FAIRFAX CITY MULTIMODAL
TRANSPORTATION PLAN
OCTOBER 2016
DRAFT
DRAFT PLAN
NOW AVAILABLE FOR REVIEW
iii
Fairfax City Multimodal Transportation Plan
DRAFT
FAIRFAX CITY MULTIMODAL TRANSPORTATION PLAN
Contents
EXECUTIVE SUMMARY VII
GUIDING PRINCIPLE VII
KEY RECOMMENDATIONS IX
GUIDING PRINCIPLE & TARGETS 1
BACKGROUND AND CONTEXT 3
TRANSPORTATION CONTEXT AND EXISTING CONDITIONS 3
COMMUNITY INPUT 7
RELATIONSHIP TO OTHER PLANS 10
REGIONAL PLANS 12
GOALS, OUTCOMES, AND ACTIONS 13
Fairfax City Multimodal Transportation Plan
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DRAFT
Figures
Figure 1 Performance metrics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii
Figure 2 Regional connections ...............................................................ix
Figure 3 Existing street network ..............................................................x
Figure 4 Major corridors and existing travel ows .............................................xi
Figure 5 Fairfax City within a regional context ................................................. 3
Figure 6 Daily auto and transit trips within and traversing through Fairfax City (All Trips) ......... 4
Figure 7 Mode share comparison (commute) in Fairfax City. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 8 Fairfax City transportation network .................................................. 6
Figure 9 Current and preferred mode choices (public input) .................................... 7
Figure 10 Word cloud of common themes of public input ...................................... 8
Figure 11 Examples of participants concerns .................................................. 9
Figure 12 Issues and opportunities placed on Fairfax City Wikimapping ......................... 9
Figure 13 Proposed Blake Lane/Jermantown Bypass .......................................... 14
Figure 14 Proposed regional operations on Braddock Road ...................................15
Figure 15 Proposed guidance on Metrorail extension .........................................16
Figure 16 Proposed Green Ribbon of recreational trails and low-trac community streets ......20
Figure 17 Proposed network for bicycle travel ...............................................21
Figure 18 Proposed transit services and information .........................................22
Figure 19 Proposed ecient ow of vehicles ................................................24
Figure 20 VDOT classication ...............................................................26
Figure 21 Proposed Fairfax Boulevard as quality transit corridor ...............................30
Figure 22 Proposed safe bicycle travel and ecient vehicle ow ..............................31
Figure 23 Proposed Old Lee Highway plan ................................................... 32
Figure 24 Proposed balance mobility on Chain Bridge Road and University Drive ...............33
Figure 25 Proposed operations on Pickett Road and Jermantown Road ........................34
Figure 26 Proposed safety and multimodal connections at Fairfax Circle .......................37
Figure 27 Proposed vibrant and walkable Northfax ........................................... 38
Figure 28 Proposed Kamp Washington ......................................................39
Figure 29 Proposed attractiveness and accessibility of Old Town .............................. 40
Figure 30 Proposed Pickett and Main ........................................................ 41
Figure 31 Proposed guidance for Fairfax City Metrorail Station ................................ 42
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Fairfax City Multimodal Transportation Plan
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EXECUTIVE
SUMMARY
Fairfax City Multimodal Transportation Plan
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DRAFT
EXECUTIVE SUMMARY
vii
Fairfax City Multimodal Transportation Plan
DRAFT
Guiding Principle
In 2035, Fairfax is a city with
options for residents to
easily, safely, and efficiently
move within and between
neighborhoods either by
walking, bicycling, taking
public transportation or
driving.
To advance and ultimately achieve the desired
multimodal transportation network in 2035 the
city’s transportation facilities, investments and
services must meet one or more of the goals
stated below:
Connect to the region.
Provide a balanced network that expands
travel choices.
Strategically improve major corridors.
Strengthen local activity centers.
Adopt policies for predictable and
sustainable development.
The goals are achieved through policies and
actions at a range of scales including the
following:
Citywide network level actions.
Management and design of major
corridors.
Improvements and interventions made
within the ve local activity centers of
the City.
Policy decisions and guidelines for
development.
EXECUTIVE SUMMARY
Local Activity Centers are concentrated hubs within Fairfax City containing a mix of uses
including housing, retail, oce and community amenities. Local Activity Centers are
destinations for city residents, visitors and workers. The ve local activity centers are Fairfax
Circle, Northfax, Kamp Washington, Old Town and Pickett/Main.
Fairfax City Multimodal Transportation Plan
EXECUTIVE SUMMARY
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Progress on these actions will be measured
by a number of metrics with the objective of
reaching these targets:
100% of residents will have convenient
access to the needs of day-to-day life
without having to drive. Residents will
be able to access necessary goods and
services such as groceries, recreational
opportunities, community services, and
entertainment within a 20-minute walk
or bicycle ride from home.
Fairfax City will be connected to the core
of the metropolitan region via transit,
bicycle trails, and reliable high capacity
vehicular facilities.
At least 50% of all residents (dwelling
units) will have convenient access to
transit (complete sidewalk connections
within 1,250 feet – or a 10-minute walk –
of transit stops).
100% of residents (dwelling units) will
have convenient access to walkable
green space (complete sidewalk
connections within 1,250 feet – or a
10-minute walk – of parks and trail
facilities).
Fairfax City will achieve a commute
mode share target of 40% non-single
occupant vehicle (SOV) by 2040.
Figure 1 Performance metrics
Non-auto mode share
15 min walk
2,000’
10 min walk
1,250’
The
85th percentile speed
on any street
will be within 5 mph
of the posted speed limit.
Fairfax City will be connected to the core of the
metropolitan region via transit, trails,
and reliable, high-capacity vehicular facilities.
100%
neighborhood
20 min
REDUCE SPEEDING
SPEED
LIMIT
30
100%
of residents
100%
of residents
40%
PROVIDE A BALANCED SYSTEM
EXECUTIVE SUMMARY
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Fairfax City Multimodal Transportation Plan
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REGIONAL CONNECTIVITY
CITY OF FAIRFAX
66
495
395
66
123
50
50
29
50/29
286
29
236
123
29
DOWNTOWN
WASHINGTON
DULLES
AIRPORT
Braddock
Road Sidepath
Fairfax County
Parkway
Trail
W&OD
Trail
Cross
County
Trail
0 0.5 10.25
Miles
VIENNA/ FAIRFAX-GMU
DUNN LORING/MERRIFIELD
WEST FALLS CHURCH
EAST FALLS CHURCH
LEGEND
Off-Street Trail
Metro Orange Line
Expressways
Other Major Routes
Metro Stations
Proposed Off-Street Trail
VRE Line
REGIONAL CONNECTIVITY
CITY OF FAIRFAX
66
495
395
66
123
50
50
29
50/29
29
236
123
29
DOWNTOWN
WASHINGTON
DULLES
AIRPORT
Braddock
Road Sidepath
Fairfax County
Parkway
Trail
W&OD
Trail
Cross
County
Trail
0 0.5 10.25
Miles
VIENNA/ FAIRFAX-GMU
DUNN LORING/MERRIFIELD
WEST FALLS CHURCH
EAST FALLS CHURCH
Key
Recommendations
Connect to the Region
Fairfax City is a relatively small community
in a large and growing region. City residents,
workers and businesses rely on this larger
regional community. Continued success
of the city requires the management and
appropriate accommodation of regional
travel demands and enhanced connections
to the regional transit system.
In collaboration with regional partners, the
plan proposes enhancements to arterials
in Fairfax County to accommodate and
improve county travel flows and relieve
some pressure on Fairfax City arterials.
Extension of Metro’s Orange Line can
provide benet to Fairfax City stakeholders
and George Mason University if extended
stations are located to serve city activity
centers. The plan proposes that a Metro
station, located proximate to I-66 and Chain
Bridge Road, will connect the city to regional
transit and provide additional alternative
travel options desired by city stakeholders.
Figure 2 Regional connections
Fairfax City Multimodal Transportation Plan
EXECUTIVE SUMMARY
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Balanced Network that Expands Travel
Choices
Fairfax City must have a well-integrated
multimodal transportation plan for the
city. With only a handful of streets that
provide continuous connectivity through the
city and to destinations beyond, the city is
challenged in providing an equally high level
of accommodation for all the modes and
demands that can t within the right-of-way.
As with new and alternative ways of commuting,
new technologies are also changing how
people are using the transportation network.
As the City continues to consider the
balance of the network and travel choices,
it should begin to consider the potential
benets and implications of automated and
connected vehicles. Intelligent transportation
technologies have the potential to improve
congestion and expand capacity by increasing
through-put without adding new lanes.
The multimodal network plan ensures that all
streets are safe for all users and that, taken as a
whole, the city provides attractive and ecient
travel corridors for each mode. In this way the
city is able to provide streets for everyone and
a network for all.
The multimodal network plan is comprised
of separate modal networks for pedestrians,
bicycle travel, transit services, and principal
vehicle and freight corridors. When
Multimodal refers to the availability of
multiple transportation options within a
system or corridor.
Mode refers to the dierent means of
travel such as automobile, bicycle, transit
or walking.
Figure 3 Existing street network
SOURCE: City of Fairfax, 2016
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Fairfax City Multimodal Transportation Plan
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reassembled into a composite system, the
multimodal network identies modal emphasis
on some corridors in order to provide a quality
system for each mode of travel (i.e., transit)
and complete streets for every mode.
The companion “street typology” supplements
the conventional street classication system
designating arterials, collectors, and local
streets and guides street design to be
responsive to the adjacent land uses and
community context along street segments.
Strategically Improve Major Corridors
Within Fairfax City there are six corridors
of citywide or regional signicance: Fairfax
Boulevard/Lee Highway, Main Street, Old
Lee Highway, Chain Bridge Road/University
Drive, Pickett Road, and Jermantown Road.
While there are many details to the corridor
recommendations, at a high level, each
corridor should provide for safe and continuous
pedestrian travel while some corridors
are recommended to provide enhanced
accommodation for certain modes:
Fairfax Boulevard is a principal vehicular
corridor that must eciently provide
for public transit, private autos, and
freight movement. The key objective
is a smooth ow of vehicles through
metering (managing the volume of
Figure 4 Major corridors and existing travel ows
City boundary
Major corridors
SOURCE: Virginia Department of Transportation, 2014
Fairfax City Multimodal Transportation Plan
EXECUTIVE SUMMARY
xii
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vehicles entering the corridor) and
speed management. Pedestrians will
be accommodated at safe crossings,
particularly within the three local activity
centers. Vehicle access to destinations
within the local activity centers is
restricted to perpendicular side streets
and shared access drives. Strategically
added or extended center median
islands manage trac speeds, improve
safe operations, and enhance street
character.
Main Street is enhanced for vehicles
and bicycle commuters. Vehicular
trac should be smooth and even,
but maintained at moderate speeds
between local activity centers and lower
speeds within the centers. The corridor
is well-served by transit and bus stops
should provide appropriate amenities for
passengers.
Old Lee Highway will emphasize
pedestrian, bicycle, and transit use
providing enhanced bicycle facilities
and operational advantages to transit.
It will be a lush, green corridor that
accommodates all modes.
The Chain Bridge Road/University Drive
corridor will balance all modes providing
quality bicycle and transit connections
and reliable vehicle ow in the context of
a green, walkable place.
Pickett Road will continue as an ecient
north-south vehicle connection, even
while improving bicycle connections to
the Metrorail station to the north and
improved walkability to the south.
Jermantown Road will play an
increasingly important role as a segment
of the proposed enhanced Blake-
Jermantown vehicle bypass. Street
design must, however, preserve the
quality of Jermantown as a walkable
place with community destinations on
either side.
EXECUTIVE SUMMARY
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Fairfax City Multimodal Transportation Plan
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Strengthened Local Activity Centers
Area specic concepts and recommendations
are provided for each of the ve local activity
centers within Fairfax City.
Fairfax Circle should be redesigned
to reduce complexity and improve
pedestrian mobility. Operational changes
are required to encourage regional trac
to utilize alternate regional routes,
such as a potential northern bypass
on Blake Lane and Jermantown Road.
Street design should enhance pedestrian
crossings across Fairfax Boulevard
west of the Circle and provide a safe
bicycle and pedestrian connection to
the Metrorail station northeast of the
Circle. Additional local street connections
through the large blocks lining Fairfax
Boulevard increase walkability, access,
and circulation. Whenever possible,
parking resources should be shared and
vehicle access permitted only from the
secondary and tertiary street network.
The Northfax local activity center will be
enhanced through the addition of a ner
grain network of tertiary streets dividing
the large development blocks adjacent
to the Fairfax Boulevard and Chain
Bridge Road intersection. Pedestrian
crossings should be enhanced across
both major corridors and an attractive
and continuous pedestrian facility
should be provided from Northfax to the
potential site for a new Metrorail station
at I-66 and Chain Bridge Road, should the
Orange Line be extended. A roundabout
or other improvement at the intersection
of Eaton Place and Chain Bridge Road
may enhance operations and provide
an attractive northern gateway to
the city while operational changes at
Warwick Avenue can improve safety and
operations at that intersection.
Improvements are already underway in
Kamp Washington at the intersection
of Fairfax Boulevard and Main Street.
Additional recommended improvements
include a number of non-motorized
connections providing neighborhood
access to the commercial amenities and
oerings of the activity center; improved
pedestrian crossings across the major
corridors; and additional street grid to
improve connectivity within the area.
Non-motorized networks connect area
trails and provide access to the center. An
enhanced bicycle facility on Main Street
continues through the area and provides
connectivity to the Fairfax County
Government Center area to the west.
Property access directly from the major
arterials is limited, but well provided by
way of the minor street network and
connected service drive along the north
side of the intersection.
Signicant improvements are
recommended for Old Town including;
the extension of South Street to West
Street that connects to Main Street,
and provides for the rerouting of
trac to bypass north and south of
Main Street; additional local streets
providing substantial new connectivity
to signicant development in the area;
Fairfax City Multimodal Transportation Plan
EXECUTIVE SUMMARY
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DRAFT
better curbside management that favors
passenger and commercial loading
on street and expands parking access
o street through shared strategies;
improved pedestrian crossings
throughout; and enhanced bicycle
connections.
Pickett and Main is not expected to
change dramatically in the foreseeable
future. The area will continue to be a
quality commercial center that is largely
accessed by automobile. Nonetheless
the area will benet from improved
pedestrian crossings across both main
arterials, improvements to pedestrian
connections within the commercial
properties, and connections to nearby
trail assets. As Main Street will provide
enhanced bicycle accommodation,
bicycle parking and amenities should be
provided within the commercial areas.
Adopt Policies for Predictable and
Sustainable Development
Many actions that will improve transportation
in Fairfax City result from changes in policies
and management rather than from capital
improvement projects. The following policies
will help guide predictable and sustainable
growth and development in Fairfax City:
Complete Streets – Every street within
Fairfax City must safely accommodate
all users. While this does not mean that
every street will have a bicycle lane or
sidewalks on both sides of the street,
it does mean that every street project
– whether signicant maintenance,
retrot, or new construction – must
consider the needs of all users.
Adequate accommodation ensures
users may access and travel on the
street, regardless of age or ability, with
a reasonable assumption of safety and
protection. The policy provides a clear
process for seeking and documenting
any necessary exceptions.
Sidewalks and Pedestrian Accessibility
Walking is the most fundamental
mode of transportation and the basis for
nearly all others. In general, pedestrians
are only safe to mix with motor vehicle
trac when streets are explicitly
designed and/or actively managed with
this intent. In all other cases, pedestrians,
and especially vulnerable pedestrians
such as children, seniors, and persons
with disabilities, require and deserve the
protection and accessibility provided
by a complete sidewalk network and
associated curb ramps. New streets,
regardless of volume, should provide
continuous, connected sidewalks on
both sides of the street. For existing
streets, sidewalks should be considered
on at least one side for streets carrying
daily vehicle volumes below 5,000. On
moderate volume streets (5,000 to
10,000 vehicles per day), sidewalks are
recommended on both sides of the street
whenever possible and required on high
volume streets – those with daily vehicle
EXECUTIVE SUMMARY
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Fairfax City Multimodal Transportation Plan
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volumes in excess of 10,000 vehicles
per day. Sidewalks should be provided
with any signicant street maintenance,
rehabilitation, or reconstruction project
and may be constructed independent of
a street project.
Bicycle supportive policies and
services – A number of dierent factors
support bicycling as a viable mode
choice: adequate provision of bicycle
parking, bike share, bicycle facilities,
and building amenities for bicyclists.
Transportation demand management
policies further support bicycle mode
share. Fairfax City proposes supporting
bicycling through the adoption of the
proposed complete streets policy,
expanded bicycle education, improved
bicycle facilities including exploration
of bike share and increased awareness
of the bicycle network. In addition to
the bicycle parking requirements in the
recent Zoning Code update, the City
will continue to consider the addition
of more bicycle accommodations into
the Zoning code to include secure
bicycle parking, repair facilities, and user
amenities (i.e., showers and lockers) in
nonresidential uses.
Parking and Transportation Demand
Management – In many cities, the
over-supply and underpricing of parking
creates an incentive to drive. Parking
management and transportation
demand management (TDM) strategies
are used to relieve trac congestion
caused by the use of single occupancy
vehicles. Fairfax City should provide,
support, and promote a TDM program
and develop partnerships for a
coordinated regional TDM eort. In
conjunction with the recent Zoning
Code changes addressing minimum
and maximum parking requirements as
well enabling shared parking programs,
Fairfax City will oversee City wide TDM
strategies with measurable goals to be
reported on upon annually.
Fairfax City Multimodal Transportation Plan
EXECUTIVE SUMMARY
xvi
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GUIDING PRINCIPLE & TARGETS
1
Fairfax City Multimodal Transportation Plan
DRAFT
In 2035, Fairfax is a city with
options for residents to
easily, safely, and efficiently
move within and between
neighborhoods either by
walking, bicycling, taking
public transportation or
driving.
Transportation is fundamental to many other
aspects of life in Fairfax City. Transportation is
about more than just being able to move from
where we are to where we want to go safely,
reliably, and predictably. Transportation
impacts how much time and money we must
spend, what jobs we take, which schools our
children go to, where we shop, our physical
tness and the health of our environment.
Sustainable transportation in Fairfax City is
fundamental to sustained success and livability
of our community. Ensuring the mobility and
connectivity for all travelers of all ages and all
abilities will support the goals and objectives of
many other dimensions of our Comprehensive
Plan.
To advance and ultimately achieve the desired
multimodal transportation network in 2035 the
city’s transportation facilities, investments and
services must meet one or more of the goals
stated below:
Connect to the region.
Provide a balanced network that expands
travel choices.
Strategically improve major corridors.
Strengthen local activity centers.
Adopt policies for predictable and
sustainable development.
GUIDING PRINCIPLE &
TARGETS
1
Note: Starting with this section, the
remainder of the document will be
included as the transportation chapter
of the 2035 Comprehensive Plan.
Fairfax City Multimodal Transportation Plan
GUIDING PRINCIPLE & TARGETS
2
DRAFT
The goals are achieved through policies and
actions at a range of scales including the
following:
Citywide network level actions.
Management and design of major
corridors.
Improvements and interventions made
within the ve local activity centers of
the City.
Policy decisions and guidelines for
development.
Progress on these actions will be measured
by a number of metrics with the objective of
reaching these targets:
100% of residents will have convenient
access to the needs of day-to-day life
without having to drive. Residents will
be able to access necessary goods and
services such as groceries, recreational
opportunities, community services, and
entertainment within a 20-minute walk
or bicycle ride from home.
Fairfax City will be connected to the core
of the metropolitan region via transit,
bicycle trails, and reliable high capacity
vehicular facilities.
100% of residents (dwelling units)
will have convenient access to transit
(complete sidewalk connections within
1,250 feet – or a 10-minute walk – of
transit stops).
100% of residents (dwelling units) will
have convenient access to walkable
green space (complete sidewalk
connections within 1,250 feet – or a
Local Activity Centers are concentrated
hubs within Fairfax City containing a mix
of uses including housing, retail, office,
and community amenities. Local Activity
Centers are destinations for city residents,
visitors and workers. The ve local activity
centers are Fairfax Circle, Northfax, Kamp
Washington, Old Town, and Pickett and
Main.
10-minute walk – of parks and trail
facilities).
Fairfax City will achieve a commute
mode share target of 40% non-single
occupant vehicle (SOV) by 2040.
BACKGROUND AND CONTEXT
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Fairfax City Multimodal Transportation Plan
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Transportation Context and Existing Conditions
Fairfax City is surrounded by Fairfax County
and sits within the larger Washington region.
The city is located adjacent to Interstate 66
and within a mile of the Vienna/Fairfax-GMU
Metrorail station, the current terminus of the
Orange Line. The regional corridors of Fairfax
Boulevard (US 50/29) and Main Street (Rte
236) provide easy connections to the Capital
Beltway (I-495) and the region’s core. Fairfax
City is proximate to a handful of regional trails,
with plans to extend a trail facility within the
I-66 corridor that will connect to the city.
Virginia Railway Express provides service
south of the city with a station at Burke Centre.
The city is convenient to many destinations
in the region. George Mason University sits
on the city’s southern border. Dulles Airport,
BACKGROUND AND
CONTEXT
2
Alexandria
Downtown
Washington
Dulles
Airport
Falls Church
Herndon
City of
Fairfax
National
Airport
Tysons Corner
Vienna
VIRGINIA
DC
MARYLAND
N
Figure 5 Fairfax City within the regional context
SOURCE: U.S. Census Bureau Cartographic Boundary Shapeles
Fairfax City Multimodal Transportation Plan
BACKGROUND AND CONTEXT
4
DRAFT
Begin and end in Fairfax City
19,000
Originate in Fairfax City
and terminate elsewhere
65,000
Neither begin nor end in Fairfax City
68,000
Begin elsewhere and
end in Fairfax City
86,000
Bypass Fairfax City on Interstate 66
175,000
the region’s largest international air hub, is
just 15 miles to the northwest. The major
employment center of Tyson’s Corner is just 10
miles northeast of the city while the principal
employment corridor of Arlington County is
15 miles to the east and the central business
district of Washington, DC is just a few miles
further.
Despite the relative proximity, access to these
regional destinations without a car is dicult.
Transit trips are often two or three times as
long as driving trips, and destinations are far
enough to make bicycle commuting a dicult
option for many.
The vast majority of regional travelers stick
to I-66; however, a significant number of
commuters use the regional arterials instead.
Every day, 68,000 travelers, most of them
motorists, make trips through Fairfax City
that neither begin nor end there. Trac on
the City’s arterials have remained relatively
stable over the past fteen years. As of 2015,
the highest trac levels were seen on Fairfax
Boulevard between Plantation and Draper
Drive.
Although trac volumes on the arterials have
remained relatively stable over the past fteen
years, the volume of pass-through commuter
trac is a key concern.
Figure 6 Daily auto and transit trips within and traversing through Fairfax City (All Trips)
SOURCE: MWCOG 2.3 v57a Model, 2015
Daily Trip - A single or one-direction
movement (i.e., a visit to the grocery
store to and from home is counted
as two trips.)
BACKGROUND AND CONTEXT
5
Fairfax City Multimodal Transportation Plan
DRAFT
Single-occupant vehicle travel is the most
dominant form of transportation in the city.
72% of commuters drive alone to work, while
8 percent carpool, 11% take transit (bus or rail),
and 5% work from home. Only 5% of Fairfax
City commuters walk or bike to work.
The addition and enhancement of bicycle and
pedestrian networks and transit services can
improve community quality of life and provide
residents with the transportation options they
desire.
Safety and access is a signicant barrier for
many residents. Safety is a concern in the
city for all modes of travel but particularly
for motorists, pedestrians, and bicycles.
Many parts of the city have a generally
complete sidewalk system, though certain
neighborhoods in the northwest and southeast
portions of the city have a decient pedestrian
network. Marked pedestrian crossings can be
far apart. Crossings across the large corridors
can be challenging. Pedestrian crashes are a
concern.
Fairfax City has an impressive o-street trail
network, but a very limited on-street bicycle
network. Discontinuous or disconnected
bicycle facilities and trails limit the utility of
the system and make walking or bicycling
more dicult.
Vehicles too are challenged. Some intersections
have unclear signage or lane markings or
complex and confusing operational patterns.
Congestion is a concern on the major arterials,
at times resulting in regional trac spilling over
onto neighborhood streets and raising further
concerns about vehicle speeds and volumes
that are inconsistent with the neighborhood
context.
Improving safety for pedestrians, bicyclists
and motorist will improve safety for all and
improve operations throughout the multimodal
network. Sidewalks, crosswalks and intersection
and roadway improvements can signicantly
enhance safety. The provision of “family-
friendly” connecting networks will improve
safety and access for a wide range of Fairfax
City residents.
Within the Washington region, approximately
one-third of all trips (33%) are less than
one mile in distance, according to the 2009
National Household Travel Survey. For the
region as a whole, more than 50% of these
short trips are driven. It is reasonable to expect
that in suburban areas that proportion is likely
to be even greater.
Figure 7 Mode share comparison (commute) in Fairfax City
72%
DRIVE ALONE
8%
CARPOOL
4%
BUS
7% 1%
METRO BIKE
4%
WALK
5%
WORK FROM HOME
SOURCE: American Community Survey Dataset B08301, 2014
Fairfax City Multimodal Transportation Plan
BACKGROUND AND CONTEXT
6
DRAFT
One potential explanation for both the high
rate of driving for short-distance trips and the
relatively high levels of trac on the handful
of major arterials is due to limited connectivity
between the residential areas of the city and
the commercial centers, as well as limited
connections between neighborhoods.
Neighborhoods on the west side of the
city have fairly good connectivity to one
another. Old Town is relatively well connected,
while Kamp Washington and Northfax are
surrounded by larger blocks and difficult
pedestrian connections across busy roadways.
While neighborhoods on the east side have a
more limited street network, trails help to ll
the gaps. Access to Old Town, Fairfax Circle,
and Pickett and Main are limited. Across the
City, few residents are within easy walking or
bicycling distance of the Vienna/Fairfax-GMU
Metrorail station.
Additional connections between neighborhoods
and from neighborhoods to activity centers will
enhance the opportunity to make short, local
trips without driving and on local streets.
Figure 8 Fairfax City transportation network
TOTAL VEHICULAR NETWORK (All Streets)
VEHICULAR FUNCTIONAL NETWORK
(Connected Streets)
FUNCTIONAL NON-MOTORIZED NETWORK
(Connected Streets and Trails)
SOURCE: City of Fairfax, 2016
BACKGROUND AND CONTEXT
7
Fairfax City Multimodal Transportation Plan
DRAFT
Community Input
Transportation affects everyone. The city
undertook a broad-based engagement
campaign to understand the needs, desires
and aspirations of Fairfax City residents,
leaders and stakeholders with regard to
transportation. The team met with individual
stakeholders and small groups; held pop-up
meetings at major public events such as Rock
the Block, Bike to Work Day and Saturday
farmers market. The team brought meetings
to the public at various locations throughout
the city including libraries, parks, retail centers,
and community facilities. Information and
activities were available online through a
website and interactive mapping applications.
In all, more than 200 members of the Fairfax City
community contributed to the development of
this plan. Through the various meetings and
modes of engagement, a number of themes
emerged:
HOW FAIRFAX CITY
RESIDENTS TRAVEL TO WORK
HOW DRIVERS
WOULD PREFER TO TRAVEL
Drive alone
72%
Carpool
9%
Transit
9%
Work from home
6%
Walk or bike
3%
Prefer to drive
alone
35%
Prefer transit
29%
Prefer to bike
19%
Prefer to
walk
12%
Prefer to carpool
6%
Prefer
to bike
Prefer to drive
alone
35%
Prefer to walk
32%
Prefer transit
20%
10%
Prefer to carpool
2%
Most Fairfax City residents drive to work, but would prefer
to use other travel modes for work and non-work trips.
for WORK
TRIPS
for
NON-WORK
TRIPS
Figure 9 Current and preferred mode choices (public input)
SOURCE: Community engagement meetings on August 29, 2016 and August 30, 2016. (157 responses)
Fairfax City Multimodal Transportation Plan
BACKGROUND AND CONTEXT
8
DRAFT
CHOICE: Community members want
more transportation choices, especially
the opportunity to walk or bike
throughout the city. While the majority
of residents do drive alone, a signicant
portion of Fairfax City residents would
rather not if there were other viable and
competitive options available to them.
When asked how they currently travel to
work, 72% of the 110 respondents at the
public pop-up meetings indicated they
currently drive alone. However, nearly
one-third of those drivers would prefer
to use transit if it were more convenient,
while another third would prefer to
walk or bike. When asked how they
travel for non-work trips, 77% of the 157
participants reporting their travel habits
currently drive. Nearly two-thirds would
like to have the opportunity to walk,
bike, or take transit for these trips.
TRAFFIC: Trac is a problem. While
regional arterials connect Fairfax City’s
residents to jobs and City businesses to
employees, heavy trac threatens safety
and livability.
TRANSIT: Transit is a benet to the
community. Stakeholders generally want
to see an Orange Line extension that
better serves the city. They appreciate
the CUE bus, but want more frequent
service.
SAFETY: Safety is a huge concern for all
users, especially for youth, students and
those who bike.
GREEN: Residents are committed to the
community’s identity as a green city, and
want to preserve and expand the trail
network.
Figure 10 Word cloud of common themes of
public input
BACKGROUND AND CONTEXT
9
Fairfax City Multimodal Transportation Plan
DRAFT
Figure 11 Examples of participant concerns Figure 12 Issues and opportunities placed on Fairfax City
wikimap
Dedicated bike
lane on Old Lee
Highway
Sidewalks ALL
OVER the city
More trees
Make walking &
biking to Mason from
downtown more
inviting
Fairfax City engaged the public through multiple efforts including pop-up
meetings and an interactive wikimap where the public could point out areas
of issues and improvement.
SOURCE: http://wikimapping.com/wikimap/Fairfax-City-Multimodal.html#.
WA-dBvorJaQ
Fairfax City Multimodal Transportation Plan
BACKGROUND AND CONTEXT
10
DRAFT
Relationship to Other
Plans
The Multimodal Transportation Plan is a
component of the city’s larger Comprehensive
Plan and was prepared in concert with the
2035 Comprehensive Plan. The multimodal
transportation component is designed to
support the land use, open space, housing
and economic development goals and
outcomes articulated by the larger plan. The
transportation component provides a network
and policies that respond to the needs of
the present while anticipating changes and
opportunities possible in the future.
This plan also builds on many preceding
and on-going planning efforts, which have
been reevaluated and incorporated in
the Comprehensive Plan. This plan also
incorporates a number of capital improvement
projects approved and/or underway at the time
of plan development.
The Multimodal Transportation Plan is a
component of the city’s larger Comprehensive
Plan and was prepared in concert with the
2035 Comprehensive Plan. The multimodal
transportation component is designed to
support the land use, open space, housing
and economic development goals and
outcomes articulated by the larger plan. The
transportation component provides a network
and policies that respond to the needs of
the present while anticipating changes and
opportunities possible in the future.
This plan also builds on many preceding
and on-going planning efforts, which have
been reevaluated and incorporated in
the Comprehensive Plan. This plan also
incorporates a number of capital improvement
projects approved and/or underway at the time
of plan development.
BACKGROUND AND CONTEXT
11
Fairfax City Multimodal Transportation Plan
DRAFT
Old Lee Highway
Old Lee Highway was the subject of two
recent planning eorts. The Old Lee Highway
Transportation Study (2005) examined the
operation and geometry of Old Lee Highway
from Layton Hall Drive to Ridge Avenue.
The objective of the plan was to identify
improvements for vehicle, bicycle, and
pedestrian circulation and safety. To reinforce
the City’s vision for this roadway as a residential
collector, rather than a commuter arterial, Old
Lee Highway should be designed to reduce
trac speed and increase mobility for bicycles
and pedestrians.
The Old Lee Highway “Great Street” Conceptual
Plan (2015) built upon the principles of the
Old Lee Highway Transportation Study and
laid out conceptual plans for the street.
The plan divided the corridor into three
distinct segments to provide an appropriate
recommendation for each. Recommended
features include landscaped medians through
the commercial segments and protected
bicycle lanes and a shared use path the entire
length of the corridor.
Fairfax Boulevard
The Fairfax Boulevard Master Plan (2007)
envisioned the redevelopment and growth
of Fairfax Boulevard around a number of
principles:
Make the Boulevard a “great walkable
street.”
Allow the Boulevard to change on the
community’s terms, with controlled size
and scale.
Support a mix of uses and destinations.
Balance trac capacity, safety, and
character.
Plan for feasible, phase-able pieces.
Enable the market.
The boulevard plan identied the three
unique centers along the corridor – Fairfax
Circle, Northfax, and Kamp Washington –
each with a ne-grained network of streets.
Fairfax Boulevard would become a multi-
way boulevard that would allow for heavy
through trac in the middle, separated from
more pedestrian friendly outer “slow lanes.”
A summary of the plan was adopted as an
appendix in the 2012 Comprehensive Plan. In
2015, at the bequest of the City Council, the
Planning Commission conducted a thorough
review of the plan’s recommendations. These
were discussed with the City Council and it
was agreed that the 2035 Comprehensive
Plan and Multimodal Transportation Plan
would further investigate and make a nal
determination on the multi-way boulevard
concept, including slow lanes, roundabouts,
bike lanes, signal timing, reverse lanes,
municipal parking, and walkability.
Old Town
The Old Town Fairfax Circulation Analysis
(2014) evaluated the performance of the two-
way operation of Main Street and North Street
in Old Town Fairfax after their 2006 conversion
from one-way operations.
The analysis found that:
Overall trac volumes have decreased
since the conversion.
One intersection demonstrated
improved LOS while LOS declined at two
others.
Although there was a slight rise in vehicle
crashes shortly after the conversion,
crashes have generally decreased.
Recommended pedestrian
improvements had been implemented
while bicycle infrastructure remains
incomplete.
Fairfax City Multimodal Transportation Plan
BACKGROUND AND CONTEXT
12
DRAFT
Vehicle speeds have increased since the
two-way conversion.
The analysis generally found that the Old Town
operational conversion is working as expected.
No immediate changes to the operation of
North and Main Streets were recommended.
Connections to George Mason
University
The Mason to Metro Bicycle Plan (2012) was
a coordinated eort between George Mason
University and the City to establish a bicycle
route that links the Vienna Metro Station to the
University campus. The plan outlines alternative
routes and bicycle infrastructure improvements
required to make these connections safer and
more accessible for bicyclists.
The three-day Vision Fairfax-Mason Charrette
(2014) examined connectivity, livability,
and sustainability between Old Town and
George Mason University. Through the
workshop process, the community and City
identied immediate, short, and long term
recommendations to improve connectivity
between the two areas.
Regional Plans
Northern Virginia Transportation
Authority TransAction
The TransAction Update builds on the vision
and goals developed for previous TransAction
plans to develop a comprehensive long range
transportation plan that reduces congestion
and improves the quality of life in Northern
Virginia. The plan guides NVTA investments
to fulfill its mission to address regional
transportation challenges. New revenues
generated by nearly $300 million each year, go
to transportation improvements throughout
Northern Virginia.
VTrans Multimodal Transportation
Plan
VTrans is the long-range, statewide multimodal
policy plan that lays out overarching
Vision and Goals for transportation in the
Commonwealth. It identies transportation
Investment Priorities and provides direction
to transportation agencies on strategies and
programs to be incorporated into their plans
and programs.
Washington Metropolitan Area Transit
Authority Long Range Plan
Momentum is Metro’s vision for the future
that builds on the work underway to rebuild
the system. The strategic plan looks beyond
today’s trends and lays out near-term goals
for 2025 along with the steps that Metro must
take to prepare for future growth.
For riders, Momentum will mean more trains,
reduced crowding, faster buses, brighter,
safer, easier-to-navigate Metrorail stations,
and information when and where you want it.
Within the region, Momentum will increase
capacity throughout the system enabling
future expansion.
GOALS, OUTCOMES, AND ACTIONS
13
Fairfax City Multimodal Transportation Plan
DRAFT
GOALS, OUTCOMES,
AND ACTIONS
3
Improvements are recommended at a range of levels, from
citywide policies and networks to area specific strategies,
to address the needs, seize opportunities, and serve the
objectives of the 2035 Comprehensive Plan.
TRANSPORTATION GOAL 1.
CONNECT TO THE REGION
Fairfax City is well-connected to the larger
Washington metropolitan region. I-66 provides
a direct vehicular connection to the region,
while the Vienna/Fairfax-GMU Metrorail
station provides high-quality, high-capacity
transit service to the core. I-395 and the
Capital Beltway provides convenient access
to additional signicant destinations in the
region, while three state routes and US 29/50
carry signicant trac through the city.
These regional connections are a vital asset to
the city and its economic strength and livability,
but they come with a cost. The convenience
provided by these connections has enabled
and supports growth and development
beyond Fairfax City. However, residents from
these areas travel through the city, providing
only limited contributions to Fairfax City
while making it dicult to create the kind of
pedestrian-friendly development envisioned
in the city’s comprehensive plan.
Attaining the city’s vision requires strategies
to limit or decrease the growth of trac on
these corridors. These strategies will require
regional partnership and collaboration.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
14
DRAFT
Outcome T1.1 Complete the Blake
Lane/Jermantown Bypass
East-west travel demand is tremendous.
Fairfax Boulevard (US 50), as a parallel
corridor to I-66, carries substantial trac to
and from destinations within Fairfax County.
Fairfax City desires to create compact, higher
density local activity centers along Fairfax
Boulevard. Accommodating and supporting
this vision requires that some regional trac
be accommodated elsewhere.
The Blake Lane-Jermantown corridor within
Fairfax County could provide a convenient and
viable alternative route for county and regional
trac if widened to accommodate additional
vehicle volumes. Several actions are necessary
to attract and divert commuter trac:
ACTION T1.1.1 Improve intersection
operations at Fairfax Boulevard, at
Jermantown Road and Blake Lane to
encourage the ow of regional trac to
utilize Blake Lane.
ACTION T1.1.2 Encourage regional
partners to facilitate trac ow along the
Blake -Jermantown corridor.
ACTION T1.1.3 Support regional eorts to
widen the bridge over I-66.
ACTION T1.1.4 Widen Jermantown Road
between I-66 and Fairfax Blvd, where feasible
to provide adequate capacity for regional
bypass trac.
0 0.5 10.25
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N
JERMANTOWN RD
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
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JUDICIAL DRJUDICIAL DR
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%
GEORGE MASON
UNIVERSITY
2
1
3
1
4
Figure 13 Proposed Blake Lane/Jermantown Bypass
1
2
3
4
Proposed Blake Lane/Jermantown Bypass
GOALS, OUTCOMES, AND ACTIONS
15
Fairfax City Multimodal Transportation Plan
DRAFT
1
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2
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Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
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C
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GEORGE MASON
UNIVERSITY
Figure 14 Proposed regional operations on Braddock Road
Outcome T1.2 Enhance regional
operations on Braddock Road
Braddock Road is an ecient regional corridor
connecting George Mason University to
points to the east and west. Fairfax City will
work with regional partners to support and
encourage improvements to the corridor to
accommodate regional trac demands and
reduce the impact of regional trac on city
arterials.
ACTION T1.2.1 Support regional initiatives
to enhance the operation and eciency of
Braddock Road.
ACTION T1.2.2 Facilitate connections to
Braddock Road.
1
2
Proposed regional operations on Braddock Road
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
16
DRAFT
Outcome T1.3 Guidance on
Metrorail Extension
For over 40 years, the Washington Metropolitan
Area Transit Authority (WMATA) Metrorail has
served significant regional travel demands
and provided an alternative to driving that has
reduced increases in trac on major roads.
Fairfax City can benet from an extension of
Metrorail’s Orange Line to the Fairfax County
Government Center area with complementary
transportation improvements.
The city should support the Metrorail extension
and advocate for an intermediary stop at Chain
Bridge Road and I-66. This permits the line
to run within the I-66 right of way, lowering
project costs, while providing access to George
Mason University and the Northfax local
activity center. Alternate locations considered
include I-66 and Jermantown Road, Chain
Bridge Road and Fairfax Boulevard, and within
Old Town itself, which would provide more
direct access to the city, but require substantial
diversions to the route that dramatically
increase cost and complexity while increasing
travel time.
ACTION T1.3.1 Support extension of
Metrorail to Fairfax County Government
Center.
ACTION T1.3.2 Support station location
at I-66 between the Vienna Metrorail station
and the Fairfax County Government Center
that serves the City of Fairfax.
1
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
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WARWICK AVEWARWICK AVE
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UNIVERSITY
2
3
Figure 15 Proposed guidance on Metrorail extension
ACTION T1.3.3 Support and aid
multimodal connections to the Metrorail
station with walkable connections to
Northfax.
1
2
3
Proposed guidance on Metrorail extension
GOALS, OUTCOMES, AND ACTIONS
17
Fairfax City Multimodal Transportation Plan
DRAFT
Transportation Goal 1.
Performance Metrics
Trac volume on city arterials with
neither origin nor destination in the
city.
City transit commute mode share.
residents + employees
CONNECT TO THE REGION
Vehicle travel
throughout the City
Transit mode share
by City residents +
employees
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
18
DRAFT
TRANSPORTATION GOAL 2.
PROVIDE A BALANCED
NETWORK THAT EXPANDS
TRAVEL CHOICES
Citywide transportation recommendations
take a “complete network” approach that
recognizes that each corridor cannot be all
things to all people. While every street in the
network should be a complete street, some
streets will provide certain enhancements
for one or two modes. When taken together,
this provides an overall network that provides
quality connections and mobility for all users.
As with new and alternative ways of commuting,
new technologies are also changing how
people are using the transportation network.
As the City continues to consider the
balance of the network and travel choices,
it should begin to consider the potential
benets and implications of automated and
connected vehicles. Intelligent transportation
technologies have the potential to improve
congestion and expand capacity by increasing
through-put without adding new lanes.
This plan proposes a complete, connected
network for pedestrians, low stress/” family-
friendly” travel corridors, commuter bicycle
networks, transit, and vehicles. Together, these
networks provide a composite multimodal
network plan.
This plan is supplemented by a proposed street
typology. The street typology augments the
traditional roadway functional classication
system to provide additional guidance in
designing streets appropriate and responsive
to their land use context and function.
GOALS, OUTCOMES, AND ACTIONS
19
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T2.1 Provide a safe and
accessible pedestrian network
Every street must provide for safe
accommodation of pedestrian travel. On
busy streets, the best practice is to provide
protected sidewalks on both sides, while
streets with lower trac volumes may only
need a sidewalk on one side. Some streets may
be purposefully designed as shared streets – so
called woonerf or shared street concepts.
ACTION T2.1.1 Adopt a formal sidewalk policy
requiring sidewalks on all new, reconstructed, or
substantially rehabilitated streets that respond to
local needs and community context.
ACTION T2.1.2 Develop and act on a prioritized
list of sidewalk improvements in the commercial
areas and provide sidewalks on at least one side of
every residential street in neighborhoods that are in
agreement.
ACTION T2.1.3 Ensure the pedestrian network is
accessible to all and meets the requirements of the
Americans with Disabilities Act (ADA).
ACTION T2.1.4 Provide a buer/parkway/
amenity zone between sidewalks and curb or edge
of pavement, with street trees planted wherever
possible.
ACTION T2.1.5 Provide crosswalks at all
approaches of every signalized intersection at
intervals of least every 500 feet within local activity
centers except where doing so would result in
operational failure of the corridor, except where
doing so would result in operational failure of the
corridor.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
20
DRAFT
Outcome T2.2 Connect the Green
Ribbon of recreational trails and
low-trac community streets
One of the much beloved features of Fairfax
City is the great number of multi-use trails
located throughout the city. At present,
however, not all residents have easy access to
this valuable community amenity.
The city will strive to strengthen the utility
of the green ribbon of trails and enhance
community access by managing traffic
volumes and speeds on streets connecting to
the trial network. This will provide low-stress,
on-street corridors for residents of all ages
to access the trail network. Along arterial
corridors, o-street shared use paths provide
connections.
ACTION T2.2.1 Create the "Green Ribbon"
by expanding the trail network. This includes
completion of connections to existing segments,
implementation of projects proposed by the
Parks and Recreation Master Plan, and new trail
connections as needed.
ACTION T2.2.2 Improve trail crossings across
arterial streets, including Fairfax Boulevard at
Pickett Road, Pickett Road near Thaiss Park, and
Main Street at Main Street Square and Railroad
Avenue.
ACTION T2.2.3 Identify priority links and
corridors to connect city trail facilities and identify
necessary improvements for safety and waynding.
LEGEND
Existing Shared Use Path
Existing Off-Street Trails
Parks and Private Open Space
Proposed Shared Use Paths
Proposed Off-Street Trails
“Green Ribbon” of connected trails
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Figure 16 Proposed Green Ribbon of recreational trails and low-trac community streets
Proposed Green Ribbon of recreational trails and low-trac community streets
GOALS, OUTCOMES, AND ACTIONS
21
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T2.3 Provide a robust
network for bicycle travel
Although bicycling currently accounts for
just 1% of commute trips to and from Fairfax
City, bicycle use has skyrocketed across the
nation and within the Washington region.
Communities very similar to Fairfax City have
reported large increases in bicycle trips when
safe, dedicated facilities are available. A low-
stress bicycle network will be available for
users of all ages and abilities, while direct,
on-street facilities will connect more condent
bicycle commuters to local destinations.
Main Street, Old Lee Highway, and University
Drive have been prioritized for bicycle travel.
Bicycles are accommodated on Jermantown
Road, Fairfax Boulevard, and Pickett Road
by way of shared use paths (also known as
sidepaths) on one side of the street.
ACTION T2.3.1 Adopt a plan for a system of
bicycle facilities linking major destinations including
George Mason University, Old Town, Metrorail, and
the regional trail system.
ACTION T2.3.2 Review bicycle facility design
standards to ensure best practices in design and
delivery of facilities.
ACTION T2.3.3 Adopt bicycle-supportive policies,
including the provision of short- and long-term
bicycle parking, showers, and changing facilities.
ACTION T2.3.4 Complete a bike share feasibility
study including denition of necessary station
density, recommended “starter system,” operating
and management structure, and funding program.
ACTION T2.3.5 Improve and expand bicycle
safety and education programs targeted at both
drivers and cyclists.
Figure 17 Proposed network for bicycle travel
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
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Legend
Existing Shared Use Path
Existing On-Street
Bicycle Facilities
Existing Off-Street Trails
Parks and Private Open Space
Proposed Shared Use Paths
Proposed On-Street
Bike Facilities
Proposed Off-Street Trails
Concentrated Bicycle
Supportive Infrastructure
ACTION T2.3.6 Promote transportation demand
management plans that encourage bicycling.
Proposed network for bicycle travel
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
22
DRAFT
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
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Legend
Bus Routes
Ridership Denoted by Thickness
Bus Transfer
Improvement Areas
%
Vienna-Fairfax/GMU
Metro Station
Bus Improvement
Corridors
Outcome T2.4 Provide eective
transit services and information.
Stakeholders repeatedly indicated what a
tremendous asset the CUE bus system is to
the Fairfax City community. Although current
CUE service does not constitute “frequent
transit,” routes provide 16 hours of service
each day.
1
Regular users report that it is
reliable, comfortable, and convenient and
appreciate the real-time arrival information
available online.
Transit service is most concentrated on
Fairfax Boulevard, Main Street, and the Chain
Bridge/University corridor. Multiple CUE and
Metrobus routes converge around Kamp
Washington, in Old Town, and in the vicinity
of Fairfax Circle.
CUE bus service will provide convenient and
frequent access to the Vienna/Fairfax-GMU
Metrorail Station; provide service seven days
a week; meet all published schedules; and
provide accessibility to all users.
1 Frequent transit service is typically
considered to be transit service with headways
of 15 minutes or better – 10 minutes is generally
preferred. Current CUE bus frequencies are typically
30 minute headways during the bulk of the day.
Figure 18 Proposed transit network enhancements
Proposed transit improvements
GOALS, OUTCOMES, AND ACTIONS
23
Fairfax City Multimodal Transportation Plan
DRAFT
ACTION T2.4.1 Implement recommendations of
the CUE Transit Development Plan to maintain the
highly valued service of the CUE transit system.
ACTION T2.4.2 Prioritize transit operations along
key corridors.
ACTION T2.4.3 Emphasize transit operations
along Fairfax Boulevard, including the provision of
high quality stop amenities and implementation of
priority treatment measures where possible.
ACTION T2.4.4 Enhance transit operations on
Old Lee Highway and Main Street, and carefully
design the corridors to reduce or eliminate conict
between bicycles and transit, particularly at stop
locations.
ACTION T2.4.5 Improve connections to other
transit routes and facilities through enhancements
at signicant transfer locations such as quality
passenger amenities, expanded information, and
improve pedestrian facilities. Signicant transfer
locations include the Kamp Washington area,
Fairfax Circle, Old Town, and Pickett and Main.
ACTION T2.4.6 Improve traveler information
and trip planning. Provide up-to-date bus schedule
information on the city’s web site and at major bus
stops. Continue to develop and promote real-time
transit information.
ACTION T.2.4.7 Promote transit-friendly design
features in new development and redevelopment
projects.
ACTION T.2.4.8 Expand ADA-accessible sidewalks
and crosswalks serving bus stops.
ACTION T.2.4.9 Encourage employers to provide
transit subsidies or other transit incentives.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
24
DRAFT
Outcome T2.5 Provide for the
ecient ow of vehicles
Motor vehicle travel is and will continue to be
the leading form of travel in Fairfax City. For
many, commuting by private vehicle is the
most convenient, if not the only viable mode.
Prioritizing motor vehicle travel on some
corridors recognizes the need to accommodate
local residents and visitors and to provide
ecient connections to regional networks.
It is not intended to invite or accommodate
additional regional trac through the city.
ACTION T2.5.1 Promote and support regional
eorts to enhance vehicle performance of Braddock
Road.
ACTION T2.5.2 Relieve vehicle congestion on
Fairfax Boulevard by pursuing the Blake Lane/
Jermantown Road bypass and facilitating use of it.
ACTION T2.5.3 Improve safety for all travelers by
improving lane markings and directional signage at
complex intersections in the city, including Fairfax
Circle.
ACTION T2.5.4 Control trac entering Fairfax
City at Fairfax Circle, Northfax, Kamp Washington
and Pickett and Main.
0 0.5 10.25
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ORCHARD STORCHARD ST
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Legend
Maintained capacity corridors
Enhance vehicle corridors
Balanced vehicle roadway
Figure 19 Principal vehicle corridors
Vehicle corridors
GOALS, OUTCOMES, AND ACTIONS
25
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T2.6 Improve context
sensitive street design
Like many states, the Virginia Department
of Transportation defines street types as
a hierarchy “according to the character of
service they are intended to provide. [Street
type] denes the role that a particular roadway
segment plays in serving [the] ow of trac
through the network.”
While this is a useful approach for designing
and managing the street network, it only
addresses the transportation function of a
street. Streets also have important roles to
play in contributing to a quality of place, the
livability of neighborhoods, and the vitality and
vibrancy of commercial districts.
Increasingly, communities across the
United States and abroad have developed
unique street types that describe both the
transportation link function of streets and their
distinct place function as well.
This methodology ensures that street designs
help the transportation network function and
supports the objectives of local neighborhoods,
development districts, and the city as a whole.
It aids the design process, particularly for
non-auto facilities, by focusing on the quality
of a street. It recognizes that while Fairfax
Boulevard and Main Street are both critical
segments in a larger arterial street network,
the uses abutting these corridors are very
different and must be factored into the
approach to street design.
Five street types are recommended for
adoption in the City of Fairfax:
1 LIMITED CONNECTION RESIDENTIAL
These are interior neighborhood
residential streets that generally do
not connect well to other streets in the
network. These streets are very green in
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
26
DRAFT
nature, lined with broad front yards and
a robust tree canopy, and generally self-
regulate both vehicle speeds and volumes.
2 NEIGHBORHOOD CIRCULATORS
These are residential streets that contribute
to community connectivity, hosting parks,
community centers, schools, or houses
of worship. Residential Circulators are
also very green with abundant street
trees and open space along them. These
streets may need design techniques that
reduce travel speeds and trac volumes
to support activities such as kids playing
and neighbors visiting in any portion of
the street.
3 ACTIVE STREETS Active Streets
connect multiple destinations within a
neighborhood and are more mixed-use or
commercial in nature. They are generally
the street type for new streets within
activity centers and are the primary
location for property access. Active
Streets should be designed to create a
comfortable environment for strolling,
shopping, and dining while at the same
time accommodating circulation by
pedestrians, bicyclists, cars and trucks, and
in some cases transit vehicles.
4 COMMERCIAL MAINS Commercial
Mains are where commercial activity is
concentrated, such as Fairfax Boulevard
through the Northfax area or Main Street
around Kamp Washington. Commercial
Mains have high volumes of vehicle trac
that mixes with bicycles, transit vehicles,
and pedestrian crossings. Streets should
be designed to slow trac speeds while
facilitating trac ow. The pedestrian zone
of the street should buer pedestrians from
the chaos and noise of the adjacent trac.
Access management on Commercial Mains
improves vehicle flow while reducing
conicts with people on foot or bike.
VDOT Classication Link + Place Street Type
Local Limited Connection Residential
Minor Collector Neighborhood Circulators
Major Collector Active Streets
Minor + Major Arterial Commercial Mains
Minor + Major Arterial Boulevards
Figure 20 VDOT classication
DEFINITION OF LINK + PLACE
The consideration of each street in its
context, as both a movement element
of the road network (i.e. a Link) and as
a Place in its own right. Street types
will vary according to the balance
of significance of these two at any
location.
GOALS, OUTCOMES, AND ACTIONS
27
Fairfax City Multimodal Transportation Plan
DRAFT
5 BOULEVARDS – Boulevards carry
moderate to high volumes of trac, but
do so through a parkway like setting.
They include sections of arterial corridors
between the local activity centers that
may be designated as Boulevards, as well
as minor arterials such as Pickett Road,
Old Lee Highway, and Jermantown Road.
Medians or planted median islands are
common and curb cuts and access drives
are few and far between. While vehicle
throughput is generally smooth through
these areas, trac speeds should remain
consistent with the residential or park-like
setting the streets travel through.
ACTION T2.6.1 Develop and adopt a Link + Place
street typology.
ACTION T2.6.2 With community consultation,
develop specic design objectives, desired outcomes,
and performance metrics for each street type. Link
design objectives to the street design and project
development process, guidelines, and reference
documents.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
28
DRAFT
Transportation Goal 2.
Performance Metrics
Miles of sidewalk.
Miles of bicycle facilities.
Pedestrian and bicyclist volumes on
city trails.
Non-automobile mode share by city
residents and employees.
PROVIDE A BALANCED SYSTEM
Miles of
sidewalk
Miles of bike
facilities
Pedestrian +
bicycle volumes
on City trails
Non-auto
mode share
GOALS, OUTCOMES, AND ACTIONS
29
Fairfax City Multimodal Transportation Plan
DRAFT
and Pickett Road. People who bicycle tend to
favor Old Lee Highway, Main Street, and the
Chain Bridge/ University Drive corridor toward
George Mason University (in addition to heavy
use of the trail network). Pedestrians find
greatest comfort on University Drive, Main
Street, and Old Lee Highway in addition to
multiple neighborhood streets.
The recommended corridor strategies
generally follow and strengthen these existing
patterns:
Fairfax Boulevard will remain a major
vehicle corridor with centers of walkable
districts.
TRANSPORTATION GOAL 3.
STRATEGICALLY IMPROVE
MAJOR CORRIDORS
The citywide network builds from both
past planning efforts and new information
gathered from community input during the
development of the plan and informs the
design objectives and performance outcomes
of the individual principal corridors.
Fairfax City travelers tend to self-select
among the corridors where they feel most
comfortable. Vehicle trac gravitates to the
major arterials of Fairfax Boulevard, Main
Street, Chain Bridge Road, Old Lee Highway,
Main Street will prioritize bicycle travel
in addition to transit services and vehicle
throughput.
Old Lee Highway will prioritize bicycles,
pedestrians and transit.
The Chain Bridge/University corridor will
balance demands from multiple modes.
Pickett and Jermantown Roads will
prioritize vehicle ow while respecting
and preserving the residential and open
space character and uses along those
corridors.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
30
DRAFT
0 0.5 10.25
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1
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1
Figure 21 Proposed Fairfax Boulevard enhancements
Outcome T3.1 Improve Fairfax
Boulevard as a quality transit
corridor with vibrant nodes of
activity.
Fairfax Boulevard was extensively studied
in the 2007 Fairfax Boulevard Master Plan.
Many of the recommendations made in
that plan remain valid today and should
proceed to implementation. Additional
opportunities identified in this Multimodal
Transportation Plan allow some modications
and enhancements to that plan. In general,
slow lanes on Fairfax Boulevard are not
recommended due to the access restrictions
created by the relatively short frontage widths
that exist today. However, on some parcels
where larger frontage widths can be created,
parking access lanes may be appropriate, but
should be considered on a case by case basis.
Without the proposed slow lanes, buildings
may be built closer to the street narrowing
drivers’ perspective of the street which can
contribute to slowing trac speeds.
ACTION T3.1.1 Improve intersection at
Fairfax Boulevard and Blake/Pickett and
Jermantown Road to facilitate and encourage
use of Blake Bypass.
ACTION T3.1.2 Redesign Fairfax Circle to
reduce complexity and improve pedestrian
mobility.
ACTION T3.1.3 Extend the medians and/or
introduce additional planted median islands.
Extend to pedestrian crossings to provide
refuge island.
ACTION T3.1.4 Introduce planted median
islands to break up the continuous center turn
lane, improve corridor aesthetics and improve
safety.
1
2
3
4
Proposed Fairfax Boulevard enhancements
GOALS, OUTCOMES, AND ACTIONS
31
Fairfax City Multimodal Transportation Plan
DRAFT
2
1
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Outcome T3.2 Provide safe bicycle
travel and ecient vehicle ow on
Main Street.
Main Street is and will continue to be a major
vehicle corridor. At the same time, Main
Street is a popular bicycle route that should
be further enhanced. Bicycle accommodation
is particularly dicult in the more constrained
portion of the corridor west of Old Town. With
sensitive design however, the whole of the
corridor can become a bicycle emphasis route
and a quality facility for bicycle travel while
maintaining vehicle operations.
ACTION T3.2.1 Provide an on-street
bicycle facility along the entirety of Main
Street, though an additional feasibility study
is required.
ACTION T3.2.2 Evaluate feasibility of
repurposing the bus-only lane to provide a
protected bicycle facility. Enable buses to
traverse facility at stops to pick up passengers
at the curb.
ACTION T3.2.3 Extend South Street
to relieve trac congestion on Main
Street through Old Town and permit the
continuation of a bicycle facility through Old
Town.
ACTION T3.2.4 Improve intersection
geometry in Old Town to enhance pedestrian
crossings while accommodating design
vehicles (i.e., a frequent user of the given
street).
Figure 22 Proposed actions for Main Street
2
3
4
Proposed actions for Main Street
1
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
32
DRAFT
Outcome T3.3 Implement the Old
Lee Highway plan.
Like Fairfax Boulevard, Old Lee Highway
has been extensively studied. The
recommendations for improvements on
Old Lee Highway are fully in concert with
the objectives and desired outcomes of this
Multimodal Transportation Plan and should
be implemented as proposed.
ACTION T3.3.1 Pursue Old Lee Highway
improvements to improve mobility.
ACTION T3.3.2 Ensure design of Fairfax
Circle accommodates bicycle through
movements.
1
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Miles
N
ORCHARD STORCHARD ST
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WARWICK AVEWARWICK AVE
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Figure 23 Proposed Old Lee Highway enhancements
1
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Proposed Old Lee Highway enhancements
GOALS, OUTCOMES, AND ACTIONS
33
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T3.4 Balance mobility on
Chain Bridge Road and University
Drive.
Together, Chain Bridge Road and University
Drive provide a true multimodal corridor
through the heart of Fairfax City. The streets
form an important vehicle and transit corridor,
but also must accommodate bicyclists and
pedestrians along its full length. University
Drive can prioritize bicycle use while Chain
Bridge Road can emphasize travel by vehicle
and foot.
Figure 24 Proposed Chain Bridge Road and
University Drive enahncements
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
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OLD LEE HWYOLD LEE HWY
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Proposed Chain Bridge Road
and University Drive enhancements
ACTION T3.4.1 Ensure pedestrian
friendly accommodation from I-66 to Fairfax
Boulevard.
ACTION T3.4.2 Ensure adequate
pedestrian facilities from Old Town to Fairfax
Boulevard.
ACTION T3.4.3 Improve pedestrian
crossings in Old Town.
ACTION T3.4.4 Support distribution of
trac through the extension of South Street.
ACTION T3.4.5 Manage Chain Bridge
Road as a multimodal street that is safe and
inviting for all users.
ACTION T3.4.6 Implement trac calming
measures on Chain Bridge Road between
Judicial Drive and Main Street.
ACTION T3.4.7 Extend University Drive to
Eaton Place.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
34
DRAFT
Outcome T3.5 Enhance operations
on Pickett Road and Jermantown
Road
Pickett Road and Jermantown Road lead to
and connect to the proposed Blake Lane/
Jermantown Road bypass and provide
excellent circulation around the city, providing
alternative travel routes that can relieve
congestion in local activity centers. However,
these streets include residential addresses and
must be managed as such, with lower vehicle
speeds, safe pedestrian crossings, and quality
streetscapes.
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
MAIN STMAIN ST
JUDICIAL DRJUDICIAL DR
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RD
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BURKE STATION RDBURKE STATION RD
OLD LEE HWYOLD LEE HWY
LEE HWY
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MAIN STMAIN ST
FAIRFAX BLVDFAIRFAX BLVD
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BLAKE LN
LITTLE RIVER TPKE
ARLINGTON BLVD
OX RD
SHIRLEY GATE RD
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1
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4
Figure 25 Proposed Pickett Road and Jermantown Road enhancements
ACTION T3.5.1 Improve Jermantown Road
as a component of the Blake Lane Bypass
project. Complete transportation study to
determine necessary facility improvements to
accommodate bypass operations.
ACTION T3.5.2 Coordinate with Fairfax
County and VDOT on the widening of the
Jermantown Road bridge over I-66
ACTION T3.5.3 When redevelopment
opportunities permit, pursue a connection
from Jermantown Road to Waples Mill Road
north of Fairfax Boulevard.
ACTION T3.5.4 Provide a shared use path
along Pickett Road to connect important
non-motorized networks to the metro station
area.
ACTION T3.5.5 Design Pickett Road
to manage vehicle speeds while providing
ecient ow
1
2
3
4
5
Proposed Pickett Road and Jermantown Road enhancements
GOALS, OUTCOMES, AND ACTIONS
35
Fairfax City Multimodal Transportation Plan
DRAFT
Transportation Goal 3.
Performance Metrics
The City’s principal corridors provide both
sub-regional and local access for all modes
with the performance measures primarily
evaluating safety related metrics.
Crashes involving pedestrians and
bicyclists.
Vehicular crashes along the primary
corridors.
Transit travel time reliability/schedule
adherence.
IMPROVE MAJOR CORRIDORS
Vehicular
crashes
Crashes involving
pedestrians + bicyclists
Transit travel
time reliability
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
36
DRAFT
TRANSPORTATION GOAL 4.
STRENGTHEN LOCAL ACTIVITY
CENTERS
Fairfax City has ve distinct local activity
centers that present some of the most
substantial economic development
opportunities in the city. Making them
walkable, vibrant community centers
is important to the future strength and
sustainability of the city in attracting and
retaining young professionals, empty
nesters, and families of all types and ages.
GOALS, OUTCOMES, AND ACTIONS
37
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T4.1 Enhance safety and
multimodal connections at Fairfax
Circle
Fairfax Circle should be redesigned to reduce
complexity and improve pedestrian mobility.
With Jermantown Road/Blake Lane serving as a
bypass, operational changes would be required
to encourage through traffic to use this
roadway instead of Fairfax Boulevard. Street
design in the Fairfax Circle focus area should
enhance pedestrian crossings across Fairfax
Boulevard west of the Circle and provide a
safe bicycle and pedestrian connection to the
Vienna Metrorail station east of the Circle.
Additional local street connections through
the large blocks lining Fairfax Boulevard enable
increased walkability, multimodal access
and overall circulation. Whenever possible,
parking resources should be shared and vehicle
access permitted only from the secondary and
tertiary street network.
ACTION T4.1.1 Improve intersection
operations at Blake Lane and Fairfax
Boulevard to support the use of the bypass
and provide some trac relief to Fairfax
Boulevard.
ACTION T4.1.2 Further explore benets
of improvements at Fairfax Circle to improve
circulation and access while providing a
gateway feature into Fairfax City.
ACTION T4.1.3 Improve pedestrian
crossings across Fairfax Boulevard, especially
at Pickett Road, to facilitate trail connection
across Fairfax Boulevard. Provide pedestrian
refuge island within crosswalk.
ACTION T4.1.4 Provide a shared use path
on Pickett Road from Old Pickett Road to
Fairfax Boulevard and connecting to the Gerry
Connolly Cross County Trail.
ACTION T4.1.5 With every new private
development project, pursue additional
secondary and tertiary street network
opportunities. Streets should be well designed
as complete streets and align at regular
intersections for a continuous street grid.
Figure 26 Proposed Fairfax Circle activity center enhancements
ACTION T4.1.6 Provide a bicycle facility
along Draper Drive to connect to Draper Drive
Park and create trail extensions to provide a
connection to the George T. Snyder Trail.
ACTION T4.1.7 Provide a bicycle facility
along Old Lee Highway to connect into Old
Town and to the Accotink Creek Trail.
1
2
3
4
7
6
1
2
3
4
6
7
Fairfax Circle Activity Center
Pedestrian crossings
Proposed new roads
Landscape
Conceptual draft
5
5
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
38
DRAFT
Outcome T4.2 Create a vibrant and
walkable Northfax
In the Northfax local activity center, the
addition of a ner grain network of tertiary
streets will divide the large development
blocks adjacent to the Fairfax Boulevard and
Chain Bridge Road intersection. Enhanced
pedestrian crossings across both major
corridors, as well as a potential pedestrian
connection to a new Metrorail station, are
critical. To provide improved access and trac
operations, consider a roundabout at the
intersection of Eaton Place and Chain Bridge
Road, which has the additional benefit of
providing an attractive northern gateway to
the city.
ACTION T4.2.1 Study a roundabout or
other improvements at Eaton Place and Chain
Bridge Road to enhance local access, improve
corridor operations, and provide a gateway
and metering feature into Fairfax City.
ACTION T4.2.2 Pursue opportunities to
create a street grid in private redevelopment
projects.
ACTION T4.2.3 Make improvements to
enhance trac ow at the intersection of
Fairfax Boulevard, McLean Avenue, and
Warwick Avenue.
ACTION T4.2.4 Develop and adopt access
management policies to prohibit vehicle
access from principal streets (Chain Bridge
Road and Fairfax Boulevard) and encourage
access from minor streets (secondary and
tertiary streets).
Figure 27 Proposed Northfax activity center enhancements
ACTION T4.2.5 Provide strong and
attractive pedestrian connections north along
Chain Bridge Road to connect to a potential
future Metrorail station.
1
3
1
3
Conceptual draft
Northfax Activity Center
ACTION T4.2.6 Improve overall pedestrian
environment in the Northfax area, including
pedestrian crossings, street trees and
furnishing zone, buering sidewalk from
vehicle travel lanes, improved pedestrian
scale lighting, and active ground oor uses
along primary street edges.
Place making focal area
Pedestrian crossings
Proposed new roads
Landscape
Fairfax Blvd
Chain Bridge
2
2
GOALS, OUTCOMES, AND ACTIONS
39
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T4.3 Improve Kamp
Washington
At Kamp Washington, the intersection of
Fairfax Boulevard and Main Street is already
undergoing improvements to its alignment
and pedestrian facilities. In addition,
recommended improvements within this
local activity center include non-motorized
connections to provide neighborhood access
to the commercial uses. These connections
include improved pedestrian crossings across
the major corridors of Fairfax Boulevard
and Main Street and creating an enhanced
commuter bicycle facility on Main Street to
the Fairfax County Government Center area.
Direct property access from the major arterials
remains limited, but well provided by way
of the minor street network and connected
service drive along the north side of the
intersection.
ACTION T4.3.1 With every new private
development project, pursue additional
secondary and tertiary street network
opportunities. Streets should be well designed
as complete streets and align at regular
intersections for a continuous street grid.
ACTION T4.3.2 Improve overall pedestrian
environment in the Kamp Washington area
including pedestrian crossings, enhanced
non-motorized connections, street trees and
furnishing zone buering sidewalks from
vehicle travel lanes, and improved pedestrian
scale lighting.
Figure 28 Proposed Kamp Washington activity center enhancements
ACTION T4.3.3 Consolidate curb cuts and
driveways along Fairfax Boulevard to support
the existing frontage road and facilitate
safety along the Boulevard.
ACTION T4.3.4 Improve pedestrian
crossing across the arterial corridor. Provide
pedestrian crossings across all legs of all
intersections, and wherever possible, provide
pedestrian refuge islands at pedestrian
crossings.
ACTION T4.3.5 Provide an enhanced
bicycle facility along Main Street continuing
to the west to access the Fairfax County
Government Center.
ACTION T4.3.6 Provide strong and
attractive family- friendly connections from
trails to the Fairfax Boulevard and Main
Street corridors.
3
6
5
3
5
6
Kamp Washington Activity Center
Pedestrian crossings
Proposed new roads
Proposed non-motorized connections
Access driveway
Fairfax Blvd
Lee Hwy 29
Main Street
Fairfax Blvd/ 29
1
1
Conceptual draft
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
40
DRAFT
Outcome T4.4 Enhance the
attractiveness and accessibility of
Old Town
While walkable areas are dispersed throughout
the city, the Old Town local activity center
uniquely combines a high destination count
with a high concentration of walkable
infrastructure. The Old Town infrastructure
does come with some limitations including
sidewalks that are narrow and lack a protective
buer or planting strip between the walkway
and the curb.
ACTION T4.4.1 Evaluate the feasibility of
an enhanced bicycle facility along Main Street
continuing to the west to access the Fairfax
County Government Center activities and east
to Pickett Road. Recongure county entrance
on Chain Bridge Road.
ACTION T4.4.2 Further investigate the
completion of the grid with South Street
extended to West Street with evaluation of a
North Street/South Street bypass system.
ACTION T4.4.3 Enhance the trail crossing
on Sager Avenue and Main Street and provide
a dedicated and clear connection to the
northern trail section.
ACTION T4.4.4 Pursue opportunities to
create a street grid in private redevelopment
projects.
ACTION T4.4.5 Provide management of o-
street parking facilities to enable shared-use policies
and enhanced waynding to optimize usage.
ACTION T4.4.6 Prioritize the completion of
existing sidewalk gaps including crossing facilities.
ACTION T.4.4.7 Widen existing sidewalks within
Old Town where feasible.
ACTION T4.4.8 Adopt urban street design
guidelines for the Old Town area.
ACTION T4.4.9 With South Street
extended, investigate the restoration of
curbside uses such as parking on Main Street
also enabling increased accessibility through
curb extensions and sidewalk widths.
Figure 29 Proposed Old Town activity center enhancements
1
2
3
4
1
2
3
Old Town Activity Center
Placemaking focal area
Pedestrian crossings
Proposed new roads
Proposed non-motorized connections
Existing trails
Landscape
Existing street grid
4
9
9
Conceptual draft
GOALS, OUTCOMES, AND ACTIONS
41
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T4.5 Enhance Pickett and
Main
The activity center at Pickett Road and Main
Street is already a quality commercial center
and is not expected to change dramatically in
the foreseeable future. The area will continue
to be largely accessed by automobile but
will benefit from improved non-motorized
connections. Pedestrian crossings across
both Pickett Road and Main Street will be
enhanced, and will include improvements to
pedestrian connections to the trail system and
within the commercial properties themselves.
As Main Street will provide enhanced bicycle
accommodations, bicycle parking and
amenities should be provided within the
commercial areas.
ACTION T4.5.1 Improve pedestrian
crossings across major arterials. Provide
pedestrian crossings across all legs of all
intersections, and wherever possible, provide
pedestrian refuge islands at pedestrian
crossings. Improve overall pedestrian
environment in the Pickett Road and Main
Street area including the enhancement of
multimodal access, circulation and comfort
within the commercial areas.
ACTION T4.5.2 Provide an enhanced
bicycle facility along Main Street continuing
to the west to Old Town and further to the
county government center.
Figure 30 Proposed Pickett and Main activity center enhancements
2
1
1
2
Pickett and Main Activity Center
Pedestrian crossings
Proposed non-motorized connections
Existing trails
Landscape
1
Conceptual draft
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
42
DRAFT
Outcome T4.6 Provide guidance for
Fairfax City Metrorail Station
Should the Orange Line Metrorail be extended,
it is assumed that it will generally follow
the alignment of the I-66 corridor and is
recommended to provide a station location
at I-66 between the Vienna/Fairfax-GMU
Metrorail station and the Fairfax County
Government Center. This stop would provide
walkable access between the Northfax area
and Metrorail station and would be an easy
bicycle, bus, or shared ride from George
Mason University or Old Town to the Metrorail
system.
This station should be designed as a
combination walk-up community station
and sub-regional park and ride and major
bus transfer facility. The station area must
be carefully designed to provide a walkable
environment from I-66 down to Northfax
and invite and encourage access via non-auto
modes.
ACTION T4.6.1 Encourage walkable street
environment from I-66 to Fairfax Boulevard.
ACTION T4.6.2 Introduce additional
neighborhood connections to new Metrorail
station area.
Figure 31 Proposed guidance for Fairfax City Metrorail Station
1
0 0.5 10.25
Miles
N
ORCHARD STORCHARD ST
EATON PLEATON PL
WARWICK AVEWARWICK AVE
ROBERTS RDROBERTS RD
MAIN STMAIN ST
JUDICIAL DRJUDICIAL DR
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ACTION T4.6.3 Eectively manage vehicle
access to minimize increases of trac coming
to and from the station utilizing roadways in
Fairfax City.
1
2
3
Proposed guidance for Fairfax City Metrorail Station
GOALS, OUTCOMES, AND ACTIONS
43
Fairfax City Multimodal Transportation Plan
DRAFT
Transportation Goal 4.
Performance Metrics
The City’s ve activity centers are the hubs
of the economic development areas with
opportunities for walkable and vibrant
community centers. The continued success
of these centers from a transportation
perspective can be assessed by these
performance metrics.
Change in retail rents per square foot
in local activity centers.
Pedestrian counts at key crossing
locations.
STRENGTHEN LOCAL
ACTIVITY CENTERS
Change in retail rents in
local activity centers
Pedestrian counts at key crossings
$
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
44
DRAFT
TRANSPORTATION GOAL 5.
ADOPT POLICIES FOR
PREDICTABLE AND
SUSTAINABLE DEVELOPMENT
In addition to the geometric, operational,
and capital improvement projects
recommended above, there are a number of
policies that are recommended to support,
enhance, and implement the plan objectives
and bring about the measurable outcomes
desired.
Outcome T5.1 Provide Complete
Streets
Complete streets work for everyone in the
community, regardless of their travel mode.
A complete street network comprises a
variety of street types that account for
all users and create multiple safe and
convenient ways for people to get around in
a comfortable and integrated environment.
Complete streets support safety and
community cohesion. They respect diversity
and choice and make multiple transportation
options viable. Complete streets enable
those that do not drive to remain active and
connected members of the community,
whether they are too young or old, whether
they have a disability, cannot aord a car, or
simply choose not to drive. And complete
streets support the objectives of improved
human and environmental health.
Fairfax City has made efforts to improve
pedestrian and bicycle facilities, but the overall
network favors the mobility of automobiles at
the expense of other users. As the city repaves
and rebuilds its roadways, Fairfax must take
the opportunity to create or retrot facilities
to adequately accommodate pedestrians,
bicyclists, and transit users.
Best Practice
A complete streets policy should be inclusive
of a community’s vision for transportation,
account for the many types of uses and
community needs, and allow for flexible
implementation. Generating policies that
require complete streets principles to be
included in all transportation improvements
and projects that impact the right-of-way are
key component of implementation.
GOALS, OUTCOMES, AND ACTIONS
45
Fairfax City Multimodal Transportation Plan
DRAFT
The following are potential policies to
implement complete street principles:
Approach every planned transportation
improvement as an opportunity to apply
the complete streets principles.
Apply complete street policies to
all public and private projects and
developments that impact the right-of-
way.
Allow complete streets elements to be
phased over time.
Actively identify regional, state, and
federal funding for complete street
improvements.
Collaborate and coordinate between
other departments and transportation
agencies to eciently utilize funds.
Identify quantiable performance
measures and report progress annually.
Annually report on progress and
performance measures.
Maintain an inventory of bicycle and
pedestrian infrastructure to identify
gaps.
Identify and prioritize projects based on
infrastructure needs.
Train sta and decision makers on the
technical content and best practices of
complete street principles.
Policy Recommendation
ACTION T5.1.1 Adopt a complete street policy
for Fairfax City.
Fairfax City should approach all planned
transportation improvements and all planned
development projects within the right-of-way
as an opportunity to advance the value and
objective of safety and complete streets.
Every street should safely accommodate
all users.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
46
DRAFT
Any street subject to major maintenance,
rehabilitation, or reconstruction should
provide safe accommodation for all
users, of all abilities.
The means of accommodation should
be appropriate to the street context and
developed in consultation with local
community stakeholders.
The city should actively pursue regional,
state, and federal funding opportunities
to support complete streets
improvements.
City agencies and departments should
collaborate and coordinate with one
another and adjacent jurisdictions to
apply complete street principles and
provide continuous networks.
Progress on complete streets should be
measured in concert with the adopted
measures of the Fairfax City Multimodal
Transportation Plan.
GOALS, OUTCOMES, AND ACTIONS
47
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T5.2 Ensure Pedestrian
Accessibility
Pedestrian-supportive infrastructure ensures
that adequate pedestrian facilities, primarily
sidewalks and street crossings, are accessible,
safe, and comfortable for community members
of all ages and physical abilities. Pedestrian
facilities are a part of the community’s overall
transportation network and encourage walking
as an alternate option for transportation.
In Fairfax City, there is a need to improve
sidewalk continuity and street crossings
throughout the community, particularly on
roadways where vehicle volumes are high and/
or roadways with pedestrian destinations such
as schools, parks, and transit stops. The existing
gaps in the pedestrian network (sidewalks and
crossing locations) discourage walking in the
community, limiting opportunities to connect
neighborhoods with community destinations.
Best Practice
The best pedestrian-supportive infrastructure
policies are applicable to the entire community
and focus on safety and connectivity. Policies
are exible to context-specic applications and
permit dierent types of facilities on dierent
street types. Policies are compliant with all
applicable state and federal regulations,
including the Americans with Disabilities
Act (ADA) and establish a methodology for
prioritization and performance evaluation.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
48
DRAFT
The following are potential policies improve
pedestrian supportive infrastructure.
Prioritize walking connections to transit
stops, schools, and parks. Implement
rst-last mile walking connection to
transit and prioritize access to transit
stops.
Support projects that improve pedestrian
connectivity.
Improve pedestrian access to destination
areas in the City.
Improve pedestrian routes that connect
students to schools.
Maintain a sidewalk inventory.
Establish a methodology for project
prioritization and performance
evaluation.
Improve pedestrian access across
major roadways that create barriers to
connecting the network. Comply with all
state and federal regulations including
the Americans with Disabilities Act
(ADA).
Adopt a complete streets policy.
Policy Recommendation
ACTION T5.2.1 Revise Fairfax City sidewalk
policy.
Fairfax City should ensure that all streets have
at least one sidewalk on both new and existing
streets of all street types.
All new streets should provide sidewalks
on both sides of the street irrespective
of anticipated trac volumes unless
explicitly designed as a shared street.
Sidewalks should be considered with
every major maintenance, restoration or
street reconstruction project. Sidewalks
may be constructed independent of
other street projects.
Recommended guidance for sidewalks
is that streets with moderate to high
vehicle volumes (5,000 or more vehicles
per day) should have sidewalks on both
sides of the street. Moderate volume
streets should have a continuous
sidewalk at least along one side; local
streets (less than 5,000 vehicles per day)
should have a sidewalk on at least one
side of the street, unless specically
redesigned or actively managed as a
shared street.
Sidewalks should be a minimum of 5 feet
wide.
The sidewalk network should be
continuous and connected. Curb ramps
must be provided at street crossings.
GOALS, OUTCOMES, AND ACTIONS
49
Fairfax City Multimodal Transportation Plan
DRAFT
Outcome T5.3 Enact Bicycle
Supportive Policies and Services
Despite having a temperate climate and
moderate topography, bicycle mode share
in Fairfax City is quite low compared to
other modes and well below what has
been demonstrated to be possible in many
comparable communities throughout
the United States. There is an active and
engaged bicycle constituency in Fairfax City
who have expressed a desire for greater
accommodation and more support to
increase the bicycle mode share. Increasing
the bicycle mode share has the possibility
to reduce the growth of vehicle trac and
congestion, improve public health, and
benet environmental outcomes.
A number of dierent factors support
bicycling as a viable mode choice. These
include adequate provision of bicycle
parking for both short term and long
term users; bike share services; enhanced
bicycle facilities; and building amenities for
bicyclists such as bicycle storage, changing
rooms, and showers. Transportation demand
management policies can further support
bicycle mode share through the provision
of bicycle benets, parking cash-out, and
similar programs.
Best Practice
Bicycle supportive policies and services
should be integrated into the community’s
existing transportation policies to strengthen
provisions for bicycle facilities and amenities.
Policies should be exible enough to allow for
revisions over time as bicycle infrastructure
and programming develops. Policies should
be in coordination with a Complete Streets
policy and proactively look toward the future
for opportunities in technology and bicycle
programming or systems.
Adoption of the following policies have
become widespread:
Create conditions that make bicycling
more attractive than driving for trips of
three miles or less.
Expand functional hierarchy of bicycle
classications.
Fully integrate bicycles into ongoing
planning eorts.
Further integrate support for bicycling
into existing City policies.
Revise existing parking policies to include
bicycle parking.
Further detail the classication of the
bicycle network.
Develop detailed bicycle plans for
specic areas and facilities in the City.
Recommended Actions and Policy
Initiatives
ACTION T5.3.1 Increase awareness of bicycle and
trail facilities through the distribution of maps and
the provision of facility information to travel app
programs.
ACTION T5.3.2 Expand the provision of bicycle
racks for short term bicycle parking.
ACTION T5.3.3 Install long term bicycle parking
in public parking facilities and private developments.
ACTION T5.3.4 Develop a transportation demand
management program that incentivizes and
rewards the provision of showers, changing rooms,
parking cash out programs, and other actions that
encourage bicycle use.
ACTION T5.3.5 Complete a bike share feasibility
study, preferably in partnership with George Mason
University, and provide support to establish bike
share in Fairfax City.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
50
DRAFT
Outcome T5.4 Improve Parking
Standards and Management
Complete neighborhood development that
provides residents, visitors, and employees
with walking, bicycling, and transit connections
to most common destinations requires
development partners that share the vision
and believe in its market viability. One of
the most common ways that these visions
become undermined is when even well-
intentioned developers use conventional
parking approaches in their projects. The best
way to underscore the importance of “getting
the parking right” in local activity centers like
Old Town, Northfax, and Kamp Washington in
particular, is to codify the details of a preferred
approach.
At present, Fairfax City’s parking provision
is potentially out of balance. Portions of the
city are quite dominated by surface parking,
while residents, businesses, and visitors feel
like parking is insucient. This has more to
do with a lack of parking management than
a lack of parking supply. In Old Town, paved
parking occupies nearly two-thirds of the total
land area of the local activity center occupying
92% more space than buildings. Along Fairfax
Boulevard, paved parking areas (including car
dealership lots) occupies over 40% of the land
area along the corridor.
GOALS, OUTCOMES, AND ACTIONS
51
Fairfax City Multimodal Transportation Plan
DRAFT
Several factors combine within Fairfax City to
merit a distinct set of development standards
and parking requirements.
1 Access to Transit – Few areas of the City
are beyond walking distance of a CUE or
Metrobus stop.
2 Diverse land uses at transit-friendly
densities – The combination of
development densities and highly diverse
land uses create a strong potential for
Live Near Your Work opportunities (i.e.,
enabling employees to live close to their
work places), which can be leveraged to ll
market-rate housing developments with
modest on-site parking facilities.
3 Support from the City and its broad set of
stakeholder employers and institutions –
(such as GMU) can help ensure that the
parking standards are in line with the
broader vision for the area.
Recent changes to the City’s Zoning Code
have revised parking requirements to
address changing land use demands. These
requirements include:
1 Reduced minimum parking requirements
in the Old Town Fairfax Historic Overlay
District (up to 100% reduction) and the Old
Town Fairfax Transition Overlay District
(up to 50% reduction). In the Commercial
Urban District where structured parking
is provided, a reduction of up to 10% is
available.
2 Maximum parking requirements for
commercial and industrial uses.
3 Shared parking among dierent uses and
uses with dierent hours of operation is
encouraged to promote eciency.
Recommendation
ACTION T5.4.1 Allow parking requirements
to be met through an In Lieu Fee, or comparable
alternative (i.e., allow developers to pay fees into
a parking or transportation management fund in
place of providing the required parking on site).
ACTION T5.4.2 Allow developers to fund public
parking or other forms of access infrastructure, in
lieu of meeting parking demand on site.
ACTION T5.4.3 Allow developers to pay a fee,
similar to the In Lieu Fee, to provide excess parking
that is not shared.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
52
DRAFT
Outcome T5.5 Manage
Transportation Demand
In many cities, the over-supply and
underpricing of parking creates an incentive
to drive. Parking and Transportation Demand
Management (TDM) strategies are strategies
used to relieve trac congestion caused by
the use of single occupancy vehicles. Majority
of people in Fairfax City choose to make trips
by car. However, if convenience of other
modes of transportation were improved some
community members may be inuenced to try
an alternative mode.
A TDM strategy can inuence this decision by
including incentives such as cost benets or
improved convenience or amenities. These
include universal bus passes, car sharing, ride
sharing, bike sharing, subsidized transit costs
from city or employers, improved bicycle and
pedestrian facilities, and parking management
systems.
Best Practice
A TDM policy should be inclusive of all modes
of transportations and include exibility in the
types of programs/incentives oered. A policy
should be a coordinated eort between public
and private agencies to provide and incentivize
alternative modes of transportation.
Developing a parking management policy that
integrates both TDM and parking management
strategies aimed at reducing trac congestion
in the community includes the following best
practice components:
Public parking signage and waynding.
Completion of non-motorized networks.
Development of a bicycle master plan.
Expansion of transit service.
Creation of a bus pass program.
GOALS, OUTCOMES, AND ACTIONS
53
Fairfax City Multimodal Transportation Plan
DRAFT
As part of Transportation Master Plans, cities
often include a TDM action plan. These TDM
action plan policies below are best practice
approaches to the continued development of
a strategy as a citywide and regional eort.
Increase access to universal transit pass.
Integrate TDM and Parking Management
in new and existing developments.
Expand employer outreach TDM
program.
Coordinate TDM programs with local and
regional partners.
Policy Recommendation
In order for the City to initiate and coordinate
a robust TDM program the following strategies
are recommended to enable a framework to
be laid for future initiatives Citywide.
ACTION T5.5.1 Establish a Transportation
Demand Management program framework that can
be utilized by the City and adapted by businesses
and developers.
ACTION T5.5.2 Create a Fairfax City TDM brand
and website to centralize all available travel option
information including transit schedules, bicycle
maps, ridesharing opportunities, and education
tools.
ACTION T5.5.3 Increase outreach and education
to George Mason University, the Central Fairfax
Chamber of Commerce, City of Fairfax schools, and
other markets that can provide strong partnerships
with the TDM program.
ACTION T5.5.4 Evaluate a linked TDM fund
for the in-lieu developer fees related to parking
requirements to enhance the transit system and
citywide TDM programs.
ACTION T5.5.5 Improve access to rideshare
programs through enhanced coordination with
Fairfax County RideSource, Commuter Connections
or initiate a City based program.
ACTION T5.5.6 Explore opportunities for car
share services within the City to address “last mile”
connections.
ACTION T5.5.7 Partner with employer-sponsored
wellness programs to highlight and market travel
options and associated costs. This program aids
in the retention and recruitment of residents,
employees, and businesses.
ACTION T5.5.8 Integrate the City’s new parking
requirements with travel marketing options to
reduce the demand for long-term commuter/
employee parking in the City.
ACTION T5.5.9 Mandate new and existing
developments in the City to include TDM strategies
in their development programs including bi-annual
monitoring to assess resident/employee travel
patterns. Adopt these requirements in the City’s
Zoning Code.
ACTION T5.5.10 Continue implementation
of the recommendations within the Fairfax City
Multimodal Transportation Plan and adjust TDM
program strategies as appropriate based on needs
and demand.
ACTION T5.5.11 Establish measurable TDM goals
and report on these goals annually.
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
54
DRAFT
Existing Performance Benchmarks
Goal Metric Target
Current
Benchmark (data
source)
Plan Overall
20-minute neighborhood (3,500 feet of mixed use district via
street or trail network)
100% of
residential units
44% of residential
Plan Overall
15-minute walk to nature (1,250 feet of park or trail via street
network)
100% of
residential units
86%
(GIS analysis)
Plan Overall
10-minute walk to transit (1,250 feet of a transit stop via street
or trail network)
50% of residential
units
79%
(GIS analysis)
Plan Overall
Non-drive alone mode share (commute mode choice, percent of
working residents)
40%
28%
(American
Community Survey)
Connect to the
region
Trac on city arterials with neither origin nor destination in the
city.
Reduce
68,000
(MWCOG Model)
Connect to the
region
Transit commute mode share Increase
11%
(American
Community Survey)
GOALS, OUTCOMES, AND ACTIONS
55
Fairfax City Multimodal Transportation Plan
DRAFT
Goal Metric Target
Current
Benchmark (data
source)
Provide a
balanced system
Miles of sidewalk (excluding trails) Increase
126 miles
(City of Fairfax)
Provide a
balanced system
Miles of bicycle facilities (dedicated on-street facilities + trails) Increase
10.6 miles
(City of Fairfax)
Provide a
balanced system
Pedestrian and bicyclist volumes on city trails. Increase
TBD
(annual manual
counts)
Provide a
balanced system
Non-drive alone mode share by residents and workers Decrease
28%
(MWCOG model)
Improve major
corridors
Crashes on major and minor arterials involving pedestrians and
bicycles
Decrease
Improve major
corridors
Crashes of all types on major and minor arterials Decrease
837
(Virginia Police)
Improve major
corridors
CUE transit travel time reliability – on-time performance 90%
86% (avg of all
routes)
(CUE)
Strengthen local
activity centers
Change in retail rents per square foot – average per activity
center
Increase (adjusted
for ination)
TBD
Strengthen local
activity centers
Pedestrian counts at key crossing locations Increase TBD
Fairfax City Multimodal Transportation Plan
GOALS, OUTCOMES, AND ACTIONS
56
DRAFT