by James A. Bacon
People living along the U.S. Route 1 corridor in Northern Virginia seemingly desire contradictory things. They want better pedestrian and bicycle safety, they want mass transit. … and they want automobile traffic to flow faster. Alas, designing the corridor to move automobiles faster makes roads less safe, and it discourages the kind of development that would invite the higher-density, mixed-use development that would support mass transit.
Stewart Schwartz, executive director of the Coalition for Smarter Growth, explores the dilemma in a thoughtful two-part series (Part 1 and Part 2) on the challenge of re-developing Route 1. His solution, at the risk of over-simplifying, is to switch the perspective from designing the corridor for cars to designing it for people. Planners are scheduled to submit specific recommendations for the corridor by July. If they focus on creating walkable, transit-oriented communities, Schwartz contends and I concur, automobile traffic flow will improve as well.
A few years back, the Virginia Department of Transportation proposed reducing posted speeds from 45 m.p.h. but an uproar ensued. Apparently, too many people depended upon U.S. 1 as a commuter route and imagined that lower posted speeds would translate into lower actual speeds and longer commuter time. But lowering the speed is critical to achieving the goal of walkability, walkability is required to make mass transit economically viable, and viable mass transit is required to reduce the volume of cars on the highway.
The problem is that U.S. 1 fits the classic definition of a stroad, a street-road hybrid. The route started as one of America’s first national highways. But Virginia state and local governments neglected to control access to the highway, with the result that it became cluttered with haphazard development, cut-throughs, curb-cuts and stoplights. Functionally, in Northern Virginia, Fredericksburg, Ashland, Richmond and Petersburg, the highway became a main street. Yet it failed to fulfill the functions of either highway or main street properly. The lanes were too wide and the speeds too intermittently high to create walkability or the higher-end development that is drawn to walkable places. At the same time, Rt. 1 became so congested with local traffic that it failed as a highway.
At some point, the people of Alexandria and Fairfax County must decide whether they want Rt. 1 fulfill its destiny as a highway or a street. It cannot do both.
Rt. 1 should be easier to salvage in Northern Virginia than in points south. There is so much demand in the region for walkable, transit-oriented communities that private investors should be able to re-develop the low-value development that exists now at higher densities fairly quickly. Proffers and/or impact fees, sweetened by higher density allowances, should be available to pay for streetscape improvements to make the corridor more hospitable to pedestrians. Further, there is such a large volume of traffic that the corridor should be able to support mass transit.
Transportation planners could help by reallocating right of way, in effect converting the former in-name-only highway from a stroad to a street. Reducing lane widths from 12 to 10 feet would free space for bicycle lanes and make the “highway” easier for pedestrians to cross. Yes, narrower lanes would slow the peak travel speed of thousands of commuters to Fort Belvoir. But if the narrower lanes were accompanied by less automobile traffic, lower posted speeds could be offset by shorter waits at traffic lights, less stop-and-go.
All urban Virginians should follow the Rt. 1 experiment with great interest. If Northern Virginia can find a workable solution for the old Jefferson Davis Highway, there is hope for the rest of us.
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