Wiser, Not Wider: Our Fight for a Sustainable I-66

Help Spread Our "Wiser, Not Wider" Message

2010-04-06T16:47:00.001-04:00

ACST has thousands of bumper stickers with our slogan "I-66: Wiser, Not Wider" and needs your help to get them displayed on thousands of supporter autos in Northern Virginia.

The 3" x 11.5" bright and bold black-on-yellow design is readily noticed, and the quality vinyl (not paper) sticker removes quickly and cleanly once it's no longer needed or desired. Kudos to graphic artist Carla Uriona for the outstanding design!

These bumper stickers are for free distribution only and are not for sale. To receive two free bumper stickers by first-class mail, mail a self-addressed stamped #10 envelope (SASE) with first-class ($0.44) postage affixed to: ACST, PO Box 5574, Arlington VA 22205-5574.

We encourage civic associations, other local citizen groups, and local businesses to obtain bulk quantities of the bumper stickers for free distribution to I-66 corridor residents. No payment for bulk quantities is required, but we suggest a (tax-deductible) donation to ACST to at least cover reprinting costs. For bulk quantities, email info@acstnet.org or call 703-271-0895.

VDOT Expands Use of I-66 Ramp Meters

2009-12-16T22:29:00.004-05:00

How outrageous is this?:

"VDOT installed ramp meters as part of its traffic management system for I-66...in 1985", yet for the next 24 years neglected to use this congestion management device at all except "eastbound in the morning and westbound in the evening."

At the public input meetings for VDOT's "Idea-66" Feasibility Study more than five years ago, citizens and agency staff repeatedly suggested that VDOT make better use of its existing ramp meters. Moreover, the March 2005 "Idea-66" Final Report recommended (on page 7-1) an "evaluation of existing ramp metering" as an "interim [spot] improvement".

Why did VDOT not expand its use of the existing ramp meters many years ago, and why is VDOT still not using the ramp meters beyond weekday "rush hours"?

Furthermore, to what extent could the effective use of entrance ramp meters reduce or eliminate traffic congestion along the I-66 mainline? In particular, could expanded and effective ramp metering eliminate all "need" for "Spot Improvement #1", by better modulating the traffic flow from the Fairfax Drive on-ramp?

Allen Muchnick, president
Arlington Coalition for Sensible Transportation
PO Box 5574, Arlington VA 22205-5574
muchnick@capaccess.org
703-271-0895
http://www.acstnet.org
http://www.acstnet.blogspot.com

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[http://www.virginiadot.org/news/resources/Northern_Virginia/nova_Traffic_alert_120209.pdf]
alternatively: [http://tinyurl.com/ycnywqj]

VDOT Traffic Alert
VirginiaDOT.org

RELEASE: Immediate, December 2, 2009, NR09-89
CONTACT: Joan Morris
703-383-2465 (office)
571-238-5030 (cell)
Joan.Morris@VDOT.Virginia.gov

I-66 RAMP METERS TO OPERATE EAST AND WESTBOUND

CHANTILLY--Beginning December 7, the Virginia Department of Transportation will operate the I-66 ramp meters both east and westbound during rush hours. Ramp meters help ease congestion by regulating traffic flow onto the mainline through traffic signals located at the bottom of entrance ramps to the highway.

Until now, ramp meters have been used only eastbound in the morning and westbound in the evening on I-66 inside the Capital Beltway.

"Our goal is to smooth traffic flow for those motorists with reverse commutes," said Dick Steeg, VDOT's Operations Director for the Northern Region. "The ramp meters should help ease backups on the mainline."

VDOT installed ramp meters as part of its traffic management system for I-66 and I-395 in 1985.

(END)

Action Alert for 10/27/08 VDOT Public Hearing

2008-10-28T02:40:00.007-04:00

ARLINGTON COALITION FOR SENSIBLE TRANSPORTATION (ACST)
POSITIONS ON THE I-66 "SPOT IMPROVEMENTS" (10/27/08)

On October 27, 2008, the Virginia Department of Transportation (VDOT) held a public hearing to receive comments on its proposed design for three "spot improvements" along westbound I-66 in Arlington. Several project documents are posted for downloading.

Please submit written comments, opposing project construction, by Nov. 12, 2008, VDOT's comment deadline. Address your e-mail to meeting_comments@virginiadot.org and put "I-66 Spot Improvements PH Comments" in the subject line. Below are some points you might make.

ACST continues to oppose these "spot improvements" as unnecessary, unwarranted, and counterproductive. VDOT's arbitrary and capricious advancement of this project--disregarding the strong local opposition to widening I-66 and readily feasible, more effective, quicker, less costly, and longer-lasting traffic-management alternatives--violates federal transportation planning law (NEPA) and the landmark 1977 Coleman Decision. Moreover, as ACST has consistently maintained since 1999, the development and adoption of a comprehensive plan for the I-66 multimodal corridor must precede any decision to widen the highway, even for these so-called "spot improvements". Finally, VDOT's "studies" of it's proposed "spot improvements" did not adequately evaluate the many negative impacts of this project on traffic congestion and traffic safety and on our natural and human environment or consider better uses of the $30 million now earmarked under federal law to "widen I-66 westbound inside the Capital Beltway".

1) Take No Decision to Widen Without an Adopted Comprehensive Corridor Plan. Twice previously, in October 2001 and in May 2004, the National Capital Region Transportation Planning Board had authorized VDOT to conduct funded multimodal corridor studies, but the first study was never initiated in 20 months, and the second study, dubbed "Idea-66", was clearly manipulated to recommend the third westbound travel lane requested by Congressman Frank Wolf. In fact, the March 2005 Final Report of VDOT's Idea-66 Study clearly showed that expanded HOV hours and/or automated tolls--permanently ensuring uncongested travel--and enhanced bus service—alternatives with no significant roadway construction--are each superior overall to another westbound travel lane.

More recently, the Virginia Department of Rail and Public Transportation (DRPT) has initiated a third multimodal corridor study (bus-transit study) for I-66 inside the Beltway. DRPT should broaden the scope of this study to evaluate how shoulder busways, expanded HOV hours, and/or automated tolls would impact I-66 and regional traffic and the viability of transit alternatives.

2) VDOT's March 2005 Idea-66 Final Report made a sham of the Idea-66 public process. None of the three "spot improvements" that VDOT has since advanced were clearly discussed anywhere in that report, although VDOT had already scoped this "spot improvement" project internally.

3) VDOT's Categorical Exclusion (CE) document is inappropriate and seriously flawed. Adding another freeway lane for a total of 4.3 miles is plainly an effort to significantly expand I-66 capacity for free SOV travel. That is most evident for "Improvement #2" which would create four westbound travel lanes for 1.5 miles, double the number agreed to under the Coleman Decision. The CE's claims of an adequate public process, of a lack of feasible and better interim alternatives, and of no substantial public controversy are all clearly false. In addition, the proposed extension of entrance and exit ramps for 1.1 to 1.7 miles is not required for safe traffic operations along westbound I-66.

4) The Commonwealth Transportation Board should drop "Improvement #3" (the still-unfunded easternmost segment) from VDOT's Six-Year Improvement Program because it would have the least benefits, even to reduce congestion for SOVs, and would create a new westbound bottleneck at the low-volume Glebe Rd exit, where three westbound lanes would decrease to two.

5) The Commonwealth Transportation Board should drop "Improvement #2" (the westernmost segment) from VDOT's Six-Year Improvement Program because it would undesirably expand freeway capacity for SOVs; increase traffic congestion elsewhere (including eastbound I-66); promote urban sprawl, global climate change, and foreign oil dependence; decrease ridesharing, transit use, and Metrorail fare revenues; and increase cut-through traffic on Lee Highway and Washington Blvd in Arlington to enter and exit I-66 in East Falls Church.

6) The Commonwealth Transportation Board should drop "Improvement #1" (the middle segment) from VDOT's Six-Year Improvement Program because narrowing the travel lanes and reducing safety shoulders would seriously degrade motorist safety and the clearing of traffic incidents. This segment would also create a new westbound bottleneck at the low-volume Sycamore St exit, where three westbound lanes would drop down to two, and the increased exiting traffic would endanger pedestrians walking to the East Falls Church Metro station.

7) VDOT has skirted The National Environmental Policy Act (NEPA) by ignoring effective alternatives to these particular "spot improvements". NEPA mandates that all federally funded projects adequately consider all reasonable alternatives to the proposed "action" as well as all significant impacts on the natural and human environment, but VDOT's pursuit of "interim spot improvements" and the specific "improvements" being pursued are "arbitrary and capricious". VDOT evidently concocted the three "spot improvements" by late 2004 or early 2005 as a way to spend Rep. Frank Wolf's pending $27.6 million federal earmarks by skirting NEPA requirements. To at least minimally comply with NEPA, VDOT must fully and fairly study alternative feasible spot improvements and prepare at least an environmental assessment document for its proposed action.

For example, to improve highway safety, police enforcement, incident management, and emergency evacuations and to possibly move buses when the travel lanes are congested, VDOT could simply provide a continuous 12-ft wide inside paved shoulder, instead of discontinuous third-lane segments with substandard, narrow inside shoulders at some locations. Alternatively, or in addition, VDOT could advance shorter on-ramp extensions and/or provide extra police enforcement locations as superior spot improvements.

8) VDOT has failed to properly analyze the many negative Impacts of its proposed "improvements". VDOT used a flawed traffic-modeling process to rationalize the proposed spot improvements, rather than a valid trip-generation model to appropriately forecast traffic impacts at the following locations: a) along each widened I-66 segment and the connecting freeway segments immediately east and west, b) along eastbound I-66 (where traffic congestion is already worse), and c) at nearby connecting intersections (including on Lee Hwy, Glebe Rd, Sycamore St, and Route 7). In addition, VDOT must show how creating two new westbound bottlenecks (at the low-volume Glebe Rd and Sycamore St exits) and narrowing safety shoulders would affect traffic congestion, safety, and incident management. By inducing new auto trips and auto-dependent development while not improving or incentivizing non-auto travel, the proposed construction would increase noise, water, and air pollution, including climate change carbon dioxide emissions.

Arlington Coalition for Sensible Transportation
PO Box 5574, Arlington VA 22205-5574
703-271-0895
info@acstnet.org
http://www.acstnet.org
http://www.acstnet.blogspot.com

ACST Remarks to Transportation Planning Board, May 16, 2007

2007-06-10T11:01:00.000-04:00

Statement to the National Capital Region Transportation Planning Board
by Allen Muchnick, President, May 16, 2007

I’m Allen Muchnick with the Arlington Coalition for Sensible Transportation (ACST). Please deny or significantly modify VDOT’s I-66 "Spot Improvements" project for its failure to honor TPB objectives, for its rejection of superior and more cost effective traffic-management alternatives, for its sham and ridiculous public process, for its grossly inadequate analyses of traffic and environmental impacts, and because it would worsen, not improve, regional traffic congestion, highway safety, incident management, emergency evacuation, transit ridership, and ridesharing.

The I-66 project involves neither "spots" nor "improvements", and changes of this nature were not even mentioned in the March 2005 final report of VDOT’s Idea-66 Feasibility Study. Rather, this project was concocted in mid-2005 as a scheme to construct major segments of a third westbound I-66 travel lane, using Frank Wolf’s federal earmarks, without considering any alternatives or any of the many adverse environmental or traffic impacts of this particular project.

Do not allow VDOT to continue misrepresenting this project as involving only operational improvements, and please require VDOT to conduct at least a proper Environmental Assessment for its proposed action. The true purpose of this unnecessary, counterproductive, and unwarranted project is to expand I-66 capacity for untolled, single-occupant vehicles. It would worsen traffic congestion on connected westbound highways, along eastbound I-66, and at nearby Arlington and Fairfax County intersections, but VDOT is purposefully evading meaningful traffic analyses. Moreover, this project would create two new westbound bottlenecks at the low-volume Glebe Road and Sycamore St exits, where three westbound lanes would drop down to two. Please at least require VDOT to report back to the TPB in early 2008 with fair and objective analyses of the impacts of this project on regional traffic and on the environmental mitigations, required under the Coleman Decision, to provide wetlands, wildlife habitat, and public open space within VDOT’s right-of-way for I-66.

Claims that "spot improvements" would facilitate emergency evacuations are bogus; the added lanes and wide outside shoulders would be mandatory exits at Glebe Rd and at Sycamore St, and their construction would fail to provide a continuous wide inside shoulder and would likely narrow the existing inside shoulder. VDOT should be required to report to the TPB on a spot improvement alternative that would simply provide a continuous 12-foot wide inside shoulder along I-66 inside the Beltway.

Please require VDOT to report back to the TPB in early 2008 on the results of its current "spot improvements" study. At that time, the TPB should revisit the issue of whether the I-66 "Spot Improvements" project should remain in the CLRP and TIP.

ACST Remarks to Commonwealth Transportation Board, May 23, 2007

2007-06-10T10:45:00.000-04:00

Commonwealth Transportation Board
Northern Virginia Hearing for VDOT Six-Year Improvement Program
Wednesday, May 23, 2007
Remarks of Allen Muchnick, President
Arlington Coalition for Sensible Transportation

Since 1999, ACST has advocated expedient and permanent solutions to traffic congestion on I-66 inside the Beltway via better traffic demand management and public transportation options. We commend Secretary Homer for committing to fund a comprehensive alternatives study for the I-66 multimodal corridor, with the active involvement of the Northern Virginia Transportation Authority, WMATA, and the District of Columbia. We ask that this multimodal study and stakeholder involvement be initiated immediately and include meaningful external oversight of VDOT’s current "spot improvements" study.

VDOT’s current Idea-66 spot widening project is unnecessary, counterproductive, and not warranted by any fair and transparent study. Virginia still can’t afford to waste highway expansion dollars on a project that will create new I-66 bottlenecks, narrow safety shoulders or travel lanes, worsen traffic congestion overall, reduce carpooling and Metrorail ridership on both the Orange Line and Dulles Rail, and desecrate the landmark USDOT Record of Decision that established the I-66 multimodal corridor.

Since the proposed "spot improvements" have been rationalized as relieving traffic congestion and facilitating emergency evacuations, we ask VDOT to conduct full, fair, and peer-reviewed traffic modeling to ensure that this project won’t worsen traffic congestion on eastbound I-66, on freeways linked to westbound I-66, and at nearby Arlington and Fairfax County intersections, as well as on westbound I-66, both during months of construction and at two new westbound bottlenecks at Glebe Rd and Sycamore St. We also ask VDOT to study and report on a "spot improvement" alternative of providing a continuous wide inside shoulder on I-66 for emergency evacuations; for improved police enforcement, incident management, and motorist safety; and for potential use as a busway when the I-66 travel lanes are congested.