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I-66 Corridor Improvements Outside the Beltway CTB Briefing

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Presentation on theme: "I-66 Corridor Improvements Outside the Beltway CTB Briefing"— Presentation transcript:

1 I-66 Corridor Improvements Outside the Beltway CTB Briefing
July 16, 2014 VDOT and DRPT in cooperation with FHWA are studying the potential environmental impacts of transportation improvement concepts along the 25-mile section of the I66 corridor between US Rte 15 and I495/Capital Beltway. A Tiered NEPA approach was initiated with a Tier 1 FEIS to evaluate broad level programs an issues at a qualitative level followed by more detailed, quantitative evaluation of specific improvements in subsequent Tier 2 NEPA studies. Following the conclusions and decisions of the Tier 1 FEIS/ROD, VDOT formed a technical committee for preliminary evaluation of the ten improvement concepts and combinations thereof. Today’s discussion is about the preliminary evaluation of a potential I-66 Tier 2 project for further study as well as the public outreach conducted with local stakeholders to date. You input at this preliminary evaluation stage is requested.

2 I-66 Corridor: Beltway to Haymarket
= Park and Ride Lots I66 is a major east-west transportation faciltity serving the Northern Virginia region and Wash., D.C. Complex, comprehensive transportation facility that includes, GP, HOV highway facilities, heavy rail transit, regional and local bus transit service as well as bike/pedestrian facilities. I-66 > I495 to US 50 = 6-lane facility w/ inside lanes used as concurrent HOV-2 in the AM peak hours EB and PM hours WB; the o/s shoulder converts to a GP lane during these peak hours. Apprx. 58K vpd east of US 15 and 191K west of Rte 243 > US 50 to US 29/Gainesville = 8-lane facility w/ inside lanes used as concurrent HOV-2 in the AM peak hours EB and PM hours WB. > US 29/Gainesvillle = currently 4-lane facility w/ no HOV; however, widening to 8- lanes is underway to include concurrent HOV-2 WMATA’s Orange Line Metrorail easternmost 2.6 miles of the study area with two stations at Vienna-Fairfax-GMU and Dunn Loring/Merrifield; each station has parking garages totaling 5,169 and 1,326 parking spaces, respectively. 19 trains in each direction per hour; 2600 seats per peak hour. 13 Park & Ride lots (10 F.C. and 3 P.W.C.). Five Park and Ride lots with transit service apprx spaces; VDOT exploring additional P&R lot at I-66 & US 29/Gainesville and I-66/US 15; FFX Co. planning to expand Stringfellow P&R 300 add’tl spaces w/ 1300 s.f. Transit Center Bldg Bike/Ped sidewalks and trails primarily to park and ride lots and rail stations VRE Commuter Rail service on the Manassas Line south of the study area with four stations and commuter parking lots/garages. 10K riders per day. 5 local and regional bus transit service serves the I-66 corridor, 5 buses per hour during peak periods

3 Corridor Conditions Steady population growth
Employment growth in activity centers Congestion and mobility demands Safety concerns Lack of coordinated transit service and modal choices

4 Purpose and Need Improve multimodal mobility along the I-66 corridor by providing diverse travel choices in a cost-effective manner. Enhance transportation safety and travel reliability.

5 I-66 Tier 1 EIS 10 Improvement Concepts
General Purpose Lanes Managed Lanes Metrorail Extension Light Rail Transit Bus Rapid Transit VRE Extension Improve Spot Locations and Chokepoints Intermodal Connectivity Safety Improvements Transportation Communication and Technology No one Improvement Concept meets the Purpose and Need Six Capacity Improvement Concepts were combined into 47 different scenarios, called Improvement Concept Scenarios

6 Highest Performing Scenarios
Based on ability to meet Purpose and Need elements: Two Managed Lanes + Metrorail Two Managed Lanes + Metrorail + VRE One New General Lane + Two Managed Lanes + Metrorail Two New General Lanes + Two Managed Lanes + BRT + VRE Two New General Lanes + Two Managed Lanes + BRT These are the highest 5 performing ICSs from the Tier 1 EIS: ML2 + metrorail = convert ex. HOV lane plus one new ML in each direction plus Metrorail in median, provides least overall R/W impact since median width would be minimized; however, existing GP capacity bet. I495 and Rte 50 would be decreased. Minimal R/W would be needed but structures (elevated rail and retaining walls) would be very expensive. 2 ML + metrorail + VRE – Same as above but with improvements to VRE Manassas Line, however, existing GP capacity bet. I495 and Rte 50 would be decreased. Minimal R/W would be needed but structures (elevated rail and retaining walls) would be very expensive. 1 GP + 2 ML + BRT + VRE = convert ex. HOV lane plus one new ML in each direction plus BRT in median; GP capacity remain unchanged. R/W impacts, especially in the eastern portion of study area. plus w/ bump outs for transit stations. 2 GP + 2 ML + BRT + T = 2 ML convert ex. HOV lane plus one new ML plus additional new GP lane in each direction to increase GP capacity to 4-lanes plus Metrorail or BRT transit in dedicated foot median including a study of infrastructure elements to support transit. Greater R/W impacts along study area anticipated. ML2/Transit+ GP3 = Adds one GP lane between I495 and US 50 for 3 GP lanes in each direction plus convert ex. HOV lane plus one new ML in each direction. Two ML/Transit combination with an express bus/bus rapid transit system utilizing the ML facility with infrastructure support elements. Potential for in-line stations adjacent to P&R lots. Most R/W impacts anticipated at interchanges for new access points. Harbor Transitway in Los Angeles, CA is an example of such a system.

7 I-66 Tier 1 EIS Decisions CTB Resolutions in May and July 2013, advanced all 10 concepts for further consideration and for detailed study at such times as these studies are initiated Tier 1 EIS Record of Decision (ROD) approved Nov. 2013 ROD states that roadway and major transit concepts can proceed separately as long as the following criteria are met: Connect logical termini and be of sufficient length Have independent utility Not restrict consideration of alternatives for other reasonably foreseeable transportation improvements Study tolling in Tier 2 * The VRE Manassas line improvement would be the only improvement o/s the I-66 corridor

8 NEPA Tier 2 Assumptions Maintain current number of regular lanes during rush hours. Rapid Bus Service will be advanced along with other bus service recommendations from the I-66 Transit and TDM Study. Safety and operational improvements can move forward independently or in conjunction with capacity improvements. Will not preclude other concepts, including the consideration of Metro extension in the right of way. Feasible to implement in a reasonable timeframe. In refining a project scope for a Tier 2 NEPA study, five minimum assumptions were established.

9 Existing Lane Configuration

10 Tier 2 Study Scope Two Express Lanes (convert existing HOV lane and add one lane) HOV-3 and buses travel free Non-HOV tolled Congestion-based tolls Converting HOV-2 to HOV-3 by 2020, consistent with the Constrained Long Range Plan Three regular lanes Open to all traffic No tolls Ramp-to-ramp connections (auxiliary lanes) Rapid bus service High frequency of service beyond peak hours Travel in express lanes for predictable travel times Based on these assumptions a preliminary Tier 2 study scope was refined for a project with 2 ML and 3GP in each direction with a robust rapid bus transit in the managed lanes. DRPT is on Board with this concept for a Tier 2 project study. What we are moving forward is a Tier 2 project scope that is common to all five highest performing Tier 1 ICSs.  We are not precluding Metrorail extension, a true BRT, VRE or new general purpose lanes but rather moving forward with scope that has a realistic chance of being built in the more immediate future.

11 Rapid Bus Service Based on 2009 I-66 Transit/ Transportation Demand Management (TDM) Study Led by DRPT Developed in close coordination with the localities and transit providers Advance recommendations from the DRPT I-66 Transit/TDM Study to maximize corridor capacity by increasing person throughput Additional park-and-ride lots will be served by Rapid Bus Service Direct access opportunities from park-and ride lots to Express Lanes Possibly provide parallel service to Metrorail which is near capacity

12 Typical Sections

13 Project Benefits Provides new travel choices and congestion relief
Part of a seamless network of Transit/HOV/Express Lanes to serve job centers like Tysons Express lanes provide consistent and predictable travel times Robust bus transit service that complements current Metrorail service Promotes regional connectivity to major destinations in the corridor As a potential Public Private Partnership project, allows private partners to advance improvements more quickly with privately financed funds

14 Public Outreach and Agency Coordination
Public Information Meetings – January 30 and February 5, 2014 Briefings held and scheduled with local jurisdictions, transit providers, and elected officials Stakeholders Technical Advisory Group Coordinating with EPA, Corp of Engineers, Fish and Wildlife, and other regulatory agencies

15 P3 Process To Date High-level Screening (March 2013)
VDOT Commissioner concurred with OTP3 recommendation to advance to detail-level project screening Detail-level Screening (June 2013) A combination of express lane and rapid bus system was proposed as a P3 candidate (based on the opportunities for risk transfer, use of private sector innovation and private investment) Request for Information (June-Nov. 2013) 19 private sector firms and 9 citizens provided written responses In general, respondents believed a P3 approach could facilitate delivery of a multi-modal transportation improvement for I-66

16 P3 Process Status Private sector interest in a design, build, finance, operate and maintain project delivery model Private sector wants a well-defined project scope Likely to attract private investment Preliminary estimate for full project scope ranges from $2 to $3 billion The public fund contribution will be based upon the project scope that provides the best benefit to the public Preliminary analyses show the project is a good candidate for a TIFIA loan

17 P3 Process Next Steps This project will be advanced under the revised P3 guidelines Conduct a risk workshop to identify major risks and develop a risk management plan Refine affordability analysis to reflect the new scope and market conditions Conduct Value for Money (VfM) analysis to further study appropriate delivery method for the proposed scope Upcoming P3 Procurement Milestones Brief CTB on findings prior to initiation of a potential P3 procurement – fall 2014 Issue Request for Qualifications (RFQ) – late 2014 Announcement of short-listed teams – mid 2015 Develop and Issue Request for Proposals (RFP) – late 2015

18 Next Steps Tier 2 Environmental Assessment and associated preliminary engineering design getting underway. Traffic, survey, and other data collection underway. Project Kick-Off Meeting July 17 Continued coordination with local stakeholders and agencies input during NEPA study process and project development phase Coordination with other VDOT Projects along the I-66 Corridor and DRPT CTB approval of selected alternative in 2015 Anticipated NEPA completion – End of 2015 Construction projected to begin by 2017 During the NEPA process in the preparation of an EA we expect to further coordination and meetings with local stakeholders and cooperating agencies to keep them informed of the project’s progress. Coordination with other VDOT projects along the I-66 corridor will be necessary as well with DRPT who will be taking the lead with the transit stakeholders. Early scoping activities will commence as soon as a NEPA scope of work has been negotiated and approved with PTG.

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