GEORGE WASHINGTON MEMORIAL PARKWAY SPOUT RUN TO THEODORE ROOSEVELT BRIDGE DRAFT ENVIRONMENTAL IMPACT STATEMENT SUMMARY

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP89-00244R001002410010-8
• Release Decision: RIFPUB
• Original Classification: K
• Document Page Count: 17
• Document Creation Date: December 22, 2016
• Document Release Date: May 17, 2010
• Sequence Number: 10
• Publication Date: August 1, 1985
• Content Type: MISC

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V
a-GWMP
GEORGE WASHINGTON
MEMORIAL PARKWAY
SPOUT RUN TO THEODORE ROOSEVELT BRIDGE
DRAFT ENVIRONMENTAL IMPACT
: --: STATEMENT SUMMARY
AUGUST 9a.,
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United States Department of the Interior/ National Park Service
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Dear Friends,
The National Park Service has just released a Draft Environmental Impact Statement for a 1.6-mile
section of George Washington Memorial Parkway (between Spout Run and Theodore Roosevelt Bridge)
and Spout Run Parkway. The DE IS analyzes four alternative ways of addressing peak-hour traffic
\y congestion and safety concerns on that section of the parkway, and it identifies the alternative
preferred by the National Park Service.
Our challenge has been to reduce commuter traffic congestion and improve safety while
protecting and enhancing the scenic and recreational values of the parkway. We feel the
preferred alternative meets these two goals. We hope you will review this summary of the
issues and alternatives and share your opinions and suggestions with us about meeting
these goals. We have enclosed a response sheet for your convenience.
We also hope you will be able to attend one of the three public meetings that will
be held to obtain citizen comment. The places and times are listed at the end of
this booklet.
If you need more detailed information, full text copies of the DEIS have
been sent to area libraries in Arlington, McLean, Fairfax, Reston, Vienna,
Potomac, and the District of Columbia.
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GEORGE WASHINGTON MEMORIAL PARKWAY -
MORE THAN A ROAD
A parkway is not only a road - it is parkland encompassing a
roadway. Unlike most roads, it is designed to be in harmony with
the features of the landscape. All the parkway features work
together to create an experience of comfortable driving in pleasant
surroundings.
The George Washington Memorial Parkway, established by
Congress in 1930, is an outstanding example of the parkway
concept and has been recognized worldwide as one of the finest
scenic gateways to a major city. For more than 50 years the
parkway has been an integral part of the park system of our
nation's capital, which many believe is the most beautiful in the
world. In addition to a road designed for scenic driving, the
parkway contains and connects a number of recreational sites,
memorials, and historic features of national significance in
Virginia, Maryland, and the District of Columbia.
The study area section of t parkway supports a number of year-
round recreation uses.
Hiking, bicycling, fishing along the river, and picnicking beneath
the trees are enjoyed by both Washington area residents and
visitors. The completion of a pedestrian and bicycle bridge from
Rosslyn will directly link the parkway to the northern Virginia
bicycle trail system and make a bicycle trip from Mount Vernon
to Leesburg and the Shenandoah Valley possible. In addition, the
George Washington Memorial Parkway is within the corridor of
the congressionally authorized Potomac Heritage National Scenic
Trail. Studies are currently underway to identify specific routes
for the trail. One of the principal activity sites within the study
area is Roosevelt Island, a national historic site dedicated t
President and conservationist Theodore Roosevelt. The i
remains largely undisturbed and forested. Each year tho
visitors are drawn to this natural open space toy
presidential memorial, hike the island, picnic, birdw
enjoy the natural solitude.
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Despite the fact that the completion of 1-66 and the extension of
the Metrorail to the Virginia suburbs were expected to
significantly reduce commuter problems in the western portion of
the Washington metropolitan area, peak-hour traffic problems
persist throughout the region. Because of its location and
proximity to other regional transportation systems, GWMP not
only serves as a scenic memorial approach to the nation's capital,
it also becomes a congested commuter route during the morning
and evening rush hours. Like most of the highways in the
metropolitan area, the study area roadway now carries traffic
volumes that exceed the design capacity. The heavy rush hour
traffic, the high traffic speeds during nonpeak periods, and the
condition of the road surface, all contribute to a frequent
occurrence of rear-end, sideswipe, and run-off-the-road accidents.
Within the study area morning congestion begins at the
intersection of Spout Run and Lorcom Lane. Currently, the
traffic turning left from Lorcom Lane onto inbound Spout Run is
accommodated by closing the outbound portion of the parkway
and allowing uninterrupted inbound turns. Where inbound Spout
Run merges into inbound GWMP, long backups occur on both
parkways. No exit to Key Bridge and Rosslyn is allowed during
the morning rush hour because neither Rosslyn Circle, Key Bridge,
nor the connecting streets in Georgetown can accommodate
this traffic; backups on GWMP and increased traffic congestion in
Arlington would occur. Traffic headed into the District must
therefore use the Roosevelt Bridge, which is also heavily
congested. This results in substantial traffic backups from the
bridge onto the parkway.
In the evening, high outbound traffic volumes on Roosevelt Bridge
create congestion on the bridge, the on-ramp to GWMP, and the
outbound parkway. The congestion is aggravated at the on-ramp
from Key Bridge because of the high volume of outbound vehicles
entering the parkway at this location. Traffic remains highly
congested to the Spout Run exit because of traffic merging and
weaving problems.
The traffic congestion on the parkway is part of a more general
problem that occurs throughout the greater metropolitan area.
Consequently, any proposal to improve traffic flow on GWMP
must be developed in the context of how traffic patterns would
shift throughout the overall network of connecting roadways and
streets. For example, Key and Roosevelt bridges, which link the
study area section of GWMP with city streets in Washington and
Rosslyn, also carry rush hour traffic volumes that exceed their
design capacities, and this creates traffic backups on the parkway.
The roadway intersections at the east ends of these bridges (M
Street at Key Bridge and 23rd Street and Constitution Avenue at
Roosevelt Bridge) are a long-term fixed constraint on capacity,
and the greatest morning traffic congestion occurs at these
intersections.
The heavy traffic volumes carried on GWMP, along with high
speeds and bad weather conditions, are a contributing factor to
accidents. Rear-end collision accidents are the most frequently
recorded type within the study area, and they occur primarily
during peak traffic hours. However, the three fatal accidents
recorded during the past three years in the study area all occurred
at night.
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In addition to traffic congestion and highway safety, GWMP
presents additional concerns that are not generally shared by other
regional roadways. These are the needs to perpetuate'the visual
qualities that distinguish it as a parkway, to protect the scenic
values of the Potomac River valley, and to provide recreational
and other park experiences for the local, regional, and national
public. The study area section of the parkway is a narrow band of
parkland tucked between Arlington and the Potomac River, and it
is extremely susceptible to the loss of its parklike character if its
thin vegetative buffer is disturbed. Over the years, there has also
been a general erosion of the pleasurable aspects of parkway use.
Increasing traffic congestion has contributed to this decline.
However, reducing this traffic problem will not reverse the decline
unless it is accomplished in a manner that also protects the
parkway's scenic and recreational values.
Four alternatives for roadway changes have been developed and
evaluated (see the alternative maps). Alternative A contains
actions that are ongoing or programmed for -implementation
regardless of what other course of action might be taken. These
include the rehabilitation of the existing road base and surface an&?
safety improvements such as reflective markings, guardrails,
signing, and skid-resistant surfacing. These improvements are
contained in alternatives B, C, and D, also. Alternative B, the NPS _
e nf. o`
additionally includes the lengt
preferred alternative
,
,
on-ramps and off-ramps, improving the merge area whafe-jn66bn t
Spout Run and GWMP meet, and adding a new third i
lane on the outbound roadway between Key Bridge and Spou
Run. Alternative C adds a new third continuous j
between Spout Run and Key Bridge and a fourth out
through this section, and a new stacking lane on inl' Yt
for traffic exiting at Roosevelt Bridge. Alternative D adds
continuous inbound and outbound lanes between Key and
Roosevelt bridges. The alternatives also address possible
improvements to the Lorcom Lane/Spout Run intersection and
Rosslyn Circle and various ways to access Rosslyn and Key Bridge
from the inbound parkway.
In the initial public meetings held last year, and in the written
comments received to date, the public has expressed general
,or restricting the use of Spout
e mQrp,'ian ning rusFr?fhours;
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I LANE TO
LANE
N`~,NAY
5I ES
McRc[ - LANE AOOED
Alternative B
George Washington Memorial Parkway
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Alternative C
George Washington Memorial Parkway
ono
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4 LANG
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=NTEW`TATE CJ
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GOVT RUN PARKW~~A.Ytt W QPRr
1 LANE
NEW LPNE, 7
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Alternative D
George Washington Memorial Parkway
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Each of the alternatives was analyzed for its effect on traffic and
safety conditions. No alternative would improve more than two
of the eight locations within the study area that are currently
"capacity deficient" (locations where traffic is severely congested
and drivers must endure significant delays). Most of these
locations would remain capacity deficient through the year
2000 regardless of the amount of parkway improvements or lane
additions proposed by the individual alternatives (see the
Capacity-Deficient Locations table).
For most segments alternative A would result in the longest travel
times. Alternatives B, C, and D generally would reduce congestion
and shorten travel times compared to alternative A.
The potential for accidents would be reduced over the existing
situation in all alternatives, including alternative A, by
improvement of the roadway surface, signing, and markings.
Alternatives B, C, and D would additionally provide for safer
traffic merging throughout the study area and for safer traffic
weaving on outbound GWMP between Key Bridge and Spout Run.
The primary safety benefits of alternatives B, C, and D would be
the likely reduction of rear-end, run-off-the-road, and side-swipe
accidents.
Capacity-Deficient Locations, Year 2000
Existing
Alternatives
Route Segment
Conditions
A
B C D
Inbound/Morning Peak Hour
Junction of Spout Run Parkway
X
X
X X
and GWMP
GWMP off-ramp to Key
-
--' X x
Bridge/Rosslyn
Junction of GVVMP off-ramp
to Key Bridge/Rosslyn and
Lynn Street
Junction of GWMP off-ramp to
X
X
X x x
Roosevelt Bridge and inbound
1-66
Outbound/Evening Peak Hour
GWMP on-ramp from Roosevelt
x
X
X X x
Bridge
Junction of on-ramp from
x
X
X X X
Roosevelt Bridge and GWMP
GWMP between Key Bridge and
X
X
X
Spout Run
GWMP on-ramp from Key
X
X X X
Badge/Rosslyn
Concerning environmental impacts, alternative A would cause no
long-term negative impacts; however, alternatives B through D
would cause increasingly severe impacts on the parkway's scenic,
recreational, and natural values. Alternative B would result in low
to moderate impacts. Alternatives C and D would involve a
considerable increase in the road surface, extensive cut and fill
slopes, and the removal of critical vegetation along narrow
parkway edges. Some impacts could be mitigated through
revegetation, but others would result in irreparable damage to
the scenic character of this segment of the parkway.
Note X - location where the level of service would be E or F or
where the ass .gnment would exceed the theoretical capacity.
Construction costs for the four alternatives range from $10.2
million for alternative A up to $31.8 million for alternative D.
The effects of the four alternatives are summarized for comparison
in the following chart.
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Summary Comparison of the Effects of the Alternatives
Alternative B
Alternative A (Preferred Alternative)
Traffic
conditions
Total number of
capacity-deficient
locations in year
2000
? resurfacing and basic longer deceleration and
safety improvements acceleration lanes
new continuous lane out-
bound between Key
Bridge and Spout Run
? better travel surface ? better travel surface
continued traffic merging ? improvement to traffic
and weaving problems merging problems
-continued congestion some improvement to
during peak hours traffic weaving outbound
continued congestion
during peak hours
longest travel times shorter travel time than A
on most segments inbound on GWMP but
longer than A inbound on
Spout Run
second shortest travel time
outbound
improved due to better same as A plus
surface, signing, and - safer traffic merging
guardrails conditions
? additional lanes both in- additional lanes both inbound
bound and outbound be- and outbound between Spout
tween Spout Run and Key Run and Roosevelt Bridge
Bridge new ramp from inbound parkway
? new stacking lane on to Rosslyn Circle
inbound GWMP prior to
Roosevelt Bridge
- better travel surface better travel surface
-good access to Rosslyn ? improvement to traffic
(and US 50) merging and weaving problems
improvement to traffic merg- -added congestion at Key
ing and weaving problems Bridge during morning peak
added congestion at Key hours
Bridge during morning peak - continued congestion during
hours peak hours
continued congestion during
peak hours
shorter travel time than B ? shorter travel time than
inbound C inbound
-slightly longer travel time -shorter travel time than
than B outbound B outbound
same as A and B plus ? same as C
more space for traffic
weaving
safer intersection provided
by Lorcom Lane traffic
signal
Cost of improve- $10,269,000 $16,513,000 $21,669,000 $31,813,000
ments (1985 dollars)
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Alternative B
(Preferred Alternative)
moderate potential for
disturbance of archeolo
gical resources
minor to moderate impact
to historic parkway
minor impact due to some
loss of vegetation
higher potential for dis-
turbance of archeological
resources
? major impact to historic
parkway
moderate impact due to
? disturbance of river edge
and floodplain along
outbound GWMP
-vegetation loss due to
stacking lane
Recreational
values
Overall retention
of parkway character
?positive impact due to
improved road surface
retention of parkway
character
positive impact due to
improved road surface
improved Rosslyn Circle
bike trail improvements
improved visitor contact
minor negative impact due
to reduction in vegetative
edge
positive impact due to
enhancement of Rosslyn
Circle
moderate to major impact
due to
disturbance of river edge
arid floodplain along
outbound GWMP
? sizable cut and fill slopes
and loss of vegetation
same as B except same as B except
? negative impact on Potomac ? negative impact on Potomac
River Trail caused by four River Trail caused by four
lanes around piedmont rock lanes around piedmont rock
on outbound GWMP on outbound GWMP
-pleasure driving diminished ? pleasure driving greatly
by loss of scenic values diminished by loss of scenic
values
Little River shoreline recrea -
lionir.tivity confined to
narrower area
major negative impact due
to stacking lane, loss of
vegetative edge, and more
paved surfaces
? positive impact due to
enhancement of Rosslyn
Circle
minor alteration of parkway ? major alteration of parkw
character character
major neyat ive impact due to
loss of vegetative edge, exten
slue paved surfaces, and cut
arid fill slopes arid retaining walls
positive impact due to
enhancement of Rosslyn
Circle
y ? severe alteration of parkway
character
Impact summary ? unproved safety at the improved safety and traffic ? irproved safety and traffic ? improved safety and traffic
lowest cost and irnpact merging at moderate cost merging/weaving at moderate merging/weaving at the
hint continuer) poor and minor impact with cost and major impart with highest cost and impact
traffic merging and continued peak hour continued peak hour conges with continued peak
continued peakhour congestion hon hour congestion
congest in
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SELECTION OF A PREFERRED ALTERNATIVE
Four factors - traffic movement, traffic safety, environmental
impact, and project cost - were the primary measures of which
alternative should be selected as the preferred alternative in.this
draft document. Alternative B was selected because it improves
traffic safety and merging conditions at a lower cost and with less
environmental impact than either alternative C or D. A final
proposal, which might or might not be the same as the preferred
alternative, will be developed after the public review of the
alternatives. The comments and concerns of individuals,
organizations, agencies, and officials will be considered in
determining if the preferred alternative, another alternative, or a
combination of actions from several alternatives is selected as the
' "1~1?!f~l,1T-11IIII~INt~l~1 v
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You are invited to attend one of the following meetings to obtain
further information on this draft environmental impact statement
and to comment:
Tuesday Cooper Intermediate School - cafeteria
October 8 977 Balls Hill Road
7:00 p.m. McLean, Virginia
Wednesday George Mason University Metro Campus
October 9 Professional Center - 3rd floor
7:00 p.m. 3401 North Fairfax Drive
Arlington, Virginia
Thursday National Capital Planning
October 10 Commission
7:00 p.m. Commission Meeting Room, 10th Floor
1325 G Street Northwest
Washington, D.C.
(By Metrorail-Metro Center stop)
A summary of public comments will be prepared in November.
This information will be made available to area media
representatives, including local newspapers. Write your name and
address on the attached comment sheet if you, your agency, or
your organization would like to receive a copy of the summary.
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I generally prefer: How do you use the parkway?
Alternative A for commuting
Alternative B for recreation
Alternative C both of the above
Alternative D not a parkway user
None of the above
If you would modify one of the above alternatives, or if you If you would like to receive a copy of the summary of public
support a completely different alternative from those included in comments, please write your name and address below.
this document, please describe your changes below:
Thank you for taking the time to respond. Your comments will be Tear out this page, fold, and mail to the address on the back. No
very helpful in the final selection of a proposal. postage is required.
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George Washington Memorial Parkway
Turkey Run Headquarters
McLean, Virginia 22101
BUSINESS REPLY MAIL
SUPERINTENDENT
George Washington Memorial Parkway
Turkey Run Headquarters
McLean, Virginia 22101
NO POSTAGE
NECESSARY
IF MAILED
IN THE
UNITED STATES
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As the nation's principal conservation agency, the Department of the Interior has basic responsibilities to protect and
conserve our land and water, energy and minerals, fish and wildlife, and parks and recreation areas, and to ensure the wise
use of all these resources. The department also has major responsibility for American Indian reservation communities and for
people who live in island territories under U.S. administration.
Publication services were provided by the editorial and graphic staffs of the Denver Service Center. NPS D-64, August 1985
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