabletosatisfythe
demandforthisfacility.TherearenotcurrentlyanyplanstowidenSunriseValleyDrive,howeverthe
additionofpeakͲperioddedicatedbuslanesisrecommendedasalongtermsolutiontocongestion.
IntersectionimprovementsalongthisSunriseValleyDrive,suchasaddingorlengtheningturnbays,
wouldprovidemorestoragetoaccommodateturningtrafficthatwouldnotblockthethroughlanes.

AnotherprojectthatcouldoccurontheedgeoftheStudyAreaisatrafficcalmingprojectonHunterMill
Road.TheHunterMillRoadTrafficCalmingStudy,astudyconductedbytheNorthernVirginiaRegional
Commission,“offersanumberofinnovativeapproachestoimprovesafetyalongHunterMillRoad,
provideforthehighvolumeoftraffic,allthewhileimprovingthelevelofservice”.Thereportoutlines
"contextsensitivesolutions"suchasroundaboutsandsplitterislandsatacostlowerthanorequalto
traditionalexpansionofhighways.

Othermeansofimprovingcirculationwithinthestationinfluenceareawouldbetoimproveprivate
parcelaccess(ingressandegress)drivewaysbycombiningtheseaccesspointsatlocationswith
signalizedintersections.Byprovidingseparateturnlanesfortheleftturnandrightturnmovementon
thesedriveways,ratherthanasinglelane,itwouldreducethenecessarygreenͲtimefortheminorlegs,
whichinturnprovidesformoregreenͲtimeforthemainthoroughfare.Anexamplewouldbethenorth
legofIsaacNewtonSquareWattheintersectionwithSunsetHillsRoad.

Finally,itisrecommendedthatasredevelopmentoccursintheWiehlestationarea,localstreet
connectorsbeprovidedasawayforlocaltraveltoavoidthemorecongestedmajorroadways.Four
connectorsofthistypearerecommendedtohelpcreateaninternalgridofstreetsaroundtheWiehle
AvenuestationasillustratedinFigure2Ͳ21.Thefourconnectorsinclude:
K. IsaacNewtonSquareWestfromIsaacNewtonSquareSouthtothestationasanextension
oftheproposedSoapstoneConnector.
L. TheStationEntrance(alreadyplannedforimprovementsaspartofstationconstruction)
shouldbeextendedacrossWiehleAvenuetothePrivateDrivewayasfareastasSamuel
MorseDr.
M. MichaelFaradayCourtextensionfromthenewroadwaydescribedin(L)northtothe
extendedRogerBaconDrdescribedin(N)
N. Extension/improvementstoIsaacNewtonSquareSouthfromIsaacNewtonSquareWestto
WildlifeCenterDrive.

Itmaybepossibletoconstructorexpandseveralofthesenewconnectorsaspartofthedevelopment
processastheareasurroundingtheWiehleAvenuestationredevelops.Proffersandotherdevelopment
toolscanbeusedtominimizetheexpensetotheCountyofthesefacilities.Dependingonthescaleand
patternofredevelopmentinthearea,thesectionsofcompletelynewroadwaythatwouldconnectto
WildlifeCenterDrivemaystillrequireasignificantCountyinvestment.

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 Final Report

Figure2Ͳ21:PotentialLocalConnectors

Ǥ—‰‰‡•–‡†‘Ž‹…‹‡•ƒ†”‘‰”ƒ•
AstheStudyAreacontinuestogrow,actionstotheroadwaynetworkwillbeneededtohelp
accommodatetheprojectedgrowth.Thefourteen(14)roadwayactionsidentifiedintheprevious
sectionarerecommended,aswellasthepedestrianimprovementsindentifiedinChapterIIIandthebus
serviceenhancementsdescribedinChapterIV.Thefullsetofimprovementswillhelptoimprove
mobilityforalltravelersinthestationareasregardlessoftheirmodeoftravel.Improvementstothe
pedestrian,bicycleandtransitnetworksarenecessarytohelpdiverttripsawayfromSOVstoother
modes.Tosupportthismodechoiceshift,thissectionrecommendssomepoliciesthatshouldbe
encouragedinthevicinity,includingTravelDemandManagementandIntelligentTransportation
Systems.


ƒǤ ”ƒ˜‡Ž‡ƒ†ƒƒ‰‡‡–
By2030,congestionintheRestonareawillbeasignificantproblem.Roadwayexpansionand
improvementprojectswillnotbeabletoprovidethecapacitytoaccommodateallofthevehicle
demandduringthepeakperiods.TravelDemandManagement(TDM)strategiesareprogramsand

49
Final Report

policiesestablishedwiththegoalofreducingthenumberofvehicletripsmadeduringthepeakperiods.
TDMstrategieshavebeenimplementedsuccessfullyinareasthroughouttheWashingtonregion,
includingthenewlyrevitalizedurbanareaaroundSilverSpring,MD.SuccessfulTDMactionswill
encouragethetravelertotakeoneormoreofthefollowingactions:
x Changetimeoftravel.
x Changepathoftravel,suchthattripsnotdestinedtotheareafindotherroutesandavoidthe
congestion.
x Changemodeoftravel,sometravelerswillchoosetousetransit,sharearideorwalk/bike.
x Notmakethetripatall.

TheincreasedcongestionexpectedintheRestonareaby2030willforcemanycommuterstocarefully
considertheirtransportationoptionstofindthebestsolutionforthem.Itisnecessarytoprovideawide
arrayoftransportationoptionssothateachindividualcanfindthesolutionthatworksbestforthem
whilesimultaneouslyreducingthelevelofcongestionexperiencedduringthepeakperiods.Transit,
bicyclingandwalkingmustbemadeviableoptionswhereverpossible,asdetailedinChapters3and4.
TDMpoliciesandprogramssupportedbyFairfaxCountyandlocalinterestsinRestonmayincludeanyof
thefollowing:
x Transitfaresubsidies;
x Parkingfeesatofficebuildings;
x Preferentialparkingforcarpools;
x Flexibleworkschedules;
x Telecommutingopportunities;
x OnͲsitesalesoftransitfaremedia;
x GuaranteedRideHomeprograms;
x RideͲmatchingprograms;
x TransitinformationonͲsite;
x OnͲsiteTDMcoordinator;
x CarͲsharing;
x VanpoolSupport;and
x OnͲsiteshowerfacilitiesforbicyclists.

Whenmarketedandadministeredappropriately,thecombinedeffectsofalloftheseprogramscanhave
asignificantimpactonthenumberofSOVtripsthataremadeduringapeakperiod.Forexample,in
studiesrecentlyconductedfortheTysonsCornerarea4,ithasbeenestimatedthatanaggressiveTDM
programwillbeimportantinachievinganonͲSOVmodeshareof20%inthearea.


„Ǥ –‡ŽŽ‹‰‡–”ƒ•’‘”–ƒ–‹‘›•–‡•
IntelligentTransportationSystems(ITS)usetechnologytoimprovethetravelexperiencebyproviding
additionalinformation,removingdelaysorcreatingamorecomfortableenvironmentforthetrip.The
fullrangeofapplicationsofITSisstillbeingdevelopedandmaychangesignificantlyby2030.However,
someapplicationsthatwillbeusefulintheRestoncommunitymayincludethefollowing:
x Realtimebuslocators;
x Realtimebusarrivalinformationfortransitpassengers;

4
Fairfax County Comprehensive Plan, 2007 Edition.
<http://www.fairfaxcounty.gov/dpz/comprehensiveplan/area2/tysons1.pdf>

50
 Final Report

x Signalpriorityfortransitvehicles;and
x Realtimetrafficinformation.
Anadditionalstudywouldbenecessarytodeterminethebestapplicationsandlocationsfortheseand
otherforthcomingtechnologies.


Ǥ ’Ž‡‡–ƒ–‹‘
Thischapterhasdetailedmanyprojectsandpoliciesthatarerecommendedfortheareassurrounding
theWiehleAvenueandRestonParkwayMetrorailstations.Theseactionswillhelpeasetraffic
congestioninthearea,improvecirculationforallmodesoftravelandprovideeasieraccessandegress
tothestationsthemselves.Eachoftheseprojectsmustcompetewitheachotherandwiththeother
improvementsrecommendedinlaterchaptersofthisreportforscarceresources,includingtimeand
funding.Detailedengineeringanalysishasnotbeenperformedonanyoftherecommendedprojects,
howeverplanninglevelcostestimateshavebeendevelopedbasedonsimilarprojectsthathavebeen
completedinthearea.

Timingwillbeakeyissueinimplementationoftheserecommendedactions,asthereisalotofworkto
bedoneinalimitedtimeframe.Basedonthephasedopeningofthetwostationsinthisstudy,someof
theimprovementswillbenecessaryforaccesstotheWiehleAvenuestation(scheduledtoopenfirst)
andotherswillberequiredfortheopeningoftheRestonParkwaystation.Stillotherprojectswillbe
necessaryinthelongruntoeaseexpectedcongestioninthearea.Thesectionsbelowprovidecost
estimatesforeachoftheproposedactionsandalistofprioritiesfortheroadwayprojects.Integrated
prioritiesbetweenallofthedifferentmodescanbefoundinChapter5.

ƒǤ ‘•–
Fourteenroadwayimprovementprojectshavebeenidentifiedinthischapterthatwillimprove
accessibilityaroundtheproposedWiehleAvenueandRestonParkwayMetrorailstations.Costwillplay
animportantroleintheimplementationoftheseprojects,asfundingmustbeassuredbeforeany
designorconstructioncanbegin.Potentialfundingsourcesforprojectsrecommendedthroughoutthis
reportcanbefoundinChapter5.Roughcostestimateshavebeendevelopedforeachofthe
recommendedprojectsinthischapter.Theseestimatesarein2007dollarsandpricesareexpectedto
increaseannually.

Table2Ͳ9showstheestimatedcostforeachtypeofroadwayimprovement,thequantityofeach
recommendedinthestudyareaandthetotalestimatedconstructioncost.Thesecostsincludethe
constructioncostsforeachitemandasubstantialcontingencyforrightͲofͲwaycosts,engineeringwork
andotherpotentialexpenses,howeveractualcostsmaybemoreorlessdependingonthe
circumstancesencounteredateachlocation.Majorutilityrelocationisnotincluded,asinformationon
existingutilitiesisnotknown.Utilityrelocationcanbeexpensive.Annualcostsformaintenanceand
operationhavenotbeenincludedintheseestimates.

Ifalloftherecommendedprojectswereconstructedin2007,thetotalcostwouldbeapproximately$70
milliondollars.Almosthalfofthattotal(49%)isassociatedwiththevariouscontingenciesandrightͲofͲ
waycoststhatcannotbeascertainedatthistime.Byfarthemostexpensiveitemintherecommended
roadwayprogramistheconstructionoftheSoapstoneConnectorovertheDIAAH,withatotal
estimatedcostof$32millionforthebridgeitselfandanadditional$10millionforotherroadway
construction,whichismorethanhalfofthetotalprogramcost.Theroadwaywideningassociatedwith

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Final Report

theinternalstreetgridisestimatedtocostanadditional$11million,whilethebuslanesonSunsetHills
Rdareexpectedtocostapproximately$8.1million.
Table2Ͳ9:EstimatedRoadwayImprovementCosts
Contingency
RoadActions Units Quantity UnitCost
PerUnit TOTAL
NewSignalInstallation EA. 4 $319,500 $431,300 $3,003,200
Installnew,orimproveexistingturnbay EA. 8 $213,000 $287,600 $4,004,800
NewtravellaneonRestonParkway mile 0.38 $1,863,800 $2,516,100 $1,659,100
Addinternalroadwaylinks mile 1.28 $3,727,500 $5,032,100 $11,212,300
Improve/Widenroadwayfrom2to4lanes mile 0.66 $8,413,500 $6,478,400 $9,871,500
NewbridgeoverDIAAH sqft 56,000 $320 $250 $31,920,000
BusLanesonSunsetHillsRd mile 1.86 $1,863,800 $2,516,100 $8,146,600
TOTAL   $69,817,500
AppendixAincludesthetotalestimatedcostforeachofthefourteenimprovements(AͲN)
recommendedinthischapter.

„Ǥ ”‹‘”‹–‹œƒ–‹‘
Eachoftheroadwayprojectsthatarerecommendedinthischapterisimportantinordertoprovidethe
bestpossibleaccesstotheWiehleAvenueandRestonParkwayMetrorailstations.Someimprovements
provideagreaterincreaseinaccessibilitythanothers,andarethereforeprioritizedmoreheavily.
Additionally,astheraillineisscheduledtobeopenedinRestonintwophases,thefirstprioritymustbe
placedonprovidingaccesstotheWiehleAvenuestation,whichwillbeopeninginthefirstphase.Table
2Ͳ10belowshowsthefourteenrecommendedroadwayprojectsaccordingtothepriorityforproviding
improvedaccessibilityintheimmediatestationvicinities.Thisprioritizationtablerecognizesthat
importancedoesnotalwaysmatchwitheaseofimplementationandthatsomeoftheveryimportant,
highpriorityprojects(suchastheSoapstoneConnector)arelargescaleprojectsthatwilltake
significantlylongerthansmallerprojectstoplan,engineerandconstruct.Stillothersmaybelower
prioritysmallprojects,orprojectsthatcanbecompletedinassociationwithredevelopmentprojectsin
thearea.Whenopportunitiesarisetoimplementtheseactionstheyshouldnotbepassedbysimply
becausetheyarelowerontheprioritylisting.
Table2Ͳ10:RoadwayImprovementPriorities
Includedin
RecordOf
 Project Priority Decision Comments
Newleftturnlaneforwestboundleftturningmovementat
SunsetHillsRd&IsaacNewtonSq.Thiswouldreplacethe 1st
B sharedleftͲthroughlanebyprovidingadedicatedturnlane. Priority Yes 
AddasecondleftturnlanefornorthboundtrafficatWiehle
Ave&MetroAccess(betweenSunsetHillsRd&DIAAH)and 1st
C provideasecondinboundlane. Priority Yes 
AddanadditionalleftturnlaneontheeastboundDIAAH 1st
D rampatWiehleAve Priority Yes 
ImprovetheexistingrightturnlaneoneastboundSunset 1st
E HillsRdatWiehleAve Priority Yes 

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 Final Report

Includedin
RecordOf
 Project Priority Decision Comments
ImprovetheexistingrightturnlaneforwestboundSunrise 1st
F ValleyDratWiehleAve Priority Yes 
ProvideanewconnectionovertheDIAAHbetween
SoapstoneRdandIsaacNewtonSqW,toconnectthe
majoreastͲwestroadways:SunsetHillsRd&SunriseValley 1st
I Dr. Priority No LongͲtermimprovement
IsaacNewtonSquareWestfromIsaacNewtonSquare
Southtothestationasanextensionoftheproposed 1st
K SoapstoneConnector. Priority No 
NewsignalandturnlanesonSunsetHillsRdforaccessinto 2nd
A theproposedRestonParkwayMetrorailstation Priority Yes 
AddnorthboundthoughlaneonRestonParkwayatSunrise
ValleyDr,continuingthelanetotherampforeastbound 2nd
G DIAAH Priority Yes 
nd
ImprovetherightturnlaneforsouthboundRestonParkway 2
H atSunriseValleyDr Priority Yes 
ProvidebuslanesonSunsetHillsRdfromWiehleAvetoOld 3rd
J RestonAve Priority No LongͲtermimprovement
TheStationEntrance(alreadyplannedforimprovementsas
partofstationconstruction)shouldbeextendedacross Tobeconstructed(if
WiehleAvenuetothePrivateDrivewayasfareastas 3rd possible)inassociation
L SamuelMorseDr. Priority No withredevelopment
MichaelFaradayCourtextensionfromthenewroadway Tobeconstructed(if
describedin(L)northtotheextendedRogerBaconDr 3rd possible)inassociation
M describedin(N) Priority No withredevelopment
Tobeconstructed(if
Extension/improvementstoIsaacNewtonSquareSouth 3rd possible)inassociation
N fromIsaacNewtonSquareWesttoWildlifeCenterDrive. Priority No withredevelopment

AlloftherecommendedprojectsthatwereincludedintheRecordofDecision(ROD)aremitigation
effortsrequiredaspartoftheconstructionoftherailproject.Theseprojectswillnotbepaidforby
FairfaxCountyandshouldallbeconstructedinconjunctionwithPhaseIoftherailproject.Basedon
thisstudy,thoseRODprojectsthataredirectlyadjacenttotheWiehleAvenuestationaredesignatedas
firstprioritybecausethisstationwillopenfirst.Inaddition,theSoapstoneConnectoranditsextension
acrossSunsetHillsRdtoIsaacNewtonSquarearealsorankedas1stpriorityprojectforthesame
reasons.SecondpriorityprojectsarethosewhichimproveaccessprimarilytotheRestonParkway
station.Thethirdprioritygroupingisreservedforprojectsthatwillhelprelievesomeofthecongestion
thatisexpectedonalongͲtermbasisinthestationareas.

AmultiͲmodalprioritylistingthatincorporatestheaboveprioritiesandalsoincludesallofthemodes
studiedinthisplanisthemainsubjectofChapter5.

53