U.S. 29 Multimodal Corridor

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1 U.S. 29 Multimodal Corridor Traversing the length of Virginia from North Carolina to Washington, D.C., the U.S. 29 Corridor connects to the national freight transportation system via several highway, rail, and airport facilities, including I-64, I-66, I-495, U.S. 58, U.S. 17, and U.S. 460; Norfolk Southern and CSX rail lines; and both Dulles and Washington Reagan Airports. With its large professional and business services and information services sectors the U.S. 29 Corridor s economy is less dependent than Virginia as a whole on manufacturing. Over 67 percent of tonnage moving within the U.S. 29 Corridor is pass-through freight. Recommendations to improve the flow of freight through the U.S. 29 Corridor include the construction of the Charlottesville Bypass and the widening of a section of U.S. 29 just south of Lynchburg. Geographic Definition Functional Classification: U.S. Route U.S. 29 (U.S. 29) extends 248 miles from the North Carolina State line near the city of Danville to the Key Bridge in Washington, D.C. U.S. 29 roughly bisects Virginia and, along with I-81 and 85/95, is a major north-south route through the State. For much of its length, U.S. 29 is known as the Seminole Trail. Through Northern Virginia, it is known as Lee Highway. The U.S. 29 Corridor is comprised of the following jurisdictions (see Figure 1): Cities Alexandria Charlottesville Danville Counties Albemarle Amherst Arlington Campbell Culpeper Fairfax Falls Church Lynchburg Fairfax Fauquier Greene Madison Nelson Manassas Manassas Park Orange Pittsylvania Prince William Significant rail facilities within the Corridor include Norfolk Southern s Heartland Corridor, which crosses U.S. 29 in central Virginia. The east-west Buckingham Branch Railroad bisects the U.S. 29 Corridor at Charlottesville. Norfolk Southern s north-south Piedmont line (Crescent Corridor) runs parallel to U.S. 29 from Alexandria to Danville. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 1

2 CSX s north-south main line (National Gateway) overlaps the U.S. 29 Corridor in Northern Virginia. There are no Port facilities located within the U.S. 29 Corridor. The largest cargo airport for the Commonwealth of Virginia, Dulles International, is located within the U.S. 29 Corridor. Figure 1. The U.S. 29 Multimodal Corridor Part III - U.S. 29 Corridor - Page 2 Cambridge Systematics, Inc.

3 Economic Profile The growth of freight transportation volumes in Virginia and the U.S. 29 Corridor will be influenced by the interplay of a variety of factors that will have a bearing on transportation demand. These factors include population growth, changes in national and global logistics patterns, and the evolution of the Corridor s industry structure. Industries, ranging from manufacturing to construction have specific freight transportation needs, and their growth will affect freight transportation demand on the U.S. 29 Corridor. U.S. 29 is a true crosssection of the Virginia economy, capturing the intensive services and technology industries congregating in Greater Washington, D.C., numerous educational institutions, agricultural crops, and a concentration of manufacturers in the southern segment. U.S. 29 represents a crucial component of Virginia s transportation system and its ability to carry freight efficiently will affect, positively or negatively, the overall competitiveness of the State s economy. The population growth and industry trends that will influence the freight transportation demands placed on the U.S. 29 Corridor are reviewed in this section. Population Growth Population growth has a direct impact on freight transportation demand. More people take more trips, require more services, and need more goods to sustain themselves. The U.S. 29 Corridor is experiencing rapid population growth, 9.1 percent from 2000 to 2007, somewhat faster than the Nation s (+7.2 percent). As of 2007, the U.S. 29 Corridor was home to 2,384,209 residents and accounted for 30.9 percent of Virginia s population. According to state population projections, the U.S. 29 Corridor is expected to add some 621,130 people during the next 23 years (see Figure 2) and will reach a population of 3,005,339 by 2030 (this growth is the equivalent to adding the present-day population of Washington, D.C. to the Corridor). The rate of projected population growth in the U.S. 29 Corridor through 2030 is higher than either Virginia s or the Nation s. The U.S. 29 Corridor s fast pace of population growth puts pressure on the facility. In particular, the Corridor must accommodate the mobility, consumer, and logistics needs of an increasing number of residents, workers, and businesses, and do so, much of it within a densely settled suburban environment, reliably, safely, and efficiently. For these reasons, the decision-making process regarding the future of freight transportation-related infrastructure and services on U.S. 29 needs to incorporate and respond to these growth conditions. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 3

4 Figure 2. Historic and Forecast Population Growth ,500,000 3,000,000 2,500,000 2,000,000 1,500,000 1,000, , Source: Virginia Employment Commission. Economic Structure The U.S. 29 Corridor s defining economic characteristic compared to the nation and Virginia is the relative size of its professional and business services sectors, and to a much lesser extent, the size of information services (e.g., communications, publishing, and broadcasting). These are both strengths of the Northern Virginia region. In 2005, professional and business services accounted for 26 percent of the Corridor s jobs compared to 13 percent and 17 percent, respectively, for the nation and Virginia. Figure 3 illustrates the contribution of each major sector to total jobs in the U.S. 29 Corridor and the relatively large size of the Corridor s professional and business services sector can be easily seen. Service industries, including professional and business services and information, tend to move smaller, more time-sensitive goods. The trucking and air industries have historically dominated these types of shipments. Growth in service industries is driven by increasing business and consumer demand. Businesses require increasingly efficient communication, finance, transportation, and distribution services in order to develop competitive advantages and as essential inputs into the production of goods and other services. For consumers, as personal income grows so does demand for services, such as banking, telecommunications, tourism, and entertainment. Part III - U.S. 29 Corridor - Page 4 Cambridge Systematics, Inc.

5 Figure 3. Economic Structure Shares of Employment by Major Industry Sector, United States, Virginia, and U.S. 29 Industry Share of Total Employment 30% 25% 20% 15% Freight Intensive Goods Movement Retail 10% 5% 0% Educational and Health Services Professional and Business Services Retail Trade Leisure and Hospitality Manufacturing Construction Financial Activities Government Other Services Transportation and Utilities Information Natural Resources and Mining Wholesale Trade Unclassified Percent of U.S. Employment Percent of VA Employment Percent of U.S. 29 Employment Source: Virginia Employment Commission and U.S. Department of Labor. With its professional and business services sector commanding a disproportionately large part of its jobs, the U.S. 29 Corridor s economy is generally less dependent than the U.S. and Virginia economies on manufacturing. However, south of Greater Washington, several areas, including Campbell County and the City of Lynchburg, have much more concentrated manufacturing industries. Manufacturing is more dependent on transportation than most other industry sectors and counts on the reliability and connectivity provided by the road, air, and rail networks to produce and deliver products. Manufacturers keep inventories low to reduce costs and this requires a dependable, multimodal supply chain. The use of U.S. 29 as a reliable and time-efficient connector to airports, markets, and the Interstate system is crucial to the success and competitiveness of the U.S. 29 Corridor s manufacturers. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 5

6 Concentration of Goods Movement and Freight-Intensive Industries The relationship between freight transportation activity and the U.S. 29 Corridor s economy is strong and multifaceted. For example, freight-intensive industries, including manufacturing, construction, Freight-Related Clusters and agriculture rely heavily on the efficient movement of While an efficient multimodal transportation system is goods, both for the outbound important to every sector of the economy, certain sectors shipments of their products to are particularly dependent on the transportation system reach worldwide markets, as for freight movement. These sectors are grouped into well as for inbound shipments three clusters as defined below: of intermediate goods required for production. These freightintensive industries contributed within natural resources and mining, all construction, Freight-Intensive Industries includes most subsectors and manufacturing. some 99,000 jobs to the Corridor in 2005, accounting for Goods Movement includes the wholesale trade sector about 24 percent of the Virginia and some subsectors within transportation and utilities. total (see Figure 4). In addition to freight transportation s Retail Trade includes all subsectors within the retail importance to these freightintensive industries, efficient trade sector. multimodal freight transportation systems can help to minimize the cost of consumer goods, benefiting consumers and the retail industry. In 2005, the U.S. 29 Corridor included some 132,000 retail jobs. Transportation infrastructure improvements that reduce costs by either: 1) lowering travel times; or by 2) increasing the reliability of on-time shipments translate directly into benefits for the U.S. 29 and Virginia economies. Finally, the goods movement industry (e.g., trucking, distribution, airports, etc.) also provides a significant number of jobs and income to U.S. 29 Corridor residents working for the businesses that process, ship, and deliver goods bound for destinations within Virginia, as well as to other locations within the United States and throughout the world. The goods movement industry employed nearly 47,000 people in the U.S. 29 Corridor in The U.S. 29 Corridor includes several major distribution facilities for consumer products and telecommunications equipment. Combined, the freight-intensive, retail, and goods movement industries account for 25 percent of total U.S. 29 employment, somewhat lower than the 31 percent average for Virginia, overall (see Figures 5 and 6). Part III - U.S. 29 Corridor - Page 6 Cambridge Systematics, Inc.

7 Figure 4. Employment by Freight-Related Cluster in U.S. 29 Corridor and Virginia Employment 450, , , , , , , ,000 50,000 0 Freight Intensive Industries Goods Movement Retail Source: Virginia Employment Commission. U.S. 29 Employment VA Employment Figure 5. Share of Employment by Cluster U.S. 29 Figure 6. Share of Employment by Cluster Virginia Retail 12% Freight Intensive Industries 9% Retail 13% Freight Intensive Industries 13% Goods Movement 4% Goods Movement 5% Remaining Industries 75% Remaining Industries 69% Source: Virginia Employment Commission. Commodity Profile The two primary measures of freight transportation activity are tonnage and value. Value is a good indicator of economic activity associated with freight transportation, while ton- Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 7

8 nage is a good indicator of the demand that freight movement places on transportation infrastructure. Freight also moves in different directions: Inbound freight is moved from somewhere outside of the U.S. 29 Corridor to a destination within the U.S. 29 Corridor. Outbound freight is moved from somewhere within the U.S. 29 Corridor to a destination outside of the U.S. 29 Corridor. Internal freight is moved from one point within the U.S. 29 Corridor to another point within the U.S. 29 Corridor. Pass-through freight is moving from an origin outside of the U.S. 29 Corridor to a destination outside the U.S. 29 Corridor while at some point passing through the Corridor. Figures 7 and 8 show that about 73 percent of the total tonnage moving into, out of, within, or through the U.S. 29 Corridor is hauled by trucks with most of the remaining hauled by rail. A large majority of the value (99 percent) is hauled by trucks. Figure 7. Mode Share of Total Corridor Freight Tonnage 2004 Figure 8. Mode Share of Total Corridor Freight Value 2004 Water 0.1% Air 0% Truck 72.8% Rail 27.1% Water 0.0% Air 0.0% Rail 0.7% Truck 99.2% Part III - U.S. 29 Corridor - Page 8 Cambridge Systematics, Inc.

9 Figures 9 and 10 describe the direction of travel for Virginia s domestic commodities along the U.S. 29 Corridor, based on tonnage and on value. Figure 9. Directional Proportion of Total Corridor Freight Tonnage 2004 Figure 10. Directional Proportion of Total Corridor Freight Value 2004 Through 67.3% Inbound 22.2% Through 66.4% Inbound 21.3% Outbound 6.7% Internal 3.8% Outbound 10.3% Internal 1.9% By tonnage, the leading commodities moving domestically are nonmetallic minerals and secondary traffic (U.S. warehouse and distribution), followed by food and kindred products; clay, concrete, glass and stone; and lumber and wood products. By value secondary traffic is the leading commodity followed by transportation equipment. Table 1. Critical Commodities Inbound, Outbound, and Internal on U.S. 29 Corridor by Tons 2004 Commodity Tons Percent Share Nonmetallic Minerals 32,161,228 24% Secondary Moves 15,267,053 11% Food/Kindred 12,794,772 9% Clay/Concrete/Glass/Stone 12,561,950 9% Lumber/Wood 12,531,484 9% All Others 50,776,786 37% Total 136,093, % Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 9

10 Table 2. Critical Commodities Inbound, Outbound, and Internal on U.S. 29 Corridor by Value 2004 Commodity Dollars Percent Share Secondary Moves $99,563,083,062 32% Transportation Equipment $70,175,164,424 23% Electrical Machinery/Equipment/ Supplies $26,384,241,436 9% Machinery Excluding Electrical $20,384,241,436 7% Chemicals/Allied $14,618,365,887 5% All Others $79,959,817,795 26% Total $311,306,607, % For trade in Virginia s critical commodities that is, inbound and outbound tonnage, excluding pass-through traffic the leading trading partner regions are mainly within the Commonwealth followed by the southern east coast states and the Illinois/Indiana/Ohio/ Michigan region. Table 3. Trading Partners by Tonnage for the U.S. 29 Corridor Domestic Inbound and Outbound 2004 Partner Region Tons Percent Rest of Virginia 51,717,930 46% South Atlantic 27,836,105 25% East North Central 9,766,625 9% Middle Atlantic 6,158,816 6% East South Central 5,433,042 5% New England 5,194,468 5% West South Central 3,306,952 3% West North Central 1,516,259 1% Pacific 800,326 1% Canada/Mexico 696, % Mountain 458, % Grand Total 112,886, % Part III - U.S. 29 Corridor - Page 10 Cambridge Systematics, Inc.

11 Table 4. Trading Partners by Value for the U.S. 29 Corridor Domestic Inbound and Outbound 2004 Partner Region Dollars Percent Rest of Virginia $133,170,772,761 45% South Atlantic $52,560,287,259 18% East North Central $26,668,154,055 9% West South Central $23,121,270,872 8% New England $20,434,567,110 7% Middle Atlantic $15,504,739,008 5% East South Central $10,604,852,444 4% West North Central $4,212,339,592 1% Pacific $3,272,759,663 1% Mountain $2,616,177,347 1% Canada/Mexico $1,501,966,888 1% Grand Total $293,667,887, % Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 11

12 Transportation System Facilities and Performance The U.S. 29 Corridor contains an extensive highway and freight rail network with centers of activity in Northern Virginia, Charlottesville, Lynchburg, and Danville. Major freight transportation connections along U.S. 29 include I-66 (in Northern Virginia), U.S. 17 (near Warrenton), I-64 (in Charlottesville), U.S. 460 (in Lynchburg), and U.S. 58 (in Danville). Table 5. U.S. 29 Intermodal Connections Significant Roadway Connections Significant Airport Connections Significant Port Connections I-64 I-66 I-495 U.S. 58 U.S. 460 U.S. 501 U.S. 221 U.S. 60 U.S. 250 U.S. 522 U.S. 15 U.S. 17 U.S. 211 U.S. 50 Dulles Airport National Airport Lynchburg Airport Charlottesville Airport None Highway U.S. 29 is a divided four-lane highway through much of the Commonwealth. The number of lanes, along with roadway geometry, intersection spacing, etc., determines how much traffic a given roadway segment can accommodate in a given period of time and provides a sense of the capacity of the roadway. A summary of the lane widths of U.S. 29 is shown in Table 6. Part III - U.S. 29 Corridor - Page 12 Cambridge Systematics, Inc.

13 Table 6. U.S. 29 Summary of Lane Widths Section Length Width (Total Lanes) City of Danville Pittsylvania County Campbell County City of Lynchburg Amherst County Nelson County Albemarle County City of Charlottesville Greene County Culpeper County Madison County Fauquier County Prince William County Fairfax County City of Fairfax City of Falls Church City of Arlington Virginia maintains a statewide vehicle count program on its major highways, including collection and/or estimation of truck counts and percentages. Figure 11 below shows the average Virginia AADT (all vehicle types) for all segments of a given route as columns, and the corresponding average truck percentages as points. U.S. 29 AADT varied from under 14,000 in Nelson County to over 50,000 in the City of Charlottesville in Truck volume is moderately heavy on U.S. 29 with the highest truck percentages occurring in the southern half of the Commonwealth. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 13

14 Figure 11. Average AADT and Truck Percentages 60,000 50,000 40,000 30,000 20,000 10,000 0 Arlington County City of Falls Church Fairfax County City of Fairfax Prince William County Fauquier County Culpeper County Madison County Greene County City of Charlottesville Albemarle County Nelson County Amherst County City of Lynchburg Campbell County Pittsylvania County City of Danville 18.0% 16.0% 14.0% 12.0% 10.0% 8.0% 6.0% 4.0% 2.0% 0.0% Weighted AADT Total CU Truck Percent Table 7 describes average bridge and pavement condition and performance across all U.S. 29 highway segments. The reference IRI stands for the International Roughness Index. IRI measures the cumulative deviation from a smooth surface in inches per mile in other words, the sum of all the up-and-down road imperfections, from potholes to barely noticeable bumps or road roughness, which a vehicle will encounter over one mile. The ranges of values correspond to the pavement condition as follows (IRI in inches per mile): very good (0 to 85); good (86 to 110); fair (111 to 140); poor (141 to 175); very poor (more than 175). There also are road condition measures that apply to bridges; as presented in the National Bridge Inventory, red is the lowest of the three levels of General Condition Ratings that can be assigned to a bridge. Overall U.S. 29 s pavement quality ranks in the good category. Its average rating is 94. The sections in Charlottesville, Arlington, Falls Church, Fairfax, and Lynchburg are rated poor or very poor while most other sections are good or very good. Part III - U.S. 29 Corridor - Page 14 Cambridge Systematics, Inc.

15 Table 7. U.S. 29 Road Condition by County Physical Jurisdiction 2003 Weighted IRI Percent of Bridges in Red Condition Overall % Pittsylvania County 87 0% City of Danville 101 3% Campbell County 80 0% City of Lynchburg 143 0% Amherst County 90 0% Nelson County 76 0% Albemarle County 76 0% City of Charlottesville 251 0% Greene County 71 0% Madison County 64 0% Culpeper County 63 0% Fauquier County 83 0% Prince William County 96 0% Fairfax County 143 0% Arlington County 200 0% City of Fairfax 191 0% City of Falls Church 176 0% Another important aspect of a freight transportation system is its intermodal terminal network. These facilities provide the interface between freight rail and other transportation modes, including highway and water, and permit the transfer of goods from one mode to another. Figure 12 displays the rail-highway intermodal terminals along U.S. 29, as well as additional system facilities. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 15

16 Figure 12. U.S. 29 Intermodal Facilities Rail The Commonwealth of Virginia s rail system is operated by 10 freight railroads and two passenger operators. Of the 9 freight railroads, two are Class I national railroads and the remaining eight are Class III or terminal/switching railroads (see Table 8). Part III - U.S. 29 Corridor - Page 16 Cambridge Systematics, Inc.

17 Table 8. Virginia s Freight Railroads Freight Railroad Name Class I Class III Terminal/ Switching Miles Operated in Virginia Norfolk Southern Corporation 2,100 CSX Transportation 1,051 Buckingham Branch Railroad 219 Bay Coast Railroad 68 Chesapeake and Albemarle Railroad 29 Winchester and Western Railroad 26 Commonwealth Railway, Inc. 17 North Carolina and Virginia Railroad 4 Norfolk and Portsmouth Belt Line 4 The majority of Virginia s freight rail track infrastructure is in the possession of the two Class I railroads, Norfolk Southern (approximately 60 percent) and CSX (approximately 30 percent). Both CSX and Norfolk Southern s most heavily used lines, including Norfolk Southern s Heartland Corridor, cross U.S. 29 in central Virginia. The east-west Buckingham Branch Railroad bisects the U.S. 29 Corridor at Charlottesville. Norfolk Southern s Virginia north-south Piedmont line (Crescent Corridor) runs parallel to U.S. 29 from Alexandria to Danville. CSX s north-south main line (National Gateway) overlaps the U.S. 29 Corridor in Northern Virginia. Bottlenecks Virginia s freight transportation system contains segments that are stressed or over capacity to the point that they are defined as bottlenecks. Bottlenecks whether existing or emerging prohibit the efficient flow of freight through the system and across the Commonwealth. Currently, Virginia s primary freight transportation bottlenecks generally correspond to: Major urbanized regions with high levels of congestion; Intersections of major highway arteries; and Rail system points where infrastructure provides inadequate freight transportation capacity or dimension, especially where growing freight and passenger needs must be accommodated over shared infrastructure. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 17

18 No major highway bottlenecks exist along U.S. 29 with the exception of sections in Northern Virginia. Bottlenecks occur on the railroad lines within the U.S. 29 Corridor near Lynchburg. These are shown in blue in Figure 13. Figure 13. Virginia Freight Transportation Bottlenecks Waterways and Ports The U.S. 29 Corridor does not directly connect to any major port or waterway facilities. Distribution Centers Virginia has experienced marked growth in large-scale warehousing development often associated with high-volume, or big box importers. These importers supply chains are highly dependent upon the uninterrupted flow of cargo primarily containerized through Virginia s ports, and subsequently through its highways and rail connections. Part III - U.S. 29 Corridor - Page 18 Cambridge Systematics, Inc.

19 Three major distribution centers are located along the U.S. 29 Corridor. These are located near the cities of Lynchburg and Danville as shown in Table 9. Table 9. U.S. 29 Warehouse and Distribution Facilities Company Location Area (Square Feet) KB Toys Danville 435,000 Ericsson Inc. Lynchburg 107,000 Bausch and Lomb Lynchburg 40,000 Air Cargo One of the four major cargo airports for the Commonwealth of Virginia lies within the U.S. 29 Corridor. Dulles International Airport is the largest cargo airport in the State handling over 80 million pounds of freight in 2006 as shown in Table 10. Table 10. Cargo Airport Performance Airports 2006 Freight Pounds Percent Change versus 2005 Dulles (IAD) 80,861, % National (DCA) 2,088, % Charlottesville (CHO) 33, % Lynchburg (LHY) 17, % Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 19

20 Alternative Scenarios The Virginia Statewide Model (VSM) was run several times to estimate future freight transportation activities through Virginia. Each run used the same algorithm to process a different set of input parameters. These runs included a base case which estimated freight transportation activity in 2035 assuming no improvements in the highway or rail network. The output from this run provides a baseline to which the results of the remaining runs are compared. The final three runs, Scenarios A, B, and C, each represent different sets of roadway, rail, and marine improvements as well as travel pattern adjustments. Scenario A generally reflects the situation in the year 2035 given that only certain projects identified in the six-year improvement program are implemented. Scenario B includes everything from Scenario A plus key improvements from the Virginia 2025 State Highway Plan and a draft version of the 2035 State Highway Plan. Scenario C included everything from Scenario B plus implementation of other important freight transportationrelated projects and policies. Public-Private Transportation Act (PPTA) projects are included in the scenarios as well. A description of the types of improvements included in each scenario is provided below. Part III - U.S. 29 Corridor - Page 20 Cambridge Systematics, Inc.

21 Scenario A Scenario B Scenario C Highway Improvements identified in the Virginia Six-Year Plan dated February 2009 that: (1) Add significant capacity (generally those that add at least one-lane mile to the facility); and (2) Are located on any of the 11 freight corridors. No distinction was made between projects funded for preliminary engineering, rightof-way, or construction. Rail Improvements to: (1) Completion of Heartland Corridor project. (2) Relocate Commonwealth Railway mainline tracks to the medians of I-664 and the Western Freeway (Route 164); and (3) Other Virginia Port Authority CIP projects. Port Miscellaneous improvements by the Virginia Port Authority to support anticipated growth. Airport None. Highway All highway improvements in Scenario A plus selected improvements from the VDOT 2025 State Highway Plan and from a preliminary draft version of the VDOT 2035 State Highway Plan that: (1) Add significant capacity (generally those that add at least one-lane mile to the facility); and (2) Are located on any of the 11 freight corridors. Rail All rail improvements from Scenario A. Port All port improvements from Scenario A. Airport None. Highway All highway improvements in Scenarios A and B plus the following: (1) Hampton Roads Third Crossing; (2) U.S. 460 Expressway between U.S. 58 Bypass and I-295; (3) Capacity improvements on U.S. 17 and U.S. 29 near Warrenton; (4) U.S. 58 Hillsville Bypass ; and (5) Tolling/pricing actions to shift time-of-day and/or mode choice decisions (also impacts rail mode). Rail All rail improvements in Scenarios A and B plus the following: (1) Crescent Corridor and National Gateway projects; (2) Short-haul rail projects to relieve Hampton Roads congestion; (3) Highway tolling/pricing actions to shift mode choice decisions; and (4) Craney Island on-dock rail and connection projects (also impacts port mode). Port All port improvements in Scenarios A and B plus the following: (1) Short-haul barge projects to relieve Hampton Roads congestion; and (2) Craney Island on-dock rail and connection projects (also impacts rail mode). Airport Full build-out of the airports master plans and implementation of the Virginia Air Transportation System Plan recommendations. The projects included in Scenarios A, B, and C are highlighted in Figure 14. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 21

22 Figure 14. Future Improvements to the U.S. 29 Corridor Part III - U.S. 29 Corridor - Page 22 Cambridge Systematics, Inc.

23 The relative effectiveness of these scenarios in meeting the U.S. 29 Corridor s freight transportation needs is summarized in the figure below. The Freight Congestion Index (FCI) is a measure of available capacity and use by trucks. It is a function of truck volume, link length, and number of lanes (U.S. capacity). A value of 1.00 represents the average state for the no-build scenario across all 11 corridors. Figure 15. Freight Congestion Index for the U.S. 29 Corridor Index Ratio No-Build A B C Scenario Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 23

24 Key Project Recommendations Key recommendations for projects located within the U.S. 29 Corridor include: High-Priority Projects: Widen and add HOV lanes to I-66 from U.S. 29 to I-495. I-66 is a major east-west freight route connecting the I-95 Corridor and the Northern Virginia Subregion to the I-81 Corridor. Traffic volumes range from 85,000 to 125,000 on these segments with combination-unit truck percentages in the 8.5 to 9.0 percent range. Widening this roadway will accommodate economic expansion and improve safety. Widen I-95 and add HOV/HOT lanes throughout the Corridor. This portion of I-95 experiences very high levels of background traffic and very high levels of congestion. It also is, along with I-81 to the west, a major north-south freight transportation artery along the eastern seaboard of the United States. Not only is it an important roadway for delivery of goods to consumers within the Corridor, it also is a crucial link in the national freight transportation network. Increasing the capacity of I-95 through Northern Virginia is critical to maintaining efficient freight movement within and through the Commonwealth of Virginia and the nation. Complete Norfolk Southern s Crescent Corridor project. This project will allow for the diversion of truck traffic to rail from numerous interstates, including Virginia s I-81, I-95, I-77, and I-85. A more detailed description of the freight transportation projects identified for the U.S. 29 Corridor is provided in Table 11. Part III - U.S. 29 Corridor - Page 24 Cambridge Systematics, Inc.

25 Table 11. U.S. 29 Multimodal Corridor Project List Route Project Description From To Distance (Miles) Impact on Freight Transportation Activity a Scenario Included in Freight Plan? U.S. 29 U.S. 29 U.S. 29 U.S. 29 Rural 6 Lane with Median Rural 6 Lane with Median Rural 6 Lane with Median Rural 8 Lane with Median Route 24 Route Low B Route 685 SCL Lynchburg Medium B I-64 Route 250 Underpass High B Route 250 Underpass WCL Charlottesville Low B U.S. 29 Route 29 Bypass Route 29 Route Mile North Rivanna R High B U.S. 29 Corridor Improvements Polo Grounds Road Airport Drive Low B U.S. 29 Rural 8 Lane with Median Albemarle CL Route Low B U.S. 29 Rural 2 Lane 24 feet Seminole Trail Route 623 Greene CL Low B U.S. 29 U.S. 29 U.S. 29 U.S. 29 U.S. 29 Add 1 Lane to each Direction Urban 6 Lane with Median Urban 6 Lane with Median Urban 6 Lane with Median Urban 6 Lane with Median Route 17 Prince William County Line High C Yes Fauquier CL Route Medium B 0.7 Mile East Prince William CL Route Low B Route 28 WCL Fairfax Low B ECL Fairfax SCL Falls Church Low B Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 25

26 U.S. 29 Urban 6 Lane with Median U.S. 460 Route 460 and Route 29 Route 501 (Campbell Avenue) I-66 Widen to 8 Lanes KM West Southbound Route 29 Old Dominion Drive Kenmore Street Low B Route 29 (Monacan Parkway) KM East Southbound Route Medium A High A I-66 Add 2 HOV Lanes Route 15 Route Medium B I-66 Widen to 6 Lanes + 2 Reversible HOV I-66 Widen to 8 Lanes + 2 Reversible HOV I-66 Widen to 8 Lanes + 2 Reversible HOV I-95 Add 2 Lane CD Road each Direction I-95 Add 1 Lane to each Direction I-95 3 Reversible Hot Lanes Mile South Route 234 HOV Route 29 Route High B Yes Route 234 Route 50 East High B Yes Route 50 East I High B Yes Route 610 Route High B Yes Route 234 Route High B Yes Route High B Yes I-95 3 Reversible Hot Lanes Route 123 I High B Yes I-95 Rural 8 Lane with Median I-95 Widen to Add a 4 th Lane Mile South Route 123 I-95 Add 2 Lane CD Road each Direction I-95 Add 2 Lane CD Road and HOV Lanes I-95 Widen to Add Additional Lanes I-95 Widen to Add Additional Lanes Route 123 Route High B Yes Mile North Route High A Yes I-495 Route High B Yes Route 613 Maryland SL High B Yes 2.1 Mile West Telegraph Road 0.45 Mile East Telegraph Road Mile West Route 1 Woodrow Wilson Bridge High A Yes High A Yes Part III - U.S. 29 Corridor - Page 26 Cambridge Systematics, Inc.

27 I-495 Hot Lanes Route 123 (Old Dominion Drive) Springfield I-95 High A Yes I-95/I-395 BRT and Hot Lanes 14 th Street Bridge Massapanox High A Yes Crescent Corridor High C Yes Heartland Corridor High A Yes a: The impact on freight transportation activity column indicates the relative impact a given project has on freight mobility as compared to the relative impact it has on mobility in general. It consists of three categories: High these projects provide a greater relative impact to the important activity of moving freight than other projects considered. Medium these projects benefit both freight and non-freight transportation activity to an important degree. Low while valuable to both freight and non-freight transportation activity, these projects have a lower relative impact on freight transportation activity than those in the medium- or high-level categories. Cambridge Systematics, Inc. Part III - U.S. 29 Corridor - Page 27

28 Conclusions The primary conclusions of the U.S. 29 Corridor profile are: The highest priority freight transportation infrastructure recommendations for the Corridor are the widening of I-66 between U.S. 29 and I-495, and the widening of I-95 between Route 610 and the Woodrow Wilson Bridge (see recommendations section for details). Norfolk Southern s and CSX s Virginia east-west mainlines are bottlenecks east of Lynchburg. Combined, the freight-intensive, retail, and goods movement industries account for 25 percent of total U.S. 29 employment, somewhat lower than the 31 percent average for Virginia as a whole. Nearly 73 percent of the total freight tonnage (inbound, outbound, internal, and through) moving within the Corridor is hauled by truck with 27 percent hauled by rail. Over 67 percent of the total freight tonnage moving within the Corridor is through traffic. The overall pavement condition of U.S. 29 in Virginia is good. Through most jurisdictions the roadway condition is either good or very good with the exception of the cities of Lynchburg and Charlottesville, and Fairfax and Arlington Counties, where it is in poor or very poor condition. U.S. 29 itself is not considered a major freight transportation bottleneck in Virginia. Two cargo airports for the Commonwealth of Virginia, Dulles International and Washington Reagan National are located within the U.S. 29 Corridor. Part III - U.S. 29 Corridor - Page 28 Cambridge Systematics, Inc.