ARTHUR AGIN

In partnership with Fairfax County, Falls Church is developing a new mixed use path from the W&OD path across Broad Street (Rt 7) to Mustang Alley. This is an exciting project to improve pedestrian and bicycle access to West Falls, the secondary schools and the West Falls Church metro. The most recent plans presented to the public are good but can be improved. The presentation from Fairfax County can be viewed at https://www.fairfaxcounty.gov/transportation/projects/haycock-road-route-7-intersection-improvements.

My comments on the Shreve Road portion of the project:

• The lane widths proposed are larger than necessary and detract from the safety of pedestrians, bicyclists, and cars. They encourage higher speeds which lead to more accidents with higher risks of injuries. This is especially true when multiple wide lanes are combined, such as in this case. The National Association of City Transportation Officials (NACTO) states that 10 foot wide lanes are appropriate with ONE 11 foot wide lane in each direction for truck and transit routes. The Shreve lanes should be reduced to 10 foot widths (including curb gutter).
• Because the Shreve path accommodates both bicycles and pedestrians it should be widened wherever possible to 12′ wide. The additional space would come from the reduction of the travel lanes to 10 feet.
• The westbound lane of Shreve near the intersection is listed as up to 17 feet wide. I believe this is due to the angled curb on the northern side of the road. If the northern curb can not be extended then the widest parts of the lanes should be reduced to a consistent width using flexi posts, centerline hardening or similar low cost solutions.
• The path should be extended at its full width all the way to the actual W&OD trail. Preferably the connection to the W&OD would include curved elements to allow smooth turns.
• While the curb extension at Gordon Road is a good start I suggest that it be larger so it reaches the side of the travel lanes. This would reduce the crosswalk distance to 20 feet, greatly enhancing safety.
• The right turn into the Vulcan Material plant at the curve provides additional width for cars coming westbound. This right turn lane is a major contributor to overly fast speed while adding little value. It should be IMMEDIATELY closed using flexi posts, paint and centerline hardening. Closing it permanently as part of this project with a concrete curb should be considered.
• Can trees be added to the grass medians?

Thank you for all your hard work on this project. I would like to reiterate that the lane widths need to be significantly reduced to ensure safety and enable a better experience for bicyclists and pedestrians. I understand that VDOT prefers 11 foot lanes which are based on AASHTO standards, however more recent evaluations and a 2023 John Hopkins study states that “… areas with heavy pedestrian activity or low speeds, a minimum of 10 to 11 feet may be considered.” A road with a wide multi-use path and 25mph speed limit clearly qualifies and should be provided a design exception.

My comments on the Haycock Road portion of the project

• The lane widths proposed are larger than necessary and detract from the safety of pedestrians, bicyclists, and cars. They encourage higher speeds which lead to more accidents with higher risks of injuries. This is especially true when multiple wide lanes are combined, such as in this case. The National Association of City Transportation Officials (NACTO) states that 10 foot wide lanes are appropriate with ONE 11 foot wide lane in each direction for truck and transit routes. Three of theHaycock lanes should be reduced to 10 foot widths (including curb gutter) and the remaining two reduced to 11 foot wide to accommodate transit needs.
• A two-three foot grass barrier should be added between the bicycle path and the traffic lanes. The real estate for this safety barrier would come from the reduction in lane widths.
• The center median on the northeastern side of the Mustang Alley intersection should be extended to cover the crosswalk and provide a safety refuge for students and other pedestrians. The current construction has temporarily implemented a similar safety refuge using concrete barriers.
• A concrete safety refuge should be added to the southwestern crosswalk at Magnolia Street similar to the refuge on the northeastern crosswalk. The turn lane can begin after the intersection.
• The multi-use path and sidewalk should follow the latest Falls Church streetscape standards using colored, stamped asphalt with high visibility markings.
• The crosswalks at Broad Street, Magnolia Street, and Mustang Alley should follow the latest Falls Church streetscape standards using colored, stamped asphalt with high visibility markings.
• Can trees be added between the sidewalk and bicycle path?

Thank you for all your hard work on this project. I would like to reiterate that the lane widths need to be significantly reduced to ensure safety and enable a better experience for bicyclists and pedestrians. I understand that VDOT prefers 11 foot lanes which are based on AASHTO standards, however more recent evaluations and a 2023 John Hopkins study states that “… areas with heavy pedestrian activity or low speeds, a minimum of 10 to 11 feet may be considered.” A road with a wide multi-use path and 25mph speed limit clearly qualifies and should be provided a design exception.