On the agenda: Loudoun County meeting — data center (Mar 12)

STAKEHOLDERS MEETING
AGENDA
Monday, March 12, 2018

6:00 PM Welcome / Administrative Items / Information Updates
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Introductory Comments from Committee Chair – Jeff Salmon
General Updates – Alaina Ray
Meeting Objectives – Lou Mosurak

6:10 – 6:40 PM Envision Loudoun 2040 Transportation Plan
Chapter Presentations and Discussion
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Staff Presentation – Chapter Overviews – Lou Mosurak

6:40 – 6:55 PM Envision Loudoun 2040 Transportation Plan
Policy Development Presentation
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Staff Presentation – Policy Development – Marc Dreyfuss

6:55 – 7:55 PM Round Robin Discussion of Draft Transportation
Chapters and Policies
7:55 – 8:05 PM Break
8:05 – 8:20 PM Envision Loudoun 2040 Transportation Plan
Map Development Presentation
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Staff Presentation – Marc Dreyfuss

8:20 – 9:20 PM Round Robin Discussion of Draft Maps
9:20 – 9:30 PM Preparation for March 19 Meeting
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Staff Presentation – Lou Mosurak

Important Documents
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B.
C.
D.
E.

Agenda 3-12-18
Staff Cover Memo 3-12-18
Transportation Plan Draft Outline
Transportation Plan Draft Chapters 1-5
Travel Lanes, Bicycle and Pedestrian, and Revised Roadways Maps

pg. 1
STAKEHOLDERS COMMITTEE MEETING | March 12, 2018

County of Loudoun
Department of Planning & Zoning
MEMORANDUM

DATE:

March 6, 2018

TO:

Stakeholders Committee

FROM:

Ricky Barker, Director of Planning & Zoning

SUBJECT:

March 12, 2018 Stakeholders Committee Meeting

As discussed at the Stakeholders Committee meeting on February 20, staff provided a
presentation regarding a revised draft Comprehensive Plan Outline and noted that the
Countywide Transportation Plan (CTP) component would be presented at the March 12 and
March 19 meetings. The Draft Outline for the CTP is provided in the March 12 agenda packet for
reference (Attachment C) and structurally follows the same general format and topic discussion
as the proposed General Plan outline. It should be noted that the chapter and section titles, as
well as the included content, are still being developed and are subject to further revisions.
At the March 12 Stakeholders Committee meeting, staff will provide presentations regarding the
following deliverables, which are included in the March 12 Agenda Packet:
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The draft table of contents for the CTP;
Draft CTP Chapters, including Introduction (Chapter 1), Vision (Chapter 2), Countywide
Plans (Chapter 3), Geographic Policy Area Plans (Chapter 4), and Air Travel Policies
(Chapter 5);
A draft map showing proposed vehicular travel lanes;
A draft map showing proposed bicycle and pedestrian facilities; and
A graphic identifying changed and added roadway corridors on the draft plan as compared
to the 2010 CTP.

The CTP chapters provided in the March 12 Agenda Packet generally do not yet include maps or
graphics. The draft chapters are not presented in the publishing program format that will be used
for the Plan; however, the Stakeholders Committee will have the opportunity to review and
comment on the publishable format for the entire Plan once the chapters have been further
refined. The development of the draft chapters and maps is an iterative process and staff

2|P a g e

anticipates these documents will evolve and be revised throughout the Plan review and adoption
process.
It is intended that the March 12 and March 19 meetings be viewed as a single, two-part meeting.
Additional materials will be provided prior to the March 19 meeting. It is anticipated that
discussions from the March 12 meeting will continue at the March 19 meeting, and that
endorsements from the Stakeholders Committee will be sought at that time as well.
During the March 12 and all future Committee meetings to review the draft chapters, the same
roundtable format will be used for feedback that was utilized at the March 5 meeting for
comments and questions on the proposed General Plan chapters. Staff will continue to document
Stakeholders comments and questions in the spreadsheets that were utilized during the March
5 meeting. As discussed during that meeting, Staff will use those comments to make changes to
the proposed Plan and document those changes in the spreadsheets. If certain comments do not
result in changes to the Plan, staff will provide responses to those comments. The comment
spreadsheets will accompany the proposed Comprehensive Plan when it is forwarded to the
Board of Supervisors and the Planning Commission for their review and consideration.
As staff delivers the draft Plan to the Stakeholders Committee, there may be instances when staff
does not support certain draft recommendations and/or when staff recommends revisions to the
draft Chapters. Staff will provide these Staff Positions to the Stakeholders Committee for
consideration and these Staff Positions will be carried forward for consideration by the Planning
Commission and Board, if the positions are still applicable at that time.

Transportation Plan Chapter Outline – DRAFT – March 12, 2018
I.

II.

III.

IV.

V.
VI.

VII.

VIII.

IX.
X.
XI.

Introduction and Enabling Text
Plan Purpose and Relation to Other Planning Documents
Transportation Planning History in Loudoun County
Vision for Transportation
The Foundation
Public Input
The Vision
Transportation Network Goals
Objectives of this Plan
Countywide Transportation Network
Motor Vehicle Plan (MVP)
Bicycle and Pedestrian Plan (BPP)
Transit Infrastructure Plan (TIP)
Characteristics of Planned Roadways
Toolkits
Roadway Design Toolkit for Suburban, Transition, Rural, and Joint
Land Management Areas
Transit Infrastructure Toolkit
Transportation and Land Use
Urban Policy Area (Silver Line CPAM)
Suburban Policy Area
Transition Policy Area
Rural Policy Area
Towns and JLMA
Air Travel
Mitigating the Impacts of Development
Review of Land Development Applications
Parking Guidelines
Traffic Management and Operations for Large Trip Generators
Regional, State, and Local Coordination
Regional Coordination
Potomac River Crossing
Connectivity to Nearby National Parks and Trails
State Coordination
Local Coordination
Environmental and Heritage Resources
Environmental Resources
Heritage Resources
Prioritization and Funding
Implementation
Glossary and Index

Appendices and supplemental information provided under a separate cover

Chapter 1 – Introduction to the Countywide Transportation Plan (CTP)
Loudoun County is one of the fastest growing counties in the nation. The unprecedented growth
the County has experienced over the last several decades has resulted in continued and everincreasing strain on its transportation network. Transportation continues to be one of the most
important services provided by government, fulfilling the crucial role of linking people to their
jobs, schools, recreation and shopping. As such, and in light of this environment of rapid growth,
careful transportation planning must be undertaken to ensure that the mobility needs of the
County’s citizens continue to be met over the long-term.
Initiated in the summer of 2016, this edition of the Countywide Transportation Plan (CTP) builds
upon the strong foundation provided by the 2010 CTP. It has been developed to accommodate
planned land use and development through 2040and includes a revised and enhanced arterial and
collector road network, including facilities for motor vehicles, bicyclists, pedestrians, and transit
riders. The CTP also includes policies and strategies to address the connections between land uses,
the built environment, the transportation network, air travel, development impacts, environmental
and heritage resources, coordination with outside agencies, prioritization and funding of
transportation infrastructure, and plan implementation. This plan also identifies strategies and
opportunities for the protection and enhancement of neighborhood collector streets, to promote
development of complete streets and safety throughout residential and community activity centers.
This plan for the transportation network was developed and evaluated using criteria such as
multimodal safety, forecasted facility demands (volume and capacity), potential impacts on the
environment, heritage resources, quality of life, and concurrent land use plans and policies.
This plan has been reviewed by the Virginia Department of Transportation (VDOT) pursuant to
Section §15.2-2222.1 of the Virginia Code and VDOT’s Traffic Impact Analysis Regulations
Administrative Guidelines and conforms to of Section §15.2-2222.3 of the Virginia Code.

Plan Purpose and Relation to Other Planning Documents
The CTP provides the policy foundation for the County’s transportation network. The
Comprehensive Plan provides policy guidance on land and infrastructure development. The CTP
is a volume of the County’s Comprehensive Plan, alongside other volumes such as the General
Plan. The Comprehensive Plan forms the policy foundation for standards and regulations within
the Zoning Ordinance, Land and Subdivision Ordinance, and Facilities Standards Manual, as well
as amendments and updates to these regulatory documents.

Transportation Planning History in Loudoun County
Loudoun County has a long history of transportation planning. Following decades of small area
plans for specific portions of the County beginning in the 1960s, the first Countywide
Transportation Plan was adopted in 1995. This plan focused heavily on creating mobility to
support planned suburban development. The 1995 CTP created the framework for each of the
subsequent countywide and small area transportation plans and the results of this initial plan can
be seen through today’s roadway network.
The 2001 CTP built upon the plans developed in 1995, while placing greater emphasis on

protections for the environment, historic towns and villages, and quality of life in the newlydesignated Rural Policy Area. It also incorporated the Dulles Corridor Metrorail Project and
included language encouraging the development of mixed-used urban-style developments,
particularly in the vicinity of the planned Metrorail Stations.
The 2010 CTP served as a forward-looking planning document that addressed the needs of
Loudoun County by establishing a long-range vision for the County’s transportation network and
defining policies that provide for the successful implementation of that network. The
transportation network included major roads, public transit services, bicycle and pedestrian
accommodations, and airports, making this plan far more multimodal than previous iterations. The
2010 CTP also reconsidered appropriate capacity needs for roads, identifying the impacts of wide,
high-speed corridors throughout the Suburban and Transition Policy Areas and included changes
to ultimate planned conditions of roads to lower-capacity facilities where forecasted demand could
be accommodated by fewer travel lanes.

Chapter 2 – Vision for Transportation
This plan is guided by a set of goals developed based upon public input and affirmed by the Board
of Supervisors, providing the foundation for the entire document and ensuring that the public is
the guiding force behind this vision. From those goals, the plan identifies the overarching
objectives that this plan will seek to meet through implementation of the planned transportation
network and policies.

The Foundation
The 2010 CTP provided a strong framework for modern multimodal transportation planning in the
County. Due to its robust and actionable policies, in coordination with previous editions and
localized transportation plans, the County has facilitated development of its roadway, bicycle and
pedestrian, and transportation networks. Throughout the County, new corridors have been
completed and projects are underway through engagement of available public funding and private
contributions to expand and complete planned networks. Through the policies of the 2010 CTP
and 2003 Bicycle and Pedestrian Master Plan, County policy states that:
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Connectivity and multimodal access are prioritized
Road design considers complete streets elements
Sidewalks and asphalt trails are constructed along both sides of all roads (except in the
Rural Policy Area)
Transit systems are enhanced and sustained

Through these policies, the County has completed more than 2,000 lane miles of planned arterial
and collector roads, many featuring bicycle and pedestrian connectivity, expanded park and ride
and transit options, and coordinated plans with Dulles Airport, Towns, and surrounding
jurisdictions.
This plan builds upon the previous policies, seeking opportunities to strengthen areas previously
limited in scope while encouraging enhanced transportation choices and design strategies.

Public Input
The Envision Loudoun public outreach process encompassed three sets of public meetings at
different stages throughout the process. The County also appointed a Stakeholders Committee with
representation from each election district and an array of impacted advocacy groups from across
Loudoun County. Detailed information about public feedback, including transportation comments,
can be found in the General Plan document.
Overall, feedback on the transportation planning effort focused on several key topics:
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Improving access, mobility, and transportation options
Reducing traffic congestion
Enhancing options for access to the County’s Metrorail Stations, including expanded local
bus service options between residential neighborhoods and Metrorail Stations
Encouraging development around Metrorail to enhance quality of life

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Protecting the character and aesthetic of rural transportation options
Ensuring that transition area aesthetics provide an appropriate visual connection to the rural
landscape
Providing adequate and complete networks of sidewalks, asphalt trails, and on-street
bicycle lanes
Creating better connections across major roadways and natural barriers for pedestrians and
cyclists
Introducing more off-road regional trails to allow for greater mobility and recreational
opportunities
Calming traffic on neighborhood streets where people should feel comfortable walking or
riding a bicycle
Enhancing connectivity to regional amenities, such as entertainment center, Dulles Airport,
and regional parks
Improve streetscapes
Ensuring that transportation facilities are adequate to support new development

This plan was developed with the intent to provide policies, guidelines, and implementation steps
to achieve these community concerns and interests, and is driven by the following vision and goals:

The Vision
Efficient infrastructure networks that safely connect people to places within the community, to the
region, and to the world.

Transportation Network Goals
1.

Enhanced multi-modal safety for all system users.

2.
A reliable and efficient multi-modal transportation network that manages the travel
demands of the County while maintaining fiscal and environmental sustainability.
3.
Transportation choices that connect people to their communities, employment centers,
educational institutions, activity centers, and other amenities.
4.
Integration with neighboring jurisdictions to improve regional and statewide connectivity
and to attract residents and businesses to Loudoun County.
5.
Support the growth and potential of enhanced national and international connectivity
including consideration of Washington Dulles International Airport and the Silver Line Metrorail
Stations.
6.
Context-sensitive planning and design that addresses the different characteristics and needs
of the urban, suburban, transition, Towns, JLMA, and rural environments.
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A transportation network supportive of the County’s overall vision to support economic
development, create vibrant, safe communities and public spaces, and protect natural and heritage

resources.

Objectives of this Plan
With deference to and inspiration from the Transportation Network Goals, this document seeks to:
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Provide comprehensive access and mobility for residents, workers, and visitors throughout
Loudoun County.
Protect and enhance health and safety through design, construction, and improvement of
quality transportation networks.
Promote high quality of life by protecting the integrity and opportunities provided within
the County’s urban, suburban, transition, and rural areas, and supporting each of the
incorporated towns within Loudoun County during planning, design, and construction of
the transportation network.

Access and Mobility
Access and mobility are the two key indicators of success when evaluating a transportation system.
Access describes the availability of practical connections between origins and destinations, while
mobility describes the potential travel opportunities from a given place. This plan supports both
high access and high mobility through a hierarchical and integrated roadway network that supports
multi-modal transportation.

Health and Safety
Health and safety are the most critical factors in evaluating the usability of the transportation
network and the supportive role the transportation network has in promoting community and
economic development. By emphasizing health and safety throughout every component of this
plan, this objective seeks to ensure that multi-modal access is integrated into design and
development, impacts from the transportation network to residences, schools, and businesses are
mitigated, and that safety is of paramount concern throughout each stage of design and
construction.

Quality of Life
The purpose of providing transportation facilities is to enhance quality of life. The transportation
network and policies in this plan ensure that people and goods can reach their destinations, whether
commuting to a job, visiting friends and family, enjoying leisure activities, or returning home. In
this way, transportation ensures access to the elements that make for high quality of life, with
quality of life enhanced through transportation improvements that decrease congestion, provide
alternative routes and travel options, and make it easier to get to selected destinations.

Chapter 3 – The Countywide Transportation Network
This plan carries forward the County’s commitment to coordinate road network plans with land
use, environmental policies, heritage preservation plans, and other policies of the General Plan.
The transportation vision, composed of a network and associated policies to accommodate motor
vehicles, cyclists, pedestrians, and transit riders, is intended to support the County’s proposed land
use by ensuring that adequate transportation facilities exist to serve the mobility needs of residents,
visitors, and businesses throughout the County.
Four core sections are provided in this chapter to provide an overview of the Countywide
Transportation Network. The Motor Vehicle Plan (MVP) provides a network of roadway travel
lanes to accommodate the movement of passenger cars, light trucks and motorcycles, freight and
delivery vehicles, transit service vehicles, and emergency vehicles. The Bicycle and Pedestrian
Plan (BPP) provides a network of on-street and off-street facilities to accommodate cyclists and
an off-street network of sidewalks and trails to accommodate pedestrians (unpaved trails are
discussed in the General Plan). The Transit Infrastructure Plan (TIP) provides a plan for
infrastructure, including transit stations and shelters, transit-priority corridors, and park-and-ride
lots to facilitate growth and development of transit systems. The Characteristics of Planned
Roadways section brings these plans together to define how each planned corridor in the County
will facilitate travel for each mode. These four sections, along with the specific geographic area
policies in Chapter 4, are the foundation of the Countywide Transportation Plan, while policies
provided throughout the other chapters of this document serve to guide for implementation of the
planned roadways defined in this chapter.
This chapter also includes two “Design Toolkits” at the end of the chapter. The first toolkit is a
Roadway Design Toolkit which applies to the Suburban, Transition, Rural, and Joint Land
Management Areas. Design standards for the Urban Policy Area are provided in Chapter 4. The
second toolkit is a Transit Infrastructure Toolkit, which is applicable for all areas of the County.
These toolkits serve to provide policy-driven guidance to localized planning and implementation,
while also serving as the standards for every applicable public and private transportation project.

Motor Vehicle Plan (MVP)
Loudoun County’s roads form the backbone of its transportation network. This chapter outlines
the vision and associated policies that govern the planning, design and operation of Loudoun
County’s road system. It features a road network that attempts to address future congestion
concerns for motor vehicles, access and connectivity for cyclists and pedestrians, and
accommodations for transit, reflecting travel needs through 2040. This plan also considers the
importance of ensuring that roads serving each of the unique policy areas are designed and
constructed in a manner consistent with the character of adjoining communities and land uses.
The County recognizes the limitations of the standard functional classification system, which
traditionally emphasized operating speed and carrying capacity over other factors. By balancing
mobility with access and by utilizing context-sensitive design techniques, the County is committed
to achieving a complete and multimodal transportation network. Central to this commitment are
Complete Streets. Complete Streets are safe for motorists, bicyclists, transit vehicles, and
pedestrians of all ages and abilities. The complete street focuses not just on individual roads, but

on the decision-making and design process so that all users are routinely considered during the
planning, design, construction and operation of all roadways. This chapter identifies roadways as
principal arterials, minor arterials, major collectors, minor collectors, and neighborhood collectors,
with consideration for complete street components for each roadway type. Local streets policies
are provided in Chapter 4 of this document.
In order to plan the road network, County staff employed a combination of considerations,
including public input, professional experience, institutional knowledge, and travel demand
modeling to forecast future travel demands. These forecasts are based on observed local and
regional travel patterns and behaviors, anticipated growth in population, households and
employment both inside and outside of the County, and the characteristics of the existing and
planned roadway network.
Road Capacity
The extent of improvements needed within the network and along particular corridors was guided
in large part by the adequacy of a given road facility’s projected capacity needs. These capacity
needs are evaluated based upon forecasted traffic volumes under peak conditions on weekday
mornings and weekday afternoons. When volumes approach or exceed the capacity of a road
segment, the operational efficiency of the road quickly deteriorates, leading to congestion, delays,
and potentially unsafe conditions. The travel demand model forecasts the preference of traffic for
certain road corridors to assign future trip demand. While the travel demand model serves as an
estimate of future conditions, regular reevaluation of the road network is needed as new
development is completed and land use plans are revisited and revised over time. If a particular
road segment was forecasted to have an inadequate capacity based on proposed land uses,
improvements were considered and evaluated for effectiveness in improving operations, either
along the corridor or along parallel corridors, and incorporated into the network. Conversely, in
locations where excess planned capacity was identified based on forecasted traffic volumes,
rightsizing of the network was considered. Under either scenario, retesting was completed to
ensure that the ultimate planned road network serves the anticipated needs of the County through
2040.
While these forecasts played a significant role in appraising potential network improvement
locations, the need to enhance the roadway network was also balanced with contextual
considerations by staff and County leadership as to whether such improvements were deemed
practical, possible (given environmental or other physical constraints) and appropriate. Further
consideration for the planned network is provided in the policies of this document that inform and
support the implementation of the planned network.
The results of this analysis are provided in Appendix XX.
Level of Service
Another indicator that is considered in transportation planning is Level of Service (LOS). LOS is
measured on a scale of A through F, with A representing the least amount of forecasted delay at
intersections, and F representing a substantial amount of delay. Given the travel demand in an
urbanized region, a certain threshold is established by policy to define acceptable levels of delay

relative to the conditions of the surrounding area. This ensures that an efficient roadway network
can be planned without overcompensating to accommodate for only the highest demand during a
few minutes each day, which would require substantially more travel lanes and road corridors than
are envisioned by this plan. In order to account for the diversity of places that benefit Loudoun
County, this plan defined adequate LOS differently in different Policy Areas, understanding that
reasonable delay in planned urban centers may be different than that in auto-oriented suburban
neighborhoods or rural areas. Since LOS is an indicator of intersection operations, this level of
analysis was not completed with this high-level plan, but would be considered as part of public
and private roadway improvement projects, and may be considered during subsequent small area
planning efforts.
Maintenance
Roads are generally maintained either by VDOT or through private associations, such as
homeowners associations. VDOT’s Road Design Manual, Road and Bridge Standards, and
Secondary Street Acceptance Requirements (SSAR) contain design and construction standards
required for roads to be incorporated into the State Highway System and for road improvements
for those facilities already a part of the State Highway System. VDOT has design standards for the
wide variety of secondary roads that exist in Loudoun County, ranging from rural local roads to
subdivision streets and collector roads. However, as the County adopted policies to encourage
creative forms of residential development and for preservation of the character of the County’s
rural roads grew, so has the need grown for greater flexibility in the application of VDOT
standards. Since the adoption of the 2010 CTP, the VDOT Road Design Manual was amended to
include new standards for multimodal facilities in mixed-use urban centers. This provides an
excellent opportunity for the County to work with VDOT to ensure that the planned land uses in
the Urban Policy Area are supported by compatible transportation facilities. As the maintainer and
operator of all public roads in the County (with limited exceptions), VDOT is responsible for the
operational integration of the roadway network. Therefore, it is critical to ensure that all road
design, engineering, and construction in the County has a positive impact on VDOT’s ability to
maintain an efficient network.
Private Streets
Many local streets in the County are privately maintained and are therefore not in the VDOT
maintenance system. The use of private streets in Loudoun County is only permissible for certain
types of development as permitted by County Ordinance, usually requiring parcels to have frontage
on a public road (except when part of an historic district or residential subdivision). During the
rezoning process, modifications may be needed to permit private streets. In certain cases, private
streets are needed to support the planned development. Developments that include perpendicular
or angled parking along streets must be private, as this feature is not permitted by VDOT design
standards. Regardless, all private streets must meet the design and construction standards of the
County’s Facilities Standards Manual.
VDOT continues to advise against the use of private streets for new development because of
concerns related to maintenance, connectivity of the road network, and consistent design standards.
County and VDOT policies call for provision and use of interparcel connections within and
between developments in order to promote connectivity and options for local traffic. Additionally,

road maintenance is an expensive commitment as it includes repair and upkeep of roadways, curbs,
accessible curb ramps, and stormwater management, as well as snow removal, landscape care, and
street cleaning. In residential communities, the maintenance responsibility for private streets
generally falls upon a property-owners association, such as a homeowners association (HOA).
In order to ensure successful maintenance of private streets, it is important that road maintenance
be adequately funded for current needs and that a fund is established for future maintenance and
emergency repairs. The maintenance program must ensure a state of good repair and be capable of
providing access as soon as possible after snows or other emergency situations.
Traffic Calming
Following construction of a road, observations and data may indicate that vehicles are traveling at
a rate of speed that is higher than was intended or is desired. Traffic calming is intended to modify
driver behavior, reduce vehicle speed to legal limits, increase safety for all users of the roadway,
and improve the quality of life through minimizing the negative effects of motor vehicles on
neighborhoods. By slowing vehicles, it encourages the use of other modes of transportation such
as walking and cycling. Traffic calming is typically implemented on residential streets, but can
also be applied in activity centers with high pedestrian activity.
Common techniques for implementing traffic calming on residential streets include vertical
changes to the street (speed tables, raised intersections), lateral changes to the travel way (chicanes,
offset intersections, lateral shifts), constrictions to the travel way (narrowed pavement widths,
pinch points, islands, traffic circles or roundabouts, entrance features, small corner radii), and
streetscape improvements (surface textures, edge treatments, colors, landscaping, street trees and
street furniture). Traffic calming may also include measures such as community education and
enforcement. The County works closely with VDOT to implement traffic calming measures where
needed.

COUNTYWIDE MOTOR VEHICLE PLAN POLICIES (SEE CHAPTER 4 FOR POLICIES RELATED TO
GEOGRAPHIC POLICY AREAS)
3-1.1 Road Standards Roads will be built to the standards and conditions described in this plan.
3-1.2 Land Development Plans Planned roads will be incorporated into every stage of the land
development process, including planning, design, and construction, including provision of
necessary rights-of-way or easements to accommodate the facility, as determined in this
plan.
3-1.3 Missing Segments It is a priority of this plan that safety concerns, gaps in the existing road
system, and connections to collector and arterial roads be addressed to serve neighborhoods
and employment centers already in place.
3-1.4 Focus Areas The County will prioritize transportation funding to the Urban and Suburban
Policy Areas where planned land uses and population densities warrant the expansion of
roadway capacity and the implementation and expansion of transit services.
3-1.5 Parallel Roads Suitable alternative access to existing uses, including parallel roads where
planned, shall be constructed prior to establishment of limited access freeways.

3-1.6 Dulles Loop The County will work to implement the “Dulles Loop” as a system of limited
access roads that encircle Dulles Airport in Loudoun and Fairfax Counties composed of
Route 28, US Route 50 and Route 606 in order to improve travel in the vicinity of the
airport.
3-1.7 Managed Lanes The County will study opportunities for implementation of managed
lanes, including HOV, HOT, and Transit-Only Lanes along planned limited access
corridors and other major commuting routes, when these facilities are considered for
expansion to their ultimate planned conditions.
3-1.8 Spot Improvements Intersection and safety improvements on primary roads are
considered to be part of this planning document throughout the County.
3-1.9 Natural Features The County will maintain vegetation and woodlands along roadways
and incorporate landscaped medians using native species where possible.
3-1.10 Electric Vehicles To promote the use of electric vehicles, this plan supports provision of
electric vehicle charging stations, recognizing that this emerging technology will need to
be revisited as new innovations impact public demand for alternative fuel vehicles.
3-1.11 Plan Coordination Roadway design characteristics will conform to the standards of the
applicable road design toolkit and associated policies for the associated Geographic Policy
Area and will complement the streetscape design guidelines and other policies of the
Comprehensive Plan.
3-1.12 VDOT Coordination The County will coordinate with VDOT to seek changes in VDOT
policies and standards to ensure conformity with the land use, environmental, heritage
preservation and other policies of this plan while providing a safe, efficient, and cost-effective
transportation network.
3-1.13 Public Roads All new public roads will be planned and constructed to VDOT standards
for acceptance into the State Highway System. As appropriate, the County will seek
waivers and exceptions to these standards when warranted as part of planning or design.
3-1.14 VDOT Standards Roads shall be constructed in accordance with VDOT and County
design standards, as appropriate based upon future maintenance responsibilities, and shall
be subject to review and comment by County and VDOT
3-1.15 Complete Streets All road construction will strive to provide all of the elements of a Complete
Street, with consideration of context-sensitive design, to create roads that are safe for all users.
3-1.16 VDOT Improvements The County will work with VDOT to continue and enhance
maintenance of public roads by supporting repaving efforts, encouraging construction of
spot safety improvements, and coordinating to identify opportunities for optimizing use of
existing pavement.
3-1.17 Pavement, Marking, and Signage DTCI shall be provided with opportunity to review
and comment on all PMS (Pavement Marking and Signage) Plans and all construction
plans for Arterial and Collector roadways within the County to ensure coordination with
this plan.
3-1.18 Functional Classifications The County shall work with VDOT to determine appropriate
functional classifications for roadways and work to correlate these classification for all

roads in the County to ensure consistency between County and VDOT classifications for
roadways.
3-1.19 Primary Routes As major cross-county secondary road corridors are completed, VDOT
reclassification of these corridors to primary routes should be pursued.
3-1.20 Arterial Preservation Significant arterial roadways, including all primary corridors and
principal arterial roadways in the County, will be designed and maintained to support the
flow of traffic through the County and the region, limiting local access points, and
minimizing the use of traffic controls and allowances for cross-traffic. Preservation of these
corridors will be coordinated with VDOT for acceptance into the VDOT Arterial
Preservation Program as Mobility Enhancement Segments, and design of these corridors
will be evaluated based upon the standards set forth for improving mobility in the VDOT
Road Design Manual and Traffic Signal Justification Report Requirements.
3-1.21 Permissibility of Private Streets The County will encourage public streets while allowing
private streets where needed to support alternative solutions for a proposed development
pattern that would better address plan policy and would be unsupported by VDOT SSAR
standards. This determination will be made by the County and VDOT based upon
applicable County ordinances.
3-1.22 Responsibility for Private Streets Maintenance of private streets will be the sole
responsibility of the identified private sector entity in perpetuity. Such streets are not
eligible for acceptance into the public street system. Neither VDOT nor the County will
accept maintenance responsibility for any private street.
3-1.23 Private Street Improvements All street improvement projects along private streets,
including traffic calming measures, will be the sole responsibility of the private
maintenance entity.
3-1.24 Public Road Access For lots accessed from private roads or easements, demonstration of
safe access to the public road network will be provided.
3-1.25 Financial Responsibility for Private Streets The maintenance responsibility for private
streets will be insured by a bond or other long-term surety approved by the County before
approval of the private road. In each case where County ordinances allow private streets,
there will be language specifying the entity that will provide for maintenance of the road
and that neither VDOT nor the County have, or will have, responsibility for the
maintenance, repairs, or improvements.
3-1.26 Community Traffic Calming Measures The County will promote and implement traffic
calming measures in all policy areas through community-based and supported programs,
small area plans, development applications, and collaboration with VDOT.
3-1.27 Types of Traffic Calming The County will work collaboratively with VDOT and the
community in identifying appropriate traffic calming measures within the context of the
surrounding area. Measures will be analyzed to determine the most effective tool for each
project in coordination with surrounding residents and businesses.
3-1.28 Cut-Through Traffic Opportunities to mitigate cut-through traffic shall be evaluated with
consideration of alternative routes and continuity of the network.

Bicycle and Pedestrian Plan (BPP)
Loudoun County aspires to be a place where pedestrians and bicyclists of all abilities have a safe,
secure and convenient transportation network of walkways and bikeways that enable efficient
movement to and from home, work, school, shopping, libraries, parks and community centers. To
accomplish this, effective planning for the cyclist and pedestrian is integrated within each stage of
planning, design, and implementation.
Buildout of planned bicycle and pedestrian networks will lead to enhanced quality of life by
providing: mobility, connections, and increased options for bicycle travel; improved access to
public transportation, employment, and other activity centers; a cleaner environment through
reduction of air pollution caused by single-occupancy vehicle trips; expansion of the rural
economy by providing the opportunity for visitors to experience the County’s beauty through
biking; and preservation of cultural and natural resource corridors for public enjoyment through
the designation of shared use paths, bicycle routes, and improved signage.
Bicycle Network
This plan sets forth a vision of a comprehensive bicycling network, with on-street bicycle lanes,
asphalt trails, marked bicycle routes, and other accommodations to improve the viability of bicycle
commuting, recreation, and tourism. The spine of the County’s bicycle network is the Washington
& Old Dominion (W&OD) Trail that provides an east-west route through the central parts of both
eastern and western Loudoun County. The County is working to improve safety and connectivity
along the W&OD Trail, studying and implementing grade-separated crossings at high-traffic
corridors and improved at-grade crossings at others. Connections to the W&OD Trail provide
access from nearby locations, allowing opportunities for trips to and from major transit hubs such
as Metrorail Stations, commercial and entertainment centers, residential neighborhoods, and rural
economy uses. Through the land development review process, the County will implement the
improvements detailed in this plan along new and existing roads. In built-up areas, including
developed areas near Metrorail stations, public efforts are envisioned to complete bicycle network
development.
The County recognizes that a variety of facility types are needed based on the context of the built
environment and roadways in different areas of the County. Accommodations for bicyclists along
roadways include on-street bike lanes, buffered on-street bike lanes, off-road asphalt trails, wide
curb lanes, and paved shoulders. Along existing roads, variations in traffic volumes, traffic
patterns, and roadway designs, are of paramount consideration when considering facility types.
Along new roads, design constraints due to topography, available right-of-way, design speed,
anticipated traffic volumes, and historic and natural resources are also considered as part of facility
design.
Furthermore, the needs of different user groups vary from experienced bicyclists who often prefer
on-street facilities to the less-experienced riders who find off-road shared use paths more
conducive to comfortable travel. The complete reliance on an off-road shared use path system is
not possible or desirable due to costs and funding constraints, as well as diverse public preferences.
Within a suburban street setting, off-street trails may create dangerous conditions at intersections,
where drivers are less aware to the presence of cyclists. By bringing bicycle facilities onto the
road, the awareness of drivers and cyclists to each mode of travel is increased, leading to greater
attentiveness to multimodal safety. However, on higher speed, wider auto-oriented facilities, the

difference in anticipated speed and driving habits may make greater separation of these modes
more preferable.
Pedestrian Network
Pedestrian-friendly communities are a key component of an effective multimodal transportation
system. Not only does every trip begin with walking, but safe, logical, and efficient pedestrian
connections can significantly decrease the need to drive for short trips. Walking is the only form
of transportation that is completely free and has positive impacts for personal health and no
negative environmental impacts. The County has a substantial pedestrian network, but significant
work still needs to be done to provide comprehensive pedestrian opportunities for all residents,
workers, and visitors. Generally, such needs include additional sidewalks along roads and between
subdivisions where missing, better lighting, safer and appropriately wide sidewalks, and improved
road crossings, especially along wider and higher-speed roads, through installation of more and
better marked crosswalks.

Countywide Bicycle and Pedestrian Policies
3-2.1 Purpose Bicycle and pedestrian facilities will be built to the standards and conditions
described in this plan and in accordance with the Roadway Design Toolkit.
3-2.2 Road Projects Contextually-appropriate bicycle and pedestrian facilities will be included
as part of all public and private secondary road construction and improvement projects.
3-2.3 Prioritization Priority shall be given to construction of bicycle and pedestrian
accommodations and connections associated with arterial and collector roadways with
emphasis on the completion of connections between existing facilities in an effect to
provide regional connections, and to the provision of safe walking and bicycling routes to
new and existing public schools.
3-2.4 Design Standards All bicycle facilities will be designed in accordance with VDOT
standards and with considerations of the American Association of State Highway and
Transportation Officials (AASHTO) and National Association of City Transportation
Officials (NACTO) guidelines, the Americans with Disabilities Act (ADA), and the
policies within this plan.
3-2.5 Land Development Plans Bicycle and pedestrian facilities will be incorporated into every
stage of planning, design, and construction, including necessary rights-of-way or
easements to accommodate the appropriate facility types, as determined in this plan. Such
facilities will be provided regardless of the existence of connecting facilities. This full
integration will reduce the cost of designing the facilities into a project at later stages of
design and engineering and ensure that the needs of bicyclists and pedestrians are met.
3-2.6 Timing Bicycle and pedestrian facilities along existing or proposed CTP roads will be
provided at the commencement of a project, or the associated phase of the project,
regardless of whether connections from adjacent properties are already in place.
3-2.7 Site Connections All land development applications shall provide internal bicycle and
pedestrian circulation systems connecting building entrances, parking areas, and other
bicycle and pedestrian destinations within the site, and will demonstrate that the facilities
are designed to be safe, direct and barrier-free. These systems will also address connections

to existing and planned bicycle and pedestrian facilities along the public road network and
adjacent properties through direct, safe, and logical routes.
3-2.8 Site Access Child care centers, schools, and similar uses will provide safe and uninhibited
pedestrian access between entrances, parking lots, play areas, adjacent roadways, and
auxiliary buildings.
3-2.9 Community Access Public schools and other community facilities and uses shall be
designed to encourage students and patrons to walk or bike to school through provision of
connections to adjoining roads and subdivisions in all directions and implementing safe
routes to school programs to improve access and educate students.
3-2.10 Trail Crossings The County shall actively seek to create grade-separated crossings for
major bicycle and pedestrian corridors, such as the W&OD Trail, Broad Run Linear Park,
and Goose Creek Trail. Grade-separated crossings of the W&OD Trail will be required for
all roadway improvement projects at trail crossings at no cost to the Northern Virginia
Regional Park Authority (NVRPA).
3-2.11 Crossings Safe, convenient, and visually attractive crossing options will be considered at
each stage of development and planning to enable pedestrians and bicyclists to comfortably
cross major thoroughfares. Alternatives may include new intersection designs, pedestrian
and bicycle overpasses and underpasses, and other options that separate or limit exposure
to vehicular traffic.
3-2.12 Public Outreach The County shall engage the public to prioritize and identify funding and
alignments for bicycle and pedestrian improvements.

Transit Infrastructure Plan (TIP)
Loudoun County has a long history of transit planning and operations, including decades of support
and planning for the Dulles Corridor Metrorail Project (Silver Line) from Falls Church through
Tysons and Reston and into Loudoun County. With revenue service to station stops at Dulles
Airport and in the Ashburn area anticipated to begin shortly after adoption of this plan, a new and
expanded approach to transit services is underway. This plan provides a guide for general and
targeted transit infrastructure. Service plans can be found in the County’s Transit Development
Plan (TDP).
Currently, the County operates three distinctly branded bus transit services, each serving different
destinations and rider bases, and provides support to the Washington Metropolitan Area Transit
Authority (WMATA) as a member jurisdiction.
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Premium Commuter Bus Service (Long-Haul) travels between County park-and-ride lots
and major job centers in Arlington County and Washington, DC. This service provides
112 weekday trips with 987,000 annual rides (FY 2016).

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Metro Connection Service operates seven routes between County park-and-ride lots and
Metrorail Stations in Reston and Falls Church. This service provides 274,000 annual rides
(FY 2016).

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Local Fixed-Route Service provides intra-jurisdictional curbside bus services on 15 routes
throughout Eastern Loudoun County. This service provides 445,000 annual rides (FY
2016).

The County also provides demand-response services to qualifying individuals in the vicinity of its
local fixed route bus services. In Western Loudoun County and the unserved areas of Eastern
Loudoun County, Virginia Regional Transit (VRT) operates demand-response services to support
these communities. VRT also operates a local fixed-route service between Purcellville and
Leesburg.
Metrorail Planning
The completion of the Silver Line represents a commitment of significant County resources, as
well as a need to change the focus of the County’s public transportation strategies. The most recent
iteration of the TDP recommends a complete transition from a pre-Metrorail transit system to a
transit system that incorporates and considers the Silver Line as the spine of transit services for the
entire County. With this change, the County envisions an integration of Metro Connection and
Local Fixed-Route services into a singular combined service plan. The benefits of this service
include:
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Improved scheduling and connectivity

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Increased access to jobs and entertainment, driving opportunities for ridership growth

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Expanded integration with Metrorail and Long-Haul Services

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Better customer experiences through unified technological and service systems

In order to minimize system redundancies and ensure optimal use of public funds, Long-Haul is
planned to continue its operations as a premium service, with an aim of maintaining cost neutrality,
meaning that revenue from fares and advertising support the cost of services. It is anticipated that
the dependability and comparative value of Metrorail with considerations of cost and travel time
will highly impact the future viability of Long-Haul. Therefore, the County will continue to
evaluate all options on a regular basis following the opening of Metrorail revenue service.
Transit Infrastructure Goals
I.

Provide a safe, affordable, convenient, efficient and sustainable multi-modal transportation
system to serve the County.

II.

Provide an integrated transit system to connect regional centers, neighborhoods, attractions
and employment and retail centers.

III.

Ensure the transportation system and land use policies foster greater transit use through
incentives or management of parking, supportive services, and other public/private
initiatives.

IV.

Utilize investments in the transit system to enhance and promote economic development
in the County.

Improving Transit Infrastructure
As a service-based mode, transit is as dependent on the quality of the service as it is on the
infrastructure placed to support utilization and ridership. Transit infrastructure can best be
defined as the physical attributes of transit, such as vehicle type and design, stations and stops,
rails and lanes, transit signal priority (TSP), and even branding. The other characteristics of
transit, such as frequencies, routing, fleet sizes, financial planning, operations and maintenance,

and anything else that would be a component of the TDP would fall under the auspices of transit
operations.
In order to build a more robust core network structure atop the Silver Line “spine”, this plan
includes identification of transit corridors. These corridors have been identified through a
combination of considerations of existing routes, existing and planned population densities,
street functions, and planned service changes in the TDP. Above all, this plan emphases
utilization of Silver Line stations and attempts to link both regional and community activity
centers in a way that supports mutual interaction between residents and workers in those areas.
This network of transit corridors serves as a starting point for countywide improvements. It creates
a transit infrastructure supportive of greater densities and growth at activity centers, establishes
highly visible and managed transit corridors capable of linking multiple activity centers through
the use of multiple routes, shifts transportation mode shares in the denser and more congested
eastern portion of the county, introduces logical feeder service to Metrorail and commuter bus
service in currently unserved areas, provides opportunities to reassess present and future
importance of activity centers as development occurs, and allows consideration of the role of the
Dulles Greenway and nearby park-and-ride facilities in providing express services for riders from
central and western portions of the County.
Conversely, as a framework, this network is limited. It does not add significantly enhanced
coverage to currently underserved areas, requires additional consideration of transit-only lanes,
transit-priority lanes, and more robust facility investments as part of corridor improvements, and
needs further study of the best locations for investments in additional base or premium services
while maintaining reasonable service levels along existing routes.
Key Components of Transit Infrastructure Planning
There are several components to planning a robust network of transit infrastructure. The list below
provides options related to some of the ways that a complete network can be achieved. Each
corridor and location is different and may require different design standards.
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Branding: Unified color and font schemes on vehicles, at station stops, schedules and
brochures, websites, and signage.
Vehicle Type and Design: Clean and functional service vehicles with appropriate
capacity, accessibility, and design to be visible and convenient for all riders.
Stations and Stops: Comfortable places to board and alight vehicles, including amenities
that may include shelters, seating, lighting, trash, heating, restrooms, retail, and service
information. These should be designed commensurate with anticipated usage and
surrounding development patterns. Where intended to remove drivers from the roadway
network, these should be designed with parking that is coordinated to ensure safe bicycle
and pedestrian access as well as economic development opportunities. As possible, these
should be located at or near the actual stop location of the transit vehicle. These facilities
can provide opportunities for marketing and other business partnerships.
Rails and Lanes: Dedicated space for operation of transit vehicles to improve travel times
and dependability. May encompass an entire transit line or may be provided for a portion
of service area.
Transit Signal Priority: Sensor-activated traffic signals that provide extended green time
to facilitate movement of buses or allow buses to “jump” a signal via special signals that

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allow buses to utilize a right-turn lane to advance through an intersection ahead of other
traffic.
Land Use Planning: Quality features will achieve the greatest results when paired with
transit-friendly land use planning and development, including connectivity to other
modes, activity centers, and population densities that can support robust services along a
corridor.

Park and Ride Lots
Park and ride lots are a critical component of the County’s transportation system. They provide
space for commuters to park their cars and commute via carpool, vanpool, or transit. Park and ride
lots help reduce traffic congestion and pollution, assisting the region in meeting Clean Air Act
requirements. Park and ride lots also provide an effective means for residents to manage travel
costs by sharing the ride with others. In certain locations, successful park-and-ride lots can
transition to become successful transit-oriented development sites, reserving and making use of
land that can later be used for more intensive development. This long-range strategy may be
appropriate in the Urban Policy Area and in the Transit Corridors. As demand for Park and ride
spaces continue to grow, the County will need to identify strategies to make efficient use of
available land and transit operations opportunities.

Countywide Transit Infrastructure Policies
3-3.1 Transit Toolkit Transit infrastructure shall be designed to meet minimum standards as
outlined in this chapter’s Transit Toolkit.
3-3.2 Planning Studies of transit infrastructure improvements will evaluate and identify system
priorities that will provide the greatest benefit to all users, enhancing transit infrastructure
in response to population growth and congestion.
3-3.3 Amenities Transit amenities will be provided consistent with standards described in the
transit toolkit with consideration of forecasted demand for transit service based upon
development patterns and service frequencies.
3-3.4 Information Signage Boarding locations for all transit and shuttle services will be
designated and signed with schedules, service and fare information posted at boarding
locations.
3-3.5 Barriers At all planned and existing transit facilities, projects shall identify and rectify
barriers to transit station or stop access for cyclists and pedestrians, including built and
natural features, lacking sidewalk and trails, and lacking transit shelters and pads.
3-3.6 ADA Accessibility Transit stations and stops and adjoining public and publicallyaccessible spaces will be made accessible to persons with disabilities in accordance with
the Americans with Disabilities Act (ADA) and other applicable requirements.
3-3.7 Land Use The County will support opportunities and investments in transit infrastructure
by planning and implementing land uses that will facilitate increased levels of transit
ridership in the Urban and Suburban Policy Areas.

3-3.8 Transit-Oriented Development The County will direct new development to the Urban
Policy Area and Transit Corridors to improve the viability and cost-effectiveness of the
future transit services and reduce traffic congestion in these areas.
3-3.9 Transit Access The County will require design features to improve transit accessibility
and efficiency, such as grid street patterns and streetscapes that accommodate pedestrians
and bus stops. County review of applications along Transit Corridors will consider station
or stop access, transit vehicle stop location, pedestrian and bicycle circulation, and other
features related to transit-oriented design.
3-3.10 Interim Densities The County may permit interim development along transit corridors at
densities lower than those needed to support viable services so long as the proposed
development patterns do not inhibit the ability of the site to reach its planned development
potential as part of future development program.
3-3.11 Mode Split Development applications along Transit Corridors are anticipated to achieve a
minimum 10% mode split via transit through incorporation of TDM policies.
3-3.12 Park and Ride Locations Park and ride lot locations will be strategically identified and
will be located along or proximate to arterial roads and connected by sidewalks or asphalt
trails to public bicycle and pedestrian networks.
3-3.13 Existing Park and Ride Lots As feasible, the County will evaluate opportunities to
expand existing park-and-ride lots prior to acquiring land and constructing new lots in the
same general vicinity. This will allow improved service frequencies and increased
opportunities for local transit service connectivity.
3-3.14 Park and Ride Lots by Policy Area Park and ride lots, which do not include Metrorail
parking garages, shall not be constructed or expanded in the Urban Policy Area. Existing
park and ride lots in the Urban Policy Area shall be evaluated for relocation into the
Suburban Policy Area as development within these areas provides opportunities for more
robust uses of available land.
3-3.15 Park and Ride Shared Lots Park and ride lots may be co-located with other
complimentary uses, so long as it can be demonstrated that the park-and-ride lot and the
adjoining use will not impact the safe and efficient operations of the other use.
3-3.16 Park and Ride Access Park and ride lots will be designated to provide convenient and safe
access, meeting ADA requirements, between the bus stopping location and the parking
areas.
3-3.17 Park and Ride Calculations Park and ride lot facility needs will be calculated on the basis
of one commuter park and ride space for every 30 households approved for development
in the Suburban, Transition, and Rural Policy Areas.
3-3.18 Park and Ride Amenities At minimum, park-and-ride lots will include adequate lighting
and waste receptacles. Lots will also include amenities such as seating, bicycle parking,
indoor waiting areas, retail amenities, restrooms, recreational trails, and informational
kiosks.
3-3.19 Private Bus Shelters Bus shelters erected on private property will be provided within a
public access easement and will be maintained by the property owner for service of public
transit vehicles and private shuttles, with the following guidelines: trash is to be removed

at minimum twice a week, all graffiti to be removed immediately from shelter, landscaping
is to be maintained regularly, lighting will be in working order, and the shelter structure
will be repaired and replaced as needed.
3-3.20 Funding The County will pursue funding opportunities to improve and enhance transit
infrastructure through development applications, special tax districts, public-private
partnerships, bond referendums, and other identified funding sources.
3-3.21 Public Outreach Throughout the planning and development of transit infrastructure, the
County will seek the input of the Transit Advisory Board and general public concerning
locations, funding, and implementation of improvements.
3-3.22 Plan Coordination Transit Infrastructure Plan implementation will meet the policies and
intent of this document as well as other policies of the Comprehensive Plan.

Characteristics of Planned Roadways
Planned roadway corridors in this plan consider the needs of all system users, including drivers,
cyclists, pedestrians, and transit riders. In order to accommodate this spectrum of travelers, road
corridors shown on the maps provided in this chapter are further defined by typical sections
provided below. It is understood that road improvement projects each feature unique challenges
related to environmental preservation, public input, and the surrounding built environment.
Therefore, modifications to the assigned section for each roadway segment in this plan may be
necessary for implementation. However, all reasonable efforts should be made to accommodate
safe and efficient multimodal mobility and operation through each stage of the planning, design,
and construction processes.
There are several characteristics that help inform and describe the section and purpose of a given
road segment. The most prominent characteristic is modal accommodation, which are the physical
attributes, such as travel lanes, bike lanes, asphalt trails, sidewalks, and transit shelters that together
comprise the roadway. Other important physical characteristics include the widths of these
facilities, the presence of intersection improvements such as turn lanes and traffic controls, and
accommodations for bicycle and pedestrian crossings. Other attributes that impact the design and
character of a roadway include functional classification, which identifies the intent and purpose of
a segment and attempts to inform design accordingly, and design speed, which impacts how the
road is intended to operate. In order to standardize these factors, this plan provides a set of typical
street sections that apply to each corridor identified to provide greater guidance to transportation
improvement projects.
Functional Classification
A planned roadway network includes consideration of hierarchy to ensure that each corridor and
segment is designed to appropriately address the needs of the traveling public. These functional
classifications determine or relate several characteristics of a roadway, including anticipated
design speeds, requirements for turn lanes, the prominence and significance of the road within the
network, and the types and designs of bicycle and pedestrian facilities that are appropriate for the
corridor. The following functional classifications relate roadway classifications that exist within
Loudoun County. (The highest functional classification level – Principal Arterial – Interstate
(Level 1) does not exist within Loudoun County).
Principal Arterial – Freeway (Level 2)
This classification relates planned limited access freeways and parkways where at-grade
and local access is not anticipated. These corridors provide the highest level of mobility
and promote long-distance travel in to, across, and out of the County. Examples include
Route 28, the Dulles Greenway, and significant portions of Route 7 and US Route 50.
Principal Arterial – Freeways are intended to feature the following standards:
• 60 MPH Design Speed
• All at-grade access terminated, with access provided via interchanges at identified
locations
• Local access will be provided via other public roads along the corridor, which will
be provided prior to any closure of access.

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Under interim conditions, will be designed with 60 MPH design speed and other
standards based on the Principal Arterial – Expressway (Level 3) classification.

Principal Arterial – Expressway (Level 3)
This classification relates to planned at-grade arterial expressways where at-grade access
is highly controlled, preferred only at major intersections. Examples include Loudoun
County Parkway, Route 7 in Sterling, and Route 15 north of Leesburg. Principal Arterial
– Expressways are intended to feature the following standards:
• 50 MPH design speed
• Highly-Controlled at-grade access, with local access provided via other roads or,
where alternative access is not available, via consolidated multi-parcel access
points.
• Left- and right- turn lanes at all intersections
Minor Arterial (Level 4)
This classification relates to planned at-grade arterial roadways where design is focused on
intra-county mobility and connections to Principal Arterial corridors. Examples include
Algonkian Parkway, Belmont Ridge Road, Northstar Boulevard, and Route 9. Minor
Arterials are intended to feature the following standards:
• 50 MPH design speed
• Moderately controlled at-grade access, with local access provided via consolidated
multi-parcel access points.
• Left- and right- turn lanes at all intersections
Major Collector (Level 5)
This classification relates to planned at-grade collector roadways that serve to provide
connections between communities and arterial corridors. These seek to balance access and
mobility by providing equitable measures for all travel modes, while also providing
separated areas between each type of roadway user. Major Collectors are intended to
feature the following standards:
• 40 MPH design speed.
• Somewhat controlled at-grade access, with local access provided via a single access
point and consolidation of access highly preferred.
• Left-turn lanes at all intersections. Right turn lanes at major intersections and where
warranted.
Minor Collector (Level 6)
This classification relates to planned at-grade collector roadways that serve to provide
connections within communities. These corridors are designed to promote multimodal
access by emphasizing the needs of bicyclists and pedestrians with consideration of the
needs of motor vehicles, including transit vehicles. Minor Collectors are intended to feature
the following standards:
• 35 MPH design dpeed
• Access must meet VDOT requirements for collector roadways.
• Left-turn lanes at major intersections and where warranted. Right-turn lanes where
warranted.

Neighborhood Collector (Level 7)
This classification relates to planned at-grade collector roads that serve to provide access
within a neighborhood. These roads are generally built with a development and serve as
major gateways within and through neighborhoods and often feature limited numbers of
direct driveway access points. Therefore, these streets serve greater amounts of traffic than
a typical neighborhood street and require special consideration to ensure safety and
multimodal access. Neighborhood Collectors are intended to feature the following
standards:
• 25 MPH design speed
• Local access permitted.
• Left-turn lanes at major intersections when warranted.
• Traffic calming measures anticipated.
Local Secondary Road (Level 8)
The remainder of streets in the County are functionally classified at Local Secondary
Roads. These facilities are meant to provide local access within subdivisions and other
developments. Local Secondary Roads are intended to feature the following standards:
• 25 MPH design speed
• Local access permitted
• Bicycles share the road
• Five-foot wide pedestrian facilities along both sides of the road
Arterial and Collector Roadway Identification and Street Sections
The street sections below relate motor vehicle and bicycle and pedestrian accommodations for
planned roadways including:
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Cross-sectional elements (i.e. shoulder and ditch or curb and gutter)
Functional classification
Number of travel lanes
Turn lane requirements
Provision of on-street parking
Asphalt trail width
Concrete sidewalk width
Pedestrian refuge requirements

**Typical street sections and roadway assignments will be provided later in the process based on
review and updates to the roadway plans, including ultimate travel lanes, bicycle and pedestrian
facilities, and geographic policy areas.**

Roadway Design Toolkit for Suburban, Transition, Rural and Joint Land
Management Areas
As outlined, design of streets with appropriate accommodations for motor vehicles, cyclists, and
pedestrians can highly impact the reality of multimodal use and preference along any corridor. In
order to achieve the vision of this plan, implementation of design elements that support the vision
is essential. This toolkit provides guidance and standards for design of roadway elements, in
conjunction with streetscape-related policies in the General Plan. For roadway design
specifications in the Urban Policy Area, refer to the Urban Policy Area section of this plan.
Roadway Guidelines
Vehicular travel lanes are the core elements of roadway design. Most users will at some point use
travel lanes, whether in a private vehicle, transportation service vehicle, or transit vehicle to reach
a destination. Therefore, several features need to be considered when designing roads. All roads
will need to meet the design standards of VDOT or the County, depending on whether the road
will be maintained publically or privately. The following is an overview of guidelines for road
design.
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Typically, travel lanes should be 12 feet in width. In activity centers and along planned
lower speed roadways, narrower lanes should be considered to encourage reduced
vehicular travel speeds and shorter crossing distances for pedestrians.
Striping should be provided along both sides of travel lanes, and is highly desired when
separating through traffic from turning traffic, on-street parking spaces, or on-street bicycle
lanes
Local streets should be designed to slow vehicles through contextually-appropriate
elements such as narrow widths, tight corner radii, roundabouts, chicanes and islands,
traffic controls, intersection tables, raised crosswalks, striping, and heavy landscaping.
A striped buffer area or other barrier meeting VDOT standards between the vehicle lane
and bicycle lane is preferred to strengthen the indication of a bicycle lane for drivers and
cyclists, and prevent misuse of the bicycle lane for parking or turning vehicles
During public road repaving and restriping projects, provision of on-street bicycle lanes
should be evaluated based on this plan and in coordination with VDOT as part of the effort
to create a complete and comprehensive bicycling network. Additional opportunities to
maximize multimodal utility along existing roadways should be considered, including
striping of on-street parking spaces, center turning lanes, right-sizing travel lanes, and
traffic calming.
Along rural area secondary roads, consideration will be given to opportunities to construct
bicycle lanes by widening shoulders and adding signage or markings to accommodate
bicycles

Off-Road Bicycle and Pedestrian Facility Guidelines
Due to their physical placement to the side of the travel ways and their relative narrow width
compared to the road, off-road facilities for cyclists and pedestrians need to be designed
appropriately to accommodate safe and comfortable travel. This includes sufficient sizing,

prominence, sightlines, and construction materials to make these facilities dependable and
desirable to travelers. The following is an overview of guidelines for off-road facilities.
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In the Urban Policy Area, Suburban Policy Area, and JLMAs, sidewalks are to be
constructed of an impervious surface such as concrete or asphalt that will permit safe and
dependable use in varying weather conditions. In the Transition Policy Area and Rural
Policy Area, sidewalks are preferred to be constructed using asphalt in lieu of concrete due
to the more natural aesthetic of asphalt. Where an asphalt trail is provided in place of a
sidewalk, width standards for a pedestrian sidewalk may be applied.
The following minimum standards will be applied to off-road bicycle and pedestrian
facilities, with wider facilities preferred:
o Regional Trails – 16 feet
o Asphalt Bicycle and Pedestrian Trails along Planned Roadways – 10 feet
o Sidewalks along Planned Roadways – 6 feet
o Sidewalks along Local Streets – 5 feet
Sidewalks and trails located along public roads will need to be entirely located either within
the public right-of-way or within a public access easement.
Connections between bicycle and pedestrian facilities and surrounding neighborhoods
should be considered and supported through public and private planning processes,
particularly along regional trail corridors including the W&OD Trail.
Bicycle and pedestrian facilities will be designed with consideration for safe travel along
and across high speed multilane roadways with consideration of the diversity of user groups
who are anticipated to use these facilities.
Bicycle and Pedestrian facilities should feature designs consistent with the natural
topography of the area, especially in the transition and rural areas, minimizing impacts to
existing natural and manmade features while providing for safe and efficient travel.
Asphalt trails along roadways should be designed to follow the roadway in a direct and
efficient manner, meeting AASHTO and VDOT guidelines for vertical and horizontal
shifts to ensure useful and accessible bicycling routes

Intersection Design Guidelines
The integration and connection of transportation facilities provides opportunities for access and
mobility as well as the need for route decisions and concerns for traveler safety. To this end,
intersections, whether between two roads or a road and an off-road bicycle and pedestrian facility,
need to consider multimodal safety and positive design to provide comprehensive opportunities
for travel. The following is an overview of guidelines for intersections.
•

•

Opportunities for installation of roundabouts should be considered when developing public
and private projects as a safer, cost-effective alternative to a traditional signalized or stopcontrolled intersection designs.
Right-In / Right-Out intersections, and other modified intersections, will be designed in
order to physically prevent non-permitted turning movements.

•

•

•

•
•

Pedestrian refuge islands will be provided at crossings of median divided roadways with
four or more through travel lanes to shorten individual crossing distances and improve
pedestrian safety.
Grade-separated bicycle and pedestrian crossings should be considered for major roads and
rivers where anticipated demand or distance to alternative crossing locations may
necessitate such an improvement.
Crosswalks should be evaluated and provided across all four legs of signalized
intersections, at stop controlled intersections, at roundabouts, and where needed to
facilitate safe and efficient bicycle and pedestrian mobility, as well as between opposing
curb ramps along two lane roads.
Along primary roads and within villages in the rural area, crosswalks should be provided
at pedestrian crossing locations.
Curb ramps will need to be provided at all intersections where crosswalks are planned or
anticipated.

Amenities and Natural Features
Aside from the core transportation facilities, other elements can have significant impact on travel
and route preference. Natural features, such as trees, waterways, mountains, and landscaping can
improve both the roadside experience and the surrounding vistas. Manmade improvements, such
as buildings, public art, or erected barriers can also impact the quality of the journey. To create the
best possible travel experience, useful amenities, wayfinding signage, aesthetic improvements, and
safety features can be incorporated into the corridor. Additionally, natural features, such as
plantings and natural barriers, can be installed to improve the design. The following is an overview
of guidelines for amenities and natural features.
•
•
•
•

•

•
•

Plantings are encouraged along roadways and within roadway medians where feasible.
Consideration will be given to accommodations for public art, place-making elements, and
other aesthetic improvements along roadway corridors.
Pedestrian plazas, pocket parks, and seating areas should be considered to provide
opportunities for pedestrians to congregate and enjoy outdoor areas.
Provision of bicycle parking for multifamily residential, commercial, and institutional uses,
as well as at transit centers, park and ride lots, and other public facilities will help encourage
bicycle trips. These should be located in the vicinity of primary building entrances to
provide safety and convenience for cyclists.
Where noise mitigation or other barriers to access - whether natural or artificial – are
proposed between a major thoroughfare and an adjacent use, it is preferable to locate the
shared-use paths and sidewalks on the side of the barrier with access to proposed uses. This
will provide for better access to adjacent uses.
Bike route signage should be considered along regional trails and along major cycling
corridors following study to ensure the corridors are generally safe for bicycle travel.
Bicycle and pedestrian wayfinding signage will be designed in a context-sensitive manner,
matching the existing and planned surrounding aesthetic.

•
•

Wayfinding signage should be provided to direct travelers to destinations such as public
parks and other tourism areas
Lighting for roads, sidewalks, and trails encourages use and promotes safety.

Transit Infrastructure Design Toolkit
In order to provide a safe, affordable, convenient, efficient and sustainable multi-modal
transportation system to serve the County as outlined in the goals, distinct guidance for transit
infrastructure amenities is essential. The following transit toolkit provides guidelines to create a
systematic approach for the County and developers to build out a consistent and unified transit
system and serves as the County’s policy foundation for the development of transit infrastructure.
Stop Placement Guidelines
Bus stops are a critical component of the transit system. On a single round trip a bus rider will
typically use at least four different bus stops for boarding and alighting, and any one of those stops
may create a significant barrier if not designed well. Being able to get to a bus stop easily and wait
for the bus in a comfortable environment are important elements of every transit customer’s
experience. These bus stop design guidelines are intended for bus stops used by full-size transit
buses on fixed-route service.
Location Choice
Existing conditions such as roadway type and width, transit service characteristics, and land use
affect the way that bus stops should be spaced and designed to ensure comfort, short travel times,
and overall network efficiency. Additional considerations that impact the safety, convenience, and
accessibility of a stop, such as placement relative to street intersections must also be considered.
The following is an overview of several factors that influence the placement of bus stops.
•

Bus stops should be placed near activity centers, such as shopping areas, civic buildings,
schools, medical centers, or residential communities to attract ridership by enhancing the
convenience of transit service. In areas where there are several activity centers in close
proximity, such as an area with several popular shopping destinations, bus stop placement
should consider additional factors, such as spacing and logical routing.

•

For major activity generators, such as special event centers, stops should be located as close
as possible to the entrance of the destination.

•

Roadway speed, width, and vertical alignments should be considered when siting and
designing a bus stop and stops. A bus stop’s adjoining roadway can impact both design and
operation of bus service and stops. For example, wider streets may allow for curb
extensions at bus stops, which would create more space for amenities and reduce the
pedestrian crossing distance. However, wider streets also typically have higher travel
speeds, which increase the sight distance needed for pedestrians to feel comfortable
crossing the roadway as well as distance needed for drivers to see passengers at the stop as
they approach.

•

Conditions of the sidewalk and connections with the surrounding area are important and
affect the prioritization of bus stop improvements. At minimum, a stop should be accessed
by a sidewalk in safe and ADA-accessible condition between the bus stop and the closest
intersection.

•

As almost all riders will need to make round trips using a pair of bus stops on opposite
sides of a street, safe, nearby crosswalks with curb cuts for wheelchairs, are required. When
a stop is intended to serve a singular destination, a logical path between that destination
and the bus stop shall be provided as well.

•

Bus stops will be designed with lighting, either as part of the stop or via nearby street lights.
Passenger security (real and perceived) can positively or negatively affect customer
perceptions of the bus stop. Therefore, landscaping, walls, and solid structures should be
designed to CPTED (Crime Prevention Through Environmental Design) standards so as
not to provide hiding spaces or restrict sight lines for passengers.

Bus Stop Zones
Determining the proper location of bus stops involves choosing between near-side, far-side and
mid-block stops. The location of the stop relative to the intersection is an important consideration.
If all other factors were similar, far-side stops would be preferable, since they encourage people to
cross behind the bus and not in front. However, there are almost always complicating factors.
The size of the bus stop zone—where other vehicle parking is not allowed—varies based
on the type of vehicle used. If the County adds articulated buses to its future fleet, 20 feet
should be added to the length of all bus stop zones described in stop siting alternative.
Additionally, the length of the bus stop zone should be increased by 50 feet per additional
bus at locations where multiple buses may stop to board/alight passengers simultaneously.
NEAR-SIDE STOP
Near-side bus stops are located at the approach to an intersection, allowing passengers to load and
unload while the vehicle is stopped at a red light or stop sign. Bus stops located at the near side of
the intersection should be placed at least 5’ behind the crosswalk to prevent the bus from straddling
the crosswalk while it is stopped to serve the stop.

Near-side stops have several advantages, depending on various intersection factors. They
minimize interference with heavier traffic on the far side of the intersection, provide more
convenient access to crosswalks (if existing), allows riders to board and alight simultaneously with

the red light, avoids being forced to stop for a red light and then again at the bus stop, and provides
space for the bus to “jump” traffic when the traffic signal turns green.
However, there are several potential drawbacks to a near-side stop as well, including increased
vehicle and control device sightline problems for crossing pedestrians, sightline problems for
drivers approaching the intersection, conflicts with passing and right-turning vehicles, blockage of
through travel lanes, and disruption of traffic flows. A bus may also find itself stuck on a red light
after dropping passengers at the stop during the traffic signal’s green phase.
Near-side stops are recommended in locations where:
•

Vehicular traffic is heavier on the far side of an intersection

•

Pedestrian facilities are more readily available on the near-side of the intersection

•

The bus will be turning right at the intersection, where curb extensions protect the bus
from turning traffic

•

Stacking of buses at far-side stops may lead to gridlock within the intersection

FAR-SIDE STOP
Far-side bus stops are located after an intersection, allowing the bus to travel through the
intersection before stopping to load and unload passengers. For a standard 40’ transit bus, the bus
stop should be located at least 50’ after the intersection to ensure that the rear of the bus does not
extend into the intersection and/or straddle the pedestrian crosswalk.

Advantages to far-side stops include minimized potential conflicts with turning vehicles, the ability
of buses to take full advantage of the gaps in traffic flow created at signalized intersections behind
the stop, additional right-turn capacity by making curb lane available for traffic, longer
deceleration distances for buses, smaller area needed for curbside bus zone (when considering
space needed to pull in to the stop area), and opportunities for pedestrians to cross behind the bus.
The disadvantages to far-side stops include the potential for traffic to queue into the intersection
when a bus is stopped in travel lane, obscured sight distance at the far-side crosswalk and for side

streets, pedestrian conflicts as the bus approaches the stop while seeking to move past the
intersection, and may result in the bus being required to stop at both the red light and the far side
stop.
Far-side stops are recommended in locations where:
•

Vehicular traffic is heavier on the near-side of an intersection

•

At heavy right turns on major approach (or where the near side approach includes a rightturn lane), or heavy left and through movements from side street

•

Existing pedestrian facilities are greater and movements safer than on the near side

•

At complex intersections with multiphase signals or dual turn lanes, this removes buses
from the area of complicated traffic movements

•

Intersections that have transit signal priority or queue jump lanes

MID-BLOCK STOP
Midblock bus stops are located between intersections. Mid-block stops should generally only be
used under special circumstances, such as where major trip generators/attractors justify highvolume access and that generator/attractor cannot be served at the nearest intersection, or when
the distance between adjacent intersections exceeds stop spacing recommendations and a
midblock crossing is available for use.

Midblock stops, while generally not preferred, provide some advantages, including the likelihood
of less pedestrian congestion near customer waiting areas, improved sightlines for pedestrians and
vehicles, and limited conflicts with traffic flows. However, the drawbacks of mid-block stops
include the need for more significant on-street space for the bus to pull in and out of the stop zone,
increased potential for unsafe midblock crossings, and increased walking distance to nearby
intersections and associated destinations.
Therefore, midblock crossing should only be considered under limited circumstances where:

•

Traffic or street/sidewalk conditions at the intersection are not conducive to a near or farside stop

•

Customer traffic generators are located mid-block and/or adjacent intersections are too far
apart

•

A queue jump lane conflicts with a potential near side or a far-side stop

Bus Stop Spacing
Stop spacing refers to the distance between bus stops along a route. Stop spacing affects overall
travel time and, therefore, demand for transit. In general, the tradeoff is between close stops, which
result in short walking distances but more frequent stops and longer bus trips, and stops farther
apart, which result in longer walking distances but less frequent stops, higher speeds, more reliable
bus service, and a shorter bus trip.
•

Generally, a distance of about 1,000 feet between bus stops is recommended while up to
1,300 feet may be more appropriate for low density areas. This distance is a reasonable
balance of the conflicting goals. However, finding suitable sites for bus stops may
necessitate altering the spacing significantly. In addition, there may be reasons for bus stops
to be closer together, such as major transfer points and/or activity centers. And there may
be places where bus stops should be further apart, particularly if there would be not be any
boarding or alighting anticipated based upon adjacent land uses. In high density areas, such
as the Urban Policy Area, stops along a route should occur generally no less than once
every 3,000 feet.

•

Whenever possible, bus stop locations should be paired, so that people are able to board
and alight on opposite sides of the same roadway in the same vicinity when making a round
trip. This allows the transit service to be more intuitive, and maximizes convenience for
the greatest number of users.

In many cases, there are certain existing or planned locations for bus stops which stand out as
particularly important. This can be due to existing use, activity centers, transfer opportunities, or
other conditions. Once these critical locations are determined, the remaining stops can be planned
for optimal spacing.
•

At locations where transfer activity between routes is heavy, bus stops for the intersecting
routes should be located as close to each other as possible in order to shorten travel for
passengers traveling between routes. Additionally, stops with high transfer activity should
have a high level of passenger amenities since transferring passengers have less control
over the amount of time they wait at the bus stop for a transfer.

Loading Area Type
On-street bus stops each include a stop zone which may be located in a travel lane, a parking lane,
or along the shoulder depending on the characteristics of the roadway. Although on‐street bus
stops are the most common and the easiest to establish, each location has site constraints that
should be considered when evaluating a location for an on‐street stop.
•

Posted speed limits should not exceed 40 miles per hour.

•

Parked cars must not block bus access to acceleration/deceleration areas or the curb,
rendering the stop inaccessible to customers who use wheelchairs. Alternative
configurations such as curb extensions, and bus bays may address some of these issues
while accomplishing other service goals.

•

CURBSIDE STOPS
The most common stop
location,
these
are
designed for the bus to
pull up along the existing
curb edge to board and
alight passengers. When
installing amenities at
these locations, such as
seating or a shelter, it is
preferable to locate the
amenities between the
sidewalk and street edge
so that riders waiting for a
bus are not required to
cross the sidewalk to
reach the curb. These stop
locations placed at least
60 feet from the edge of
the curb radius of the nearest intersection to ensure safe boarding and alighting for transit
riders and safe turning movements for vehicular traffic.

•

CURB EXTENSIONS
A curb extension, also known as a bulb-out, is a widening of the sidewalk to extend the
bus stop loading and waiting area into the parking lane, bring it directly adjacent to the
travel lane. Curb extensions are most effective in denser environments with high pedestrian
activity or areas where the sidewalk is too narrow to accommodate a bus stop. In these
locations, curb extensions provide a larger bus stop footprint that can accommodate
shelters, benches, and other transit customer improvements while reducing interference
with pedestrian activity on the sidewalk. Curb extensions also reduce the need to displace
parking spaces since a bus serving a stop on a curb extension will stop in the traffic lane
instead of traveling into the parking lane as they do at curbside bus stops. Finally, curb
extensions work well in conjunction with crosswalks by reducing the crossing distance for
pedestrians.

Curb extensions should be considered at sites with the following characteristics:
High pedestrian activity
Crowded and/or narrow sidewalks
A need to reduce pedestrian crossing distances
Bus already stops in travel lane
The need to minimize loss of street parking

There are multiple travel lanes, enabling vehicles to bypass a stopped bus
Since a bus serving a stop on a curb extension will now stop in the traffic lane instead of traveling
into the parking lane, a shorter bus stop length (50-feet) is required.
Stops located along a curb extension should be designed to the following minimum dimensions:
50-foot bus stop length (70-foot bus stop length for stops served by articulated buses)
5-foot by 8-foot concrete landing pad
4-foot by 10-foot rear door clear zone
BUS BAYS
A bus bay is a stop with a pull-out for buses that is constructed as an inset into the curb. The bus
bay allows buses to pull out of traffic for loading and unloading, allowing general traffic to pass
the loading bus. Bus bays are most effective in areas where the impact of a bus blocking a travel

lane creates significant traffic delays, where traffic speeds are more than 40 MPH, or where long
dwell times are common. In these locations, bus bays allow buses to service the stop while
minimizing traffic delays and conflicts with traffic. Bus bays also clearly define the bus stop and
allow customer loading and unloading to be conducted in a more relaxed manner.
However, bus bays can also make it difficult for buses to reenter traffic, which can increase bus
delays, decrease service reliability, and increase average bus travel time. Bus bays may also require
right-of-way acquisition. Additionally, bus bays may reduce sidewalk width and impact pedestrian
traffic if sufficient right-of-way is not available.
Bus bays should be considered where street traffic averages 40 mph or more and any of the
following conditions exist:
•

Average peak period dwell time exceeds 30 seconds per bus

•
•
•
•
•
•

There is a high frequency of collisions involving buses and/or pedestrians
Bus volumes exceed 10 or more buses per hour
Where stops in the curb lane are prohibited
Where sight distances prevent traffic from stopping safely behind a stopped bus
At stops where there are frequent wheelchair passengers boarding
Where buses are expected to layover at the end of a trip

Bus stops located along bus bays require slightly different footprints than typical curbside bus
stops. Since a bus serving a stop in a bay will pull out of the general traffic lane into a curved pullout lane, a shorter bus stop length (60’) is required, as the bus will use the curved pull-out lane for
its approach.
Stops located in a bus bay should be designed to the following minimum dimensions:
•
•
•

60-foot bus stop length
5-foot by 8-foot concrete landing pad
4-foot by 10-foot rear door clear zone

Bus Stop Elements and Amenities
Well-designed bus stops enhance the rider experience, decrease perceptions of extended wait times
for transit services, and can contribute to increased ridership. Conversely, poorly designed bus
stops can decrease customer satisfaction, make transit less attractive to potential new customers,
and potentially make waiting at stops unsafe and uncomfortable for riders. Investing in high quality
bus stops is often a low-cost, high-reward strategy for improving transit operations.
Developing clear and practical guidelines for amenities at bus stops can provide the structure and
process needed to improve overall transit system quality. No matter how many riders use a bus
stop on a given day, each stop requires certain key design elements to be safe, accessible, reliable,
and comfortable for passengers. By formalizing the amenity installation process, the County can
set clear goals for stop quality and provide justification for how and when bus stop upgrades occur.
Bus stop amenities are profiled below.
BUS STOP SIGN
Bus stops should all include consistently updated and attractive signage
conveying essential information to increase customer satisfaction and
understanding of the bus system.
•

Basic information includes route numbers and names, stop ID
number, the direction of the routes, a phone number and website
for additional assistance, and often destination(s) and service
hours. A stop ID number is often used to access real-time
schedule information via text message, internet, or an automated
phone system. These details help to reduce confusion and
increase rider comfort at stops.

•

All bus stops should have a consistently maintained bus stop sign on the far side of the
boarding area and be placed on a pole at a height that conforms to ADA standards while
avoiding impacts to pedestrian movement on the sidewalk.

SEATING
Benches can be either freestanding or part of a shelter design and provide
seating for passengers waiting for the bus or near sites that attract riders
who may have difficulty walking and standing.
•

Seating should be provided wherever possible and designed so as
not to compromise safety or obstruct sidewalk access or access to
customer information.

•

Benches should be fabricated of durable materials resistant to vandalism and weather
conditions.

LIGHTING
Adequate lighting at bus
stop facilities allows bus
drivers and approaching
traffic to see waiting
passengers
at
night.
Lighting also provides
added security for those
waiting at the stop, in
addition to illuminating
route
and
schedule
information for patrons.
•

Lighting can be provided by a nearby streetlight, lighting installed within the shelter, or a
stand‐alone light pole. Transit stops should either be located within 30 feet of an overhead
street light or include lighting within the shelter.

•

Lights installed within the shelter should be designed with appropriate brightness to
provide visibility, while not being so bright as to create a spotlight effect that makes it
difficult for waiting passengers to see outside.

SHELTER
Shelters offer a prominent and safe
protective waiting area for bus
passengers, traditionally including
informational signage about the bus
service or surrounding land uses.
Shelters protect transit riders from
the elements and help to identify
stop locations by defining a sense of
place along a roadway or at a transit
center.
Numerous suppliers provide offthe-shelf bus stop shelter designs.
The County also has a standard
design, which may be updated from
time to time. This is a minimum
standard and can be provided by
DTCI upon request.
•

Shelters should include at least two walls, a roof, seating, and a clear space for customers
using a wheelchair.

•

Bus shelters should provide a clear line of sight to approaching buses. Many shelter designs
incorporate glass or plastic walls in order to provide multiple lines of sight.

•

Bus shelters shall be a minimum of 16-feet in width in the Urban Policy Area and a
minimum of 12-feet in width elsewhere in the County. At existing or planned transfer
points, at stop locations central to activity centers, and at locations where high ridership is
anticipated, a minimum of 16-feet in width shall be required. All bus shelters will be
designed to include lighting, which may be on a motion detector or timer, and shall be
solar-powered as feasible.

WASTE AND RECYCLING
Bus stops, both those with and
without shelters, can offer both
trash and recycling receptacles
to help keep the stop area free
of debris, food scraps, or other
refuse generated by waiting
bus passengers on a daily basis.
•

Receptacles should be
durable, visible, and
placed
conveniently
without blocking major
pedestrian movements.

•

Bus stops that have a problem with litter and those in proximity to fast food establishments
should have trash receptacles.

•

Receptacles should be of a standard type, closed at the top to prevent rain, snow, or other
precipitation from entering, and easy for maintenance workers to access and empty.

•

Maintenance may be completed through a private maintenance agreement. Design should
be consistent for easy identification by travelers, but receptacles can be customized with
artwork or advertising specific to stop locations.

BICYCLE PARKING
Permanently and individually installed
bicycle racks provide an opportunity for bus
passengers arriving by bicycle to securely
park their bike during the length of their bus
trip. Groups of bicycle racks may be covered
and secured in lockers or a shelter with gated
access to provide an additional benefit to
long-term bicycle parkers by protecting
bicycles and related gear from weather or
theft.
•

Bicycle parking should be provided
at all park-and-ride lots and at
transfer stations.

•

Lockers should be clearly labeled as
bicycle parking and signs should be
posted with directions for use. Larger
bicycle parking stations can have vertical hanging racks and typically require a unique
maintenance plan and are often operated as a concession or contract service.

•

Sufficient spacing between racks enables a comfortable and intended fit of two bicycles to
each rack. To be consistent with the Association of Pedestrian and Bicycle Professionals
(APBP) Bicycle Parking Guidelines, racks aligned parallel to each other should be at least
36 inches apart. Those aligned end-to-end should be 96-inches apart. Racks perpendicular
to a wall must be at least 48-inches from the wall and at least 48-inches from the curb.
Racks parallel to a wall should be at least 36-inches from the wall and 24-inches from the
curb.

Additional Amenities
The following amenities will be considered as part of bus stop design but are not anticipated at all
stop locations at this time:

REAL TIME INFORMATION DISPLAYS
An electronic display
at bus stops showing
the
number
of
minutes until the
next arrival of each
operating bus route
at that very stop can
help improve the
passenger
experience.
Especially at stops
where bus route
frequencies are less
than every 10-15
minutes, knowledge
of how long a
passenger must wait
until the next bus is
important for rider comfort.
OFFBOARD FARE VENDING EQUIPMENT
At major bus stops and transfer stations, the installation of fare
payment/purchase equipment at bus stops can improve customer convenience
and service reliability by reducing on-board cash transactions and bus stop dwell
times. Off-board fare payment vending machines and associated instructional
signage typically require a 10’ by 10’ footprint for two machines and should be
semi-enclosed. The potential need for wired connections for power or
communications can restrict the number of potential deployment sites
PUBLICATION VENDING
Newspaper boxes and other literature vending machines can be an
added convenience to passengers and should be placed at locations
where there is a high level of pedestrian activity or bus ridership.
Corrals can be used to designate a location for newspaper boxes.
As with other bus stop elements, boxes should not obstruct
pedestrian movement and should comply with ADA requirements.
SECURITY CAMERAS
Bus stops and transit centers see large numbers of users
each day, not always under employee supervision. A
security surveillance system both on-board buses and at select
facilities can help to ensure a safe and secure environment for
customers and employees alike. Video surveillance also allows
the transit operator to monitor facilities remotely at any time of
the day and may have operational benefits from an
arrival/departure/loading time perspective.

Bus Stop Hierarchy
Resources for providing and improving passenger facilities must be prioritized in terms of what
improvements will be made and where they will be applied. The table below provides a guide for
the provision of the previously described bus stop elements for each class of bus stop.

Conceptual Ideas of Basic, Enhanced, and Transit Center Bus Stops

Note that the Park & Ride is not in and of itself a typology. The bus stop located proximate to any
size parking facility may be configured as a basic stop, an enhanced stop, or a transit center,
although anticipated high ridership at these locations are more likely to lend themselves to the
Transit Center category. Considerations on the choice of stop class should consider total daily
trips, number and type of routes serving the stop, and any the customer based served.

Bus Stop Element

Basic Stop Enhanced Stop Transit Center

Bus Stop Sign

Yes

Yes

Yes

Seating

Yes

Yes

Yes

Lighting

Yes

Yes

Yes

Shelter

No

Yes

Yes

Waste and Recycling

No

Yes

Yes

Bicycle Parking

No

Optional

Yes

Real-Time Information

No

No

Yes

Fare Vending Equipment No

No

Optional

Literature Vending

No

No

Optional

Security Cameras

No

No

Optional

Operational Network Features/Improvements
In addition to stops, there are improvements that can be made to the transit system through
management of travel lanes along identified transit corridors. These improvements attempt to
prioritize transit as a more efficient way to move more people through a transportation corridor,
understanding the people trips as being different than the traditional vehicle trips metric.
DEDICATED TRANSIT LANES
Dedicated transit lanes are used to prioritize and improve frequent bus services on busy streets.
Owing to the high passenger capacity of transit, a dedicated transit lane can drastically increase
the amount of people that can be transported along a corridor during the highest demand travel
periods. Since dedicated transit lanes encourage people to shift to transit, reducing vehicle demand,
they are an important part of maximizing the utility of the transportation system by making travel
faster, more reliable, and more enjoyable. Pavement markings, signage, and enforcement are
important to maintain the integrity of dedicated lanes.
Dedicated lanes can be located along the curb, which work best on streets with a parking lane that
can be designated as no parking during peak travel hours, few driveways, and limited right-turning
traffic. They can also be located within the median, operating in full-time dedicated lanes with
median islands for boarding. For short connections, they can use transit plazas that prohibit other
vehicle traffic and reserve the entire right of way for buses.
Transit lanes are used only on corridors where transit service is very frequent, ridership is high,
and traffic congestion significantly and routinely impedes transit operations. Transit lanes may be
permanent or time restricted—reserved for transit vehicles only at peak hours of the day and
permitted for other uses at other times. Transit lanes may also be considered for future
implementation where planned densities may result in the need for such facilities in the future.

Example of Dedicated Transit Lanes

SHARED TRANSIT LANES
A shared lane reserved for transit vehicles and bicyclists can provide improved accommodation
for both road users to maneuver together as transit vehicles start and stop along a corridor. Shared

lanes are appropriate on streets where bus headways are at most every five minutes, traffic speeds
are less than 30-miles per hour, bike volumes are not very high, and space constraints preclude
exclusive facilities for each mode. The shared lane is typically wider than a dedicated transit lane.
They should be located in the outermost lane adjacent to a curb to reduce conflict.

Example of Shared Transit Lanes

BUS QUEUE JUMP LANES
• A short bus lane located at the approach to a traffic signal allows buses to bypass waiting
traffic, significantly improving transit travel time. They are best used at congested
intersections on primary transit routes and where stops can be placed at the far-side of an
intersection. Space on the far side of an intersection should exist for the bus to reenter
traffic. Bus queue jumps may be:
•
•
•

Transit Exemption for Right-Turn Lanes: The bus queue jump lane shares space with a
right-turn lane, but transit vehicles are allowed to proceed straight through the intersection.
Shared Right-Turn/Bus Lane: The entire curbside lane is reserved for transit vehicles,
but drivers are allowed to enter the lane when approaching an intersection for right turns.
Advanced Stop Bar: The main stop bar is pushed back several car lengths and a transitonly or “right and transit” lane is placed along the curb at least two car lengths ahead of
the stop line, so that transit vehicle can pull ahead of other traffic.

Example of Bus Queue Jump Lanes

Maximum Allowable Walkshed Mode Shifts for Site Analysis
When evaluating the breakdown of transit trip generation, realistic assumptions should be made
by considering the type of available transit service nearby, the frequency of the service, the
distance to the service area, and the uses proposed. Mode shifts to transit may not exceed the
following rates subject urban orientation of the proposed use and the allowable mode shift rates
described below:
Transit Inner Core (Generally ¼ Mile or less from a Transit Center)
40% Rapid Transit | 25% Local Transit
Transit Outer Core (Generally ¼ Mile to ½ Mile from a Transit Center)
20% Rapid Transit | 10% Local Transit
Transit-Supportive Area (Generally ½ Mile to 1 Mile from a Transit Center)
5% Rapid Transit | 0% Local Transit
(These may be applied at the weighted rates for proposed developments as described below
based upon walkshed and transit service in the vicinity).
Retail Uses 100% of the allowable walkshed mode shift for all pedestrian-oriented retail uses.
Reductions may not be applied for any auto-oriented retail use, including drive-through

restaurants, drive-through banks, drive-through pharmacies, car washes, gas stations, automobile
service stations, or convenience stores (if fronted by gas pumps).
Commercial (Non-Retail) Uses 100% of the walkshed reduction for office uses, artistic studios,
educational institutions, research and development campuses, and technology campuses.
Reductions may not be applied for any auto-oriented or industrial/manufacturing use such as
warehouses, data centers, vehicle rental businesses, manufacturing, breweries (non-retail), and
moving/shipping/storage businesses, including any related office components.
Residential Uses 100% for the allowable walkshed mode shift for multi-family residential units
under 1,500 SF and urban single-family attached residential units under 1,800 SF; 80% for multifamily residential units over 1,500 SF and urban single-family attached residential units between
1,800 SF and 2,400 SF; 50% for single-family attached residential units over 2,400 SF and all
single-family detached residential units.

Chapter 4 – The Built Environment – Transportation and Land Use
Our collective desire to travel and explore is generated by our interest not in the journey, but the
destination. Without places to go, be they homes, businesses, schools, entertainment venues, or
recreational options, there would be no need for roads. Therefore, the demand for mobility and
access is dependent on the built environment, and he built environment has a substantial impact
on how the transportation system operates. Distances between uses, connectivity and integration
of places, building design, and environmental features can all impact how the traveling public
perceives a particular location. Addition, alteration, or removal of a seemingly trivial structure or
other feature, such as landscaping, signage, entryways, or windows may deeply impact the way
people feel about their safety and security in that areas, as well as about the aesthetic quality of the
environment.
If places are the reason people travel at all, the spaces between the places can impact experiences
just as significantly. Low speed roads may deter drivers, while high speed roads may deter cyclists
and pedestrians. Narrow, winding two-lane roads may fit perfectly in a rural environment, but feel
out of place and insufficient in a suburban environment. The transportation network connects
people to places within every part of Loudoun County, but to achieve planned connections while
supporting the goals and intended outcomes of the entire Comprehensive Plan, the context of the
built environment must be of paramount consideration. Therefore, design of the transportation
system must consider not only facilities needs but appropriate design for the surrounding planned
environment. This chapter provides policies to support the creation of a comprehensively
multimodal transportation system that accommodates all transportation modes with strong
consideration of enhancement opportunities in the Urban and Suburban Policy Areas, creation a
visual transition in the Transition Policy Area, preservation of the landscape in the Rural Policy
Area, and coordination and integration with Towns through the Joint Land Management Areas.
To accommodate travel options along every route to incorporate the needs of different users within
these differing contexts, this plan incorporates roads, sidewalks, bike lanes, asphalt trails, and
transit infrastructure policies to ensure that multimodal connectivity can be realized. Effective
implementation of a context-sensitive multimodal transportation system requires implementation
of several key planning principles to ensure that facilities are designed to fit the natural and built
environment in which they currently or are planned to exist. These principles include:
1. The development of local and regional street connections providing redundant routes and
multiple access options appropriate based upon the existing and planned environment.
2. Human-scaled connections to ensure that every system user has logical routes throughout the
area.
3. Design of roadways that accommodate drivers, cyclists, and pedestrians.
4. Amenities that encourage and provide adequate access to all travelers.
The following sections provide a framework for context-sensitive transportation system design for
the Urban, Suburban, Transition, and Rural Policy Areas, as well as for the Towns and Joint Land
Management Areas.

Urban Policy Area
The Urban Policy Area transportation network focuses on the concept of choices. If a
transportation network is designed appropriately, no resident, worker, or visitor to the area is
limited to a single transportation mode in order to travel, allowing for choice depending on
distance, weather conditions, trip purpose, or personal preference. For others, such as those who
are too young to drive, those who do not feel comfortable driving, those who cannot afford a
personal vehicle, or those who are unable to drive, multimodal systems provide safe and
dependable travel options to ensure convenient access to goods, services, employment
opportunities and entertainment.
Creating a Multimodal System
The Urban Policy Area plan and policies are critical because development of a multimodal system
cannot happen haphazardly or through piecemeal efforts. Just as a comprehensive street network
is necessary to allow cars and traffic to move efficiently, so are the networks intended for transit
riders, cyclists, and pedestrians necessary to encourage people to take advantages of these different
mode choices. This is comparable to a two-lane road with stop signs every block that intentionally
slows traffic, and is therefore not as preferable to drivers as a freeway. Transit, automobile, bicycle,
and pedestrian networks that account for the mobility needs of these different modal users are
required for each mode choice to be viable.
• For Automobiles, this means ensuring development of a system of higher-capacity
roadways in order to move traffic through and into the area.
•

For Transit Riders, this means identifying and building streets that feature elements to
support premium transit services, including frequent but practically-spaced transit stops, to
allow for direct routing and high-frequency transit services that provide logical connections
throughout the County and to the rest of the region via Metrorail.

•

For Cyclists, this means ensuring development of on-street bicycle lanes into a network
that serves bicycle commuters by providing higher speed, traffic-signal controlled routes
through the Urban Policy Area. Meanwhile, this also means developing a comprehensive
on- and off-road trail network that serves recreational cyclists.

•

For Pedestrians, this means completing a sidewalk system that provides continuous routes
along both sides of every street in the corridor for maximum mobility and access. It further
means providing sidewalks that are free of bicycles, delivery loading and unloading, and
limits the frequency of driveways to provide limited interruptions and conflict points in the
pedestrian network.

Urban Policy Area – Built Environment
General policies for these facilities are outlined below. Chapter 3 of the Countywide
Transportation Plan provides specific descriptions of the street section typology for each roadway
identified in the plan. Along planned limited access roadways, trail systems along parallel
roadways have been incorporated into the plan to provide non-motorized access in these corridors.

Urban Area Built Environment Policies
4-1.1 Multimodal Design Every street within the Urban Policy Area will include design
elements for vehicles, pedestrians, and bicycles to ensure multimodality. These elements
should incorporate all prominent modes, including:
•

Bicycling through on-street bike lanes, trails, and shared travel lanes

•

Walking through sidewalks and jogging paths

•

Driving and Riding Transit through innovative street designs

•

Modal Transfers through bicycle parking, transit shelters, and transit stations

4-1.2 Block Size Small urban block sizes are a critical component to maximizing access and
walkability. Development in the Urban Policy Area will provide connected internal streets
(including Local Streets, Avenues, Boulevards, and Multimodal Through Corridors) placed
at an interval of no more 660 feet (1/8th mile). This interval is not inclusive of alleyways
or service roads. Exceptions for interruptions to the street grid, resulting in a Superblock
(a block larger than 660 feet by 660 feet), shall be allowed where necessary to provide for
public parks, public facilities, cultural institutions, or other uses deemed appropriate by the
County requiring a large uninterrupted swath of land, or where natural and fixed manmade
features (e.g., floodplains, bridges, utility substations) would not permit development of an
optimally-connected network. Where feasible, pedestrian connections through this
Superblock shall be provided to ensure ample pedestrian connectivity.
4-1.3 Off-Street Parking Areas Parking lots should be oriented to the rear of buildings to ensure
safe and convenient access to Boulevards and Avenues for pedestrians and cyclists in order
that conflicts with vehicle drive aisles are reasonably minimized.
4-1.4 Inter-parcel Connectivity New, expanded, or significantly renovated development plans
will seek to maximize the number of logical street connections to adjacent properties and
to CTP roadways for all modes so that seamless connectivity can be achieved between
developments. Development proposals in the Urban Policy Area shall provide for or
reserve inter-parcel connections meeting the block criteria above to both undeveloped and
underdeveloped adjacent sites so that future developments may connect seamlessly into the
proposed development in accordance with land use policies of this plan.
4-1.5 Landscaped Buffers The buffer area between sidewalks and roadways is an important
element of transportation system design. Buffer widths should depend on the speed of a
roadway and the character of the surrounding development and will conform to VDOT
Design Guidelines.
4-1.6 Street and Driveway Alignments As feasible, streets and driveways shall be constructed
to align with existing streets and driveways in order to facilitate development of a grid of
streets.

4-1.7 Connectivity Land development applications will include connected and unified road,
bicycle, and pedestrian networks where feasible in order to promote connectivity within a
development and between neighboring developments.
4-1.8 Public Roads Internal roads within a development site shall be public, unless meeting the
definition of alleys or service roads. Public Roads shall be designed to meet the standards
of VDOT Road Design Manual Appendix B (2) and DRPT Multimodal System Design
Guidelines.
4-1.9 Meeting the Intent of the Typology Development applicants will define how the proposed
roadways within the proposed development meet the intent of either a commuter route,
commercial mixed-use street, residential street, or industrial street, and demonstrate
compliance with the policies and sections for each roadway.
4-1.10 Pedestrian Corridors All Multimodal Through Corridors, Boulevards, and Avenues
shown in this plan shall be considered pedestrian corridors. In order to maintain the
integrity of these corridors, service uses such as loading docks and trash collection should
face service driveways internal to the site. Service driveways and parking lots shall not
be placed immediately parallel to pedestrian corridors, unless it can be demonstrated that
the proposed layout enhances or complements the pedestrian streetscape.
4-1.11 Planned Roadways, Sidewalks, and Trails Any roadway or trail indicated within this
plan shall be constructed in the location shown on this plan as described in this plan,
whether built by the County or as part of a land development application.
4-1.12 Plan Coordination Transportation Improvements in the Urban Policy Area will meet the
policies and intent of this document as well as other policies of the Comprehensive Plan.
Urban Policy Area Roadway Network
The transportation network established herein seeks to meet all of the objectives described above,
creating a regional grid to facilitate the development of an urban grid of local streets throughout.
Corridors run generally east-west or north-south, providing multiple redundant travel ways
through the area. This allows traffic to divide onto parallel roads, similar to the County’s
transportation system plan for other parts of the County. This plan also includes several new
components in regard to transportation. Roads are more specifically defined to ensure coordination
with all modes. This allows for creation of a network that serves drivers, cyclists, walkers, and
transit riders all within the same system. This network allows developments to retain and create
their own identities, while ensuring that development can be designed to fit seamlessly into the
greater network. This network features high-speed highways and low-speed local streets,
recognizing the importance of each type of roadway in the overall network, and integrates access
to Metrorail as a key component of the overall concept.
The Urban Policy Area road network provides ample mobility and access for drivers, transit users,
cyclists, and pedestrians, regardless of age or ability. The transportation network provides for true
mode choice, ensuring that users are not limited in the options, whether they choose to drive a
personal vehicle, ride transit, ride a bicycle, or walk. The Urban Policy Area transportation network
facilitates the development of the envisioned high-density urban environment detailed within this

plan, and improves and increases connectivity to places throughout Northern Virginia and the
region for people throughout Loudoun County.
In a suburban roadway network, grid connectivity is replaced by funneling traffic onto arterial
roadways. Traffic in a traditional suburban subdivisions travel along local roads, funneling to one
or two entrances along collector roads. From there, traffic funnels from the collector onto an
arterial with traffic from other subdivisions. This system therefore requires wide collector roads
and even wider arterial roads to act as the ribs and spine of the network, respectively. An urban
network, comparatively, has several sets of ribs and spines, more evenly dispersing traffic through
the network and allowing for more direct travel routes.
Urban multimodal streets feature many elements already found in Loudoun County. In the Urban
Policy Area, these elements include:
• Parallel Roads With redundant travel options, multiple routes allow travelers to disperse
more evenly and efficiently throughout the system.
•

Frequent Intersections Long blocks limit pedestrian access and opportunities to reach key
corridors. Human-scaled block sizes ensure greater mobility for all system users.

•

Crosswalks and Midblock Crossings While traveling an additional ¼ mile during a trip
may be nearly imperceptible when driving, pedestrians travel approximately three miles
per hour. This means that if someone wants to get across the street and the nearest crossing
is ¼ mile in either direction, that person has to travel an additional 10 minutes simply to
complete this crossing. Therefore, frequent and well-marked crosswalks make a
substantial difference for pedestrians. Along main streets, midblock crossings should also
be considered for additional convenience.

•

Sidewalks Wide sidewalks facilitate pedestrian activity and make streets welcoming to
pedestrians. On slower streets, sidewalks may be built adjacent to the curb, while on
higher-speed roadways, a buffer area may be appropriate.

•

Bike Lanes These striped bike-only zones create a safe and dependable route for cyclists,
not blocked by pedestrians and not sharing the travel lane with cars. They encourage
bicycle commutes and increase comfort for cyclists and drivers.

•

Transit Shelters Enhanced transit shelters are critical in making transit a choice mode
during the heat of the summer, cold of the winter, and in the evening. These shelters can
include information such as schedules, live next bus screens, and provide access for all
users, including those with physical disabilities. By placing shelters between the sidewalk
and the street, transit users can move seamlessly from the shelter onto the bus without
conflicting with pedestrians or being exposed to the elements.

DRPT Definitions and Concepts
In 2013, the Virginia Department of Rail and Public Transportation (DRPT) released the
Multimodal System Design Guidelines, which provide a transportation system design manual
alternative to the Virginia Department of Transportation’s (VDOT) Road Design Manual. In order
to permit these guidelines to be applied in certain areas, VDOT amended its Road Design Manual
in 2014, adding Appendix B (2), which includes guidelines for implementation of the DRPT
standards within a designated urban area. In order to facilitate the County’s visions of the Urban

Policy Area as an urban, multimodal center, the County has incorporated these guidelines into the
plans within this document.
Streets within the Urban Policy Area will be identified by a hierarchy as defined by the Virginia
Department of Rail and Public Transportation. Descriptions of roadway typologies as defined in
the DRPT Multimodal System Design Guidelines are provided below:
Multimodal Through Corridor
The Multimodal Through Corridor (MTC) is a higher speed corridor that connects multiple activity
centers. It is intended for longer distance, higher speed automobile, bus, or rail travel and ideally
has limited at-grade intersections with other roadway types. MTCs are good candidates for high
speed commuter transit having few impediments to traffic flow. Higher speeds limit pedestrian
and bicycle modes and hence the corridor design should provide separated facilities for these
modes if they are needed. The design of the adjacent buildings should be oriented away from
MTCs and towards place-making corridors on the other side of the buildings, providing more
desirable pedestrian facilities and pedestrian-oriented land uses on the place-making corridors,
while still accommodating pedestrian travel along the MTCs. Design speeds for MTCs range from
35 to 55 mph.
Transit Boulevard
The Transit Boulevard is the highest capacity and most transit supportive Multimodal Corridor in
the typology. It would typically only be found in dense urban centers that have sufficient density
and market for premium transit. A Transit Boulevard is a multi-lane and multimodal boulevard
with a dedicated lane or right-of-way for transit. Transit technologies could be bus service with a
bus only lane (BRT or express bus), light rail, or other transit technologies with a separate rightof-way. Other transit types that share lanes with general traffic, such as streetcar or local bus
service, could be accommodated on a Boulevard, Major Avenue, or Avenue, but the dedicated
transit-only right-of-way defines the Transit Boulevard corridor type. Design speeds for Transit
Boulevards range from 30 to 35 mph.
Boulevard
A Boulevard is the corridor type of highest multimodal capacity that accommodates multiple
motorized and non-motorized modes. Boulevards allow for higher traffic volumes and greater
efficiency of vehicular movements than Major Avenues, Avenues, and Local Streets, and typically
have four to six lanes of traffic but may be up to eight lanes in particularly dense centers, such as
Tysons (in Fairfax County). Boulevards provide safe and convenient pedestrian and bicycle access
to adjacent land uses. Boulevards feature a median, landscaped amenity elements, street trees, and
wider sidewalks. Design speeds for Boulevards range from 30 to 35 mph.
Major Avenue
Major Avenues contain the highest density of destinations, intensity of activity, and mix of modes.
Because of the close proximity of destinations, pedestrians and street activity are common on
Major Avenues. Major Avenues have wide sidewalks to accommodate high numbers of
pedestrians and a variety of outdoor activities, including sidewalk cafes, kiosks, vendors, and other
street activities. Major Avenues can be areas of high transit ridership for local bus routes. Traffic
is low speed and localized. Due to the intensity of destinations, longer regional trips do not use
Major Avenues; rather such trips would typically utilize Boulevards or Multimodal Through
Corridors. Autos and buses on Major Avenues travel at slow speeds because pedestrian crossings

and on-road bicyclists are frequent. Major Avenues typically have four or fewer lanes for motor
vehicle travel while providing adequate facilities for bicycling and typically providing roadway
space dedicated to on-street parking. Design speeds for Major Avenues range from 30 to 35 mph.
Avenue
Avenues provide a balance between access to the businesses and residences that front upon them
and the collection of vehicular and pedestrian traffic. While having fewer destinations than Major
Avenues, pedestrian and bicycle activity is very common, as Avenues serve as critical links in the
non-motorized network. Avenues are low speed roadways that facilitate shorter trips, but still
contain a fair amount of destinations. Avenues typically have three travel lanes or fewer, and do
not exceed four lanes. Avenues may have roadway space dedicated for on-street parking and
provide adequate bicycle facilities. Avenues have a 25-30 mph design speed.
Local Street
Local Streets see the lowest amount of activity and have the slowest speeds and the highest access.
Bicyclists typically can share the road with autos, because speeds are slow and auto traffic is
sparse, although they have separate sidewalks and trails for pedestrian accommodation. Local
Streets are primarily in more residential areas and are intended to serve only trips that originate or
end along them. They connect to Avenues, Boulevards or Major Avenues, funneling longer trips
to these higher capacity corridor types. Local Streets are characterized by slow design speeds,
wider setbacks; they may not have lane striping and emphasize on-street parking. Local Streets
have a 25 mph design speed.
Roadway Features
Good design for the multimodal transportation system in the Urban Policy Area needs to integrate
all of the modal demands outlined above. Therefore, consideration of design standards, traffic
controls, roundabouts, and other traffic operations and traffic calming measures must be
considered in relation to their impacts to each of the modes desired along the corridor. The
decisions made in pursuit of these goals will impact traffic patterns, development potential and
design, and mode splits for the transportation system through the area.
While it is commonly understood that the number of travel lanes on a roadway determines roadway
capacity, the width of those lanes can have a significant impact as well. Lane width impacts travel
speed, and pedestrian crossing distance. For example, on a four-lane median-divided roadway,
suburban standards can call for the two-lane section in each direction to be 27 feet from curb to
curb, exclusive of turn lanes. Comparatively, in a more urban environment, that width could be
limited to 22 feet. While this difference may seem minimal to drivers, it can make a significant
difference for pedestrians.
On-street parking is another factor that can help drivers find parking easily and can slow traffic,
make drivers more aware of bicyclists, and protect pedestrians. This is because the cars parked
next to the roadway make drivers in the right-lane more cognizant of the potential for movement
on their right side, thereby making them more aware of bicyclists. Further, it provides a physical
barrier between the roadway and the sidewalk, separating pedestrians from vehicle traffic.
Multimodal streets can serve the needs of drivers, transit uses, cyclists, and walkers all at the same
time. The pictures below demonstrate designs conducive to a multimodal environment, such as
pedestrian refuges at wide crossings that provide pedestrians a safe place to wait if they cannot
make it all the way across the street, and peak hour bus/HOV lanes can encourage transit ridership
and carpooling when congestion is heaviest, removing single-occupancy vehicle trips from the

road. Meanwhile, in order to protect the pedestrian-oriented character of local streets, traffic
calming measures integrated into street design, such as roundabouts, road diets, chicanes, and
raised crosswalks can create an environment where traffic feels the need to travel at slower speeds.
These are preferable to other types of retrofits, such as speed bumps, median dividers, and
retrofitted cul-de-sacs, which breakup neighborhoods and reduce accessibility and mobility.
Roadway System Policies
4-1.13 DRPT Implementation All roadways within the Urban Policy Area will be built or
redesigned in accordance with VDOT Road Design Manual Appendix B (2) and DRPT
Multimodal System Design Guideline standards and policies and descriptions provided in
this plan. Streets internal to a development site should be classified as local secondary
roads (VDOT Functional Classification) and local streets (DRPT Multimodal System
Classification).
4-1.14 Design to Meet the Typology Based upon the DRPT Multimodal System Design
Guidelines, roadways within the Urban Policy Area will be defined according to the DRPT
Multimodal System Classification. The descriptions provided below are derived from the
DRPT Multimodal System Design Guidelines as they are intended to be applied within the
Urban Policy Area:
4-1.15 Grid of Streets Streets within the Urban Policy Area will be developed in a grid pattern
corresponding to the alignment of at least one Avenue or Boulevard adjacent to or within
the site, or to an existing grid of local streets immediately adjacent to the site.
4-1.16 Connectivity Road and pedestrian connectivity will be maximized within the Urban Policy
Area through connections between Local Streets, Avenues, and Boulevards at regular
intervals, and sidewalks along all public and private streets and commercial driveways.
4-1.17 Roadway Widths Streets shall be designed to minimum widths required by the standards
of the Virginia Department of Transportation, in accordance with an appropriate
multimodal street section type approved with this document.
4-1.18 Curb Radii Corners at intersections along Boulevards, Avenues, and Local Streets in the
Urban Policy Area shall be designed to shorten the crossing distance for pedestrians and
slow turning traffic in order to increase safety for all system users. Corners at the
intersection of two Multimodal Through Corridors shall be designed to facilitate both
traffic flow and pedestrian safety.
4-1.19 Turn Lanes Turns lanes will be provided along Multimodal Through Corridors. Turn
lanes will be provided along Boulevards, Avenues, and along commercial driveways only
where warranted and needed for safety. Turn lanes are prohibited along local streets as
defined in this plan. Free-flow turn lanes are prohibited to or from Boulevards, Avenues,
or Local Streets. Dual left-turn lanes are prohibited along Avenues, and Local Streets.
Dual left-turn lanes are permitted on Boulevards only at intersections with Multimodal
Through Corridors.
4-1.20 Cul-de-Sacs Cul-de-sacs and dead-end streets are prohibited in the Urban Policy Area,
except where specific environmental constraints, road design minimum standards, or

public amenities exist that would prohibit a connection, and reasonable development
alternatives are not feasible. Service driveways and parking access driveways are not
subject to this policy.
4-1.21 On-Street Parking On-street parallel parking shall be provided where feasible along all
Avenues and is encouraged along all Boulevards in commercial, industrial, and residential
districts, except where the proposed adjacent use will generate minimal travel and occupies
an area greater than 660 feet in length. On-street parking will be clearly striped and
indicated by signage along the street. On-street parking is recommended along local streets
in commercial, industrial, and residential districts. Angled or perpendicular on-street
parking spaces are prohibited along all public and private streets within the Urban Policy
Area.
4-1.22 Lane Striping Roadway lanes should be striped at a width appropriate to the DRPT
Multimodal System classification, even if they have a wider curb-to-curb width.
4-1.23 Traffic Controls All intersections within the Urban Policy Area shall include traffic
control signs or signals so as to clearly indicate right-of-way for all system users.
4-1.24 Roundabouts Roundabouts should be considered as an alternative to traffic signals and
stop controls along Avenues and Local Streets, particularly at entrance gateways to
commercial or residential districts. Roundabouts are not preferred along Transit Corridors.
4-1.25 Traffic Calming on Boulevards and Avenues Boulevards and Avenues shall be designed
to permit traffic to operate efficiently at speeds appropriate for the area. As such, measures
should be taken during the initial design phase to incorporate elements that will provide a
safe environment for all users. On-street parking, roundabouts, textured crosswalks, curb
extensions, median islands, and pavement markings that indicate a reduced travel-way
width should be incorporated into land development and construction plans.
4-1.26 Traffic Calming on Local Streets Local streets should be designed to prioritize
pedestrians. As such, raised crosswalks and intersections, miniature roundabouts, striped
chicanes with parking bays, and curb extensions should be employed to maintain
appropriate vehicular traffic speeds and provide for safe pedestrian crossings.
Urban Policy Area Bicycle and Pedestrian Transportation
Often paired, cycling and walking are two distinctive transportation options that can be made
possible with incorporation of infrastructure to support these travel modes. Generally, people will
choose cycling or walking for shorter trips as well as for recreation. In the Urban Policy Area, the
development patterns outlined in Chapter 3 of this document support walking and cycling by
establishing a mix of uses, residential density to support these uses, and street design elements to
make these non-motorized modes not only an option, but a preferable alternative to driving or
taking transit. A bicyclist and pedestrian-friendly development pattern may also help to remove
potential vehicle trips from the roadway as people may choose to shop locally and seek
employment locally, rather than driving to these destinations and adding cars to the area’s
roadways. Below is a discussion of how to facilitate development that considers accommodations
for bicyclists and pedestrians.

Bicycle mobility is important for the success of the Urban Policy Area. Cycling has become a
primary mode of travel in urban areas throughout the United States, allowing for short- to mediumrange trips with no per-mile transportation cost to the commuter. A multimodal urban center must
accommodate bicycles in a safe and inviting manner through buffered, connected, and logical bike
lanes, and ample bicycle parking. The proliferation of bicycles is possible when safe, convenient,
and abundant networks are put into place to provide real mobility. A comprehensive network will
not only lead to a significant increase in bicycling for commutes and errands, but these trips
directly reduce automobile trips and help to alleviate vehicular congestion on roads by making
these other modes of travel more feasible. This will also ease demand for limited parking spaces,
which are costly to construct and maintain in an urban environment where land values are high.
The more comprehensive the bicycle network, the exponentially greater the impact. In many
American cities, investments in bicycling infrastructure has helped to draw young professionals
and dynamic businesses, further growing their local economies.
For commuter cyclists, real mobility exists when a combination of shared low-speed travel lanes,
dedicated bicycle lanes on medium-speed roadways, and buffered bike lanes on higher-speed
roadways are provided in a complete and practical form to create a network that caters to commuter
cyclists. This plan includes a detailed plan for on-road bicycle lanes in the Urban Policy Area,
with an overall goal of creating a bicycle-friendly environment for residents, workers, and visitors.
On-road bicycle facilities exist in many form based upon the roadway characteristics. On lowspeed local roads, bicycles may be able to safely share the travel lanes with vehicles. To facilitate
this multimodal operation, signage, such as “Share the Road” signs, and striping, such as
“Sharrow” markings can be used to alert drivers to the presence of cyclists. On slightly more
prominent roads with more traffic, striped bike lanes, which create an additional, narrow travel
lane intended only for bicycles, may be suitable. Often, these types of lanes are best located on
streets with moderate traffic speeds, where other moderate-speed elements, such as on-street
parking and frequent pedestrian crossings can be accommodated. For higher-speed roads,
providing a dedicated bicycle lane is crucial, as is ensuring its separation from vehicular traffic.
This can be accomplished by adding a striped-out area between the bike lane and the vehicle lane,
providing a buffer between modes. This buffered bike lane helps ensure that errant drivers and
cyclists will be less likely to cross paths, just as a highway shoulder helps ensure that errant drivers
have some ability to regain control of a vehicle before departing the roadway altogether. On the
highest-speed roads, however, accommodating cyclists in a safe and comfortable manner on the
roadway may not be possible. While regular cyclists tend to prefer the roadway where traffic is of
a low-to-moderate speed (35 MPH or under), higher speed corridors are often incompatible with
on-road bicycling, instead requiring a trail adjacent to the roadway. In these cases, it becomes
critical that the trail is arranged to accommodate cyclists, limiting tight curves and providing clear
sightlines for safety.
Off-road trails can further improve this network, with well-placed and well-designed paths
providing an additional layer of connectivity for cyclists. This, however, depends on these trails
becoming an integrated part of the network, with adequate space for cyclists and pedestrians,
manageable curves, protected roadway crossings, and frequent, bicycle-friendly access points.
These trails can serve a dual purpose: providing commuter routes during weekday peak travel
periods while providing recreational opportunities during early-mornings, evenings, and

weekends. In order to facilitate demand for these trails for either use, it is critical that these
pathways are pleasant, with good maintenance and natural features, and safe, with adequate
sightlines, trail markings, and wayfinding. This plan includes a detailed plan for off-road trails in
the Urban Policy Area in order to create commuting routes and family-friendly amenities that serve
to promote and enliven the outdoor environment. While road-adjacent trails can also provide
useful connectivity along major corridors outside of the development core, they are not appropriate
in high-density urban areas due to the pedestrian activity in these locations. As such, in these
areas, sidewalks and on-road bicycling are more compatible with the Urban Policy Area’s mobility
and development goals.
Asphalt trails, or shared-use paths, in the Urban Policy Area serve two important and distinct
purposes. They provide recreational opportunities through their role as linear parks, allowing
families to ride bicycles together or hike through nature, and allowing opportunities to experience
a natural environment interwoven into one that is markedly urban. However, they are also a key
component of a multimodal transportation system. While a trail may serve as a recreational
amenity on Saturday afternoon, come Monday morning, it can also become a commuting route for
those walking or riding a bicycle to work. Loudoun County already has a transportation corridor
of this nature: the Washington & Old Dominion Regional Park Trail. Well used by commuters and
leisurely travelers alike, this route is often over-capacity, with pedestrians, joggers, recreational
cyclists, and commuter cyclists all in conflict with one another. The popularity of this facility
speaks to the need for more trail systems in the County, as well as to the importance of these trails
not only as parks but as part of the transportation system.
Bicycle Amenities
An important part of a comprehensive bicycle network, stationary amenities such as bicycle
parking are necessary components of a complete system. Similar to a road network without traffic
signals or adequate parking, a good bicycle network requires quality bicycle parking, including
bike racks and bike storage that are provided with a high level of access to major destinations.
Additionally, with a complete network comes opportunities for services such as bike share,
allowing tourists and workers access to bicycles away from their homes, and providing
opportunities for “last mile” travel, so that people living or working within bicycling distance –
but not walking distance – of a transit center can reach their destinations without requiring a
personal vehicle or waiting for the bus.
Comprehensive Vision for Bicycling
Creating a comprehensive bicycle network means developing a system that serves bicycle
commuters, those shopping and making local trips by bicycle, and those cycling for recreation
and/or exercise. The network proposed within this plan provides ample options for all of these
users, ensuring travel options for current and future residents, workers, and visitors.
Pedestrian Connectivity
A comprehensively connected pedestrian network is integral to the success of the Urban Policy
Area. The promise and economic success of the Urban Policy Area is dependent on providing an
inviting, accommodating, and safe environment, encouraging pedestrian activity within the urban
core. Pedestrians are not only a critical transportation component, but also act as a magnet,

attracting economic growth and development. Achieving the goals of a walkable and vibrant urban
center is only possible with human-scaled transportation system development, including street
sections at a scale narrow enough for all pedestrians to cross comfortably with elements such as
curb extensions to shorten crossing distances, crosswalks at frequent intervals, direct routes
between key destinations within the urban center, and grade separation where pedestrian and/or
vehicular traffic volumes and/or road widths make at-grade crossings impractical.
Pedestrians depend on many factors to make travel comfortable and easy. Like roadways,
sidewalks that are too narrow may feel constricted, especially if located along a wide roadway or
tall buildings. Also like roadways, wider sidewalks can encourage pedestrian activity, as the
sidewalks become more accommodating to large groups and conversations. Human-scaled
transportation elements also include analysis and consideration focused on the pedestrian
experience. A mile-long journey that may take 4 minutes for a driver in a climate-controlled
vehicle within a moderately-dense environment takes approximately 20 minutes for a pedestrian
in the elements, assuming a safe and direct pathway is available. Therefore, considering the needs
of pedestrians means thinking at a pedestrian scale, understanding that a short travel distance for
a driver may be significant for a pedestrian, and that the amenities offered by a personal vehicle
cannot be provided in the same way for a pedestrian. Therefore, improving conditions for
pedestrian travel must be accommodated in other ways, such as creation of an attractive
streetscape, development of awnings and inlets to provide temporary shelter, provision of benches
and tree for sitting and shade, and allotment crosswalks, signs, and signals that can ensure safe
interaction with vehicular travel ways.
The most prominent conflict for pedestrians in a suburban environment is often the barrier of wide
and intimidating roadways that can feature up to 150-foot wide crossing distances. That distance
requires more than 30 seconds for a typical pedestrian to cross, and far longer than that if the
pedestrian is unable to move at a rapid pace.
Additionally, these types of roadway promote automobile travel, with drivers often unprepared for
the presence of pedestrians, making collisions between vehicles and pedestrians, especially when
vehicles are turning, particularly common. While ground-level pedestrian activity is always
preferred, and visually-appealing crosswalks are encouraged, high-volume, wide thoroughfares
may require more extensive crossing infrastructure, including grade-separation, in order to ensure
that system users, including children, senior citizens, and disabled individuals can cross safely.
The vision for the Urban Policy Area is a highly-connected pedestrian-friendly network that
supports and encourages pedestrian activity and makes walking a preferred mode of travel. This
can be achieved through construction of a comprehensive system, development of pedestrianoriented neighborhoods, and a focus on pedestrian nodes.
Bicycle and Pedestrian Connectivity Policies
4-1.27 Bicycle Lanes Marked on-street bike lanes (minimum 5 feet in width) shall be provided
where called for by the Bicycle Facilities Plan. On roads with speed limits of 30+ MPH or
roads with at least four through travel lanes, bicycle lanes shall be buffered from traffic by
striping at least 3 additional feet in width. Buffer zones are recommended, but not required,

where on-street parking spaces are provided adjacent to the bicycle lanes as they help
provide additional space between both open doors from parked cars and moving traffic.
4-1.28 Trails Off-street asphalt trails shall be constructed in accordance with the Urban Policy
Area Trails Plan. Where parallel and adjacent to a roadway, these trails shall be at least 10
feet in width and shall provide a direct route (without overly meandering deviations) to
allow for moderate bicycle speeds. Where routed independently from a roadway, the trails
shall be at least 16 feet in width and feature a separating stripe down the center of the path
to indicate the bi-directional nature of the trail.
4-1.29 Intersection Crossings At intersections, curb ramps shall be placed in the direction of the
bicycle path to facilitate through movements. Where both sidewalks and trails intersect
with a roadway in the same direction, separate crosswalks should be marked for trail users
(bicyclists) and for those on the sidewalk (pedestrians), as permitted by VDOT.
4-1.30 Trail Construction Development proposals shall include construction of trails, or at
minimum, reservation or dedication of trail easements where indicated by the plan. Unless
specifically indicated otherwise by the plan, all trails shall be paved for ease of use and
access for all system users. Trails included in the Bicycle Facilities Plan shall include a
public access easement along their entire length or be dedicated to the County as a linear
park in order to ensure public right of access along throughout the trail network.
4-1.31 Dedicated Roadway Crossings For roadway crossings as part of the off-road trail
network, the County shall seek public and private opportunities to construct gradeseparated crossings. As an interim condition, traffic signals may be sought to provide a
safe crossing of roadways with four or more vehicular travel lanes.
4-1.32 Bicycles on Roadways without Bicycle Lanes and Trails On two-lane Avenues and
Local Streets without on-street bicycle lanes or adjacent trails, travel lanes shall be
designed for use by vehicles and bicycles through pavement markings and/or “Share the
Road” signs to convey awareness of the presence of bicyclists in the vehicular travel lanes.
4-1.33 Bicycle Parking Secure bicycle parking (bike racks) for at least four bicycles shall be
provided at average intervals of once every 660 feet (1/8th of a mile) within commercial
districts and once every 1,320 feet (1/4th of a mile) within residential districts. Bicycle
parking will be provided in public parks and near primary entrances to public facilities.
4-1.34 On-Site Bicycle Facilities Secure bicycle rooms are encouraged within high-density
residential and commercial buildings proposed within the Urban Policy Area to encourage
bicycling among residents and employees.
4-1.35 Bicycle and Pedestrian Connectivity Plan Land development applications within the
Urban Policy Area shall demonstrate conformance with the Urban Policy Area Bicycle and
Pedestrian Plans and, for legislative applications, shall include a bicycle and pedestrian
connectivity plan, clearly indicating on-road and off-road mobility options proposed with
the application.

4-1.36 Sidewalks Minimum eight-foot sidewalks are required along both sides of all Multimodal
Through Corridors, Boulevards, and Avenues, and are encouraged along all Local Streets,
within the Urban Policy Area, regardless of use or location, except where specific
provisions are described for the roadway in Chapter 3 of this plan. Minimum six-foot wide
sidewalks are required along both sides of any Local Street in the Urban Policy Area,
regardless of use or location.
4-1.37 At-Grade Pedestrian Crossings Safe pedestrian crossings shall be incorporated into all
intersections within the Urban Policy Area for all pedestrian approaches.
4-1.38 Grade-Separated Pedestrian Crossings Grade-separated crossings may be provided in
lieu of an at-grade crossing if such a crossing meets the grade-level sidewalk within 660
feet (1/8th of a mile) of the subject intersection. Grade-separated crossings are preferred to
connect dense developments on either side of Multimodal Through Corridors and other
higher-speed and wide roadways where the street typology is not conducive to a pedestrian
environment.
4-1.39 Crossing Accessibility and Safety Grade-separated and at-grade pedestrian crossings
shall be fully-accessible for all users, complying with all local, state, and federal
regulations, and shall be, at minimum, 16 feet in width. Tunneled and skyway crossings
shall include lighting throughout for pedestrian safety and clear sightlines from end to end,
including at approaches. Signing shall be provided directing pedestrians and cyclists to
use the grade-separated crossing in order to reach the opposite side of the roadway.
Pedestrian refuge islands should be considered for at-grade crossings of wider roads where
space allows.
4-1.40 Pedestrian walkability In order to maximize pedestrian access and mobility, pedestrian
networks should provide direct routes to major destinations within the grid, as possible.
When trip reductions are applied as part of traffic study for a development application,
transit walksheds are required to provide a high-level of pedestrian access in coordination
with plan policies.
4-1.41 Curb extensions In order to narrow the travel width of an intersection, curb extensions
should be constructed at all crossings along streets with on-street parking, unless a rightturn lane is required per policy at the intersection.
4-1.42 Crosswalks Crosswalks shall be provided at all intersections within the Urban Policy Area.
Crosswalks shall be provided along avenues and boulevards a least once every 1,320 feet
(1/4th of a mile), shall be designed to VDOT standards, and shall include appropriate
signage and/or signaling to alert drivers to presence of pedestrians. Along Multimodal
Through Corridors, Boulevards, and Avenues, crosswalks will be marked in an enhanced
style, such as Solid, Continental, Zebra, Ladder, or another similar style acceptable by
VDOT that provides a highly visible indication of the potential for pedestrians to be
crossing at that location.

Urban Policy Area Transit Infrastructure
A critical element of an urban area, public transportation serves as most efficient way to move
people along popular commuter routes and between activity centers. This is because far more
people can be transported comfortably in a railcar or bus than in a personal vehicle and no
dedicated space is needed to park that transit vehicle. Within the Urban Policy Area, transit
services are planned to include Metrorail, commuter, limited-stop, express, and local buses, and
shuttles and circulators. Together, these services provide accessibility, convenient, and affordable
access for people both inside and outside of Loudoun County.
Metrorail
Transit service in the Urban Policy Area is centered around Metrorail. The Dulles Corridor
Metrorail Project (Silver Line) will include stations at Ashburn, Loudoun Gateway, and Dulles
Airport in Loudoun County and Innovation Center in Fairfax County on the Loudoun County
border with frequent service to the commercial centers at Herndon, Reston, Tysons, Arlington, and
Washington, DC. Though not part of the current project, the Town of Leesburg envisions in its
Town Plan an extension of Metrorail to Leesburg, following the Dulles Greenway corridor. With
the arrival of Metrorail service to Loudoun County, existing bus transit service will be altered to
serve changing commuter patterns.
Countywide (local and express) Transit Network
Metrorail is complemented by a comprehensive and dependable local fixed-route bus service
connecting people to places throughout Loudoun County. To create and enhance a high-quality
transit system, frequent, fast, and dependable service, as well as clean and comfortable vehicles
and stops are provided. These routes run both express service to important locations throughout
the County and more locally to neighborhoods and communities. Within the Urban Policy Area, a
limited number of routings between the Metrorail stations and the fringes of the Urban Policy Area
will increase service on key roadways and provide opportunities for easy transfers. Every local bus
route provides access to a Metrorail station or a Transit Center. Optimal service for local fixedroute bus services are at least every 15 minutes in the peak periods, with, at minimum, 30 minutes
in the off-peak. Fares should be commensurate with surrounding jurisdictions, and discounts for
transfers to/from Metrorail should be studied.
Several major corridors within the Urban Policy Area are designated as Transit Corridors. These
streets will serve as the primary routes for the countywide transit network through the Urban Policy
Area, providing efficient and logical routes between locations throughout the County and the
Metrorail Stations. Located primarily along four-lane roads, these streets are designed to facilitate
travel of transit and private vehicles alike. In order to facilitate dependable and logical transit
routes, stop locations will be placed strategically at key locations along the corridor, at distances
that provide access to the surrounding area without unnecessarily frequent and underutilized stops.
Bus stop locations should face the Transit Corridor when possible, rather than an intersecting or
adjacent street, to provide dependability and clarity of route to riders. For this system to function
properly, it is also crucial that bus stops on either side of a Transit Corridor are located at the same
intersection so that riders may depart and alight a transit vehicle at the same approximate location.
Features along these corridors may include enhanced bus stops and transit centers, intelligent
transportation system devices (such as signal preemption), transit-friendly street elements, and

frequent crosswalks. These streets should be considered for transit lanes at such time as transit
ridership and projected growth within the area can justify such an improvement.
Localized Shuttles and Circulators
Private developments may choose to operate private shuttles connecting residents, employees, and
visitors to locations within their site, or to Metrorail services. These private shuttles may be interim
– until public transportation service is implemented – or permanent. However, demands for public
transportation services and constrained space at the Metrorail Stations for transit vehicles may
limit the effectiveness of these services as substantial growth occurs.
Aside from countywide bus services and private shuttle services, circulator services localized
within the Urban Policy Area can efficiently move people in high-density areas with all-day
demands for service between the Metro Stations and the core developments within the Urban
Policy Area. This circulator is different from countywide local routes in both its character and
route, using smaller buses and preferring denser, busier, and often slower streets that bring people
to the most popular centers in the area, even at the expense of slightly increased travel times. Fares
on circulator routes are usually lower than local fixed-route services, if not free altogether.
Circulators, unlike traditional buses, are considered to be economic incubators and tend to run at
all times, with the greatest demand and frequently in the evening and on weekends, when tourism
to the area is most prominent. A conceptual map of potential circulator routes is shown below.
These routes are intended for conceptual purposes only and would be further planned in
coordination with the entity that would be operating the service. In the long term, circulator routes
should comprehensively cover residential and employment centers within the Urban Policy Area,
ensuring that all residents and most employees are within a five minute walk of a shuttle stop. As
the below concepts indicate, at least four shuttles are envisioned:
• A Moorefield Station Shuttle providing a connection between Moorefield Station and the
Ashburn Metrorail Station South Transit Center.
•

An Ashburn Station Shuttle providing a connection between areas north and south of the
Ashburn Metrorail Station and the Ashburn Metrorail Station South Transit Center.

•

A Loudoun Gateway Station Shuttle providing a connection between the Route 28 Business
District and the Loudoun Gateway Metrorail Station Transit Center; and

•

A Silver Line Loop Circulator providing a connection between the Ashburn North, Ashburn
South, and Loudoun Gateway Transit Centers and the surrounding areas.

These shuttles will provide direct routes between development areas and the Metrorail Stations in
order to ensure convenient and reliable access to all parts of the Urban Policy Area.
Transit Amenities
Bus shelters are an important element at stop locations, with stops and associated shelters placed
at intervals relative to the surrounding development density. In higher density areas, more frequent
stops are assigned, with frequencies declining as dictated by housing and commercial density.
Regardless of spacing, well-lit and signed shelters placed at the bus stop locations should be easily
identifiable and include service information where feasible. In the central core of highly dense
areas, more prominent and inclusive amenities are constructed to provide for modal transfers,

higher ridership demands, and route transfers. The transit toolkit in Chapter 3 provides guidelines
for these improvements.
Urban Area Transit Infrastructure Policies
4-1.43 Transit Infrastructure Design Development and implementation of transit infrastructure
will be based upon the policies of this plan and the guidelines provided in the Transit
Toolkit in Chapter 3.
4-1.44 Metrorail Project Facilitation The County will facilitate the implementation of the Dulles
Corridor Metrorail Project, extending to Ashburn via intermediate station stops at
Innovation Center, Dulles Airport, and Loudoun Gateway.
4-1.45 Improvements Associated with Metrorail The County, in partnership with VDOT,
WMATA and/or other appropriate agencies, will ensure that land needed to provide
planned rail-related improvements is obtained or reserved prior during review of land
development applications. Land acquisitions and reservations will consider long-range
transit plans as well asshort term improvements.
4-1.46 Transit Corridor Elements Specific streets identified as Transit Corridors will be
designed for transit service with special attention to transit elements including transit
shelters and stations, bus bays, and bicycle and pedestrian access to transit services.
Development proposals should concentrate the location of fixed transit elements along
these roadways in accordance with the policies outlined below.
4-1.47 Transit Corridor Design Roundabouts and raised roadway traffic calming measures are
prohibited along Transit Boulevards and other Transit-Priority Roadways, unless
specifically designed to accommodate transit vehicles.
4-1.48 Intelligent Transit Systems Transit-priority elements such as traffic signal preemption
and active parking information signage should be considered as part of transit system
development within the Urban Policy Area.
4-1.49 High-Capacity Transit System Development Transit Corridors should be prioritized for
any future plans for transit-priority lanes through the Urban Policy Area.
4-1.50 Private Shuttles In order to ensure residents and employees in the Urban Policy Area have
a car-free option for travel to and from Metrorail, the County will seek private shuttle
services between developments within the Urban Policy Area and at least one of the
Metrorail Stations during review of legislative land development applications. These
shuttles should operate at a minimum frequency of every 15 minutes during peak hours
and every 30 minutes during all other times that Metrorail is operating.
4-1.51 Land Development Applications Proposed circulator routes and stop locations should be
indicated on applicable land development application materials in order to ensure
integration and route connectivity with adjoining developments.

4-1.52 Provision of Service Fixed-route private shuttle services will be operated on an interim
basis, ceasing operation at such time as a public circulator service is initiated that provides
redundant routing and frequency.
4-1.53 Circulator Routes Circulators will be routed to provide direct access to development
nodes within the Urban Policy Area
Urban Policy Area TDM Strategies
Urban development patterns provide ample opportunities for implementation of bold TDM
strategies. Walking to work becomes a viable option for many people. High ridership transit
service is made possible by increased density along major corridors. Possibilities for bike share
and car share services that are dependent on integrated residential and office environments can
grow in demand in order to serve the area.
Public Transit Walksheds and Trip Reductions
Trip reductions based on transit access from a proposed development are encouraged in the Urban
Policy Area. These reductions will consider several factors related to use, transit services
available, access to transit service, and orientation of uses toward transit with appropriate
connectivity. Scoping agreements for traffic impact studies shall be based on walksheds described
herein (which could vary within the development area), and the design of the transportation
network within the development site to facilitate the level of transit-use described in the scoping
document and traffic impact study. Transit reductions for local transit will vary, not to exceed the
rates outlined above, based upon a review of:
• The overall frequency of all existing transit services serving the site, including combined
headways and hours of operation (weekday / peak / weekend).
•

The type of service offered (local / limited / express).

•

The scale of bus facilities existing on the site or proposed as part of the land development
application (shelter / transit center / transit station).

•

Estimated transit ridership based on the proposed uses and likelihood of the proposal to
generate ridership at a level equitable to the requested reduction.

TDM Policies
4-1.53 Live/Work The County will provide information regarding the benefits of working in
mixed-use urban center and encourage employees to consider options for living closer to
their workplaces.
4-1.54 Metrorail and Transit The County will strongly encourage the use of Metrorail and other
transit services, and work with companies in the Urban Policy Area to develop strategies
to encourage daily ridership, and incentives for those who do not drive alone. The County
will work with development applicants to ensure that transit is featured as a prominent
component of the development proposal.
4-1.55 Traffic Scoping The trip reduction guidelines described in this section shall be applied to
planning studies, traffic impact study scoping documents, and land development
applications, as applicable and requested, when identifying needs and mitigating impacts

of proposed transit-oriented developments. During traffic scoping, the Applicant may also
request to take reductions based on ITE, ULI, or other accepted industry standard urban
development impact evaluator in consultant with County staff.
4-1.56 Vehicle Trip Reductions Trip reductions shall be permitted for different uses within the
Urban Policy Area based upon walkshed and access to transit if the site is designed
according to the guidelines for transit-oriented developments within this document. The
primary/public building entrances claimed within the walkshed must be located within the
walkshed area for the associated reduction to be utilized.
4-1.57 Minimum Parking Reductions Reductions to parking requirements will be evaluated by
standards of the County’s Zoning Ordinance and policy. The policy component of this
review will be based upon the trip reductions described above as well as any information
provided by the Applicant as justification for the reduction.
4-1.58 Car Share and Bike Share The County will study the creation of a bike share system and
encourage car sharing services to locate in the Urban Policy Area in order to allow residents
and workers to access local and regional services without the need for a private automobile.
The County will request that development applicants provide opportunities for car share
and bike share within their developments.
4-1.59 Carpools and Vanpools The County will work with employers in the Urban Policy Area
to encourage workers to commute by carpool and vanpool, and to incentivize those who
do not drive alone.
4-1.60 High-Occupancy Vehicle and Bus Lanes The County will consider alternative travel lane
typologies along roadways within the Urban Policy Area in order to encourage alternative
travel options.
4-1.61 Dynamic Parking The County will encourage the development of dynamic parking
systems in public and publicly-accessible parking structures in order to guide drivers to
available spaces.

Suburban Policy Area
Suburban areas are typified by networks of wide, high-speed roads and tree-lined residential local
streets defined by curves and cul-de-sacs, strip center retail, and isolated office parks, while heavily
oriented towards automobiles. As the County’s suburban areas have built out, plans and policies
have sought to improve upon this model through encouragement of interconnectivity, strengthened
pedestrian access, and integration of both commercial and community amenities into development
planning. Today, these efforts have in many ways bucked many of the problems of traditional
suburban development while sustaining the positive aspects of suburban living, such as access to
open space, access to goods and services, and moderate densities that provide for community
integration and personal space.
Modern definitions of quality of life have reflected these trends, with consumer preference for
townhomes, bicycle and pedestrian facilities, and walkable amenities driving demand. In order to
accommodate these desires, the policies below are designed to facilitate safety and operation of

this modern transportation system while providing flexibility to accommodate the types of uses
the market demands.
Suburban Policy Area Built Environment
For the purposes of this transportation plan, the suburban built environment is best defined as the
spaces between the places (trip origins and destinations), including site access, parking, and the
relationship between structures and streets. In the Suburban Policy Area, this means engaging
buildings into transportation system planning to ensure that placemaking can occur while support
suburban mobility needs.
Suburban Built Environment Policies
4-2.1 Structure Access All buildings will be designed to accommodate safe and convenient
pedestrian access between building entrances, parking areas, and adjoining streets.
4-2.2 Quality Design The County supports proposals for quality design for streets and transit
shelters, including the use of enhanced materials, plantings, and wayfinding signage to
enhance the aesthetic character of development.
4-2.3 Entrances Building entrances should be designed to face streets either along or internal to
the development in order to provide opportunities for improved streetscape and encourage
pedestrian traffic.
4-2.4 Village of Ashburn This plan supports the preservation and enhancement of the Village
of Ashburn through context-sensitive transportation network design and consideration of
historic structures and preservation of the village aesthetic.
4-2.5 Plan Coordination Transportation Improvements in the Suburban Policy Area will meet
the policies and intent of this document as well as other policies of the Comprehensive
Plan.
Suburban Policy Area Roadways
While this plan attempts to provide modal options for travelers throughout the Suburban Policy
Area, the primary mode of travel in the suburban area is the automobile. Therefore, completion of
the planned roadway network is critical to success of the planned suburban area. The policies
below seek to create a safe, efficient, and connected road network in the suburban area, promote
the suburban quality of life desired by residents within this area.
Suburban Roadway Policies
4-2.6 Design Standard All roadways in the suburban area shall be designed consistent with the
Roadway Design Toolkit.
4-2.7 Grid of Streets Roadways will be designed to facilitate development of a grid of local
streets with integrated bicycle and pedestrian access.
4-2.8 Integration of Uses The County will improve the planned and existing motor vehicle,
bicycle, and pedestrian networks in the Suburban Policy Area by encouraging additional
connections between neighborhoods and between residential and employment areas where
such connections can be made with minimal disruptions. These connections will be
prioritized where it can be demonstrated that such connections will ultimately reduce
congestion.
4-2.9 Level of Service For public and private transportation projects within the Suburban Policy

Area, a Level of Service threshold of LOS D or better, overall and by approach, will be the
standard for analyzing needed improvements.
4-2.10 Interparcel Access Interparcel access reservations will be provided via dead end streets,
cul-de-sacs, or land reservations as part of development applications, including
redevelopment applications, where adjacent parcels are undeveloped or could be
redeveloped in the future.
4-2.11 Connectivity Development applications will connect to established interparcel access
points or reservations, unless sufficient justification can be provided for abandoning such
a potential connection.
4-2.12 Traffic Calming Traffic calming measures shall be considered for local and collector
roadways in the Suburban Policy Area to improve multimodal safety and quality of life.
Suburban Policy Area Bicycle and Pedestrian Facilities
One of the primary benefits of suburban living is the opportunity to enjoy open space while living
proximate to workplace and lifestyle destinations. While the automobile is the primary mode of
transportation in the suburban area, it is crucial to provide opportunities for bicycling and walking
for short trips, to provide mobility to those who cannot drive, and for recreation. As in urban areas,
a complete network is necessary to realize the full potential of bicycle and pedestrian systems in
the suburban area.
Suburban Bicycle and Pedestrian Policies
4-2.13 Provision of Facilities Bicycle and pedestrian facilities are required along both sides of all
public and private streets in the Suburban Policy Area, designed and constructed consistent
with the policies and Roadway Design Toolkit of this plan.
4-2.14 Off-Road Trails Provision of publicly-accessible off-road trail networks through suburban
neighborhoods is highly encouraged. Such networks will provide for greater access to
natural amenities and activity centers.
4-2.15 Off-Road Trail Parking Areas Small parking areas intended to serve recreational trails
in the suburban area, including the W&OD Trail, are supported by this plan. Such lots may
be privately maintained by entities other than the County or VDOT. Wayfinding and
informational signage will also be provided at these parking areas to direct cyclists and
pedestrians to nearby destinations.
Suburban Policy Area Transit Infrastructure
The suburban policy area features suburban street grids, but in many places within the county,
development densities present opportunities to expand local transit service by attracting riders
through convenience and, in the coming years, access to Metrorail and planned urban centers. This
means that coordinated planning with identification of potential transit corridors can help to
facilitate these ridership growth opportunities. Additionally, community park-and-ride lots can
offer transit services, increasing the efficiency of the suburban road network and providing travel
options to those seeking to reach major job centers.
Suburban Transit Infrastructure Policies
4-2.16 Park-and-Ride Lots Regional park and ride lots shall be considered for placement at the
outskirts of communities and neighborhoods to attract nearby residents to depart the public

road network and shift to transit prior to reaching the County’s most demanded arterial
roads.
4-2.17 Bus Shelters Curbside bus shelters are encouraged along collector roads in the suburban
policy area. This will ensure that such investments are located along pedestrian-friendly
corridors that can efficiently accommodate transit services.
4-2.18 Bus Lanes Opportunities for bus-only, bus-priority, and signal-priority shall be evaluated
along major corridors in the county. Such studies will consider ridership demands, potential
service types and patterns, and key locations where such facilities would have the most
significant impact on reducing travel time for transit riders.
4-2.19 Stop Locations It is anticipated that bus stops intended to serve specific uses will be
located to provide logical and direct access for transit riders between the stop and building
entrances, including placement such that the rider will not need to cross parking lots or
travel a further distance than is reasonable.
Suburban Policy Area TDM Strategies
A balanced transportation system is vital to Loudoun citizens. The County supports and promotes
a variety of commuting options for residents, employees and visitors. These include carpools and
vanpools, rail and bus transit, bicycling, walking, teleworking and alternative work schedules. To
facilitate these options, transportation demand management (TDM) strategies are implemented to
encourage use of positive commuting options. TDM strategies also seek to reduce single occupant
vehicle (SOV) travel, thereby increasing the efficiency of the transportation system. By providing
mobility choices, air and water quality can be improved, congestion can be reduced, and citizens
may enjoy a better quality of life. TDM measures also support other goals within this plan,
including the creation of walkable mixed-use communities, which help to reduce the need to build
as many multi-lane roadways. In addition, mobility options serve the needs of a growing and
diverse population, including non-drivers, and help attract economic development to the County.
In the suburban area, TDM is key to improving utilization of existing facilities and services while
accommodating growth. TDM programs help manage travel demand to make the systems more
efficient with a core mission of moving more people in fewer vehicles, less demand during the
peak travel period, or, in the case of teleworking, eliminate travel demand altogether. To
accomplish these goals, TDM focuses on people-oriented transportation choices and efficient
transportation solutions.
The benefits of enhanced investment in public transportation and TDM programs to Loudoun
County and the region span a broad range. Some of the most notable benefits include improved
mobility and travel choices, decreased cost of travel, reduce roadway congestion, improved air and
water quality, and opportunities for improved quality of life through decreased stress, time savings,
and greater opportunity for rest or work while in transit, while allowing the transportation network
to keep pace with needs of a growing population.
Specific TDM programs offered by Loudoun County include transit services, carpool and vanpool
programs, employer outreach efforts, telework support services, provision of bicycle and
pedestrian facilities, and planning and management of park and ride lots and HOV facilities.

Suburban Transportation Demand Management Policies
4-2.20 Land Development Strategies for TDM will be evaluated and recommended at each stage
of the development process for legislative applications, including at traffic study scoping
stage, to evaluate opportunities to mitigate transportation system impacts deriving from
proposed land uses.
4-2.21 Trip Reductions TDM-based trip reductions included with traffic study scoping
agreements will be evaluated as mode shifts and appropriate provisions will be requested
during the land development review process to support such reductions. Such reductions
will be reviewed taking into consideration existing and proposed surrounding land use
patterns and opportunities for effective TDM implementation.
4-2.22 Recommended Improvements TDM will be facilitated through provision of facilities
needs to accommodate programs, including but not limited to: transit shelters and stations,
park-and-ride lots, bike racks, carpool and vanpool parking spaces, workplace TDM
information displays, car sharing parking spaces, bicycle sharing stations, regional bicycle
and pedestrian facilities, workplace transit commute benefit programs, private shuttle
services, managed travel lanes, and financial support of County TDM programs.
4-2.23 County Efforts The County will encourage employers to support alternative travel modes
by engaging employers, proving County staff support, and encouraging adoption of private
TDM programs.
4-2.24 Parking Reductions The County will consider existing and proposed TDM programs as a
factor when evaluating requests for modifications and reductions to parking requirements.
These TDM factors will be evaluated based on demonstration of likely reductions to trip
and parking generation rates commensurate with the demonstrated reduced forecasted
demand for parking.
4-2.25 Shared Mobility The County shall encourage private provision of car sharing and bicycle
sharing in public and private commercial and residential areas to decrease the demand for
private vehicle ownership and parking.
4-2.26 Shared Rides The County shall encourage vanpooling and carpooling through public and
private programs in order to encourage more efficient commuting and better use of the
County's roadways.
4-2.27 Telework The County shall encourage public and private entities to provide opportunities
for employees to telework, hold alternative hours, or provide opportunities for a
compressed work schedule in order to improve travel along the County's roadways.
4-2.28 Metrorail Access The County supports the extension of Metrorail into Loudoun County
and will continue to seek opportunities to increase ridership through improved mobility,
access, and amenities in the vicinity of the station areas.

Transition Policy Area
The Transition Policy Area serves to provide a visual transition between the suburban and rural
areas of the County. To achieve this goal, development in the Transition Policy Area should
provide more rural features than the suburban area and more suburban features than the rural area.
In the same vein, the transportation network should reflect the shifting development patterns and

aesthetic between these areas. To achieve this type of built environment, the policies below reflect
a combination of suburban and rural area policies.
Transition Policy Area Built Environment
The transition built environment is one that provides a defined transition between suburban and
rural through changes to the aesthetic characteristics of transportation corridors. This means
creating an environment that features elements of both rural and suburban design while still feeling
connected, integrated, and logical to provide a sense of continuity and place.
Transition Built Environment Policies
4-3.1 Setbacks All buildings shall be sufficiently set back from roadways to create a less
intensive feeling along roadways, supplemented with native landscaping to enhance the
aesthetic character of development.
4-3.2 Streetscape Building entrances should be designed to face streets along the development
frontage in order to provide opportunities for improved streetscape.
4-3.3 Traffic Operations Site access will be designed to limit impacts to traffic operations along
arterial and collector corridors, including incorporation of design elements to limit the need
for traffic signals.
4-3.4 Plan Coordination Transportation improvements in the Transition Policy Area will meet
the policies and intent of this document as well as other policies of the Comprehensive
Plan.
Transition Policy Area Roadways
The road network in the Transition Policy Area is planned to reflect the transitional character of
the area as outlined in the General Plan. The policies below represent a combination of suburban
and rural roadway policies that will facilitate development of the transition area in a way that
achieves its planned purpose.
Transition Roadway Policies
4-3.5 Level of Service For public and private projects within the Suburban Policy Area, a Level
of Service threshold of LOS C or better will be the standard for analyzing needed
improvements.
4-3.6 Interparcel Access Reservations will be provided for future interparcel access via dead
end streets, cul-de-sacs, or land reservations as part of development applications, including
redevelopment applications, where adjacent parcels are undeveloped or could be
redeveloped in the future.
4-3.7 Connectivity Development applications will connect to established interparcel access
points or reservations, unless such a connection would disrupt significant environmental or
natural features, or other sufficient justification can be provided for abandoning such a
potential connection.
4-3.8 Capacity Collector and arterial roads in the transition area will be planned for the
necessary capacities and roadway sections to accommodate through trips and are generally
not intended to accommodate development beyond that planned to occur.
4-3.9 Transition Techniques Appropriate techniques will be used to visually signal to travelers
that they have left the Suburban Policy Area and entered the Transition Policy Area. Some

of these techniques include a reduction in the number of through travel lanes, a change to
the design of the roadway section, a change in speed limit, increased natural landscaping
and wider buffers, and a transition from curb and gutter to shoulder and ditch sections. Any
improvements within the transition area will also be made consistent with the Roadway
Design Toolkit.
Transition Policy Area Bicycle and Pedestrian Facilities
Through extensive provisions of open space, the transition area offers opportunities for recreation
and enjoyment of nature. Bicycle and pedestrian connections can improve access to these
amenities while also providing connectivity to residential, retail, and community centers.
Transition Bicycle and Pedestrian Policies
4-3.10 Connectivity Developments will be designed to feature internally and externally integrated
bicycle and pedestrian access, with great deference to preservation of natural topographies
and environmental features.
4-3.11 Off-Road Trails Provision of publicly-accessible off-road trail networks is highly
encouraged in the transition area. Such networks will provide for greater utilization and
access to natural amenities.
4-3.12 Recreational Parking Areas Small parking areas intended to serve recreational trails in
the transition area are supported by this plan. Such lots may be privately maintained by
entities other than the County or VDOT. Wayfinding and informational signage will also
be provided at these locations.
Transition Policy Area Transit Infrastructure
The auto-oriented nature of the Transition Policy Area provides opportunities for commuter parkand-ride lots. Comparatively, planned densities in the Transition Policy Area are generally
incompatible with higher population densities needed to support local bus service. However,
planned activity nodes in the General Plan may provide opportunities for hybrid bus services with
longer routes and fewer stop locations.
Transition Transit Infrastructure Policies
4-3.13 Park and Ride Lots Regional park and ride lots shall be considered for placement along
arterial corridors in the transition area to provide options to local residents as well as
travelers from rural areas and those traveling from outside of the County.
4-3.14 Bus Shelters Curbside bus shelters shall be evaluated in planned activity nodes, but are
not envisioned in other parts of the transition area where population densities are unlikely
to support local transit services.
Transition Policy Area TDM Strategies
A balanced transportation system is vital to Loudoun citizens. The County supports and promotes
a variety of commuting options to residents, employees and visitors. In the transition area, these
commuting options include carpools and vanpools, commuter bus, bicycling, walking, teleworking
and alternative work schedules. To facilitate these options, transportation demand management
(TDM) strategies are implemented to encourage use of positive commuting options. TDM
strategies also seek to reduce single occupant vehicle (SOV) travel, thereby increasing the
efficiency of the transportation system. By providing mobility choices, air and water quality can
be improved, congestion can be reduced, and citizens may enjoy a better quality of life. In addition,

mobility options serve the needs of a growing and diverse population, including non-drivers, and
help attract economic development to the County.
Transition Transportation Demand Management Policies
4-3.14 Land Development Strategies for TDM will be evaluated and recommended at each stage
of the development process for legislative applications, including at traffic study scoping
stage to evaluate opportunities to mitigate transportation system impacts deriving from
proposed uses.
4-3.15 Trip Reductions TDM-based trip reductions included with traffic study scoping
agreements will be evaluated as mode shifts and appropriate provisions will be requested
during the land development review process to support such reductions. Such reductions
will be reasonable based upon proposed and surrounding land use patterns and
opportunities for effective TDM implementation.
4-3.16 Recommended Improvements TDM will be facilitated through provision of facilities
needs to accommodate programs, including but not limited to: transit shelters, park-andride lots, bike racks, carpool and vanpool parking spaces, workplace TDM information
displays, regional bicycle and pedestrian facilities, and financial support of County TDM
programs.
4-3.17 County Efforts The County will encourage employers to support alternative travel modes
by engaging employers, proving County staff support, and encouraging adoption of private
TDM programs.
4-3.18 Parking Reductions Parking reductions are generally not supported in the transition area
due to the lower planned densities. Limited consideration of parking reductions will be
considered on a case-by-case basis where it can be demonstrated that reasonable reductions
in parking generation will be achievable.
4-3.19 Shared Rides The County will promote vanpooling and carpooling through public and
private programs in order to encourage more efficient commuting and better use of the
County's roadways.
4-3.20 Telework The County will encourage public and private entities to provide opportunities
for employees to telework, hold alternative hours, or provide opportunities for a
compressed work schedule in order to improve travel along the County's roadways.

Rural Policy Area
The Rural Policy Area represents the County’s goals to focus new urban and suburban
development in the eastern portions of the County, thereby maintaining and supporting rural
economic uses and residential lifestyles throughout the west. As the largest policy area by
geography, planning transportation capacity through this area with appropriate consideration of
context, character, and preservation aesthetic is a challenging process. When planned correctly,
such efforts can create opportunities sustaining the rural qualities that Western Loudoun offers for
generations to come.
Rural Policy Area Built Environment
Although the “built” environment is not what comes to mind when picturing the west, development
that does occur in the context of the General Plan requires consideration of access and impacts on
the transportation system. The policies below seek to protect the rural area while being cognizant

of the ever-increasing demands for mobility through this area by travelers to and from locations
within and outside of the County.
Rural Built Environment Policies
4-4.1 Setbacks Buildings in the Villages should be located closer to the street frontage and
provide a consistent streetscape, while those outside of the Villages should be sufficiently
set back from roadways to create a less intensive feeling along roadways, supplemented
with native landscaping to enhance the aesthetic character of development.
4-4.2 Streetscape Building entrances should be designed to face streets along the development
frontage in order to provide opportunities for improved streetscape.
4-4.3 Access Points Access points will be designed to support the rural context, including
shoulder and ditch sections, rustic elements, and preservation of the rural road corridor
aesthetic.
4-4.4 Traffic Operations Site access will be designed to limit impacts to traffic operations along
arterial and collector corridors.
4-4.5 Plan Coordination Transportation improvements in the Rural Policy Area will meet the
policies and intent of this document as well as other policies of the Comprehensive Plan.
Rural Policy Area Roadways
Loudoun County has a network of over 265 miles of unpaved rural roads that reflect the County’s
agricultural heritage, many of which were trail blazed in the 17th and 18th centuries. The unpaved
rural road network has a natural traffic calming effect that permits their shared use for horseback
riding and hiking and contributes to the quality of life sought by rural residents. They are
recognized as adding to the rural character that attracts tourists. They also facilitate the safe,
efficient movement of farm vehicles. The County is committed to the preservation of a safe
unpaved rural road network. It is also worth noting that paving this extensive network of unpaved
roads is undesirable due to the cost of completing such a task, which would require reallocation of
state funds from other, more utilized, roads in the Secondary Road Improvement Program (SRIP),
such as those in the Suburban and Transition Policy Areas.
In certain circumstances, unpaved roads may need to be paved. In consultation with the County,
road paving occurs when VDOT can no longer provide adequate maintenance to keep the facility
in operable condition due either to the geometry or traffic demands for the road. In such instances,
the County supports the use of minimal-impact and context-sensitive design techniques, such as
Pave-In-Place and Rural Rustic Road standards.
Rural Rustic Road Program
VDOT manages a Rural Rustic Road program that can be applied to any unpaved
secondary road that carries at least 50 but no more than 1,500 vehicles per day, serve
predominantly local traffic, and that has been designated by the County as a Rural Rustic
Road. The design and engineering standards of this program are intended to preserve the
significant historic and environmental features of these low volume roadways, while
limiting the need for additional rights-of-way. The intent of this program is to improve
travel conditions and dependability on the road while limiting traffic growth along the
corridor by maintaining the most limited design and engineering standards necessary to

maintain safe travel along the road.
Pave-In-Place Program
VDOT manages a Pave-In-Place program that can be applied to any unpaved secondary
road that carries at least 50 but no more than 750 vehicles per day. These roads are paved
within an existing right-of-way if possible or within a slightly wider right-of-way that is
less than 40 feet wide based on considerations of safety, public input, historical and
aesthetic features along the corridor, availability of land, and environmental
considerations.
Rural Roads Policies
4-4.6 Intent Transportation road improvements in the Rural Policy Area will be focused on the
safety of all users and will be designed to protect the rural character of the road network.
Such improvements will be consistent with the Roadway Design Toolkit.
4-4.7 Lanes All the roads in the Rural Policy Area will be retained as two-lane roads except VA
Route 7 (Harry Byrd Highway) and portions of), US Route 15 (James Monroe Highway),
and VA Route 621 (Evergreen Mills Road).
4-4.8 Traffic Calming Traffic calming measures will be incorporated into road projects in the
Rural Policy Area to improve safety, with particular focus on Towns, Villages, and other
historic areas. Improvements to roads in or adjacent to existing Villages will incorporate
site specific design solutions to preserve the existing aesthetic and character.
4-4.9 Improvements All transportation improvements made within the Rural Policy Area will
be designed to a rural standard, including use of shoulder and ditch sections, native
plantings, and provision of turn lanes only where warranted and needed for safety and
maintenance of traffic operations.
4-4.10 Level of Service For public and private projects within the Rural Policy Area, a Level of
Service threshold of LOS C or better, overall and by approach, will be the standard for
analyzing needed improvements.
4-4.11 Roadway Districts The County will seek to protect the historic and scenic qualities of
roads within the Rural Policy Area through the designations of Historic Roadway Districts,
Virginia Scenic Byways, and Historic Access Corridors.
4-4.12 Necessary Improvements The County will seek to make only essential safety
improvements on unpaved rural roads based on volumes, the nature of the road users (local
vs. regional traffic), and crash data.
4-4.13 Preservation The County will coordinate with VDOT on review of planned road
improvement plans for rural roads so that the County can limit potential negative impacts
on rural character, including features such as:
•

Tree canopy

•

Stone walls and fences

•

Hedgerows

•

Historic and Agricultural Structures

•

Significant View Sheds

•

Limestone / Karst topography

4-4.14 Low-Impact Improvements The County supports maintaining the unpaved roads as
feasible. In cases where unpaved roads must be paved, the VDOT Pave-in-Place and Rural
Rustic Road programs will be used to the maximum extent possible. The County will work
with VDOT to expand opportunities and refine application of these standards through
legislation.
4-4.15 Traffic Calming The County’s commitment to maintain its unpaved rural roads is a de
facto recognition of the traffic calming effect of these roads on local traffic. Other traffic
calming measures along rural roads will be designed with considerations of rural context
and character.
Rural Policy Area Bicycle and Pedestrian Facilities
Cycling and walking along public roads is not generally associated with rural America. However,
Loudoun County’s growing rural tourism industry and bucolic environment have led to a growing
demand for cycling opportunities in the Rural Policy Area. This plan supports growth of a cycling
network in the Rural Policy Area while promoting safety for riders. The plan also indicates the
need for pedestrian facilities along primary roads and in the villages, where pedestrian activity is
anticipated to occur.
Rural Bicycle and Pedestrian Policies
4-4.16 Priority Facilities along primary roads and within the Towns and Villages will be
prioritized in order to provide mobility within rural activity centers.
4-4.17 Villages Within the villages, sidewalks will be provided along both sides of all public and
private streets.
Rural Policy Area Transit Infrastructure
The County provides select long-haul commuter bus services from limited portions of the rural
area. However, the County does not operate local transit services in the rural area. Instead, these
services are operated by Virginia Regional Transit and include a fixed-route local bus service and
on-demand services. The relatively low densities in the rural area outside of the towns are generally
unable to support transit services. However, future consideration may be given to routes through
the rural area that connect rural towns and villages to transportation hubs either in the eastern
portions of the County or in neighboring jurisdictions.
Rural Transit Infrastructure Policies
4-4.18 Park-and-Ride Lots The County shall study and seek public input regarding opportunities
for regional park and ride lots along primary road corridors in the rural area to provide
options to rural communities as well as travelers from outside of the County, thereby
mitigating some pressures on the County road network.
4-4.19 Commuter Bus Services The County will continue to support long-haul bus services from
locations in the rural area, exploring opportunities for connections to the County’s
Metrorail Stations and evaluating the ongoing demand for these services.
4-4.20 Support The County supports the continued provision of local and on-demand transit
services in the rural area by Virginia Regional Transit.

Rural Policy Area TDM Strategies
In order to maintain a high quality of rural life and low traffic congestion in the County’s rural
communities, transportation demand management (TDM) measures can be instituted in the context
of rural opportunities and lifestyles. Due to the relatively low population densities across the rural
landscape, the types of TDM measures employed in denser portions of the County may not be
adaptable in the rural area. However, certain steps can be taken to minimize the need for singleoccupancy vehicle travel in these areas.
In the rural area, TDM can manage travel demand to make the systems more efficient with a core
mission of moving more people in fewer vehicles, less demand during the peak travel period, or,
in the case of teleworking, eliminate travel demand altogether. To accomplish these goals, TDM
focuses on people-oriented transportation choices and efficient transportation solutions.
The benefits of enhanced investment in public transportation and TDM programs to Loudoun
County and the region span a broad range. Some of the most notable benefits include improved
mobility and travel choices, decreased cost of travel, reduced roadway congestion, improved air
and water quality, and opportunities for improved quality of life through decreased stress, time
savings, and greater opportunity for rest or work while in transit, while allowing the transportation
network to keep pace with needs of a growing population.
Specific TDM programs applicable to rural development patterns may include long-distance transit
services, carpool and vanpool programs, employer outreach, telework, provision of contextsensitive bicycle and pedestrian facilities, and planning and management of park-and-ride lots.
Rural Transportation Demand Management Policies
4-4.21 Land Development Strategies for TDM will be evaluated and recommended at each stage
of the development process for legislative applications, including at traffic study scoping
stage to evaluate opportunities to mitigate transportation system impacts deriving from
proposed uses.
4-4.22 Trip Reductions TDM-based trip reductions are not anticipated in the rural area, except
in the Towns. For TDM policies within the Towns, please refer to the Town Plans.
4-4.23 Recommended Improvements TDM will be facilitated through provision of facilities
needs to accommodate programs, including but not limited to: park-and-ride lots, bike
racks, carpool and vanpool parking spaces, workplace TDM information displays, regional
bicycle and pedestrian facilities, private shuttle services, and financial support of County
TDM programs.
4-4.24 County Efforts The County will encourage employers to support alternative travel modes
by engaging employers, proving County staff support, and encouraging adoption of private
TDM programs.
4-4.25 Shared Rides The County will promote vanpooling and carpooling through public and
private programs in order to encourage more efficient commuting and better use of the
County's roadways.

4-4.26 Telework The County will encourage public and private entities to provide opportunities
for employees to telework, hold alternative hours, or provide opportunities for a
compressed work schedule in order to improve travel along the County's roadways.

Towns and Joint Land Management Areas (JLMAs)
Each of Loudoun County’s seven incorporated towns – Hamilton, Hillsboro, Leesburg,
Lovettsville, Middleburg, Purcellville and Round Hill – control their own transportation planning
functions within their corporate limits. Additionally, due to their larger populations, both the Town
of Leesburg and the Town of Purcellville are responsible for the maintenance and operation of all
public roads within their boundaries. However, the County works cooperatively with each Town
regarding transportation matters both within the Towns and in unincorporated areas outside the
Towns’ boundaries. Joint Land Management Areas (JLMAs) have been established by the County
as urban growth boundaries around four of the Towns: Hamilton, Leesburg, Purcellville, and
Round Hill. JLMA boundaries define the planned ultimate extent of Town municipal water and
sewer systems.
Towns and JLMAs Policies
4-5.1 Coordination The County will coordinate development of plans and design of all
transportation facilities within JLMA areas with the associated Town, and will seek
opportunities to provide comment and coordination during Town transportation planning
and design efforts.
4-5.2 Town Plans Development in the JLMAs should refer to the associated Town JLMA plan
for policy and strategy related to connectivity of the transportation network. Proposed
connections outside of the JLMA will be subject to the plans and policies for the associated
Policy Area as defined in this plan.
4-5.3 Connectivity The County will work with the Towns to ensure seamless connections and
continuous networks between the Towns and surrounding portions of the County as
appropriate based upon other County policies and plans.
4-5.4 Traffic Management The County will work with the Towns to strive for completion of a
functional and dependable transportation system, while respecting the historic nature and
aesthetic qualities of the Towns.
4-5.5 Land Development The County will work with the Towns to complete joint evaluations
of land development applications that are located near Town boundaries or that would have
substantial transportation impacts on both Town and County networks.
4-5.6 Plan Coordination Town and JLMA transportation improvmeents will meet the policies
and intent of this document as well as other policies of the Comprehensive Plan.

Chapter 5 – Air Travel
Air travel is an integral component of Loudoun County’s overall transportation system.
Washington Dulles International Airport (IAD) is one of the most utilized airports in the United
States. It offers connections to international destinations and provides a critical economic engine
for business and cargo movement with the County and the larger Washington, DC region.
Leesburg Executive Airport is one of the largest non-commercial airports in the Washington region
and supports both a burgeoning corporate market and recreational fliers. Air travel also occurs
from localized facilities such as helipads, which can be used for emergency services as well as to
provide high-speed travel options for businesses and individuals.

Washington Dulles International Airport
Washington Dulles International Airport (Dulles Airport) is a critical component to success of the
County’s entire comprehensive plan. In 2016, 264,785 flights operated out of Dulles Airport
serving nearly 22,000,000 passengers, including 7,473,890 international travelers, each arriving
and departing through the airport’s Loudoun County terminal buildings.
Access to Dulles Airport is provided by the Dulles Airport Access Road, which connects to Route
28 and the Dulles Greenway for connections to Loudoun County. Transit access is provided by
WMATA via the Wiehle-Reston East Station until the completion of the Dulles Corridor Metrorail
Project, at which time rail access will connect travelers to the airport, providing access to locations
along the rail line within Loudoun County. At this time, bicycle and pedestrian connections are
not provided to the airport. In addition, this plan calls for extension of the Air and Space Museum
Parkway as an arterial corridor between Route 28 and Loudoun County Parkway, enhancing
mobility for air travelers, museum visitors, and daily commuters into and out of southern Loudoun
County.
Dulles Airport also features the Smithsonian Institute’s Udvar-Hazy Air and Space Museum in the
southeast corner of the airport. This cultural center is easily accessed from Loudoun County via
Route 28 and US Route 50 via Air and Space Museum Parkway.

Leesburg Executive Airport
Leesburg Executive Airport is a general aviation facility. The airport supports 115,000 annual
arrivals and departures, with 250 aircraft stationed at the facility. The airport also features
minimum charter operations and repair services. Its 5,500-foot long runway is planned for
extension in the future to support the airport’s growth and expansion.

Private Air Travel Facilities
Aside from airports, air travel can be facilitated via heliports, helipads, and other private facilities.
These facilities can support emergency safety and medical services, economic development, and
decreased demand for travel along County roads. While not common, such facilities do exist
throughout the County and serve a role in supporting mobility goals.

AIR TRAVEL POLICIES
5-1.1 Intent The County supports the growth and development of Washington Dulles

International Airport and Leesburg Executive Airport.
5-1.1 Coordination The County will coordinate development of plans and design of
transportation facilities along the boundaries of the airports with MWAA, VDOT, Fairfax
County, the Town of Leesburg, and other agencies as appropriate. The County will seek
opportunities to provide comment and coordination with airport officials during airport
planning and design efforts.
5-1.2 Access To improve access to Washington Dulles International Airport, the County supports
and will work to implement the Dulles Loop, consisting of limited access conditions for
VA Route 28, VA Route 606, and a southern connector (either US Route 50 or an extension
of Air and Space Museum Parkway), working to identify where airport access points would
be logically located or improved along these corridors.
5-1.3 Multimodal Access The County will work to enhance access to the airports through
improvements to nearby roadways, provision of transit services, and options for bicycle
and pedestrian access.
5-1.4 Transit Access The County will work in coordination with the other jurisdictions
surrounding Dulles Airport to conduct a joint transit study to determine if a fixed guideway
transit system is feasible along the Route 606, Route 28, US Route 50, or other corridors
in the vicinity of Dulles Airport.
5-1.5 Expansion The County will work with the airports to design transportation facilities that
facilitate planned growth at both airports, including runway expansions and freight
connectivity.
5-1.6 Private Air Travel The County supports development of air travel facilities such as
helipads for emergency services and business development, in adherence to local, state,
and federal regulations. See Chapter 8 of this document for policies related to mitigation
of noise impacts.

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Roadway Locational Notes:
(A) Design of the connection between US Route 15 and North King Street to be determined as part of future study.
(B) Ultimate access along the Route 7 corridor between Route 28 and Dranesville to be identified through future corridor study.
(C) Ultimate access along Waxpool Road between Farmwell Road and Route 28 to be identified through future corridor study.
(D) Along Route 606, the interchanges at the Dulles Greenway and at Randolph Drive will need to be integrated into a single
interchange complex.
(E) The alignment of Pacific Boulevard from Old Ox Road to Innovation Avenue will be determined as part of a future study in
coordination with MWAA.
(F) Along Route 28, the interchanges at Route 606, Innovation Avenue, the Dulles Greenway, and the Dulles Tolls Road will be
studied for integration through a future corridor design study.
(G) Access to and through the Western Lands of Dulles Airport to be coordinated with MWAA.
(H) Along Loudoun County Parkway, the interchanges at the Evergreen Mills Road and at Dulles West Boulevard will need to
be integrated into a single interchange complex.
(I) Access to Stone Springs Blvd will be coordinated with Gum Spring Road interchange.
(J)The western terminus of US Route 50 Alternate and associated connections with US Route 50 and Loudoun County
Parkway to be determined through future study.
(K) Access management along US Route 50 and US Route 50 Alternate, including considerations of limited access,
connections to Route 28, and potential southern access to Dulles Airport to be evaluated by future study in coordination with
MWAA.

CHARITABLE

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Location Map

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Aldie Mountain

Roadway General Notes:
(I) Planned roadway alignments shown are conceptual and subject to further engineering. Alignments will be further refined as
part of the planning process and through the land development application process.
(II) This map is part of the Countywide Transportation Plan, a component of the Comprehensive Plan, which includes more
detail regarding roadway design and features.
(III) Refer to specific Town Plans for transportation plans within town limits. Roads within Town boundaries shown on this plan,
except Routes 7 and 15, are for reference purposes only.
(IV) Planned freeways along Routes 7, 28, and 50 will be considered for managed lanes through further study.
(V) While intersection and other localized improvements are not shown on this map, such improvements are considered to be
part of the County's Comprehensive Plan.
(VI) This is a planning document. Future County and VDOT improvements made based on this plan will meet all requirements
for public input prior to construction.

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MARCH XX, 2018

LEGEND

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#
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as called for by geographic policy area
Trail on one side of the road and sidewalk on the
other side of the road

#
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#

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#

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Bicycle and Pedestrian General Notes:
(i) Accomodations for bicycles and pedestrians are anticipated on all roads shown on this map, as defined
herein.
(ii) Within the Rural Policy Area, sidewalks should be provided along both sides of all roads within Villages.
(iii) Please refer to the street sections in the road design toolkit for further detail regarding facility design.
(iv) AASHTO recommends that shared travel of bicycles and motor vehicles occur only on roads with speed
limits of 35 MPH or lower.

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Roadway General Notes:
(I) Planned roadway alignments shown are conceptual and subject to further engineering. Alignments will be
further refined as part of the planning process and through the land development application process.
(II) This map is part of the Countywide Transportation Plan, a component of the Comprehensive Plan, which
includes more detail regarding roadway design and features.
(III) Refer to specific Town Plans for transportation plans within town limits. Roads within Town boundaries
shown on this plan, except Routes 7 and 15, are for reference purposes only.
(IV) Planned freeways along Routes 7, 28, and 50 will be considered for managed lanes through further study.
(V) While intersection and other localized improvements are not shown on this map, such improvements are
considered to be part of the County's Comprehensive Plan.
(VI) This is a planning document. Future County and VDOT improvements made based on this plan will meet all
requirements for public input prior to construction.

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Existing/Planned Interchange
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