22 Mile Trail Parallel to I-66 — Helpful Video and Input Needed

@sjclaeys 161777 wrote:

Here’s an idea. Have the VDOT planners ride a bike or walk a few miles on the should of 66 now and see how they rate the experience.

I think having bike and pedestrian planners give up their cars for 2 or 3 years while living in the locality they serve would be an acceptable starting point for employment.

@Steve O 161768 wrote:

Even if true, why can’t the utility ROW be outside the soundwall, too?

Probably just don’t make engineering sense……

@Vicegrip 161805 wrote:

My guess would be truck access to the vaults.

I’m not clear on this. Current plans have trucks driving in between a tall wall and a short wall. Switch the walls and nothing changes. But actually, if you switch the tall wall then you don’t need the short wall. Should make it easier, actually.

@dasgeh 161808 wrote:

From reading the wapo article, I got the impression that the houses that back up to the sound wall don’t want a trail in their backyard. Of course, you could​use design elements to minimize the exposure between the trail and the houses — a low wall, fence, etc. Even elevate the trail a bit. There are trails abutting backyards all over the country- there are plenty of models to do this well.

I guarantee that having a trail as an amenity will do more for their house values than having nothing but an expressway in their backyard.

@scoot 161695 wrote:

Is that right? If highway interchanges are the only access points, this trail will be even worse than I thought. I’ll have to look more thoroughly at the design. I do know that the interchanges are anywhere from one to five miles apart. The longest gap between exits is from 29-Centreville to Sudley Road, about five miles.

Note too: the interchanges are all with arterials, and most of these arterials are themselves horribly hostile to bicycles and pedestrians. Trail connections to lower-volume streets that bridge over the highway without an interchange are desperately needed. Not to mention direct access into the neighborhoods and business districts that are near the trail.

Honestly, the Custis/W&OD from about McCoy Park to EFC is a 90% perfect example of how one can design a trail along a freeway ROW that offers a pleasant experience for almost all types of non-motorized users and is accessible to the communities it serves. The flaws of Custis/W&OD that we often complain about don’t begin to compare to the enormous problems with this asinine proposal.

How did Arlington successfully connect this trail into all of the neighborhoods it passes through? Perhaps it was easier because the highway took out so many homes that a lot of streets were left “one-sided”?

All the interchanges have access points and an additional 11 are listed in the documents. I’ll dig up the list but here is an early drawing that does include them. I believe the contract says at least every half mile for access.

http://outside.transform66.org/documents/201706PIM/OtherDesignBoards/Bike_Trail_Fairfax_County_v2.pdf

@dasgeh 161700 wrote:

Looking at the maps (and I confess I didn’t look at every one), I didn’t see any connecting paths, even when the walls stopped. Infact, I saw a lot of places where vdot would add sound wall so that you have one continuous sound wall exit to exit.

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Eleven non interchange access points have been identified. FABB met with VDOT and there was discussion about overlapping sound wall segments in leu of those access doors. We plan to pursue that more. Access is key for safety, convenience and connectivity. In addition, we are aware of a grant request by Fairfax City to build out some connectivity using monies associated with this project. Let VDOT and elected officials know your concerns.

Here are the access points:

Access points to the shared use path parallel to I-66 shall be provided at approximately half mile increments. These locations may be co-located with other access needs to reduce the breaks in the sound barriers. The Developer shall coordinate with adjacent and nearby communities and local jurisdictions regarding the locations and design of each access point. Possible access points are in the vicinity of the locations listed below:
1. Braddock Rd at NW Quadrant of Route 28 Interchange. Underpass for connection to future trail to Route 28 north.
2. Audrey Dr (Cabells Mill Development, Centreville)
3. Connect to the standard turn at the end of Veronica Rd (Cabells Mill Development, Centreville)
4. West side of Stringfellow Rd connection to Park & Ride Lot and street crossing to east side of street trail
5. Fair Lakes Shopping Center (behind Target)
6. East Market Shopping Center (behind Whole Food Market)
7. Existing trail from Waples Mill Rd (NE Quadrant of US 50 Interchange)
8. Arrowhead Dr/Rosehaven St (SW quadrant of Route 123 Interchange)
9. Bushman Dr (just east of tennis courts property)
10. CedarLanenorthsideconnectiontoI-66paralleltrail
11. ConnectiontowestbendofYeonasDrive(westofSouthsidePark)

Other key information:

New bicycle and pedestrian path facilities and modifications to existing bicycle and pedestrian path facilities shall be designed in accordance with the standards and specifications set forth in Attachment 1.5. All new bicycle and pedestrian path facilities intersecting I-66, the associated Interstate ramps, or other roadway facilities as depicted on the RFP Conceptual Plans shall be grade separated (over or under) unless otherwise approved by the Department.

The Developer shall design a shared use path parallel to I-66 and that is consistent with the RFP Conceptual Plans. Where proposed noise barriers are to be located near homes, the path shall be on the I-66 side of the noise barrier. In addition a roadway barrier with fencing shall separate I-66 from the new pedestrian/bicycle facility.
Sound barrier design should periodically provide pedestrian and bicycle access to the shared use path along the north side of I-66. These access locations should provide adequate sight distance for bicyclists entering from the adjacent neighborhoods. These locations can be co-located with other access needs.