# General plan documents — loudoun_county-virginia Assembled by OpenPublica from the documents it serves for this government. Each section below is a separate publication by the government; page anchors (``) refer to pages of that section's own source PDF, linked in its heading. **Contains 4 documents.** OpenPublica has pinned these slots for this government: circulation, conservation, economic_development, fiscal_management_infrastructure, general_plan_implementation, general_plan_introduction, housing, land_use. That is what we have looked for, not a statement that the government publishes nothing else — a plan element absent here may simply not have been reviewed yet. Last reviewed 2026-08-31. --- ## Land Use — Loudoun County 2019 General Plan, Chapter 2: Land Use - Source: https://www.loudoun.gov/DocumentCenter/View/183359/Chapter-2-Land-Use - Pages: 160 - Covers: land_use # Chapter 2 - Land Use ## Table of Contents Quality Development ......................................................................................................................... 5 Vision ........................................................................................................................................... 5 Introduction................................................................................................................................. 5 Expected Growth and Development Patterns ............................................................................... 6 Place Types ................................................................................................................................. 7 Policies, Strategies, and Actions ............................................................................................... 12 Infill and Redevelopment................................................................................................................ 17 Vision ......................................................................................................................................... 17 Introduction............................................................................................................................... 17 Opportunities............................................................................................................................. 19 Emerging Reinvestment Issues .................................................................................................. 19 Challenges.................................................................................................................................. 20 Policies, Strategies, and Actions ............................................................................................... 22 Urban Policy Areas ......................................................................................................................... 28 Vision ......................................................................................................................................... 28 Introduction............................................................................................................................... 28 Development Approach ............................................................................................................. 28 Policies, Strategies, and Actions ............................................................................................... 29 Design Guidelines ...................................................................................................................... 32 Place Types ............................................................................................................................... 33 Suburban Policy Area ..................................................................................................................... 43 Vision ......................................................................................................................................... 43 Introduction............................................................................................................................... 43 Background ................................................................................................................................ 44 Development Approach ............................................................................................................. 44 Policies, Strategies, and Actions ............................................................................................... 47 Design Guidelines ...................................................................................................................... 51 Place Types ............................................................................................................................... 52 Transition Policy Area ............................................................................................................ 72 Vision................................................................................................................................. 72 Introduction....................................................................................................................... 72 Background ........................................................................................................................ 73 Development Approach .................................................................................................... 74 Policies, Strategies, and Actions ....................................................................................... 75 Design Guidelines............................................................................................................. 79 Place Types ....................................................................................................................... 80 Rural Policy Area..................................................................................................................... 97 Vision................................................................................................................................. 97 Introduction....................................................................................................................... 97 Rural Residential............................................................................................................... 99 Rural Economy ................................................................................................................. 99 Farmland Preservation and Protection ............................................................................. 101 Future of Rural Strategy.................................................................................................... 102 Policies, Strategies, and Actions ....................................................................................... 103 Design Guidelines............................................................................................................. 106 Place Types ....................................................................................................................... 107 Rural Historic Villages ............................................................................................................ 108 Vision................................................................................................................................. 108 Introduction....................................................................................................................... 108 Policies, Strategies, and Actions ....................................................................................... 110 Design Guidelines............................................................................................................. 111 Rural Policy Area & Rural Historic Village Place Types........................................................... 117 Towns and Joint Land Management Areas.............................................................................. 124 Vision................................................................................................................................. 124 Introduction....................................................................................................................... 124 Development Approach .................................................................................................... 124 Policies, Strategies, and Actions ....................................................................................... 125 Leesburg............................................................................................................................ 127 Hamilton ........................................................................................................................... 128 Hillsboro ........................................................................................................................... 130 Lovettsville .................................................................................................................... 132 Middleburg..................................................................................................................... 134 Purcellville ..................................................................................................................... 135 Round Hill...................................................................................................................... 137 Design Guidelines.......................................................................................................... 139 County/Town Annexation Agreement/Corporate Boundary Line Adjustment ................. 140 Reference Maps ............................................................................................................. 141 Joint Land Management Area Place Types ................................................................... 142 Loudoun County 2019 General Plan *This page left blank for printing purposes.* CHAPTER 2-4 # Quality Development ## Vision Loudoun will carry forth our successful land use and growth management policy while promoting the well-planned development of unique and appealing places providing a full spectrum of housing and employment options that are linked to supporting commercial, entertainment, educational, agricultural, and recreational activity. ## Introduction Loudoun County has accommodated a high rate of growth over the past decades, concentrating new development in the eastern portion of the County where utilities and roadways have been constructed to serve the population efficiently. Much of Loudoun’s success is due to land use planning that has guided, managed, and directed growth to appropriate locations. Loudoun County’s growth management strategy has comprised an approach that 1) focuses the location and intensity of development in eastern Loudoun and around towns, which maintains the agricultural character, pastoral landscapes, and natural resources of the County’s rural areas; 2) uses service standards and development forecasting to plan the location and timing of investments in infrastructure, facilities and services; and 3) calculates a fair share contribution by new development towards associated capital facility impacts. This approach recognizes that more concentrated population centers better facilitate the provision of emergency response services, roads, utilities, and public facilities. Further, the location of such services and facilities often guide subsequent development patterns. By concentrating these services in the areas of the County where development has been planned and appropriately scaling their availability and levels of service in the less developed areas, the County facilitates growth patterns that help achieve long-term land use, environmental, economic, and fiscal goals. Previous planning efforts in Loudoun County have focused on promoting quality of life by establishing and delivering a shared vision. The *Loudoun County 2019 Comprehensive Plan* (Comprehensive Plan) and, more specifically, the *Loudoun County 2019 General Plan* (General Plan) build upon previous efforts and encourage a range of priorities that will further enhance quality of life in the County through a renewed vision. To realize this vision, Quality Development (QD) addresses a range of topics important to future growth and development that will have a lasting and positive impact on current and future generations in the County. QD represents a level of excellence and a commitment to inclusiveness in future planning efforts. It is a holistic approach that seeks to maintain and build upon the high quality of life that residents have grown to enjoy. To further enhance and improve the quality of life in Loudoun County, this chapter presents countywide policies that will allow the County to address growth and development in future planning and implementation initiatives. The goal of QD in Loudoun is to support these initiatives based on the following aspirations: * Make great places through development that complements, strengthens, and benefits surrounding communities. * Encourage a mix of complementary land uses and project designs that ensure the long-term sustainability, or environmental and economic health, of both the individual development and the broader community. * Foster places with distinctive identities through the use of high-quality design, siting, landscaping, architecture, signage, sustainability, and other design elements. * Integrate land use and transportation policies that prioritize development at the Metrorail stations and provide the most compact and accessible development. QD also encompasses key qualities that will ensure future development positively contributes to the daily life of citizens by establishing and building upon traditional growth patterns and creating places that are conducive to a range of daily activities. Consideration of the following characteristics will help ensure future development and coordinated placemaking enhance quality of life in Loudoun: * Sensitive integration of the natural and built environments, * Context-sensitive site and building design between adjacent developments and land uses, * Architecture that is appropriate for its context, * Sustainable energy technology, * Walkable and pedestrian-friendly environments that promote activity and connectivity in spaces between buildings and developments, * Multi-modal choices that offer a range of transportation opportunities, and * Accessible and connected parks and open spaces. Emphasis on the incorporation of these characteristics in existing and future development is integral to QD. Their thoughtful consideration will help ensure high-quality design and aid in the creation of communities that have distinctive identities. Loudoun will continue to be an attractive place for development given its geographic location, school system performance, business-friendly practices, and notable quality of life. However, new policies and approaches in the General Plan provide guidance to address emerging issues and trends in the County and region. These emerging issues and trends, include a constrained land supply, the County’s connection to the regional Washington Metropolitan Area Transit Authority (WMATA) Metrorail network through the Silver Line extension in 2020, availability and affordability of housing, and a growing demand for new development options. The Plan streamlines its presentation of design concepts, providing specific design guidelines for each policy area in subsequent sections of this chapter. Future implementation of the design policies in the General Plan will require thoughtful revisions to zoning regulations that will help accommodate the flexibility and adaptability of a new land use planning approach in Loudoun. ## Expected Growth and Development Patterns Building upon the County’s successful planning policy, the General Plan is largely organized by geographic policy areas that serve to prioritize areas for new growth and development based on the availability of existing and planned infrastructure and public facilities. Accordingly, this chapter describes the policy areas that provide the geographic framework for the County’s growth management and land use strategies. Policy areas in the General Plan include the Suburban Policy Area (SPA), Transition Policy Area (TPA), Rural Policy Area (RPA), Towns & Joint Land Management Areas (JLMAs), and newly-established Urban Policy Areas (UPA). The UPAs are intended to accommodate living, working, shopping, and playing in a dense urban environment, creating complete communities that will serve as centers of activity for the County. The Plan designates two areas around the Silver Line Metro stations as UPAs, envisioning these areas to develop as dense urban centers. Both areas represent major growth opportunities for the County and are planned to provide for walkable mixed-use and transit-oriented development that will more efficiently absorb much of the County’s anticipated growth, offer a diversity of housing to meet changing housing needs, and offer flexible land use policies to allow for innovation and changing market demands. The SPA continues to be planned for additional growth and development though at a lesser intensity than the Urban Policy Areas. However, rapid growth in the SPA in recent decades has significantly reduced the amount of developable land and subsequently reduced this area’s capacity to accommodate substantial growth. This represents a significant juncture in the County’s planning and development history as development efforts will increasingly emphasize infill development on the few remaining undeveloped parcels in the SPA as well as the redevelopment and adaptive reuse of existing buildings. The TPA is intended to be visually distinct from the Suburban and Rural Policy Areas with a development pattern focused on retaining substantial open space within the context of an assortment of community designs. The open spaces serve as dominant landscape and development features that provide opportunities for public recreation and facilities interwoven through a land use pattern that is predominantly residential with limited commercial and industrial uses. The RPA comprises nearly two thirds of Loudoun’s land area in the western portion of the County and contains twelve historic Rural Villages. This area is planned as an enduring rural landscape of working agricultural lands, rural economy uses, and limited residential development. Protection of the RPA helps to ensure the preservation of farmland, natural, environmental, and heritage resources, open space, and vistas that are vital aspects of Loudoun’s identity. # Place Types While the policy areas described in this chapter provide the geographic foundation for the County’s growth management and land use strategies, the Plan refines the County’s policies to better adapt to rapid changes in technology, demographics, and market factors without losing sight of the County's vision and goals. Central to this more adaptable, enduring approach to land use is the “place type” concept. The Place Type approach differs from the County’s previous approach to land use planning in that it provides a way to shape the future of Loudoun by concentrating on context – the look and feel of places, their form and their character – instead of focusing only on conventional land use categories and specific uses. Place Type categories define not only the basic expected land uses for specific areas in the County, but also preferred development patterns, streetscapes, and design features that make places and environments visually distinctive and functional for people. The Place Type approach is intended to create distinct and “complete” residential neighborhoods, employment centers, open spaces, and other areas. By providing greater flexibility in development types and uses while providing additional guidance on design expectations, place types can also facilitate more dynamic, livable neighborhoods and allow for established areas to evolve and improve. In the next graphic you will find the transect of the County, which transitions from rural to increasingly urban place types. A transect defines a series of Place Types that transition from sparse rural farmhouses to the dense urban core. Each Place Type contains a similar transition from the edge to the center of the neighborhood. The transect does not show all Place Types found in the plan, but rather a few to show the transition at a higher level. Through the use of Place Types in the General Plan, the County aims to achieve Loudoun’s vision for a prosperous and inclusive community consisting of great places in a variety of settings. ### The Place Type Transect <
> ### What Makes a Place? Many characteristics of the natural and built environment contribute to an area's sense of place, or the impression a particular place leaves on residents and visitors. These factors include: * The size, scale, and configuration of the buildings and the spaces between and surrounding them, * The uses in the buildings (although these may change over time), * The patterns of activity in the spaces between buildings, * Views to and from the buildings and spaces, and * Special details such as historic structures, landscape elements, and public artwork. These elements help define a place in our minds and give it a distinct identity. It is this human dimension of place types – their relationship to the way we experience our environment – that makes them such a useful tool in describing the type of development desired in Loudoun County. ## Using Place Types The Place Types described in this chapter have been carefully chosen to complement the current built and natural environment of the County while fulfilling the land use patterns and community characteristics envisioned for each policy area. Place Types emphasize form and function in addition to expected land uses. This makes Place Types especially useful tools to guide future decisions regarding growth and development in each community, taking into account variable priorities such as: economic development, land preservation, protection of natural, environmental, and heritage resources, efficient transportation options, and the provision of public facilities and services. Each of Loudoun's policy areas is divided into distinct place types that reflect their unique form and character. Collectively, the defined elements of each Place Type help to ensure that future development creates the desired character and function of each respective policy area. Each policy area section in the Plan provides a detailed description of each corresponding Place Type, including: * A summary of the general development pattern, scale, form, function, and how the Place Type complements or fulfills the larger visions or policies described elsewhere in the Plan * Use categories expected in the area * Including core and complementary uses that will fulfill the intent of the Place Type * Appropriate conditional uses * Special Activity and Parks and Recreation are listed as conditional uses in all Place Types and will be reviewed on a case by case basis * The expected physical form of each Place Type in terms of * Street pattern—shown below are all configurations that will be found in the Place Types <
> Loudoun County 2019 General Plan | Loop & Cul De Sac | Radiating | Rectangular | Rectilinear | | :--- | :--- | :--- | :--- | * Block length consistent with the *2019 CTP* * Setbacks based on roads and pedestrian features * Parking * Accessory – a parking facility that provides parking for a specific use or uses. The facility may be located on or off the site of the use or uses to which it is accessory. * Short-term – lots and/or spaces designed for people who are dropping off and picking up passengers and/or goods. * Shared – a parking facility that may have spaces reserved and other spaces open to another use * Garage – a building or room, common to single-family residential neighborhoods, used to park vehicles or store items. Garages can be attached to a residence or located in an adjacent standalone building, and are typically accessed via a residential driveway. * Shown below are other types of parking: <
> * Design amenities * Including sidewalks, street trees, street furniture, shade trees, bike racks, lighting, crosswalks, plazas, pedestrian malls, network of green space, and public art * Retail and service * Retail commercial development in residential and employment place types will be designed to respond to the particular characteristics of the place type. CHAPTER 2-10 In residential areas, retail and service uses will be characterized as Neighborhood or Community serving dependent upon the size of the area being served and the characteristics of the site (i.e. access, location, function). They will be located internal to the areas that they serve and will provide convenience or routine shopping and personal services. Retail and service uses in the employment place types are intended to provide convenient retail and personal services supporting the employment uses and are based on a percentage of the uses they will serve. * Open space in terms of the following * Recreational – for both passive and active recreation * Passive - trails (hiking, biking, walking, or equestrian), picnic, community gardens, camping, or fishing areas * Active - ballfields, tennis or basketball courts, swimming pools, tot lots, golf courses, dog parks, and other areas for recreational sports and games * Community – plazas, playgrounds, pocket parks, gardens, public art, amphitheater * Natural, Environmental, and Heritage – forests, stream valleys, wildlife habitats, floodplains and their buffers, steep slopes and ridge tops, meadows, hedgerows, wetlands, heritage resources, and land contributing to the context of heritage resources, which may be incorporated into publicly accessible parks and preserves. * Agricultural land including fallow land and working lands (agriculture, horticulture, and silviculture) * The expected development intensity in terms of floor area ratio (FAR) and/or residential density (dwelling units per acre) to better define the anticipated massing, scale, and level of activity expected * A discussion of how design elements, variations in land use, and changes in density can be applied to ease transitions among different place types and uses, ideally minimizing the need for intrusive screening or other structural mitigation measures ## Place Type Implementation Place Types are not meant to directly parallel use-based zoning districts, but rather are a direct way of connecting the day-to-day experiences and preferences of the community with the more specialized and technical discipline of land use planning. The Place Types in the General Plan are: 1. Used to describe the desired future condition, environment, and development of our community’s places; 2. Mapped similarly to a traditional future land use map and used to guide future development; and 3. Linked to a future comprehensive Zoning Ordinance revision, which will create enhanced design standards and may include new districts that better align with the desired character of the place. See Appendix A for general place type considerations – prompts that should be considered while devising and developing a project to assess whether a proposal is compatible with the Place Type and improves the site and its surroundings. # Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply countywide. QD Policy 1: Provide flexible design guidelines in all policy areas and in priority areas of the County to create more specific design guidelines that encourage innovation and appropriate architectural, site, and landscape design in all development. ### Strategy 1.1. Identify and prioritize areas in the County where more specific design guidelines are desired. ### Actions A. Develop user-friendly, illustrative design guidelines. The design elements will promote an overall sense of place through design elements that in-part relate to block size, circulation and connectivity, streetscape and street sections, building form, placement (setbacks), orientation, articulation, parks and open spaces, public and civic uses, landscaping, and sustainability that give a high quality form to the built environment. B. Create incentives that provide the opportunity to implement design guidelines. C. The County will consider the development of zoning regulations and design standards that implement the design guidelines of this plan and any design guidelines that may be created in the future. ### Strategy 1.2. Encourage the submission of site development and architectural guidelines for new developments. QD Policy 2: Where appropriate to the Place Type, create compact, walkable development patterns characterized by smaller blocks, shorter distances among uses, inter-parcel connectivity, greater diversity of uses on the same street, and connected open spaces that facilitate social interaction and offer affordable and convenient lifestyles. ### Strategy 2.1. Ensure County guidelines, zoning regulations, and design standards encourage a compact, walkable development pattern in areas where pedestrian activity should be welcomed. Action A. Develop and implement zoning regulations or design guidelines that support a compact, walkable development pattern in areas that are appropriate for pedestrian activity. QD Policy 3: Provide diverse environments and experiences in all development. Strategy 3.1. Ensure that context and development potential are considered by integrating uses with the natural environmental features of the site. Actions A. Develop flexible guidelines, regulations, and design standards that support diverse environments and experiences. B. Create incentives to ensure a mix of environments and experiences within a development. C. Use a design process that integrates natural environmental features into the development. D. Incorporate the Loudoun Equity Action Plan (2025) into a review of the General Plan to ensure the General Plan provides diverse and equitable experiences and environments. QD Policy 4: When appropriate for the Place Type, design spaces to maximize pedestrian, bicyclist, and other multimodal activity, comfort, and convenience. Strategy 4.1. Development must ensure pedestrian and bicyclist connectivity and safety in areas appropriate for multi-modal activity while pursuing high-quality design to include establishing easements and right of ways. Actions A. Create guidelines, zoning regulations, and/or design standards that ensure bike lanes, shared spaces, and paths of travel are created in areas where multimodal activity should be encouraged. B. Create guidelines, zoning regulations, and/or design standards that ensure traffic calming designs. QD Policy 5: Ensure greater interaction between activity inside buildings and the public realm where appropriate to the Place Type. Strategy 5.1. Ensure that design emphasizes the quality of the pedestrian experience in public spaces within mixed use developments and residential communities. Action A. Develop design guidelines, zoning regulations and/or design standards, and additional design elements that contribute to the quality of the human experience in the built environment. QD Policy 6: Within mixed use developments and residential communities, promote high-quality design and a mix of uses to encourage activity and longer stays in spaces, in order to create vibrant areas and a sense of place. Strategy 6.1. Ensure the development of inviting public spaces that encourage longer stays and increase the vibrancy of the area, such as public/civic gathering spaces, outdoor rooms, public art spaces, and passive/active recreation spaces. Action A. Create guidelines that address public seating, art, landscaping, outdoor rooms, safety, and other innovative elements that can maximize opportunities for the public. B. Create guidelines that ensure public spaces are universally accessible and safe from potential hazards. QD Policy 7: Ensure high quality development where the natural and built environment contribute to an area's "sense of place." Strategy 7.1. Ensure the place types complement the current built and natural environment of the County, while fulfilling the land use patterns and community characteristics envisioned for each policy area. Actions A. The density or development potential of a place type designated for a site will be defined by gross area of the site. Development potential can be transferred within a project to protect natural and cultural features and to meet the design objectives of the place type. B. Structured parking and open space areas are not included within the floor area ratio of a site when assessing it by the designated place type. C. The open space requirement for each respective place type will be measured as a percentage of gross area. D. The three use lists of a place type are a guide where: core uses are most prevalent in the place type, complementary uses support the core uses, and conditional uses are to be considered on a case-by-case basis. E. Follow the preferred mix of uses for each place type which is an approximate amount that would be needed to achieve the full intent of the place type. Allow the use mix of a development to differ from the preferred ranges noted in the place type, when street and open space network, project size, surrounding context or other factor supports flexibility to achieve the development objectives of the Plan. F. When evaluating building height, consider compatibility of surrounding development, exisiting and approved, as well as setbacks and sightlines. G. Amend zoning regulations and design standards to implement place types. It may be necessary to utilize incentive provisions in order to achieve the maximum development intensity or residential density stated in this Plan for any individual place type. H. Within the Urban Policy Area, projects less than 3.5 acres in size will not be strictly held to the use mix specified for that place type if the effect of a proposed development is to shift the use mix for an area within ¼ mile of its boundaries closer to the preferred mix for the place type. Such projects will be evaluated by IR Policy 3, Strategy 3.1. I. Within the Suburban Policy Area, projects less than 10 acres in size will not be strictly held to the use mix specified for that place type if the effect of a proposed development is to shift the use mix for an area within ½ mile of its boundaries closer to the preferred mix for the place type. Such projects will be evaluated by IR Policy 3, Strategy 3.1. J. Infill developments greater than five acres with a residential component that exceeds 90 percent of the overall use mix will be evaluated by SPA Policy 2, Strategy 2.1 Action K. Strategy 7.2. Consider allowing interim uses that contribute to the community and are planned to efficiently and easily evolve to more intense uses called for by the Loudoun County 2019 Comprehensive Plan, when market forces support additional development. Actions A. Ensure interim development uses, design, locations, ownership, or intensities are not a deterrent or barrier to implementing the long-term community vision for Loudoun County, as well as the policies and objectives of the Loudoun County 2019 Comprehensive Plan. B. Require projects that are proposing a phased development program or an interim use to commit to a plan that achieves the ultimate development of the site, consistent with the intent of the Loudoun County 2019 Comprehensive Plan. C. Require development proposals for interim uses to design and build infrastructure, buildings, parking lots, and parks and landscaped areas to support the ultimate, higher density development. D. Determine acceptability of interim development phases and land uses against: i. Location, site constraints, relationship to surrounding uses, ii. How well the interim use complements and supports community life and activity of the surrounding development, and iii. How well the project retains the capacity to achieve the ultimate development pattern and meet the policies and objectives of the *Loudoun County 2019 Comprehensive Plan.* E. Encourage development in its ultimate condition to rely on structured parking but consider a mix of structured parking, on-street parking, and surface parking as an interim land use. ## QD Policy 8: Development should utilize universal design principles to increase functionality, usefulness, and marketability to persons with diverse abilities. ### Strategy 8.1. Promote equitable access to streets, sidewalks, public and private buildings, civic spaces, and transportation facilities. ### Actions A. Amend zoning regulations and design standards to require the provision of continuous, accessible, step-free paths of travel throughout new employment, retail, and mixed use development proposals. B. Amend zoning regulations and design standards to incorporate accessible and inclusive design features into public and civic spaces such as community centers, parks, plazas, and playgrounds. C. When reviewing new proposals, favor accessibility features that encourage universality of access and utility as seamlessly as possible. D. Review and revise county sign regulations to facilitate signage and way-finding at appropriate heights that incorporate Braille, tactile markings, and other accessibility improvements. ### Strategy 8.2. Promote the use of universal design features at the site and building level. ### Actions A. Encorage universal design features into all residential development. B. Incentivize the use of design mechanisms that ensure universal functionality within new construction. C. Examine the feasibility of establishing a technical and financial assistance program that assists property owners and tenants of older structures in removing impediments to accessibility and incorporating universal design elements into renovation projects. # Infill and Redevelopment ## Vision A community where careful public investment in services, facilities, and growth management can maintain neighborhood vitality; reinvest in underused areas; and facilitate complete, connected, and distinct communities. ## Introduction Loudoun County is a maturing community. For the last several decades, the approach to planning and zoning focused on managing and directing rapid suburban growth to primarily undeveloped land, or greenfields, in eastern Loudoun County – areas designated for growth in the *Revised General Plan*. Today, much of the Suburban Policy Area (SPA) has been developed and there is a limited supply of land remaining for new greenfield development, creating new planning challenges and opportunities in this area. Some existing neighborhoods, commercial developments, and employment centers are aging or underutilized, and thus vulnerable to disinvestment and decline. Other newer developments that never realized their full commercial potential present additional opportunities for redevelopment. As these maturing commercial centers and neighborhoods evolve over the next two decades, the *Loudoun County 2019 Comprehensive Plan* (Comprehensive Plan) seeks to ensure that they do so in a way that meets the County’s long-term land use, housing, economic development, and public infrastructure goals. This section focuses on several interrelated concepts that are integral to successful projects and initiatives in previously developed areas: redevelopment, infill, and adaptive reuse. Table 1 provides a definition of each of these terms, the intent and goals of each, and the kinds of locations in the County where their use may be most appropriate. These are not mutually exclusive concepts, and a project or initiative may include elements of one or more of them. Generally speaking, redevelopment describes the conversion of any existing developed property into other uses or a different intensity of use. Adaptive reuse is a form of redevelopment that repurposes existing, oftentimes obsolescent or historically significant structures for new uses. Infill refers to the development of substantially undeveloped or underutilized properties that exist in otherwise built areas with existing or planned infrastructure and service capacity to handle more intensive land uses. Although not a form of redevelopment by definition, infill may be coordinated with redevelopment projects to better realize the planning vision for a particular area, sometimes as a part of a larger investment program. Redevelopment aims to encourage new vitality and economic activity in a community. Loudoun County 2019 General Plan ### Table 1. Infill and Redevelopment Terms and Concepts | | Definition | Intent and Goals | Primary Locations | | :--- | :--- | :--- | :--- | | **Redevelopment** | The rehabilitation, removal and replacement, or adaptive reuse of existing structures or uses. This includes any development project that significantly modifies an existing developed site resulting in changes to its design, use, and/or intensity. Projects may involve razing existing structures and constructing completely new buildings and may require mitigation or remediation of the impacts of previous uses. | To achieve land uses that are more economically beneficial, more compatible with existing or anticipated surrounding land uses, and align uses with the long-term vision of the Plan. | Any existing built property where conversion to a new use better achieves the economic development, housing, land use, and public infrastructure policies of the Plan. | | **Infill** | Establishment of a new use on a site that may be undeveloped or underutilized but is located in an area of established, stable development where roads, water, sewer, and general services are available or planned. Infill sites are often small (less than 20 acres), and their development should complement or complete a larger development area. | To optimize infrastructure investments, leverage existing service capacity, and reduce development pressure on areas not designated for growth. | Undeveloped areas otherwise served by public infrastructure and utilities. These may include brownfield and greyfield sites. | | **Adaptive Reuse** | Repurposing of an existing structure in order to accommodate new uses while preserving the structure. This often involves improving existing buildings to allow for modern design and building program preferences. | To prolong building lifespans, encourage reuse of existing resources, facilitate market alternatives, and encourage preservation of historic structures through appropriate renovation. | Existing buildings where prior uses are obsolete or economically infeasible. Appropriate building stock is in sound structural condition and provides flexibility for retrofitting for new uses. Context-sensitive reuse can be an important tool for preservation of historic structures. | The *Loudoun County 2019 General Plan's* (General Plan) planning approach reflects a greater emphasis on redevelopment of aging areas, infill for the few remaining undeveloped parcels, and adaptive reuse of existing buildings, complemented with investment as needed. These types of development bring unique challenges and opportunities inherently different from greenfield development. The policies and implementation steps of this section are intended to support these development types. CHAPTER 2-18 # Opportunities With redevelopment, infill, and adaptive reuse come opportunities. Redevelopment offers communities the opportunity to reimagine underutilized or underperforming sites to create unique places and provide amenities desired by residents. Other redevelopment projects may maximize commercial potential, increasing neighborhood commerce and enhancing property values. Infill can maximize the use of public investments and existing infrastructure, create opportunities to achieve more cohesive development patterns, encourage reinvestment, and better connect neighboring developments. Adaptive reuse projects can support historic preservation goals, generate activity within vacant buildings and underutilized areas, and preserve iconic or prominent buildings exemplifying community character while maintaining compatibility with the surrounding neighborhood. Adaptive reuse, infill and redevelopment also can provide opportunities to diversify housing stock. These projects can upgrade or retrofit older or substandard infrastructure for the site and surrounding area, which generally increases the value of a property and contributions to the tax base. # Emerging Issues Most of Loudoun County’s suburban development is relatively new, but as Loudoun’s communities continue to age, County policies and initiatives to support and enhance these neighborhoods and commercial centers will be increasingly important. The Potomac and Sterling communities are two of the oldest and most diverse communities in Loudoun County. With neighborhood development beginning in the 1960s, the communities are mostly built-out. Housing stock has been in place for approximately 50 years and a need for investment has emerged. The 2007 recession also significantly affected Potomac and Sterling. The largest concentration of foreclosures and subsequent vacancies in the County occurred in these communities, compounding the area’s challenges. Recognizing the need for investment in Potomac and Sterling, the Loudoun County Department of Planning and Zoning undertook a community outreach project in 2008. During the outreach, residents identified needs and desires to help encourage investment within areas of the community. Community members expressed concerns that poor neighborhood maintenance created blight conditions and contributed to an increase in crime. Furthermore, residents worried that their neighborhoods lacked law enforcement personnel, neighborhood volunteer watch groups, and teen programming. The General Plan’s more flexible, incentive-based regulatory approach is intended to encourage private interests to undertake a range of context-sensitive redevelopment, and infill, projects with support from County programs and targeted planning and community outreach efforts. In recent years, Loudoun County undertook certain recommendations originating from the Potomac and Sterling community outreach project. To address the foreclosure issue and the deterioration of housing, the County made considerable investment of Community Development Block Grants (CDBG), tax dollars, and Neighborhood Stabilization funds; provided grants to non-profit housing providers to purchase and renovate homes to sell to low and moderate income families; and provided direct loans and grants to qualified residents through several programs. The County also revised the Zoning Ordinance to address community aesthetics, began proactive code enforcement, and established a full service Eastern Loudoun Sheriff’s Substation in Sterling Park. As other neighborhoods continue to mature, the County will look to emulate and improve upon past public engagement efforts and collaborative planning solutions. It is important, however, that the County considers the diverse needs, desires, and vision of each affected area. Some smaller scale projects, such as incorporating a mix of residential and new retail uses into a declining strip commercial center, may be appropriately handled through the rezoning process, which provides for public hearings before the Board of Supervisors and Planning Commission. Larger scale infill or redevelopment projects that are likely to displace large numbers of business or residential tenants may warrant a more in-depth, collaborative public input process. The Policies, Strategies, and Actions of this section are intended to clarify the County’s interest in adaptive reuse, infill and redevelopment and the planning tools and processes available to encourage and shape these efforts. ## Challenges Redevelopment, infill, and adaptive reuse projects may also face or present different challenges than greenfield developments, including: * Land development regulations that are generally designed to guide greenfield development and lack the flexibility needed to facilitate redevelopment, adaptive reuse, or infill projects. * Redevelopment sites and adaptive reuse projects may require infrastructure improvements and experience other fiscal challenges that result in costlier projects than greenfield development. * Sites that are often owned or leased by multiple entities, making it difficult to craft a unified vision and project. * Potential opposition from the community for redevelopment, infill, and adaptive reuse projects. * Redevelopment projects that may displace populations because market-provided attainable housing is demolished or rents and property taxes increase due to the new development. * Redevelopment projects that may displace established employment uses, adversely affecting the diversity of the County’s commercial tax base. Considering the complexity of challenges related to these projects, developing a community vision that anticipates redevelopment, infill, and adaptive reuse projects is critical. The County should take a leading role in developing this community vision by identifying and prioritizing areas that would benefit from redevelopment, and by conducting proactive planning efforts to establish this vision. In addition, Loudoun County should require developers to consider and include community input for significant infill and redevelopment projects, especially those that are most likely to displace established residents and tenants. A community vision endorsed by the locality provides assurances to both developers and the community. It also identifies the locality’s role in advancing such projects. Loudoun County 2019 General Plan <
> Addison McDonald residential development is an example of infill in Brambleton. Two parcels, each originally with a residence, and totaling approximately 7 acres were developed with 39 townhouses surrounding a village green. <
> Lucketts Community Center. Loudoun County has adaptively reused several historic schools for community centers in rural villages, providing gathering places while protecting iconic buildings and community character. Redevelopment, infill, and adaptive reuse, projects within the County should result in great places that complement, strengthen, and benefit surrounding communities. Such projects should enhance the quality of life and help build a strong sense of community, where people feel connected to each other and to places that are expressions of community character. The following Policies, Strategies, and Actions of the General Plan will foster this vision of compatible infill development within existing neighborhoods, and quality redevelopment of aging or underutilized commercial and employment areas. They encourage efficient use of land and maximizing the use of existing infrastructure, public facilities, and community amenities, while benefiting established communities and alleviating development pressure outside of planned growth areas. CHAPTER 2-21 # Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply countywide. IR Policy 1: Ensure redevelopment, infill, and adaptive reuse projects will enhance quality of life and neighborhood character, fulfill community needs, and improve economic opportunities. ### Strategy 1.1. Where infill, and/or redevelopment, initiatives could affect established neighborhoods, facilitate community engagement to address County and community concerns and build support for future projects. ### Actions A. Develop criteria to identify and prioritize areas for redevelopment, infill, and adaptive reuse, with the Priority Commercial Redevelopment Areas Map serving as the source for initial areas of focus. B. Create a common vision and objectives for areas identified for redevelopment, infill development, and/or adaptive reuse, through a public process. C. Address redevelopment, infill, and/or adaptive reuse, as part of community plans. Pay particular attention to a community’s historic assets and function in areas with under recognized historic resources or limited historic resources protections, such as the legacy village cores of Ashburn, Arcola, and Old Sterling (see Legacy Village Cores Map). D. Identify methods for ensuring developers will follow through on commitments to communities that are products of a facilitated engagement process between the developer and the surrounding neighborhoods and developments. E. Evaluate the creation of infill overlay districts to encourage flexibility for residential and non-residential projects in priority/targeted areas. ### Strategy 1.2. Support projects that provide community amenities, fulfill community needs, and benefit the surrounding communities. ### Actions A. Conduct analysis of local market demands to determine what is needed to foster successful redevelopment. B. Identify priority redevelopment areas and targeted strategies through the community planning process. C. Ensure residential and mixed-use projects increase and diversify housing opportunities when in conformance with other Plan policies. D. Require redevelopment projects to replace, at a minimum, market-provided attainable units lost through a redevelopment process. E. Develop strategies to address housing attainability and displacement prevention – or mitigation when unavoidable – during redevelopment projects. F. Require the provision of comparable community amenities to any lost through a redevelopment process. G. Encourage annexation of residential projects into adjoining homeowners’ associations (HOAs) to make the provision of amenities more economical. H. Develop criteria, such as site constraints, important resources, and community amenity gaps, to identify infill sites appropriate for use as park, civic, and open space rather than private development. I. Promote the development of interim uses on underutilized properties that are compatible with the surrounding development pattern, such as community gardens, playgrounds, park-and-ride lots, and farmer’s markets Strategy 1.3. Enhance established residential communities. Actions A. Identify and prioritize neighborhoods with an emerging need for investment and work with these communities to identify needs and desires and build support for reinvestment. B. Identify strategies to preserve and enhance a community’s sense of place, social fabric, and historic assets and functions. C. Identify, and include in the Capital Budget, capital facilities improvements necessary to support investment in targeted areas. D. Identify and utilize funding sources for community reinvestment strategies. E. Educate the community about funding sources for home improvement and repair. F. Facilitate the provision of community amenities, such as pedestrian/bicycle facilities, sidewalks, traffic calming, street lighting, bus stops, cultural centers, and community gathering places. G. Develop incentives that encourage the private sector to improve retail and commercial establishments in targeted areas. H. Provide resources for community-based initiatives, such as neighborhood volunteer watch groups and teen programming. Strategy 1.4. Facilitate redevelopment, infill, and adaptive reuse projects through technical assistance, an improved regulatory framework, and streamlined review processes. Actions A. Provide general project guidance, such as best practices, tool kits, examples of “approvable” development types, and profiles of successful projects. B. Develop and maintain a County redevelopment webpage with information and resources on redevelopment activities. C. Develop flexible zoning regulations and design standards that account for existing conditions, allow for creative design and emerging development types, and provide certainty and clear direction for developers. D. Encourage the use of Planned Unit Development (PUD) Zoning Districts for infill sites smaller than 20 acres in the Urban and Suburban Policy Areas when a proposal needs more than five zoning modifications. E. Develop creative incentive programs for projects located within the priority areas for redevelopment identified on the Priority Commercial Redevelopment Areas Map and other qualifying projects, such as increases in permitted density where infrastructure is available, reduced fees, or expedited review processes. ### Strategy 1.5. Incentivize redevelopment, infill, and adaptive reuse projects, in priority areas to be established by the County, using the Priority Commercial Redevelopment Areas Map to determine initial priority areas. ### Actions A. Evaluate and implement the use of fiscal tools to incentivize redevelopment, such as tax increment financing (TIF) and public improvement districts (PID) and attainable housing development loan programs. B. Evaluate entering into public-private-partnerships to initiate redevelopment and adaptive reuse efforts and reduce development risks in priority areas. C. Direct public investment and resources to priority areas to facilitate redevelopment. D. Establish programs to assist in business retention, expansion, and recruitment when commercial redevelopment projects occur. ### Strategy 1.6. Achieve unified site design, efficient use of existing infrastructure, and maximum land development potential through the consolidation of small, adjacent, underutilized properties. ### Actions A. Facilitate redevelopment of multi-ownership sites through a planning process that engages owners and the larger community in the creation of a shared vision for the area. B. Create incentives for parcel assembly and funding opportunities for infrastructure improvements associated with redevelopment projects to alleviate private sector risk and costs. C. Encourage road abandonment requests associated with a zoning map amendment or zoning concept plan amendment applications to provide additional attainable housing in exchange for the abandoned or vacated section of road, where deemed appropriate/applicable. Strategy 1.7. Ensure that projects proposed for eastern Loudoun’s legacy village cores – including Ashburn, Arcola, and Old Sterling – complement the scale, form, and historic land use patterns of these areas (see Legacy Village Cores Map). Actions A. Develop zoning regulations and design standards that emulate existing lot patterns in the legacy village cores of Ashburn and Arcola with buildings oriented to the street, encouraging pedestrian activity. B. Develop zoning regulations and design standards that promote a mix of land uses including residential, retail, office, institutional, public facilities, parks, playgrounds and other uses in the legacy village cores where such uses do not otherwise conflict with existing uses or anticipated noise impacts from Washington Dulles International Airport. C. Develop or maintain zoning regulations and design standards for the legacy village core of Ashburn that limit residential densities to four (4) units or fewer per acre. D. Develop zoning regulations and design standards that limit commercial, flex, or industrial building footprints to 10,000 square feet (SF) and building heights to three (3) stories. E. Develop zoning regulations and design standards that discourage new automobile-oriented retail uses in the legacy village cores. F. Where compatible with surrounding land uses, allow residential or mixed-use development in areas of the legacy village core of Arcola that fall outside the Ldn (day-night average noise level) 65 or higher aircraft noise impact area of Washington Dulles International Airport, applying the standards of the Suburban Neighborhood Place Type. G. Encourage residential development above first floor retail or employment uses in the village cores. H. Use the community planning process to develop a unified planning vision and targeted implementation actions for Ashburn, Arcola, and Old Sterling. Strategy 1.8. Promote the retention or development of small-scale industrial, employment, and manufacturing uses in order to promote local provision of jobs and services and maintain a diversified commercial tax base. Actions A. Develop zoning regulations and design standards that discourage the displacement of legacy flex, industrial, and employment uses by new large-scale uses. B. Develop zoning regulations and design standards that expand opportunities for small-scale manufacturing in place types allowing flex, light industrial, industrial, and employment uses. C. Amend zoning use definitions in industrial, flex, and employment-centered zoning districts to accommodate makerspaces, emerging small-scale manufacturing sectors, and the marketing and retail of goods produced on-site. D. Explore zoning changes that would support small business/entrepreneurial activities in infill projects. IR Policy 2: Recognize adaptive reuse of existing unused or underutilized buildings as an opportunity to establish or reinforce a community’s identity and sense of place. Strategy 2.1. Support adaptive reuse projects that provide cultural activities and community gathering places. Actions A. Use the *Heritage Preservation Plan* to guide the adaptive reuse of historic resources. B. Establish collaborative programs and partnerships for adaptive reuse projects to foster entrepreneurship and encourage innovative ways to reuse buildings and sites and encourage housing as an adaptive reuse. Strategy 2.2. Prioritize adaptive reuse of existing buildings with historic significance or importance to a community over demolition. Action A. Consult with communities to ensure all unused or underutilized buildings representing their history and character are identified, protected, and adaptively reused. Strategy 2.3. Revise County regulations to accommodate creative adaptive reuse designs. Action A. Review zoning regulations, design standards, and building code regulations to identify regulatory encumbrances to adaptive reuse projects. B. Develop zoning regulations and design standards that provide ample flexibility for adaptive reuse projects without compromising the health, safety, or welfare of users. IR Policy 3: Promote redevelopment and infill projects that balance compatibility and integration with new housing choices and creative designs. Strategy 3.1. Redevelopment and infill projects will be evaluated based on compatibility and the integration of the development within the context of the surrounding development patterns. Loudoun County 2019 General Plan ### Actions A. Ensure redevelopment and infill is compatible with he surrounding development. As appropriate, elements of the Place Types should be incorporated to the fullest extent possible. B. Ensure residential development on infill sites is designed to fit into the surrounding context. C. Consider allowing development proposals seeking to be considered infill and requestion flexibility in terms of use mix and open space if all the following project elements are provided: 1. Proffered perspectives, drawing, and/or illustratives that demonstrates the proposed infill will be compativle with existing development. 2. Explanation of how the proposed infill will have minimal infrastructure impacts and is proximate to open space. 3. For proposed residential infill development, documentation of how the predominant and majority types of dwelling proposed will add to housing attainability and/or diversity. 4. For development to a use not envisioned by the Place Type in the General Plan, provision of market studies, appraisal data, vacancy data, and/or data regarding proximity to similar uses that demonstrate such a change is warranted. CHAPTER 2-27 # Urban Policy Areas ## Vision The Urban Policy Areas (UPA) will be the target area for much of Loudoun’s future growth in the immediate future. UPA communities will accommodate living, working, shopping, learning, and playing in dense urban environments of walkable mixed use and transit oriented development. These areas will possess high-quality public environments with accessible and connected places, and a rich mix of uses that establish a distinctive sense of place. UPA communities are envisioned to support development types, patterns, and densities that will create jobs, grow the tax base, and be fiscally sustainable. ## Introduction The new UPAs are planned and designed to be strong, diverse regional activity centers and economic drivers. As such, UPAs will provide new opportunities for regional employers to locate near complete urban communities with multiple transit options and access to Washington Dulles International Airport. The UPA has been in the making since the *Toll Road Plan*, with transit-oriented nodes and then building upon them in the *Revised General Plan* with Transit-Oriented Development areas in the Suburban Policy Area. The UPAs encompass areas around three Metrorail stations: Innovation Center (in Fairfax County), Loudoun Gateway, and Ashburn (for reference, see Urban Policy Areas Place Types map). The areas around the Metrorail Stations are envisioned as transit-oriented communities with a dense urban core consisting of the greatest intensity of development in the County. These areas emphasize mixed-use development throughout and are the highest priority growth areas in the County. Due to their current suburban nature, the process of transitioning these areas to walkable communities may involve partial infill and redevelopment as described in the Infill and Redevelopment section of this chapter. The expansion of Metrorail service into Loudoun County presents an unprecedented opportunity to create dynamic urban places that respond to the community’s evolving needs and demands. The *Loudoun County 2019 Comprehensive Plan* (Comprehensive Plan) integrates multimodal transit options with high quality urban and environmental design guidelines to shape livable, vibrant, and active UPA neighborhoods with a balance of business, commercial, and residential uses. The UPA communities will provide a variety of housing choices that offer diverse options for families, empty-nesters, individuals, couples without children, and older adults across socioeconomic groups, helping to provide the housing continuum described in Chapter 4. They will be communities that are rich in amenities including networks of publicly accessible green spaces, such as the Broad Run Stream Valley Park and Trail, that simultaneously protect valuable environmental resources. ## Development Approach The *Loudoun County 2019 General Plan’s* (General Plan) design policies and guidelines recognize that urban form is essential to creating places that are functional and attractive to a diversity of users. Urban design characteristics in the UPA speak to the design of individual structures and spaces, the spatial relationship among structures, the relationship of buildings to the streetscape and other public places, and transitions between areas of differing densities or intensities. Building façades set at the back of the sidewalk and ground floor retail uses with transparent façades will help activate the streetscape. The guidelines also encourage the development of distinctive public places that promote culture and the arts. Street furniture, public art, water features, and distinctive landscaping will create visually appealing streetscapes that encourage street-level activity and public interaction. All UPA communities will include transportation hubs that offer a wide array of transportation mode choices including walking, biking, driving, and transit. The UPA is a place where walking and bicycling can be convenient travel modes, diversity of use is nurtured, and public places are aesthetically pleasing, safe, and accessible. Attractive grid-form street networks will prevent traffic congestion, maximize travel choices, and safely and efficiently move individuals throughout the area. Small, tree-lined blocks will enhance the pedestrian experience and encourage non-vehicular travel. Contiguous, linear green spaces that accommodate both passive and active recreation will encourage alternative means of travel. The Comprehensive Plan envisions a certain level of activity and intensity of development in the UPAs, which is necessary not only to create vibrant, viable transit-oriented communities, but also to protect their long-term tax revenue generation potential. Therefore, land uses that do not meet the minimum bulk and/or density guidelines envisioned in the UPA Place Types should be avoided. Interim uses may be appropriate, if it can be demonstrated that they will evolve to an ultimately desired use that aligns with the long-term vision of the General Plan. The County's ongoing collaboration with the Metropolitan Washington Airports Authority (MWAA) regarding future land use planning around Washington Dulles International Airport’s northern border is essential to the success and economic viability of the Loudoun Gateway Metrorail Station. The County will continue its partnership with MWAA and explore mutually beneficial land use alternatives that realize greater tax revenue while supporting current and planned airport operations. This collaborative planning will ensure that the Loudoun Gateway Metrorail Station develops as a walkable place with job opportunities, amenities, pocket parks, transit options, and nearby housing that includes attainable housing without compromising Washington Dulles International Airport’s long-term viability. ## Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply only within the UPA. UPA Policy 1: Ensure walkable development and connectivity to the community throughout the UPA to foster the urban character found in the Place Types. Strategy 1.1. Development designed to provide for a walkable mixed-use environment that supports multi-modal transportation choices and fosters substantial pedestrian activity within the half-mile area and to surrounding areas. A. Promote attainable housing opportunities within mixed-use developments located within walking distance of transit stops and Metro stations. <
> Strategy 1.2. Support walkability by providing pedestrian and bicycle commuter connectivity to the core of the Metrorail stations and surrounding neighborhoods as well as enabling future connections from undeveloped parcels. Strategy 1.3. Support a high level of pedestrian connectivity including connected street grid patterns with sidewalks, short block lengths, and connected trails and pathways providing connections to surrounding neighborhoods. Strategy 1.4. The Ashburn and Loudoun Gateway Metrorail Stations will serve as transit and commuter hubs while providing an urban walkable environment. Development proposals provide a balance between the needs of commuters with the desire to create a walkable urban environment. Strategy 1.5. Accommodate a long-term vision with an appropriate mix of residential and non- residential uses that fulfill daily needs and convenience of its residents and employees. Actions A. Mixed-use neighborhoods should accommodate infrastructure plans for near-term and long-term transit circulator service. B. Community facilities like schools, community centers, and libraries should be located to allow as many residents as possible to be within a short walking distance. C. Larger developments should provide pedestrian access within their development and possible shuttles to connect to the Metrorail stations. D. Offer safe and accessible parks and/or recreation opportunities that provide diverse activites for all ages, interests and abilities. Strategy 1.6. Discourage single-story buildings in the UPA to promote compact, pedestrian-oriented spaces except when such buildings are integrated into a plaza or other public gathering space and are no larger than 2,000 square feet. Strategy 1.7. Any drive-through retail uses are to be incorporated within mixed-use buildings. UPA Policy 2: Provide dynamic and diverse public places and amenities within proposed UPA communities. Strategy 2.1. Densities in the area are expected to sustain an urban development pattern with pedestrian activity. Strategy 2.2. The County should promote concepts like outdoor dining, event space, street fairs, and public art within compact, walkable non-residential areas. <
> Action A. Development design should accommodate walkable features and amenities like centralized activity areas such as shopping and dining areas with wide sidewalks, more narrow pedestrian-oriented streets, transit stops, and safe community gathering places (e.g., parks and plazas). UPA Policy 3: Provide a diverse mix of choices in all development. Strategy 3.1. Accommodate office developments and/or high-employment generating uses that conform to the overall vision for a walkable urban development pattern. Action A. Create partnerships with universities and private sector companies to foster growth of an Innovation District at the Loudoun Gateway Metrorail Station that supports workers and students in the advanced technology and science industries. Strategy 3.2. Ensure that development within a half-mile of the Loudoun Gateway Metrorail Station reflect the General Plan’s and station area’s long-term vision of a global destination, activity center, and leader in innovation and entrepreneurship. Strategy 3.3. Accommodate diverse and attainable housing options in all development. Action A. Achieve smaller average total unit sizes for dwellings within the UPA to decrease housing costs and increase diversity of housing options. B. Promote the development and/or inclusion of attainable housing through regulatory incentives that may include height increases, setback reductions, lot coverage increases, technical study waivers, buffer modifications, and/or parking reductions. # Design Guidelines The Design Guidelines are to build upon our current high standard of development in a manner that allows innovative design and new responses to the market. The Design Guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the UPA can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, proffers, or any other design standards or regulations administered by Loudoun County. All legislative applications for development in the UPA are expected to include project specific design guidelines, site plans, illustatives, landscape plans, building elevations, and other similar graphics that demonstrate consistency with the UPA Design Guidelines and planning principles in this document. When using the guidelines, analysis is to be provided of the impact that a potential development may have on the landscape, considering not only appearance, but practical considerations such as proximity to utilities, community amenities, jobs, and housing, in order to maximize the use of existing infrastructure and reduce travel distances. Development should contribute to creating places within the UPA by working with existing topography and site features, responding to the local context, and reinforcing the compact walkable character, rather than simply attempting to place suburban design onto the urban landscape. *The goals of the UPA Design Guidelines are to:* * Promote accessibility and establish links to transit, * Promote walkability, * Encourage human activity between buildings and streets, * Establish “human scale” of buildings at street level (first floor of a multi-story building), * Create visually compatible buildings and site designs that use building form, materials, fenestration, repetition, rhythm, color, and architectural variety to foster the blending of form, volumes, textures, and colors in the various neighborhoods, * Create inviting spaces for varied activities, and * Create a sense of place and uniqueness. (See Appendix A for Design Guidelines for the UPA) # Place Types As described in the beginning of this chapter, the following Place Types have been designated for specific locations as displayed on the accompanying map. The Place Types will work in concert with the Design Guidelines and Policies, Strategies, and Actions of the UPA to fulfill the land use patterns and community characteristics intended for the area. Loudoun County **Urban Policy Areas** **Place Types** 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. CHAPTER 2-34 # Urban Transit Center <
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> Urban Transit Center areas take advantage of proximity to transit to provide opportunities for dense urban development and a host of economic, entertainment, and community activities. Each area serves as a gateway to the County from the greater region and as a major destination in its own right. The Urban Transit Center has two focus areas: within ¼ mile of the Metrorail station and ¼ mile outside. Development within a ¼ mile of the station will have smaller average unit sizes, a higher minimum FAR, and a more equal mix of residential and non-residential development. Multifamily Residential is the only residential use listed for this place type and is envisioned only as apartments and residential condominiums. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Multifamily Residential
• Office
• Retail & Service Commercial

*Residential restrictions in noise-sensitive areas located within 65 Ldn noise contours | • Entertainment Commercial
• Civic, Cultural, & Community | • Sports Arena/Training Facility
• Conference Center
• Full Service Hotel
• Institutional
• Special Activities
• Parks & Recreation
• Public Facilities | | Preferred Mix of Uses | | :--- | | **Within ¼ Mile**

Possible Ranges:

• Res: 40-60%
• Non-Res: 40-60%
• Public/Civic: 5%+

<
> | **¼ Mile and outside**

Possible Ranges:

• Res: 60-80%
• Non-Res: 20-40%
• Public/Civic: 5%+

<
> | # DESIGN CHARACTERISTICS **Context** Vertically mixed-use buildings that are integrated in a walkable street pattern around the Metro station. | | | :--- | | **Street Pattern:** | | Gridiron | | **Block Length:** | | Within ¼ Mile: 200-400 feet* | | ¼ Mile and outside: 200-660 feet* | | *When measuring block lengths, pedestrian walkways through the development will | | be used to mark the start or terminus of a block | | **Building Setback:** | | None to shallow | | **Parking:** | | Structured, on-street, accessory, short-term, alley-oriented | | **Design Amenities:** | | Sidewalks, street trees, street furniture, shade trees, bike racks, lighting, | | crosswalks, plazas, pedestrian malls, network of green space, public art | | **Open Space:** | | 10% of the site - Recreational (Active & smaller scale Passive), Community, | | and/or Natural, Environmental, and Heritage | <
> *An example plan view of Urban Transit Center* **Place Type Rendering** An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity. **Within ¼ Mile** **Total FAR: Minimum 2.0** <
> | USE | Number of Stories (Average height per story is 12 feet) | | :--- | :--- | | Multi-Family Residential | 8+ | | Office | 8+ | | Retail & Service Commercial | 8+ | *Buildings must not adversely affect airport operations. Maximum building heights must not create flight obstructions or otherwise impede flight operations at Dulles Airport. **¼ Mile and outside** **Total FAR: Minimum 1.4** <
> | USE | Number of Stories (Average height per story is 12 feet) | | :--- | :--- | | Multi-Family Residential | 6+ | | Office | 6+ | | Retail & Service Commercial | 6+ | *Buildings must not adversely affect airport operations. Maximum building heights must not create flight obstructions or otherwise impede flight operations at Dulles Airport. **Transition** Given the small block sizes and mix of different uses, transitions between uses and developments are critically important in the Urban Transit Center Place Type. Development should transition from eight stories or more near the Metrorail station to six or more stories outside of ¼ mile. Development ¼ mile and outside of the station may have a lower FAR minimum and lower building height minimum when considered as a transition area between existing residential neighborhoods and sites proposed for redevelopment. Changes in height or building character, where allowed, should occur mid-block to promote balanced streetwalls where both sides of the street appear similar in height. Larger developments near smaller residential dwellings should step down appropriately to respect these neighbors. # Urban Mixed Use <
> Urban Mixed Use areas take advantage of their fringe proximity to the Metro stations to provide opportunities for dense urban residential development with a mix of commercial uses. The Urban Mixed Use areas will develop as high-density walkable urban neighborhoods that encourage social connections because their mix of uses, multimodal infrastructure, and public spaces create vibrant public realms. Urban Mixed Use areas provide opportunities for a mix of housing types that meet the housing needs for all ages, abilities, and socioeconomic groups. Multifamily dwellings, townhouses, duplexes, triplexes, quadruplexes, and small-lot patio homes are designed to fit within or adjacent to a traditional single-family style neighborhood. Accessory residential units are also appropriate for the area and may consist of apartments in the principal structure, garage apartments, or other outbuildings approved by the County. Development will have slightly larger average unit sizes than in the Urban Transit Center and a large amount of residential development. Small scale office, retail, and service uses should be integrated into the neighborhood. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Multifamily Residential
• Single Family Attached Residential

*Residential restrictions in noise-sensitive areas located within 65 Ldn noise contours | • Office
• Retail & Service Commercial
• Active Adult Retirement Communities
• Civic, Cultural, & Community
• Institutional
• Entertainment Commercial | • Public Facilities
• Accessory Residential Units
• Small Lot Single Family Detached Residential
• Special Activities
• Parks & Recreation | | **Preferred Mix of Uses** | | | | Possible Ranges:

• Res: 70-90%
• Non-Res: 10-30%
• Public/Civic: 5%+ | <
> | | Loudoun 2040 General Plan This Place Type encompasses a wide array of commercial designs that create a unique sense of place and complement surrounding developments. Urban Mixed Use developments are oriented toward the street, and those with larger format retail commercial establishments should also include smaller commercial establishments without substantial surface parking lots. These developments should be designed to provide direct access to adjacent neighborhoods with which they blend seamlessly. Parking should be predominantly structured with accommodations for on-street parking and limited surface lots. **DESIGN CHARACTERISTICS** **Context** Vertically mixed use buildings as well as multi-story single-use buildings that are integrated in a walkable street pattern in the fringe of the Metro station area. | | | :--- | | **Street Pattern:** | | Rectilinear, Gridiron | | **Block Length:** | | 200-660 feet | | **Building Setback:** | | Shallow setbacks at sidewalks, Residential can be setback near sidewalk | | **Parking:** | | Structured, on-street, accessory, short-term, alley-oriented parking | | **Design Amenities:** | | Sidewalks, street trees, street furniture, shade trees, bike racks, lighting, crosswalks, plazas, pedestrian malls, network of green space, public art | | **Open Space:** | | 10% of the site - Recreational (Passive, Active-dog parks, tennis or basketball courts, tot lots), Community, and/or Natural, Environmental, and Heritage | <
> *An example plan view of Urban Mixed Use* CHAPTER 2-39 Loudoun 2040 General Plan **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Maximum 1.5\*** *Additional density (up to 2.0 FAR) may be achieved through the provision of one or more of the following project elements that go above and beyond required development standards to further the County’s comprehensive planning goals: attainable housing units, building techniques that exceed industry energy efficiency standards, additional community amenities and pedestrian connections, and/or beneficial revitalization/redevelopment in priority areas. <
> | USE | Number of Stories (Average height per story is 12 feet) | | :--- | :--- | | Multi-Family Residential | 4-8 | | Single Family Attached | 2-4 | | Office | 4-8 | | Retail & Service Commercial | 4-8 | **Transition** Small block sizes and a mix of different uses make transitions between uses and developments important in the Urban Mixed Use Place Type. Changes in height or building character, where allowed, should occur mid-block to promote balanced streetwalls where both sides of the street appear similar in height. Larger developments near smaller residential dwellings should step down appropriately to respect these neighbors. Developments should transition from taller buildings at the center to heights generally no more than a story taller than adjoining adjacent development consisting of less intensive uses. The predominant residential use type is multi-family and single family attached; however, a very limited portion of the development within the Urban Mixed Use Place Type may be developed with small-lot single family detached residential as a transitional use between Place Types. CHAPTER 2-40 Loudoun County 2019 General Plan # Urban Employment <
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> Urban Employment areas provide opportunities for a broad array of employment uses within an environment that provides gathering spaces and opportunities for synergies among businesses. These offer prime locations for office and flex space uses as well as startups and established businesses. Appropriate uses do not generate excessive noise or air pollutants or require outdoor storage. First floor retail that supports predominant uses is appropriate. Parking should generally be located behind the building to ensure that buildings are the predominant visual feature when viewed from roadways and adjacent properties. Although civic or recreation space is not expected, required open space in Urban Employment developments should include areas for use by customers and employees. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Office
• Research & Development
• Data Centers | • Retail & Service Commercial
• Entertainment Commercial | • Flex Space
• Institutional
• Civic, Cultural & Community
• Public Facilities
• Special Activities
• Parks & Recreation | | Preferred Mix of Uses | | :--- | | <
>
Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | CHAPTER 2-41 # DESIGN CHARACTERISTICS **Context:** Separate and mixed employment uses that are integrated within a walkable, employment-based environment. | | | :--- | | **Street Pattern:**
Rectilinear, Gridiron
**Block Length:**
300-800 feet
**Building Setback:**
Short to medium
**Parking:**
Structured, on-street, accessory, or short-term
**Design Amenities:**
Sidewalks, street trees, shade trees, bike racks
**Open Space:**
10% of the site - Recreational (trails), Community (outdoor seating, plazas, gardens, public art), and/or Natural, Environmental, and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Min. 1.0** **Building Height: 3 to 8 stories** (Average height per story is 12 feet) <
> **Transition** Transitions between Urban Employment uses and other developments, adjacent residential neighborhoods in particular, are vitally important. In Urban Employment areas that adjoin less intensive uses, building heights should transition by stepping down from the center of the more intensive development, to heights that are generally within one story of structures in the less intensive development. # Suburban Policy Area ## Vision The Suburban Policy Area (SPA) contains self-sustaining communities where one can live, work, learn, and play. The SPA will have a mix of residential, commercial, and employment uses; a full complement of public services and facilities; amenities that support a high quality of life; and a design that incorporates a holistic approach to maintaining and improving community character through compatible development. ## Introduction The 48,000-acre SPA is located in the easternmost portion of the County, in close proximity to the job centers and activity areas located east of Loudoun. The Suburban Policy Area is defined on the north by the Potomac River and on the south by Braddock Road. Its eastern edge is the Fairfax County line, and its western edge begins at the Potomac River and follows a southerly path along the Goose Creek just east of Leesburg, the Goose Creek and Beaverdam Reservoirs, and a combination of property lines, roads, and power line easements. The earliest planned development occurred within the Potomac and Sterling communities during the 1960s signaling the beginning of the transformation of eastern Loudoun County from farmland with a centuries old rural heritage to the suburban area that it is today. The SPA is designated as one of the growth areas of the County and has accommodated most of the residential and commercial development over the past decades due to the presence of central water and sewer utilities and an expanded road network. Two major events helped to open the SPA to residential development: 1) the construction of Washington Dulles International Airport, and 2) the construction of a major sewer line that accommodated the airport and improvements to Route 7 and Route 28. <
> Route 7 and Route 28 have evolved into critical transportation corridors that are contributing to Loudoun County’s reputation as an international center for technology, communications, and global data management sectors. Given its connection to the Washington Dulles International Airport, Route 28 continues to play a major economic role for Loudoun County as a key location for on-going development. The County is committed to the continuing growth of and need for an economically vibrant Route 28 corridor, and the *Route 28 Highway Transportation Improvement District*, aids in accomplishing this goal by levying additional tax assessments on commercial and industrial properties to finance transportation improvements to Route 28. Additionally, the SPA surrounds the Urban Policy Area near the Silver Line Metro Stations that will include new dense, urban, transit-oriented types of development. # Background The SPA consists of a mix of commercial areas and neighborhoods that provide a broad range of quality environments. The commercial areas of the SPA are focused areas for employment uses within a variety of commercial and workplace environments, including traditional office and industrial parks, mixed use centers, and neighborhood-serving commercial centers. Residential neighborhoods in the eastern corner of the County were built between 1960 and 1990, while neighborhoods built in the western area of the SPA were built in the early 1990s or later. The older neighborhoods commonly reflect the housing styles and neighborhood designs that were prominent in the era they were developed and provide a more limited mix of housing types (primarily single-family) while relying on neighborhood commercial developments located on major roads like Route 7 for easy access to amenities. The master planned developments west of Route 28 include a variety of housing types organized around neighborhood centers designed as the focal point of the community and provide easy access to daily needs. Parks, greenways, and open space frame developments and link neighborhood residents to nature, neighborhood destinations, and beyond in both the western and eastern neighborhoods. <
> *Suburban Neighborhood* # Development Approach The County will focus efforts on fostering and maintaining community identity within the SPA and its communities. The SPA is not and should not be one homogenous area. Many existing neighborhoods in Eastern Loudoun are becoming increasingly diverse, bringing a new set of expectations and attitudes to these communities. As new development continues in this area, the roads are becoming increasingly congested, and the lack of transit access and safe pedestrian connections is a mounting concern. Housing affordability has become a challenge that impacts almost all socioeconomic levels. Continuing the County’s goal to create communities with unique community visions would help identify and strengthen the creation of distinct places within the SPA; ensure that they are well designed and serviced; and that they provide diverse and stimulating social, cultural, recreational, and livable environments for their residents. Policies below address ways to improve livability through: 1) protecting and enhancing elements of Natural, Environmental, and Heritage Resources, including open space and pedestrian connections; 2) ensuring compatible and complementary infill development; and 3) reinvesting in existing neighborhoods in a way that protects and enhances our existing communities. The concept of creating Community Plans is one that offers tremendous potential to ensure that the vision of the SPA is fully achieved and to guide the remaining build-out of each area. Loudoun County 2019 General Plan Rapid growth in the County, with the majority occurring in the SPA, has increased development pressure outside of the SPA. Today there is little undeveloped land remaining in the SPA as most land has already been developed or is approved for development. With limited developable land in this area, the County is at a juncture in its planning efforts for greenfield development. Redevelopment and infill will soon begin to play an increasing role in development decisions within the SPA, which will mark a significant shift in the county’s planning and development activities (see the Infill and Redevelopment section). Because much of the SPA is currently developed, most new projects will be smaller in scope and need to be evaluated based on how they can be integrated into the surrounding community. The amount of limited land available and the added growth from redevelopment and infill will make adding public facilities to the SPA a challenge. Public facility standards may need to change to continue to adequately address the needs of the population. As the primary location for suburban-scale residential and nonresidential development, the manner of growth and redevelopment in the SPA is of vital importance. The demographic, market and land use trends of the past decades have led to greater demand for mixed-use and urban environments. National trends show that changes in typical households (for example millennials, older adults, empty nesters) may demand different housing types, public services, and lifestyle options than provided in the past. To attract top talent, many employers are focusing on employee satisfaction, neighborhood livability, and housing affordability when considering locations and designs of office space. Employers in professional services, technology, and innovation sectors are shifting away from traditional suburban offices towards urban “live, work, learn, play” environments to enhance quality of life. While the County previously established an overall land-development strategy that encouraged compact, mixed-use development providing people with the opportunity to live, work, learn, recreate, and shop in a pedestrian-friendly environment, the development that has occurred in Loudoun has largely remained single-use and automobile-oriented. <
> *Mixed Use Development* Loudoun County continues to be an attractive place for residential development given its geographic location in the region, school system performance, and notable quality of life measures. Demand for residential product will need to meet a wide variety of preferences, driven by attractiveness for families, young adults forming new households, and downsizing occurring in the Baby Boomer generation. Demand for non-residential development will be driven by the addition of new households, the County’s assets, infrastructure, and the County’s technology sector. Retail users will follow new residential development, seeking locations that offer accessibility and visibility to an expanding customer base. Other employers seeking office and industrial space will locate in areas that serve their target needs. The County previously designated land along its primary transportation corridors for “Keynote Employment” areas to provide locations for corporate campus style office development; however, new suburban-style office developments are no longer envisioned in these areas due to declining demand and concerns about the sustainability of single-use development patterns. Mixed-use developments are expected to be the most attractive environments for retail and office uses in the coming years. To provide alternative means of addressing office development and land uses along Route 7, Loudoun County Parkway, and Route 28, this Plan replaces the “Keynote Employment” planned land use designation with a number of designations. To continue to maximize the commercial development potential within the Route 28 corridor, the Suburban Employment and Suburban Mixed Use Place Type designations offer planned land uses that reflect the full economic potential of properties and provide employment settings that reflect the kind of environments sought by business users. <
> **Community Character** Community character is the aggregate of features and traits that form the individual nature and uniqueness of a community. It includes the constructed and natural landmarks and surroundings that cause someone to identify with a particular place or community. This character is shaped by natural, cultural, societal, historic, and economic forces. <
> Changes in cloud computing and cutting edge technology over the past decades have contributed to the escalated development of data centers within the County. To date, there are approximately ninety-one million square feet of data center facilities completed, under construction, or planned. The projected rise of Artificial Intelligence (AI), will prove to be significant to the growth of data centers. Future demand for data centers will need to be accommodated in places that have access to utilities, including electricity, water, and fiber. The supply of industrial and flex space is being outpaced by demand, resulting in low vacancy rates. As available greenfield sites in eastern Loudoun County become more limited, targeting key tracts of land for employment and housing uses will be critical to ensure future economic growth. The Suburban Employment and Suburban Industrial/Mineral Extraction Place Type designations provide guidance to develop a pattern of office, commercial, and industrial uses by allocating sufficient land for all employment in an amount which realistically anticipates market demands and provides the necessary services to support their development. While industrial and certain commercial uses are not typically an integral part of a mixed-use development, they offer employment opportunities to residents of the County and should be designed as independent developments that achieve the goal of thriving areas of commerce which are characterized by convenient access to transportation, an attractive appearance, and compatibility with adjacent land uses. Overall, the County's approach is to ensure that future development is complementary to the existing development pattern of the SPA while supporting the necessary flexibility in form and use that will be needed to create vibrant mixed-use environments and maintain the supporting employment areas. As each new development is absorbed into the SPA's built environment, it will be viewed in the context of the larger community with an emphasis placed on the character of the development and how it contributes to the needs and overall identity of the SPA and Loudoun County. Consideration will need to be given to infrastructure and housing needs as the employment sector and workforce grows. ## Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply only within the SPA. ### SPA Policy 1: Foster community identity within the Suburban Policy Area. #### Strategy 1.1. Create new Community Plans and other appropriate plans that address the particular needs and guide the remaining build-out, and/or redevelopment of specific areas within the Suburban Policy Area, particularly federally designated Opportunity Zones. #### Actions A. Establish design principles for individual communities within the Suburban Policy Area which ensure a high quality of development and redevelopment is achieved. B. Ensure development and redevelopment proposals conform to the applicable Design Guidelines of this plan. C. Use the Infill and Redevelopment polices to maintain neighborhood vitality, reinvest in underused areas, and facilitate complete, connected, and distinct communities. D. Identify and protect environmental features and design developments to follow, to the extent possible, the natural topography. E. Promote a natural, environmental, and heritage resources approach to residential and commercial place types. #### Strategy 1.2. Integrate new development within the Suburban Policy Area with the existing development pattern that surrounds it. #### Action A. Evaluate the appropriateness of a proposed use or development with the surrounding community. Loudoun County 2019 General Plan Strategy 1.3. Design and develop Suburban Policy Area communities as walkable and interconnected places. Actions A. The County, in collaboration with other governmental agencies and the private sector, will ensure through a variety of measures that all public spaces in residential and commercial areas are accessible by pedestrians. B. Retail and office development proposals will combine open and civic space in features such as pedestrian promenades and plazas, public art, entrance features, linear parks and trails, outdoor seating, lawns and greens, and similar design features that invite pedestrian activity. C. Offer safe and accessible parks and/or recreation opportunities that provide diverse activities for all ages, interest and abilities. D. Require convenient access by foot and bicycle for residential, office, institutional, civic, and retail areas. Areas including light and heavy industrial uses will be evaluated on the appropriateness of access by foot and bicycle due to security and/or public safety issues. E. The *2019 CTP* provides additional transportation policy direction for the transportation network (walkability, multimodal, connectivity) in the Suburban Policy Area. SPA Policy 2: Create environments where individuals can work, live, learn, and have convenient access to services, shops, and recreation. Strategy 2.1. Allow a mix of uses or uses that complement and complete existing communities. Actions A. Provide incentives for redevelopment, infill, and adaptive reuse projects that will enhance quality of life and neighborhood character, fulfill community needs, increase housing attainablility and diversity, and improve economic opportunities (see Infill and Redevelopment section). B. Explore zoning, policy changes and other potential resources to support the conversion of uses from office or commercial to multifamily attached residential in target areas. <
> CHAPTER 2-48 C. Allow new multi-family dwelling units to be located within existing commercial centers to allow for more walkable, mixed use communities. D. Promote residential and office uses above first floor retail. E. Allow flexibility in the development phasing for mixed-use projects while establishing a build-out relationship between the residential and non-residential components that ensures a mix of uses is achieved and to best balance the fiscal costs and benefits of the project. F. Promote high quality site and building design, landscape design and buffering in employment areas that reflect their function as a gateway to the Urban Policy Areas and location along major vehicular thoroughfares (see Quality Development section). G. Accommodate transit infrastructure in Employment and Mixed Use Areas (see 2019 CTP). H. Provide pedestrian and bicycle connectivity to surrounding networks and transit nodes within employment areas. I. Create a regulatory framework that limits bed count and/or square footage of new housing to achieve affordability by design. J. Encourage the provision of attainable housing options. K. Consider allowing limited areas of 20 acres or less otherwise designated as the Suburban Neighborhood or Suburban Mixed Use place type to develop according to the Suburban Compact Neighborhood place type if the following criteria are satisfied: i. The proposal includes housing units that address unmet housing needs that exceed the applicable regulatory requirements in accordance with the following: * Provide 13.75% of multifamily dwellings or 17.5% of single family dwellings as Affordable Dwelling Units (ADUs)[^p49-1] * OR * meets Zoning Ordinance Chapter 9 requirements for the provision of ADUs and also provides 5% of the total dwellings to serve households at 70-100% Area Median Income (AMI) or 2% of total dwelling to serve households at 0-30% AMI. ii. The project site is within ¼ mile pedestrian travel distance via sidewalk or shared use trail, that complies with the street lighting standards of the Facilities Standards Manual (FSM) even in areas where FSM standards are not required to be met, of one of the following: * An existing Metrorail station, or [^p49-1]: Units provided as Affordable Housing Units (AHU’s) as per Chapter 9 of the Loudoun County Zoning Ordinance would also qualify. * A planned bus stop,[^p50-2] or * an existing or planned bus route or metro corridor, as defined in the 2019 CTP and the proposal includes commitments for a transit stop. iii. The project site is within ½ pedestrian travel distance via sidewalk or shared use trail that complies with the street lighting standards of the FSM even in areas where FSM standards are not required to be met to a complementary mix of uses (e.g., neighborhood serving retail and services);[^p50-3] The complementary mis of uses should include a full-service grocery store and a pharmacy, either stand-alone or within the grocery store, and many include other retail and commercial uses that fulfill the routine needs of the proposal (e.g. restaurants and coffee shops, retail stores, dry cleaners, childcare centers, health clinics, etc.) iv. The project site is proximate to public facilities with existing or planned capacity to serve the proposed development as shown by the following: * Park, libraries and/or other public gathering spaces that are demonstrated to be easily accessible via public transit; or * The proposal includes commitments to dedicating public park space and/or specific public/civic uses (e.g. libraries, community spaces, and/or other indoor public gathering spaces) v. The proposal conforms to the transition techniques and guidelines of the originally designated place type and any adjacent place types; and vi. The proposal demonstrates quality development that may include: * Building and design techniques that in a perceived density that complements the scale of the surrounding built environment. * Provision of “missing middle” housing units (e.g. duplex, triplex, quadruplex buildings) or live-work units; * Incorporation of universal design features into dwelling and site design (QD Policy 8) as standard features;[^p50-4] [^p50-2]: Planned refers to addressed under a proffer commitment shown on a proffered sheet in a Concept Development Plan (CDP) or addressed under an approved County capital planning document. [^p50-3]: This would apply to applicant controlled or owned land only. [^p50-4]: Standards means at no additional costs to buyers/residents. SPA Policy 3: Support the Route 28 Highway Transportation Improvement District, established by the State as a means of providing additional local revenue to pay for improvements to Route 28. Strategy 3.1. Ensure protection of the Route 28 Highway Transportation Improvement District as an important economic key of attracting major national and international corporations, and ensuring the long-term viability of Washington Dulles International Airport. Actions A. Encourage non-residential development within the Route 28 Highway Transportation Improvement District. B. Limit residential development in the Route 28 Highway Transportation Improvement District except when allowing residential units will directly catalyze the commercial development potential of land in the District and result in an overall positive fiscal impact to the County’s Route 28 Highway Transportation Improvement District debt obligations. C. Consider residential development on a case by case basis that results in a net positive impact to the County D. Establish an “opt-in” period to encourage owners of property in the Route 28 Highway Transportation Improvement District to opt into the updated/new Loudoun County Zoning Ordinance that is planned to be adopted to implement the Loudoun County 2019 Comprehensive Plan. # Design Guidelines The Design Guidelines are to build upon our current development patterns in a manner that allows innovative design and new responses to the market. The design guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the SPA can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, proffers or any other design standards or regulations administered by Loudoun County. All legislative applications for development in the SPA are expected to include project specific design guidelines, site layouts, illustratives, landscape plans, building elevations, and other similar graphics that demonstrate consistency with the SPA Design Guidelines and planning principles in this document. When using the guidelines make sure to analyze the impact a potential development may have on the urbanizing landscape, considering not only appearance, but practical considerations - such as proximity and quality of connections to community amenities, jobs, and housing to maximize the use of existing infrastructure and limit travel distances. The County encourages the use of a design process when planning development in the SPA that conserves natural, environmental, and heritage resources and incorporates any such features into the site design. Development should contribute to creating unique places within the Suburban Policy Area by working with existing topography and site features, responding to the local context, and reinforcing the regional character. Sustainability requires maximum consideration for using the landscape for benefits like solar heat gain or shelter from wind, as well as building designs that incorporate energy efficient and green building technologies. The bulk of the design should be consistent with the function of the development. (See Appendix A for Development Criteria and Design Guidelines for the SPA) *The goals of the SPA Design Guidelines are to:* * Create visually interesting and compatible buildings and site designs that use building forms, materials, fenstration, repetition, rhythm, color, and architectural variety resulting in blends of form, volumes, textures, and colors in the various neighborhoods; * Create inviting spaces for varied activity; and * Create a sense of place and uniqueness. # Place Types As described in the beginning of this chapter, the following Place Types have been designated for specific locations as displayed on the accompanying map. The Place Types will work in concert with the Design Guidelines and Policies, Strategies, and Actions of the SPA to fulfill the land use patterns and community characteristics intended for the area. Loudoun County Suburban Policy Area Place Types 2019 General Plan <
> Extended Runway Centerline Airport Runways Policy Areas Airport Parks & Recreation **Place Types** SUBURBAN COMMERCIAL SUBURBAN COMPACT NEIGHBORHOOD SUBURBAN EMPLOYMENT SUBURBAN INDUSTRIAL/MINERAL EXTRACTION SUBURBAN MIXED USE SUBURBAN NEIGHBORHOOD Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 0.5 1 2 3 4 Miles Map Number 2025-105 CHAPTER 2-53 # Suburban Neighborhood <
> <
> Suburban Neighborhood areas include Loudoun’s master planned neighborhoods of predominantly residential uses arranged on medium-to-large lots. Accessory residential units can be appropriate for the area and may consist of apartments in the principal structure, garage apartments, or other outbuildings approved by the County. Retail and service uses that serve the routine shopping needs of the immediate neighborhood (e.g., grocery stores, gas stations, drive-throughs, drycleaners, etc.) should be integrated into the area at significant intersections and along major roads. Limited areas otherwise designated as Suburban Neighborhood on the Place Type map may be allowed to develop according to the Suburban Compact Neighborhood Place Type if the locational and design criteria of SPA Action 2.1.K are satisfied. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Detached Residential
• Single Family Attached Residential
• Civic, Cultural, & Community | • Retail & Service Commercial
• Active Adult Retirement Communities
• Multi-Family Residential
• Accessory Residential Units | • Office
• Public Facilities
• Special Activities
• Parks & Recreation | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 75-90%
• Non-Res: 0-15%
• Public/Civic: 10%+ | <
> | | # DESIGN CHARACTERISTICS **Context** Primarily single family detached and attached residential uses that are integrated in a walkable street pattern. | | | :--- | | **Street Pattern:**
Fragmented Parallel, limited Loop and Cul-de-sac
**Block Length:**
600-1,500 feet
**Building Setback:**
Shallow to medium
**Parking:**
Driveway, garage, or on-street
**Design Amenities:**
Sidewalks, street trees, lighting, crosswalks, common open spaces
**Retail and Service:**
Neighborhood - individual uses under 5,000 or small center up to 30,000 square feet
Community- individual uses under 30,000 or center between 30,000-150,000 square feet
**Open Space:**
30% of the site- Recreational (active and passive), Community, and/or Natural, Environmental, and Heritage | <
> *An example plan view of a Suburban Neighborhood* **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density:** Up to 4 du/ac; Up to 6 du/ac for infill development **Non-Residential FAR:** Up to 1.0 **Building Height:** Up to 4 Stories **(Average height of 12-15 feet per story)** <
> **Transition** Transitions should be gradual, particularly where natural or man-made buffers are not available. New developments within Suburban Neighborhood areas adjacent to lower-density residential uses should create transitions in building scale and incorporate design elements that soften those transitions. Higher-density residential development can serve as a transitional land use between nonresidential uses and lower-density residential areas. Appropriate transitional techniques include variations in building orientation, height step down, and creative and extensive use of landscaping and natural features. Fencing or other barriers should not be used as the sole means of screening and buffering. <
> <
> Loudoun County 2019 General Plan # Suburban Compact Neighborhood <
> <
> Suburban Compact Neighborhood areas provide opportunities to develop neighborhoods that can take advantage of small infill parcels near traditional suburban neighborhoods with proposed medium density residential uses or proposed high-density residential uses near walkable urban neighborhoods, depending on the context of their location. They provide opportunities for a mix of housing types including small-lot patio homes, townhomes, duplexes, and multifamily residences. Accessory residential units are also appropriate for these areas and may consist of apartments in the principal structure, garage apartments, or other outbuildings approved by the County. Open space areas such as parks, trails, community courtyards, and small public plazas should be integrated into individual developments. Small-scale offices as well as retail and service uses serving the immediate or routine shopping needs of the immediate neighborhood (e.g., grocery stores, drycleaners, etc.) could be integrated into these neighborhoods. Auto-oriented uses, such as gas stations, car washes, and drive-throughs, would be located along streets primarily designed for the automobile. Development within this Place Type should include a public and civic component or be located within walking distance of public and civic amenities. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Attached Residential
• Single Family Detached Residential
• Multi-Family Residential | • Active Adult Retirement Communities
• Accessory Residential Units
• Retail & Service Commercial | • Office
• Civic, Cultural, & Community
• Public Facilities
• Special Activities
• Parks & Recreation | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 85-100%
• Non-Res: 0-15%
• Public/Civic: 0%+ | <
> | | CHAPTER 2-57 # DESIGN CHARACTERISTICS **Context** Compact residential development providing opportunities for a variety of dwelling unit types that should be designed to fit within or adjacent to surrounding neighborhoods and the surrounding density. | | | :--- | | **Street Pattern:**
Rectilinear Grid
**Block Length:**
200-660 feet
**Building Setback:**
Shallow setbacks
**Parking:**
On-street, accessory, alley-oriented parking
**Design Amenities:**
Sidewalks, street and shade trees, lighting, street furniture, bike racks, crosswalks
**Retail and Service:**
Neighborhood - individual uses under 5,000 or small center up to 30,000 square feet
Community- individual uses under 30,000 or center between 30,000-150,000 square feet
**Open Space:**
15% of the site-Recreational (Passive and Active), Community, and/or Natural, Environmental, and Heritage | <
> *An example plan view of a Suburban Compact Neighborhood* **Place Type Rendering** An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity. **Residential Density: 8-24 du/ac** **(parcels adjacent to Suburban Neighborhood anticipated at 8-12 du/ac)** **Building Height: Up to 4 stories** **(Average height per story is 12 to 15 feet)** **Total Nonresidential FAR: Up to 1.0** <
> **Transition** Appropriate transitional methods should be implemented where new development abuts more intensive nonresidential uses or less intensive residential uses. New high-density residential uses and large-scale infill within Suburban Compact Neighborhood areas adjacent to medium density residential uses should create transitions in building scale and incorporate design elements that soften those transitions. Appropriate transitional techniques include variations in building orientation, height step-down, and creative and extensive use of landscaping and natural features. <
> <
> <
> Loudoun County 2019 General Plan # Suburban Mixed Use <
> <
> <
> Suburban Mixed Use areas provide compact, pedestrian-oriented environments with opportunities for a mix of residential, commercial, entertainment, cultural, and recreational amenities. Although this area provides for residential uses, commercial and entertainment uses are the primary draw to the mixed-use center. Some areas within Suburban Mixed Use will not include a residential component, but will rather provide opportunities for non-residential uses that support the surrounding adjacent neighborhoods or provide a transition between larger mixed use developments that contain residential uses. Reducing the distance between home, work, and entertainment/retail destinations, Suburban Mixed Use areas serve as logical locations for transit stops. Accessory residential units are also appropriate for the area and may consist of apartments in the principal structure, garage apartments, or other outbuildings approved by the County. In such specialized designs, office and residential parking structures, gas stations, car washes, drive-throughs, and other auto-related functions would be located along streets primarily designed for the automobile. Office, multifamily buildings and store entrances would be located along streets designed primarily for pedestrians. Over time, existing commercial developments within Suburban Mixed Use areas should be redeveloped with a vertically integrated mix of uses on the site. Multi-family residential can also be introduced into the design of existing suburban-style commercial developments as an initial step toward creating vibrant, walkable mixed-use communities. Limited areas otherwise designated as Suburban Mixed Use on the Place Type map may be allowed to develop according to the Suburban Compact Neighborhood Place Type if the locational and design criteria of SPA Action 2.1.I are satisfied. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Retail & Service Commercial
• Office
• Entertainment Commercial
• Multifamily Residential
• Institutional
• Hotel

*Residential restrictions in noise-sensitive areas located within 65 Ldn noise contours | • Small Single Family Attached Residential
• Active Adult Retirement Communities
• Civic, Cultural, & Community
• Accessory Residential Units | • Small Single Family Detached Residential
• Public Facilities
• Conference Center
• Special Activities
• Parks & Recreation | CHAPTER 2-60 Loudoun County 2019 General Plan | Preferred Mix of Uses | | :--- | | <
> | | Possible Ranges:
• Res: Up to 70%
• Non-Res: Up to 95%
• Public/Civic: 5%+
(FAR and/or land
square footage) | ## DESIGN CHARACTERISTICS ### Context A mix of uses, which may be provided through mixed-use buildings and multi-story single-use buildings that may be integrated in a walkable street pattern. **Street Pattern:** Rectilinear, Gridiron, Linear **Block Length:** 200-660 feet **Building Setback:** Shallow setbacks at sidewalks **Parking:** On-street, accessory, short-term, alley-oriented, structured, surface **Design Amenities:** Sidewalks, street trees, street furniture, shade trees, bike racks, lighting, crosswalks, plazas, pedestrian malls, network of green space, public art **Retail and Service:** Single-story individual retail buildings shall not be permitted greater than 2,000 square feet and must be integrated into the compact, pedestrian-oriented environment. Drive-through retail uses shall be incorporated within mixed-use buildings. Neighborhood (allowed only within Single Family residential areas) – single-story individual uses under 5,000 or small center up to 30,000 square feet **Open Space:** 10% of the site-Recreational (passive and active), Community, Public and Civic, and/or Natural, Environmental, and Heritage CHAPTER 2-61 <
> *An example plan view of Suburban Mixed Use* **Place Type Rendering** An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity. **Total FAR: Up to 1.0*** **Building Height: Up to 5 stories** **(Average height per story is 12 to 15 feet)** * Additional density (up to 1.5 FAR) may be achieved through the provision of one or more of the following project elements that go above and beyond required development standards to further the County’s comprehensive planning goals: attainable housing units, building techniques that exceed industry efficiency standards, additional community amenities and pedestrian connections, and/or beneficial revitalization/redevelopment in priority areas. <
> **Transition** Small block sizes and a mix of different uses make transitions between uses and developments important in the Suburban Mixed Use Place Type. Changes in height or building character, where allowed, should occur mid-block to promote balanced streetwalls where both sides of the street appear similar in height if possible. Larger developments near smaller residential dwellings should step down appropriately to respect these neighbors. Developments should be transitioned from taller buildings at the center to heights generally no more than a story taller than adjoining adjacent development consisting of less intensive uses. The predominant residential use type is multifamily; however, a very limited portion of the development within the Suburban Mixed Use Place Type may be developed with small-lot single family residential as a transitional use between Place Types. <
> <
> Loudoun County 2019 General Plan # Suburban Commercial <
> Suburban Commercial developments provide opportunities for larger format retail commercial establishments and smaller commercial establishments within a “main street” style environment. These developments should be designed to provide access to adjacent neighborhoods and to patrons living in the larger Loudoun community. Generally, these areas tend to be located next to major roads or existing residential neighborhoods. The predominant uses are community-serving retail commercial and “big box” commercial. This place type encompasses a wide array of commercial designs. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Retail & Service Commercial
• Office
• Research and Development
• Entertainment Commercial | • Civic, Cultural, & Community
• Hotel
• Conference Center | • Active Adult Retirement Communities
• Institutional
• Special Activities
• Parks & Recreation
• Public Facilities | | Preferred Mix of Uses | | :--- | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+

<
>
Non Residential 100% | ## DESIGN CHARACTERISTICS ### Context It is desirable for buildings in this place type to be organized to create a pedestrian-friendly streetscape with building frontages and landscaping strategically place so that parking is not the predominant feature. Big box retail uses and pad sites should be integrated into the design of the CHAPTER 2-64 site through the use of similar architectural elements, varying block sizes, parking and landscaping. Structures in Suburban Commercial areas should be compatible in size, roof type/pitch, architecture, and lot coverage with the surrounding residential uses. | | | :--- | | **Street Pattern:**
Rectilinear, Gridiron, Linear
**Block Length:**
300-800 feet
**Building Setback:**
Shallow to medium setbacks at sidewalks
**Parking:**
On-street, accessory, short-term, surface, structured
**Design Amenities:**
Sidewalks, street trees, street furniture, shade trees, bike racks, lighting, crosswalks, plazas, pedestrian malls, network of green space, public art
**Retail and Service:**
Convenience - individual under 5,000 or small center up to 30,000
Neighborhood - individual uses under 5,000 or small center up to 30,000 square feet
Community - individual uses under 30,000 or center between 30,000-150,000 square feet
**Open Space:**
10% of the site - Recreational (passive and active), Community, and/or Natural, Environmental, and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Up to 1.0** $\quad$ **Building Height: Up to 5 stories** **(Average height per story: 15-20 feet)** <
> **Transition** Changes in height or building character, where allowed, should occur mid-block to promote balanced streetwalls where both sides of the street appear similar in height if possible. Developments should be transitioned from taller buildings at the center to heights generally no more than a story taller than adjoining adjacent development consisting of less intensive uses. Loudoun County 2019 General Plan # Suburban Employment <
> <
> Suburban Employment areas provide opportunities for a broad array of employment uses within an environment that provides gathering spaces and opportunities for synergies among businesses. These offer prime locations for office, production, flex space, and warehousing uses as well as startups and established businesses. Appropriate uses do not generate excessive noise or air pollutants or require outdoor storage. Limited first floor retail that supports predominant uses is appropriate. Parking should generally be located behind the building to ensure the buildings are the predominant feature when viewed from roadways and adjacent properties. Although civic or recreation space is not expected, required open space in Suburban Employment developments should include areas for use by customers and employees. The adaptive reuse or conversion of existing office uses to multifamily attached residential uses may be appropriate, on a case by cases basis. For secure employment campuses, deviations from the applicable base design standards may be considered on case-by-case basis in order to accommodate security elements such as greater building setbacks, secured perimeters, or controlled site access. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Light Production
• Office
• Research & Development
• Contractor without Outdoor Storage
• Flex Space | • Retail & Service Commercial | • Institutional
• Civic, Cultural & Community
• Public Facilities
• Special Activities
• Parks & Recreation
• Data Centers
• Warehousing | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | <
> | | CHAPTER 2-66 # DESIGN CHARACTERISTICS **Context:** Separate employment uses that are integrated within a walkable, employment-based environment. | | | :--- | | **Street Pattern:**
Rectilinear, Gridiron, or Fragmented Parallel
**Block Length:**
300-1,000 feet
**Building Setback:**
Short to medium; greater if flex use
**Parking:**
Structured, surface, on-street, accessory, or short-term
**Design Amenities:**
Sidewalks, street trees, shade trees, bike racks, plazas, public art
**Retail and Service:**
Employment Supportive-Limited to support the predominate use. Generally 10% of the gross FAR of the employment uses.
**Open Space:**
30% of the site- Recreational (trails), Community (outdoor seating, plazas, gardens, public art), and/or Natural, Environmental, and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Up to 1.0**        **Building Height: 2 to 8 stories** **(Average height per story: 15-20 feet)** <
> <
> **Transition** Transitions between Suburban Employment uses and other developments, in particular adjacent residential neighborhoods, are vitally important. Building heights should step down appropriately to less intense residential uses. In developments adjoining less intensive uses, building heights should decrease moving outward from the center of the development, stepping down to heights generally within one story of adjacent structures. Certain employment uses that may not be compatible with adjacent residential uses, such as data centers, should have transitional uses located in between. <
> <
> # Suburban Industrial/Mineral Extraction <
> <
> <
> Suburban Industrial/Mineral Extraction areas consist of large manufacturing, contractor with outdoor storage, and other productive uses. Streets in this district are typically designed to accommodate freight ingress and egress. This Place Type also includes mineral extraction areas such as quarries and mines. Industrial and mineral extraction uses are incompatible with residential uses due to the prevalence of outdoor storage and the emissions of noise, odor, and vibrations. Buffers between these uses and residential uses are necessary to ensure compatibility and maintain commercial viability. For secure employment campuses, deviations from the applicable base design standards may be considered on a case-by-case basis in order to accommodate security elements such as greater building setbacks, secured perimeters, or controlled site access. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • General and Heavy Manufacturing and Assembly
• Warehousing
• Contractor with Outdoor Storage
• Fleet & Equipment Sales & Service
• Research & Development
• Outdoor Storage
• Public Utilities
• Quarry
• Outdoor Manufacturing | • Retail & Service Commercial
• Flex Space
• Light Production | • Office
• Public Facilities
• Special Activities
• Parks & Recreation
• Data Centers | | Preferred Mix of Uses | | :--- | | <
>
Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | # DESIGN CHARACTERISTICS **Context** Primarily one-to-two-story buildings used for warehousing, contractor services, or manufacturing. | | | :--- | | **Street Pattern:**
Irregular
**Block Length:**
300-1,000 feet
**Building Setback:**
Deep, varying with use
**Parking:**
Surface
**Design Amenities:**
Sidewalks, street trees, shade trees
**Retail and Service:**
Employment Supportive-Limited to support the predominate use. Generally 5% of the gross FAR of the employment uses.
**Open Space:**
30% of the site-Recreational (sidewalks or trails), Community (outdoor seating area), and/or Natural, Environmental, and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Up to 0.6**          **Building Height: Up to 4 stories** **(Average height per story 15-20 feet)** <
> **Transition** Transitions between Suburban Industrial/Mineral Extractive uses and other developments, in particular adjacent residential neighborhoods, are critically important to the viability of long-term industrial operations. Setbacks, buffering, and natural open space can reduce impacts by blending the edges of Industrial/Mineral Extraction developments with surrounding developments, providing softer transitions than structural buffers. Storage and loading areas are to be oriented away from and screened from streets and adjacent uses. # Transition Policy Area ## Vision The Transition Policy Area (TPA) is visually distinct from adjoining policy areas, providing expansive open space with publicly accessible recreational opportunities while accommodating a residential development pattern, consistent with the appropriate place types, that promotes environmental protection, housing diversity, quality design, economic growth, and protection of natural, environmental, and heritage resources. ## Introduction The TPA provides a distinct development pattern focused on retaining substantial open space to frame a unique built environment accommodating a variety of communities. The open spaces serve as dominant landscape, providing significant opportunities for public recreation and facilities within the context of an assortment of community designs. TPA communities range from rural estate developments to compact residential neighborhoods that can provide a variety of housing options and protect natural, environmental, and heritage resources. The *Loudoun County 2019 Comprehensive Plan* proposes that, in order to sustain a healthy economy and to provide greater opportunities for attainable housing, the County seek to accommodate a share of the anticipated regional housing demand. Anticipated high density development in the Urban Policy Area (UPA) will help meet the important multifamily component of the housing demand. The *Loudoun County 2019 Comprehensive Plan* also proposes increased density in areas of the Suburban Policy Area (SPA) and the integration of new residential uses into areas previously planned for commercial or employment uses. These approaches notwithstanding, there is not adequate capacity in these areas to address the County’s housing demands. The Towns and Rural Policy Area (RPA) are not anticipated to absorb a significant portion of future housing demand. Infrastructure limits and community desires to maintain small-town community character are the primary constraints in the Towns. The RPA has land, but the limitations of onsite wells and septic systems, country roads, distance to services, and a strong community desire to preserve the rural character of western Loudoun all serve to limit growth capacity. In light of these constraints, the *Loudoun County 2019 Comprehensive Plan* acknowledges the key benefits of accommodating additional housing in the TPA, including access to central utilities, an improving transportation network, proximity to the services and amenities of the SPA, and large, undeveloped tracts of land that will allow for inclusive community designs. The fundamental goal of this new development pattern will be to accommodate residential products and neighborhoods that will help meet the needs and desires of the County’s growing and diversifying populace. Evaluation of new development proposals will focus on design concepts that conserve and incorporate environmental and heritage resources, offer housing that is affordable to a range of incomes, retain significant open space to protect resources, provide space for public and civic facilities and parks, and conceal the intensity of new development within a landscape of forests, hedgerows, and tree stands. Residential developments will be expected to support a continuum of housing options and prices. Three commercial centers will offer local services and amenities so that the TPA will become a more self-sustaining community. Natural open spaces will continue to be the predominant visual element and create a contiguous network of green spaces. The *Loudoun County 2019 Comprehensive Plan* reaffirms a growth boundary (GB) beyond which central water and wastewater systems are not allowed. Beginning in the north, the GB follows the SPA boundary to the point where it meets the TPA. The GB then follows the western edge of the TPA to meet the Prince William County boundary line in the south. ## Background Between 1991 and 2001, the Board of Supervisors changed the policy direction for the TPA four times. Until 2001, the area was planned as part of the SPA or a phased expansion of the SPA. In 2001, the Board established the TPA as a separate policy area along with the Suburban, Rural and Joint Land Management Area (JLMA) policy areas: * In 1991, the area was planned for suburban development that was to be phased with ultimate development expected to occur by 1995. * In 1993, the Dulles South Area Management Plan added Upper Broad Run to the Dulles South suburban area at densities between 3 and 6 units per acre and added the Upper and Lower Foley and Lower Bull Run areas at densities between 1 and 3 units per acre. * In 1997, the Dulles South Plan reestablished a suburban development phasing boundary west of Northstar Boulevard. The phasing area was then subject to the policies of the RPA until the County chose to expand the SPA. * In 2001, the TPA became a distinct policy area in the *Revised General Plan* between the SPA and RPA. Six subareas of the TPA were established, each with density and open space requirements. * In 2004, the Board of Supervisors amended the *Revised General Plan* and extended central water and wastewater systems throughout the TPA, establishing the western edge of the TPA as the County’s Urban Growth Boundary[^p73-1]. Although the TPA is predominantly residential, the *Loudoun County 2019 Comprehensive Plan* designates limited areas for industrial development in the northern portion of the TPA in close proximity to planned improvements to Sycolin Road and existing industrial land south of the Leesburg JLMA. Limited retail commercial development can be found along John Mosby Highway (Route 50) and the Board of Supervisors previously approved other retail space along Braddock Road (Route 620). [^p73-1]: In the *Revised General Plan*, the Urban Growth Boundary represented the full extent of central sewer and water service except to resolve an existing public health issue. The *Loudoun County 2019 Comprehensive Plan* uses the term “growth boundary” for the same purpose. Important drinking water resources are located within the TPA, and watershed protection extends across significant portions of the Goose Creek and the Beaverdam Reservoir to help protect these resources. Conservation easements, proffered open space, and development setbacks provide a 300-foot buffer adjoining Goose Creek (see Chapter 3: Natural, Environmental, and Heritage Resources, Action 2.5.A). Loudoun Water owns the land surrounding Beaverdam Reservoir, while the County and NOVA Parks own parkland adjacent to the reservoir. ## Development Approach While continuing to focus growth in the UPAs and SPA, the *Loudoun County 2019 Comprehensive Plan* acknowledges the limited amount of land available for development in the SPA and proposes new approaches in the TPA to accommodate some of the County’s needs. These needs include accommodating additional housing to support the County’s economic development goals, ensuring high quality community design, preserving open space, and maintaining a quality of life that hinges on a healthy and vibrant natural environment. There are several factors that enable the County to accommodate new growth in the TPA while protecting key environmental resources and protecting the RPA from encroachment of suburban development. A number of existing neighborhoods along the western side of the TPA and rural villages just west of the TPA have already established a low density development pattern with significant areas of permanently protected open space, which creates a distinct edge to the TPA. Future TPA developments will still be required to preserve large open space areas that are a hallmark of the TPA’s character and distinguish it from the SPA, where the Plan does not anticipate as much land dedicated as open space. The open space requirement will also require a more compact development pattern, resulting in smaller single family lots and a combination of detached and attached residential products. Transportation projects in the eastern TPA, including improvements to Ryan Road (Route 772) and Sycolin Road (Route 625), and the completion of Shreveport Drive (Route 621 relocated) and Creighton Road (Route 774), will provide better connections to the east without necessarily adding to the congestion of Route 50. The *Loudoun County 2019 Comprehensive Plan* proposes to concentrate future development proximate to existing and planned transportation improvements where capacity exists. Large tracts of undeveloped and underdeveloped land south of Braddock Road and east of Northstar Boulevard are in close proximity to the SPA immediately to the north, yet are separated by several miles from the RPA farther to the west. This southeast portion of the TPA is also adjacent to Prince William County across the Bull Run to the south and Fairfax County to the east. The principal constraining factor in this area is the current lack of traffic capacity on existing roads and, while major roads are planned, new development will need to be timed to occur in conjunction with the availability of additional road capacity. The 2004 extension of central water and wastewater utilities throughout the TPA enabled more compact development than previously planned, when the TPA was only served by wells and septic systems. Select areas of higher intensity development interspersed among lower density projects and with substantial open spaces that offer screening, separation, and recreation can be compatible with existing development. The *Loudoun County 2019 Comprehensive Plan* examined specific areas of the TPA that were not already developed or committed to development. The potential for redevelopment was not considered in the development forecasts for the area. Areas subject to environmental constraints, such as conservation easements, steep slopes and floodplain, were excluded from development potential. Two areas of the RPA were added to the TPA because of the increasingly intense development that is occurring around them. ## Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply only within the TPA. TPA Policy 1: Ensure that the Transition Policy Area retains the visual character established by extensive natural open space by using compact development concepts with substantial open space requirements, and low profile construction to minimize visual intrusion into the natural environment. ### Strategy 1.1 Accommodate new more affordable and innovative residential communities in compact development patterns, while preserving open space, natural, environmental, and heritage resources, and other valued features that may exist on site. ### Actions A. Encourage a variety of housing within individual developments by permitting small and large lot single-family detached, duplex, triplex, quadruplex, accessory residential dwelling, and other housing dwelling types to expand housing options and thus attainability opportunities, and support the lifestyle preferences of a diverse community. B. Develop zoning regulations and design standards to accommodate Transition Community Centers and Transition Compact Neighborhood Place Types to expand housing diversity and improve commercial viability. C. Require new development to connect to Loudoun Water's central water and wastewater systems and encourage existing development to connect. D. Continue to define the TPA by seven subareas to implement the Transition Large Lot Residential Neighborhood development pattern as identified on the Transition Policy Area Place Types Map. E. Continue to support agriculture-related businesses including equine uses, agritourism, commercial nurseries, and similar uses throughout the TPA. F. Continue to define the western edge of the TPA as the full extent of central sewer and water and the western edge of the growth boundary, pursuant to 15.2-2232. G. Ensure that open space within developments creates or enhances the following: i. The 300-foot buffer and 200-foot transitional area along the Bull Run in the Upper and Lower Foley and Lower Bull Run subareas, The 300-foot buffer and 1,000-foot voluntary open space area along the Goose Creek, Goose Creek Reservoir, and Beaverdam Reservoir in the Lower Sycolin and Middle Goose subareas, ii. A contiguous network of green spaces to supplement the natural and heritage resources connecting communities and natural resource areas, and iii. A public trail and park network to destinations throughout the area. H. Evaluate open space across developments to ensure the character and visual landscape of the TPA is achieved. I. Continue to perform watershed management plans to determine appropriate water quality and quality controls. J. Consider adoption of reservoir protection overlay districts that provide buffering and storm water quality controls. TPA Policy 2: Offer safe and accessible parks and recreation opportunities that provide diverse activities for all ages, interests, and abilities. Strategy 2.1 Provide a network of protected open space that maintains natural, environmental, and heritage resources and reinforces the TPA’s unique character. Actions A. Develop a Master Plan for parks, open space, and trails in the TPA that: 1) builds on and links current planned shared-use trails and park areas, and 2) places greater emphasis on quality, connected, usable, and publicly accessible open space. B. Protect the drinking water resources of the Occoquan, Beaverdam, and Goose Creek Reservoirs with natural stream and reservoir buffers, improved stormwater management, and other means. C. Retain 50 percent open space throughout the TPA, unless otherwise called for by the applicable place type or in the Lower Bull Run subarea where 70 percent open space is required for residential development to protect drinking water source watersheds, and seek to reserve publicly usable, accessible, and interconnected open space. D. Establish programs and regulatory mechanisms to increase publicly accessible open space, consistent with County facilities plans, through easements, land dedications, and purchase. E. Require Open Space Plans with individual development applications to illustrate proposed use, public accessibility, resource protection, and connection with other open space. F. Take advantage of existing or planned parks, stormwater ponds, and stream valley corridors, particularly the Goose Creek and Bull Run corridors, to create a linear park network linking larger park facilities and destinations. G. Pursue connected linear trails, parks and open space accessible to the public when considering development applications. TPA Policy 3: Target specific areas of the TPA for higher density residential and mixed-use development to create attainable and diverse housing opportunities in compact communities reflective of the historic development pattern of villages and towns in Loudoun. Strategy 3.1 Establish guidelines to accommodate compact communities that provide sustainable and attainable housing. Actions A. Create new Community Plans and other appropriate plans which address the particular needs and guide development within the Transition Policy Area. B. Support Transition Compact Neighborhoods in areas specified on the Transition Policy Area Place Types Map provided they comply with the Place Type standards and incorporate the following features: i. A combination of housing types, including detached, duplex, triplex, quadruplex, and/or accessory residential units. ii. Housing units that are smaller and more affordable and that address the County’s unmet needs. iii. Discernible variations in lot shape and building setbacks along residential street frontages, in a manner reflective of traditional villages and towns, to visually differentiate individual residential structures. iv. Design concepts within units and neighborhoods that allow residents at different stages of their lives to remain in the community. v. A walkable community design emanating from one or more community greens with minimal use of cul-de-sac streets and easy access to parks, playgrounds and amenities. vi. Public trails and parks internal to the neighborhood and connecting to adjacent communities and public facilities. vii. Extensive buffers screening the intensity of the development from surrounding roads and communities through the use of dense vegetation, earthen berms, and/or natural topography. TPA Policy 4: Non-residential uses will include uses that are compatible with resource protection, desired development patterns, and the rural landscape. Strategy 4.1 Provide for development of commercial, employment, and public uses in areas specified on the Transition Policy Area Place Types Map that achieve the desired development patterns and the character of the TPA. Actions A. Require Industrial uses to: i. Be located only in locations consistent with the Place Types Map. ii. Be visually concealed from adjacent roads and residential areas by siting buildings and uses to avoid ridgetops and high visibility areas and enclosing buildings and uses within a substantial, undisturbed, vegetated perimeter. iii. Minimize the effects of noise, vibration, and odor. iv. Have access to adequate infrastructure and roads. v. Identify and protect environmental features and to follow, to the extent possible, the natural topography. vi. Enhance water quality protection when near water supply reservoirs and associated streams. B. Continue to protect the extractive industry by maintaining a quarry notification overlay zoning district. C. Establish zoning regulations and design standards that ensure new development does not hinder the operation of quarries. D. Support Transition Community Centers in areas specified on the Transition Policy Area Place Types Map provided they are consistent with the Place Type standards and offer the following features: i. Small footprint retail uses and no “big box” commercial retailers with the exception of grocery or drug stores. ii. A compact pedestrian shopping and entertainment environment including active streets featuring relationships between interior and outdoor spaces, outdoor restaurant seating and vendor shopping on the street, complementary ground floor uses (such as retail rather than offices), and a high level of transparency and window space. iii. Convenient and safe pedestrian connections to adjacent neighborhoods and public facilities. iv. Extensive landscaping, particularly at the perimeter, to screen the project intensity from adjacent roads and communities. v. Outdoor activity and community space. TPA Policy 5: Ensure that adequate infrastructure (e.g., including roads, utilities, and public facilities) and services are available to meet increased demands of new development. Strategy 5.1 Ensure adequate public facilities and services are available as demand is generated by new development. Actions A. Evaluate residential development proposals against the available and forecasted capacity of public schools and other facilities and services through the projected buildout period of the application. B. Phase higher density residential development to allow the County to plan for facility and infrastructure needs before the demand occurs, and help direct development to the areas of the County that offer greater fiscal and economic benefits. C. Precede each phase of development with a Comprehensive Plan Amendment or a community planning exercise to determine timing, appropriate land use changes, and/or public facility needs. D. Until such time as a subsequent phase is amended by adopting a Comprehensive Plan Amendment or a community planning exercise is completed for areas, as appropriate, all residential areas outside of the Phase 1 area shall be developed under the Transition Large Lot Place Type. E. Schedule the phasing in the following sequence unless determined otherwise in a Comprehensive Plan Amendment: i. Phase 1: Lower Sycolin and Middle Goose Creek policy subareas; portions of the Lower Foley policy subarea designated for Transition Compact Neighborhood and Transition Community Center on the Transition Policy Area Place Type Map. ii. Phase 2: Upper Broad Run and Red Hill policy subareas. iii. Phase 3: Upper Foley and Lower Bull Run policy subareas; remaining portions of the Lower Foley policy subarea. TPA Policy 6: The Board of Supervisors encourages no further expansion of the TPA boundaries beyond that included with the adoption of the Loudoun County 2019 Comprehensive Plan. ## Design Guidelines The Design Guidelines are to build upon our current development patterns in a manner that allows innovative design and new responses to the market. The Design Guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the TPA can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, proffers or any other design standards or regulations administered by Loudoun County. All legislative applications for development in the TPA are expected to include project specific design guidelines, site layouts, illustratives, landscape plans, building elevations, and other similar graphics that demonstrate consistency with the TPA Design Guidelines and planning principles in this document. When using the guidelines analysis is to be provided of the impact a potential development may have on the landscape. Considering not only appearance but also practical considerations---such as proximity and quality of connections to utilities, community amenities, jobs, and housing to maximize the use of existing infrastructure and limit travel distances. The County encourages the use of design process when planning development in the TPA that conserves and incorporates natural, environmental, and heritage resources into the site design. (See Appendix A for Design Guidelines for the TPA) *The goals of the TPA Design Guidelines are as follows:* * Development should create attractive places within the TPA by working with existing topography and site features, responding to the local context, and reinforcing the landscape's character, rather than simply attempting to place suburban design onto the landscape. * Development should use the landscape for benefits such as solar heat gain or shelter from wind. * Buildings should be treated as parts of the landscape and attention given to their form and scale relative to their surrounding environment. # Place Types As described in the beginning of this chapter, the following Place Types have been designated for specific locations as displayed on the accompanying map. The Place Types will work in concert with the Design Guidelines and Policies, Strategies, and Actions of the TPA to fulfill the land use patterns and community characteristics intended for the area. Loudoun County Transition Policy Area Place Types 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 0.5 1 2 3 4 Miles Map Number 2025-110 CHAPTER 2-81 Loudoun County 2019 General Plan # Transition Large Lot Neighborhood <
> <
> Transition Large Lot Neighborhoods include projects such as Willowsford, Red Cedar and Evergreen, which offer detached homes and substantial open space in low-density communities. Agriculture and related uses are encouraged on these open spaces. Neighborhoods should offer a variety of house styles and sizes and, similarly, a variety of lot sizes and configurations. Development layouts follow land contours, incorporate natural features into the development, and protect sensitive resources. Extensive open space should partially conceal views of the new residential development from perimeter roadways and adjacent development and protect natural and cultural resources. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Large Lot Residential
• Clustered Residential Subdivision
• Accessory Residential Units | • Agriculture
• Agricultural Supportive Businesses
• Equine Facilities
• Agritourism
• Parks & Recreation | • Civic, Cultural, & Community
• Public Facilities
• Special Activities | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 85-95%
• Non-Res: 0 - 10%
• Public/Civic: 5%+ | <
> | | CHAPTER 2-82 # DESIGN CHARACTERISTICS **Context** Low-density residential neighborhoods with significant open spaces allowing agricultural uses and the protection of adjacent environmentally sensitive areas such as the reservoirs and stream corridors. | | | :--- | | **Street Pattern:**
Contour forming, Irregular, Fragmented Parallel
**Block Length:**
Varies
**Building Setback:**
Varies
**Parking:**
Driveway, garage, or on-street
**Design Amenities:**
Trails, street trees, common open spaces
**Open Space:**
50% of the site-Recreational, Agricultural, and/or Natural,
Environmental, and Heritage. In the Bull Run policy subarea, 70% of a
site shall be retained as open space. | <
> *An example plan view of a Transition Large Lot Neighborhood* **Place Type Rendering** An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity. **Total Nonresidential FAR: Up to 0.1** **(Average height per story is 12 to 15 feet)** **Building Height: 1-3 stories** <
> | Target Residential Density | | | :--- | :--- | | Lower Sycolin | 1 du/10 ac | | Middle Goose Creek | 1 du/10 ac | | Red Hill | 1du/3 ac | | Lower Bull Run | 1 du/3 ac | | Upper Broad Run | 1 du/1 ac or 1 du/3ac | | Upper Foley | 1 du/3 ac | | Lower Foley | 1 du/3 ac | **Transition** Transition Large Lot Neighborhood projects should be surrounded by natural buffers that visually screen the development from view of surrounding roads and from other developments. <
> <
> # Transition Small Lot Neighborhood <
> <
> Transition Small Lot Neighborhoods include residential neighborhoods arranged in a cluster arrangement that includes a focal point such as a civic use, park, or green. The predominant use is single family detached housing. The lot pattern within each community should align with the topography and key environmental features to minimize the visibility of the structures. Open space and natural vegetation are the dominant visual features and provide public and private trails, passive and active recreation, and significant perimeter and environmental buffers. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Detached Residential | • Agriculture
• Agricultural Supportive Businesses
• Equine Facilities
• Live/Work Units
• Accessory Residential Units
• Parks & Recreation | • Retail & Service Commercial (supportive)
• Institutional
• Civic, Cultural, & Community
• Public Facilities
• Special Activities | | Preferred Mix of Uses | | :--- | | Possible Ranges:
• Res: 85-100%
• Non-Res: 0 - 10%
• Public/Civic: 5%+ | <
> | # DESIGN CHARACTERISTICS **Context** Neighborhoods offering assorted lot configurations, sizes, and shapes with substantial open space, offering easy access to trails and natural areas internal to the neighborhood and connecting adjacent communities. The community is to be surrounded by extensive wooded buffers maintaining the rural appearance of surrounding roads. | | | :--- | | **Street Pattern:**
Fragmented Parallel, Contour Forming, Irregular
**Block Length:**
Varies
**Building Setback:**
Medium to deep
**Parking:**
Driveway, garage, or on-street
**Design Amenities:**
Sidewalks, street trees, community greens, gardens, playgrounds other common open spaces
**Open Space:**
50% of the site-Recreational (passive and active) and/or Natural, Environmental and Heritage | <
> *An example plan view of a Transition Small Lot Neighborhood* Loudoun County 2019 General Plan **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: Up to 4 du/ac** **Total Nonresidential FAR: Up to 0.2** **(Average height per story is 12 to 15 feet)** **Building Height: 1-3 stories** <
> **Transition** Transition Small Lot Neighborhood projects should be surrounded by natural buffers that visually screen them from view of surrounding roads and from other developments. CHAPTER 2-87 # Transition Compact Neighborhood <
> <
> Transition Compact Neighborhoods include a variety of single family detached, duplex, triplex and accessory dwelling unit homes arranged around a focal point such as civic use, park, green or small commercial center. Duplex, triplex, and quadruplex housing should be designed to be compatible with – and should be dispersed throughout – the single family detached residences. If included, neighborhood-serving retail or employment space (such as shared office space) should be situated in conjunction with civic space or a central park or green to create a neighborhood core or focal point. The vision is for a lot pattern within each community should primarily consist of small lots, and a mix of housing types along each street frontage and within each block. The development pattern does not segment use types into large blocks of a single unit type. A pattern of interconnected streets is intended to provide a walkable community. Open space and natural vegetation are the dominant visual features with significant perimeter and environmental buffers and should provide publicly accessible trails and passive and active recreation opportunities. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Detached Residential
• Single Family Attached Residential (duplex, triplex, quadruplex) | • Civic, Cultural, & Community
• Entertainment Commercial
• Office
• Accessory Residential Units
• Parks & Recreation | • Retail & Service Commercial
• Public Facilities
• Special Activities | | Preferred Mix of Uses | | :--- | | <
>
Possible Ranges:
• Res: 80-90%
• Non-Res: 0-10%
• Public/Civic: 10%+ | Loudoun County 2019 General Plan # DESIGN CHARACTERISTICS **Context** Neighborhoods providing assorted lot configurations, sizes and shapes, and smaller, intermixed housing types and styles, characteristic of historic towns and neighborhoods. Communities are to be walkable and residents and the public are to have easy access to parks, playgrounds, and trails internal to the neighborhood and connecting adjacent communities. The community is to be surrounded by extensive wooded buffers maintaining the rural appearance of surrounding roads. | | | :--- | | **Street Pattern:** | | Rectilinear Grid, Fragmented Parallel, and Contour Forming | | **Block Length:** | | 400-800 feet | | **Building Setback:** | | Varies | | **Lot Sizes:** | | Less than 10,000 square feet | | **Parking:** | | Garage, on-street, or alley-oriented | | **Design Amenities:** | | Sidewalks, street trees, common open spaces | | **Retail and Service:** | | Neighborhood - individual uses appropriately sized to serve the surrounding community. | | **Open Space:** | | 50% of the site-Recreational, Community, and/or Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: 3-5 du/ac** **Total Nonresidential FAR: Up to 0.2** **(Average height per story is 12 to 15 feet)** **Building Height: 1-3 stories** <
> *An example plan view of a Transition Compact Neighborhood* CHAPTER 2-89 **Transition** Where the Compact Neighborhood is adjacent to less intensive residential uses, Compact Neighborhoods should use large setbacks to separate uses or create natural and landscape transitions. # Transition Community Center <
> <
> <
> Transition Community Centers consist of a pedestrian-scale commercial development that provides retail sales, entertainment, and civic functions. The commercial center will feature a walkable street pattern to create a pedestrian shopping and entertainment environment with convenient and safe pedestrian and vehicular connections to adjacent neighborhoods, extensive landscaping at the perimeter, and outdoor activity and community space. Any residential component will consist of multifamily units over commercial uses. Auto-oriented uses would be located away from pedestrian areas unless incorporated into the mixed-use buildings. Primary entrances and exits for automobiles are restricted to main road corridors and not residential streets. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Retail & Service Commercial
• Civic, Cultural, & Community
• Entertainment Commercial | • Office
• Institutional
• Multi-Family Residential (over ground floor commercial; live/work units)
• Parks & Recreation | • Special Activities
• Public Facilities | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0-25%
• Non-Res: 70-95%
• Public/Civic: 5%+ | <
> | | # DESIGN CHARACTERISTICS **Context** Pedestrian-focused retail centers with small footprint retail uses, active street frontages and outdoor activity. No “big box” retailers, with the exception of grocery or drug stores. Potential for residential over commercial uses, with live/work spaces. | | | :--- | | **Street Pattern:**
Rectilinear Grid
**Block Length:**
200-800 feet
**Building Setback:**
Minimal but may vary
**Parking:**
Surface or structured, on-street, or alley-oriented
**Design Amenities:**
Sidewalks, street furniture, street trees, lighting, common open spaces
**Retail and Service:**
Two and three-story buildings with active ground floor retail and entertainment uses, few single story buildings integrated into the compact, pedestrian-oriented environment.

**Open Space:**
50% of the site- Recreational, Community, and/or Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total FAR: Up to 0.3** **(Average height per story is 12 to 15 feet)** **Building Height: 1-3 stories** <
> # Transition Light Industrial <
> <
> Transition Light Industrial areas provide opportunities for low-traffic industrial and employment uses. Predominant uses are contractor establishments, and small-scale assembly or production. Appropriate uses do not generate excessive noise or air pollution or require outdoor storage. Open space that creates effective visual buffers and environmental protection on the site will encompass the business. Trails and passive parks are also appropriate. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Light Production
• Flex Space
• Contractor | • Retail & Service Commercial (Ancillary retail)
• Institutional | • Civic, Cultural, & Community
• Public Facilities
• Special Activities
• Parks & Recreation
• Data Centers | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | <
> | | # DESIGN CHARACTERISTICS **Context** Industries and businesses within an environment dominated by open space of established forests or thickly vegetated buffers that screen such uses from roads and adjacent development. | | | :--- | | **Street Pattern:**
Rectilinear Grid, Irregular, Contour Forming
**Block Length:**
Varies
**Building Setback:**
Varies
**Parking:**
Surface
**Design Amenities:**
Sidewalks, street trees, shade trees, lighting, crosswalks, plazas, bike racks
**Open Space:**
50% of the site-Recreational (trails), Community (outdoor seating, plazas), and/or Natural,
Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total Nonresidential FAR: Up to 0.6** **Building Height: 1-3 stories** <
> **(Average height per story is 15 to 20 feet)** **Transition** Building heights should step down appropriately to less intense residential uses and outdoor activities, noise generators separated from residential uses by buildings, berms and vegetation. Certain employment uses that may not be compatible with adjacent residential uses, such as data centers, should have transitional uses located in between. Transition Light Industrial projects will be visually screened from view of roads and separated from adjacent residential development and sensitive environmental and water supply reservoirs by large wooded buffers, berms, and distance. # Transition Industrial/Mineral Extraction <
> <
> <
> As a primary industry, mineral extraction should be supported and protected as long as the quarries remain productive. Predominant uses are quarries, large-scale public facilities, and complementary manufacturing operations. Such uses are generally incompatible with residential development and considerable screening and setbacks are necessary to protect their viability. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • General Manufacturing
and Assembly
• Research and
Development
• Outdoor Storage
• Quarry | • Office
• Outdoor Manufacturing
• Retail & Service
Commercial (Ancillary
retail) | • Special Activities
• Parks & Recreation
• Data Centers
• Public facilities | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | <
> | | Loudoun County 2019 General Plan # DESIGN CHARACTERISTICS **Context** Existing quarries and quarry-related industries and businesses surrounded by substantial open space. | | | :--- | | **Street Pattern:** | | Rectilinear Grid, Contour Forming | | **Block Length:** | | 300-1,000 feet | | **Building Setback:** | | Deep | | **Parking:** | | Surface | | **Design Amenities:** | | Sidewalks, street trees, shade trees | | **Open Space:** | | 50% of the site-Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total Nonresidential FAR: Up to 0.6** **(Average height per story is 15-20 feet)** **Building Height: 1-4 stories** <
> **Transition** Transitions between Industrial/Mineral Extractive uses and other developments, in particular adjacent residential neighborhoods, are critically important to the viability of long-term industrial operations. Setbacks, buffering, and natural open space can reduce impacts by blending the edges of Industrial/Mineral Extraction developments with surrounding developments, providing softer transitions than structural buffers. Storage and loading areas are to be oriented away from and screened from streets and adjacent uses. Industry/Mineral Extraction projects should be separated from adjacent development and sensitive environmental and water supply reservoirs by wide, wooded buffers, berms, and distance. CHAPTER 2-96 # Rural Policy Area ## Vision The Rural Policy Area (RPA) is an enduring rural landscape that is characterized by a unique composite of natural and man-made environments, rural economy uses, working agricultural lands, open space, and a limited residential base. ## Introduction The RPA occupies the western half of the County and is the largest of the County’s Policy Areas. It encompasses approximately 230,000 acres, representing about 67 percent of the County’s total land area. The RPA comprises a blend of low-density residential, working farms, rural economy uses, pastoral landscapes, forested areas, mountains, and wildlife habitats. The RPA encompasses six of the County’s seven incorporated Towns, 12 existing Rural Historic Villages, and numerous smaller crossroad communities. As of April 1, 2017, the population of the RPA is approximately 40,400 people, representing approximately 10 percent of the County’s total population. The RPA is divided into two areas—the Rural North and the Rural South. Each of these distinct geographic areas (see Rural Policy Area Place Types Map) has different base residential densities in response to their dominant rural land use and development patterns. The Rural North (geographically defined as north of Goose Creek and the North Fork of Goose Creek to the County border with Montgomery, Frederick, and Washington Counties, Maryland; Jefferson County, West Virginia; and Clarke County, Virginia) is characterized by a mix of smaller lots that are interspersed with larger parcels in agricultural use. The Rural North, proximate to the Towns within the Route 7 Corridor, has the highest concentration of residential development and a more developed paved roadway network with easy access to commuter routes. Additionally, the Route 15 corridor, both north and south of the Town of Leesburg, has experienced substantial residential growth since the Board adopted the *Revised General Plan* (RGP) in 2001. The Rural South (geographically defined as south of Goose Creek and the North Fork of Goose Creek to the County border with Clarke, Fauquier, and Prince William Counties, Virginia) is characterized by an existing large lot pattern and represents the center of Loudoun’s prominent equine industry. The Rural South contains a number of large working farms that are accessed by a network of mostly unpaved rural roads. The Rural South contains Loudoun County’s largest amount of permanently protected land that is held under voluntary conservation easements. Both the Rural North and Rural South are marked by a scattering of Rural Historic Villages and small crossroad communities, which provide limited retail and commercial services to rural residents and visitors. Approximately 700 miles of public roads maintained by the Virginia Department of Transportation (VDOT) serve the RPA. These roads range across all classifications, including arterials that feature greater access control to facilitate longer distance travel at higher posted speeds; collector roads that have less access control in order to balance parcel access and mobility; and local secondary roads that primarily provide access to individual parcels. Unpaved gravel secondary roads constitute approximately 255 miles of the County’s rural road network. The County, with the support of residents, has made a conscious effort to preserve portions of the historic gravel road network, which contribute to the character of the rural landscape and provide opportunities for recreational users such as equestrians, bicyclists, and pedestrians. VDOT, in collaboration with the County, has worked to maintain the delicate balance between service needs and the preservation of the aesthetic character of the road network in the RPA, providing adequate transitions from major rural highways to main streets to rural paved and unpaved road segments. Specific long-range plans and local projects have generally sought to maintain two-lane rural section roadways along most rural corridors, while providing improvements to major commuter routes. These include the Virginia Scenic Byway program; national and state historic district designations; traffic calming projects at appropriate locations; the VDOT Rural Rustic Roads Program; and the incorporation of low-impact modern improvements, such as roundabouts, in lieu of traffic signals and interchanges. As increasing traffic volumes continue to place stress on the rural road network, the County will need to make comprehensive and strategic decisions regarding best practices to provide reasonable mobility, while protecting the rural character and scenic quality of roads in the RPA (see 2019 CTP). The Rural North and Rural South are home to a centuries old farming community that shaped the physical landscape and the social and economic fabric of Loudoun. However, over the past 30 years, as portions of the County and the region have become more urbanized, the RPA has faced increased challenges related to demographic changes, land use, economics, and transportation improvements, thus facilitating and enabling the conversion of land for rural residential subdivisions at an increasing rate as some residents seek an alternative to urban life. The adoption of the RGP in 2001 and the accompanying down-zoning of the majority of the land in western Loudoun in 2003 and in 2006, marked a dramatic turn in the County’s effort to limit residential development in the RPA and established an approach for land preservation tied to the creation of a viable rural economy and low-density development options, including the clustering of homes to preserve the rural character of the land. The *Loudoun County 2019 General Plan* (General Plan) carries this approach forward. # Rural Residential A variety of residential development options exist within the Rural Policy Area, including conventional subdivision, subordinate lots, and rural clusters which permit different densities. Among the existing development options, rural clusters remain the preferred residential development pattern in the RPA because these designs better preserve the natural features and open character of the land by tightly grouping homes on smaller lots so that a majority of the land is available for rural economy uses, agriculture, and/or open space. The concentration of homes in a rural cluster also minimize the amount of roads, clearing and grading, and the overall footprint of development, compared to a conventional by-right subdivision which requires placement of homes on a uniform size lot dispersed over an entire property. <
> Birch Hollow Hamlet, Hillsboro. Clustered residential lots with remainder working farm on 109 acres. Between 2000 and 2016, 5,653 residential units were built in the RPA. The “build out” analysis for the RPA, which reflects conditions as of July 1, 2016, identifies 91,000 acres of land uncommitted to development projects. This results in the potential for up to 11,643 residential units under current policy and entitlements. The acreage calculation includes parcels that are partially or fully developable and excludes floodplain, conservation easements, mountainside, and steep slope, which do not have development potential. The forecasted development from 2016 to 2040 in the RPA is 7,500 residential units based on current trends and the base density allowed by current zoning, which leaves approximately 4,000 residential units to be developed after 2040. The 2040 forecasts and the ultimate residential buildout for the RPA may be much lower than projected above if property owners continue to retain and preserve large areas of land for agricultural, equine activities, open space, and rural economy uses. Land trusts are anticipated to continue establishing conservation easements on properties in the RPA, reducing the residential development potential allowed by current zoning. Current and future county policies and initiatives, including land use-based property tax assessments and land conservation programs, may also affect future development potential in the RPA. # Rural Economy The County’s land development approach for the RPA is to limit residential development so that land will remain available for the continued operation, expansion, and establishment of agricultural and rural economy uses that preserve the rural character of the landscape and support the County’s environmental goals. Loudoun’s rural economy has grown to become a collection of business uses that currently include: crop and livestock production, forestry, horticulture and specialty farm products, farm markets and wayside stands, the equine industry, orchards, vineyards, farm wineries, cideries, and breweries, hospitality services such as farm-to-table restaurants, rural resorts, bed and breakfasts, country inns, banquet/event facilities, private camps and parks, and other similar uses. These rural economy uses largely depend on the agricultural productivity, scenic quality, and rural character of the RPA to derive income to sustain business activities. Additionally, a range of businesses providing indirect support and services to agricultural, forestal, horticultural, and animal husbandry activities also contribute to the rural economy. These agriculture-supportive uses include farm machinery sales and repair services, veterinary services, blacksmiths, agricultural product storage and processing, feed and seed supply, and similar uses. The importance of all these rural businesses to Loudoun County has led to the implementation of a business development plan for the County’s rural economy that aims to double the growth of the County’s rural economic sectors by 2023. The business development plan strives to create an environment for high value agricultural production that supports the equine and tourism industries, maintains prime farmland, and recognizes that commercial growth in eastern Loudoun is augmented by a thriving rural economy in western Loudoun (see *The Long View, A Business Development Plan for Loudoun County’s Rural Economy*). Although many rural economy uses rely on wired or wireless telecommunication networks to support their daily business operations, many areas of the RPA lack adequate high-speed connections. The County, through its strategic initiatives, has identified the provision of high-speed wired and wireless telecommunication networks, including broadband technology, as a priority to support rural businesses and residents in the RPA. The 2017 Federal Census of Agriculture identified 1,259 farms in Loudoun County (gross income of $1,000 or more) with a total of approximately 121,932 acres of farmland in production. Almost three quarters of these farms (875) were less than fifty acres in size with the largest percentage of farms being between ten and fifty acres in size. The overall number of farms and acres in farmland production in the County has declined by approximately ten percent since the 2012 Federal Census <
> *One of Loudoun County’s working farms in the RPA.* of Agriculture, when 1,396 farms with a total of 134,792 acres of farmland in production where identified. This data illustrates a number of changes and trends in agriculture: 1) a shift in the type of farming in the County as land and operational costs continue to rise, 2) the subdivision of larger farms into residential lots, and 3) a continuing decline in the amount of farmland and the number of farms and farmers. In light of the census data, County leaders and residents remain committed to keeping rural Loudoun a vital, identifiable place and continue to work to protect and preserve this valuable land resource to sustain the rural economy and support the County’s agricultural, equine, and tourism industries. In response to market trends, many farmers in the County have shifted to the direct marketing of agricultural products to consumers through either on-farm sales and/or farmers markets to increase profitability. These specialty farms tend to be smaller in size than traditional farms that produce row crops or raise livestock. These farms include a number of pick-your-own farms which may have fruits, vegetables, flowers, Christmas trees, and other farm-grown products available to the public. A number of farms have also implemented Community Supported Agriculture (CSA) programs where people buy a subscription from a farmer to receive a weekly share of local seasonal produce, meats, and other products (depending on the farmer’s offerings). The equine industry is a major component of the rural economy. Loudoun County leads the state in the number of horses, and the equine industry is the County’s largest agricultural employer providing thousands of jobs associated with the care of these animals and the operation of barns and stables. The Virginia Tech Marion DuPont Scott Equine Medical Center is located north of Leesburg, with Morven Park, Glenwood Park, and Oatlands providing regional venues for horse events. Other smaller stables are scattered throughout the County, which provide private lessons, boarding, trail rides, and camps, and host smaller events. Loudoun County has the highest concentration of wineries and acres in grapes in Virginia, with over 45 wineries and over 1,000 acres in grape production as of 2017. Loudoun County has been marketed as “DC’s Wine Country”, though it also has the highest number of breweries and leads the state in hops production. The County has a total of 28 breweries, seven of which are farm breweries located within the RPA. In recent years, the region’s first hops processing center and Virginia’s first dedicated malting operation opened near Lucketts. As of 2017, there are 10 hops yards in the County with 16 acres in production, and there are two growers cultivating 140 acres of malting grain for the production of beer and distilled spirits. Farm wineries, breweries and cideries that grow their own products maintain land in agricultural use which protects the rural character of the RPA and supports rural tourism. The RPA is home to a number of hospitality and tourism businesses, which provide thousands of jobs and contribute millions of dollars to the local economy through visitor spending on restaurants, retail goods, lodging, and the hosting of weddings and events. County-sponsored events such as the Spring and Fall Farm Tours, Stable Tours, Wine Trail, Ale Trail and Artisan Trail allow visitors to enjoy self-guided driving tours which support local growers, producers and artisans. Numerous community events such as the Bluemont and Waterford fairs draw thousands of residents and visitors to western Loudoun annually. Heritage tourism is also an important contributor to the County’s economy, which include the Journey Through Hallowed Ground National Heritage Area and National Scenic Byway, the Waterford National Historic Landmark District, Balls Bluff Battlefield and National Cemetery, Morven Park, Oatlands, Aldie Mill, as well as other historic sites, museums and battlefields. Like many of Loudoun’s other rural business uses, these hospitality and tourism businesses rely on the natural, scenic, and rural character of the RPA to attract visitors. Therefore, it is critical to maintain the natural, environmental, and heritage resources that provide the setting and context for our rural tourism economy. ## Farmland Preservation and Protection To support the rural economy and ensure that agriculture continues as a long-term use in the RPA, the County will continue to develop and support voluntary participation in programs that provide assistance and reduced tax burdens to landowners. Such programs and measures as the Land Use Assessment Program, the Agricultural and Forestal District (AFD) program, and public/private conservation easements will be used to encourage landowners to use their land to expand the rural economy, rather than convert it to residential use. These programs also assist in the protection of the RPA’s unique manmade and natural environment, which directly benefit the rural economy. The County’s Land Use Assessment Program and AFD program are tools used to protect agricultural lands and forests. The Land Use Assessment Program provides tax relief to landowners to protect farmland for future agricultural use and to protect historic and scenic resources for the economic and cultural benefits derived from their preservation. The AFD program limits the subdivision of large, farmable acreages and forested lands (typically 20-40 acres), and prohibits cluster subdivisions. While the County’s Land Use Assessment Program and the AFD program support keeping land in production and/or open space for a specified number of years, they are voluntary programs that do not preserve land in perpetuity. The primary means of preserving agricultural land and open space permanently is through the establishment of conservation easements on individual properties, which restrict residential and non-agricultural uses. Conservation easements currently preserve over one-third of the acreage within the RPA, the vast majority of which are held by private land trusts (see Conservation Easements in Rural Policy Area: 2019 Map). The County should commit to supporting efforts to increase the total acreage of land held in conservation easements as part of an overall land use strategy to further reduce density in the RPA, and ensure that farmland and open space are available in perpetuity for future generations. The County may consider cost-share initiatives to assist in establishing conservation easements and/or public/private partnerships with existing land trusts to leverage efforts and funding to support the recordation of additional conservation easements. ### Future of Rural Strategy Loudoun County and its citizens continue to recognize the importance of maintaining and preserving the farming and equine heritage, cultural and natural resources, open space, and scenic beauty of the RPA as a fundamental component of the County’s identity. The RPA contributes to the overall economic vitality of the County and quality of life of its residents. The General Plan, carries forward the growth management approach for the RPA established in the RGP, which seeks to limit residential growth, retain farmland, and sustain the rural economy. This approach has contributed to the County’s economic success through attracting businesses, residents, and visitors while maintaining the character of the RPA. The strength of the agricultural sector, equine industry and the rural economy is a critical component of supporting the economic development and fiscal policy goals of the County. In the future, development pressures and the incremental loss of productive agricultural land to residential development will require continued monitoring by the County to maintain the RPA’s unique character. # Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply only within the RPA. ## Land Use & Development RPA Policy 1: Foster land use and development patterns that incorporate natural, cultural, heritage, and agricultural resources to preserve character-defining features of the rural landscape while providing opportunities for rural living and businesses. ### Strategy 1.1. Support uses that protect, preserve, and enhance natural areas and open space, retain farmland and the vitality of the rural economy, and foster a high quality of rural life for residents. ### Actions A. Provide incentives for the consolidation of underutilized or undeveloped small lots into larger parcels for agricultural and rural economy uses. B. Consider cost-share initiatives to assist in establishing conservation easements, in order to reduce the land that is available for residential development and to provide landowners with financial options to support working farms, rural economy uses, and/or stewardship of the land. ## Rural Residential RPA Policy 2: Limit residential development to protect the land resource for agricultural operations, rural economy uses, and open space uses; minimize traffic impacts; and reduce the demand for additional public facilities and services. ### Strategy 2.1. Where residential development does occur in the RPA, it should be designed to preserve the rural character, work with the land form to preserve and protect natural features, and conserve land for agriculture, equine uses, rural economy uses, passive recreation, and open space. ### Actions A. Evaluate and revise zoning regulations and design standards to improve the design of subdivisions and clustered residential development by incorporating natural features and buffering from roadways and scenic byways. B. Encourage the provision of publicly accessible and connected open space. C. Educate property owners about alternatives to residential subdivision by providing information on conservation easements, the Land Use Assessment Program, and other land conservation programs to keep rural properties intact and productive. # Rural Economy RPA Policy 3: Agricultural and rural business uses that are compatible with the predominant land use pattern will be developed in a manner that is consistent with the County’s growth management, economic, and environmental goals. ### Strategy 3.1. Ensure compatibility of rural economy uses through the evaluation of the scale, use, intensity, and design (site and building) of development proposals in comparison with the dominant rural character and adjacent uses. ### Actions A. Evaluate and revise zoning regulations and development standards for rural economy uses. Such regulations and standards will address traffic capacity, safe and adequate road access, number of employees, site design standards (e.g., land disturbance, buffering, use intensity, siting, and architectural features), and public health, safety, and welfare. B. Consider the establishment and/or expansion of existing commercial, industrial, and institutional uses by Special Exception if the use and/or expansion: 1) is compatible in scale, use, and intensity with the surrounding rural environment, 2) uses building forms, massing, and architectural styles that reflect the surrounding rural character 3) preserves ridgetops, natural resources, farmland, and open space, and 4) meets applicable zoning regulations and development standards. C. Non-agriculturally related commercial uses may be permitted by Special Exception if the use is compatible in scale and intensity with the agricultural and rural character of the area; poses no threat to public health, safety, and welfare; and helps to preserve farmland, open space, and/or continued agricultural operations. ### Strategy 3.2. Promote the retention and development of rural business uses that sustain the rural economy and support the County’s agricultural, equine, and tourism industries. ### Actions A. Adopt zoning regulations and design standards that include new types of rural business and agricultural uses, permit flexibility for the sale of farm products, and promote rural tourism, hospitality uses, and similar kinds of rural business uses that are compatible with the character of the RPA. B. Evaluate and revise zoning regulations and design standards to permit a variety of accessory residential unit types, such as accessory apartments for seasonal farm laborers and year-round tenant housing, that support the rural economy. and design funding and technical assistance programs to support their development. C. Create zoning regulations and design standards for existing and new types of rural recreational uses to evaluate their appropriateness and ensure their compatibility with the character of the RPA. D. Develop County parks with trail networks, cross-country courses, and equestrian Loudoun County 2019 General Plan riding rings or other equestrian-related features. E. Offer safe and accessible parks and/or recreation opportunities that provide diverse activities for all ages, interests, and abilities F. Develop a publicly accessible multi-use trail network (i.e., pedestrian, bicycle, and equestrian) to link private and public lands in the RPA in partnership with nonprofit entities, landowners, and developers of rural properties. G. Develop a strategy to facilitate the development of high-speed wired and wireless telecommunication networks, including broadband technology, to support rural businesses and residents in the RPA. ### Strategy 3.3. Promote and expand agricultural enterprises and the rural economy, and attract rural entrepreneurs to locate in Loudoun. #### Actions A. Promote rural business sectors and community events to support rural tourism, showcase the rural economy, and strengthen the economic vitality of rural businesses, villages, and towns. B. Develop a coordinated service approach to assist rural landowners in the review and development of proposals to maintain agricultural operations, preserve the agricultural potential of farmland, institute farm and rural business plans, and assist in filing applications, which support agriculture, agricultural activities, and the rural economy. C. Develop additional incentives to retain and encourage agricultural enterprises and support land preservation. D. Retain the Rural Economic Development Council (REDC) as an advocacy and advisory committee on initiatives, programs, and policies that affect the economic growth and development of rural Loudoun County. E. Support public education and job training in agriculture-based careers to ensure a stable agricultural work force and promote the region’s agricultural and tourist based economy. F. Facilitate the provision of appropriate on-site housing options for farm interns and apprentices in support of agricultural workforce development. G. Develop an update process to ensure the Loudoun County Economic Business Development Strategy is updated on a regular basis. ### Strategy 3.4. Maintain the Land Use Assessment Program to provide property tax relief to retain and support agriculture, horticulture, forestry, and open space as critical components of the RPA. #### Actions A. Regularly review, update, and enhance the Land Use Assessment Program and other voluntary agricultural programs, such as the Agricultural and Forestal District (AFD) CHAPTER 2-105 program, to strengthen the rural economy, preserve rural character, and maintain the viability of farming. ### Strategy 3.5. Promote and encourage the preservation, rehabilitation, and repurposing of farm buildings and structures to maintain infrastructure for future agricultural enterprises and rural economy uses. Where possible, rural business uses should locate in existing agricultural and historic structures. #### Action A. Adopt zoning regulations and design standards that facilitate the use of existing agricultural and historic structures. ### Strategy 3.6. Support and increase farming activities and maintain a resilient food network for local consumption. #### Actions A. Promote community supported agriculture (CSA); the direct sale of farm products between farmers and local consumers including farmers markets, restaurants and retailers; and the establishment of a permanent year-round indoor farmers market in the eastern portion of the County. B. Facilitate effective processing, distribution, and marketing of locally grown products. C. Promote best practices in farming, including adapting to new crops, livestock, and technology, to address market demands and diversify agricultural production. ### Strategy 3.7. Protect farming and farmers from nuisance complaints in accordance with the provisions of the Right to Farm Act, Code of Virginia §3.2-301. #### Actions A. Maintain zoning regulations and design standards that protect the right to farm. B. Support and provide educational programs about farming practices and activities to reduce potential conflicts associated with the proximity of agriculture to nonagricultural uses. ## Design Guidelines The Design Guidelines are to build upon our current development patterns in a manner that allows innovative design and new responses to the market. The Design Guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the RPA can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, or any other design standards or regulations administered by Loudoun County. When using the guidelines make sure to analyze the impact a potential development may have on the landscape, considering not only appearance, but practical considerations such as proximity to roads, utilities, and community amenities to maximize the use of existing infrastructure and limit travel distances. Development should contribute to creating unique places within the Rural Policy Area by working with existing topography and site features, responding to the local context, preserving farmland and reinforcing the landscape’s character, rather than simply attempting to place suburban design onto the rural landscape. Sustainability requires maximum consideration for using the landscape for benefits such as solar heat gain or shelter from wind when siting buildings. It is imperative that buildings and structures are treated as objects in the rural landscape and given due attention to their location and form to ensure they blend with the topography, protect viewsheds, and contribute to the traditional pattern of development in the RPA. The County encourages the use of a design process when planning development in the RPA that conserves natural, environmental, and heritage resources and incorporates any such features into the site design (See Appendix A for Design Guidelines for RPA). ## Place Types As described in the beginning of this chapter, the following Place Types have been designated for specific locations as displayed on the accompanying map. The Place Types will work in concert with the Design Guidelines and Policies, Strategies, and Actions of the RPA and Rural Historic Villages to fulfill the land use patterns and community characteristics intended for the area. # Rural Historic Villages ## Vision Rural Historic Villages continue to be vibrant communities that reflect historic settlement patterns that preserve and enhance Loudoun’s social and cultural heritage while contributing to the overall character of the Rural Policy Area. ## Introduction Loudoun County’s historical settlement pattern included hundreds of villages, and smaller rural communities communities, many of which have nearly or completely vanished as the County has developed and the County has begun mapping all historic settlements documented to date to preserve this history (see All County Historic Villages and Communities Map). Many villages and communities remain intact and are vibrant places within the RPA and are noted as historic rural communities or designated in the General Plan as Rural Historic Villages. The County reconizes the Rural Historic Villages as important features of the RPA that possess scenic and historic resources, act as gathering places for citizens, provide servies to the surrounding community, and support rural tourism. Many Rural Historic Villages were established during the 18th and 19th centuries, in areas located around historic mills, railroad depots, or major crossroads that later developed as commercial and mercantile business centers that served the surrounding farming communities. Others were settled in the later 19th century by free and formerly enslaved African Americans who bought and subdivided land to establish churches, fraternal orders, schools and stores creating self-sufficient enclaves across the County. Descendants of founding families continue to own property and live in these communities reflecting a high degree of cultural continuity in many communities. Rural Historic Villages are communities with ten or more building in a definable historic settlement pattern which typically contain a mix of residential, civic, and community-supporting commercial uses that serve village residents. The historic built environment and/or the cultural | Rural Historic Villages | | | :--- | :--- | | Aldie | | | Bluemont | | | Bowmantown* | | | Lincoln | | | Loudoun Heights** | | | Lucketts | **Planning Areas** | | Neersville** | *Aldie Mountain | | Paeonian Springs | **Between the Hills | | Philomont | | | St. Louis | | | Stewartown* | | | Taylorstown | | | Unison | | | Waterford | | | Willisville | | identity of all Rural Historic Villages have such a high degree of integrity that they are listed in, or are eligible to be listed in, the National Register of Historic Places. Until 2019, County planning documents considered the communities of Bowmantown and Stewartown to be one village name Aldie Mountain. The residents of Bowmantown and Stewartown consider them to be separate, though related villages and the General Plan designates them as such. Because of their proximity to one another and their shared cultural and settlement history, Aldie Mountain will represent a planning area comprising Bowmantown and Stewartown. Similary, Loudoun Heights and Neersville are small, distinct communities with a shared geographic and cultural history. Individually they do not meet the definition of an Rural Historic Village, but the larger Between the Hills cultural landscape shared by theses villages offers a distinct planning area boundary. The Rural Historic Villages have gradually developed over a number of years and feature a variety of building setbacks, types, and styles as well as streetscapes that reflect the historic growth and character of the individual villages. The Rural Historic Villages are dominated by residential dwellings with some commercial structures that have upper floor apartments and offices. Small scale, non-residential uses, such as country stores, restaurants, antique shops, and other retail establishments that meet local needs and support tourism, are located within some of the Rural Historic Villages. In addition, numerous civic uses, such as churches, post offices, community centers, fire and rescue stations, and schools, are also located within the Rural Historic Villages. In addition to the more densely populated Rural Historic Villages, smaller, mostly residential rural historic communities such as Howardsville, Bloomfield, and Morrisonville exist in the RPA. While these smaller communities do not meet the criteria for Rural Historic Village designation, they are distinctive assets in the RPA that should be valued and preserved. The County’s land development approach for the Rural Historic Villages is to limit residential, business, and commercial activities to uses that are compatible with the historic development patterns, community character, and visual identity of the individual villages. The *Loudoun County 2019 Comprehensive Plan* (Comprehensive Plan) strives to maintain the traditional development pattern and distinguishing features of the individual villages while accommodating opportunities for compact, small-scale growth where appropriate in a manner that enhances existing residential and commercial areas. By encouraging limited compact, residential and non-residential development within the Villages, these policies complement the County’s efforts to preserve open space and maintain the character of the rural area. Although limited development is anticipated in the Villages, that development should not adversely affect the quality of life of residents nor pose a threat to public health or safety. Four of the existing Rural Historic Villages – Aldie, St. Louis, Waterford, and Willisville – are currently served by public community wastewater systems. Aldie is the only village that is served by a private water company. While community systems are crucial to the sustainability of these communities, they may also impact future Rural Historic Village development. The remainder of the properties located within the Rural Historic Villages are currently served by individual water wells, and septic sewage systems (i.e., conventional drainfields, alternative systems, etc.), which limit the potential scale and intensity of development. Additionally, a number of the Rural Historic Villages are bisected by major roadways that experience high volumes of commuter traffic and impact the quality of life of residents. With careful planning and growth management, the Rural Historic Villages will maintain their scenic and historic character. # Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply only within the Rural Historic Villages. RURAL HISTORIC VILLAGE Policy 1: Development and uses in Rural Historic Villages must be compatible with the historic development pattern, community character, visual identity, intensity, and scale of the individual villages. ### Strategy 1.1. Encourage the retention and development of a variety of compatible residential, commercial, and community uses that enhance the attractiveness and vitality of the Rural Historic Villages. ### Actions A. Develop criteria to evaluate existing Rural Historic Villages and other historic crossroads communities, such as Airmont, Bloomfield, Howardsville, Morrisonville, Unison, and Willisville, to determine if their current designation is warranted, define and/or redefine community boundaries as necessary, and amend the Comprehensive Plan and Zoning Ordinance as appropriate. B. Work with Rural Historic Villages to develop community plans that will support their community goals and address issues related to land use and zoning; economic development; natural, environmental, and historic resources; community facilities and services; water and wastewater; and transportation to maintain the character of the villages. C. Review and revise zoning regulations, design standards, and guidelines to achieve compatible building and street design to ensure that quality development occurs within the Rural Historic Villages. D. Coordinate with Rural Historic Village communities to determine appropriate methods to differentiate entrances into the villages from surrounding areas, including through street design, landscaping, and building placement. E. Incorporate traffic calming measures that are compatible with the village character where appropriate to reduce vehicle speeds and provide a pedestrian-friendly environment. F. Evaluate and revise existing Rural Commercial (RC) zoning district regulations to implement Plan policies and design standards for development in the Rural Historic Villages that ensure compatibility with the settlement patterns and neighborhood scale. G. Support residents in rural historic communities that are not designated as Rural Historic Villages to preserve these assets through historic designation, conservation easements, and other targeted initiatives. ### Strategy 1.2. Preserve the character of the Rural Historic Villages, rural historic communities and their historic structures and sites through the rehabilitation and adaptive reuse of existing buildings. ### Actions A. Promote and support building maintenance and improvements to preserve the existing building stock and the character of the Rural Historic Villages, and rural historic communities. B. Evaluate the establishment of additional County Historic Districts in the Rural Historic Villages. ### Strategy 1.3. Limited increases in residential densities within the Rural Historic Villages may be considered through legislative approval processes when the design of the project reinforces the character, development pattern, and identity of the village. Conventional, suburban forms of development are not appropriate in or contiguous to Rural Historic Villages. ### Action A. Adopt zoning regulations and design standards to encourage housing on smaller lots, allow accessory apartments attached to single-family residential units, and allow residential units above commercial/retail uses within the Rural Historic Villages to provide housing options. ### Strategy 1.4. Business and commercial uses in the Rural Historic Villages should be 1) small scale, 2) compatible with existing development patterns, 3) generate limited vehicular traffic, and 4) meet local community needs or support rural tourism. ### Action A. Adopt zoning regulations, design standards and performance criteria that are specific to the types of small-scale, community-related commercial uses that the County encourages within the Rural Historic Villages. ## Design Guidelines The Design Guidelines are to build upon our current high quality development in a manner that allows innovative design and new responses to the market. The Design Guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the Rural Historic Villages can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, or any other design standards or regulations administered by Loudoun County. When using the guidelines make sure to analyze the impact potential development may have on the Rural Village and surrounding landscape, considering not only appearance, but practical considerations such as road and street access, siting of buildings and parking, safe and adequate water and wastewater, community amenities, jobs, and housing to assess compatibility. Development should contribute to the character of the Rural Historic Villages to integrate and blend with existing development patterns and building styles. Many properties within the Rural Historic Villages of Aldie, Bluemont, Lincoln, Taylorstown and Waterford are located within County Historic and Cultural Conservation Districts which are zoning overlays that regulate the appearance of properties through architectural design guidelines. Any alterations, additions, demolition or relocation of an existing structure, or any new construction within the conservation districts requires approval from the County’s Historic District Review Committee. The goal of the architectural review processes is to ensure the historic, architectural, and landscape characteristics that are unique to the villages are protected, preserved, and enhanced for future generations. While the remainder of the Rural Historic Villages do not have historic district zoning overlays, the County’s policies also support compatible development and the retention of the unique character of the individual villages. Public water and wastewater facilities are encouraged to provide services to the villages (See Appendix A for Design Guidelines for Rural Historic Villages). Loudoun County **Rural Policy Area** **Place Types** 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2025-071 CHAPTER 2-113 Loudoun County # Historic Villages # And Communities 2019 General Plan <
> ■ Rural Historic Communities Policy Areas ☐ Other Policy Areas ☐ Rural Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2025-073 CHAPTER 2-114 Loudoun County # Historic Villages And Communities 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2025-072 CHAPTER 2-115 Loudoun County # Rural Policy Area # Place Types 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. CHAPTER 2-116 # Rural North <
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> The Rural North consists of pastoral and forested landscapes that serve mostly agricultural and agricultural supportive uses with limited residential. The area allows for complementary agricultural, rural business, and tourism uses that constitute Loudoun’s rural economy. This category also includes low-density, large-lot residential subdivisions that are compatible with the surrounding pastoral character, and subdivisions that cluster smaller residential lots while retaining large lots for open space, agricultural production and/or rural economy uses. Public utilities are not provided and wells and septic systems are traditional; however, shared community water and wastewater systems may be utilized for cluster developments and rural economy uses. Minimum lot sizes vary according to land use and the development option chosen. All developments should incorporate natural and heritage resources while preserving important viewsheds that contribute to the rural landscape. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Agriculture
• Agricultural Supportive Businesses
• Equine Facilities
• Rural Economy | • Large Lot Residential
• Clustered Residential Subdivision
• Accessory Residential Units
• Agritourism
• Rural/Heritage Tourism | • Public Facilities
• Civic, Cultural & Community
• Institutional
• Special Activities
• Parks & Recreation | # DESIGN CHARACTERISTICS **Context** Large areas of land preserved for open space, agriculture, and rural economy uses to retain the rural character of the area with limited low-density residential and clustered residential development that blends with and is compatible with the surrounding area. | | | :--- | | **Street Pattern:**
Contour Forming, Fragmented Parallel
**Block Length:**
Irregular
**Building Setback:**
Varies (incorporate existing natural features to protect
viewsheds)
**Parking:**
Surface lot, driveway, garage, shared
**Open Space:**
Recreation (Passive), Natural, Environmental and Heritage,
and/or Agriculture
70% of site for clustered subdivisions | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: Up to 1 du / 20 acres** **Residential Cluster Option: Up to 1 du / 5 acres equivalent** **Building Height: Up to 2 stories** <
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> **Transition** Locate buildings and structures to blend with the existing topography and natural features. Preserve and incorporate existing trees and vegetation on the property and its perimeter to buffer and screen views for adjoining properties. Provide landscaping or supplemental plantings comprised of native species when screening and buffering are required between rural uses. # Rural South <
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> The Rural South contains mostly agricultural and equine uses and allows for complementary rural economy uses. This Place Type includes very low-density residential with homes located on large lots that are compatible with the surrounding pastoral character and clustered subdivisions that group smaller residential lots while retaining large lots for open space, agricultural production, and/or rural economy uses. Public utilities are not provided and wells and septic systems are traditional; however, shared community water and wastewater systems may be utilized for cluster developments and rural economy uses. Minimum lot sizes vary according to land use and the development option chosen. All developments should maintain the distinctive rural character through the incorporation of natural and heritage resources and the preservation of important viewsheds. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Agriculture
• Agricultural
  Supportive
  Businesses
• Equine Facilities
• Rural Economy | • Large Lot Residential
• Clustered Residential
  Subdivision
• Agritourism
• Rural/Heritage Tourism | • Accessory Residential Units
• Public Facilities
• Civic, Cultural &
  Community
• Institutional
• Special Activities
• Parks & Recreation | # DESIGN CHARACTERISTICS **Context** Large areas of land preserved for open space, agriculture, and rural economy uses to retain the rural character of the area with limited low density residential and clustered residential development that blends with and is compatible with the surrounding area. | | | :--- | | **Street Pattern:**
Contour Forming, Fragmented Parallel
**Block Length:**
Irregular
**Building Setback:**
Varies (incorporate existing natural features to protect viewsheds)
**Parking:**
Surface, driveway, garage, shared
**Open Space:**
Recreation (Passive), Natural, Environmental and Heritage, and/or Agriculture
70% of site for clustered subdivisions | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: Up to 1 du / 40 acres** **Residential Cluster Option: Up to 1 du / 15 acres equivalent** **Building Height: Up to 2 stories** <
> **Transition** Locate buildings and structures to blend with the existing topography and natural features. Preserve and incorporate existing trees and vegetation on the property and its perimeter to buffer and screen views for adjoining properties. Provide landscaping or supplemental plantings comprised of native species when screening and buffering are required between rural uses. # Rural Historic Villages <
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> Rural Historic Villages consist of small, pedestrian-scale rural communities that are compact in comparison to the surrounding agricultural landscape. The majority of these villages have developed around a small residential and/or commercial core that provide for the daily needs of village residents, surrounding rural residents, and visitors. Rural Historic Villages are characterized by low-density residential development situated on smaller lots interspersed with limited commercial uses. Residential and commercial uses are generally located in detached stand-alone two-story buildings which are located close to the street. In some instances office or residential uses are located above first floor retail. Each Rural Historic Village has its own unique character linked to its historic development pattern, spatial organization, and location within the County. Spacing of buildings—both commercial and residential—should respect each village’s historic precedents for lot size, building setbacks, and orientation to the street. Buildings should be designed to be sensitive to the context of the village through compatible siting, size, scale, massing, materials, design details, and roof forms. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Detached Residential
• Retail & Service Commercial | • Office
• Live/work units
• Civic, Cultural, & Community
• Rural/Heritage Tourism
• Rural Economy
• Agricultural Supportive Businesses | • Accessory Residential Units
• Public Facilities
• Special Activities
• Parks & Recreation | # DESIGN CHARACTERISTICS **Context** Small-scale and often historic buildings sited in a compact pattern that contain residential or commercial uses that may also be vertically mixed. Each Rural Historic Village has a unique character and sense of place that should be preserved and enhanced. | | | :--- | | **Street Pattern:**
Contour Forming, Fragmented Parallel,
Irregular
**Block Length:**
Varies by Village
**Building Setback:**
Shallow
**Parking:**
On-street, driveway, garage
**Open Space:**
Recreation (Passive), Community, Natural, Environmental
and Heritage, and/or Agriculture | <
> *An example plan view of a Rural Historic Village* **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: Varies by individual village; no more than 4 du / acre** **Building Height: Up to 2 stories** <
> **Transition** Maintain areas of open space and natural areas on the perimeter of the villages to maintain a hard edge and visual separation from surrounding uses. Within the village, preserve existing trees and vegetation, which define building lots and contribute to the streetscape. New construction should be designed to complement surrounding properties and maintain the existing development pattern within the Village. # Towns and JLMAs ## Vision The Towns will continue to be hubs of economic and cultural activity in western Loudoun. ## Introduction In 2016, approximately 62,000 Loudoun residents lived in Loudoun’s incorporated Towns (see Table 1). The seven incorporated Towns offer a window to the County’s past and are a key component of Loudoun’s unique character today. All have existed as independent incorporated entities for more than a century, first as agricultural business centers providing markets for farm products, and supplying the necessary goods and services for rural residents. They were also distribution points linked by railroad to markets to the east. While still influenced by their agricultural tradition, the Towns play a larger economic and cultural role that includes retail and service-based businesses, educational opportunities, medical centers, and industrial centers. Remnants of the W&OD Railroad line have become an important regional shared-use trail link still tying the Towns to each other and communities to the east. | Town | Population | Housing Units | Approximate Town Area (acres) | Approximate JLMA Area (acres) | | :--- | :--- | :--- | :--- | :--- | | Hamilton | 448 | 193 | 135 | 630 | | Hillsboro | 98 | 44 | 170 | NA | | Leesburg | 49,401 | 17,202 | 8,000 | 4,300 | | Lovettsville | 2,096 | 694 | 570 | NA | | Middleburg | 656 | 429 | 680 | NA | | Purcellville | 8,914 | 2,725 | 2,200 | 2,200 | | Round Hill | 570 | 222 | 240 | 1,450 | | Totals | 62,183 | 21,509 | 12,000 | 8,580 | | | | | | | | Loudoun County | 362,435 | 122,490 | 333,558 | 17,160 | Source: 2016 American Community Survey ## Development Approach The Loudoun County 2019 Comprehensive Plan recognizes the cultural and economic importance of these individual towns maintaining their historic character. The Plan continues the Joint Land Management Area (JLMA) concept, in place since 1991, which intends to accommodate the outward expansion of the Towns, permitting moderate growth at densities and designs suitable to the Towns until the Towns choose to annex property. However, implementation of the JLMA policies has not created development patterns that reflect the historic character of the Towns. The Loudoun County 2019 Comprehensive Plan recommends future action to review and modify the JLMA concept. The Loudoun County 2019 Comprehensive Plan also recognizes that, where possible, the remaining defining edge distinguishing the towns and the JLMA from the rural area be maintained and enhanced with an effort to create “gateway” corridors leading to each town. The JLMA zoning regulations offer a range of densities, design guidelines, and utility requirements. Leesburg, Round Hill, Purcellville, and Hamilton have seen extensive development in their respective JLMAs, while Lovettsville, Middleburg, and Hillsboro have over time chosen not to have JLMAs because of utility constraints, concerns about growth, or a desire to concentrate inside their existing limits. Leesburg’s JLMA has a distinct suburban pattern with predominantly residential development north of Route 7 and business and employment uses south of Route 7. ## Policies, Strategies, and Actions Town Policy 1: Collaborate with the Towns on matters of common interest to preserve the identity of each Town and their role as economic and social centers. The County recognizes that the Towns may be impacted by proposed development near their borders and will consider, as appropriate, Town comments on development near their borders. ### Strategy 1.1 Work with the Towns to develop and implement a shared vision for the Towns and their surrounding areas and gateways. ### Actions A. Continue to refer to jointly approved area management plans and refer to applicable Town policies on matters within the JLMA. B. Establish a regular coordination program with Towns to anticipate, monitor, and address development and planning matters. C. Undertake joint planning efforts in the JLMA. D. Participate as a partner with the Towns in their negotiations with VDOT and other agencies for road maintenance, safety improvements, and traffic calming, particularly along Routes 15, 50, 7, 9, and 287 in proximity to the Towns, and other changes in roads and/or transportation services that are consistent with both the Town’s and the County’s goals and priorities. E. Assess the effectiveness of the JLMA approach and associated zoning in protecting town character, maintaining a defining edge between the town and the rural areas, and/or as a tool for expanding economic development objectives. The defining edge is the boundary between two distinct land use patterns, whether existing or desired. The edge may encompass an area that establishes a visual distinction, either as perceived from the road or from broader views of the landscape. F. Add provisions to the rural and JLMA zoning districts specific to gateway corridors leading into each town that would establish deeper building setbacks variable building and lot configuration and orientation, hedgerow landscaping and buffering along the road, and other measures that retain or create a traditional rural or natural appearance leading into the town. G. Work with the Towns, interested groups and nonprofit foundations to identify open-space and agricultural-preservation strategies such as: donation of conservation easements, fee-simple purchase, clustering, and the possible creation of a conservation service district. ### Strategy 1.2 Encourage new development to locate within the Towns before moving into the JLMAs or surrounding area. #### Actions A. Encourage the maintenance, improvement, or adaptive reuse of existing building stock in a manner that supports social and economic diversity within the community. B. Promote the commercial areas within the Towns as the preferred location of retail and service businesses, office development, and public and civic uses, as deemed appropriate by the Towns. C. Work with the Towns to enhance their economic base and maintain viable commercial areas through marketing, capital investments, and business attraction. D. Support annexations by the Towns when water and sewer extend into a JLMA in accordance with the annexation guidelines in this section and to resolve jurisdictional questions for property owners. E. Encourage site layouts in a JLMA that extend the existing and planned development patterns of the Town and surrounding JLMA. ### Strategy 1.3 Continue to recognize the Towns as the preferred location of public facilities serving the Rural Policy Area, when otherwise consistent with Town policies and when suitable land and services are available. #### Actions A. Encourage the continued use of existing public facilities located in the Towns and JLMAs and seek to maintain existing community-based schools as an important social and economic component of the communities. B. Cooperate with the Towns providing local law enforcement to ensure a coordinated enforcement strategy within the Town JLMAs. C. Support development of sidewalks and recreational, multi-use, and equine trails connecting the Towns to each other, to regional trail networks such as the W&OD and C&O Canal, and to area destinations. # Leesburg Leesburg, the largest and most populous of the incorporated towns with a population of approximately 49,000 residents[^p127-1], has the added distinction of serving as the seat of the County government. By its location, it functions and appears to be a commercial hub at the junction between suburban areas to the east and rural areas to the west. The pressures for growth in Leesburg are the result of the robust regional economy that will continue to draw more businesses, government jobs, and residents. Town character is of paramount importance to Leesburg. The Old and Historic District is the basis of Leesburg’s identity. It is a compact, mix of land uses; its blocks and buildings are human scaled; a resurgence in entertainment retail uses and downtown residential development have brought new development interest to the community. Other portions of the Town have a different, more suburban character where more uniform uses and large lots, curved streets, and culs-de-sac dominate the landscape. Between 2001 and 2016, Leesburg added 5.5 million square feet of retail, commercial, office, and institutional development, and approximately 4,300 residential units. The Town’s planning vision for the foreseeable future is to continue the diversity in economic and housing opportunities in a manner that reflects the best and essential qualities of the old and historic downtown. Leesburg will maintain a high quality of life by providing a full range of community facilities and services and diverse economic opportunities, protecting natural, environmental, and heritage resources, and protecting against negative environmental impacts. The Town of Leesburg is approximately 90 percent built out and, like other towns, has limited land area for new government facility development. County strategies recognize the fiscal impact of public facilities on a Town with limited land resources and has added more flexibility to locating such facilities in and around towns. Leesburg’s JLMA is situated almost entirely to the south and east of the corporate limits and contains approximately 7,000 acres. The northeast portion of Leesburg's JLMA has developed in the manner recommended by Town and County plans with a distinct suburban residential pattern, while other areas of the JLMA are planned for non-residential uses. The Town views the main purpose of JLMA land uses between Route 7 and Route 267 to serve as an expansion of economic development goals by focusing on employment uses. JLMA planned place types reflect Leesburg’s Town Plan and no major changes to land use are proposed. On the south, west, and north sides of Leesburg there is no JLMA; instead, policies support a greenbelt and a defining edge adjacent to the Town. The *Loudoun County 2019 Comprehensive Plan* implements the greenbelt throughrural and transitional place types up to these Town boundaries and proposing specific development guidelines along the major roads leading to the Town to preserve distinctly rural development pattern. [^p127-1]: 2012-2016 American Community Survey 5-Year Estimates. ### Strategy 1.4 Ensure development within the Joint Land Management Area complies with the *Loudoun County 2019 Comprehensive Plan* and the Leesburg Town Plan, as amended. ### Actions A. Collaborate with the Town of Leesburg on locating new facilities in the Town or JLMA. B. Maintain the planned land use of the JLMA consistent with Town of Leesburg land use policies; maintaining an emphasis on employment uses south of Route 7 and residential to the north of Route 7. C. Prohibit power generation plants in the Leesburg JLMA. D. Define the Town of Leesburg and JLMA as a distinct community separate from the Suburban and Rural Policy Areas by retaining rural policies and zoning to the north and south of the Town boundary and west of Evergreen Mills Road, and protecting the Goose Creek and Sycolin Creek floodplains to the east and south of the JLMA. E. Preserve the rural character of the viewsheds along Route 15 as it approaches the Town of Leesburg from the north and south by encouraging additional conservation easements and instituting design guidelines. F. Cooperate with the Town of Leesburg to complete the Potomac Heritage Trail and conserve open space along the Potomac River within the Town boundary and JLMA area. G. Coordinate with the Town of Leesburg and VDOT on the feasibility of planning and building Edwards Ferry Road as a two-lane facility with on-road bicycle accommodations. The County will work with the Town and VDOT to designate the road as a scenic by-way. H. Protect the viability of the Leesburg Airport by ensuring development in the JLMA does not impede Airport operations by continuing to prohibit residential development inside the 65 Ldn noise contour. ### Hamilton First settled in the 1730s and incorporated in 1875, the Town of Hamilton is located along business Route 7 between Leesburg and Purcellville. Hamilton served as a commercial and tourism hub after the railroad was extended west of Leesburg, though by the mid-1900s had become primarily a residential community. The existing JLMA around Hamilton and the adjacent RPA along the north side of its boundaries have also developed with residential uses. While Hamilton has extended utilities outside of its boundaries and has water facilities in the JLMA, it does not foresee expansion of the JLMA. An existing school and school support facilities on the western edge of the JLMA serve to separate the community from Purcellville. The Town of Hamilton Comprehensive Plan for the Town of Hamilton and JLMA serves as Loudoun County’s planning document for the Hamilton JLMA. The Comprehensive Plan for the Town and JLMA was jointly adopted by Loudoun County and the Town of Hamilton and planned for a period through 2020. The Policies, Strategies, and Actions specific to Hamilton address the continued coordination between the Town and County regarding future updates to Hamilton’s Comprehensive Plan. The Town of Hamilton supports the Town’s ability to annex land within its JLMA. The Town believes such annexations provide “win-win” scenarios that enable the Town to provide better and additional services to property owners, while the County still receives applicable tax revenue from these areas. The Town of Hamilton also supports collaboration between Loudoun County and the Town regarding development issues near the Town, especially to the west and east along Business Route 7/Colonial Highway. Hamilton’s wells are vital to the continued provision of potable water to County and Town residents. As such, Hamilton supports Policies, Strategies, and Actions regarding the location and depth of private wells to protect municipal wells that provide water to thousands of people throughout Loudoun County. The Town of Hamilton supports an emphasis on affordable housing and supports increased efforts to provide housing that is affordable to the workforce, older adults, teachers, firefighters, police, and others who allow Loudoun County to function as a community. ### Strategy 1.5 Development within the Hamilton JLMA will comply with the comprehensive plan for the Town of Hamilton and the adjacent area in the JLMA. ### Actions A. Maintain the Town of Hamilton authority over subdivision applications within 1 mile of its corporate limits. B. Work with the Town of Hamilton to update the Comprehensive Plan for the Town and JLMA after the adoption of the *Loudoun County 2019 Comprehensive Plan*. C. Support the Town of Hamilton efforts to develop an identifiable town center to serve as a community focal point for the Town of Hamilton and the JLMA. D. Seek to improve street connectivity as the redevelopment and infill development occur in the JLMA and connect to the existing streets in the Town of Hamilton, where feasible, with roads that are compatible with traditional town designs. E. Work with the Town of Hamilton to effectively manage transportation systems around the Town and to explore methods of traffic calming on Business Route 7 through town including the possible use of a traffic circle at Route 7 and St. Paul Street. F. Maintain a distinct identity for the greater Hamilton community separate from the adjacent rural areas by establishing a greenbelt around the Town of Hamilton and the JLMA using conservation easements, passive and active parks and other means. G. Work with the Town of Hamilton to achieve a balanced land use pattern that will retain Hamilton’s historic small-town character in a rural setting and maintain its unique sense of place. H. Work with the Town of Hamilton to plan for a shared-use trail connecting to the Town of Purcellville. # Hillsboro Established in 1752 in the narrow gap of the Short Hill Mountains and known simply as “The Gap” until incorporated as Hillsborough in 1802, today’s Town of Hillsboro is among the best-preserved 18th/19th-century rural villages in the Commonwealth. Although a 2016 boundary line adjustment nearly doubled the Town’s area, with a population of approximately 100 residents[^p130-2], Hillsboro remains the fourth smallest town in Virginia. First placed on the National Register of Historic Places in 1977, the Hillsboro Historic District was expanded in 2010 to encompass 152 acres with 52 contributing structures dating primarily from the 18th and mid-19th centuries. The compact linear village is bounded on its south by Catoctin Creek and South Short Hill, and the North Short Hill on the north, and is bisected by Historic Charles Town Pike (Va. Route 9), which has become a major commuter route connecting Northern Virginia to West Virginia and Maryland and carrying more than 17,000 vehicle trips daily. Hillsboro successfully supported a traffic-calming and congestion mitigation project with the intent to reduce delays during peak hours, control speeds via dual roundabouts and traffic-calming features, and create a safe pedestrian/multi-modal environment with the addition of sidewalks, raised crosswalks, and a series of multi-modal trails. Utilizing context-sensitive materials, streetscaping, and burial of overhead utilities, this project preserves Hillsboro’s historic character and enhances its sense of place. With safe parking and pedestrian access allowing appropriate small-scale enterprises, Hillsboro looks to regain its historical role as the hub of a robust agricultural region, which has also become a major tourist destination with an expanding array of vineyards, breweries, and recreational activities – including Virginia’s newest state park. In addition to Hillsboro’s traffic-calming project, the complete overhaul of the Town’s drinking water system and installation of a low-pressure sanitary sewer force main, in anticipation of a community wastewater treatment facility, will serve the community for years to come. With its transformative infrastructure projects, Hillsboro’s Comprehensive Plan and Zoning Ordinance will be updated to better reflect the potential for appropriate economic development within the existing built environment that is consistent and complementary to historic preservation and provides a broader tax base to ensure long-term viability. The Town will continue the repurposing of its landmarks, Old Stone School and Gap Stage, into a regional venue for the arts in addition to serving as Hillsboro’s Town Hall and community/visitor center. As the traditional “home town” for a nearly 50-square mile rural region in Northwest Loudoun, the Town of Hillsboro has taken a leadership role in unifying and “branding” the area. The Town supported and facilitated the conversion of the Hillsboro Elementary School into Loudoun’s second public charter school in 2016, led a successful effort in 2017 to reestablish an official [^p130-2]: 2012-2016 American Community Survey 5-Year Estimates. Hillsboro postal identity for this area, and fostered the creation of the Greater Hillsboro Business Alliance. With more than a dozen vineyards, numerous specialty farm operations and Loudoun’s greatest concentration of bed and breakfasts within five minutes of the Town’s center, Hillsboro is the gateway to one of Virginia’s most dynamic rural economies. As such, the Town has an existential stake in the preservation of the farmlands and open spaces, mountainside forests and ridge lines that surround it. Hillsboro’s historic integrity as a rural village situated on the 18th-century “Great Road” – Charles Town Pike – is largely defined by the still existent swaths of farmlands on its east and west approaches. As Hillsboro’s National Register of Historic Places nomination describes: “The majority of the buildings in Hillsboro are nestled along Charles Town Pike. The nominal setback of these buildings contributes to Hillsboro’s sense of time and place, as the uniformity and integrity of the building stock has been maintained…. The buildings share a commonality in their setback, maintaining Hillsboro’s integrity of location and feeling. The rural character of Hillsboro is further increased by the size of the outlying properties.” Hillsboro’s uniquely unspoiled rural and historic character – despite its location within one of the nation’s most economically dynamic, fastest-growing and wealthiest counties – makes the Town and its environs assets that will only become more valuable with the urbanization of eastern Loudoun. Proactive preservation of farmland in the RPA through private permanent conservation easements is essential. The renaissance that Hillsboro is currently experiencing will serve as a catalyst to ensuring the long-term viability of a strong recreational/agritourism economy in Northwest Loudoun. In partnership with Loudoun County, the Town is committed to forging policies that protect and preserve the vital rural assets that contribute to economic vitality and quality of life for all Loudoun residents. ### Strategy 1.6 Enhance the role of Hillsboro as a rural gateway and hub for northwest Loudoun’s agricultural, recreational, and wine tourism area. ### Actions A. Encourage the establishment of a greenbelt around the Town using conservation easements, development design techniques and other means to help maintain the distinct edge and rural community identity of the Town of Hillsboro. B. Support the development of entry features into the town, to enhance the identity of the Town of Hillsboro as a gateway community. C. In recognition of Hillsboro’s historic role and future development as the center of a robust agricultural region, support expanded productive farming and rural economic development that will encourage new farmers, preserve and expand area farmland, boost tourism, stimulate county and regional markets for locally produced products and jobs, and expand entrepreneurial opportunities to Hillsboro area residents. D. Encourage the preservation of the natural, environmental, and heritage resources that contribute to the identity of Hillsboro. E. Oppose any increase in density and development outside of the Town of Hillsboro that does not retain the low density, farm landscape that provides the historic rural context for the Town. F. Work with the Town of Hillsboro and with VDOT to establish context-sensitive roadway design standards and to identify short and long-term solutions for improving the safety of Route 9 in western Loudoun and through Hillsboro that do not compromise the rural character of Hillsboro. G. Promote safety measures for pedestrians, cyclists, and farm vehicles along and across Route 9, Route 690, Route 719, and Route 812. H. Work with the Town of Hillsboro to establish a safe and adequate water supply and modern community wastewater collection and treatment system. ## Lovettsville Lovettsville, originally known as the German Settlement, is a small town with historical roots that go back to 1732. The Town served as a thriving commercial center for the surrounding farming areas for over one-hundred years. This function was eventually eclipsed during the post-World War II period by other, larger communities in Loudoun County, Northern Virginia, and nearby Maryland, which is about three miles from the Town. Since 2005, Lovettsville has experienced a rapid increase in population and housing associated with growth of single-family detached residences. The population influx consists of people who are attracted to the traditional main street character of Lovettsville set in the larger context of the (mostly) rural northern Loudoun Valley. Lovettsville continues to focus on development inside its existing boundaries and prefers a distinct edge between its boundaries and the surrounding rural landscape. Lovettsville has made significant investments in streetscape improvements and trails. Commercial development has also occurred at the Town Center and along East Broad Way (Route 673). Lovettsville supports continued County cooperation on transportation and public facilities, with a strong interest in developing multi-use County trails that connect the town to the W&OD and C&O Canal trails. Significant land use changes have occurred within the Town. Most notably the evolution of the Lovettsville Town Center from its initial concepts to a nearly-completed, neo-traditional community centered on a pedestrian-friendly and centrally-located business district having wide sidewalks, decorative streetlamps, and ample public gathering spaces. This development, residential subdivisions on infill properties, redevelopment of properties in the “Old Town” for modern commercial uses, and implementation of streetscape projects throughout, has contributed to Lovettsville’s growth from a population of 853 in the year 2000 to approximately 2,300 residents in 2018[^p133-3]. Several large properties within the Town limits are available for future development, although much less land is available for new residential development compared to 18 years ago. The County has not established a JLMA around Lovettsville, consistent with the Town’s desire to focus development inside the existing boundaries. The Town has identified several limited areas outside of its corporate limits that may be candidates for annexation for the purposes of supporting existing and developing future civic, commercial, or employment uses, and achieving the Town’s economic development goals. Future annexation of these areas will be considered on a case-by-case basis and is dependent on the capacity of Town water and wastewater services to accommodate the future development of these properties, something that the Town evaluates through its Water and Sewer Master Plan. The County is actively improving and constructing public facilities in and around the Town including the Lovettsville Community Center, Lovettsville Community Park, Lovettsville Volunteer Fire and Rescue Station, and Lovettsville Elementary School. Coordination is critical to providing utilities and access to these facilities and to planned future development, which may require access through the County to afford multiple points of connection to and from public streets. The Town also seeks continued County funding for streetscape enhancements and for pedestrian safety improvements and traffic calming on Town streets near County facilities. ### Strategy 1.7 Support the Town of Lovettsville in efforts to consolidate development within its boundaries. ### Actions A. Retain and recruit businesses that serve the needs of Lovettsville and northern Loudoun County residents and align with Town plans. B. Collaborate with the Town of Lovettsville in the planning and regulation of development along Route 287 north and south of Lovettsville to protect the scenic quality and the rural character of the road as it approaches the Town. C. Link the County’s greenways and trails system with the Town of Lovettsville’s internal trail and bikeways network to link Lovettsville with the C&O Canal in Brunswick, Maryland, and the W&OD bike path in Purcellville. D. Plan the location and design of County facilities within Lovettsville, in consultation with the Town of Lovettsville. E. Collaborate with the Town of Lovettsville and VDOT on transportation planning in and around Lovettsville to improve traffic safety in the Town of Lovettsville and to improve regional road networks and access to employment centers. F. Cooperate with the Town of Lovettsville, pursuant to County/Town Annexation Agreement/Corporate Boundary Line Adjustment Guidelines on boundary-line [^p133-3]: Annual Estimates of the Residential Population, United States Census Bureau. adjustments to resolve jurisdictional questions, to serve public and civic uses, and to support the Town of Lovettsville’s economic goals and priorities. ## Middleburg The Town of Middleburg, established in 1787, is the southernmost town in Loudoun County and retains a traditional village character that is treasured by its citizens and visitors. Middleburg is both the hub of a larger rural area and a major tourist destination. The character of Middleburg is irrevocably tied to the preservation of the farms, vistas, vineyards, open spaces, and forests that surround the Town, with equestrian facilities, estates, wineries, and associated businesses central to Middleburg’s way of life and tourism industry. The commercial core of Middleburg contains both retail and service businesses that serve rural area residents and the tourism industry. Specialty and high-end accommodations and retail, food, and beverage are cornerstones of the Town’s economy. The rural nature and character of its surroundings are critical to its continued success. Visitor dollars spent at restaurants, shops, and accommodations within Middleburg generate 75 percent of annual Town revenues. The Town is home to 656 people and expects its population to increase modestly in the future. A significant portion of the Town has been placed on the National Register for Historic Places and the Town administers a local Historic District to carefully control the look and feel of new development. While undeveloped land is scarce within the Town limits, the Salamander Resort has plans for 109 new residential units, and a limited number of other infill and redevelopment opportunities exist. To preserve the character of the Town and the rural area that surrounds it, Middleburg promotes a defining edge between in-town development and open and agricultural lands outside of town. The defining edge will be established by the uses and development pattern of the Rural South Place Type and by identifying the lands adjacent to the Town as priority open space areas for conservation easements. For this reason, a JLMA is not proposed and the public utilities will not be extended beyond the Town limits except as supported by the Town and consistent with the Sewer and Water policies of this section. A high priority for the community is to safeguard the protection of its historic character and to ensure the viability of its local and tourism economies. Town citizens and surrounding property owners are extremely concerned about the rate of growth in the County and want to protect the open space around the Town from rural residential and commercial encroachment through land use regulation and conservation programs. Middleburg is bisected by U.S. Route 50, one of two major east-west routes through the County. The community remains concerned about the volume and speed of traffic on this route, which serves as the Town’s main commercial street within the corporate limits. Even with the success of a traffic calming project completed in late 2016, traffic congestion and safety issues remain high priorities and require the County and Town to work together to identify and implement additional traffic demand reduction and traffic calming measures aimed at mitigating local and pass-through traffic in the Town. Cooperation and regular collaboration should continue between the County and Middleburg to address issues important to both jurisdictions, including issues of economy, rural preservation, and transportation. ### Strategy 1.8 Maintain a defining edge at the Town of Middleburg’s boundary in lieu of a JLMA to clearly distinguish the Town of Middleburg from the surrounding rural, undeveloped countryside. ### Actions A. Collaborate with the Town of Middleburg on zoning and development activities outside the Town but in its vicinity, with the goal of preserving the rural character of its gateways and surrounding environs. B. Be an active partner with the Middleburg community and interested preservation groups to identify open-space and agricultural preservation approaches such as conservation easements, land acquisition, and development standards to promote and implement open-space preservation around the Town of Middleburg that helps establish a greenbelt and protect the rural appearance of roadways leading into the Town. C. Protect rural roads and scenic views through measures such as revised state road improvement standards; scenic easements; historic corridor overlay zoning for John Mosby Highway (Route 50), Foxcroft Road (Route 626), and the Plains Road (Route 626); and development setbacks. D. Assist, when requested, in the promotion of tourism, as a means of increasing public support for preservation of the scenic and historic Middleburg area. E. Work with the Town of Middleburg to implement strategies that will preserve and enhance agriculture as the predominant use in the RPA around Middleburg. ## Purcellville Purcellville was first settled in the mid-1700’s, given its official name in 1852, and incorporated in 1908. Purcellville has seen significant growth, with its population of 7,727 in 2010 growing to over 9,700 in 2017.[^p135-4] Residents of Purcellville have expressed their support for maintaining the small town character of the Town as expressed by the traditional architecture of the older neighborhoods, the downtown, the repurposed farm buildings that serve as evidence of the Town’s rural past, the rural landscape, farmland, and green space that gives the community a sense of history. To maintain some of these factors requires cooperation between the Town and County to protect the rural nature of the land around the Town and to encourage continued economic development in the Town, which benefits western Loudoun residents. Demand for housing in and around Purcellville is expected to increase. As Purcellville considers potential future growth demands, the Town’s preference is to focus on infill development within [^p135-4]: 2017 Population estimates, United States Census Bureau. the Town limits and to protect surrounding rural landscapes. Purcellville does not anticipate extending utilities beyond the current Town boundaries. Any growth in or around Purcellville will increase the need for transportation improvements to be coordinated between the Town, County, and State, such as the Route 690 interchange and the Route 7 Bypass/Route 287 intersection. Purcellville supports the protection of existing and the establishment of new open spaces in the JLMA along with trail connections, particularly between the W&OD Trail and Franklin Park. On the east and west sides of Purcellville the Town directly abuts the Rural Policy Area and there is no JLMA; however, the RPA provides for one dwelling unit per 10 acres. The Town supports a greenbelt extending to incorporate properties that fall within approximately one-quarter mile of the Town limits, with a defining edge” within the RPA. The Town supports preservation and protection programs within these areas. The Town also supports implementation of gateways protecting rural view sheds at the east, west, north, and south entrances to the Town. To this end, the Town and County dissolved the Purcellville Urban Growth Area Management Plan (PUGAMP) in 2013 and adopted a rural development policy for the JLMA. The County encourages a low density, rural mix of residential and business uses around the Town that are distinguishable from the intensity and character of development in Purcellville. ### Strategy 1.9 Support Town of Purcellville’s efforts to accommodate growth within the existing Town limits that will not compromise its small town charm or character and to maintain its role as a hub of economic development in western Loudoun. ### Actions A. Establish a “defining edge” by implementing the uses and development pattern of the Rural North Place Type and by identifying the lands adjacent to the Town of Purcellville as priority open space areas for conservation easements. B. Work with the Town of Purcellville to plan for a trail extension that connects the W&OD Trail with Franklin Park. C. Include setbacks, height limitations, and landscaping standards along Route 7, Route 287, and the Route 7 Bypass to establish and maintain a greenbelt or defining edge around the Town of Purcellville characterized by open space and tree-lined roadways. D. Encourage the use of frontage roads, coordinated development plans, and other means of minimizing the number of driveways along Route 7 and Route 287 leading into Purcellville. E. Encourage new commercial uses to locate in the Town of Purcellville before locating in the JLMA. F. Encourage owners of historic projects in the JLMA to place properties into a Purcellville or County Historic District. G. Protect historic structures in the context of their natural settings. H. Work with the Town of Purcellville to expand broadband connectivity for citizens and businesses. ## Round Hill Round Hill first became a recognized community in the mid-1800’s, after the construction of the Leesburg and Snicker’s Gap Turnpike, now Route 7. Incorporated in 1900, Round Hill served as a destination for those looking for a holiday from Washington, D.C., benefiting from the Washington and Old Dominion Railroad and proximity to the Shenandoah River. The population within the Town’s limits is approximately 668 residents.[^p137-5] Growth potential within Round Hill’s boundaries is very limited with a projected buildout of only 20 additional residences. In contrast, the JLMA around Round Hill has experienced the addition of 1,200 new homes and approximately 3,000 residents over a 16-year period. Approximately 400 additional homes can be built in the JLMA. As development in the JLMA increases, Round Hill’s ability to balance revenue and costs will be a significant consideration in annexing these residences into Round Hill’s boundaries. The Town continues to seek commercial gateways at the east and west entrances to Town and is constrained downtown by the lack of space. Maintenance of the local roads is also a growth consideration. Maintenance is currently the responsibility of the Virginia Department of Transportation (VDOT) but would become a Town responsibility if the Town reaches a certain population through annexation. There is a desire to expand public-use facilities and provide the community with additional amenities, such as a daycare, senior center, and community center. Round Hill also has an opportunity to become an Appalachian Trail community by taking advantage of its proximity to Bear’s Den and Blackburn trail stops. ### Strategy 1.10 Support planning efforts to retain the small-town character of Round Hill and assist the Town of Round Hill in efforts to preserve the historic character and resources in and around the town. ### Actions A. Development within the Round Hill JLMA will comply with the Round Hill Area Management Plan and Round Hill Comprehensive Plan and adopted policies applicable to the JLMA. B. To that end new development should: i. Be of a density, lot pattern, street pattern, and scale which replicates existing development within the Town of Round Hill. ii. Become an extension of the existing town, forming logical and natural additions to the historic fabric and enhancing the existing town as the central focal point of the entire community. iii. Demonstrate that adequate water and sewer service will be available to serve the proposed development. [^p137-5]: 2017 Population Estimates, United States Census Bureau. iv. Support the clustering of residences as a method to obtain additional open space. v. Oppose development that proposes an average density greater than it would have been without clustering unless a rezoning is also involved. vi. Advocate for walkable neighborhoods in the JLMA using connected streets in a grid pattern and discourage the use of culs-de-sac. C. Encourage housing for the elderly that will allow residents to remain in the Town of Round Hill. D. Encourage rural economy business development in the greater Round Hill Area to provide local goods, services and jobs to Town of Round Hill residents and visitors. E. Oppose any increase in density and development outside of the JLMA that is not consistent with the traditional rural character of western Loudoun County. F. Avoid high density development between the current boundaries of Purcellville and Round Hill and expand open space around Franklin Park to help maintain a greenbelt between communities. G. Enhance the gateways to the Town of Round Hill by developing features or retaining a clear distinction between the surrounding rural area and the edge of the town. Techniques may include measures to protect existing trees, hedgerows, viewsheds, and vistas; design guidelines for lot configuration to retain the rural lot pattern; new landscaping and entrance features and other techniques. H. Support development of sidewalks, trails, and linear parks that connect civic and public facilities with residential and commercial neighborhoods in the Town of Round Hill and JLMA and extend to Franklin Park and the W&OD Trail. I. Coordinate transportation planning with the Town of Round Hill to ensure that traffic generated from development within the County does not adversely affect Round Hill. The County will work with the Town of Round Hill on traffic calming measures. ### Towns and Joint Land Management Areas – Municipal Water and Sewer Town Policy 2: Town municipal systems will be given the opportunity to provide utilities to surrounding Joint Land Management Areas. An alternative municipal provider shall only be used when the Town, the County, and the Health Department agree. #### Strategy 2.1 Due to the proximity of central system water and wastewater systems to the Leesburg JLMA, and in order to avoid out-of-town utility rates for County residents and businesses, the central system shall be the presumed utility service provider in the Leesburg JLMA for new service put in place after adoption of the *Loudoun County 2019 Comprehensive Plan*. If the property owner is not able to come to an agreement with the central system provider or the central system provider declines or is unable to provide utility service to the Leesburg JLMA or any portion thereof, utility service may be provided by the municipal system. 2.2. Except as provided in Strategy 2.1, serve all development in JLMAs by a municipal system when agreed to by the adjacent Town. ### Actions A. Prior to approval of development in the JLMA beyond current zoning, require written assurance from the central system provider or the adjacent town, for a municipal system, that water and sewer will be provided. B. Consider potential impacts of surrounding development on Town wells during the development review process. C. Any future expansion of municipal (Town) sewer and water into the County JLMA will support development that is consistent with the goals and policies of the County and Town adopted plans. D. Retain the option to use shared or alternative sewer and water facilities to serve Town and County owned and operated public facilities upon agreement between the Town and the County. E. Permit the extension of municipal sewer and water into the Rural Policy Area only to serve public facilities or to address a potential public health risk. (See also, Chapter 6, Fiscal Management and Public Infrastructure, Rural Sewer and Water) ## Design Guidelines The Design Guidelines are to build upon our current development patterns in a manner that allows innovative design and new responses to the market. The Design Guidelines are not meant to be prescriptive and are not intended to be treated as a checklist, but are instead meant to provide a framework for how the desired character of the JLMAs can be achieved, with the acknowledgement that other methods could achieve the intended results. The Design Guidelines do not supersede or otherwise limit the application of adopted zoning regulations, ordinances, building codes, proffers or any other design standards or regulations administered by Loudoun County. All applications for development in the JLMA are expected to include project specific design guidelines, site layouts, illustratives, landscape plans, building elevations, and other similar graphics that demonstrate consistency with the JLMA Design Guidelines and planning principles in the document. When using these Design Guidelines, analysis is to be provided of the impact a potential development may have on the landscape, considering not only appearance, but practical considerations such as proximity to utilities, community amenities, jobs, and housing to maximize the use of existing infrastructure and limit travel distances. The County encourages the use of a design process when planning development in the JLMA that conserves natural, environmental, and heritage resources and incorporates any such features into the site design. (See Appendix for Design Guidelines for the JLMAs) # County/Town Annexation Agreement/Corporate Boundary Line Adjustment Guidelines The County and the incorporated Towns will explore entering into annexation agreements to facilitate the annexations of properties that are receiving Town sewer and water services and are compatible with Town comprehensive plans. Agreements might include language based on the following recommendations: 1. Notwithstanding anything else in this Plan to the contrary, there shall be a presumption that land in the Leesburg Joint Land Management Area, which can be served by the central system, shall remain in the County and not be brought into the corporate boundaries of the Town. 2. With the exception of the Leesburg JLMA, the Town and the County should only honor requests for the extension of municipal sewer and/or water services outside the Town’s corporate limits, within the designated JLMA when the beneficiaries of such service provide written acknowledgement of the right of the Town Council to annex the subject properties. If the Town should desire, this written acknowledgement may include the beneficiaries’ written agreement to join with the Town in a joint annexation petition. 3. Parcels located within the designated JLMA and contiguous to the corporate boundaries of the Town, which have agreed to annexation in exchange for municipal sewer and/or water service, should be immediately annexed by the Town upon County approval of the rezoning and/or development proposal that requires municipal water and/or sewer service. 4. Parcels located within the designated JLMA, which have agreed to annexation in exchange for municipal sewer and/or water but which are not contiguous to the corporate boundaries of the Town, should enter into an agreement with the Town as follows: that annexation of these parcels should take place at such time as the subject parcels become contiguous with the corporate limits of the Town or five years from the date of County approval of the rezoning and/or land development proposal, which requires municipal water and/or sewer service, whichever comes first. In the latter case, where parcels receiving Town sewer and water remain noncontiguous to the corporate limits of the Town, any parcels lying between the corporate limits of the Town and the noncontiguous parcel which is receiving municipal sewer and water should be annexed at the end of the five-year period. However, these intervening parcels should not be required to hook into the Town sewer and/or water service unless desired by the property owner or necessary to maintain public health standards. 5. With the exception of the Leesburg JLMA, when the County approves the rezoning and/or development proposal of a property in the JLMA, which would require municipal sewer and/or water service, such approval should constitute the County’s approval of annexation. At the time of such approval, the County should also provide the Town with written consent of annexation. 6. The County and Towns may proceed with annexations or with corporate boundary line adjustments, pursuant to State Code requirements, irrespective of whether the Town has a JLMA. ## Place Types As described in the beginning of this chapter, the following Place Types have been designated for specific locations as displayed on the accompanying map. The Place Types will work in concert with the Design Guidelines and Policies, Strategies, and Actions of the JLMAs to fulfill the land use patterns and community characteristics intended for these areas. ## Reference Maps Policy Areas (Map #2025-111) Countywide Place Types (Map #2026-003) Priority Commercial Redevelopment Areas (Map #2018-156) Legacy Village Cores (Map #2025-112) Urban Policy Areas Place Types (Map #2025-107) Suburban Policy Area Place Types (Map #2025-105) Route 28 Highway Transportation Improvement District Area (Map #2018-312) Transition Policy Area Place Types (Map #2025-110) Rural Policy Area Place Types (Map #2025-071) Historic Villages and Communities (Map #2025-073) Conservation Easements in Rural Policy Area: 2019 (Map #2025-119) JLMA Place Types (Map #2025-106) Loudoun County # JLMA Place Types 2019 General Plan <
> **Policy Areas** **Parks & Recreation** **Place Types** Leesburg JLMA Employment Leesburg JLMA Industry/Mineral Extraction Leesburg JLMA Residential Neighborhood Purcellville JLMA Rural Neighborhood Western JLMA NEeighborhood ** The Rural Historic Village of Lincoln overlaps a portion of the Purcellville JLMA Rural Neighborhood Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 0.5 1 2 3 4 5 Miles Map Number 2025-106 CHAPTER 2-142 # Purcellville JLMA Rural Neighborhood <
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> The Purcellville JLMA Rural is a combination of low-density rural residential uses and limited agriculture and related businesses in a rural visual setting that is easily distinguished from the Town development pattern. Uses are predominantly residential but limited agriculture-supportive businesses that can be accommodated by onsite well and septic systems are appropriate. Municipal water and sewer service is not anticipated except to address potential health threats, but shared water and wastewater systems are permitted for public facilities. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Large Lot Residential
• Agriculture
• Agricultural Supportive Businesses
• Equine Facilities
• Rural Economy | • Clustered Residential Subdivision
• Accessory Residential Units
• Agritourism
• Rural/Heritage Tourism | • Public Facilities
• Civic, Cultural & Community
• Institutional
• Special Activities
• Parks & Recreation | # DESIGN CHARACTERISTICS **Context** Large areas of land preserved for open space, agriculture, and rural economy uses to retain the rural character of the area leading to the Town with limited low-density residential and clustered residential development screened from the roads to maintain the distinct identity of the Town. | | | :--- | | **Street Pattern:**
Contour Forming, Fragmented Parallel
**Block Length:**
Irregular (0.5-5 mile)
**Building Setback:**
Varies (incorporate existing natural features to protect viewsheds)
**Parking:**
Surface lot, driveway, and garage
**Open Space:**
30-50% of site-Recreation (Passive), Natural, Environmental and Heritage, and/or Agriculture | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: 0.3 – 2.0 du / acre** **Building Height: 1-3 stories** <
> **Transition** Locate buildings and structures to blend with the existing topography and natural features. Preserve and incorporate existing trees and vegetation on the property and its perimeter to buffer and screen views for adjoining properties. Provide landscaping or supplemental plantings comprised of native species when screening and buffering are required between uses. # Western JLMA Neighborhood <
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> The Western JLMA Neighborhood applies to areas around the towns of Round Hill and Hamilton. This Place Type includes a variety of residential subdivisions ranging in densities from 0.3 to 3.0 units per acre. The higher density development is adjacent to Round Hill and resulted from the Round Hill Associates rezoning that was approved in 1991. Remaining areas include densities from 0.3 to 1.0 units per acre. Most neighborhoods are connected to Town water and sewer. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Large Lot Residential
• Cluster Residential
  Subdivision | • Accessory Residential
  Units
• Agriculture
• Equine Facilities
• Rural Economy | • Public Facilities
• Civic, Cultural, &
  Community
• Institutional
• Special Activities
• Parks & Recreation | # DESIGN CHARACTERISTICS **Context** Low-density residential neighborhoods maintaining the development pattern around Hamilton and Round Hill. Much of these JLMA areas has been developed and remaining sites should develop with a consistent and compatible pattern and intensity. | | | :--- | | **Street Pattern:**
Contour Forming, Fragmented Parallel
**Block Length:**
Irregular (0.5-5 mile)
**Building Setback:**
Varies (incorporate existing natural features to protect viewsheds)
**Parking:**
Surface lot, driveway, garage, shared
**Open Space:**
30-50% of site- Recreation, Community, Natural, Environmental and Heritage, and/or Agriculture | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: 0.3 – 2.0 du/acre** **Building Height: 1-3 stories** <
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> **Transition** Buildings and structures should be surrounded by natural buffers that visually screen the development from view of surrounding roads and from other developments. # Leesburg JLMA Residential Neighborhood <
> <
> The Leesburg JLMA Residential Neighborhood reflects a suburban residential pattern with densities between 0.3 and 4.0 units per acre. This Place Type applies primarily to areas north of Route 7 near the eastern boundary of the Town and adjacent to the Woodlea Hills community on the southwest side of the Town. Single family detached and attached homes are the predominant land use. Retail and service uses that serve the routine shopping needs of the immediate neighborhood (e.g., grocery, gas stations, drive-throughs, dry cleaners, etc.) should be integrated into the area at significant intersections and along major roads. Neighborhoods include a range of amenities and community open space. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Single Family Detached Residential
• Single Family Attached Residential | • Accessory Residential Units
• Public Facilities
• Multi-Family Residential
• Retail & Service Commercial | • Civic, Cultural, & Community
• Public Facilities
• Special Activities
• Parks & Recreation | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 85-100%
• Non-Res: 0-15%
• P/C: 0+ | <
> | | Loudoun County 2019 General Plan # DESIGN CHARACTERISTICS **Context** Low-density residential neighborhoods maintaining the development pattern along the eastern and western boundary of Leesburg. Much of these JLMA areas has been developed and remaining sites should develop with a consistent and compatible pattern and intensity. | | | :--- | | **Street Pattern:**
Fragmented Parallel, limited Loop and Cul-de-sac
**Block Length:**
600-1,500 feet
**Building Setback:**
Shallow to medium
**Parking:**
Driveway, garage, or on-street
**Design Amenities:**
Sidewalks, street trees, lighting, crosswalks, common open spaces
**Retail and Service:**
Neighborhood - individual uses under 5,000 or small center up to 30,000 square feet
Community- individual uses under 30,000 or center between 30,000-150,000
**Open Space:**
Minimum 30% of site- Recreation, Community, and/or Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Residential Density: Up to 4.0 du/acre** **Total Nonresidential FAR: Up to 0.4** **Building Height: 1-3 stories** <
> CHAPTER 2-148 Loudoun County 2019 General Plan **Transition** Development is intended to be consistent with surrounding neighborhoods. Transitions should be gradual, and appropriate transitional techniques include variations in building orientation, height step down, and creative and extensive use of landscaping and natural features. Fencing or other barriers should not be used as the sole means of screening and buffering. Where possible, new developments within Leesburg JLMA Residential Neighborhood areas should locate uses along their perimeter that are similar in use and density with adjacent neighborhoods. <
> <
> CHAPTER 2-149 # Leesburg JLMA Employment <
> <
> <
> Leesburg JLMA Employment areas provide opportunities for a range of light and general industry uses similar to the existing pattern south of Route 7 and around the Leesburg Executive Airport. This Place Type accommodates flex space, manufacturing, warehousing, contractor services and other productive uses. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • Light Production
• Research & Development
• Warehousing
• Contractor without Outdoor Storage
• Fleet & Equipment Sales & Service
• Flex Space | • Office
• Retail & Service Commercial | • Institutional
• Civic, Cultural, & Community
• Public Facilities
• Special Activities
• Parks & Recreation
• Data Centers | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | <
> | | # DESIGN CHARACTERISTICS **Context** Primarily separate one-to-two-story buildings used for industrial and employment uses. | | | :--- | | **Street Pattern:**
Rectilinear Grid or Fragmented Parallel
**Block Length:**
300-1,000 feet
**Building Setback:**
Short to medium; greater if flex use
**Parking:**
Structured, on-street, accessory, or short-term
**Design Amenities:**
Sidewalks, street trees, shade trees, bike racks
**Retail and Service:**
Employment Supportive-Limited to support the predominate use. Generally 10% of the gross FAR of the employment uses.
**Open Space:**
20% of the site- Recreational (sidewalks or trails), Community (outdoor seating area), and/or Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total Nonresidential FAR: Up to 1.0** <
> **Building Height: 1-4 stories** <
> **Transition** Extensive buffering including berming and, where appropriate, walls can separate and screen parking, loading and other industrial activities from public roads and adjacent residential uses. Larger projects should situate lower intensity uses next to residential or other sensitive uses. Landscaping, lawns and retained natural areas will frame buildings and streets. # Leesburg JLMA Industrial/Mineral Extraction <
> <
> <
> Leesburg JLMA Industrial/Mineral Extraction areas consist of large manufacturing, warehousing, and other productive uses. Streets in this district are typically designed to accommodate freight ingress and egress. This Place Type also includes mineral extraction areas such as quarries and mines as well as associated uses such as asphalt plants and cement plants. Industrial and mineral extraction uses are incompatible with residential uses due to the prevalence of outdoor storage and the emissions of noise, odor, and vibrations. Buffers between these uses and residential uses are necessary to ensure compatibility and maintain commercial viability. | Core Uses | Complementary Uses | Conditional Uses | | :--- | :--- | :--- | | • General and Heavy Manufacturing and Assembly
• Warehousing
• Contractor with Outdoor Storage
• Fleet & Equipment Sales & Service
• Outdoor Storage
• Public Utilities
• Quarry | • Retail & Service Commercial
• Flex Space
• Light Production
• Research & Development | • Office
• Public Facilities
• Special Activities
• Parks & Recreation
• Data Centers | | **Preferred Mix of Uses** | | | | Possible Ranges:
• Res: 0%
• Non-Res: Up to 100%
• Public/Civic: 0%+ | <
> | | DESIGN CHARACTERISTICS **Context** Primarily one-to-two-story buildings used for warehousing, contractor services, or manufacturing. | | | :--- | | **Street Pattern:**
Rectilinear Grid, Contour Forming
**Block Length:**
300-1,000 feet
**Building Setback:**
Deep, varying with use
**Parking:**
Surface Lot
**Design Amenities:**
Sidewalks, street trees, shade trees
**Retail and Service:**
Employment Supportive-Limited to support the predominate use. Generally 5% of the gross FAR of the employment uses.
**Open Space:**
20% of the site- Recreational (sidewalks or trails), Community (outdoor seating area), and/or Natural, Environmental and Heritage | **Place Type Rendering** *An oblique projection of development within a Place Type to showcase the qualitative characteristics of how buildings within the Place Type should interact to create activity.* **Total Nonresidential FAR: Up to 1.0** **Building Height: 1-4 stories** <
> **Transition** Transitions between Leesburg JLMA Industrial/Mineral Extractive uses and other developments, in particular adjacent residential neighborhoods, are critically important to the viability of long-term industrial operations. Extensive buffering, berming, and distance should separate and screen adjacent uses. Larger projects should situate lower intensity uses next to residential or other noise sensitive uses. Storage and loading areas are to be oriented away from and screened from streets and adjacent uses. Loudoun County # Policy Areas 2019 General Plan <
> Town JLMA Towns Rural Transition Suburban Urban Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2025-111 CHAPTER 2-155 Loudoun County Place Types 2019 General Plan <
> **Place Types** * Airport * Rural North * Rural South * Rural Historic Village * Leesburg JLMA Employment * Leesburg JLMA Industry/Mineral Extraction * Leesburg JLMA Residential Neighborhood * Purcellville JLMA Rural Neighborhood * Western JLMA Neighborhood * Suburban Commercial * Suburban Compact Neighborhood * Suburban Employment * Suburban Industrial/Mineral Extraction * Suburban Mixed Use * Suburban Neighborhood * Towns * Transition Community Center * Transition Compact Neighborhood * Transition Industrial/Mineral Extraction * Transition Large Lot Neighborhood * Transition Light Industrial * Transition Small Lot Neighborhood * Urban Mixed Use * Urban Transit Center Loudoun County is NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2026-003 CHAPTER 2-156 Loudoun County Priority Commercial Redevelopment Areas 2019 General Plan <
> ** The Priority Commercial Redevelopment Areas Map identifies potential areas of focus for redevelopment, infill, adaptive reuse, and reinvestment but is not intended to capture all areas of the county that may be appropriate for such projects. As part of the implementation of this plan, the County will develop criteria to identify and prioritize additional areas for redevelopment, infill, adaptive reuse, and reinvestment. Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2018-156 CHAPTER 2-157 Loudoun County Legacy Village Cores 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. | | | | :--- | :--- | | | **Legacy Village Core** | | | **Policy Areas** | | | Town JLMA | | | Towns | | | Transition | | | Suburban | | | Urban | 0 0.5 1 2 3 Miles Map Number 2025-112 CHAPTER 2-158 Loudoun County Route 28 Highway Transportation Improvement District Area 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2018-312 Loudoun County # Conservation Easements ## in Rural Policy Area: 2019 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2025-119 CHAPTER 2-160 --- ## Circulation — Loudoun County 2019 Countywide Transportation Plan - Source: https://www.loudoun.gov/DocumentCenter/View/152287/CTP---Combined-with-small-maps-bookmarked - Pages: 163 - Covers: circulation - **Transcription findings were recorded for this document;** check figures against the source. # Loudoun County 2019 # Countywide # Transportation Plan **Interim Final Version Only** Final Version pending edits and format design per Board of Supervisors Resolution CPRV-2016-0001, Adoption of Loudoun County 2019 Comprehensive Plan June 20, 2019 Amended September 10, 2025 This page left blank for printing purposes. # Amendments Loudoun County 2019 Countywide Transportation Plan Adopted June 20, 2019 Amended through September 10, 2025 | Date Approved | Application No. | Application Name | | :--- | :--- | :--- | | July 5, 2022 | CPAM-2021-0002 | US Route 15 North - Widening & Safety | | February 7, 2023 | CPAM-2020-0002 | Red Hill Community | | February 12, 2025 | CPAM-2024-0004 | Rural Historic Village | | September 10, 2025 | CPAM-2022-0001 | St. Louis Village Plan | | September 10, 2025 | CPAM-2024-0006 | Gloucester Parkway | For associated Comprehensive Plan Amendment (CPAM) documents, visit: www.loudoun.gov/landmarc This page left blank for printing purposes. # Chapters Preface Chapter 1 - Vision for Transportation Chapter 2 - The Countywide Transportation Network Chapter 3 - The Built Environment- Transportation and Land Use Chapter 4 - Air Travel Chapter 5 - Mitigating the Impacts of Development Chapter 6 - Regional, State, and Local Coordination Chapter 7 - Environmental and Heritage Resources Chapter 8- Prioritization and Funding Chapter 9- Implementation Glossary Appendix 1 Maps This page left blank for printing purposes. # Preface – Introduction to the Loudoun County 2019 Countywide Transportation Plan (CTP) Loudoun County is one of the fastest growing counties in the nation and the fastest growing county in the Commonwealth of Virginia. The unprecedented growth the County has experienced over the last several decades has resulted in continued and ever-increasing 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, the *Loudoun County 2019 Countywide Transportation Plan* (2019 CTP), builds upon the strong foundation provided by the 2010 CTP. It has been developed to accommodate planned land use and development through the horizon year of 2040 and 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 *Loudoun County 2019 Comprehensive Plan* (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 *Loudoun County 2019 General Plan* (General Plan). The CTP provides the policy foundation for the County’s transportation network. The Comprehensive Plan forms the policy foundation for standards and regulations within the Zoning Ordinance, Land Subdivision and Development 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 newly-designated 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 the 2010 CTP 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. The 2019 CTP seeks to provide access and mobility for residents, workers, and visitors; protect and enhance health and safety through design and construction; and promote quality of life by protecting the integrity of the various policy areas and incorporated towns as they relate to the transportation network. # Chapter 1 – Vision for Transportation The *Loudoun County 2019 Countywide Transportation Plan* (2019 CTP) 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 2019 CTP identifies the overarching objectives that the County will seek to meet through implementation of the planned transportation network and policies. ## The Vision Efficient infrastructure networks that safely connect people to places within the community, to the region, and to the world. ## 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 transit 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: * 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, the Towns, and surrounding jurisdictions. The 2019 CTP builds upon 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 multiple public meetings at different stages throughout the process. The Board of Supervisors also appointed a Stakeholders Committee with representation from each election district and an array of impacted advocacy groups from across Loudoun County. Overall, feedback on the transportation planning effort focused on several key topics: * 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 urban and suburban development programs around Metrorail to enhance quality of life * 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 network 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 and encouraging connections to existing regional trails * Calming traffic on neighborhood streets where people should feel comfortable walking or riding a bicycle * Enhancing connectivity to regional amenities, such as entertainment centers, Dulles Airport, regional parks, and surrounding jurisdictions * Improving streetscapes * Ensuring that transportation facilities are adequate to support redevelopment and new development The 2019 CTP 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: Transportation Network Goals 1. Enhanced multimodal safety for all system users. 2. A reliable and efficient multimodal 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, and Rural Policy Areas; Towns; and Joint Land Management Areas (JLMA). 7. 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 the Loudoun County 2019 Countywide Transportation Plan With deference to and inspiration from the Transportation Network Goals, this document seeks to: * 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 Policy 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. The 2019 CTP supports both high access and high mobility through a hierarchical and integrated roadway network that supports multimodal 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 the 2019 CTP, this objective seeks to ensure that multimodal 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 the 2019 CTP 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 through improvements that decrease congestion, provide alternative routes and travel options, and make it easier to get to selected destinations. This page left blank for printing purposes. # Chapter 2 – 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 Loudoun County 2019 General Plan (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 place types 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 shared use paths to accommodate pedestrians. 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 3, 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, and Rural Policy Areas and the Joint Land Management Areas. Design standards for the Urban Policy Areas are provided in Chapter 3. 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, cyclists, 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 street policies are provided in Chapter 3 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 of 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 2. 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. 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 community plans. 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 Areas are supported by compatible transportation facilities. As the entity responsible for maintenance and operation 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 Zoning 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 the 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 3 FOR POLICIES RELATED TO GEOGRAPHIC POLICY AREAS) 2-1.1 **Road Standards** Roads will be built to the standards and conditions described in this plan. 2-1.2 **Land Development Plans** Planned roads will be incorporated into every stage of the land development process, including planning, design, and construction, provision of necessary rights-of-way or easements to accommodate the facility, as determined in this plan. 2-1.3 **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. 2-1.4 **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. 2-1.5 **Parallel Roads** Suitable alternative access to existing uses, including parallel roads where planned, shall be constructed prior to establishment of limited access freeways. 2-1.6 **Dulles Loop** The County will work to implement the “Dulles Loop” as a system of limited access roads that encircle Washington Dulles International Airport in Loudoun and Fairfax Counties consisting of limited access conditions for VA Route 28, VA Route 606, and a southern connector (either US Route 50 or an extension of the Air and Space Museum Parkway), in order to improve travel in the vicinity of the airport. 2-1.7 **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. 2-1.8 **Spot Improvements** Intersection and safety improvements on primary roads are considered to be part of this planning document throughout the County. 2-1.9 **Natural Features** The County will maintain vegetation and woodlands along roadways and incorporate landscaped medians using native species where possible. 2-1.10 **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. 2-1.11 **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 General Plan. 2-1.12 **Widening Existing Divided Roadways** Existing divided roadways should be widened to the inside wherever feasible in an effort to minimize the impact on adjacent properties. 2-1.13 **Planned Divided Roadways** The County promotes establishing the ultimate right-of-way for planned divided roadways at the time of the initial right-of-way dedication or acquisition to allow for turn-lanes, bicycle and pedestrian facilities, and drainage systems in their ultimate condition in an effort to minimize the impact on adjacent properties. 2-1.14 **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. 2-1.15 **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. 2-1.16 **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 the County and VDOT 2-1.17 **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. 2-1.18 **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. 2-1.19 **Pavement, Marking, and Signage** DTCI shall be provided with the 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. 2-1.20 **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. 2-1.21 **Primary Routes** As major cross-county secondary road corridors are completed, VDOT reclassification of these corridors to primary routes should be pursued. 2-1.22 **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. 2-1.23 **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. 2-1.24 **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. 2-1.25 **Private Street Improvements** All street improvement projects along private streets, including traffic calming measures, will be the sole responsibility of the private maintenance entity. 2-1.26 **Public Road Access** For lots accessed from private roads or easements, demonstration of safe access to the public road network will be provided. 2-1.27 **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. 2-1.28 **Community Traffic Calming Measures** The County will promote and implement traffic calming measures in all policy areas through community-based and supported programs, community plans, development applications, geometric design elements, and collaboration with VDOT. 2-1.29 **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. The use of geometric design elements, such as roadway curvature, should be considered as part of the initial design and construction of roadways to minimize the need for future traffic calming measures. 2-1.30 **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 cyclists 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 shared use paths, 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 cyclists along roadways include on-street bike lanes, off-street asphalt shared use paths, 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 cyclists who often prefer on-street facilities to the less-experienced riders who find off-road shared use paths more conducive to comfortable travel. Where bicycle facilities are brought 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 2-2.1 **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. 2-2.2 **Road Projects** Contextually-appropriate bicycle and pedestrian facilities will be included as part of all public and private secondary road construction and improvement projects. 2-2.3 **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 effort to provide regional connections, and to the provision of safe walking and bicycling routes to new and existing public schools. 2-2.4 **Design Standards** All paved 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. 2-2.5 **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 cyclists and pedestrians are met. 2-2.6 **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. 2-2.7 **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. 2-2.8 **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. 2-2.9 **Community Access** Public schools and other community facilities and uses shall be designed to encourage students and patrons to walk or bike 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. 2-2.10 **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). 2-2.11 **Crossings** Safe, convenient, and visually attractive crossing options will be considered at each stage of development and planning to enable pedestrians and cyclists 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. 2-2.12 **Public Outreach** The County shall engage the public to prioritize and identify funding and alignments for bicycle and pedestrian improvements. 2-2.13 **Connectivity** The County shall actively seek to establish connections to local and regional trail networks including but not limited to, the Appalachian National Scenic Trail, Chesapeake and Ohio Canal Towpath, Potomac Heritage Trail, and Washington & Old Dominion (W&OD) Trail. **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. * 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). * 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). * 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: * Improved scheduling and connectivity * Increased access to jobs and entertainment, driving opportunities for ridership growth * Expanded integration with Metrorail and Long-Haul Services * 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 emphasizes 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. Transit Corridors may include but are not limited to segments of the following roadways: * Ashburn Village Boulevard * Atlantic Boulevard * Belmont Ridge Road * Croson Lane * Davis Drive * Dulles Greenway * Gloucester Parkway * Harry Byrd Highway (Route 7) * Innovation Avenue * Loudoun County Parkway * Mooreview Parkway * Nokes Boulevard * Northstar Boulevard * Old Ox Road * Pacific Boulevard * Potomac View Road * Riverside Parkway * Russell Branch Parkway * Ryan Road * Shellhorn Road * Sterling Boulevard * Sully Road (Route 28) * Tall Cedars Parkway * Waxpool Road This network of transit corridors serves as a starting point for countywide improvements. It creates 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. * 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 the 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 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 Areas 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 operation opportunities. ### Countywide Transit Infrastructure Policies 2-3.1 **Transit Toolkit** Transit infrastructure shall be designed to meet minimum standards as outlined in this chapter’s Transit Toolkit. 2-3.2 **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. 2-3.3 **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. 2-3.4 **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. 2-3.5 **Barriers** At all planned and existing transit facilities, projects shall identify and rectify barriers to transit station or stop access for cyclists and pedestrians. Such barriers may include built and natural features, missing sidewalks and shared use paths, as well as missing transit shelters and pads. 2-3.6 **ADA Accessibility** Transit stations and stops and adjoining public and publically-accessible spaces will be made accessible to all persons in accordance with the Americans with Disabilities Act (ADA) and other applicable requirements. 2-3.7 **Land Use** The County will support opportunities and investments in transit infrastructure by planning and implementing place types that will facilitate increased levels of transit ridership in the Urban and Suburban Policy Areas. 2-3.8 **Transit-Oriented Development** The County will direct new development to the Urban Policy Areas and Transit Corridors to improve the viability and cost-effectiveness of future transit services and reduce traffic congestion in these areas. 2-3.9 **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. 2-3.10 **Interim Densities** The County may permit interim development along transit corridors outside of the Urban Policy Area 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 a future development program. 2-3.11 **Mode Split** Development applications along Transit Corridors are anticipated to achieve a minimum 10% mode split via transit through incorporation of TDM policies. 2-3.12 **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 shared use paths to public bicycle and pedestrian networks. 2-3.13 **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. 2-3.14 **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 Areas. Existing park-and-ride lots in the Urban Policy Areas shall be evaluated for relocation into the Suburban Policy Area as development within these areas provides opportunities for more robust uses of available land. 2-3.15 **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. 2-3.16 **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. 2-3.17 **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. 2-3.18 **Park-and-Ride Amenities** At a 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. Installation of electric vehicle charging stations is encouraged where possible. 2-3.19 **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 per week, all graffiti is 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. 2-3.20 **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. 2-3.21 **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. 2-3.22 **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 shared use paths, 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 maximum 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. * Under interim conditions (i.e., prior to roadway being converted to limited access), will be designed with 60 MPH design speed and other standards will be based on the Principal Arterial – Non-Freeway / Other (Level 3) classification. ### Principal Arterial – Non-Freeway / Other (Level 3) This classification relates to planned at-grade arterials (non-freeway) where at-grade access is highly controlled, preferred only at major intersections. This classification also relates to other rural principal arterials where access coordination and control is necessary. Such facilities are intended to serve large amounts of traffic traveling relatively long distances at higher speeds. Direct property access requires careful management to preserve traffic mobility and avoid creating unsafe and congested traffic operations. Examples of Principal Arterials (Non-Freeway) include Loudoun County Parkway, Route 7 in Sterling, and Route 606 east of Route 28. Principal Arterials – Non-Freeways 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 Examples of Principal Arterials (Other) include predominantly rural roadway corridors, such as Route 7 west of Round Hill, Route 15, Route 50 east of Gilberts Corner and Route 340. Principal Arterials (Other) are intended to feature the following standards: * 50 MPH design speed * Coordinated, controlled at-grade access which may include consolidation of access points serving multiple parcels. * 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 cyclists 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 speed * 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 as 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 Cross-Sections The sections below relate motor vehicle, bicycle, and pedestrian accommodations for planned roadways including: * Cross-sectional elements (i.e. shoulder and ditch or curb and gutter) * Functional classification * Number of travel lanes * Turn lane requirements * Asphalt shared use path width * Concrete sidewalk width The purpose of these typical roadway cross-sections is to provide County staff, the development community, and the general public with a guide for the planning, design, and coordination of improvements to the major roadways within Loudoun County. The County understands that in order for the actual roadway improvement or construction to be accepted into the state system, VDOT must approve the roadway design; therefore, VDOT standards must be utilized in conjunction with these guidelines. If any differences occur between this document and the adopted transportation maps, the maps govern. The ultimate condition for each roadway or roadway segment stated in this document is foreseen by the County as the ultimate condition. Also, the ultimate condition may include roadway link improvements, such as increasing the number of lanes, and intersection improvements, such as turn lanes and/or interchanges. These improvements may or may not occur at the same time. For new road construction on new alignments, construction of the four outside lanes in the interim condition will be required in the design of ultimate six, eight and ten-lane median divided roads. The planning guidelines are not intended to propose roadway improvements within the incorporated towns beyond those identified in the town plans. Provisions for bicycle and pedestrian accommodations will vary depending on the type of facility and location; refer to Appendix 1 for planning guidelines for specific roadway segments. Each roadway segment will have information regarding its location, end points, policy area, functional classification, number of travel lanes, right-of-way, bicycle and pedestrian facilities, and typical cross-section. Appendix 1 will be updated as necessary and may be modified by resolution of the Board of Supervisors through land development applications or as otherwise deemed appropriate by the Board. # Road Type Descriptions, Typical Sections, and Planning Guidelines **ROAD TYPE DESCRIPTIONS** | | | | :--- | :--- | | **R2** | Rural two-lane undivided section with shoulder and ditch | | **U2 (SS)** | Urban two-lane undivided section with curb and gutter and a sidewalk on each side of the road | | **R2 (T)** | Rural two-lane undivided section with shoulder and ditch and a shared use path on one side of the road | | **U2 (ST)** | Urban two-lane undivided section with curb and gutter and a sidewalk on one side of the road and a shared use path on the other side of the road | | **U2M (SS)** | Urban two-lane median divided section with curb and gutter and a sidewalk on each side of the road | | **U2M (ST)** | Urban two-lane median divided section with curb and gutter and a sidewalk on one side of the road and a shared use path on the other side of the road | | **U4 (SS)** | Urban four-lane undivided section with curb and gutter and a sidewalk on each side of the road | | **U4 (ST)** | Urban four-lane undivided section with curb and gutter and a sidewalk on one side of the road and a shared use path on the other side of the road | | **R4M** | Rural four-lane median divided section with shoulder and ditch | | **R4F** | Rural four-lane freeway | | **U4M (TT)** | Urban four-lane median divided section with curb and gutter and a shared use path on each side of the road | | **R4M (T)** | Rural four-lane median divided section with shoulder and ditch and a shared use path on one side of the road | | **R4M (TT)** | Rural four-lane median divided section with shoulder and ditch and a shared use path on each side of the road | | **U4M (ST)** | Urban four-lane median divided section with curb and gutter and a sidewalk on one side of the road and a shared use path on the other side of the road | | **R6M** | Rural six-lane median divided section with shoulder and ditch | | **R6F** | Rural six-lane freeway | | **U6F** | Urban six-lane freeway | | **U6M (TT)** | Urban six-lane median divided section with curb and gutter and a shared use path on each side of the road | | **R6M (TT)** | Rural six-lane median divided section with shoulder and ditch and a shared use path on each side of the road | | **R8M** | Rural eight-lane median divided section with shoulder and ditch | | **U8M** | Urban eight-lane median divided section with curb and gutter | **U8F** Urban eight-lane freeway **U8M (TT)** Urban eight-lane median divided section with curb and gutter and a shared use path on each side of the road **U10F** Urban ten-lane freeway ### TYPICAL CROSS-SECTIONS ** TYPICAL CROSS SECTION GRAPHICS TO BE UPDATED TO MATCH REVISED LIST ABOVE ** ** “Trail” to be replaced with “Shared Use Path” on all cross section graphics. ** ** THE FOLLOWING CROSS SECTIONS GRAPHICS ARE TO BE ADDED: U2 (ST), U2M (SS), U2M (ST), U4 (SS), U4 (ST), R4F ** <
> Rural two-lane undivided section with shoulder and ditch <
> Urban two-lane undivided section with curb and gutter and a sidewalk on each side of the road # R2 (T) <
> Rural two-lane undivided section with shoulder and ditch and a shared use path on one side of the road # R4M <
> Rural four-lane median divided section with shoulder and ditch # U4M (TT) <
> Urban four-lane median divided section with curb and gutter and a shared use path on each side of the road # R4M (T) <
> Rural four-lane median divided section with shoulder and ditch and a shared use path on one side of the road # R4M (TT) <
> Rural four-lane median divided section with shoulder and ditch and a shared use path on each side of the road # U4M (ST) <
> Urban four-lane median divided section with curb and gutter and a sidewalk on one side of the road and a shared use path on the other side of the road # R6M <
> Rural six-lane median divided section with shoulder and ditch # R6F <
> Rural six-lane freeway # U6F <
> Urban six-lane freeway # U6M (TT) <
> Urban six-lane median divided section with curb and gutter and a shared use path on each side of the road # R6M (TT) <
> Rural six-lane median divided section with shoulder and ditch and a shared use path on each side of the road # R8M <
> Rural eight-lane median divided section with shoulder and ditch # U8M <
> Urban eight-lane median divided section with curb and gutter # U8F <
> Urban eight-lane freeway # U8M (TT) <
> Urban eight-lane median divided section with curb and gutter and a shared use path on each side of the road # U10F <
> Urban ten-lane freeway (blank page) # Roadway Design Toolkit for Suburban, Transition, Rural Policy Areas, and Joint Land Management Areas As outlined, design of streets with appropriate accommodations for motor vehicles, cyclists, and pedestrians can highly impact multimodal use and preference along any corridor. In order to achieve the vision of this plan, implementation of design elements that support the vision are 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 Areas, refer to the Urban Policy Areas 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 publicly or privately. The following is an overview of guidelines for road design. * 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 required when separating through traffic from turning traffic, on-street parking spaces, or on-street bicycle lanes. * Local streets should be designed with traffic calming measures 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 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, environmental impact, and construction materials to make these facilities dependable and desirable to travelers. The following is an overview of guidelines for off-road facilities. * In the Urban Policy Areas, 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: * Regional Trails (Paved) – 16 feet * Regional Trails (Natural Surface) – Varies * Asphalt Bicycle and Pedestrian Shared Use Paths along Planned Roadways – 10 feet * Sidewalks along Planned Roadways – 6 feet * Sidewalks along Local Streets – 5 feet * Sidewalks and shared use paths 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 Policy Areas, minimizing impacts to existing natural and manmade features while providing for safe and efficient travel. * Asphalt shared use paths 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 stop-controlled intersection designs. Other types of innovative intersection designs should also be considered as appropriate. * 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 approaches to 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. * Plantings should make use of native plants and shrubs where possible to reduce maintenance and increase sustainability. * 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 a 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 shared use paths 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 a minimum, a stop should be accessed by a sidewalk in a 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 Crime Prevention Through Environmental Design (CPTED) 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 the 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 the 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 right-turn 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 high-volume 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 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 far-side 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. There may also be places where bus stops should be farther 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 Areas, 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 should be 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, bringing 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 layover 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 pull-out 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 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 off-the-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 Areas 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. Offboard 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. **BASIC BUS STOP** **ELEMENTS:** Bus stop sign Paved boarding area Seating Street lighting **ENHANCED BUS STOP** **ALL BASIC ELEMENTS PLUS:** Shelter Waste and Recycling Bicycle Rack (Optional) Real-time Information (Optional) **BUS TRANSIT CENTER** **ALL BASIC AND ENHANCED ELEMENTS PLUS:** Real-time Information Fare Vending Equipment Bicycle Parking Newspaper Boxes Security Cameras <
> **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 the customer base 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 cyclists 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 transit-only or “right-turn and transit” lane is placed along the curb at least two car lengths ahead of the stop line, so that transit vehicles 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 to 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 multifamily 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 3 – 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 the 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 area, 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 *Loudoun County 2019 Comprehensive Plan* (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 of 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 shared use paths, 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 Areas The Urban Policy Areas 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 Areas 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 Areas. 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 Areas – Built Environment General policies for these facilities are outlined below. Chapter 2 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, shared use path systems along parallel roadways have been incorporated into the plan to provide non-motorized access in these corridors. *Urban Areas Built Environment Policies* 3-1.1 **Multimodal Design** Every street within the Urban Policy Areas 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, shared use paths, 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 3-1.2 **Block Size** Small urban block sizes are a critical component to maximizing access and walkability. Development in the Urban Policy Areas 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. 3-1.3 **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. 3-1.4 **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 Areas 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. 3-1.5 **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. 3-1.6 **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. 3-1.7 **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. 3-1.8 **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. 3-1.9 **Meeting the Intent of the Typology** Development applications will indicate 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. 3-1.10 **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. 3-1.11 **Planned Roadways, Sidewalks, and Shared Use Paths** Any roadway or bicycle/pedestrian facility 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. 3-1.12 **Plan Coordination** Transportation Improvements in the Urban Policy Areas will meet the policies and intent of this document as well as other policies of the Comprehensive Plan. **Urban Policy Areas 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 Areas 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 Areas 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 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 Areas, 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 Areas as an urban, multimodal center, the County has incorporated these guidelines into the plans within this document. Streets within the Urban Policy Areas 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 (Bus Rapid Transit (BRT) or express bus), light rail, or other transit technologies with a separate right-of-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 to 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 shared use paths 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 Areas 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. 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, can remove 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 3-1.13 DRPT Implementation All roadways within the Urban Policy Areas will be built or retrofitted 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). 3-1.14 Design to Meet the Typology Based upon the DRPT Multimodal System Design Guidelines, roadways within the Urban Policy Areas will be defined according to the DRPT Multimodal System Classification. The descriptions provided in this chapter are derived from the DRPT Multimodal System Design Guidelines as they are intended to be applied within the Urban Policy Areas. DRPT street classifications are to be applied to CTP roadways within the Urban Policy Areas as listed below. Public roadways in the Urban Policy Areas not listed below are to be classified as Local Streets. Multimodal Through Corridors * Loudoun County Parkway Boulevards * Ashburn Village Boulevard * Davis Drive * Innovation Avenue * Lockridge Road * Mooreview Parkway * Prentice Drive * Shellhorn Road Major Avenues * Barrister Street (portion) * Centergate Drive (portion) * Claude Moore Drive (portion) * Croson Lane * Jefferson Park Drive (portion) * Moorefield Boulevard * Shaw Road Avenues * Barrister Street (portion) * Centergate Drive (portion) * Charitable Street * Claude Moore Drive (portion) * Devin Shafron Drive * Jefferson Park Drive (portion) * Loudoun Station Drive * Metro Center Drive * Old Ryan Road * Rock Hill Road * State Street 3-1.15 Grid of Streets Streets within the Urban Policy Areas 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. 3-1.16 Connectivity Road and pedestrian connectivity will be maximized within the Urban Policy Areas through connections between Local Streets, Avenues, and Boulevards at regular intervals, and sidewalks along all public and private streets and commercial driveways. 3-1.17 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. 3-1.18 Curb Radii Corners at intersections along Boulevards, Avenues, and Local Streets in the Urban Policy Areas 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. 3-1.19 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. 3-1.20 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. 3-1.21 **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 Areas. 3-1.22 **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. 3-1.23 **Traffic Controls** All intersections within the Urban Policy Areas shall include traffic control signs or signals so as to clearly indicate right-of-way for all system users. 3-1.24 **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. 3-1.25 **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. 3-1.26 **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 Areas 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 Areas, the development patterns outlined in Chapter 2 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 Areas. Cycling has become a primary mode of travel in urban areas throughout the United States, allowing for short- to medium-range 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 Areas, 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 low-speed 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 shared use path adjacent to the roadway. In these cases, it becomes critical that the shared use path is arranged to accommodate cyclists, limiting tight curves and providing clear sightlines for safety. Off-road shared use paths and 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 facilities 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 facilities 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 shared use paths and trails for either use, it is critical that these pathways are pleasant, with good maintenance and natural features, and safe, with adequate sightlines, pavement markings, and wayfinding. This plan includes a detailed plan for off-road shared use paths and trails in the Urban Policy Areas in order to create commuting routes and family-friendly amenities that serve to promote and enliven the outdoor environment. While road-adjacent shared use paths 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 Areas 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. Loudoun County 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 shared use path and trail systems in the County, as well as to the importance of these facilities 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 Areas. The promise and economic success of the Urban Policy Areas 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 roadways 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 Areas 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 pedestrian-oriented neighborhoods, and a focus on pedestrian nodes. *Bicycle and Pedestrian Connectivity Policies* 3-1.27 **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. 3-1.28 **Shared Use Paths** Off-street asphalt shared use paths shall be constructed in accordance with the 2019 CTP. 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. . 3-1.29 **Intersection Crossings** At intersections, curb ramps shall be placed in the direction of the bicycle path to facilitate through movements. Where both sidewalks and shared use paths intersect with a roadway in the same direction, separate crosswalks should be marked for shared use path users (bicyclists) and for those on the sidewalk (pedestrians), as permitted by VDOT. 3-1.30 **Shared Use Path and Trail Construction** Development proposals shall include construction of shared use paths and/or trails, or at minimum, reservation or dedication of trail easements where indicated by the plan. Unless specifically indicated otherwise by the plan, all shared use paths shall be paved for ease of use and access for all system users. Shared use paths and 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. 3-1.31 **Dedicated Roadway Crossings** For roadway crossings as part of the off-road trail network, the County shall seek public and private opportunities to construct grade-separated crossings. As an interim condition, traffic signals may be sought to provide a safe crossing of roadways with four or more vehicular travel lanes. 3-1.32 **Bicycles on Roadways without Bicycle Lanes and Shared Use Paths** On two-lane Avenues and Local Streets without on-street bicycle lanes or adjacent shared use paths, 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. 3-1.33 **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. 3-1.34 **On-Site Bicycle Facilities** Secure bicycle rooms are encouraged within high-density residential and commercial buildings proposed within the Urban Policy Areas to encourage bicycling among residents and employees. 3-1.35 **Bicycle and Pedestrian Connectivity Plan** Land development applications within the Urban Policy Areas shall demonstrate conformance with the Urban Policy Areas 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. 3-1.36 **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 Areas, regardless of use or location, except where specific provisions are described for the roadway in Chapter 2 of this plan. Minimum six-foot wide sidewalks are required along both sides of any Local Street in the Urban Policy Areas, regardless of use or location. 3-1.37 **At-Grade Pedestrian Crossings** Safe pedestrian crossings shall be incorporated into all intersections within the Urban Policy Areas for all pedestrian approaches. 3-1.38 **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. 3-1.39 **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. 3-1.40 **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. 3-1.41 **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 right-turn lane is required per policy at the intersection. 3-1.42 **Crosswalks** Crosswalks shall be provided at all intersections within the Urban Policy Areas. 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 Areas Transit Infrastructure As a critical element of an urban area, public transportation serves as the 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 the transit vehicle. Within the Urban Policy Areas, transit services are planned to include Metrorail, commuter, limited-stop, express, and local buses, and shuttles and circulators. Together, these services provide accessible, convenient, and affordable access for people both inside and outside of Loudoun County. Metrorail Transit service in the Urban Policy Areas 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 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 Areas, a limited number of routings between the Metrorail stations and the fringes of the Urban Policy Areas 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 fixed-route 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 Areas are designated as Transit Corridors. These streets will serve as the primary routes for the countywide transit network through the Urban Policy Areas, 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 Areas can efficiently move people in high-density areas with all-day demands for service between the Metrorail Stations and the core developments within the Urban Policy Areas. 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. These routes would be 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 Areas, 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 Shuttle providing a connection between the greater Moorefield development 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 Areas. 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 2 provides guidelines for these improvements. *Urban Area Transit Infrastructure Policies* 3-1.43 **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 2. 3-1.44 **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. 3-1.45 **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 as short term improvements. 3-1.46 **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. 3-1.47 **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. 3-1.48 **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 Areas. 3-1.49 **High-Capacity Transit System Development** Transit Corridors should be prioritized for any future plans for transit-priority lanes through the Urban Policy Areas. 3-1.50 **Private Shuttles** In order to ensure residents and employees in the Urban Policy Areas have a car-free option for travel to and from Metrorail, the County will seek private shuttle services between developments within the Urban Policy Areas 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. 3-1.51 **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. 3-1.52 **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. 3-1.53 **Circulator Routes** Circulators will be routed to provide direct access to development nodes within the Urban Policy Areas. Urban Policy Areas 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 Areas. 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, 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 may varybased 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 3-1.54 **Live/Work** The County will provide information regarding the benefits of working in a mixed-use urban center and encourage employees to consider options for living closer to their workplaces. 3-1.55 **Metrorail and Transit** The County will strongly encourage the use of Metrorail and other transit services, and work with companies in the Urban Policy Areas 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. 3-1.56 **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 consultation with County staff. 3-1.57 **Vehicle Trip Reductions** Trip reductions shall be permitted for different uses within the Urban Policy Areas 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. 3-1.58 **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. 3-1.59 **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 Areas 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. 3-1.60 **Carpools and Vanpools** The County will work with employers in the Urban Policy Areas to encourage workers to commute by carpool and vanpool, and to incentivize those who do not drive alone. 3-1.61 **High-Occupancy Vehicle and Bus Lanes** The County will consider alternative travel lane typologies along roadways within the Urban Policy Areas in order to encourage alternative travel options. 3-1.62 **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 lessened 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 supporting suburban mobility needs. Suburban Built Environment Policies 3-2.1 **Structure Access** All buildings will be designed to accommodate safe and convenient pedestrian access between building entrances, parking areas, and adjoining streets. 3-2.2 **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. 3-2.3 **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. 3-2.4 **Legacy Village Cores of Ashburn, Arcola, and Old Sterling** This plan supports the preservation and enhancement of the legacy village cores of Ashburn, Arcola, and Old Sterling through context-sensitive transportation network design and consideration of historic structures and preservation of the village aesthetic. 3-2.5 **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 is the automobile. Therefore, completion of the planned roadway network is critical to success of the planned Suburban Policy Area. The policies below seek to create a safe, efficient, and connected road network and promote the suburban quality of life desired by residents within this area. Suburban Roadway Policies 3-2.6 **Design Standard** All roadways in the Suburban Policy Area shall be designed consistent with the Roadway Design Toolkit. 3-2.7 **Grid of Streets** Roadways will be designed to facilitate development of a grid of local streets with integrated bicycle and pedestrian access. 3-2.8 **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. 3-2.9 **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. 3-2.10 **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. 3-2.11 **Connectivity** Development applications will connect to established interparcel access points or reservations, unless sufficient justification can be provided for abandoning such a potential connection. 3-2.12 **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. 3-2.13 **Roundabouts** Roundabouts should be considered as an alternative to traffic signals and stop controls in the Suburban Policy Area, particularly at entrance gateways to commercial or residential districts. Roundabouts are not preferred along Transit Corridors. 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 Policy 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 suburban areas. Suburban Bicycle and Pedestrian Policies 3-2.14 **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. 3-2.15 **Off-Road Shared Use Paths and Trails** Provision of publicly-accessible off-road shared use path and trail networks through suburban neighborhoods is highly encouraged. Such networks will provide for greater access to natural amenities and activity centers. 3-2.16 **Off-Road Trail Parking Areas** Small parking areas intended to serve recreational trails in the Suburban Policy 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 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 3-2.17 **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. 3-2.18 **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. 3-2.19 **Bus Lanes** Opportunities for bus-only, bus-priority, and signal-priority shall be evaluated along major corridors in the county. Considerations shall include 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. 3-2.20 **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 Policy 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* 3-2.21 **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 land uses. 3-2.22 **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. 3-2.23 **Recommended Improvements** TDM will be facilitated through provision of facilities needed 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. 3-2.24 **County Efforts** The County will encourage employers to support alternative travel modes by engaging employers, providing County staff support, and encouraging adoption of private TDM programs. 3-2.25 **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. 3-2.26 **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. 3-2.27 **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. 3-2.28 **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. 3-2.29 **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 Policy 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 **3-3.1 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. **3-3.2 Streetscape** Building entrances should be designed to face streets along the development frontage in order to provide opportunities for improved streetscape. **3-3.3 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. **3-3.4 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 Loudoun County 2019 General Plan (General Plan). The policies below represent a combination of suburban and rural roadway policies that will facilitate development of the Transition Policy Area in a way that achieves its planned purpose. ### Transition Roadway Policies **3-3.5 Level of Service** For public and private projects within the Transition Policy Area, a Level of Service threshold of LOS D or better will be the standard for analyzing needed improvements. **3-3.6 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. **3-3.7 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. **3-3.8 Capacity** Collector and arterial roads in the Transition Policy 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. 3-3.9 **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 in 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 Policy Area will also be made consistent with the Roadway Design Toolkit. 3-3.10 **Roundabouts** Roundabouts should be considered as an alternative to traffic signals and stop controls in the Transition Policy Area particularly at entrance gateways to commercial or residential districts. Roundabouts are not preferred along Transit Corridors. 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 3-3.11 **Provision of Facilities** Bicycle and pedestrian facilities are required along both sides of all public and private streets in the Transition Policy Area, designed and constructed consistent with the policies and Roadway Design Toolkit of this plan. 3-3.12 **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. 3-3.13 **Off-Road Shared Use Paths and Trails** Provision of publicly-accessible off-road shared use path and trail networks is highly encouraged in the transition area. Such networks will provide for greater utilization and access to natural amenities. 3-3.14 **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 park-and-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 3-3.15 **Park and Ride Lots** Regional park and ride lots shall be considered for placement along arterial corridors in the Transition Policy Area to provide options to local residents as well as travelers from rural areas and those traveling from outside of the County. 3-3.16 **Bus Shelters** Curbside bus shelters shall be evaluated in planned activity nodes, but are not envisioned in other parts of the Transition Policy 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 Policy 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 3-3.16 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. 3-3.17 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. 3-3.18 Recommended Improvements TDM will be facilitated through provision of facilities needs to accommodate programs, including but not limited to: transit shelters, park-and-ride lots, bike racks, carpool and vanpool parking spaces, workplace TDM information displays, regional bicycle and pedestrian facilities, and financial support of County TDM programs. 3-3.19 County Efforts The County will encourage employers to support alternative travel modes by engaging employers, providing County staff support, and encouraging adoption of private TDM programs. 3-3.20 Parking Reductions Parking reductions are generally not supported in the Transition Policy 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. 3-3.21 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. 3-3.22 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 3-4.1 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. 3-4.2 Streetscape Building entrances should be designed to face streets along the development frontage in order to provide opportunities for improved streetscape. 3-4.3 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. 3-4.4 Traffic Operations Site access will be designed to limit impacts to traffic operations along arterial and collector corridors. 3-4.5 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, serves 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 3-4.6 **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. 3-4.7 **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. 3-4.8 **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. 3-4.9 **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. 3-4.10 **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. 3-4.11 **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 3-4.12 **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. 3-4.13 **Unpaved Roads** The County’s commitment to maintain 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. 3-4.14 **Roundabouts** Roundabouts should be considered as an alternative to traffic signals and stop controls in the Rural Policy Area. ### Rural Policy Area Bicycle and Pedestrian Facilities 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 3-4.15 **Priority** Facilities along primary roads and within the Towns and Villages will be prioritized in order to provide mobility within and between rural activity centers. 3-4.16 **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 3-4.17 **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. 3-4.18 **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. 3-4.19 **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 single-occupancy 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 context-sensitive bicycle and pedestrian facilities, and planning and management of park-and-ride lots. ### Rural Transportation Demand Management Policies 3-4.20 **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 uses. 3-4.21 **Trip Reductions** TDM-based trip reductions are not anticipated in the Rural Policy Area, except in the Towns. For TDM policies within the Towns, please refer to the Town Plans. 3-4.22 **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. 3-4.23 **County Efforts** The County will encourage employers to support alternative travel modes by engaging employers, providing County staff support, and encouraging adoption of private TDM programs. 3-4.24 **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. 3-4.25 **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 3-5.1 **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. 3-5.2 **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. 3-5.3 **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. 3-5.4 **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. 3-5.5 **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. 3-5.6 **Plan Coordination** Town and JLMA transportation improvements will meet the policies and intent of this document as well as other policies of the Comprehensive Plan. # Chapter 4 – Air Travel Air travel is an integral component of Loudoun County’s overall transportation system. Washington Dulles International Airport (IAD) is one of three major airports in the larger Baltimore-Washington region and 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 region. Leesburg Executive Airport (JYO) is one of the largest general aviation 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 located throughout the County, which can be used for emergency services as well as to provide 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 long-term economic and business strategy.. In 2017, 265,025 flights operated out of Dulles Airport serving nearly 22,800,000 passengers, including 7,744,586 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, the 2019 CTP 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. Any portion of the proposed arterial corridor that traverses Dulles Airport property will be coordinated with and approved by the Metropolitan Washington Airports Authority. 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 that is owned and operated by the Town of Leesburg. The airport supports approximately 115,000 annual arrivals and departures, with nearly 300 aircraft stationed at the facility. The airport also features some 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 4-1.1 **Intent** The County supports the growth and development of Washington Dulles International Airport and Leesburg Executive Airport. 4-1.2 **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. 4-1.3 **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. 4-1.4 **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. 4-1.5 **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. 4-1.6 **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. 4-1.7 **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 7 of this document for policies related to mitigation of noise impacts. # Chapter 5 – Mitigating the Impacts of Development Successfully implementing this plan requires a concerted effort by the County government, private landowners, and developers to ensure that a coordinated and connected multimodal network is achieved. Land development applications (LDAs) consist of two types: legislative and ministerial. To the extent permitted by the Virginia Code and the applicable guidelines of the Comprehensive Plan, the 2019 CTP seeks to engage development applicants to facilitate coordination with and completion of planned transportation infrastructure. ## Review of LDAs Legislative applications seek to change or expand permitted development opportunities and are subject to review by the Planning Commission and the Board of Supervisors. Legislative applications may, or may not, request changes that conform to the planned land use, and therefore may, or may not, represent consistency with forecasted regional trip generation anticipated by this plan. Therefore, each application needs individual review and comment regarding transportation policy and to identify any issues that might arise in conflict with this plan following approval of the land development application. For legislative applications, concerns with conformance to existing plans can be addressed either through proffers, which are voluntary commitments made as part of rezoning application packages, or conditions, which are requirements imposed by the County as part of special exception application packages. To ensure the viability of this plan, transportation proffers and conditions seek to ensure that the policies and intent of this plan are incorporated into the final application package. All policies within this document are considered as part of this review, as appropriate based on proposed use and location of an application. The County will not in any way suggest, request, require or accept any proffered commitment unless and to the extent such proffers are consistent with County proffer policies and proffer guidelines as set forth in the General Plan. Ministerial applications seek to authorize development of already permitted uses on a site subject to regulations and ordinances. Similarly, ministerial applications advance development of permitted uses which also may not conform with planned land use. However, since these uses are already permitted, review of these applications includes ensuring fulfillment of any associated proffers and conditions, and resolving any direct conflicts with this plan related to the planned transportation network, access management, frontage improvements, and connectivity. ## LAND DEVELOPMENT REVIEW POLICIES **5-1.1 Ensuring Conformance** DTCI will review land development applications to ensure conformance to the County’s transportation policies as provided in the 2019 CTP and the General Plan. Requests for additional detail or commitments may be made with any application to facilitate implementation of this plan, in accordance with applicable State and local requirements. **5-1.2 Legislative Applications** DTCI review of legislative applications may include comments related to traffic studies, traffic engineering, potential impacts of the proposals, ensuring that the plan set accommodates planned transportation facilities and appropriate circulation elements, reasonable access to the public roadway network, and any other transportation-related characteristic of the development proposal as described in this plan. 5-1.3 **Ministerial Applications** DTCI review of ministerial applications will include comments related to conformance with this plan, adherence to any approved proffers and conditions, and assurance that development plans will accommodate the ultimate condition of the County’s planned transportation network. 5-1.4 **Mitigating Impacts** The Applicant will be responsible for mitigating each of the modal impacts generated by the proposed development. Trip reductions incorporated into the Applicant’s traffic analysis will be considered as modal shifts and appropriate facilities will provided to support this modal shift. 5-1.5 **General Approach** The County will actively seek transportation proffers, including those for roads and related infrastructure such as traffic signals, transit (including transit capital and route start-up costs), and bicycle and pedestrian facilities from rezoning applications. A case-by-case analysis of the needs for transportation improvements will be made for each development application. 5-1.6 **Level of Service Standards** Through legislative applications, the Applicant will be required to demonstrate that minimum level of service thresholds, as defined by the relevant policy area, will be achieved and maintained at all study intersections throughout all phases of development. Mitigation measures needed to meet the level of service standard must be in place and open for use prior to the appropriate occupancy permit that is forecasted to cause the degraded level of service. 5-1.7 **Planned Roadways** Any transportation facilities indicated within this plan shall be constructed in the location shown on this plan and as described in this plan, whether built by the County or as part of a land development application. Justification for exceptions to this policy require appropriate documentation, including demonstration of cause. 5-1.8 **Traffic Calming** Applicants will be responsible for addressing potential traffic calming concerns that may result from new development and ensuring that network design encourages low travel speeds while also providing for a logical and efficient network. 5-1.9 **Access Management** Proposed site entrances from public roads are subject to review by both the County and VDOT. The County may request limitations or additions to the total number and locations of access points in order to ensure efficient operation of the transportation system. 5-1.10 **Access Design** Turn lanes and other safety features shall be of primary consideration when evaluating access management to developments, especially those developments primarily serving children, tourism, and large vehicles. 5-1.11 **Driveway Stubs** Existing driveway stubs should be used when feasible as part of development, unless such access points conflicts with access management policies or standards. When a site is developed that would preclude future use of an existing stub, the stub shall be removed and the roadway and associated turn lanes and median breaks shall be fully removed and the roadway will be reconstructed to appropriate standards for the segment as described in this document. 5-1.12 **Plan Coordination** Transportation improvements will meet the policies and intent of this document as well as other policies of the Comprehensive Plan. ### TRAFFIC STUDY POLICIES 5-2.1 **Traffic Study Requirements** Traffic studies are required with all legislative applications and will be scoped based upon the intensity and impacts of the proposal. 5-2.2 **Pre-Application Meeting** A pre-application meeting or waiver is required to occur at least one week prior to a traffic study scoping meeting. 5-2.3 **Scoping Requirements** In order to scope a traffic study, a completed draft traffic study scoping application form, including identification of all uses proposed for the site, trip generation table, site layout graphics, and bicycle and pedestrian accommodations will need to be submitted at least one week in advance of the meeting date. Traffic study scoping parameters and agreements will be consistent with the standards and criteria set forth by VDOT. Traffic study scoping agreements will be coordinated with VDOT as required. 5-2.4 **Agreement Expiration** Traffic Study Scoping Agreements will expire two years from the date of County approval. After two years, the County, at the request of an applicant, may renew the agreement only if the scoping agreement is deemed to accurately represent the current proposal and surrounding land uses and transportation network. 5-2.5 **Traffic Counts** Traffic counts shall be no more than one year old at the time of land development application submittal. 5-2.6 **Background Traffic** If substantial changes, as determined by the County, have occurred at a study intersection more than 6 months after the scoping agreement is signed (e.g., a new road or large development opens, impacting traffic patterns), DTCI reserves the right to request a new traffic study scoping agreement be drafted and a new traffic study be completed. 5-2.7 **Conformance** Traffic Study submissions and Concept Development Plans (CDPs) should generally conform to the scoping agreement. If the County identifies substantial changes in use, character, extent, or scale at time of checklist submission, the County may deem the traffic study scoping agreement invalid and require that a new agreement be drafted. ### PROFFER POLICIES The following policies are subject to the overriding County proffer policies and proffer guidelines as set forth in the General Plan. In its consideration and acceptance of all proffers, the County will apply the standards of Virginia Code Sections 15.2-2297, 15.2-2302, and 15.2-2303.4, as applicable, to evaluate the reasonableness of proffered conditions, and for those applications subject to Section 15.2-2303.4, the County shall accept only those proffers permitted or deemed reasonable under Virginia Code Section 15.2-2297 and not deemed unreasonable under Section 15.2-2303.4. 5-3.1 **Cash-In-Lieu** When a proffer proposes an improvement along a public road, a cash-in-lieu provision should be included in order to allow the County or others to advance implementation of an improvement. 5-3.2 **Potential Proffers** Private participation in the funding and development of the transportation system may include, but need not be limited to: * Access improvements beyond those required by County Ordinance; * Frontage improvements beyond those required by County Ordinance; * Appropriate right-of-way for on-site roads not required by County Ordinance; * Appropriate cross-section of a roadway to accommodate traffic beyond that generated by the development; * Construction of regional improvements (both on- and off-site) or cash contribution towards regional improvements; * Traffic signal warrant studies and traffic signalization at intersections; * Roundabouts, interchange improvements, and other alternative intersection designs; * Development and improvement phasing; * Interparcel connections beyond those required by County Ordinance; * Sidewalks and asphalt shared use paths, with accompanying public access easements and maintenance agreements for those facilities constructed outside of the public right-of-way; * On-road bicycle facilities; * Land acquisition or contributions towards eminent domain proceedings; * Routing and scheduling of construction and industrial traffic to minimize impacts on adjoining areas; * Travel Demand Management measures; * Traffic calming measures; * Contributions towards roadway, transit capital, or bicycle and pedestrian improvements, and; * Contributions towards abandonment / vacation of public right-of-way. 5-3.3 **Monetary Contributions** Where cash proffer contributions can be accepted subject to state and local policies and ordinances, the County will seek contributions for roadways and transit in the general vicinity of a residential development site on a per-unit basis. The amounts of any such contribution will be guided by analysis of acceptable level of service based on volume to capacity ratios, projected costs of improvements, and projected funding levels through the plan horizon. Regional improvements (as defined in this document) made as a part of a development can be deducted from this contribution amount. Improvements necessary to mitigate site-generated impacts shall not be considered as regional improvements. 5-3.4 **Use of Monetary Contributions** Cash contributions provided as part of a development application, either for regional improvements or in lieu of completed improvements, will be utilized within the related policy or planning subarea. If requested during the land development review process, alternative geographic areas of reasonable size and relationship to the site may be considered, such as tax district boundaries or boundaries defined by major roads. 5-3.5 **Right-of-Way Valuation** The County will value right-of-way dedications based on County pre-rezoned assessment values at the time of the rezoning application in accordance with Capital Facilities proffer guidelines. ### Parking Standards Parking requirements are regulated by the Zoning Ordinance. However, parking locations, standards, and safety impact the transportation system by affecting demand for parking on public streets, pedestrian routes between sidewalks and building entrances, and vehicular safety and access between parking facilities and the public road network. Therefore, parking needs to be evaluated in the broader context regarding the transportation system. 5-4.1 **Parking Studies** Parking studies may be reviewed by DTCI to ensure adequate on-site and on-street parking is provided to support the proposed uses. 5-4.2 **Pedestrian Routes** Safe and practical pedestrian access between parking areas and proposed uses shall be considered when evaluated when analyzing proposals for shared parking. 5-4.3 **Parking Reductions** Proposals for reductions in minimum parking requirements for residential and commercial uses shall be supported when existing, substantial, and reasonable peak, off-peak, and weekend local and regional travel alternatives can be demonstrated as accessible from the site when the parking reduction is proposed. 5-4.4 **Parking Areas** Locations of proposed parking areas shall be arranged to meet the Countywide Transportation Plan and General Plan goals for the planning subarea and policy area where the development will be located. 5-4.5 **Site Access** Parking shall not be placed in conflict with site access points, and shall be arranged so as not to inhibit traffic flows into and out of the site. 5-4.6 **Parking Locations** As possible, parking lots and parking structures shall be located to the rear of development sites so as to bring buildings closer to the street, improving walkability and creating a sense of place. 5-4.7 **Parking Signage** Appropriate signage shall be provided for restricted parking spaces, including accessible spaces, day care pick-up and drop-off spaces, use-specific spaces adjacent to a shared parking area, and for visitor-specific spaces, as appropriate. 5-4.8 **Parking Requirements** The County will study appropriate rates of parking to ensure that sufficient parking is provided while not providing an overabundance of parking that can detract from the quality of a development. ### Traffic Management and Operations Significant development proposals may generate traffic exceeding normal conditions. Such proposals might include regional destinations such as major shopping or entertainment venues, conference centers, large religious or educational institutions, or other special event or activity centers. Such locations may warrant substantial transportation system improvements based on their peak usage, but would result in a substantially overbuilt network during most other times. Therefore, alternative solutions could be considered to support such proposals while promoting the goals of this plan through use of Traffic Management and Operations Plans (TMOPs). TRAFFIC MANAGEMENT AND OPERATIONS PLAN (TMOP) POLICIES 5-5.1 **Use of TMOPs** TMOPs shall be required only when extreme shifts to travel demand are anticipated based a proposed use. 5-5.2 **Alternative Modes** As feasible, alternative modes should be incorporated into TMOPs, specifically transit shuttles and general transit access. 5-5.3 **Traffic Mitigation Fees** To manage travel demand and encourage carpooling and use of transit shuttles, the County supports the use of parking fees as part of a TMOP. 5-5.4 **Traffic Control** Traffic control personnel shall be incorporated into TMOPs. Any changes to lane usage and access along public roads shall be approved in advance by the County and VDOT. 5-5.5 **Hours** As feasible, the County shall encourage timed events to be scheduled such that travel demand generated by the proposed use would occur outside of the normal peak commuting hours. This would promote the efficiency and effectiveness of the transportation system in the vicinity of the site and minimize impacts to regular travelers. # Chapter 6 – Regional, State, and Local Coordination Transportation planning is a complex process, requiring coordination with decision-making bodies from all levels of government and often with the private sector. Loudoun County actively participates in transportation planning processes at the regional, state, and local levels to ensure: * Effective coordination among appropriate agencies/bodies; * Full compliance with state and federal laws; * The ability to maximize regional, state, and federal funding; and ultimately * The provision of needed transportation facilities and services and implementation of the County’s vision for transportation. ## Regional Coordination As part of the Washington, D.C., metropolitan region, Loudoun County coordinates with various regional agencies in order to identify, plan for and implement priority transportation improvements, and ensure concerns of a regional nature are addressed. Federal and state laws form the framework of these associations. The County works cooperatively with three such regional bodies on a regular basis. They include the National Capital Region Transportation Planning Board (TPB), the Northern Virginia Transportation Authority (NVTA) and the Northern Virginia Transportation Commission (NVTC). Each of these institutions has distinct roles and is discussed in the sections that follow. ### The National Capital Region Transportation Planning Board (TPB) The National Capital Region Transportation Planning Board is the federally designated Metropolitan Planning Organization (MPO) for the entire Washington, D.C., metropolitan region. The TPB was established in 1965 in response to federal legislation that required urban areas to develop coordinated planning processes. The TPB plays an important role as the regional forum for transportation planning. MPOs prepare plans and programs that the federal government must approve in order for federal-aid transportation funds to flow to their regions. The TPB’s primary activities are the development of a 25-year Financially Constrained Long-Range Plan (CLRP) and a six-year Regional Transportation Improvement Program (TIP). At present, the TPB is in the process of developing an updated long range plan, referred to as Visualize 2045, which will contain both financially constrained and unconstrained transportation plans. Members of the TPB include representatives of local governments; state transportation agencies; the Maryland and Virginia General Assemblies; the Washington Metropolitan Area Transit Authority (WMATA); and non-voting members from the Metropolitan Washington Airports Authority (MWAA) and federal agencies. Loudoun County currently holds one seat which is filled by a member of the Board of Supervisors; a second seat will become available to Loudoun County when the County’s population surpasses 400,000 persons. The County became actively involved with the TPB in the mid-1980s during the early stages of planning for future transportation improvements such as the Dulles Corridor Metrorail Project and the Dulles Toll Road, and later the Dulles Greenway. The TPB’s activities are closely coordinated with the Metropolitan Washington Council of Government’s (MWCOG) programs for forecasting population and employment for the region, and with the air quality planning activities of the Metropolitan Washington Air Quality Committee (MWAQC). The CLRP responds to federal requirements that funding sources be identified for all strategies and projects included in long-range plans. Updated at least every three years, the CLRP includes only those projects and strategies that can be implemented over the planning period with funds that are “reasonably anticipated to be available.” The TIP shows how portions of the CLRP will be implemented over the first six years of the planning period. Individual projects in the CLRP and TIP are often analyzed in more detail in corridor or sub-area studies. These studies are conducted by state and local agencies in cooperation with the TPB, and in accordance with federal procedures. Loudoun County projects must be on this six-year program in order to receive federal or state funding. Because the TPB places a project in the CLRP only after a funding source is identified, the placement of a project in the CLRP and TIP creates a high probability that the project will be constructed. One reason for the strict criteria for project placement in the CLRP and TIP is that, under federal law, metropolitan areas must demonstrate that they comply with the Clean Air Act Amendments of 1990 and with a United States Environmental Protection Agency (USEPA) memorandum of March 1995 on the phased attainment process. The Washington, D.C., metropolitan region is currently designated as a non-attainment area for the federal health standards for ozone and fine particles. As such, the region has developed a State Implementation Plan (SIP) for the attainment of clean air standards and must demonstrate that planned transportation improvements are in conformance with the SIP. Each year, the CLRP and TIP are tested for air quality conformity. In recent years, conformity for specified pollutants has consistently been obtained by the region as called for in the SIP. Air Quality issues are further discussed in Chapter 7, Environmental and Heritage Resources. The Northern Virginia Transportation Authority (NVTA) Established in 2002 by the Virginia General Assembly, the Northern Virginia Transportation Authority is responsible for long-range regional transportation planning for Northern Virginia. Member jurisdictions include the Counties of Arlington, Fairfax, Loudoun and Prince William, and the Cities of Alexandria, Fairfax, Falls Church, Manassas, and Manassas Park. Loudoun County has been a member of the NVTA since its inception and holds one seat which by Code is filled by the Chairman of the Board of Supervisors. In accordance with its mission, NVTA is responsible for development of the TransAction Regional Transportation Plan, most recently updated and adopted in 2017, which identifies critical transportation projects requiring funding within Northern Virginia through the year 2040. TransAction stands for “A Transportation Action Plan for Northern Virginia” and is scheduled to be updated every five years. In 2013, NVTA’s role increased significantly with the General Assembly’s passage of HB 2313. That legislation created a dedicated revenue source for funding transportation projects through the NVTA. One of the criteria for jurisdictions to receive certain funding through the NVTA is that the transportation project for which funding is sought must be included in TransAction. Additionally, NVTA identifies priority projects for regional Congestion Mitigation and Air Quality Improvement (CMAQ) and Regional Surface Transportation Program (RSTP) funding each year. The Northern Virginia Transportation Commission (NVTC) The Northern Virginia Transportation Commission is responsible for coordinating public transportation planning and funding in the Northern Virginia jurisdictions of Arlington County, Fairfax County, Loudoun County, the City of Alexandria, the City of Fairfax, and the City of Falls Church. Created by the Virginia General Assembly in 1964, NVTC consists of 21 commissioners. Fourteen commissioners are locally elected officials from the six member jurisdictions, six are from the General Assembly, and the final commissioner is a representative of the Virginia Secretary of Transportation. Loudoun County holds two of the 21 seats which are filled by members of the Board of Supervisors. Loudoun County became actively involved with NVTC when it began collecting a 2% local gasoline tax in January 1989. As part of its mission, NVTC receives and administers gasoline tax funds for member jurisdictions. NVTC also advocates for funding for public transit, provides oversight for Virginia Railway Express (VRE) and Washington Metropolitan Area Transit Authority (WMATA) services, and coordinates planning for innovative transit services in the region, among other functions. Additionally, NVTC administers the I-66 Commuter Choice Program, which awards funding from I-66 inside the Beltway tolling revenues for transit infrastructure and service as well as transportation demand management programs in the greater I-66 Corridor through a competitive process. The Metropolitan Washington Airports Authority (MWAA) The Metropolitan Washington Airports Authority operates Washington Dulles International Airport and Ronald Reagan Washington National Airport under a 50-year lease with the Federal Government, as authorized by the Metropolitan Washington Airports Act of 1986, Title VI of Public Law 99-500. Washington Dulles International Airport, located within both Loudoun County and Fairfax County, provides domestic and international air service for the Mid-Atlantic region. Both airports were transferred to MWAA from the Federal Government in June 1987. Prior to that date, the airports were owned and operated by the Federal Aviation Administration in the U.S. Department of Transportation. MWAA is governed by a 17-member Board of Directors, which establishes the Authority’s policy and provides direction to management. Members of the Board are appointed by the Governors of Virginia and Maryland, the Mayor of Washington, D.C., and the President of the United States. The MWAA organization includes central administration, airports management and operations, and police and fire departments. MWAA is not taxpayer-funded but is self-supporting, using aircraft landing fees, rents, and revenues from concessions to fund operating expenses. In the early 2000s, MWAA embarked on a major capital construction program at Dulles Airport, including improved facilities and additional capacity with completion of a new airport traffic control tower, expanded airline gates, a fourth runway, and a train system that provides access between terminals. Airport capital improvements are funded by bonds issued by the Airports Authority, Federal and State Airport Improvement Program funds, and Passenger Facility Charges. In November 2008, the Commonwealth of Virginia transferred responsibility for the daily operation, maintenance, and control of the Dulles Toll Road to MWAA. Tolls collected are used for operation, maintenance, and improvements in the Dulles corridor, and to fund a portion of the construction of the Metrorail in the Dulles corridor. Additional construction funding is provided by Fairfax and Loudoun Counties, the Commonwealth of Virginia, and the Federal Government. MWAA is managing the Dulles Corridor Metrorail Project; the first phase to Reston opened in July 2014, and the second phase to Dulles and Loudoun County is under construction and is anticipated to be operational in 2020. ### The Washington Metropolitan Area Transit Authority (WMATA) The Washington Metropolitan Area Transit Authority, commonly referred to as Metro, was created by an interstate compact in 1967 to plan, develop, build, finance, and operate a balanced regional transportation system in the national capital area, to include Metrorail and Metrobus. WMATA is governed by a Board of Directors consisting of eight voting and eight alternate members. Maryland, Virginia, the District of Columbia, and the Federal Government appoint two voting and two alternate members each. Metro began operating the first phase of Metrorail in 1976. Today, Metrorail serves 91 stations and has 117 miles of track, with an additional six stations, including three in Loudoun County, and 12 additional miles of track to be opened with Phase 2 of the Silver Line in 2020. When Phase 2 of the Silver Line opens, MetroAccess paratransit service will also become operational within portions of Loudoun County. ### Route 28 Highway Transportation Improvement District Commission and Advisory Board The Route 28 Highway Transportation Improvement District Commission administers the Route 28 Highway Transportation Improvement District, established by Loudoun County in partnership with Fairfax County in 1987 to accelerate limited access improvements to Route 28, a key artery in the region. The Commission is made up of members of the Boards of Supervisors from both Counties and has the authority to subject the owners of industrial and commercial property within the District to a maximum additional tax assessment of 20 cents per $100 of assessed value. The funds collected are used for the road improvements and debt service on bonds issued by the state. The Route 28 Highway Transportation Improvement Advisory Board submits an annual report to the District Commission on the transportation needs of the District and activities of the Board, and presents special reports concerning the District tax as requested by the Commission or either the Fairfax or Loudoun Board of Supervisors. The Advisory Board consists of members appointed by the Boards of Supervisors and selected by landowners within the Route 28 District. ### Specific Regional Coordination Topics #### New Potomac River Crossing For more than fifty years, various studies and regional plans have considered an additional roadway connection across the Potomac River between Virginia and Maryland west of Interstate 495. In September 2016, the Board of Supervisors (Board) included the concept of a new Potomac River crossing on its list of Strategic Plan initiatives and subsequently included the item on its Strategic Plan Initiatives Work Plan in January 2017. On June 29, 2017, at its annual Transportation Summit, the Board received a presentation summarizing the history of the proposed Potomac River crossing as well as data resulting from previous studies. At that time, the Board initiated a study to identify a series of potential corridors recommended for further analysis in an area bounded by Route 7 on the south, the Potomac River on the north, Fairfax County on the east and Goose Creek on the west. This study was completed in August 2018 with a report that provides an overview of the potential benefits and challenges of a new Potomac River crossing. On September 20, 2018, the Board recognized two of the corridors identified in the August 2018 report, namely Corridor D and Corridor E, and the area between these corridors, as the County’s preferred location for a future Potomac River crossing. Both were mapped as 2,000-foot wide corridors to identify existing conditions and environmental concerns within the corridor and surrounding areas. Specific roadway alignments were not established within the identified corridors. Corridor D Overview Corridor D begins at the interchange of Route 7 and Route 28. From this southern terminal point, Corridor D runs northwest generally following Broad Run. Corridor D runs through the eastern portion of Bles Park and terminates on the southern bank of the Potomac River just west of the mouth of Broad Run and near Selden Island in the Potomac River. As identified in the August 2018 report, Corridor D has potentially large impacts to existing residential properties, 100-year floodplain, and parks. Corridor D would have minor impacts to wetlands, existing transportation infrastructure, utilities, commercial properties, and regional connectivity. Corridor E Overview Corridor E begins at the interchange of Route 7 and Loudoun County Parkway. From this southern terminal point, Corridor E runs northwest following the existing alignment of Loudoun County Parkway to the intersection of Loudoun County Parkway and George Washington Boulevard. From that intersection, Corridor E continues north along the western edge of the University Center development just east of the Potomac Farms subdivision and into Bles Park. Corridor E terminates on the southern bank of the Potomac River near Selden Island in the Potomac River. From the report, Corridor E has potentially large impacts to existing residential and commercial properties. Corridor E would have minor impacts to 100-year floodplain, wetlands, recognized environmental conditions, public facilities, existing transportation infrastructure, historic resources, and utilities. Potomac River Potential Crossing: Corridor D Map <
> Potomac River Potential Crossing: Corridor E Map <
> 6-6 Homeland Security Evacuation Preparedness The 2019 CTP incorporates a wide range of mobility choices and improvements to existing network facilities that will enhance the County’s capability to address Homeland Security Emergency Evacuations. The County currently has numerous arterial highways, several of which are multi-lane roadways, which connect Loudoun County to its neighboring jurisdictions, namely Fairfax County, Prince William County, Fauquier County, and Clarke County in Virginia, Frederick County and Washington County in Maryland, and Jefferson County in West Virginia. The 2019 CTP plans to improve the capacity of many of these highways to bordering counties, including but not limited to Route 50, Route 606, Northstar Boulevard (North-South Corridor of Statewide Significance), Route 659, Route 15, and Route 7, among others, in the collector and arterial network. Route 7, Route 15, and Route 28 are all recognized as corridors in Virginia’s portion of the National Highway System, and improvements to these facilities provide significant benefits to inter-county and inter-state connectivity. From a transit perspective, the County has invested in two new Silver Line Metrorail Stations that will provide additional capacity to efficiently move more people into or out of the County. The County has a robust bus transit network that will evolve in the future to provide long-range commuter routes as well as local route connectivity between the Metrorail stations and surrounding residential and employment activity generators. The 2019 CTP also provides a strategic plan for the development and enhancement of bicycle and pedestrian facilities throughout the County, joining the local network with regional connections such as the W&OD Trail. Intelligent Transportation Systems (ITS) are also a priority of the 2019 CTP, and the County is taking steps towards implementing ITS improvements to the transportation network. There are a wide range of applications that allow for the collection, processing, and sharing of data to inform travelers, ease congestion, improve traffic management, and improve safety. ITS improvements may include coordinated traffic signal control, emergency vehicle signal preemption, and dynamic messaging signs, among others, that would assist in redirecting traffic efficiently in an emergency situations. All of these transportation enhancements cooperatively provide a connected network for the movement of people during their daily commutes, as well as in the event of an emergency. Regional Recreational Access Loudoun County is situated near two major national recreational corridors just outside of its boundaries, namely the Appalachian National Scenic Trail along the Blue Ridge and the Chesapeake & Ohio (C&O) Canal Towpath along the Maryland shoreline of the Potomac River. There are limited non-motorized connections between Loudoun County and these corridors for individuals wishing to access them without the use of a motor vehicle, or conversely, for individuals hiking or biking along these corridors wishing to access points within Loudoun County. Improved connections could, for example, provide access between the Appalachian Trail at Snickers Gap and the Village of Bluemont, between the C&O Canal Towpath at Brunswick, Maryland to the Town of Lovettsville, and between the C&O Canal at White’s Ferry and the Washington and Old Dominion (W&OD) in the Town of Leesburg. Regional Transportation Coordination Policies 6-1.1 **County Participation in Regional Organizations** The County will continue to participate as a member of regional transportation planning agencies to increase the County’s role and status in the regional planning arena and to generate support for transportation projects that are contained within the Loudoun County 2019 Countywide Transportation Plan (2019 CTP). Roadways and other transportation facilities identified in the 2019 CTP, including interconnected linear open space, represent planned or improved transportation facilities Countywide and their ultimate conditions. Transportation facilities noted in this plan are will be updated on a regular basis through the County’s transportation planning process in coordination with regional planning agencies, and by resolution of the Board of Supervisors. 6-1.2 **Issues of Mutual Concern** The County will continue to work with other localities on specific issues of mutual regional concern, such as the Route 28 Highway Transportation Improvement District (HTID), and to provide support for appropriate regional transportation improvements outside the County. 6-1.3 **Potomac River Crossing** The County is committed to the on-going study of a future Potomac River Crossing between Virginia and Montgomery County, Maryland. The County’s preferred location for such a crossing is within the boundaries identified as Corridor D and Corridor E, and the area between these identified corridors. This future crossing will take every measure to avoid the removal of any existing residential dwellings within Loudoun County. 6-1.4 **Potomac River Crossing Coordination** The County will develop a plan for regional coordination and collaboration with local and state jurisdictions, as well as with federal agencies, to advance the concept of a future Potomac River Crossing. 6-1.5 **Homeland Security Evacuation Preparedness** The County will coordinate with other local jurisdictions in the region, as well as state and federal agencies, regarding regional evacuation plans for emergency situations. 6-1.6 **Regional Recreational Access** The County will work with adjacent jurisdictions and agencies to identify and implement improved non-motorized access between the Appalachian Trail and the Chesapeake & Ohio Canal Towpath to points within Loudoun County. State Coordination Of equal importance to its coordination with regional agencies, the County must partner with state agencies to realize its vision for transportation. Coordination with VDOT is particularly important given that the state is responsible for maintenance and operation of all public roadways in Loudoun County. The Commonwealth Transportation Board (CTB) At the forefront of transportation issues for the state, the Commonwealth Transportation Board (CTB) is a governor-appointed 17-member body that establishes administrative policies for Virginia’s transportation systems and allocates funding for highway projects, airports, seaports and public transportation. CTB-approved programs are administered through the various transportation-related state agencies, including the Virginia Department of Transportation (VDOT), the Virginia Department of Rail and Public Transportation (DRPT), the Port of Virginia, and the Virginia Department of Aviation. Office of Intermodal Planning and Investment (OIPI) The Office of Intermodal Planning and Investment is located within the Office of the Secretary of Transportation and was created in 2002 to encourage the coordination of multimodal and intermodal planning across the various transportation modes within the Commonwealth. Since then, the office has produced multiple statewide planning efforts, performance reports, and collaborated with multiple entities to promote a safe, strategic, and seamless transportation system. OIPI is also charged with assisting the CTB in the development of the Statewide Transportation Plan, currently known as VTrans2040. VTrans2040 identifies is the long-range, statewide multimodal policy plan that lays out overarching Vision and Goals for transportation in the Commonwealth. It identifies transportation investment priorities and provides direction to transportation agencies on strategies and programs to be incorporated into their plans and programs. VTrans2040 identifies multimodal needs across the Commonwealth. VTrans2040 focuses on the needs of the Commonwealth’s statewide network of Corridors of Statewide Significance, the multimodal regional networks that support travel within metropolitan regions, and improvements to promote locally designated Urban Development Areas. In Loudoun County, the Northstar Boulevard / Belmont Ridge Road corridor is a designated Corridor of Statewide Significance, referenced as “North-South Corridor G,” and the locally designated growth boundary is comprised of the Urban, Suburban, and Transition Policy Areas as well as the Leesburg JLMA. VTrans2040 is divided into two components: the VTrans2040 Vision Plan (Vision Plan) and the VTrans2040 Multimodal Transportation Plan (VMTP). The VTrans2040 Vision component lays out Virginia’s Guiding Principles, Vision, Goals, and Objectives in a policy framework to guide partner agency investment decisions over the next 25 years. The VTrans2040 VTMP component includes a Statewide Transportation Needs Assessment. This needs assessment serves as a screen for state funding consideration through the SmartScale program. The Virginia Department of Transportation (VDOT) The Virginia Department of Transportation is responsible for the maintenance and operation of all public roads in Loudoun County (excluding incorporated towns with populations greater than 5,000 people). Included with this responsibility is the provision of transportation improvement projects to ensure the continued mobility of the traveling public. The County works closely with VDOT in the identification and implementation of priority transportation projects through the Six-Year Improvement Program (SYIP). These projects represent a portion of the County’s priorities and are the culmination of significant programming, design, and funding actions. VDOT’s Locally Administered Projects (LAP) Program offers opportunities for the County to directly manage construction, as well as planning, environmental clearance, design, and permitting of transportation projects that include VDOT funding. This approach helps to streamline project development, saving time and money in the process, and bringing projects to fruition in an abbreviated time-frame compared to past projects. In 2006, VDOT approved Loudoun County’s application to participate in a predecessor to the LAP program for the rehabilitation of historic Hibbs Bridge on Route 734. The Hibbs Bridge project was successfully completed by the County’s Office of Capital Construction in 2007. More recently, with the development of the County’s robust CIP since 2012, several other projects have been or are currently being administered under the LAP program through the County’s Department of Transportation and Capital Infrastructure (DTCI). These projects include the extension of Claiborne Parkway between Croson Lane and Ryan Road; construction of the Route 7 / Belmont Ridge Road Interchange; the widening of Belmont Ridge Road between Truro Parish Drive and Croson Lane, and Northstar Boulevard between US Route 50 and Tall Cedars Parkway. The County also works with VDOT and the development community in the land development review process regarding road improvement issues, including through the Chapter 527 legislation initially passed by the Virginia General Assembly in 2006 and which became effective July 1, 2007. This legislation allows VDOT to review and submit comments on comprehensive plans and plan amendments and certain rezoning proposals, as well as their associated traffic impact analyses. It is intended to provide local governing bodies and their constituents with additional information to aid in the land use and transportation decision-making process. In general, comprehensive plans or plan amendments that have a substantial impact on, or cause a substantial change to, the existing transportation network or state-controlled/maintained highways, and land development applications that have a significant impact on state-controlled highways must be submitted to VDOT for review and comment. The specific criteria that are used with each type of application are contained within the VDOT *Updated Traffic Impact Analysis Regulations Administrative Guidelines*, 24VAC30-155. The County intends to continue its current relationship with VDOT as the County continues to implement public transportation infrastructure improvements to design and construct roadways, bicycle, and pedestrian facilities as identified in the Loudoun 2040 Countywide Transportation Plan. ### The Virginia Department of Rail and Public Transportation (DRPT) The Virginia Department of Rail and Public Transportation focuses on the movement of people and goods throughout the Commonwealth, primarily in the areas of rail, public transportation, and commuter services. DRPT works with local, regional, state, and federal governments, as well as private entities to provide support for projects and programs by: * Assessing feasibility and environmental impacts of new and expanding services; * Conducting statewide rail and public transportation studies; * Planning and programming new services and capital improvement projects; and * Providing leadership, advocacy, technical assistance and funding. DRPT works with private railroad companies to promote freight rail and to expand access to passenger rail across Virginia, including Amtrak and Virginia Railway Express (VRE) services. DRPT supports both passenger and freight rail initiatives through funding options, expert advice, research, and advocacy, and represents the State’s interests in interstate and national rail issues. DRPT also provides advice, support, and funding to local bus as well as commuter bus and rail services throughout Virginia. Commuter Services Programs, which work to promote carpools, vanpools, telework, and other alternative modes of transportation to Virginia’s commuters, help to save individuals (and employers) time and money, and can also help manage traffic congestion and benefit the environment. DRPT partners with commuter service programs operating in the Commonwealth, including Loudoun County Commuter Services, to provide information, business incentives, and ridematching services. Additionally, with regard to increased focus on multimodal transportation across the Commonwealth, DRPT in 2013 developed the Multimodal System Design Guidelines to provide a framework for multimodal planning at regional, local, and corridor scales. These guidelines provided an alternative to VDOT’s Road Design Manual, and in 2014 VDOT amended its Road Design Manual to allow for the application of these guidelines in certain designated urban areas in jurisdictions where VDOT operates and maintains the public road network. Further information regarding the DRPT Multimodal System Design Guidelines is provided in Chapter 3, The Built Environment – Transportation and Land Use. Local and Other Coordination As an extension of its coordination with other agencies, particularly VDOT, the County works with other key entities to ensure appropriate coordination is accomplished for certain transportation issues, initiatives, and projects. The most common of these are as follows: * The County coordinates with its towns and neighboring jurisdictions as well as regional agencies. * The County develops and pursues a legislative program with the Virginia General Assembly that includes transportation facilities and funding and also coordinates with other jurisdictions on transportation matters of mutual interest. * The County facilitates Transportation Demand Management (TDM) programs through the County’s Transit and Commuter Services program, in coordination with DRPT, VDOT, MWCOG, and local Transportation Management Associations (TMA's). Each organization provides technical and financial support through grant programs, research, training, and marketing assistance. As part of each program, the County provides employer outreach opportunities to assist employers in developing or expanding employee transportation programs. State, County, Local and Other Coordination Policies 6-2.1 VDOT Transportation Planning Coordination The County will continue to encourage the VDOT to participate in long-range planning processes to provide the input for the formulations of County transportation policy. 6-2.2 VDOT Funding Coordination The County will submit applications for funding to VDOT for the various funding programs managed by VDOT. 6-2.3. **VDOT Land Development Coordination** The County will obtain VDOT’s input into development applications through the County’s land development application referral process, and by working with VDOT and applicants to ensure that proposed public streets are accepted into the state’s system. This will include submissions of development related traffic impact analysis to VDOT for review in accordance with the Chapter 527 legislation. 6-2.4 **VDOT Roadway Crossing Coordination** The County will ensure multi-way stop controls, mid-block marked crosswalks, and marked crosswalks across uncontrolled approaches are not installed prior to street acceptance by VDOT; unless supported by an engineering study. 6-2.5 **VDOT LAP Project Participation** The County will continue to manage projects under VDOT’s LAP Program and coordinate with VDOT throughout all phases of project development and implementation. 6-2.6 **Coordination with Incorporated Towns** The County will work with officials and citizens of its towns to discuss transportation issues and opportunities. Participation of local citizens and associations in local road design will be encouraged as part of the process for the Primary and Secondary Road Programs. 6-2.7 **Coordination with Adjacent Jurisdictions** The County will work with adjoining jurisdictions to create seamless road, bicycle, and pedestrian connections across borders wherever possible. 6-2.8 **DRPT Coordination** The County will continue to facilitate TDM programs in coordination with the DRPT, other partner agencies, and local TMAs. ### Local Control and Management Options In Virginia, responsibility for public roads in most counties lies with the state. However, state legislation permits counties to take responsibility for road management. This local control is mandatory in incorporated towns larger than 3,500 people and in cities. The Towns of Leesburg and Purcellville presently have this responsibility. Recent indications are that the state may encourage increased local responsibility as a means of reducing costs. The terms of transferring responsibility for secondary roads from VDOT to Loudoun County, commonly referred to as devolution, would require agreement between the Commonwealth Transportation Board and the Board of Supervisors. Local management and responsibility for roads would entail significant costs to the County. Should Loudoun choose to maintain its local roads, the County could face annual maintenance expenditures, depending on the level of state funding to the County. This figure does not include the potentially larger costs of additional preconstruction and review staff, equipment, materials, and other costs associated with local control of secondary roads. For now, the County has chosen to continue relying on VDOT’s management and maintenance support of all primary and secondary public roads in the county. The Public-Private Transportation Act of 1995 (PPTA) is the legislative framework enabling the Commonwealth of Virginia, qualifying local governments, and certain other political entities to enter into agreements authorizing private entities to acquire, construct, improve, maintain, and/or operate qualifying transportation facilities. The public entities may either solicit or accept unsolicited proposals from private sources. Loudoun County has utilized the PPTA to fund needed transportation improvements in the Route 28 and Dulles Greenway Corridors. Planned transportation projects beyond those currently constructed in these corridors will be evaluated to assess whether application of the PPTA is appropriate. Local Control and Management Options Policies 6-3.1 **VDOT Maintenance Responsibility** VDOT will continue to have responsibility over all public roads in Loudoun County, except incorporated towns with populations larger than 3,500 people. 6-3.2 **Projects Consistent with County Policy** The County will encourage transportation projects that minimize the fiscal impact of construction, operation, and maintenance on the County to the extent that such projects are also consistent with the County’s land use, natural, environmental, and heritage resources policies. 6-3.3 **VDOT Standards** All roads to be maintained by VDOT will be built to VDOT standards or VDOT permitted variations from VDOT standards for admission into the state system. 6-3.4 **PPTA Project Review** The County will review any transportation projects proposed for construction in Loudoun County under the provisions of the Virginia Public-Private Transportation Act of 1995 (PPTA). This page left blank for printing purposes. # Chapter 7 – Environmental and Heritage Resources The protection of the natural and built environment in and around Loudoun County is a top priority of this plan. Consistent with state and federal legislation and the policies of the General Plan, the 2019 CTP supports the protection of Environmental and Heritage Resources, with specific policies to address transportation-related impacts. Additional policies on these matters can be found in the General Plan. ## Environmental Resources ### Air Quality Loudoun County is actively involved in the protection of air quality through its engagement in the regional planning process. The County participates in this process as a member of the National Capital Region Transportation Planning Board (TPB) and the Metropolitan Washington Air Quality Committee (MWAQC) through the Metropolitan Washington Council of Governments (MWCOG), the Metropolitan Planning Organization (MPO) for the region. The Washington Metropolitan region is currently designated by the US Environmental Protection Agency (EPA) as a nonattainment area for federal health standards with respect to ozone and fine particles (PM2.5), which means that potentially serious health problems can be expected as a result of the levels of these pollutants in the atmosphere. In 1977, Federal clean air legislation was enacted which specified that an MPO could not approve any transportation project that did not conform to a State Implementation Plan (SIP) for attainment of clean air standards. Following in 1990, the Clean Air Act Amendments (CAAA) further defined conformity of an implementation plan as “meeting the purpose of eliminating or reducing the severity and number of violations of the national ambient air quality standards and achieving expeditious attainment of such standards.” Each year the TPB updates two regional planning documents that make up the implementation plan. The Financially Constrained Long-Range Plan (CLRP) and the Regional Transportation Improvement Plan (TIP). The CLRP has a long-range planning horizon of 25 years while the TIP focuses on all regionally significant projects in a short-term six-year time frame. Both the CLRP and TIP are required to have an EPA finding of air quality conformity each time they are updated. The most recent CLRP and TIP (2016 CLRP and FY 2017-2022 TIP, respectively) have been demonstrated to be in conformance with regional transportation plans according to the Air Quality Conformity Assessment. Should air quality conformity fail to be attained in the future, the region could face federal sanctions, including loss of highway funding. It is very important that policies support lowering total vehicle emissions and meeting air quality standards. The County’s land use policies, calling for high density development at major transit nodes and implementation of transit routes are important factors. These policies promote new transit and ridesharing services—Metrorail, express inter-jurisdictional bus and local bus, and carpools and vanpools. They include bicycle and pedestrian improvements as well as travel demand management strategies such as telecommuting and flexible work hours. The County supports a comprehensive approach to implementing these measures to reduce the use and dependence on the private automobile. Air Quality Policies 7-1.1 **Clean Air Attainment** The County will participate in the regional Clean Air Act Attainment Plan air quality conformity evaluation process. 7-1.2 **National Environmental Policy Act** All transportation planning will comply with the Federal Clean Air Act Amendments of 1990 through support of the State Implementation Plan (SIP). 7-1.3 **Reducing Trips** The County will implement land use policies that will reduce vehicular trips and vehicle miles traveled to achieve the air quality standards required by the federal, state or county government, whichever are the most stringent. Such land use measures may promote pedestrian facilities, bicycle use, ridesharing, mass-transit options, and mixed-use communities. 7-1.4 **Electric Vehicle Charging Stations** The County encourages the use and installation of electric vehicle charging stations at County owned facilities and County park and ride lots. Electric vehicle charging stations are encouraged to be installed at private parking lots. Water Quality The County seeks to preserve and protect the quality of surface water and groundwater. In Loudoun County, disturbances to river and stream corridors and their associated floodplains are regulated by the United States Army Corps of Engineers (the Corps) and the Virginia Department of Environmental Quality (DEQ), with regular coordination with the County’s Department of Building and Development. The Corps and DEQ call for the avoidance and minimization of impacts to the maximum extent practicable and to provide compensatory mitigation for authorized impacts exceeding established thresholds. The County supports measures that protect water quality by minimizing the intrusion of the road network on river and stream corridor resources and areas underlain by limestone. The County also seeks to protect these areas by establishing buffers to maintain stream bank stabilization, temperature moderation, flood control, and aquatic habitat as well as filtering nutrients and sediments from upland disturbances. Water Quality Policies 7-2.1 **Road Crossing Locations** Road crossings of the river and stream corridor resources will avoid or, when avoidance is not feasible, minimize and mitigate disturbances within floodplains and steep slopes. Road crossings will be constructed generally perpendicular to the flow of the drainage way to minimize impacts. Road alignments designed to extend within and parallel to the floodplain will be avoided. 7-2.2 **Stream Maintenance** Road crossings will avoid, minimize, and compensate for filling of jurisdictional waters and wetlands in a manner consistent with requirements of the United States Army Corps of Engineers and the Virginia Department of Environmental Quality. A natural stream channel will be maintained beneath road crossings to minimize impacts on stream flow and habitat. The County supports the mitigation of stream and wetland impacts and the creation of stream and wetland mitigation banks to improve water quality within Loudoun County. 7-2.3 **Riparian Buffers** Forested riparian buffers are a crucial component of environmental planning. Road crossings will avoid disturbance of forested riparian buffers. Where this is not feasible, road crossing projects will include reforestation to compensate for lost forest habitat. 7-2.4 **Limestone** Road projects proposed in areas underlain by limestone / karst features will seek to avoid sensitive environmental features. **Noise Exposure** It is the County’s intention to protect residents from exposure to excessive noise from transportation facilities within reasonable limits by applying recognized standards, including impacts resulting from County roadway projects. Where applicable, the County will seek federal and state assistance in mitigating traffic noise problems near existing developments. The County should also adopt the state standards into the Zoning Ordinance to ensure that future development protects itself from noise problems. These policies are not intended to apply to temporary noise sources such as transportation construction projects. **Noise Policies** 7-3.1 **Land Development** All proposals for residential, institutional, or other noise sensitive uses adjacent to existing or proposed arterial and major collector roads will complete a study of predicted traffic noise to ensure that forecasted noise levels fall within acceptable levels, or can be abated to meet County standards. 7-3.2 **Noise Studies** Roadway noise studies will use the most recent version of the Federal Highway Administration’s Highway Traffic Noise Prediction Model (FHWA-RD-77-108, as amended), or other industry-accepted highway noise model. Studies will use a design year no less than 10 years after the road corridor is anticipated to be completed to its ultimate condition and open to traffic, with considerations for planned design speed, pavement type, future topography, and lane configurations. Forecasted traffic volume projections will be provided by the County upon request. 7-3.3 **Noise Abatement Criteria** A noise level is considered to approach the noise abatement criteria when it is 1 dBa less than the noise abatement criteria for a defined use. A noise level is considered to substantially exceed existing noise levels when noise levels increase by 10 dBa or more. Hourly A-Weighted Sound Levels in Decibels (dBa) will demonstrate future noise levels at, or below the following levels: * Lands on which serenity and quiet are of extraordinary significance and serve an important public need and where the preservation of those qualities is essential if the area is to continue to serve its intended purpose – **57 Leq (h) (exterior)** * Picnic areas, recreation areas, playgrounds, active sports areas, parks, residential yards, motels, hotels, schools, churches, libraries, and hospitals. – **67 Leq (h) (exterior)** * Commercial uses or developed lands, properties, or activities excepting those described above – **72 Leq (h) (exterior)** * Residences, motels, hotels, public meeting rooms, schools, churches, libraries, hospitals, and auditoriums – **52 Leq (h) (interior)** Traffic noise impacts can occur below the Noise Abatement Criteria List Above. These criteria should only be used as absolute values which, when approached or exceeded, require the consideration of traffic noise abatement measures. These do not represent federal standards or desirable noise levels and should not be used as design goals for noise barrier construction. 7-3.4 **Noise Reduction** Noise abatement will provide at least a 5dBA reduction in highway traffic noise levels in order to provide noticeable and effective attenuation and will be in place prior to the issuance of occupancy permits for any impacted structures. 7-3.5 **Noise Abatement Types** Structural noise abatement measures, such as concrete walls, shall not be used unless required noise reductions cannot be reached by other means. Passive noise abatement measures are preferred including adequate setbacks, earthen berms, wooden fences, and dense tree vegetation. When used, noise walls will include design elements such as articulated walls and gradual descents that blend with natural features in the landscape. Walls should be supplemented with appropriate landscaping and reflect the character of the surrounding natural environment. 7-3.6 **Responsibility** Construction and maintenance costs associated with noise abatement measures needed for land development activities will be borne by the associated development(s). ### Heritage Resources The rural character of the County is deeply associated with the County’s rich history. Stone walls and tree-lined rural roads frame great expanses of farmland dotted with historic homes, barns, and small farm structures creating a unique Loudoun landscape.. Loudoun has dozens of historic sites and districts listed in the National Register of Historic Places and many historic and archeological resources yet to be evaluated for the Register, as well as five National Landmark sites. Loudoun County has most recently been recognized as part of the nationally renowned “The Journey Through Hallowed Ground” corridor, a historically and culturally significant corridor that extends through Loudoun County, and follows Route 15. The Journey Through Hallowed Ground National Heritage Area is a 180-mile long, 75-mile-wide historical region extending from Gettysburg, Pennsylvania to Monticello in Charlottesville, Virginia. The County Board of Supervisors joined The Journey Through Hallowed Ground Partnership in 2008 with the issuance of a resolution of support for this National Heritage Area. This corridor includes many of the sites already recognized in the County as historic treasures including the John Mosby Heritage Area. All of these sites are major tourist destinations. The impact that roads and other means of transportation have on the rural landscape must be considered during the design of road-improvement and new construction projects. These sites are closely tied to their rural settings and can be negatively affected by road projects. The County has six designated historic and cultural conservation districts, two historic site districts, and one historic roadway district. There are also three town-administered historic districts and one historic district on the Virginia Register of Historic Places. One method used by the County to help facilitate the public awareness of scenic roads and their associated landscapes is through state-designated “Virginia Byways,” as authorized by the 1966 Scenic Highway and Virginia Byways Act. Virginia Byways are corridors with significant aesthetic and cultural value, leading to or lying within areas of historical, natural or recreational significance. Virginia Byways designation ensures valued heritage resources are considered as part of road improvement and maintenance projects. The designation does not guarantee the conservation and protection of roadways or their adjacent corridors. Local land use controls are still needed to preserve the unique character of the Virginia Byway corridor. Seventeen Virginia Byways are located in the County. Route 15 is also designated as a National Scenic Byway. Seventeen Virginia Byways are located in the County. They are: • Route 7 (Colonial Highway) from the intersection with Route 287 in Purcellville east through the Town of Hamilton to the intersection with Route 699 (Dry Mill Road); • Route 9 (Charles Town Pike) from its intersection with the Route 7 bypass and Route 662 (Clarkes Gap Road) to the West Virginia State Line; • Route 15 (James Monroe Highway) from the Maryland State Line south to the Prince William County Line; • Route 662 (Clarkes Gap Road) from Waterford to Route 9 at Paeonian Springs; • Route 665 (Loyalty Road) from Taylorstown to Waterford; • Route 671 (Harpers Ferry Road) from its intersection with Route 9 (Charles Town Pike) to the intersection with Route 340 near the Potomac River; • Route 673 (Milltown Road) from the intersection with Route 287 (Berlin Turnpike) in Lovettsville to the intersection with Route 681 (Milltown Road) southwest of Lovettsville; • Route 681 (Milltown Road) from the intersection with Route 673 (Featherbed Lane) to Route 698 (Old Wheatland Road) near Waterford; • Route 690 (Mountain Road) from Route 673 (Irish Corner Road) near Lovettsville to Hillsboro; • Route 699 (Dry Mill Road) from the intersection of Route 7 (Colonial Highway) to the intersection of Loudoun and King Street (Route 15) in the Leesburg Historic District; • Route 704 (Harmony Church Road) from the intersection of Route 7 (Colonial Highway) in Hamilton to Route 15; • Route 719 (Woodgrove Road) from Round Hill to Hillsboro; • Route 722 (Lincoln Road) from the southern boundary of Purcellville, including the JLMA, to the intersection with Route 728 (North Fork Road); • Route 728 (North Fork Road) from the intersection of Route 722 (Lincoln Road) to the intersection of Route 731 (Watermill Road); • Route 731 (Watermill Road) from the intersection of Route 728 (North Fork Road) to the intersection with Route 734 (Snickersville Turnpike); and • Route 734 (Snickersville Turnpike) in its entirety from Bluemont to Aldie. • Route 751 (Cider Mill Road) in its entirety from the intersection of Route 719 (Woodgrove Road) to the intersection with Route 9 (Charles Town Pike) The Zoning Ordinance empowers the County to further protect historic roads through the designation of Historic Roadway Districts and Historic Access Corridor Districts. Route 50 through the Mosby Heritage Area will be considered for designation as either a Historic Roadway District or Historic Access Corridor and Route 626 will also be considered for designation as a Historic Access Corridor. The County will work with the Town of Leesburg to designate Edwards Ferry Road from Battlefield Parkway east to River Creek Parkway as a Historic Access Corridor. The Beaverdam Creek Historic Roadways District, in the southwestern portion of the County, has already been established using this section of the Zoning Ordinance. *Heritage Resource Policies* 7-4.1 **Preservation and Protection** The County supports heritage resource and archeological studies for transportation project and will implement measures to protect cultural, historic and archaeological sites which are affected by state-funded road improvement projects and supports archeological studies for state-funded improvements, including use of Section 106 and 4F processes when required. 7-4.2 **National Scenic Byways** The County supports The Journey Through Hallowed Ground National Scenic Byway designation of US Route 15 and will incorporate the National Scenic Byway guidelines to ensure that improvements are constructed to meet these standards, as applicable. The County will coordinate with VDOT on road improvement plans along this corridor. 7-4.3 **Virginia Byways** The County will work with the state to recommend and implement Virginia Scenic Byway designations along roads of significant aesthetic or historical value. The County will coordinate with VDOT on road improvement plans along these corridors. 7-4.4 **Designation of Corridors and Districts** The County will identify, define, and designate Historic Roadway Districts, and Historic Access Corridor Districts beneficial to preserving the rural and community character of the County. The creation of Historic Roadway Districts and Historic Access Corridors will be a community-driven process to include relevant Advisory Boards, Commissions, and Committees. 7-4.5 **Middleburg** The County, in coordination with the Town of Middleburg, will protect the entrance corridor to the National Register Middleburg Historic District, as well as the scenic and historic character and importance of the first paved road in the Commonwealth, the County will designate Route 50 through the Mosby Heritage Area as a Historic Access Corridor or Historic Roadway District as provided for in the Revised 1993 Zoning Ordinance. To further protect the entrances to the Middleburg Historic District, the County will designate Route 626 (Foxcroft Road and The Plains Road) as a Historic Access Corridor as provided for in the Zoning Ordinance. 7-4.6 **Waterford** The County will protect the Waterford National Historic Landmark, as designed by the National Park Service, as well as the scenic and historic character and importance surrounding roadways and will seek opportunities to enhance protections of this area through traffic calming measures and other efforts to encourage through traffic to use alternate routes. 7-4.7 **Mosby Heritage Area** The County will pursue Virginia Byways designation by the Commonwealth for Route 626 in its entirety and Route 50 in the Mosby Heritage Area. 7-4.8 **Edwards Ferry Road** The County will work with the Town of Leesburg to designate Edwards Ferry Road from Battlefield Parkway east to River Creek Parkway as a Historic Access Corridor along the spine of the Ball’s Bluff Battlefield National Historic Landmark. The County will also work with the Town of Leesburg to pursue Virginia Byways designation by the Commonwealth for Edwards Ferry Road in this area. 7-4.9 **Historic Towns and Villages** In addition to those noted in the above policies, the County will seek opportunities to enhance and protect historic landmarks and buildings within the incorporated Towns and designated Villages. This page left blank for printing purposes. # Chapter 8 – Prioritization and Funding It is important that the County set priorities for its planned transportation improvements in order to be able to efficiently focus public and private resources on major projects needed in both the short- and long-term. This chapter is intended to provide general guidance for the Board of Supervisors to consider in its development of the Capital Improvement Program (CIP). This six-year program, updated annually based upon real and forecasted budget allocations, provides funding for transportation infrastructure development throughout the County. Funding sources, which are outlined later in this chapter, include County revenues, as well as Regional, State and Federal funds as distributed to the County. This chapter provides high-level guidance on prioritization of projects and provides policy to enable the County to seek funding opportunities for desired projects. It is not intended to provide a ranked listing of projects, as such rankings occur during the annual CIP development. Rather, the policies below provide broad guidance relating to completing missing links for all modes, considering functional classification, and coordinating with private project development to ensure available funding is optimized to maximize efficiency of the transportation network. ## Transportation Improvement Priorities Policies **8-1.1 General Guidance Documents** The County’s Capital Improvement Program (CIP) and the Virginia Department of Transportation’s Six-Year Improvement Program (SYIP) will be the key processes for prioritizing transportation improvements on a regular basis. The County will base transportation decisions in part on its land use policies contained in the *Loudoun County 2019 General Plan* (General Plan), as well as the 2019 CTP and its transportation model outputs. **8-1.2 Priority Project Considerations** Road and other transportation infrastructure improvements will promote traffic, pedestrian, and bicycle safety and mobility. This shall include appropriate locations for transit stops that provide for improved vehicular and transit operations consistent with area land uses and regional demands. **8-1.3 Priority Project Types** The County will place priority on transportation projects falling into one or more of the following types, in no particular order: * Projects that complete missing segments of arterial and major collector corridors * Projects within the County’s Intersection Improvement Program * Projects to provide connectivity in and around the County’s Metrorail stations * Projects that provide significant economic development benefits to the County * Projects within the County’s Sidewalk and Trail Program * Projects that incorporate “complete streets” concepts and features Funding Sources The planning, design, construction, operation and maintenance of a multi-modal transportation system are completely dependent upon the availability of adequate funding. The funding of transportation infrastructure requires significant expenditure of capital, typically beyond the resources of local government. Traditionally, the County has depended on State and Federal funds for the design and construction of transportation projects, augmented by private sector contributions, known as proffers. However, as traditional sources of funding dwindled, the County was forced to increasingly rely upon private sector contributions, and to implement funding alternatives, including the sale of bonds and the use of innovative financing options. While the County has been successful in utilizing a variety of means to finance transportation projects, the inherent uncertainty in the timing of infrastructure improvements linked to private sector projects remains a challenge. Also, key projects continue to remain unfunded or under-funded where financing is unavailable or inadequate. Finally, rising construction costs further complicate the issue. Accordingly, the County places an emphasis on setting priorities through annual project review and provides guidelines and direction for funding acquisition and management. In November 2006, Loudoun County voters approved the County’s first ever local road bond referendum in the amount of $51.3 million. The approval allowed for the sale of bonds to pay for the construction of an interchange at the intersection of Route 7 and Loudoun County Parkway, a section of Russell Branch Parkway associated with the interchange, and the full or partial design of six additional road projects. The approval of the 2006 referendum represented a commitment by the County and its voters to ensure the provision of priority transportation improvements in an effort to promote both economic development and quality of life. Building on this effort, beginning in 2012, the Board of Supervisors embarked on a robust transportation component of the County’s Capital Improvement Program (CIP), which as of 2018 has grown to a level such that transportation comprises over 50% of all CIP funding. Loudoun’s CIP is now one of the largest transportation programs administered by a local government anywhere in the United States. Additionally, with the passage of HB 2313 in 2013, the General Assembly authorized a significant source of dedicated revenue for funding transportation projects in Northern Virginia through the Northern Virginia Transportation Authority (NVTA). The various sources of funding that are available to the County are summarized below. These include local, regional, state, federal, and public-private funding sources (including proffers). Each of the listed funding programs has specific criteria that must be met in order to be used. The County seeks to take advantage of all available resources, or a combination thereof, in an effort to secure adequate funding and advance its transportation initiatives. Leveraging outside, or non-local source funding, is a primary goal for the County. For specific information on planned transportation expenditures within the County, please refer to the County’s latest adopted Capital Improvement Program (CIP), as well as VDOT’s latest adopted funding programs. Local Funding Sources General Obligation Bonds, Lease Financing and Revenue Bonds Many of Loudoun’s transportation projects have been financed by the sale of state bonds through the Northern Virginia Transportation Bond Act. Such improvements include the widening of Route 7 to six lanes between Route 28 and the Route 15 Bypass; the construction of the interchange at Route 7 and the Route 15 Bypass in Leesburg; and Route 15 safety improvements north of Leesburg. These bonds have been financed from different sources, such as recordation taxes, public right-of-way use fee, and the state’s general funds. Where appropriate Lease Financing and Revenue Bonds may be used to fund projects. The County’s use of bonds to fund transportation and non-transportation projects is subject to the Board’s self-imposed fiscal policies. Local Tax Funding / Local Tax Funding for Roads The Board has adopted a policy to fund a minimum of ten percent of the CIP using cash. Additionally, HB 2313 (2013 Session of the General Assembly), which provided funding to the NVTA, requires local jurisdictions to contribute, from their local funds, a level of funding equal to or exceeding the 30% formula distribution from the NVTA (“Maintenance of Effort”). The Board established a policy to designate $0.02 per $100 of assessed value of real estate property taxes to meet the Maintenance of Effort requirement. Local Gasoline Tax The County began to receive Local Gasoline Tax revenues in January 1989 with the formation of the Loudoun County Transportation District Commission (LCTDC). In January 1990, the LCTDC was dissolved, and Loudoun County became a member of the Northern Virginia Transportation Commission (NVTC). Local Gasoline Tax revenues are received by the Commonwealth and held in trust by NVTC for Loudoun County. Expenditure of Loudoun County’s Local Gasoline Tax revenue is regulated by the Interim Transportation Plan adopted by the former LCTDC on September 11, 1989, which organizes projects by category. Unlike other localities, Loudoun County can spend Local Gasoline Tax revenues for road improvements and bicycle and pedestrian improvements as called for in the 2019 CTP as well as on transit programs. Other Northern Virginia jurisdictions use the money solely for WMATA (Metro) expenses. Per Board direction, once Phase 2 of the Dulles Corridor Metrorail Project is complete, 100 percent of the funds will be directed to fund Loudoun County’s obligations to WMATA. The use of Local Gasoline Tax funds has been flexible. Funds have been used to leverage state Revenue Sharing Program funds and private contributions for road construction, to supplement primary and secondary road improvement projects, such as traffic signals, to improve traffic movement, to supplement the Commuter Bus operating costs and for a variety of locally oriented transportation projects that have no other funding source. Beginning in FY 2018, most Local Gasoline Tax funds were set aside to fund the upcoming expenses related to Metrorail. In FY 2019, all Local Gasoline Tax funds will be used for Metrorail-related costs. Regional Funding Sources Northern Virginia Transportation Authority (NVTA) Funding In 2013, the General Assembly passed HB 2313 creating a dedicated revenue source for funding transportation projects through the NVTA. Thirty percent (30%) of the funds, referred to as local funds, are distributed annually to the qualifying jurisdictions using a formula based method. The remaining seventy percent (70%) funds are available to qualifying jurisdictions on a competitive basis to implement regional transportation projects. One of the criteria for eligibility to receive the 70 percent regional funds is that transportation projects for which funding is sought must be included in NVTA’s long range transportation plan known as TransAction. Revenues from HB 2313, funded by sales taxes, transient occupancy (lodging) taxes, and grantor’s (real estate transfer) taxes, generate an estimated $300 million annually in local and regional transportation funding to Northern Virginia. In August 2015, NVTA embarked on a major update to TransAction, which was adopted in October 2017. TransAction provides a multi-modal guide for transportation investments in Northern Virginia and will be the mechanism through which over $1 billion will be allocated to regional transportation improvements through NVTA’s Six-Year Funding Program (SYP). The 70 percent regional NVTA funds allocated on a competitive basis will only be available to Northern Virginia jurisdictions’ projects included in TransAction, with jurisdictions to submit projects for funding consideration every two years. Updates to NVTA’s SYP will accommodate: * Project/project phase completions * Project schedule and budget adjustments (subject to NVTA policies) * Fluctuations in regional revenues * Updated NVTA regional priorities TransAction is anticipated to be updated every five years, with the next scheduled update to be adopted by fall 2022. Consideration is underway for ad-hoc TransAction updates or amendments under exceptional circumstances, subject to NVTA approval and the identification of an acceptable funding source. Northern Virginia Transportation Commission (NVTC) Transform I-66 Funding In January 2016, the NVTC and the Commonwealth Transportation Board (CTB) signed a 40-year memorandum of agreement (MOA) allowing NVTC to use a portion of the toll revenues from the I-66 inside the Beltway project (now referred to as the 66 Commuter Plan) to fund multimodal projects in Northern Virginia. The MOA assigns VDOT, on behalf of the CTB, to control and manage tolling on I-66. Toll revenues will be used and distributed to support the tolling operations and tolling maintenance of the facility, and to fund components selected by NVTC and approved by the CTB for the project, designed to specifically attain the Improvement Goals stated in the MOA. The CTB delegates to NVTC the authority to select and administer the implementation of the components to be funded from the portion of the toll revenues of the facility as provided in the MOA. These projects, designed to benefit toll payers, will ease travel through this congested corridor. Park and ride lots, bike share stations, express bus service and high-tech transit information screens are among the types of projects eligible for funding. The funding can be used for both capital and operating costs of the facilities, and a call for projects will be solicited on an annual basis. ### State Funding Sources #### VDOT Six-Year Improvement Program (SYIP) Funding The Six-Year Improvement Program (SYIP) is the primary mechanism for state transportation funding. During the 2014 Virginia General Assembly Session, HB 2 was enacted which requires the CTB to develop and implement a quantifiable and transparent prioritization process for making funding decisions for projects funded through VDOT or DRPT using the Commonwealth’s transportation funds. The program was subsequently renamed “SmartScale: Funding the Right Transportation Projects in Virginia.” For each SmartScale cycle, evaluation teams work to screen and score all projects and provide project rankings to the CTB. The SYIP is updated on an annual basis. HB 1887, which was enacted during the 2015 General Assembly Session, replaced the current $500 million annual allocation made by the CTB and corresponding formula and the old “40-30-30” allocation formula to the primary, secondary and urban highways respectively with a new funding formula. HB 1887 provided two main pathways to funding within the SYIP process—the Construction District Grant Program (CDGP) and the High-Priority Projects Program (HPPP). The CDGP is open only to localities and replaces the old “40-30-30” construction fund allocation model with a new formula that allocates funding using the following percentages: * 45% of funds to the newly established state of good repair purposes; * 27.5% to the newly established high-priority projects program; and * 27.5% to the highway construction district grant programs. The new formula takes effect beginning in FY 2021 but some unallocated dollars will flow through the new formula during a transition period before FY 2020. #### VDOT Secondary Road Improvement Program (SRIP) Funding The SRIP provides state and federal funds for the construction of secondary road improvements. In Loudoun, these funding have primarily been used to improve or pave unpaved roads. This funding program will expire on July 1, 2020 per HB 1887. Following the full implementation of HB 1887 in FY 2021, there will be no dedicated funds for secondary roads. Counties will have to apply to their respective VDOT district to receive the grant funds for paving of unpaved roads, and proposed projects are required to be ranked through the SmartScale process. VDOT Revenue Sharing Program Funding The Revenue Sharing Program is a dollar-for dollar cash match to provide additional funding for use by a county, city, or town to construct, maintain, or improve the highway systems within that locality, and for eligible additions in certain counties. Locality funds are matched with state funds with statutory limitations on the amount of state funds authorized per locality. The program is administered by VDOT in cooperation with participating localities under the authority of the Code of Virginia § 33.2-357. An annual allocation of funds for this program is designated by the CTB. Projects may be constructed by VDOT or by the locality under an agreement with VDOT. Federal Funding Sources Regional Surface Transportation Program (RSTP) Funding RSTP funds are federal funds and any project using these funds is subject to federal requirements including the National Environmental Policy Act (NEPA), Davis-Bacon Wage Rates, Buy-American, and review of plans and specifications by VDOT and the FHWA. The federal transportation appropriation established several categories of Surface Transportation Program (STP) funding. RSTP funds, which constitute 30 percent of the overall program, flow through VDOT for primary, secondary, and urban road programs and are distributed through a regional allocation process agreed to in the region. This process includes initial allocation of funds to projects through the NVTA with final endorsement by the National Capital Region Transportation Planning Board (TPB). The process to obtain funding is both competitive and complex. Projects must be recommended by the NVTA Policy Committee, and be included in the Constrained Long-Range Plan (CLRP) and Transportation Improvement Program (TIP) by the TPB. Congestion Mitigation and Air Quality (CMAQ) Improvement Funding CMAQ funds are federal funds and any project using these funds is subject to federal requirements including NEPA, Davis-Bacon Wage Rates, Buy-American, and review of plans and specifications by VDOT and the FHWA. These funds are distributed to the Commonwealth of Virginia, through VDOT and distributed to local jurisdictions using a formula agreed to in the region. NVTA provides oversight to the CMAQ program. In order to receive CMAQ funding, a project must demonstrate a positive impact on reducing vehicle emissions and improving air quality. CMAQ funds may be used for local transit projects such as transit service start-up costs, the purchase of vehicles, or bus shelters, as well as certain bicycle and pedestrian facility projects. Also, CMAQ funds for traffic-signal coordination or ridesharing programs require no local match. CMAQ may be used to fund improvements to existing intersections that will reduce congestion and thus lower vehicle emissions. BUILD Funding Formerly known as the TIGER grant program, Better Utilizing Investments to Leverage Development (BUILD) funding supports capital investments in surface transportation infrastructure. The eligibility requirements of BUILD allow project sponsors at the State and local levels to obtain funding for multi-modal, multi-jurisdictional projects that are more difficult to support through traditional USDOT programs. In 2018, Loudoun County received $25 million under this program for the design and construction of Northstar Boulevard between Shreveport Drive and Route 50. ### Additional Bicycle and Pedestrian Funding Sources The federal government offers a number of programs that are dedicated to providing funding for most bicycle and pedestrian projects. The programs are diverse and are made available for eligible projects according to their own sets of criteria. ### Private Sector Funding Sources #### The Public-Private Transportation Act of 1995 (PPTA) The PPTA is the legislative framework enabling the Commonwealth of Virginia, qualifying local governments and certain other political entities to enter into agreements authorizing private entities to acquire, construct, improve, maintain, and/or operate qualifying transportation facilities. Loudoun County, in coordination with the CTB, accepted a proposal filed under the PPTA that funded limited access improvements to Route 28, including five interchanges and several sections of the Route 28 parallel roads. The Board also used the PPTA to enter into an agreement with a private developer to design, construct and operate the North Commuter Parking Garage at the Ashburn Metrorail Station. #### Cash and In-Kind Proffers The Proffer system is a voluntary program governed by the Code of Virginia that allows a private developer to offer conditions as part of a rezoning application to offset the impacts of a proposed development. Proffers include certain in-kind improvements or cash payments to improve the public infrastructure needed to serve new residents or users of the development. In the past, many of the new roads constructed in the County were built by developers pursuant to proffer obligations. However, the County’s reliance on developers to construct road improvements resulted in roads being built in a piecemeal fashion that created missing segments and bottlenecks because one development may have met its development threshold that required road improvement to be completed while another site did not. The County has accepted cash proffer contributions that are typically designated for specific road improvements or for regional road improvements in the vicinity of the development. Code of Virginia § 15.2-2303.2 stipulates the requirements for spending cash proffer payments and includes a provision for the alternative use of cash proffer payments referred to as proffer flexing. Administratively, the County’s process for spending cash proffers requires the issuance of a proffer determination by Zoning Administration and an amendment to the CIP. Beginning in 2017, changes to the Code of Virginia significantly impacted the County’s ability to accept proffers for residential applications in certain portions of the County. The County will not in any way suggest, request, require or accept any proffered commitment unless and to the extent such proffers are consistent with County proffer policies, contained in Chapter 5, Mitigating the Impacts of Development, and the proffer guidelines as set forth in the General Plan. Impact Fees An impact fee is an assessment or payable amount imposed on new development in order to generate revenue to fund or to recover reasonable costs of public facility improvements, the need for which are generated by new development. The Code of Virginia authorizes Counties to enact an impact fee program for roads. The fee must be based on a formula for road improvements with a specified service area or “traffic shed”. Road impact fees have not been used, in part, because transportation proffers through the rezoning process have been used successfully to construct significant road improvements. A deterrent to using the impact fee enabling legislation is a prohibition from assessing an impact fee on any development that is covered by proffered conditions for any off-site road improvements. Extensive use of proffers in Loudoun has made it difficult to use impact fees. A local jurisdiction can require impact fees from ministerial land development applications, including subdivisions. However, impact fees may not be used in conjunction with the proffer system in the same area of a locality. It is difficult and costly to develop and maintain the program. Special Tax Districts Route 28 was improved to a six-lane divided road through the use of a “transportation service district” authorized by the Code of Virginia. A Special Tax District may be created only by resolution of the Board of Supervisors upon the petition of landowners representing at least 51 percent of either the assessed value of land or actual land area within the proposed district that is zoned for commercial or industrial use or is used for such purposes. The Route 28 Highway Transportation Improvement District (HTID) was established by resolutions of the Loudoun and Fairfax County Boards of Supervisors in 1987. The Route 28 HTID demonstrates that a public-private partnership can construct a major road improvement using this funding technique. The Route 28 improvements were constructed in a short time frame. The District approach allows a major road improvement to be built before development occurs, avoiding congestion and maintaining good levels of service in the corridor. The use of tax districts for future road improvements in other corridors is limited. This technique is only feasible in corridors with substantial potential for commercial and industrial growth. Community Development Authorities (CDA) The County may consider petitions for Community Development Authorities (CDAs) from the owners of at least 51 percent of the land area or assessed value of a given tract. CDAs are defined as “a public body politic and corporate and political subdivision of the Commonwealth” by the Virginia Code, and have the power to “finance, fund, plan, establish, construct or reconstruct, enlarge, extend, equip, operate and maintain” infrastructure improvements. These improvements may include “roads, bridges, parking facilities, curbs, gutters, sidewalks, traffic signals, stormwater management and retention systems, gas and electric lines and street lights.” CDAs are empowered to raise funds through revenue bonds, special taxes, and special assessments on adjoining properties. Private-Sector Toll Road Construction The 14-mile extension of the Dulles Greenway constructed by the Toll Road Corporation of Virginia, a private corporation, opened to traffic in September 1995. The financing for the project was secured by the private sector with rights-of-way obtained through private-sector negotiations and transactions or private-sector proffers from land-development applications. Once the financing and permits were obtained for this project and construction commenced, construction proceeded very rapidly under private-sector management. However, rising toll levels have been and continue to be a public concern. These tolls are regulated by the State Corporation Commission (SCC) and are subject to their review. Ultimately, the Greenway is slated to revert to state control. Transit-Specific Funding Sources Virginia Department of Rail and Public Transportation (DRPT) Managed Programs DRPT manages the state and federal aid programs that are the largest sources of grant funding for public transit services in Loudoun County. The following descriptions summarize the information about these programs. State Operating Assistance The program provides funding for the following eligible operating expenses: * Administrative costs * Fuel and lubricants * Tires * Maintenance parts and supplies The financial assistance is allocated among the Virginia providers of public transportation on the basis of total operating expenses incurred during the most recent fiscal year. Typically, 12 to 23 percent of total operating costs have been paid with DRPT in formula funds. State Capital Assistance The program provides funding for the purchase, rehabilitation, or improvement of capital assets such as: * Vehicles * Safety and security equipment * Maintenance and operations facilities * Bus stops and shelters * Real estate The state match ratio for the conventional transit program is calculated by dividing the available state funding by the amount needed to support the non-federal share of all eligible projects. Typically, the state funding ratio has varied from 20 to 60 percent. The State Paratransit (Demand Response) Program is a subset of the Capital Assistance Program. The maximum state participation is 95 percent. All projects are typically matched at the maximum participation ratio. State Transportation Demand Management (TDM) / Commuter Assistance The program supports the administrative costs of TDM and Commuter Assistance Programs. Typically, Loudoun County has been funded at a state participation rate of 80 percent. Funding for this program comes from the Transportation Efficiency Improvement Fund (TEIF), another state program. The TEIF funding is used to support both TEIF and TDM/Commuter Assistance projects. The amount of TEIF funding available for both programs has consistently been $4.0 million annually. DRPT reviews and rates the applications according to a specified list of criteria. It then includes the recommended applications in the draft Six-Year Improvement Program. The Commonwealth Transportation Board (CTB) releases the draft program for public comment. The CTB then approves the Improvement Program. Federal Transit Administration (FTA) Section 5311 Rural Areas This FTA program provides funding for operating and capital expenses for public transportation serving non-urbanized areas or areas of less than 50,000 in population. DRPT is the designated recipient for Virginia’s Section 5311 program and is responsible for administering the funds. This is a major source of funding for Route 40, the Purcellville Connector and Loudoun’s western On-Demand services, which are operated by Virginia Regional Transit. The financial assistance is allocated among the Virginia providers of public transportation on the basis of the latest US Census population data for areas with a population less than 50,000. DRPT typically funds 50 percent of net operating expenses and up to 80 percent of eligible capital expenses after the net operating expenses are funded. Funding Policies 8-2.1 **Funding Sources** The County will seek funding for the construction of the planned transportation facilities as outlined in the 2019 CTP through a variety of public and private funding sources, including local, regional, state, and federal funds, public-private partnership funds, private-sector proffer donations, private property owner easements, and citizen donations. 8-2.2 **Funding Allocations** The County will seek its fair share of funding sources, which include, local, regional, state and federal funds. The County will continue to seek innovative funding measures, such as bond financing, special taxing districts, toll road revenues, federal grants, Community Development Authorities (CDAs), and measures envisioned by the Public-Private Transportation Act (PPTA) to assist in financing roads, bicycle and pedestrian facilities, and transit improvements. 8-2.3 **Safety Improvements** The funding of needed safety improvements is a County priority. 8-2.4 **Regional Agencies and State Government** The County will continue to work with regional agencies, the Commonwealth Transportation Board, and the General Assembly to ensure that Loudoun County receives its fair share of regional and state funding through all funding mechanisms. 8-2.5 **CMAQ Funding** The County will continue to pursue and use federal CMAQ funds and state transit capital and operating funds to increase transit options in the Urban and Suburban Policy Areas. The County will also seek CMAQ funds for eligible bicycle and pedestrian facility projects, traffic signal coordination projects, and ridesharing programs. 8-2.6 **Park and Ride Lots** The County will seek funds from a variety of sources including regional, state, federal, and the private-sector contributions, to fund the development of park and ride lots and related transit infrastructure. 8-2.7 **Pedestrian Overpasses** The County will support the construction of pedestrian overpasses where needed through a variety of available public-sector funding sources as well as private-sector contributions. 8-2.8 **Multiple Funding Sources** Where appropriate, the County will combine funding from two or more funding sources to provide expedited construction schedules for transportation improvements. This page left blank for printing purposes. # Chapter 9 – Implementation of the Plan The *Loudoun County 2019 Comprehensive Plan*, including the 2019 CTP, is a component of an ongoing effort to provide transportation services. The *Loudoun County 2019 Comprehensive Plan* serves as the policy basis for future planning efforts, providing the criteria, objectives, and parameters for future transportation efforts by the County. This chapter provides an outline of key issues that should be addressed and future tasks that should be undertaken to fully implement the goals of this plan. The planned transportation facilities identified in this document generally have not been engineered, funded, or fully analyzed. Therefore, many steps must be taken to reach implementation including: corridor, environmental impact, and alignment studies, modifications to land use plans and ordinances, and interjurisdictional coordination. This chapter outlines major tasks that will need to be achieved as the County moves toward implementation of priority planned transportation projects. ## Implementation Strategies The County has identified a series of strategies to implement the transportation goals described in Chapter 1: ### 1. Enhanced multimodal safety for all system users. * Complete the build-out of the major road network while ensuring integration with the local road network, encourage connectivity between developments to reduce the overall burden on the major road network, and set tangible, achievable goals demonstrating incremental progress towards that end. * Ensure that all major projects accommodate travel by vehicles, cyclists, pedestrians, and transit riders as integral elements of the County’s transportation system. * Work with the Virginia Department of Transportation (VDOT) to improve and expand standards and support safety improvement programs for multimodal networks. * Form a Citizen Bicycle and Pedestrian Advisory Committee to review and improve planning for bicycle and pedestrian facilities in the County. The Committee will include specific focus on the development of a Rural Trails Plan. A Rural Trails Plan includes both on-road facilities and off-road corridors including stream valley trails and connections to nearby regional trail networks. * Define multimodal improvement areas in coordination with the Loudoun County General Plan’s land use definitions. These areas will be targeted for small area transportation plans to identify comprehensive system improvements within these areas. * Develop plans for pilot projects/programs to test the viability of facility improvements. * Consider revisions to this plan to embrace new technologies, such as autonomously-controlled vehicles, including opportunities for public and private enhancement of these new modes of travel. o Continually seek to improve safety for drivers, cyclists, and pedestrians through engineering, education, and enforcement, seeking to eliminate all fatalities and major injuries on County roadways. To accomplish this implementation step, the County will consider becoming a Vision Zero community, acknowledging that traffic deaths and severe injuries are preventable through a modern, multidisciplinary approach to improving traveler safety. 2. **A reliable and efficient multimodal transportation network that manages the travel demands of the County while maintaining fiscal and environmental sustainability.** o Identify priorities that will provide the greatest benefit. o Prioritize improvements and facilities to complete gaps in the Suburban Policy Area transportation system, including gaps in the bicycle and pedestrian network, to reduce trip lengths, travel times, and automobile dependence. o Employ intelligent transportation systems (ITS) technologies in order to maximize the efficiency of the transportation network. o Track overall system performance. o Study opportunities for signed bicycle routes to encourage and facilitate longer-distance bicycle travel in the County. o Maintain cost estimates for common transportation improvements in the County for use by developers, staff, and elected leaders in developing funding plans and evaluating land development applications. 3. **Transportation choices that connect people to their communities, employment centers, educational institutions, activity centers, and other amenities.** o Integrate transportation policy with land use policy. o Expand public outreach and educational programs to promote and encourage the use of transit, bicycle and pedestrian transportation, ride-sharing, carpooling, and vanpooling. o Support bicycling by encouraging transit operators to offer bike-on-bus racks and bike-on-rail accommodations. o Promote bicycle safety and education in conjunction with information programs sponsored by partnering agencies. o Work with the School Board to increase the number of students who can safely bicycle or walk to school by prioritizing “Safe Routes to School” programs. o Seek opportunities to implement a comprehensive bike share network to connect originating and receiving areas within the County’s activity centers. o Develop rates and standards for provision of TDM measures, such as provision of dedicated parking spaces and transit service improvements. 4. Integration with neighboring jurisdictions to improve regional and statewide connectivity and to attract residents and businesses to Loudoun County. * Fully participate in regional and statewide planning efforts. * Engage in neighboring planning and implementation projects to increase the mutual benefit of regional investments. 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. * Coordinate plans and projects with MWAA and WMATA to provide optimal travel opportunities. * Focus multimodal development patterns in the areas of the Metrorail stations to encourage use and benefits of the Metrorail system. * Develop transportation networks that support and encourage airport-compatible land uses in the vicinity of Dulles Airport and Leesburg Airport. * Educate and engage residents, workers, and visitors to encourage use of Metrorail and associated local bus, bicycling, walking, and ride-sharing options for trips within and outside of the County. 6. Context-sensitive planning and design that addresses the different characteristics and needs of the urban, suburban, transition, Towns, JLMA, and rural environments. * Employ context-sensitive design in order to respect historic and environmental features and community character. * Link land use and transportation decisions. * Respect and encourage shared use of rural roads by pedestrians, equestrians, farm vehicles, bicyclists, and automobiles by making only those improvements necessary for the safety and utility of all users. * Support road designs in both residential neighborhoods and commercial areas that integrate multimodal transportation options and enhance adjacent land uses. * Refine the transportation network and improve connectivity through the small area plan process, with input from local residents and other community stakeholders, and incorporate small area plans into this document as amendments to the Comprehensive Plan. * Adopt a highway noise ordinance and amend the Zoning Ordinance to implement the State Noise Abatement Policy, thereby minimizing future highway noise impacts and qualifying the County for federal and state assistance in the event noise-abatement features are needed to protect existing developments. The County will also seek the authority to require that road improvements proposed by private interests will be required to abide by the same standards. o Work with VDOT, and seek state enabling legislation if necessary, to provide rural road standards for safe travel by all rural road users such as farm vehicles, horses, bicycles, and pedestrians. The needs of rural economy uses will be a major consideration. 7. 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. o Comply with all applicable environmental regulations. o Pursue proffers, special tax districts, business ventures, bonds, other funding sources, or a combination thereof as appropriate. o Generate and adopt cost metrics for transportation improvements related to development impacts with consideration of plan policies. o Identify and protect scenic byways and historic routes. o Present County proposals to state and federal officials. o Create and maintain maps showing all existing and proffered transportation facilities to use as a guide for identifying gaps and priority improvement areas. o Adopt a highway noise ordinance in accordance with the State Noise Abatement Policy that outlines the standards for noise abatement that comply with federal requirements. o Amend the Zoning Ordinance, Facilities Standards Manual, Land Development and Subdivision Ordinance, and other relevant regulations to facilitate implementation of policies within this plan. o Identify opportunities to amend and update County Ordinances to implement regulatory strategies in conformance with this plan. # Glossary ~ The definitions provided are not intended to and do not provide a comprehensive explanation of all criteria, factors, or regulations pertaining to any given term. The definitions are supplements to and must be used in conjunction with appropriate context. **Access:** The ability of the traveler to reach desired destinations, which may vary based upon travel mode or development patterns. High-level access refers to adjacency or high-proximity to desired places, while low-level access refers to undesirable travel distances or environments necessary to reach a destination. **Accessibility:** (1) The extent to which facilities are barrier free and useable by all people. (2) A measure of the ability or ease of all people to travel among various origins and destinations. **Activity Center:** An area with high population and concentrated activities which generate a large number of trips (e.g., Central Business District, shopping centers, business or industrial parks, recreational facilities (also known as trip generator). **Alight:** To get off a transit vehicle. **Alley:** A private roadway serving more than three (3) private driveways, stemming from a public street or another alley. Does not serve building frontage. **Americans with Disabilities Act of 1990 (ADA):** The law passed by Congress in 1990 that makes it illegal to discriminate against people with disabilities in employment, services provided by state and local governments, public and private transportation, public accommodations, and telecommunications. **Arterial Road:** A publicly owned and maintained road, designed with restricted access and primarily intended to carry through traffic at 45 to 55 miles per hour. **Auto-Oriented:** Describes uses or areas intended to accommodate automobile traffic rather than foot traffic. Includes uses primarily for cars, such as gas pumps and car wash facilities; uses oriented toward drivers, such as drive-through restaurants and pharmacies; and uses developed to serve drivers more conveniently than pedestrians, such as convenience stores located to the rear of gas pumps. **Avenue:** As described in the DRPT Multimodal System Design Guidelines, a locally-oriented street serving to provide a high degree of connectivity and access between and through an urban center. **Avenue, Major:** As described in the DRPT Multimodal System Design Guidelines, a corridor containing 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. **Bike Lane, Striped:** An on-street bike lane that features a single solid striped lane between the vehicular travel way and the curb or on-street parking spaces with a width of at least five feet. **Bike Lane, Buffered:** An on-street bike lane that features a curbside bicycle lane, striped buffer zone, and two solid stripes between the bicycle lane and the vehicular travel ways. The bicycle lane is at least five feet in width and the buffer zone is at least three (3) feet in width. **Boulevard:** As described in the DRPT Multimodal System Design Guidelines, 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. **Boulevard, Transit:** As described in the DRPT Multimodal System Design Guidelines, the highest capacity and most transit supportive Multimodal Corridor. It would typically only be found in dense urban centers that have sufficient density and market for premium transit. **Bus:** A road vehicle designed to carry many passengers. **Bus, Commuter:** A bus designed for use in longer-distance service with relatively few stops. Synonym: Commuter Coach. **Bus, Express:** A bus that operates a portion of the route without stops or with a limited number of stops. **Bus, Feeder:** A bus service that picks up and delivers passengers to a rail rapid transit station or express bus stop or terminal, also known as “feeder service.” **Bus, Transit:** A bus designed for use in frequent-stop service. **Bus Lane:** A managed lane dedicated for use by public transit vehicles. This lane may be exclusive to transit vehicles at all times or only during certain travel periods, as signed. The lane may be incorporated into the vehicular road section or separated by buffers or barriers, or within an exclusive right-of-way. **Bus Rapid Transit (BRT):** BRT combines the features of conventional buses and a rapid transit system, such as Metrorail. To save time, passengers pay their fares when they enter the station, rather than when they board the bus. BRT buses feature low floors and multiple doors and stop frequently at designated station platforms. **Bus Shelter:** A building or other structure constructed near a bus stop that provides seating and protection from the weather for the convenience of waiting passengers. **Bus Stop:** A place where passengers can board or alight from the bus. **Capital Assistance:** Financial assistance for transit capital expenses (not operating costs); such aid may originate with federal, local or state governments. **Capital Costs:** Costs of long-term assets of a public transit system such as property, buildings, and vehicles. **Capital Improvement Program (CIP):** The County’s plan for future capital project expenditures. The CIP spells out the capital facilities that the County plans to finance, including schools, libraries, parks, etc. **Capital Project:** Construction and/or procurement of district assets, such as transit centers, transit vehicles and track. **Carpool:** An arrangement where people share the use and cost of a privately owned automobile in traveling to and from pre-arranged destinations. **Circulator:** A public transit service that serves a small area, often traveling in a circular, rather than linear, route. Serves to connect riders within a localized area, or to a transit center where more substantial transit services are offered. **Chicane:** A form of curb extensions that alternate from one side of the street to the other. A traffic calming technique. **Collector Road:** A road into which local roads funnel and that, in turn, carries traffic to an arterial road. Ideally a collector road would have few private entrances accessing it directly. **Comprehensive Plan:** The Loudoun County 2019 Comprehensive Plan and its supporting components, including the Loudoun County 2019 General Plan, the Loudoun County 2019 Countywide Transportation Plan, the Heritage Preservation Plan, area plans, and strategic plans. The Comprehensive Plan spells out policies for future development in order to ensure orderly growth and the protection of the public health and welfare. **Connectivity:** The provision of multiple, parallel, and redundant travel ways within a network to provide for integration, mobility, and access. High connectivity describes a high level of integration, mobility, and access, while low connectivity describes a lack of options and access, disintegration, and limited mobility. **Context-Sensitive Design:** A project development approach that promotes the involvement of all relevant stakeholders in the development of a transportation facility that fits its physical setting and also reflects concerns for scenic, aesthetic, historic, and environmental resources, while providing for transportation safety and mobility. **Controlled Access:** Access onto divided roadways concentrated at median crossovers. Individual parcel access highly discouraged, with access provided through interparcel connections and consolidated access points. **Corridor:** A broad geographical band that follows a general directional flow connecting major sources of trips that may contain a number of streets, highways and transit route alignments. **dB(A) / Leq(h):** A measurement of highway traffic noise. dB(A) is the A-weighted levels, or decibels adjusted to approximate the way that an average person hears sound. dB(A) is often used to quantify highway traffic noise. Leq is the constant, average sound level. Highways that cause noise levels to be experienced at exterior residential locations above 67 dB(A) Leq and at exterior commercial locations above 72 dB(A) Leq are considered to have a negative impact and should be mitigated as part of roadway improvement projects. **Deadhead:** There are two types of deadhead or non-revenue bus travel time: (1) Bus travel to or from the garage and a terminus point where revenue service begins or ends; (2) A bus’ travel between the end of service on one route to the beginning of another. **Design Speed:** Recommended speed, which sets the design standards for new and/or improved road sections. The design speed should be flexible to minimize the impact of the improvement on the existing corridor, while maintaining safety. **Disabled:** As defined by the Americans with Disabilities Act (ADA), a person who has a physical or mental impairment that substantially limits one or more major life activities, a person who has a history or record of such an impairment, or a person who is perceived by others as having such an impairment. **DRPT Multimodal System Design Guidelines:** A set of transportation design standards developed by the Virginia Department of Rail and Public Transportation (DRPT) for implementation within urban areas and applied through approvals from the Virginia Department of Transportation. **Dynamic Parking System:** Technology that helps guide drivers to available parking spaces in parking structures and similar facilities where parking demand is typically high. Such technology may include sensors or other lighted features to aid drivers in locating available spaces, as well as signage at facility entrances indicating the total number of available spaces at any given time. **Express Service:** Express service is deployed in one of two general configurations: (1) A service generally connecting residential areas and activity centers via a high speed, non-stop connection, e.g., a freeway, or exclusive right-of-way such as a dedicated busway with limited stops at each end for collection and distribution. Residential collection can be exclusively or partially undertaken using park-and-ride facilities. (2) Service operated non-stop over a portion of an arterial in conjunction with other local services. The need for such service arises where passenger demand between points on a corridor is high enough to separate demand and support dedicated express trips. **Fare:** Payment in coins, bills, tickets, tokens, or various electronic media (such as SmarTrip Cards) collected for transit rides. **Farebox:** A device that accepts the coins, bills, tickets, and tokens given by passengers as payment for rides. **Farebox Revenue:** The value of cash, tickets, and pass receipts given by passengers as payment for public transit rides. **Federal Transit Administration (FTA):** A part of the U.S. Department of Transportation (DOT) which administers the federal program of financial assistance to public transit. **Feeder Service:** Service that picks up and delivers passengers to a regional mode at a rail station, express bus stop, transit center, terminal, Park-and-Ride, or other transfer facility. **Fixed Route:** Transit service provided on a repetitive, fixed-schedule basis along a specific route, with vehicles stopping to pick up passengers at and deliver passengers to specific locations. **Formula Funds:** Funds distributed or apportioned to qualifying recipients on the basis of formulas described in law; e.g., funds in the Section 18 program for Small Urban and Rural Transit Assistance, which are distributed to each state based on the state's percentage of national rural population. See also "Section 9." **Grid of Streets:** An interconnected roadway network with parallel and redundant streets meeting at frequent intervals, commonly featured within an urban area. **Headway:** The scheduled time interval between any two revenue vehicles operating in the same direction on a route. Headways may be load-driven, i.e., developed on the basis of demand and loading standards; or policy-based, i.e., dictated by policy decisions such as service every 30 minutes during the peak periods and every 60 minutes during the base period. **Heritage Resource:** Any historic, architectural, archeological, or scenic site, structure, landscape or object that has cultural significance to the community. **High Occupancy Vehicle (HOV):** Vehicles that can carry more than two persons. Examples of high occupancy vehicles are a bus, vanpool, and carpool. These vehicles sometimes have exclusive traffic lanes called "HOV lanes," "busways," "transitways" or "commuter lanes." **High-Occupancy Vehicle (HOV) Lane:** A managed lane dedicated for use by vehicles with two (2) or more passengers. This lane may be exclusive to qualifying vehicles at all times or only during certain travel periods, as signed. The lane may be incorporated into the vehicular road section or separated by buffers or barriers. **Innovative Intersection:** Non-traditional types of at-grade intersections designed to optimize traffic flow in a particular location. Examples include roundabouts, quadrant intersections, displaced left-turn intersections, and continuous green-T intersections. **Intelligent Transportation Systems:** The application of current and evolving technology (particularly computer and communications technology) to transportation systems, and the careful integration of system functions, to provide efficient and effective solutions to multi-modal transportation problems. **Interchange:** An intersection of two roadways where the through traffic lanes are vertically separated by grade (i.e. one roadway travels over or under the other). Turn movements between the intersecting roadways occur via ramps. **Joint Land Management Area (JLMA):** The County area surrounding an incorporated town intended to accommodate future town growth. **Landscape Buffer:** A space between the roadway curb and the sidewalk that may feature grass, shrubs, and trees along with other physical with streetscape elements. **Level of Service (LOS):** A qualitative measure describing operational conditions within a traffic stream, generally in terms of such factors as speed and travel time, freedom to maneuver, traffic interruptions, comfort and convenience, and safety. Traffic flow conditions are divided into six levels of service (LOS) ranging from LOS "A" (ideal, free flow) through LOS "F" (breakdown). The Northern Virginia Transportation Coordinating Council (TCC) coined a seventh LOS "G", to describe the breakdown in travel conditions over an expanded peak period. **Light Rail:** Lightweight passenger rail cars operating singly (or in short, usually two-car, trains) on fixed rails in right-of-way that is not separated from other traffic for much of the way. Light rail vehicles are driven electrically with power being drawn from an overhead electric line via a trolley or a pantograph. Also known as "streetcar," "tramway," or "trolley car." **Limited Access:** Access onto roadway restricted to grade separated interchanges. No at-grade access is allowed. **Local Access:** Relatively unrestricted individual parcel access directly onto roadway. Individual residential parcel access highly discouraged, with access provided through interparcel connections and consolidated access points. **Local/Secondary Road:** A public, state-owned, and state-maintained road designed for direct access from individual lots to subdivision and rural collector roads. **Local Street:** As described by the DRPT Multimodal System Design Guidelines, roadways providing access through neighborhoods and feature traffic calming applications to enhance the pedestrian-oriented feel of the street. **Major Collector:** A roadway that carries traffic through the county, provides a connection between arterials, and is accessed by minor collectors and/or rural secondary roads. **Minor Arterial:** A roadway that serves commuter traffic with access from major and minor collectors. **Minor Collector:** A roadway that carries traffic from local subdivision streets and rural secondary roads to major collectors and/or arterials. **Mobility:** The distance a person can reasonably travel from an origin point within a certain timeframe, irrespective of the desired destination. May be impacted by barriers to travel, such as limited-access roadways, traffic congestion, or lack of infrastructure. **Mode:** A particular form of travel (e.g., bus commuter, rail, train, bicycle, walking or automobile). **Mode Split:** The proportion of people that use each of the various modes of transportation. Also describes the process of allocating the proportion of people using modes. Frequently used to describe the percentage of people using private automobiles as opposed to the percentage using public transportation. **Model:** An analytical tool (often mathematical) used by transportation planners to assist in making forecasts of land use, economic activity, and travel activity. **Multimodal System:** A transportation system that features primary elements for multiple travel modes, providing connectivity to destinations within the area through true travel options and related supportive development. **Multimodal Street (Complete Street):** A street that contains elements to allow multiple primary modes of travel. **Multimodal Through Corridor:** As described by the DRPT Multimodal System Design Guidelines, Multimodal Through Corridors provide higher-speed regional access to and through an area and are intended to freely move substantial traffic volumes in order to decrease congestion on other roadways. **Multimodal:** Describes a transportation system element that provides opportunities for modal transfers and use of multiple transportation modes. Examples include on-street and structured parking, transit stops and stations, bike and car share services, bike racks, and park-and-ride facilities. **National Environmental Policy Act of 1969 (NEPA):** Federal law that requires that any major federal action or policy that has a significant impact on the environment will require the preparation of an Environmental Impact Statement (EIS). The EIS must address: * the environmental impact of the proposed action, * any adverse environmental effects which cannot be avoided should the proposal be implemented, * alternatives to the proposed action, * the relationship between local short-term uses of man's environment and the maintenance and enhancement of long-term productivity, * and any irreversible and irretrievable commitments of resources which would be involved in the proposed action should it be implemented. **Network:** The configuration of streets or transit routes and stops that constitutes the total system. **Nonattainment area:** An area designated by the Environmental Protection Agency (EPA) and federal law under the Clean Air Act that does not meet federal pollution standards. Area with concentrations of one or more criteria pollutants in a geographic area that are found to exceed the regulated or ‘threshold’ level for one or more of the National Ambient Air Quality Standards (NAAQS), the area may be classified as a nonattainment area. **Off-Peak:** Non-rush periods of the day when travel activity is generally lower and less transit service is scheduled. **Operating:** Maintaining the ongoing functions of an agency or service. “Operating expenses” include wages, benefits, supplies, fuel and services. “Operating assistance” is used to pay for the costs of providing public transit service. **Operating Assistance:** Financial assistance for transit operating expenses (not capital costs); such aid may originate from federal, local or state governments. **Operating Cost/Operating Expense:** The total costs to operate and maintain a transit system including labor, fuel, maintenance, wages and salaries, employee benefits, and taxes. **Operator:** An employee of a transit system who spends his or her working day in the operation of a vehicle, e.g., bus driver, streetcar motorman, trolley coach operator, cablecar gripman, rapid transit train motorman, or conductor. **Origin:** The location of the beginning of a trip or the zone in which a trip begins. Also known as a “Trip End”. **Paratransit:** Comparable transportation service required by the Americans with Disabilities Act (ADA) of 1990 for individuals with disabilities who are unable to use fixed-route transportation systems. **Park-and-Ride:** A parking area for automobile drivers who then board vehicles, shuttles or carpools from these locations. **Passenger:** A person who rides a transportation vehicle, excluding the driver. **Pave-in-place:** State program allowing the paving of gravel roads within a narrow, forty-foot right-of-way for those roads carrying between 50 and 750 vehicles per day, in a manner that is sensitive to the rural character of the roadway. **Peak Hour/Peak Period:** The period with the highest ridership during the entire service day, generally referring to either the peak hour or peak several hours (peak period). **Pedestrian Corridor:** All Multimodal Through Corridors, Boulevards, and Avenues shown in the Countywide Transportation Plan. **Premium Transit:** Public transit that features high-quality elements including, but not limited to, dedicated guideways, enhanced transit shelters, off-board ticketing, and special branding. **Primary Roads/Routes:** Roads owned by the Virginia Department of Transportation (VDOT) whose construction and/or maintenance is funded through the Virginia Transportation Development Program (VTDP). Primary roads generally serve a relatively large volume of regional traffic flow and range from route numbers 1 to 599 in the VDOT Primary Road system. **Principal Arterial:** A roadway that serves regional and intrastate traffic with access from minor arterials and major collectors. **Private Sector Contributions:** Funds provided by private entities towards the construction of transportation improvements that serve a public purpose; examples include special tax districts, private sector toll road construction, bond financing for transportation projects, and impact fees. **Proffer:** Voluntary commitment from a landowner or developer to mitigate or eliminate the impact of new development on neighboring properties and the County. Such commitments may include the construction of certain improvements, contributions intended to mitigate development impacts, or assurances to develop property subject to specified conditions. **Program:** (1) verb, to assign funds to a project; (2) noun, a system of funding for implementing transportation projects or policies. **The Public-Private Transportation Act of 1995 (PPTA):** The legislative framework enabling the Commonwealth of Virginia, qualifying local governments and certain other political entities to enter into agreements authorizing private entities to acquire, construct, improve, maintain, and/or operate qualifying transportation facilities. **Public Street:** A street maintained by the Virginia Department of Public Transportation (VDOT). **Public Transportation:** Transportation by bus, rail, or other conveyance, either publicly or privately owned, that provides general or special service to the public on a regular and continuing basis. Also known as "mass transportation," "mass transit" and "transit." **Raised crosswalk:** A location where the crossing elevation is slightly higher than the roadway elevation. A traffic calming technique. **Rapid Transit:** Rail or bus transit service operating completely separate from all modes of transportation on an exclusive right-of-way. **Revenue:** Receipts derived from or for the operation of transit service including farebox revenue, revenue from other commercial sources, and operating assistance from governments. Farebox revenue includes all fare, transfer charges, and zone charges paid by transit passengers. **Ridesharing:** A form of transportation, other than public transit, in which more than one person shares in the use of the vehicle, such as a van or car, to make a trip. **Ridership:** Number of rides taken by people on a public transportation system in a given time period. Synonym: Passenger Trips **Right-of-Way (ROW):** The land over which a public road, rail line, or bicycle/pedestrian infrastructure is built. An exclusive right-of-way is a road, lane, or other right-of-way designated exclusively for a specific purpose or for a particular group of users, such as light rail vehicles or buses. **Roundabout:** An unsignalized circular intersection of two or more roadways where the entering traffic yields to circulating traffic. **Route:** A specified path taken by a transit vehicle usually designated by a number or a name, along which passengers are picked up or discharged. **Secondary Roads/Routes:** VDOT roads with route numbers 600 and above which include a wide variety of facilities. **Schedule:** From the transit agency (not the public timetable), a document that, at a minimum, shows the time of each revenue trip through the designated time points. Many properties include additional information such as route descriptions, deadhead times and amounts, interline information, run numbers, block numbers, etc. Synonym: Headway. **Scheduling:** The planning of vehicle arrivals and departures and the operators for these vehicles to meet consumer demand along specified routes. **Secondary Road:** A road owned by VDOT whose construction and/or maintenance is funded through the Virginia Secondary Road Improvement Program (SRIP). **Service Area:** A geographic area provided with transit services. Service area is now defined consistent with ADA requirements. **Service Hours:** The time from the first scheduled pickup to the last scheduled drop-off; the basis of payment for contracted transit service in Loudoun County. **Service Road:** A private roadway serving three (3) or fewer private driveways, emanating from a public street or an alley. Provides access to loading docks and trash collection areas. Does not serve building frontage. **Service Standards:** A benchmark by which service operations performance is evaluated. **Shared Lane:** A roadway travel lane shared by vehicles and bicycles, with signage and/or pavement markings to indicate this situation. Use may be restricted to certain types of vehicles (e.g., buses). **Shared-Use Path:** An asphalt trail with a minimum width of 10 feet along roadways and 16 feet away from roadways designed to serve pedestrians and cyclists. When along roadways, shared use path facilities are physically separated from motorized vehicular traffic by an open space (buffer) or barrier and may be located either within the public right-of-way or within a public access easement. **Shuttle:** A public or private vehicle that travels back and forth over a particular route, especially a short route or one that provides connections between transportation systems, employment centers, etc. **Speed Bump:** A raised hump in the paved surface of a street that extends across the street, usually not more than five inches high. A traffic calming technique. **Trail:** A pedestrian route developed primarily for outdoor recreational purposes. **Traffic Calming:** Measures to reduce the negative effects of motor vehicle use, alter driver behavior, and improve conditions for non-motorized street users. Traffic calming includes both physical measures and non-physical measures (community education and enforcement). See also chicane, raised crosswalk, roundabout, and speed bump. **Transit:** A shared mode of transportation that often operates on a fixed route and fixed schedule and is available to all who pay the fare. **Transit Center:** A premium transit station featuring elements to serve multiple transit vehicles, boarding and alighting passengers, waiting passengers, and modal transfers. May feature amenities including retail space, climate control, taxi stands, or aesthetic prominence. **Transit Corridor:** A broad geographic band that follows a general route alignment such as a roadway or rail right-of-way and includes a service area within that band that would be accessible to the transit system. **Transit Friendly:** Describes design of roadways and streetscapes that facilitates transit use, such as pull-off areas for buses, adequate sidewalks or shoulders for safe passenger waiting and departing, and street design that allows for turning and circulation of buses throughout the development. **Transit Node:** An area designated to serve as a focal point for transit service and transit-supportive land uses. **Transit-Oriented Development (TOD):** Mixed-use neighborhoods designed to encourage and leverage transit ridership to create vibrant, complete communities. TODs often feature a rail or bus station at their center, surrounded by relatively high-density development decreasing in density as distance from the core increases. TOD neighborhoods encourage cycling and walking to maximize transit usage, feature streets with high levels of connectivity and traffic calming, and limit the land area dedicated to vehicular parking. **Transit Station:** Structures that house both passengers and transportation system operations and equipment. **Transit Stop:** A location along the street or transit line that has simple facilities such as signage and shelters. **Transit System:** An organization (public or private) providing local or regional multi-occupancy-vehicle passenger service. Organizations that provide service under contract to another agency are generally not counted as separate systems. **Transportation Analysis Zones (TAZ):** The geographic unit of analysis in a four-step model for travel demand. Usually, an urban area is divided into hundreds or thousands of transportation analysis zones (TAZs). **Transportation Demand Management (TDM):** Techniques and concepts applied to transportation systems to decrease congestion during peak periods, encourage more sustainable travel patterns, and educate commuters about travel options. Common methods including carpooling, transit use, flexible schedules, and telework. **Travel Demand Forecasting Model:** A computer program based on a series of mathematical equations that simulates the performance of the transportation system given a set of land use conditions. It estimates trip generation (how much travel), trip distribution (who goes where), mode choice (how people travel), and route choice. It provides decision makers with information related to questions such as: * Which land use scenario yields the least amount of travel by private automobile? * Where will traffic congestion likely appear? * How will future traffic congestion levels be affected by various potential land use and development scenarios? * What types of transportation investments will most improve future mobility? * How many people will use public transit or car for their trip to work? **Trip:** The one-way operation of a vehicle between two terminal points on a route. Also referred to as a trip end. Trips are generally noted as inbound, outbound, eastbound, westbound, etc. to identify directionality when being discussed or printed. **Trip Reduction:** A modal shift from private vehicle to public transportation, cycling, or walking assumed as part of a traffic impact analysis. **Urban Area:** A higher-density area that has at least eight (8) dwelling units per acre and features urban elements such as street grids, optimized traffic circulation patterns, multimodal streets, and encouragement of transit-use, walking, and cycling. **Urbanized Area (UZA):** An U.S. Bureau of Census-designated area of 50,000 or more inhabitants consisting of a central city or two adjacent cities plus surrounding densely settled territory, but excluding the rural portion of cities. **VDOT Road Design Manual Appendix B (2):** The enabling design manual for the DRPT Multimodal System Design Standards. **Vehicle Miles:** The number of miles traveled by a vehicle, usually calculated by mode. **Virginia Byway:** A Virginia Byway is defined as a road, designated as such by the Commonwealth Transportation Board (CTB) having relatively high aesthetic or cultural value, leading to or within areas of historical, natural or recreational significance. **Vision Zero:** A commitment to eliminate all transportation related fatalities and severe injuries, while increasing safe, healthy, equitable mobility for all. **Walkshed:** The walking distance from a transit station as measured by the most direct route provided. May be used to measure reductions to estimated automobile trip generation and density that may be served by transit. **Wide Curb Lane:** An outside travel lane provided for bicyclists with a width of at least 14 feet; also referred to as a wide outside lane or shared lane, and typically does not include bikeway designation. **Sources:** American Public Transit Association: Glossary of Transit Terminology [www.apta.com/research/info/online/glossary.cfm](http://www.apta.com/research/info/online/glossary.cfm) Institute of Transportation Engineers [www.ite.org](http://www.ite.org) Metropolitan Washington Council of Governments [www.mwcog.org](http://www.mwcog.org) Sacramento Regional Transit District Transit Glossary [www.sacrt.com/transitglossary.stm](http://www.sacrt.com/transitglossary.stm) **U.S. Department of Justice** Civil Rights Division, Disability Rights Section [www.ada.gov/cguide.htm](http://www.ada.gov/cguide.htm) The Virginia Department of Transportation [www.virginiadot.org](http://www.virginiadot.org) This page left blank for printing purposes. # CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 1 | ACACIA DR | 865 | RANDOLPH DR | MORAN RD | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 2 | AIRMONT RD / NEW CUT RD | TOWN | LOUDOUN ST | TOWN OF ROUND HILL - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 3 | AIRMONT RD | 719 | TOWN OF ROUND HILL - SCL | SNICKERSVILLE TPKE | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 4 | AIRMONT RD | 719 | SNICKERSVILLE TPKE | TRAPPE RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Suburban | | | 3,4 | | 5 | ALGONKIAN PKWY | 1582 | ROUTE 7 | CEDARHURST DR | Minor Arterial | 4 | R4M (TT) | None | Controlled | 120 | Suburban | | | | | 6 | ALGONKIAN PKWY | 1582 | CEDARHURST DR | FAIRFAX COUNTY | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 7 | ALGONKIAN PKWY | ND | LOUDOUN COUNTY PARKWAY | ROUTE 50 | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 8 | ARLINGTON OAKS DR | 3459 | NORTHSTAR BLVD | SUMMERALL DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 50 | Transition | | | | | 9 | ASHBURN FARM PKWY | 625 | BELMONT RIDGE RD | ASHBURN RD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 10 | ASHBURN RD | 641 | RUSSELL BRANCH PKWY | STUBBLE RD | Minor Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 11 | ASHBURN RD | 641 | STUBBLE RD | BEAVERDAM RUN BRIDGE | Minor Collector | 2 | U2 (SS) | Shared | Local | 50 | Suburban | | | | | 12 | ASHBURN RD | 641 | BEAVERDAM RUN BRIDGE | WAXPOOL RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 13 | ASHBURN VILLAGE BLVD | 2020 | ASHBURN RD | RUSSELL BRANCH PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 14 | ASHBURN VILLAGE BLVD | 2020 | RUSSELL BRANCH PKWY | WAXPOOL RD | Major Collector | 4 | U4M (TT) | Buffered | Controlled | 120 | Suburban | Yes | | | | 15 | ASHBURN VILLAGE BLVD | 2020 | WAXPOOL RD | DULLES GREENWAY | Major Collector | 4 | U4M (TT) | Buffered | Controlled | 120 | Urban | Yes | Boulevard | | | 16 | ATLANTIC BLVD | 1902 | ROUTE 7 | W CHURCH RD | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | Yes | | | | 17 | ATWATER DR | 3001 | RT 7 EASTBOUND OFF RAMP | RUSSELL BRANCH PARKWAY | Minor Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 18 | AUGUSTA DR | 2700 | SENECA RIDGE DR | MAPLE LEAF PL | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 19 | AUGUSTA DR | 2700 | MAPLE LEAF PL | ROUTE 7 | Neighborhood Collector | 2 | U2 (ST) | None | Local | 70 | Suburban | | | | | 20 | BARRISTER ST | ND | LOUDOUN COUNTY PARKWAY | SHELLHORN RD | Minor Collector | 4 | U4M (SS) | Striped | Controlled | 90 | Suburban | | Major Avenue | | | 21 | BARRISTER ST | ND | SHELLHORN RD | PRENTICE DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 90 | Urban | | Avenue | | | 22 | BARTHOLOMEW FAIR DR | 1792 | CASCADES PKWY | ROUTE 7 | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 23 | BATTLEFIELD PKWY NE | TOWN | NORTH KING STREET | FORT EVANS RD NE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 24 | BATTLEFIELD PKWY NE | TOWN | FORT EVANS RD NE | E MARKET ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 25 | BATTLEFIELD PKWY SE | TOWN | US ROUTE 15 | E MARKET ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 26 | BELFORT PARK DR | 634 | SHAW RD | DAVIS DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 27 | BELMONT RIDGE RD | 659 | RIVERSIDE PKWY | ROUTE 7 | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 28 | BELMONT RIDGE RD | 659 | ROUTE 7 | DULLES GREENWAY | Minor Arterial | 4 | U4M (TT) | None | Controlled | 150 | Suburban | Yes | | | | 29 | BELMONT RIDGE RD | 659 | DULLES GREENWAY | CROSON LN | Minor Arterial | 4 | U4M (TT) | None | Controlled | 150 | Suburban | Yes | | | | 30 | BELMONT RIDGE RD | 659 | CROSON LNNE | NORTHSTAR BLVD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 31 | BELMONT RIDGE RD | 659 | NORTHSTAR BLVD | EVERGREEN MILLS ROAD | Minor Arterial | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 32 | BENEDICT DR | 1010 | BARTHOLOMEW FAIR DR | POTOMAC VIEW RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 33 | BERLIN TPKE | 287 | MARYLAND STATE LINE | TOWN OF LOVETTSVILLE - NCL | Major Collector | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 34 | BERLIN TPKE | 287 | TOWN OF LOVETTSVILLE - NCL | TOWN OF LOVETTSVILLE - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 35 | BERLIN TPKE | 287 | TOWN OF LOVETTSVILLE - SCL | PURCELLVILLE NORTH COLLECTOR RD | Major Collector | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural / JLMA | | | 3 | | 36 | BERLIN TPKE | 287 | PURCELLVILLE NORTH COLLECTOR RD | ROUTE 7 | Major Collector | 4 | R4M (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | | | 37 | BERLIN TPKE | TOWN | ROUTE 7 | W COLONIAL HWY / E MAIN ST | Refer to Town | 20 | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 38 | BLES PARK DR | 2401 | N OF BROAD VISTA TER | BRIDGEFIELD WAY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 39 | BLOSSOM DR | 3254 | VICTORIA STATION DR | MAGNOLIA DR | Neighborhood Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 40 | BRADDOCK RD | 705 | ROUTE 15 | LENAH RD | Major Collector | 2 | R2 (T) | None | Local | 70 | Rural | | | 3 | | 41 | BRADDOCK RD | 705 | LENAH RD | LIGHTRIDGE FARM RD | Major Collector | 2 | R2 (ST) | None | Local | 70 | Transition | | | | | 42 | BRADDOCK RD | 705 | LIGHTRIDGE FARM RD | NORTHSTAR BLVD | Major Collector | 2 | R2 (ST) | None | Local | 70 | Transition | | | | | 43 | BRADDOCK RD | 620 | NORTHSTAR BLVD | FAIRFAX COUNTY | Major Collector | 4 | U4M (TT) | None | Controlled | 90 | Suburban | | | | | 44 | BRIDGEFIELD WAY | 1051 | GEORGE WASHINGTON BLVD | GEORGE WASHINGTON BLVD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 45 | BROADLANDS BLVD | 640 | BELMONT RIDGE RD | ASHBURN RUN PL | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 46 | BROADMORE DR | 1798 | CASCADES PKWY | POTOMAC VIEW RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 47 | BROADMORE DR | 1798 | POTOMAC VIEW RD | PEMBERLY DR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 48 | BRODERICK DR | 1070 | PRENTICE DR | MORAN RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 49 | BUTCHERS ROW / HIGH ST | 665 / 698 | OLD WATERFORD RD | WATER ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 50 | BUTCHERS ROW / HIGH ST | 665 | WATER ST | MAIN ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 51 | CARTERS SCHOOL RD | 857 | OLD OX RD | IAD ACCESS WEST | Minor Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 52 | CASCADES PKWY | 1794 | ALGONKIAN PKWY | NOKES BLVD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 53 | CASCADES PKWY | 637 | POTOMAC VIEW RD / NOKES BLVD | W CHURCH RD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 54 | CEDAR RIDGE BLVD | 2738 | GUM SPRING ROAD | LOUDOUN COUNTY PARKWAY | Minor Collector | 2 | U2 (SS) | Local | 50 | Transition | | | | | 55 | CENTERGATE DR | ND | CLAUDE MOORE DR | VINEGAR HILL DR | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | | Avenue | | | 56 | CENTERGATE DR | ND | VINEGAR HILL DR | LOUDOUN COUNTY PARKWAY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Urban | | Major Avenue | | | 57 | CHARITABLE ST | ND | MOOREVIEW PKWY | MOOREFIELD BLVD | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | | Avenue | | | 58 | CHARLES TOWN PIKE | 9 | WEST VIRGINIA STATE LINE | TOWN OF HILLSBORO - WCL | Minor Arterial | 2 | R2 | None | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 59 | CHARLES TOWN PIKE | TOWN | TOWN OF HILLSBORO - WCL | TOWN OF HILLSBORO - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 60 | CHARLES TOWN PIKE | 9 | TOWN OF HILLSBORO - ECL | ROUTE 7 | Minor Arterial | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 61 | CHARLES TOWN PIKE | 9 | ROUTE 7 | E COLONIAL HWY | Major Collector | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 62 | CHESTERTON ST | 2038 | BELMONT RIDGE RD | PORTSMOUTH BLVD | Minor Collector | 2 | U2 (SS) | Shared | Local | 65 | Suburban | | | | | 63 | CHRISTIANA DR | 2019 | GLOUCESTER PKWY | ASHBURN VILLAGE BLVD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 64 | CIRCLE DR / E HOLLY AVE | 1975 | W F RITCHIE BLVD | E FILLMORE AVE | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 65 | CITY CENTER BLVD | 1949 | ROUTE 7 | NOKES BLVD | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 66 | CLAIBORNE PKWY | 901 | ROUTE 7 | GREYSWALLOW TER | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 67 | CLAIBORNE PKWY | 901 | GREYSWALLOW TER | LOUDOUN COUNTY PARKWAY | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 68 | CLARKES GAP RD | 662 | FACTORY ST / HIGH ST | CHARLES TOWN PIKE | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 69 | CLAUDE MOORE DR | 2394 | MOOREVIEW PKWY | OLD RYAN RD | Minor Collector | 2 | U2M (ST) | Striped | Controlled | 90 | Urban | | Major Avenue | | | 70 | CLAUDE MOORE DR | 2394 | OLD RYAN RD | CENTERGATE DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Urban | | Avenue | | | 71 | CLAUDE MOORE DR | 2394 | CENTERGATE DR | LOUDOUN COUNTY PKWY | Minor Collector | 4 | U4M (SS) | Shared | Controlled | 90 | Urban | | Major Avenue | | | 72 | COCHRAN MILL RD | 653 | SYCOLIN RD | GLOUCESTER PKWY | Minor Collector | 2 | U2 (ST) | None | Local | 70 | Transition, JLMA | | | | | 73 | COCHRAN MILL RD | 653 | GLOUCESTER PKWY | RUSSELL BRANCH PARKWAY | Minor Collector | 2 | U2 (ST) | Shared | Local | 70 | JLMA | | | | | 74 | COMPASS CREEK PKWY | TOWN | BATTLEFIELD PKWY | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 75 | COMPASS CREEK PKWY | ND | TOWN OF LEESBURG - SCL | CROSSTRAIL BLVD | Minor Collector | 4 | U4M (ST) | None | Controlled | 90 | JLMA | | | | | 76 | COUNTRYSIDE BLVD | 1570 | ALGONKIAN PKWY | ROUTE 7 | Minor Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 77 | CREIGHTON RD | 774 | EVERGREEN MILLS ROAD | NORTHSTAR BLVD | Minor Collector | 2 | U2 (ST) | None | Local | 50 | Transition, Suburban | | | | | 78 | CREIGHTON RD | 774 | NORTHSTAR BLVD | LOUDOUN COUNTY PARKWAY | Minor Collector | 4 | U4M (ST) | None | Controlled | 70 | Suburban | | | | <
> [^p155-1]: The Right-of-Way (ROW) widths specified in this table are "ultimate" widths. Actual dedication requirements will be determined at the time of development review based on the specific design of the roadway, including turn lanes, utilities, and other infrastructure, and may vary from these guidelines. [^p155-2]: Historic road corridor; design should consider historic context/sensitivity. [^p155-3]: Subject to detailed corridor study/analysis. [^p155-4]: Requires coordination with property owners and potentially other agencies. # CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 79 | CROMWELL RD | 1580 | COUNTRYSIDE BLVD | TRIPLESEVEN RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 80 | CROSON LN | 645 | BELMONT RIDGE RD | MOOREVIEW PKWY | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 81 | CROSON LN | 645 | MOOREVIEW PKWY | ASHBURN METRO STATION | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | Yes | Major Avenue | | | 82 | CROSSROADS DR | 1880 | CLAIBORNE PKWY | ASHBURN FARM PWKY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 83 | CROSSTRAIL BLVD SE | TOWN | ROUTE 7 | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 84 | CROSSTRAIL BLVD | ND | TOWN OF LEESBURG - SCL | SYCOLIN RD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | JLMA | | | | | 85 | CROSSTRAIL BLVD | ND | SYCOLIN RD | EVERGREEN MILLS RD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | JLMA, Transition | | | | | 86 | DAVIS DR | 868 | W CHURCH RD | S STERLING BLVD | Major Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | Yes | | | | 87 | DAVIS DR | 868 | S STERLING BLVD | TRANSDULLES PLZ | Major Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | Yes | | | | 88 | DAVIS DR | 868 | TRANSDULLES PLZ | OLD OX RD | Major Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | Yes | | | | 89 | DAVIS DR | 868 | OLD OX RD | INNOVATION AVE | Major Collector | 4 | U4 (ST) | Striped | Local | 70 | Urban | Yes | Boulevard | | | 90 | DAVIS DR | 868 | INNOVATION AVE | FAIRFAX COUNTY | Major Collector | 4 | U4M (SS) | Striped | Controlled | 80 | Urban | Yes | Boulevard | | | 91 | DECATUR AVE | 2267 | W PATRICIA PKWY | N CLERMONT PKWY | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 92 | DEFENDER DR | ND | LOUDOUN COUNTY PKWY | ELK LICK RD | Minor Collector | 2 | U2 (ST) | None | Local | 70 | Suburban | | | | | 93 | DEFENDER DR | 1279 | ELK LICK RD | S RIDING BLVD | Minor Collector | 2 | U2 (ST) | None | Local | 70 | Suburban | | | | | 94 | DEFENDER DR | ND | S RIDING BLVD | W OF EASTGATE VIEW DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 95 | DEMOTT DR | 2070 | BROADLANDS BLVD | WAXPOOL RD | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 55 | Suburban | | | | | 96 | DEMOTT DR | 2070 | WAXPOOL RD | MOOREVIEW PKWY | Major Collector | 4 | U4 (SS) | Striped | Local | 90 | Suburban | | | | | 97 | DESTINY DR | 1252 | MINERAL SPRINGS CIR | GUM SPRING RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 55 | Suburban | | | | | 98 | DEVIN SHAFRON DR | 2165 | METRO CTR DR | SHELLHORN RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Urban | Avenue | | | 99 | DRESDEN ST | 1119 | BRODERICK DR | PACIFIC BLVD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 80 | Suburban | | | | | 100 | DULLES AIRPORT ACCESS RD | 90004 | DULLES AIRPORT | ROUTE 28 | Principal Arterial (Freeway) | 6 | U6F | None | Limited | Refer to MWAA | Suburban | Yes | | | | 101 | DULLES CENTER BLVD | 2124 | ATLANTIC BLVD | CITY CENTER BLVD | Minor Collector | 2 | U2 (SS) | Striped | Local | 100 | Suburban | | | | | 102 | DULLES GREENWAY | 267 | US ROUTE 15 / ROUTE 7 | BATTLEFIELD PKWY | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 250 | Town | Yes | | | | 103 | DULLES GREENWAY | 267 | BATTLEFIELD PKWY | TOLL PLAZA | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 250 | Town, Suburban, Urban | Yes | | | | 104 | DULLES GREENWAY | 267 | TOLL PLAZA | DULLES AIRPORT ACCESS RD | Principal Arterial (Freeway) | 6 | U6F | None | Limited | 250 | Urban | Yes | | | | 105 | DULLES WEST BLVD | ND | NORTHSTAR BLVD | LOUDOUN COUNTY PARKWAY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 106 | E BROAD WAY | TOWN | TOWN | TOWN OF LOVETTSVILLE - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 107 | E CHURCH RD / OAK TREE LN | 625/1516 | N STERLING BLVD | SUGARLAND RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 108 | E COLONIAL HWY | TOWN | ROGERS ST | TOWN OF HAMILTON - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 109 | E COLONIAL HWY | 7 | TOWN OF HAMILTON - ECL | CHARLES TOWN PIKE | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | Yes | | 2,3 | | 110 | E FREDERICK DR | 1454 | N STERLING BLVD | SUGARLAND RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 111 | E LOUDOUN ST | TOWN | MAIN ST | TOWN OF ROUND HILL - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 112 | E LOUDOUN ST | 7 | TOWN OF ROUND HILL - ECL | BELL RD | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | JLMA, Rural | | | 3 | | 113 | E MAIN ST | TOWN | N 21ST ST | TOWN OF PURCELLVILLE - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 114 | E MAPLE AVE | TOWN | S STERLING BLVD | S FILLMORE AVE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 115 | E MARKET ST | TOWN | KING ST | US ROUTE 15 / ROUTE 7 | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 116 | E MARKET ST | 7 | US ROUTE 15 / ROUTE 7 | CROSSTRAIL BLVD / RIVER CREEK PWKY | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 200 | Town | Yes | | | | 117 | E WASHINGTON ST | 50 | MADISON ST | TOWN OF MIDDLEBURG - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 118 | EAST A ST | TOWN | S 20TH ST | S MAPLE AVE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 119 | EASTGATE VIEW DR | 3010 | POLAND RD | PLEASANT VALLEY RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 120 | EASTGATE VIEW DR | 3010 | LOUDOUN COUNTY PKWY | POLAND RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 121 | EDGEWATER ST | 2237 | POLAND RD | TALL CEDARS PKWY | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 122 | EDWARDS FERRY RD NE | TOWN | EAST MARKET STREET | TOWN OF LEESBURG - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 123 | EDWARDS FERRY RD | 773 | TOWN OF LEESBURG - ECL | RIVER CREEK PWKY | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | JLMA | | | | | 124 | ELK LICK RD | 621 | DEFENDER DR | TALL CEDARS PARKWAY | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 125 | EVENING STAR DR | 1320 | MARKET ST | CLARKES GAP RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | 3 | | 126 | EVENING STAR DR | 1320 | COLLINGTON DR | WOODGROVE RD | Minor Collector | 2 | U2 (SS) | Shared | Local | 50 | JLMA | | | | | 127 | EVENING STAR DR | 1320 | WOODGROVE RD | TOWN OF ROUND HILL - NCL | Minor Collector | 4 | U4M (ST) | Shared | Controlled | 90 | JLMA | | | | | 128 | EVENING STAR DR | TOWN | TOWN OF ROUND HILL - NCL | E LOUDOUN ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 129 | EVERFIELD DR | 3423 | HARTLAND DR | ROUTE 50 | Minor Collector | 2 | R2 (T) | Striped | Local | 60 | Transition | | | | | 130 | EVERGREEN MILL RD SE | TOWN | ROUTE 15 | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 131 | EVERGREEN MILLS RD | 621 | BATTLEFIELD PKWY | SOMERSET CROSSING PL | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | Transition | | | | | 132 | EVERGREEN MILLS RD | 621 | SOMERSET CROSSING PL | NORTHSTAR BLVD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 133 | EVERGREEN MILLS RD | 621 | NORTHSTAR BLVD | LOUDOUN COUNTY PARKWAY | Major Collector | 4 | U4M (TT) | None | Controlled | 90 | Suburban | | | | | 134 | EVERGREEN RIDGE DR | 3100 | LOUDOUN COUNTY PARKWAY | LOUDOUN COUNTY PARKWAY | Minor Collector | 4 | U4M (ST) | None | Controlled | 70 | Suburban | | | | | 135 | EXCHANGE ST | 3040 | RUSSELL BRANCH PARKWAY | MARBLEHEAD DR | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 136 | FACTORY ST | 662 | MAIN STREET | N STEELE ST / FILLMORE AVE | Minor Collector | 2 | U2 (T) | Striped | Local | Varies / Subject to DTCI Review | Suburban | | | 3 | | 137 | FARMWELL RD | 625 | ASHBURN RD | WAXPOOL RD | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 138 | FAULKNER PKWY | 640 | PLYMOUTH PL | WAXPOOL RD | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 139 | FINCASTLE DR | 2018 | GLOUCESTER PKWY | ASHBURN VILLAGE BLVD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 140 | FIRST ST (WATERFORD) | 698 | OLD WHEATLAND RD | MAIN ST | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 141 | FLEETWOOD RD | 616 | HARTLAND DR | ROUTE 50 | Minor Collector | 2 | R2 (T) | Striped | Local | 70 | Transition | | | | | 142 | FOX RIDGE/TALL CEDAR | ND | LOUDOUN COUNTY PARKWAY | LOUDOUN COUNTY PARKWAY | Minor Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 143 | FORT EVANS RD NE | TOWN | ROUTE 15 | TOWN OF LEESBURG - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 144 | GLENN DR | 864 | BELFORT PARK DR | S STERLING BLVD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 145 | GLOUCESTER PKWY | 2150 | CROSSTRAIL BLVD | COCHRAN MILL RD | Minor Arterial | 4 | U4M (ST) | None | Controlled | 120 | JLMA, Suburban | Yes | | | | 146 | GLOUCESTER PKWY | 2150 | BELMONT RIDGE RD | LOUDOUN COUNTY PKWY | Minor Arterial | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 147 | GLOUCESTER PKWY | 2150 | LOUDOUN COUNTY PKWY | ROUTE 28 | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 148 | GRASSLAND GROVE DR | 3394 | BRADDOCK RD | NORTHSTAR BLVD | Minor Collector | 2 | R2 (T) | Striped | Local | 70 | Transition | | | | | 149 | GREENGARDEN RD | 719 | TRAPPE RD | MILLVILLE RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3,4 | | 150 | GREENSTONE DR | 2628 | STONE SPRINGS BLVD | GUM SPRING ROAD | Neighborhood Collector | 2 | U2 (ST) | Shared | Local | 50 | Suburban | | | | | 151 | GREENWOOD DR | 1322 | MAIN ST | EVENING STAR DR | Minor Collector | 2 | U2 (ST) | Shared | Local | 50 | JLMA | | | | | 152 | GUM SPRING RD | 659 | ROUTE 50 | TALL CEDARS PARKWAY | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 153 | GUM SPRING RD | 659 | TALL CEDARS PARKWAY | BRADDOCK RD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 154 | GUM SPRING RD | 659 | BRADDOCK RD | PRINCE WILLIAM COUNTY | Minor Arterial | 4 | R4M (TT) | None | Controlled | 120 | Transition | | | | | 155 | GEORGE WASHINGTON BLVD | 1050 | LOUDOUN CTY PKWY / RIVERSIDE PKWY | BLES PARK DR | Major Collector | 4 | R4M (SS) | Buffered | Controlled | 120 | Suburban | | | | | 156 | GEORGE WASHINGTON BLVD | 1050 | BLES PARK DR | RESEARCH PL | Major Collector | 4 | U4 (SS) | Shared | Controlled | 90 | Suburban | | | | [^p156-1]: Note 1: Standard Rights-of-Way (ROW) shown are for planning purposes. Actual required ROW may vary based on specific engineering designs, topography, utility needs, and the specific character of the area. [^p156-2]: Note 2: Segment identified as part of the Historic Roadway Network. [^p156-3]: Note 3: Roadway design should consider context-sensitive solutions to balance mobility needs with the preservation of historic and rural character. [^p156-4]: Note 4: Future access management and safety improvements should be prioritized. CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 157 | GEORGE WASHINGTON BLVD | 1050 | BRIDGEFIELD WY | RUSSELL BRANCH PKWY | Major Collector | 4 | U4M (ST) | None | Controlled | 110 | Suburban | | | | | 158 | HALEYBIRD DR | ND | CITY CENTER BLVD | RIDGETOP CR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 159 | HAMILTON STATION RD | 704 | CLARKES GAP RD | E COLONIAL HWY | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural, JLMA | | | 3 | | 160 | HARMONY CHURCH RD | 704 | E COLONIAL HWY | ROUTE 15 | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | JLMA, Rural | | | 2,3 | | 161 | HARPERS FERRY RD | 671 | JEFFERSON PIKE | CHARLES TOWN PIKE | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 162 | HARRY BYRD HWY | 7 | CLARKE COUNTY | W LOUDOUN ST | Principal Arterial (Other) | 4 | R4M | None | Controlled | 200 | Rural, JLMA | | | 3 | | 163 | HARRY BYRD HWY | 7 | W LOUDOUN ST | HILLSBORO RD | Principal Arterial (Other) | 4 | R4F | None | Limited | 200 | JLMA, Rural | | | 3 | | 164 | HARRY BYRD HWY | 7 | HILLSBORO RD | CHARLES TOWN PIKE | Principal Arterial (Freeway) | 6 | R6F | None | Limited | 200 | JLMA, Town, Rural | Yes | | 3 | | 165 | HARRY BYRD HWY | 7 | CHARLES TOWN PIKE | W MARKET ST | Principal Arterial (Freeway) | 8 | R8F | None | Limited | 200 | Rural | Yes | | 3 | | 166 | HARRY BYRD HWY | 7 | W MARKET ST | DULLES GREENWAY | Principal Arterial (Freeway) | 8 | R8F | None | Limited | 200 | Town | Yes | | | | 167 | HARRY BYRD HWY | 7 | CROSSTRAIL BLVD / RIVER CREEK PWKY | ALGONKIAN PKWY / ATLANTIC BLVD | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 200 | Suburban | Yes | | | | 168 | HARRY BYRD HWY | 7 | ALGONKIAN PKWY / ATLANTIC BLVD | FAIRFAX COUNTY | Principal Arterial (Other) | 6 | U6M (TT) | None | Controlled | Varies / Subject to DTCI Review | Suburban | Yes | | | | 169 | HATCHERY MILLS RD | 3395 | CULPEPER MILLS RD | ROUTE 50 | Local | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | | | 170 | HARDWOOD FOREST DR | 1671 | ALGONKIAN PKWY | ALGONKIAN PKWY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 171 | HAY RD | 642 | BELMONT RIDGE RD | W OF WILDBROOK CT | Minor Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 172 | HAY RD | 642 | W OF WILDBROOK CT | ASHBURN RD | Minor Collector | 2 | U2 (SS) | Shared | Local | 50 | Suburban | | | | | 173 | HEMINGWAY DR | 2090 | FARMWELL RD | FAULKNER PKWY | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 174 | HIGH ST (ROUND HILL) | TOWN | W LOUDOUN ST | TOWN OF ROUND HILL - NCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 175 | HIGH ST (ROUND HILL) | ND | TOWN OF ROUND HILL - NCL | TOWN OF ROUND HILL - WCL | Minor Collector | 2 | R2 | Shared | Local | 50 | JLMA | | | | | 176 | HIGH ST (ROUND HILL) | TOWN | TOWN OF ROUND HILL - WCL | N MAIN ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 177 | HIGH ST (WATERFORD) | 665 | MAIN ST | FACTORY ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 178 | HILLSBORO RD | TOWN | CHARLES TOWN PIKE | TOWN OF HILLSBORO - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 179 | HILLSBORO RD | 690 | TOWN OF HILLSBORO - SCL | ROUTE 7 | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural, JLMA | | | 3 | | 180 | HOWERS BRANCH DR | 884 | ROUTE 15 | ROUTE 50 | Principal Arterial (Other) | 4 | R4M | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 3 | | 181 | INNOVATION AVE | 209 | ROUTE 28 | FAIRFAX COUNTY | Major Collector | 4 | U4M (TT) | None | Controlled | Varies / Subject to DTCI Review | Suburban | Yes | Boulevard | | | 182 | IRISH CORNER RD | 673 | MOUNTAIN RD | TOWN OF LOVETTSVILLE - WCL | Major Collector | 2 | R2 | Striped | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 183 | JAMES MONROE HWY | 15 | MARYLAND STATE LINE | ST CLAIR LANE | Principal Arterial (Other) | 2 | R2 (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 184 | JAMES MONROE HWY | 15 | ST CLAIR LANE | NORTH END LUCKETTS BYPASS | Principal Arterial (Other) | 2 | R2M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 185 | JAMES MONROE HWY | 15 | NORTH END LUCKETTS BYPASS | STUMPTOWN ROAD / LUCKETTS ROAD | Principal Arterial (Other) | 2 | R2M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 186 | JAMES MONROE HWY | 15 | STUMPTOWN ROAD / LUCKETTS ROAD | SOUTH END LUCKETTS BYPASS | Principal Arterial (Other) | 2 | R2M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 187 | JAMES MONROE HWY | 15 | SOUTH END LUCKETTS BYPASS | MONTRESOR RD | Principal Arterial (Other) | 4 | R4M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 188 | JAMES MONROE HWY | 15 Business | ROUTE 15 NORTH OF LUCKETTS | ROUTE 15 SOUTH OF LUCKETTS | Major Collector | 2 | R2 (SS) | Striped | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 189 | JAMES MONROE HWY | 15 | MONTRESOR RD | N KING ST | Principal Arterial (Other) | 4 | R4M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 190 | JAMES MONROE HWY | 15 | MASON8 LANE | HARMONY CHURCH RD | Principal Arterial (Other) | 4 | R4M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 191 | JAMES MONROE HWY | 15 | HARMONY CHURCH RD | PRINCE WILLIAM COUNTY | Principal Arterial (Other) | 2 | R2 (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 192 | JEFFERSON PARK ST | ND | MOOREFIELD BLVD | CENTERGATE DR | Major Collector | 2 | U2 (SS) | None | Local | 70 | Urban | | Avenue | | | 193 | JEFFERSON PARK ST | ND | CENTERGATE DR | LOUDOUN COUNTY PARKWAY | Major Collector | 4 | U4M (SS) | None | Controlled | 90 | Urban | | Major Avenue | | | 194 | JEFFERSON PIKE | 340 | WEST VIRGINIA STATE LINE | MARYLAND STATE LINE | Principal Arterial (Other) | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 195 | JOHN MOSBY HWY | 50 | FAUQUIER COUNTY | FAUQUIER COUNTY | Minor Arterial | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 196 | JOHN MOSBY HWY | 50 | FAUQUIER COUNTY | TOWN OF MIDDLEBURG - WCL | Minor Arterial | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 197 | JOHN MOSBY HWY | 50 | TOWN OF MIDDLEBURG - ECL | SNICKERVILLE PIKE | Minor Arterial | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 198 | JOHN MOSBY HWY | 50 | SNICKERVILLE PIKE | ROUTE 15 | Minor Arterial | 4 | R4M (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 3 | | 199 | JOHN MOSBY HWY | 50 | ROUTE 15 | EVERFIELD DR | Principal Arterial (Other) | 2 | R2 (T) | None | Controlled | Varies / Subject to DTCI Review | Rural | | | 3 | | 200 | JOHN MOSBY HWY | 50 | EVERFIELD DR | TRAILHEAD DR | Principal Arterial (Non-Freeway) | 2 | R2 (TT) | None | Local | Varies / Subject to DTCI Review | Transition | | | | | 201 | JOHN MOSBY HWY | 50 | TRAILHEAD DR | W OF FLEETWOOD RD | Principal Arterial (Non-Freeway) | 4 | U4M (TT) | None | Controlled | Varies / Subject to DTCI Review | Transition | | | | | 202 | JOHN MOSBY HWY | 50 | W OF FLEETWOOD RD | NORTHSTAR BLVD | Principal Arterial (Non-Freeway) | 4 | U4M (TT) | None | Controlled | Varies / Subject to DTCI Review | Transition, Suburban | | | | | 203 | JOHN MOSBY HWY | 50 | NORTHSTAR BLVD | STONE SPRINGS BLVD | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 204 | JOHN MOSBY HWY | 50 | STONE SPRINGS BLVD | FAIRFAX COUNTY | Principal Arterial (Freeway) | 6 | U6F (TT) | None | Limited | 200 | Suburban | Yes | | | | 205 | KINCAID BLVD SE | TOWN | BATTLEFIELD PKWY | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 206 | KINCAID BLVD | ND | TOWN OF LEESBURG - SCL | CROSSTRAIL BLVD | Minor Collector | 4 | U4M (ST) | None | Controlled | 90 | JLMA | | | | | 207 | LADBROOK DR | 1276 | LOUDOUN RESERVE DR | WESTWIND DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 208 | LANSDOWNE BLVD | 2400 | RIVERPOINT DR | RIVERSIDE PKWY | Neighborhood Collector | 4 | U4M (ST) | Striped | Controlled | 120 | Suburban | | | | | 209 | LANSDOWNE BLVD | 2400 | RIVERSIDE PKWY | ROUTE 7 | Neighborhood Collector | 4 | U4M (ST) | Striped | Controlled | 120 | Suburban | | | | | 210 | LEESBURG BYP | 15 / 7 | DULLES GREENWAY | E MARKET ST | Principal Arterial (Freeway) | 6 | U6F | None | Limited | 200 | Town | Yes | | | | 211 | LEESBURG BYP | 15 | E MARKET ST | BATTLEFIELD PKWY | Principal Arterial (Freeway) | 4 | U4F | None | Limited | 200 | Town | | | | | 212 | LEESBURG BYP | 15 | BATTLEFIELD PKWY | N KING ST | Principal Arterial (Freeway) | 4 | U4F (T) | None | Limited | 200 | Town | | | | | 213 | LENAH RD | 600 | BRADDOCK RD | TRAILHEAD DR | Minor Collector | 2 | R2 (T) | Shared | Local | 70 | Transition | | | | | 214 | LIME KILN RD | 733 | SNICKERSVILLE TPKE | ROUTE 15 | Minor Collector | 2 | R2 (T) | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 215 | LOCKRIDGE RD | 789 | PRENTICE DR | SHELLHORN RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | Boulevard | | | 216 | LOUDOUN COUNTY PKWY | 607 | RIVERSIDE PKWY / GW BLVD | WAXPOOL RD | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 217 | LOUDOUN COUNTY PKWY | 607 | WAXPOOL RD | PRENTICE DR | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 218 | LOUDOUN COUNTY PKWY | 607 | PRENTICE DR | DULLES GREENWAY | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Urban | Yes | Multimodal Through Corridor | | | 219 | LOUDOUN COUNTY PKWY | 607 | DULLES GREENWAY | RYAN RD | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 150 | Urban | Yes | Multimodal Through Corridor | | | 220 | LOUDOUN COUNTY PKWY | 607 | RYAN RD | OLD OX RD / ARCOLA BLVD | Principal Arterial (Non-Freeway) | 6 | U6M (TT) | None | Controlled | 150 | Suburban | Yes | | | | 221 | LOUDOUN COUNTY PKWY | 606 | OLD OX RD / ARCOLA BLVD | ROUTE 50 | Principal Arterial (Freeway) | 8 | U8F (TT) | None | Limited | 200 | Suburban | Yes | | | | 222 | LOUDOUN COUNTY PKWY | 606 | ROUTE 50 | TALL CEDARS PKWY | Principal Arterial (Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 223 | LOUDOUN COUNTY PKWY | 606 | TALL CEDARS PKWY | BRADDOCK RD | Principal Arterial (Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 224 | LOUDOUN COUNTY PKWY | 606 | BRADDOCK RD | FOLEY BRANCH BLVD | Principal Arterial (Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 225 | LOUDOUN COUNTY PKWY | 606 | FOLEY BRANCH BLVD | FAIRFAX COUNTY LINE | Principal Arterial (Freeway) | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 226 | LOUDOUN RESERVE DR | 3101 | STUKELEY DR | EVERGREEN RD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 227 | LOUDOUN RESERVE DR | 3101 | STUKELEY DR | LADBROOK DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 228 | LOUDOUN ST SW | TOWN | W MARKET ST | S KING ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 229 | LOUDOUN ST SE | TOWN | S KING ST | E MARKET ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 230 | LOUDOUN STATION DR | ND | SHELLHORN RD | ASHBURN METRO STATION | Major Collector | 2 | U4 (SS) | Striped | Local | 70 | Suburban | Yes | Avenue | | [^p157-1]: Note 1: Right-of-Way widths are established during the development review process. The values listed are guidelines. [^p157-2]: Note 2: Project within the Rural Policy Area. Improvement and/or expansion may be limited by Comprehensive Plan policies. [^p157-3]: Note 3: Project identified as having potential historic or scenic resource impacts. Development requires coordination with the appropriate agencies/departments. # CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 231 | LOUDOUN TECH DR | 1795 | ROUTE 7 | RIDGETOP CIR | Neighborhood Collector | 2 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 232 | LOVETTSVILLE RD | 672 | TOWN OF LOVETTSVILLE - ECL | ROUTE 15 | Major Collector | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 233 | LOWES ISLAND BLVD | 1652 | WATERMARK PL | ALGONKIAN PKWY | Neighborhood Collector | 4 | U4M (SS) | Shared | Controlled | 90 | Suburban | | | | | 234 | LOYALTY RD | 665 | TAYLORSTOWN RD | BROWNS LN | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 235 | LOYALTY RD | 665 | BROWNS LN | OLD WATERFORD RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 236 | MAGNOLIA RD | 1525 | ATLANTIC BLVD | W CHURCH RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 237 | MAIN ST (WATERFORD) | 665 | FIRST ST | WATER STS / SECOND ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 238 | MAIN ST (WATERFORD) | 785 | WATER ST / SECOND ST | BUTCHERS ROW / HIGH ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 239 | MAIN ST (ROUND HILL) | TOWN | TOWN OF ROUND HILL - NCL | LOUDOUN RD | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 240 | MARBLEHEAD DR | 2276 | GLOUCESTER PKWY | LOUDOUN COUNTY PKWY | Minor Collector | 2 | U2M (SS) | Striped | Local | 90 | Suburban | | | | | 241 | MARSHFIELD DR | 1872 | ASHBURN FARM PKWY | CLAIBORNE PKWY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 242 | METRO CENTER DR | ND | MOOREFIELD BLVD | SHELLHORN RD | Major Collector | 2 | U2 (ST) | None | Local | 60 | Urban | | Avenue | | | 243 | METRO CENTER DR | 1795 | LOUDOUN PKWY | GLOUCESTER VIEW RD | Neighborhood Collector | 2 | U2 (ST) | Striped | Local | 60 | Urban | | | | | 244 | MILLER DR SE | TOWN | BATTELFIELD PKWY | SYCOLIN RD SE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 245 | MILLSTREAM DR | 2626 | TALL CEDARS PARKWAY | TALL CEDARS PARKWAY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 246 | MILLTOWN RD | 673 / 681 | LOVETTSVILLE RD | OLD WHEATLAND RD | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 247 | MILLVILLE RD | 743 | GREENGARDEN RD | WILLISVILLE RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3,4 | | 248 | MINERAL SPRINGS CIR | 2625 | GREENSTONE DR | DESTINY DR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 50 | Suburban | | | | | 249 | MOOREFIELD BLVD | ND | MOOREVIEW PKWY | OLD RYAN RD | Major Collector | 4 | U4 (SS) | Striped | Local | 70 | Urban | | Major Avenue | | | 250 | MOOREFIELD BLVD | ND | OLD RYAN RD | CROSON LN | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | | Major Avenue | | | 251 | MOOREFIELD BLVD | ND | CROSON LN | CENTERGATE DR | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | | Major Avenue | | | 252 | MOOREFIELD BLVD | ND | CENTERGATE DR | LOUDOUN COUNTY PARKWAY | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Urban | | Major Avenue | | | 253 | MOOREVIEW PKWY | 772 | DULLES GREENWAY | MOOREFIELD BLVD | Major Collector | 4 | U4M (ST) | Buffered | Controlled | 120 | Suburban | Yes | Boulevard | | | 254 | MOOREVIEW PKWY | 2298 | MOOREFIELD BLVD | LOUDOUN COUNTY PKWY | Major Collector | 4 | U4M (ST) | Buffered | Controlled | 120 | Suburban | Yes | Boulevard | | | 255 | MORAN RD | 634 | S. STERLING BLVD | PACIFIC BLVD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 256 | MOUNTAIN RD | 690 | IRISH CORNER RD | TOWN OF HILLSBORO - NCL | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 257 | MOUNTAIN RD | TOWN | TOWN OF HILLSBORO - NCL | CHARLES TOWN PIKE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 258 | N 21ST ST | TOWN | N 21ST ST | N 23RD ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 259 | N 23RD ST | TOWN | N 21ST ST | W MAIN ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 260 | N 21ST ST | TOWN | W ROUTE 15 | MARKET STREET | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 261 | N LINCOLN AVE | 1496 | E CHURCH RD | E HOLLY AVE | Minor Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 262 | N STERLING BLVD | 846 | W HOLLY AVE / CIRCLE DR | ROUTE 7 | Major Collector | 4 | U4M (SS) | Buffered | Controlled | Varies / Subject to DTCI Review | Suburban | Yes | | | | 263 | NOKES BLVD | 1793 | ROUTE 28 | ATLANTIC BLVD | Minor Arterial | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 264 | NOKES BLVD | 1793 | ATLANTIC BLVD | CASCADES PKWY | Minor Arterial | 4 | U4M (TT) | None | Controlled | 110 | Suburban | Yes | | | | 265 | NORTHSTAR BLVD | 3171 | BELMONT RIDGE RD | SHREVEPORT RD | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 266 | NORTHSTAR BLVD | 3171 | SHREVEPORT DR | ROUTE 50 | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 267 | NORTHSTAR BLVD | 3171 | ROUTE 50 | BRADDOCK RD | Minor Arterial | 6 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 268 | NORTHSTAR BLVD | 3171 | BRADDOCK RD | PRINCE WILLIAM COUNTY | Minor Arterial | 6 | U6M (TT) | None | Controlled | 150 | Transition | | | | | 269 | NORTH-SOUTH CONNECTOR | 789 | WAXPOOL RD | PRENTICE DR | Major Collector | 4 | U4M (SS) | Striped | Controlled | 110 | Suburban | | | | | 270 | OLD OX RD | 606 | LOUDOUN COUNTY PARKWAY | DULLES GREENWAY | Principal Arterial (Freeway) | 8 | U8F (TT) | None | Limited | 200 | Suburban | Yes | | | | 271 | OLD OX RD | 606 | DULLES GREENWAY | ROUTE 28 | Principal Arterial (Freeway) | 6 | U6F (TT) | None | Limited | 200 | Suburban | Yes | | | | 272 | OLD OX RD | 606 | ROUTE 28 | ROCK HILL RD | Principal Arterial (Freeway) | 6 | U6M (TT) | None | Controlled | 110 | Suburban | Yes | | | | 273 | OLD RYAN RD | 772 | MOOREFIELD BLVD | RYAN RD | Minor Collector | 2 | U2 (ST) | Shared | Local | 90 | Suburban | | Avenue | | | 274 | OLD WHEATLAND RD | 698 | MILLTOWN RD | FIRST ST | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 275 | PACIFIC BLVD | 1036 | GLOUCESTER PKWY | CABIN BRANCH BRIDGE | Major Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | Yes | | | | 276 | PACIFIC BLVD | 1036 | CABIN BRANCH BRIDGE | WAXPOOL RD | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 277 | PACIFIC BLVD | 1036 | WAXPOOL RD | OLD OX RD | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 278 | PACIFIC BLVD | 1036 | OLD OX RD | ROUTE 28 / INNOVATION AVE | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | Yes | | | | 279 | PALISADE PKWY | 1795 | ROUTE 7 | CASCADES PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 280 | PALISADE PKWY | 1795 | CASCADES PKWY | POTOMAC VIEW RD | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 281 | PINEBROOK RD | 827 | DULLES WEST BLVD | ROUTE 50 | Minor Collector | 4 | U4M (SS) | Striped | Controlled | 90 | Suburban | | | | | 282 | PINEBROOK RD | 827 | ROUTE 50 | TALL CEDARS PARKWAY | Minor Collector | 4 | U4M (SS) | Striped | Controlled | 90 | Suburban | | | | | 283 | PLEASANT VALLEY RD | 609 | WADE DR | FAIRFAX COUNTY | Major Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 284 | PURCELLVILLE NORTH COLLECTOR RD | 722 | HILLSBORO RD | TOWN OF PURCELLVILLE | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | JLMA | | | | | 285 | PURCELLVILLE NORTH COLLECTOR RD | 722 | TOWN OF PURCELLVILLE | TOWN OF PURCELLVILLE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 286 | PURCELLVILLE NORTH COLLECTOR RD | 722 | TOWN OF PURCELLVILLE | TOWN OF PURCELLVILLE | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | JLMA | | | | | 287 | PURCELLVILLE NORTH COLLECTOR RD | TOWN | TOWN OF PURCELLVILLE | TOWN OF PURCELLVILLE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 288 | PURCELLVILLE NORTH COLLECTOR RD | 722 | PURCELLVILLE RD | BERLIN TPK | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 289 | POLAND RD | 742 | W OF EASTGATE VIEW DR | TALL CEDARS PARKWAY | Minor Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 290 | POLAND RD | 742 | TALL CEDARS PARKWAY | FAIRFAX COUNTY | Minor Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 291 | PORTSMOUTH BLVD | 1937 | BELMONT RIDGE RD | CLAIBORNE PKWY | Minor Collector | 2 | U2M (SS) | Striped | Local | 90 | Suburban | | | | | 292 | POTOMAC VIEW RD | 637 | ALGONKIAN PKWY | SUGARLAND RUN DR | Major Collector | 4 | U4M (ST) | None | Controlled | 110 | Suburban | | | | | 293 | POTOMAC VIEW RD | 637 | SUGARLAND RUN DR | ROUTE 7 | Major Collector | 4 | U4M (ST) | None | Controlled | 110 | Suburban | Yes | | | | 294 | POTOMAC VIEW RD | 637 | ROUTE 7 | BENEDICT DR / CONNEMARA DR | Major Collector | 4 | U4M (ST) | None | Controlled | 110 | Suburban | Yes | | | | 295 | POTOMAC VIEW RD | 637 | BENEDICT DR / CONNEMARA DR | CASCADES PKWY | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | Yes | | | | 296 | PRENTICE DR | 1071 | SHELLHORN RD | NORTH-SOUTH CONNECTOR | Major Collector | 4 | U4M (SS) | Buffered | Controlled | 110 | Urban | Yes | Boulevard | | | 297 | PRENTICE DR | 1071 / 789 | NORTH-SOUTH CONNECTOR | LOCKRIDGE RD | Major Collector | 4 | U4M (SS) | Buffered | Controlled | 110 | Urban | Yes | Boulevard | | | 298 | PRENTICE DR | 1071 | LOCKRIDGE RD | PACIFIC BLVD | Major Collector | 4 | U4M (SS) | Buffered | Controlled | 70 | Urban | Yes | Boulevard | | | 299 | RANDOLPH DR | 1072 | PRENTICE DR | N OF STERLING BLVD | Major Collector | 4 | U4 (TT) | None | Local | 70 | Urban, Suburban | Yes | | | | 300 | RANDOLPH DR | 789 | N OF STERLING BLVD | OLD OX RD | Major Collector | 4 | U4M (TT) | None | Local | 90 | Urban, Suburban | | | | | 301 | RED HILL RD | 617 | WATSON RD | EVERGREEN MILLS RD | Minor Collector | 2 | R2 (T) | Shared | Local | Varies / Subject to DTCI Review | Rural, Transition | | | 3 | | 302 | RED RUM DR | 2703 | ASHBURN VILLAGE BOULEVARD | WAXPOOL RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 303 | RELOCATION DR | 775 | PACIFIC BLVD | OLD OX RD | Neighborhood Collector | 2 | U2 (ST) | None | Local | 90 | Suburban | | | | | 304 | RIDGETOP CIR | 1790 | NOKES BLVD | NOKES BLVD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 305 | RIDING CENTER DR | 2671 | LOUDOUN COUNTY PARKWAY | TALL CEDARS PARKWAY | Minor Collector | 4 | U4M (SS) | Shared | Controlled | 90 | Suburban | | | | | 306 | RIDING CENTER DR | 2671 | TALL CEDARS PARKWAY | BRADDOCK RD | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 307 | RIVER BANK ST | 2270 | OX BOW CIR / RIVER CREST ST | ALGONKIAN PKWY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 308 | RIVER CREEK PKWY | 773 | EDWARDS FERRY RD | LAKE RIDGE PL | Major Collector | 2 | U2 (SS) | Striped | Local | 70 | JLMA | | | | [^p158-1]: Right-of-Way Widths are based on the ultimate cross-section defined in the Countywide Transportation Plan. Additional right-of-way may be required for turn lanes, utility easements, or to meet safety design standards. [^p158-2]: For minor roads and rural segments, actual Right-of-Way (ROW) needs are determined on a case-by-case basis through the Development Transportation Concurrency Impact (DTCI) review process. [^p158-3]: The Right-of-Way width is subject to detailed field survey and specific site design requirements during the subdivision or site plan approval process to account for topographic constraints, environmental features, and historic preservation requirements. [^p158-4]: Segments with a "Rural" policy area designation may require a narrower cross-section or specialized design to maintain the rural character of the corridor, pending environmental and historic resource impact assessments. CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 309 | RIVER CREEK PKWY | 773 | LAKE RIDGE PL | BELLEVILLE DR NE | Minor Collector | 2 | U2 (ST) | Striped | Local | 90 | JLMA | | | | | 310 | RIVER CREEK PKWY | 773 | BELLEVILLE DR NE | FORT EVANS RD NE / RIVERSIDE PKWY | Minor Collector | 2 | U2 (ST) | Striped | Local | 90 | JLMA | | | | | 311 | RIVER CREEK PKWY | 773 | FORT EVANS RD NE / RIVERSIDE PKWY | TOWN OF LEESBURG - NCL | Major Collector | 4 | U4M (ST) | Striped | Controlled | 120 | JLMA | | | | | 312 | RIVER CREEK PKWY | TOWN | TOWN OF LEESBURG - NCL | E MARKET ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 313 | RIVERSIDE PKWY | 2401 | RIVER CREEK PKWY | BELMONT RIDGE RD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | JLMA, Suburban | Yes | | | | 314 | RIVERSIDE PKWY | 2401 | BELMONT RIDGE RD | SMITH CR | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 315 | RIVERSIDE PKWY | 2401 | SMITH CR | LOUDOUN COUNTY PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 316 | ROCK HILL RD | 605 | OLD OX RD | DAVIS DR | Neighborhood Collector | 2 | U2 (ST) | Shared | Local | 50 | Suburban | | | Avenue | | 317 | RUSSELL BRANCH PKWY | TOWN | BATTLEFIELD PKWY | TOWN OF LEESBURG - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 318 | RUSSELL BRANCH PKWY | 1061 | TOWN OF LEESBURG - ECL | COCHRAN MILL RD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | JLMA | Yes | | | | 319 | RUSSELL BRANCH PKWY | 1061 | COCHRAN MILL RD | W OF TOURNAMENT PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 320 | RUSSELL BRANCH PKWY | 1061 | W OF TOURNAMENT PKWY | CLAIBORNE PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 321 | RUSSELL BRANCH PKWY | 1061 | CLAIBORNE PKWY | LOUDOUN COUNTY PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 322 | RUSSELL BRANCH PKWY | 1061 | LOUDOUN COUNTY PKWY | GEORGE WASHINGTON BLVD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 323 | RUSSELL BRANCH PKWY | 1061 | GEORGE WASHINGTON BLVD | GLOUCESTER PKWY | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 324 | RYAN RD | 772 | EVERGREEN MILLS ROAD | NORTHSTAR BLVD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 325 | RYAN RD | 772 | NORTHSTAR BLVD | LOUDOUN COUNTY PARKWAY | Major Collector | 6 | U6M (TT) | None | Controlled | 120 | Suburban | Yes | | | | 326 | S 32ND ST | TOWN | W MAIN ST | GLENDALE ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 327 | S COTTAGE RD | 1724 | POTOMAC VIEW RD | SUGARLAND RUN DR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 80 | Suburban | | | | | 328 | S FILLMORE AVE | 1535 | E MAPLE AVE | FOREST RIDGE DR | Major Collector | 2 | U2 (SS) | Striped | Local | 90 | Suburban | | | | | 329 | S FILLMORE AVE | 1535 | FOREST RIDGE DR | FAIRFAX COUNTY | Major Collector | 2 | U2 (SS) | Striped | Local | 90 | Suburban | | | | | 330 | S KING ST | TOWN | MARKET ST | CATOCTIN CIR | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 331 | S KING ST | TOWN | CATOCTIN CIR | US ROUTE 15 / ROUTE 7 | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 332 | S KING ST | TOWN | US ROUTE 15 / ROUTE 7 | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 333 | S LINCOLN AVE | 1496 | E HOLLY AVE | FAIRFAX COUNTY | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 334 | S STERLING BLVD | 846 | RANDOLPH DR | MORAN RD | Major Collector | 4 | U4M (SS) | Buffered | Controlled | 90 | Suburban | | Yes | | | 335 | S STERLING BLVD | 846 | MORAN RD | PACIFIC BLVD | Major Collector | 4 | U4M (SS) | Buffered | Controlled | 75 | Suburban | | Yes | | | 336 | S STERLING BLVD | 846 | PACIFIC BLVD | ROUTE 28 | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | Yes | | | 337 | S STERLING BLVD | 846 | ROUTE 28 | E WILLIAMSBURG RD | Major Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | Yes | | | 338 | S STERLING BLVD | 846 | E WILLIAMSBURG RD | W HULLEY AVE / CIRCLE DR | Major Collector | 4 | U4M (ST) | Buffered | Controlled | 70 | Suburban / Subject to DTCI Review | | Yes | | | 339 | SAULTY DR | 1653 | LOWES ISLAND BLVD | ALLEGHENY CIR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 340 | SECOND ST (WATERFORD) | 662 | MAIN STREET | FACTORY ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 341 | SENECA RIDGE DR | 1760 | S COTTAGE RD | AUGUSTA DR | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 80 | Suburban | | | | | 342 | SEVERN WAY | 679 | PACIFIC BLVD | ATLANTIC BLVD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 343 | SHAW RD | 636 | BELFORT PARK DR | S STERLING BLVD | Minor Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | | | | | 344 | SHAW RD | 636 | S STERLING BLVD | OLD OX RD | Minor Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | | | | | 345 | SHAW RD | 636 | OLD OX RD | INNOVATION AVE | Minor Collector | 4 | U4M (ST) | Striped | Local | 90 | Urban | | Yes | Major Avenue | | 346 | SHELLHORN RD | 640 | ASHBURN RUN PL | PLYMOUTH PL | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | Yes | | | 347 | SHELLHORN RD | 643 | WAXPOOL RD | ASHBURN VILLAGE BLVD | Minor Collector | 4 | U4M (ST) | Buffered | Controlled | 90 | Urban | | Yes | Boulevard | | 348 | SHELLHORN RD | 643 | ASHBURN VILLAGE BOULEVARD | LOUDOUN COUNTY PARKWAY | Minor Collector | 4 | U4M (ST) | Buffered | Controlled | 90 | Urban | | Yes | Boulevard | | 349 | SHELLHORN RD | 643 | LOUDOUN COUNTY PARKWAY | LOCKRIDGE RD | Minor Collector | 4 | U4M (SS) | Buffered | Controlled | 110 | Urban | | Yes | Boulevard | | 350 | SHELLHORN RD | 643 | LOCKRIDGE RD | ASHBURN RD | Minor Collector | 4 | U4M (SS) | Buffered | Controlled | 110 | Urban | | Yes | Boulevard | | 351 | SHREVEPORT DR | ND | NORTHSTAR BLVD | LOUDOUN COUNTY PARKWAY | Minor Collector | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 352 | SILCOTT SPRINGS RD | TOWN | GLENDALE ST | TOWN OF PURCELLVILLE | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 353 | SILCOTT SPRINGS RD | 690 | 32ND ST | SNICKERSVILLE TPKE | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 354 | SMITH SWITCH RD | 607 | GLOUCESTER PKWY | WAXPOOL RD / FARMWELL RD | Minor Collector | 2 | U2 (TT) | None | Local | 70 | Suburban | | | | | 355 | SNICKERSVILLE TPKE | 734 | ROUTE 7 | ROUGE 50 | Major Collector | 2 | R2 | None | Local | Varies / Subject to DTCI Review | Rural | | | 2,3,4 | | 356 | SOUTH RIDING BLVD | 2201 | ROUTE 50 | TALL CEDARS PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 357 | ST. LOUIS RD | 611 | SNICKERSVILLE TPKE | FAUQUIER COUNTY | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3,4 | | 358 | STATE ST | ND | WESTWIND DR | BARRISTER ST | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Urban, Suburban | | Avenue | | | 359 | STONE SPRINGS BLVD | 2625 | EVERGREEN MILLS RD | DULLES WEST BLVD | Minor Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 360 | STONE SPRINGS BLVD | 2625 | DULLES WEST BLVD | ROUTE 50 | Major Collector | 4 | U4M (TT) | None | Controlled | 110 | Suburban | | | | | 361 | STONE SPRINGS BLVD | 2625 | ROUTE 50 | TALL CEDARS PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 110 | Suburban | | | | | 362 | STONE SPRINGS BLVD | 2625 | TALL CEDARS PKWY | GREENSTONE DR | Neighborhood Collector | 2 | U2 (ST) | Striped | Local | 70 | Suburban | | | | | 363 | STONY POINT RD | TOWN | CHARLES TOWN PIKE | TOWN OF HILLSBORO - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 364 | STONY POINT RD | 719 | TOWN OF HILLSBORO - SCL | WOODGROVE RD | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 365 | STUKELY DR | 3348 | LOUDOUN RESERVE DR | MEADOWVALE GLEN CT | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 50 | Suburban | | | | | 366 | SUGARLAND RD | 604 | E CHURCH RD / E FREDERICK DR | FAIRFAX COUNTY | Major Collector | 2 | U2 (SS) | Striped | Local | 65 | Suburban | | | | | 367 | SUGARLAND RUN DR | 1702 | POTOMAC VIEW RD | POTOMAC VIEW RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Transition | | | | | 368 | SULLY RD | 28 | ROUTE 7 | WAXPOOL RD | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 200 | Suburban | | Yes | | | 369 | SULLY RD | 28 | WAXPOOL RD | OLD OX RD | Principal Arterial (Freeway) | 8 | U8F | None | Limited | 200 | Suburban | | Yes | | | 370 | SULLY RD | 28 | OLD OX RD | FAIRFAX COUNTY | Principal Arterial (Freeway) | 10 | U10F | None | Limited | 200 | Suburban | | Yes | | | 371 | SUMMERALL DR | 1258 | BRADDOCK RD | ARLINGTON OAKS DR | Minor Collector | 2 | U2 (SS) | Striped | Local | 55 | Transition | | | | | 372 | SUMMERALL DR | 1258 | ARLINGTON OAKS DR | BRADDOCK RD | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 55 | Transition | | | | | 373 | SYCOLIN CREEK CONNECTOR | 648 | EVERGREEN MILLS ROAD | SYCOLIN RD | Minor Collector | 2 | U2 (ST) | Shared | Local | 70 | Transition | | | | | 374 | SYCOLIN RD | TOWN | EAST TOWN STREET | TOWN OF LEESBURG - SCL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 375 | SYCOLIN RD | 625 | TOWN OF LEESBURG - SCL | CROSSTRAIL BLVD | Major Collector | 4 | U4M (TT) | None | Controlled | 90 | JLMA, Transition | | | | | 376 | SYCOLIN RD | 625 | CROSSTRAIL BLVD | DULLES GREENWAY (EAST CROSSING) | Major Collector | 4 | U4M (TT) | None | Controlled | 90 | Transition | | | | | 377 | SYCOLIN RD | 625 | DULLES GREENWAY (EAST CROSSING) | BELMONT RIDGE RD | Major Collector | 4 | U4M (SS) | Shared | Controlled | 90 | Suburban | | | | | 378 | TALL CEDARS PKWY | 2200 | TRAILHEAD DR | NORTHSTAR BLVD | Major Collector | 2 | R2 (T) | None | Local | 70 | Suburban | | | | | 379 | TALL CEDARS PKWY | 2200 | NORTHSTAR BLVD | GUM SPRING RD | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 380 | TALL CEDARS PKWY | 2200 | GUM SPRING RD | RIDING CENTER DR | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 381 | TALL CEDARS PKWY | 2200 | RIDING CENTER DR | LOUDOUN COUNTY PKWY | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 382 | TALL CEDARS PKWY | 2200 | LOUDOUN COUNTY PKWY | ROUTE 50 | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | Yes | | | 383 | TALL CEDARS PKWY | 2200 | ROUTE 50 | ROUTE 50 ALT | Major Collector | 4 | U4M (TT) | None | Controlled | 120 | Suburban | | | | | 384 | TAYLORSTOWN RD | 668 | LOVETTSVILLE RD | DOWNEY MILL RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 385 | TAYLORSTOWN RD | 663 | DOWNEY MILL RD | LOYALTY RD | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 386 | TRAILHEAD DR | 3395 | ROUTE 50 | TALL CEDARS PKWY | Minor Collector | 2 | R2 (T) | Striped | Local | 70 | Transition | | | | # CTP Appendix 1 - Planning Guidelines for Major Roadways Countywide -Updated Per CPAM-2024-0006 (Sept 2025) | Segment ID | Name | Route Number | North / West End (FROM) | South / East End (TO) | Functional Classification | Ultimate Travel Lanes | Ultimate Cross Section | On Street Bike Facilities | Ultimate Access Type | Right-of-Way Width (See Note 1) (Distance in Feet) | Policy Area | Transit Corridor | DRPT Type | Notes | | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | :--- | | 387 | TRAILHEAD DR | 3395 | TALL CEDARS PKWY | BRADDOCK RD | Major Collector | 2 | R2 (T) | Striped | Local | 70 | Suburban | | | | | 388 | TRIPLESEVEN RD | 777 | CROMWELL RD | PALISADE PKWY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 389 | TRURO PARISH DR | 2119 | BELMONT RIDGE RD | WAXPOOL RD | Minor Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 390 | US 50 ALT | ND | VICINITY OF LOUDOUN CO PKWY / RT50 | FAIRFAX COUNTY | Principal Arterial (Freeway) | 6 | U6F | None | Limited | Refer to MWAA | Suburban | Yes | | | | 391 | VICTORIA STATION DR | 3250 | BLOSSOM DR | CASCADES PKWY | Neighborhood Collector | 2 | U2 (ST) | Shared | Local | 70 | Suburban | | | | | 392 | W BROAD WAY | TOWN | TOWN OF LOVETTSVILLE - WCL | TOWN SQUARE | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 393 | W CHURCH RD | 625 | ROUTE 28 | ATLANTIC BLVD | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 394 | W CHURCH RD | 625 | ATLANTIC BLVD | CASCADES PKWY | Minor Arterial | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 395 | W CHURCH RD | 625 | CASCADES PKWY | W HOLLY AVE | Minor Collector | 2 | U2 (SS) | Striped | Local | 80 | Suburban | | | | | 396 | W CHURCH RD | 625 | W HOLLY AVE | N STERLING BLVD | Minor Collector | 2 | U2 (SS) | Shared | Local | 65 | Suburban | | | | | 397 | W COLONIAL HWY | TOWN | BERLIN TPKE | TOWN OF PURCELLVILLE - ECL | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 398 | W COLONIAL HWY | 7 | TOWN OF PURCELLVILLE - ECL | TOWN OF HAMILTON - WCL | Major Collector | 2 | R2 (T) | None | Local | Varies / Subject to DTCI Review | JLMA, Rural | Yes | | 3 | | 399 | W COLONIAL HWY | TOWN | TOWN OF HAMILTON - WCL | ROGERS ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 400 | W HOLLY AVE | 1401 | W CHURCH RD | STERLING BLVD | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 65 | Suburban | | | | | 401 | W LOUDOUN ST | 7 | ROUTE 7 | TOWN OF ROUND HILL - WCL | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural, JLMA | | | 3 | | 402 | W LOUDOUN ST | TOWN | TOWN OF ROUND HILL - WCL | MAIN ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 403 | W MAIN ST | 7 | BELL RD | TOWN OF PURCELLVILLE - WCL | Major Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 404 | W MAIN ST | TOWN | TOWN OF PURCELLVILLE - WCL | N 21ST ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 405 | W MARKET ST | TOWN | TOWN OF LEESBURG - WCL | KING ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 406 | W WASHINGTON ST | 50 | TOWN OF MIDDLEBURG - WCL | MADISON ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 407 | W PERIMETER RD | ND | LOUDOUN COUNTY PKWY | CARTERS SCHOOL RD | Minor Collector | 4 | U4M (ST) | None | Controlled | Refer to MWAA | Suburban | | | | | 408 | WADE DR | 873 | TALL CEDARS PKWY | PLEASANT VALLEY RD | Minor Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 409 | WARP DR | ND | RT 28 NB OFF RAMP | ATLANTIC BLVD | Minor Collector | 2 | U2 (SS) | Shared | Local | 90 | Suburban | | | | | 410 | WATER ST (WATERFORD) | 698 | MAIN ST | BUCTHERS ROW / HIGH ST | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 2,3 | | 411 | WATSON RD | 860 | EVERGREEN MILLS ROAD | ROUTE 50 | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3 | | 412 | WAXPOOL RD | 900 | BELMONT RIDGE RD | SIDNEY PL | Neighborhood Collector | 2 | U2 (ST) | Shared | Local | 50 | Suburban | | | | | 413 | WAXPOOL RD | 900 | SIDNEY PL | TRURO PARISH DR | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 60 | Suburban | | | | | 414 | WAXPOOL RD | 2119 | TRURO PARISH DR | DULLES GREENWAY | Minor Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 415 | WAXPOOL RD | 2119 | DULLES GREENWAY | ASHBURN RD | Minor Collector | 4 | U4 (ST) | None | Local | 90 | Suburban | | | | | 416 | WAXPOOL RD | 2119 | ASHBURN RD | FAULKNER PKWY | Minor Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | | | | | 417 | WAXPOOL RD | 640 | FAULKNER PKWY | NORTH-SOUTH CONNECTOR | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 418 | WAXPOOL RD | 640 | NORTH-SOUTH CONNECTOR | FARMWEL RD | Major Collector | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 419 | WAXPOOL RD | 625 | FARMWEL RD / SMITH SWITCH RD | LOUDOUN COUNTY PARKWAY | Minor Arterial | 6 | U6M (TT) | None | Controlled | 120 | Suburban | | | | | 420 | WAXPOOL RD | 625 | LOUDOUN COUNTY PARKWAY | ROUTE 28 | Minor Arterial | 8 | U8M (TT) | None | Controlled | 150 | Suburban | Yes | | | | 421 | WEST A ST | TOWN | SILCOTT SPRINGS RD | S 20TH ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 422 | WESTWIND DR | 2988 | LOUDOUN COUNTY PARKWAY | STATE ST | Minor Arterial | 4 | U4M (ST) | None | Controlled | 120 | Suburban | | | | | 423 | WESTWIND DR | 2988 | STATE ST | LADBROOK DR | Minor Arterial | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 424 | WESTWIND DR | 2988 | LADBROOK DR | OLD OX RD | Minor Arterial | 4 | U4M (ST) | None | Controlled | 90 | Suburban | | | | | 425 | WHITEWATER DR | 1651 | SAULTY DR | ALGONKIAN PKWY | Neighborhood Collector | 2 | U2 (SS) | Shared | Local | 70 | Suburban | | | | | 426 | WILLISVILLE RD | 623 | MILLVILLE RD | FAUQUIER COUNTY | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural | | | 3,4 | | 427 | WINDMILL DR | 1880 | CLAIBORNE PWKY | ASHBURN FARM PWKY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 60 | Suburban | | | | | 428 | WOODGROVE RD | 719 | STONY POINT RD | TOWN OF ROUND HILL - NCL | Minor Collector | 2 | R2 | Shared | Local | Varies / Subject to DTCI Review | Rural, JLMA | | | 2,3 | | 429 | WOODLAND RD | 679 | ATLANTIC BLVD | CASCADES PKWY | Minor Collector | 4 | U4 (ST) | None | Local | 70 | Suburban | | | | | 430 | WOODRIDGE PKWY | 2403 | LANSDOWNE BLVD | RIVERSIDE PKWY | Neighborhood Collector | 2 | U2M (ST) | Striped | Local | 90 | Suburban | | | | | 431 | WOODSHIRE DR | 1792 | RIDGETOP CIR | CASCADES PKWY | Neighborhood Collector | 2 | U2 (SS) | Striped | Local | 70 | Suburban | | | | | 432 | WT DRUHAN JR BLVD | TOWN | S MAPLE AVE | E MAIN ST | Refer to Town | TOWN | Refer to Town | Refer to Town | Refer to Town | Refer to Town | Town | | | | | 433 | WYNRIDGE DR | 2394 | CLAIBORNE PKWY | MOOREVIEW PKWY | Neighborhood Collector | 2 | U2M (ST) | Striped | Local | 90 | Suburban | | | | **CTP Appendix 1 Notes** 1. Additional right-of-way may be needed for turn lanes, bicycle/pedestrian facilities, and/or interchanges. 2. Roadway designated as a Virginia Byway. Any improvements along roadway will be constructed in conformance with the Heritage Resource Policies of the CTP, the Historic, Archaeologic, and Scenic Resources Policies of the General Plan, and the Heritage Corridor and Cultural Landscape Policies of the Heritage Preservation Plan. 3. Roadway improvements within the Rural Policy Area will be constructed in conformance with the Heritage Resource Policies of the CTP, the Historic, Archaeologic, and Scenic Resources Policies of the General Plan, and the Heritage Corridor and Cultural Landscape Policies of the Heritage Preservation Plan. 4. Segments of roadway located within / adjacent to Beaverdam Creek Historic Roadways District. 5. The County may approve alternative shared use path or sidewalk alignments to avoid damaging sensitive environmental, historic or cultural features or to avoid engineering constraints, provided the alternative alignment serves the planned purpose of the facility to an equivalent degree. 6. The County does not anticipate bicycle and pedestrian facilities along limited access roadways, except as noted on this table and/or CTP roadway map. 7. Turn lanes to be provided based on roadway functional classification, see Chapter 2 for additional information. In the Rural Policy Area, turn lanes are anticipated along secondary roads where necessary for safety. LOUDOUN 2019 COUNTYWIDE TRANSPORTATION ROADWAY PLAN MAP ADOPTED JUNE 20, 2019 AMENDED THROUGH SEPTEMBER 10, 2025 <
> 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) Safety and operational studies will be conducted along primary roadways in the Rural Policy Area to assess current roadway conditions and identify potential solutions to improve traffic flow and safety. Improvements based on these studies will be implemented as directed by the Board of Supervisors. (VII) 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. (VIII) Road names for planned roadways are conceptual and some do not conform to the County Street Naming Ordinance. The final approved name must conform to the County Street Naming Ordinance. Roadway Locational Notes: (A) Edwards Ferry Road will be studied for alternate typical sections in consultation with the Town of Leesburg and VDOT and with consideration of historic and scenic resources. (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, including a westbound ramp to access the Dulles Greenway, 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 Toll 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. (L) Widening of Route 606 to eight lanes between Loudoun County Parkway and Route 28 corridor and identification of additional interchange locations is anticipated at such time when traffic volumes necessitate additional capacity or the County initiates a study for a dedicated bus lane system. (M) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Farmwell Road to six lanes. (N) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Northstar Boulevard to six lanes south of US Route 50. (O) Refer to Chapter 4 for discussion and policy language regarding a potential Potomac River crossing in this area. (P) Route 7 partial interchange at Lexington Drive for vehicles exiting eastbound Route 7 only. (Q) Route 28 partial interchange at Warp Drive for vehicles exiting southbound Route 28 only. (R) Route 28/7 partial interchange at Compass Creek Parkway for vehicles exiting northbound Route 28 only. (S) Northstar Boulevard and the segment of Belmont Ridge Road between Northstar Boulevard and Route 7 is a designated Corridor of Statewide Significance by the Commonwealth Transportation Board. (T) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Northstar Boulevard north of US Route 50 or the segment of Belmont Ridge Road between Northstar Boulevard and Croson Lane to six lanes. (U) Per CPAM-2021-0002, the widening of Route 15 includes a planned bypass around the Village of Lucketts. Final alignment of the bypass shall be east of existing Route 15 and the number of lanes north of Stumptown Road will be determined on the basis of a future project alternatives study to be performed in conjunction with project design. | LEGEND | | | :--- | :--- | | **ROADWAY ELEMENTS** | | | **CTP ROADS** | **PLANNED # OF LANES** | | | 10 Lanes | | | 8 Lanes | | | 6 Lanes | | | 4 Lanes | | | 2 Lanes | | | Freeway[^p161-1] | | | Refer to Town Plan[^p161-2] | | | | | | Existing/Planned Interchange | | | Existing/Planned Partial Interchange | | | Existing/Planned Overpass | | | Scenic Byway | | | Proposed Scenic Byway | | | Metrorail Silver Line | | | Metrorail Station | | | Village Conservation Overlay District | | | Washington & Old Dominion Trail | | | Rural Historic Village | Refer to Chapter 2 for Ultimate Roadway Geometry [^p161-1]: See Note IV [^p161-2]: See Note III MAP# 2025-127 This map reflects CPAM-2021-0002 approved on July 5, 2022, CPAM-2020-0002 approved on February 7, 2023, CPAM-2024-0004 approved on February 12, 2025, CPAM-2022-0001 approved on September 10, 2025 and CPAM-2024-0008 approved on September 10, 2025. # LOUDOUN 2019 # COUNTYWIDE TRANSPORTATION # BICYCLE AND PEDESTRIAN # PLAN MAP **ADOPTED** **JUNE 20, 2019** **AMENDED THROUGH** **SEPTEMBER 10, 2025** <
> | LEGEND | | :--- | | **ROADWAY ELEMENTS** | | Bicycle or Pedestrian Facilities Not Assigned | | Motor vehicles and bicycles share the travel lane; pedestrian facilities provided as called for by geographic policy area | | On-street bicycle facility; pedestrian facilities provided as called for by geographic policy areas | | Shared Use Path on one side of the road and sidewalk on the other side of the road | | Shared Use Paths on both sides of the road (Urban/Suburban/Transition) | | Shared Use Path on one side of the road (Rural) | | Washington & Old Dominion Trail | | Regional Trail | | **---** Existing/Planned Interchange | | **♦** Existing/Planned Partial Interchange | | **■** Existing/Planned Overpass | | **▲** Scenic Byway | | **▲** Proposed Scenic Byway | | **--** Metrorail Silver Line | | **■** Metrorail Station | | **▨** Village Conservation Overlay District | | **▧** Rural Historic Village | | Refer to Chapter 2 for Ultimate Roadway Geometry | 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) Safety and operational studies will be conducted along primary roadways in the Rural Policy Area to assess current roadway conditions and identify potential solutions to improve traffic flow and safety. Improvements based on these studies will be implemented as directed by the Board of Supervisors. (vii) 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. (viii) Road names for planned roadways are conceptual and some do not conform to the County Street Naming Ordinance. The final approved name must conform to the County Street Naming Ordinance. Bicycle and Pedestrian General Notes: (i) Accommodations for bicycles and pedestrians are anticipated on all roads shown on this map, as defined herein. Specific planned facilities shown on this map are subject to further engineering. (ii) Planned regional trail alignments shown are conceptual and subject to further engineering, including the need for a natural surface or paved facility. Alignments will be further refined as part of the planning process and through the land development application process. (iii) Within the Rural Policy Area, sidewalks should be provided along both sides of all roads within Villages. (iv) Refer to the street sections in the road design toolkit for further detail regarding facility design. (v) AASHTO recommends that shared travel of bicycles and motor vehicles occur only on roads with speed limits of 35 MPH or lower. <
> This map reflects CPAM-2022-0002 approved on July 5, 2022, CPAM-2020-0002 approved on February 7, 2023, CPAM- 2024-0004 approved on February 12, 2025, CPAM-2022-0001 approved on September 10, 2025 and CPAM-2024-0006 approved on September 10, 2025. Map # 2025-118 # LOUDOUN 2019 COUNTYWIDE TRANSPORTATION ROADWAY PLAN FUNCTIONAL CLASSIFICATION MAP ADOPTED JUNE 20, 2019 AMENDED THROUGH SEPTEMBER 10, 2025 <
> 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) Safety and operational studies will be conducted along primary roadways in the Rural Policy Area to assess current roadway conditions and identify potential solutions to improve traffic flow and safety. Improvements based on these studies will be implemented as directed by the Board of Supervisors. (vii) 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. (viii) Road names for planned roadways are conceptual and some do not conform to the County Street Naming Ordinance. The final approved name must conform to the County Street Naming Ordinance. Roadway Locational Notes: (A) Edwards Ferry Road will be studied for alternate typical sections in consultation with the Town of Leesburg and VDOT and with consideration of historic and scenic resources. (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, including a westbound ramp to access the Dulles Greenway, 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 Toll 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. (L) Widening of Route 606 to eight lanes between Loudoun County Pkwy and the Dulles Greenway and identification of additional interchange locations is anticipated at such time when traffic volumes necessitate additional capacity or the County initiates a study for a dedicated bus lane corridor. (M) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Farmwell Road to six lanes. (N) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Northstar Boulevard to six lanes south of US Route 50. (O) Refer to Chapter 6 for discussion and policy language regarding a potential Potomac River Crossing in this area. (P) Route 7 partial interchange at Lexington Drive for vehicles exiting eastbound Route 7 only. (Q) Route 28 partial interchange at Warp Drive for vehicles exiting northbound Route 28 only. (R) Route 267 partial interchange at Compass Creek Parkway for vehicles exiting eastbound Route 267 only. (S) Northstar Boulevard and the segment of Belmont Ridge Road between Northstar Boulevard and Route 7 is a designated Corridor of Statewide Significance by the Commonwealth Transportation Board. (T) A study will be conducted to assess the need for additional capacity prior to initiation of any project that would widen Northstar Boulevard north of US Route 50 or the segment of Belmont Ridge Road between Northstar Boulevard and Croson Lane to six lanes. (U) Per CPAM-2021-0002, the widening of Route 28 includes a passage bypass around the Village of Lucketts. Final alignment of the bypass shall be back-evaluated as per Protective Covenants and results of studiesan. Roads will be determined on the basis of a formal project alternatives study to be performed in conjunction with project design. LEGEND Loudoun 2040 CTP Facilities Functional Classification — Principal Arterial (Freeway) — Principal Arterial (Non-Freeway / Other) — Minor Arterial — Major Collector — Minor Collector — Neighborhood Collector — Roads within a Town — Local Roads Other Roadway Elements ◆ Existing/Planned Interchange ◆ Existing/Planned Partial Interchange ■ Existing/Planned Overpass ▲ Scenic Byway ▲ Proposed Scenic Byway •••••••• Metrorail Silver Line Ⓜ Metrorail Station [ ] Village Conservation Overlay District — Washington & Old Dominion Trail ▨ Rural Historic Village <
> This map reflects CPAM-2021-0002 approved on July 5, 2022, CPAM-2020-0002 approved on February 7, 2023, CPAM-2024-0004 approved on February 12, 2025, CPAM-2022-0001 approved on September 10, 2025 and CPAM-2024-0006 approved on September 10, 2025. Map # 2025-128 --- ## Housing — Loudoun County 2019 General Plan, Chapter 4: Housing - Source: https://www.loudoun.gov/DocumentCenter/View/183361/Chapter-4-Housing - Pages: 23 - Covers: housing # Chapter 4 - Housing ## Table of Contents | | | | :--- | :--- | | Vision ............................................................................................................................................................... | 2 | | Introduction ...................................................................................................................................................... | 2 | | Trends and Influences ..................................................................................................................................... | 4 | | Housing Demand and Inventory ..................................................................................................................... | 4 | | Housing Affordability ...................................................................................................................................... | 5 | | Importance to the Economy ............................................................................................................................. | 7 | | Planned Residential Growth Approach .......................................................................................................... | 12 | | Housing Needs of a Diverse Community ....................................................................................................... | 13 | | Housing Cost Impacts of Current Fiscal Policy ............................................................................................ | 15 | | Policies, Strategies, and Actions ................................................................................................................... | 15 | # Chapter 4 - Housing ## Vision Provide housing options that can accommodate a variety of lifestyles, households, ages, cultures, market preferences, incomes, and needs. <
> <
> ## Introduction The County’s primary housing objective is to ensure that an adequate supply of housing—varied in type and price and located near necessary services and amenities—is available for existing and future residents. The fundamental concept of a *continuum of housing*[^p2-1] refers to the variety of housing types, sizes, and prices (both for rental and homeownership) required to meet the County’s current and anticipated needs, and the County seeks to align housing availability along this continuum. The *Loudoun County 2019 General Plan* (General Plan) provides a renewed opportunity for the County to adopt a housing policy direction that promotes an inclusive, diverse, and flexible community. Figure 1 illustrates the continuum of housing needs as discussed in this chapter. The General Plan takes a multifaceted approach to increasing the availability of diverse housing stock in the County and aligning housing affordability with the continuum of housing need. The General Plan anticipates that increases in the provision of a variety of housing types, facilitated through regulation and planned land use, will help fulfill the demand for housing and may temper rising housing costs overall. A variety of existing and planned County initiatives and programs, used in conjunction with state, federal, and private sector resources, will increase housing options that address affordability. [^p2-1]: This chapter introduces several new concepts and terms to facilitate the discussion of Loudoun County’s housing trends, needs, and objectives. These terms are italicized and defined for clarity and emphasis and are also included in the glossary of this document. Loudoun County 2019 General Plan ### Figure 1. The Continuum of Housing <
> The Code of Virginia requires that each locality’s comprehensive plan include “the designation of areas and implementation measures for the construction, rehabilitation, and maintenance of affordable housing, which meets the current and future needs of residents of all levels of income” while also considering the current and future needs of the region in which the locality is located (Code of Virginia, Section 15.2-2223). A sufficient supply of housing that is *affordable*—that is, requiring no more than 30 percent of household income—for all households at all income levels is vital to the economic health of the entire community. A continuum of housing choices is necessary to attract and retain employers and workers and to create a resilient, inclusive, and diverse community. The approach to housing in the General Plan recognizes that the amount, type, location, and cost of housing is a critical consideration in Loudoun County’s long-range planning, with major implications for land use, economic development, community form , and resident economic stability. This chapter aims to address the housing needs of Loudoun’s current and future population. The Trends and Influences section describes Loudoun’s evolving housing landscape, identifying the challenges and opportunities that will continue to affect the provision of a continuum of housing to a diverse population. The Policies, Strategies, and Actions in the Plan support the use of the County’s land use authority to facilitate the fulfillment of *unmet housing needs*, which are defined as the lack of housing options for households earning up to 100 percent of the *Area Median Income* (AMI).[^p3-2] The General Plan applies this concept as “attainable housing” or housing that serves households earning up to 100 percent of AMI. The Loudoun County Unmet Housing Needs Strategic Plan (UHNSP) (2021) further supports these efforts and guides the implementation of the General Plan. [^p3-2]: Area Median Income is defined as the middle income in a specific metropolitan area; half of households of a particular size have incomes higher and half have incomes lower. AMI is used to determine eligibility for housing programs. CHAPTER 4-3 The General Plan further acknowledges that addressing the County’s current and future housing challenges will require collaboration among government, private sector, and non-profit stakeholders. Significant changes to the County’s land use and zoning regulations will be necessary to address the County’s housing needs, with a particular focus on identifying appropriate areas for new residential growth, redevelopment, and increased residential densities. This chapter affirms policies, actions, and programs that have proven successful while setting forth new and innovative strategies and a commitment to implement them. ## Trends and Influences Since the late 20th century, Loudoun County has experienced tremendous growth because of its convenient access to Washington, D.C., high quality of life, and scenic environment. This growth creates strong demand for housing. The County, through land use policy, has promoted this growth in the eastern portion of the County where the market forces for new development have been strongest, mainly due to the area’s proximity to Washington, D.C., an expanding regional job market, and the availability of central water and sewer. The development has resulted in a shrinking supply of available land for additional residential growth in traditional suburban development patterns. However, there remains strong market demand for housing in Loudoun County, necessitating housing strategies that increase density, incentivize innovation in unit types, facilitate affordability by design and price, and reduce development costs. Since 2000, Loudoun County has experienced significant and increasingly diverse population growth. Age demographics have shifted as well, with young families and workers and adults over the age of 55 comprising a greater share of the population in 2017 than 2000. These factors, among others, drive housing preferences in Loudoun County now and in the coming decades. Over the planning horizon, the County has many challenges to overcome in order to meet its goal of providing a continuum of housing choices. During the development of the Comprehensive Plan, the public expressed broad concerns regarding rising housing costs and the availability of diverse housing products to meet the needs of the County’s growing populace. As development pressure grows, the County’s older housing stock, which often comprises smaller and lower priced units, is also vulnerable to redevelopment. The policies of this chapter are designed to influence development to better meet residents’ needs across the continuum of housing. ### Housing Demand and Inventory The County has undertaken two studies in recent years to project the future market demand for new housing units. The 2017 *Housing Needs Assessment* produced by Lisa Sturtevant and Associates, LLC, in collaboration with the George Mason University Center for Regional Analysis, assessed the County’s current and future housing needs based on economic and demographic forces (https://www.loudoun.gov/documentcenter/view/127559). In January 2018, Kimley-Horn completed a *Market Analysis* as part of the Envision Loudoun effort (https://www.loudoun.gov/DocumentCenter/View/131399). Both studies confirm that the demand for new residential development will remain high and highlighted the demand for a continuum of housing to meet the demand of a growing population. Despite adding over 204,100 people and 67,600 housing units between 2000 and 2015, the *Housing Needs Assessment* concluded that the housing units provided were not keeping pace with the evolving needs and demands of Loudoun’s populace in terms of availability, type, and price. The UHNSP further confirmed the need for more housing and attainable housing by identifying increasing anticipated growth and demand for housing, housing costs, housing cost-burden trends, and demand for accessible housing. The residential rental vacancy rate, or the proportion of rental units that are available for rent or otherwise unoccupied, is an indication of supply in the home rental market. According to the *Market Analysis*, a rental vacancy rate of seven percent indicates a healthy balance in which there is an adequate supply of vacant units to provide renters with options while still meeting the cash flow needs of the community. Low vacancy rates in the rental market can be an indication that demand exceeds the supply of housing units. According to the *Housing Needs Assessment*, the County’s rental vacancy rate has remained below five percent since 2009, despite adding rental units during that time. The 2013-2017 U.S. Census Bureau American Community Survey (ACS) estimates that vacancy rates in Loudoun County were 3.9 percent for rental units as compared to five percent for the Washington D.C., Metropolitan Area overall. These consistently low vacancy rates indicate a tight rental market with high demand for units, which can result in higher rental prices. *Months of supply*, which measures how many months would be needed to sell all of the existing home sales inventory available at the current rate of demand, is an indication of supply for the home sales market. Months of supply is calculated by dividing current inventory by current sales. A six-month supply indicates a balanced market. A market with fewer than six months of supply favors sellers, and a market with more than six months of supply favors buyers. In December 2018, there were 2.1 months of supply available in Loudoun County, compared to 1.9 in December 2017. Similar to the rental market, this limited supply puts upward pressure on the cost of homes. ### Housing Affordability Increased housing costs have outpaced wage growth nationally and locally over the last several decades.[^p5-3] According to the Department of Housing and Urban Development (HUD), from 2000 to 2017, the AMI for the Washington D.C., Metropolitan Area increased by more than 30 percent. In that same time period, median existing home prices in Loudoun County jumped 116 percent and median rental prices increased 75 percent. In 2000, a household in Loudoun County would have required approximately 90 percent AMI to afford a home at the mean sales price. By 2018, a household would have needed to earn 148 percent AMI to affordably purchase a home at the mean sales price. If this trend continues, more households, including households of higher incomes, will have difficulty finding housing that is affordable to them. As detailed in this section, a growing proportion of households is unable to afford the housing that is available and are pushed to either live outside of the County or spend a greater proportion of their income on housing costs in order to live in the County. This has created an *affordability gap*, which is defined as the difference between the cost of housing and the amount households can afford to pay (assumed to be 30 percent or less of household income). [^p5-3]: 2018 State of the Nation’s Housing, Joint Center for Housing Studies; http://www.jchs.harvard.edu/state-nations-housing-2018?_ga=2.56029803.1550908217.1547834228-1182365031.1547834228 As indicated in the following table, the mean sales price across all housing units is not affordable to a growing number of households, even those earning more than the Washington D.C. Metropolitan AMI, which was $117,200 in 2018. This is especially true of new construction, which commands an average cost more than seven percent higher than existing homes. Among homes sold in 2018, only multifamily units had an average price affordable to households earning 100 percent of AMI. In 2018, the estimated *purchasing power* – calculated as household income multiplied by three – was $351,600 for a household earning 100 percent AMI, while the mean sales price was $520,681. **Table 1. Mean Home Sales Prices and Affordability, 2018[^p6-4]** | Unit Type | Mean Sales Price | % AMI Needed | | :--- | :--- | :--- | | **All Types** | $520,681 | 148% | | **Single-Family Detached** | $647,364 | 184% | | **Single Family Attached** | $447,979 | 127% | | **Multi-Family** | $311,409 | 89% | The affordability gap is also apparent in rental housing costs: the unit sizes available for larger families require higher incomes and even the smallest rental units that would house a single person tend to be unaffordable. According to the Urban Institute’s 2017 study of rental housing, Loudoun County has a deficit of approximately 2,500 rental units affordable to *extremely low income households (ELI)*, or those households with incomes at or below 30 percent of the AMI.[^p6-5] Based on the data, 4,000 extremely low income households existed in the County, but only 1,550 units were available at rents those households could reasonably afford. For extremely low income residents unable to find housing they can afford in Loudoun, the options are to become *cost-burdened*, crowd several households into a single housing unit, or seek housing elsewhere. The low supply of housing, both rental and for sale, across all price ranges contributes to the high cost of housing for the average County resident and is an ongoing issue in Loudoun, as indicated by persistently high numbers of *cost-burdened households*, or those that spend 30 percent or more of their income on their rent or mortgage. Households paying more than 50 percent of their income on housing are considered *severely cost-burdened*. Cost burden can occur at any income level along the housing continuum and affect both homeowners and renters. Cost burden calculations only include housing costs and do not consider other costs that a household must bear, such as the cost of transportation. The greater the percentage of income that households have to spend on housing, the less income that is available to spend on the other goods and services needed to live in the County. Residents that live outside the County as a result of their inability to find housing can strain County transportation systems and lose important social and employment connections. Renters who want to become homeowners in Loudoun County face similarly difficult choices. Figure 2 below, which was compiled using 2013-2017 ACS data, demonstrates that cost burden in the County varies by income level and between those who own and those who rent their homes. [^p6-4]: Loudoun County Commissioner of the Revenue; Bright MLS [^p6-5]: https://apps.urban.org/features/rental-housing-crisis-map/detail.html?fips=51107 Loudoun County 2019 General Plan ### Figure 2. Cost-Burdened Households by Income, 2013-2017[^p7-6] <
> <
> Households with an income exceeding $75,000—the highest household income category for ACS cost burden data—comprise approximately 75 percent of households and face cost burden rates of 13 percent among homeowners and 11 percent among renters. Cost burden increases precipitously among the remaining households with a median income below $75,000. As an example, 85 percent of households earning less than $35,000 are cost-burdened. Housing costs are especially burdensome for renters earning less than $35,000 a year. This data highlights that households at all income levels face housing affordability challenges in the County, and this challenge is especially significant for households of lower incomes. The *Housing Needs Assessment* identifies demographic groups that face cost burden at a higher rate than County households overall to include young adults (age 25 or below) and older adults (age 62 and older) living alone. ### Importance to the Economy As discussed in Chapter 5: Economic Development, the County works to attract, grow, and retain targeted businesses of all sizes. Housing variety, availability, and affordability are among the [^p7-6]: U.S. Census Bureau, American Community Survey 5-Year Estimates 2013-2017 CHAPTER 4-7 factors that corporations, companies, and organizations use to determine where to locate. Housing availability, and affordability in particular, factor into companies’ ability to attract and retain employees; companies are less likely to locate in a community where finding housing is a barrier for their employees and weakens the ability of employers to attract workers. Conversely, when the workforce is unable to find attainable housing or continue to afford the housing they have, they will explore other options, sometimes driving them away from the community. This causes workforce instability and adversely affects Loudoun’s economic development prospects. As shown in Table 2, households earning less than 100 percent AMI comprise significant segments of the County’s workforce, including retail and service workers, skilled tradespersons, and various professional workers. According to the Department of Economic Development, in 2016 over 48 percent of Loudoun's workforce had occupations that earned less than 40 percent AMI. Additionally, approximately 55 percent of the workforce earned less than 65 percent of AMI. As demonstrated in Figure 3, a Department of Economic Development analysis found that employees working in industries supplying the most jobs in the County—including Retail, Accommodation and Food Services, and Educational Services—do not earn enough to afford the average rent for a one-bedroom apartment in the County. Employees in higher wage sectors face housing affordability challenges as well. For example, newly constructed homes in the County are, on average, not affordable to employees in the Professional, Scientific, and Technical Services sector, which provides more jobs than any other sector in the county. This illustrates the challenge facing employers and their employees regarding the availability of jobs in close proximity to housing that is affordable at current wages. Table 2. Incomes and occupations in the Greater Washington D.C. Metro Region[^p9-7] | Income Group (FY2018) | What type of household is this? | | :--- | :--- | | **0-30 percent AMI**
**Extremely low-income (ELI)**
$0-$35,150 family of four
$0-$24,650 single person | People who are unable to work
due to disability or age;

Older adults on fixed incomes; or

Low-wage workers, including
many retail, restaurant, and day
care workers. | | **30-50 percent AMI**
**Very low-income (VLI)**
$35,150-$58,600 family of four
$24,650-$41,050 single person | One person working as an
administrative assistant, electrician
or teacher’s assistant; or

Two workers in the retail,
restaurant, or child care sectors. | | **50-80 percent AMI**
**Low-income (LI)**
$58,600-$77,450 family of four
$41,050-$54,250 single person | One or two workers in entry-level
jobs including research associates,
program managers, nursing aides,
or nurses (LPNs). | | **80-100 percent AMI**
**Moderate income (MI)**
$77,450-$117,200 family of four
$54,250-$82,188 single person | One or two workers in entry-level
or mid-level jobs, including police
officers, fire fighters, school
teachers, and IT support personnel | | **100-120 percent AMI**
$117,200 - $140,640 family of four
$82,188 - $98,626 single person | One or two workers in mid-level
jobs, including accountants, loan
officers, and machinists | [^p9-7]: Table taken from *A Guidebook for Increasing Housing Affordability in the Greater Washington Region* – updated figures with HUD 2018 Income Limits. Loudoun County 2019 General Plan **Figure 3. Housing Costs and Employment/Annual Wages in Loudoun County by Industry** <
> Created October 2017 Loudoun County Department of Economic Development CHAPTER 4-10 Affordability challenges can drive employees to seek housing in other jurisdictions and require that they commute into the County for work. As of 2016, approximately 56 percent of Loudoun’s workforce resided in the County, while the remaining 44 percent commuted into the County daily. According to the *Housing Needs Assessment*, 61,600 workers commuted each day into Loudoun from 2009 to 2013. Ten percent had commutes that were 90 minutes or longer, compared to 5.5 percent for the Washington D.C. Metropolitan Area. Of these in-commuters, many worked in relatively low-wage industries such as Construction, Transportation and Utilities, and Leisure and Hospitality.[^p11-8] According to the *Housing Needs Assessment*, only 30 percent of Construction jobs located in Loudoun County are held by County residents, and only one-third of Transportation and Utilities jobs are held by County residents. Workers in the Leisure and Hospitality sector were the least likely to commute from outside the County and almost 75 percent of these jobs are held by County residents. Leisure and Hospitality jobs are the second lowest average wage occupation in the County. Lower-wage employment sectors are growing, so the rate of in-commuting will increase if Loudoun does not have a continuum of housing to accommodate the workforce. As more workers find housing in more distant areas, congestion on roadways into and through the County will continue to increase. The availability of a continuum of housing may also affect the economic viability of Loudoun’s Metrorail stations areas. For the Silver Line Metrorail expansion to gain sufficient ridership, neighborhoods within close proximity to the Metrorail stations need a mix of housing types and prices to ensure greater housing affordability and provide access to a greater diversity of households. The availability of housing with access to transit can also increase employers’ ability to attract and retain employees. In addition to employees of local businesses, teachers, nurses, police officers, firefighters, and others who provide critical services in the community require housing. As shown in Table 3 such occupations are typically *moderate income*, or earning between 80 and 100 percent AMI. For many of these professions living close to work is important because of the need to respond quickly to emergencies or work long shifts. However, incomes in these professions do not align with the housing available in Loudoun County, creating quality of life concerns both for public servants and the communities they serve. Households above 100 percent AMI also struggle with housing affordability in the County; Table 3 shows that typical rents in the County do not align with what families can afford. Additionally, homeownership costs are not affordable to most households; even households earning up to 120 percent AMI face limited choices. [^p11-8]: 2017 Housing Needs Assessment. Table 3. Housing Affordability by AMI in the Greater Washington D.C. Metro Region[^p12-9] | Income Group (FY2018) | How much can they afford to spend on housing each month? | | :--- | :--- | | 0-30 percent AMI | $0-$881 family of four
$0-$617 single person | | 30-50 percent AMI | $881-$1,466 family of four
$617-$1,027 single person | | 50-80 percent AMI | $1,466-$2,345 family of four
$1,027-$1,644 single person | | 80-100 percent AMI | $2,345-$2,932 family of four
$1,644-$2,055 single person | | 100-120 percent AMI | $2,932 – 3,907 family of four
$2,055 - $2,740 single person | ### Planned Residential Growth Approach Between 2000 and 2016, Loudoun County’s population and number of housing units more than doubled. Residences built during this time are primarily located along the western and southernmost portions of the Suburban Policy Area (SPA) and in parts of the Transition Policy Area (TPA), with other concentrations of new homes built within the Towns and in their JLMAs. The vast majority of the land planned for residential uses in the SPA is either developed or approved for development. In response to these constraints, the General Plan seeks to provide new housing units through a combination of increased residential densities in the Urban Policy Areas (UPA) and SPA and targeted opportunities for clustered compact neighborhoods in the TPA. As described in Chapter 2, the General Plan anticipates the majority of residential growth to occur in the UPAs, with limited higher density growth in the limited greenfield and redevelopment areas of the SPA and targeted areas of the Transition Policy Area (TPA). Throughout these areas, the General Plan emphasizes opportunities to create places that will meet the needs of the diversifying community, including housing affordability. The UPAs create opportunities for new housing types to locate in close proximity to planned Silver Line Metrorail stations, and anticipated employment centers, services, retail, and entertainment. A mix of compact single-family detached and single-family attached housing products in the SPA and limited areas of the TPA are envisioned to help address the unfulfilled demand for these housing types in the County. Maturing neighborhoods, primarily concentrated in the SPA, may also provide limited opportunities for redevelopment or infill communities that better meets the housing affordability needs of the County’s future residents. These opportunities are described in greater detail in the Infill and Redevelopment section of Chapter 2. As the County adopts policies and regulations that help guide such developments, it is important that such policies promote housing attainability and prevent removal of existing attainable housing. [^p12-9]: Table taken from A Guidebook for Increasing Housing Affordability in the Greater Washington Region – updated figures with HUD 2018 Income Limits. Housing Needs of a Diverse Community Demand is growing for diverse housing types to address the needs of the County's future residents. As discussed in the Urban Land Institute's survey of American housing preferences *America in 2015*, *Millennials* have demonstrated a greater preference for walkable communities with convenient access to outdoor spaces and amenities that allow them to rely less on cars. The aging Baby Boomer generation (born between 1946 and 1964) creates a need to provide a range of senior housing opportunities. Multigenerational family living arrangements have risen considerably over the past several decades. As of 2016, approximately 20 percent of Americans lived in multigenerational households, up from a low of approximately 12 percent in 1980.[^p13-10] In Loudoun County, at least 4.3 percent of households include three generations, and 11 percent of adults over the age of 18 are living with their parents.[^p13-11] The *Housing Needs Assessment* summarized these evolving housing market trends for Loudoun County through 2040, noting increasing demand for: * Low-cost, small unit rental housing for entry level workers below the age of 35; * Small, modestly-priced housing for young families; * Accessible housing and communities for older adults and persons with disabilities; * Multigenerational housing design; * Housing options affordable to extremely low-income, very low-income, low-income and moderate-income households; and * Single family housing for high-income earners. Universal Design Housing and community design is constantly evolving to meet the needs of populations with diverse abilities. Some past attempts to increase accessibility in the built environment have focused on conspicuous retrofits or the provision of "separate but equal" facilities for persons with disabilities or other access limitations. Increasingly, planners, designers, and advocates are emphasizing the importance of creating environments that are designed to meet the needs of all people as a basic principle of good design — a concept known as *universal design*. Universal design requires construction that is useable by all people without the need for adaptation or specialized design. In addition, universal design features increase safety and ergonomic use by residents. Universal design is a particularly important consideration in the development of new housing. The provision of universally functional homes helps create more inclusive communities, supporting populations diverse in age and ability to live and interact in the same community. The Policies, Strategies, and Actions described in this chapter, as well as those in Chapter 2, promote the [^p13-10]: http://www.pewresearch.org/fact-tank/2018/04/05/a-record-64-million-americans-live-in-multigenerational-households/ [^p13-11]: 2013-2017 American Community Survey data. Loudoun County 2019 General Plan provision of housing units that reflect these principles as an important step toward achieving the broad housing continuum needed to serve the entire community. ### The Missing Middle Suburban and urban localities are exploring new ways to meet the demand for diverse housing types close to services and amenities while maintaining the scale and community character of existing neighborhoods. One approach encourages the development of *missing middle* housing, which uses a mix of small-scale single-family units, accessory residential dwelling units, and multi-family units to create the perception of lower density. This approach is intended to help address the continuum of housing needs by providing housing choices and prices that fit in between large-lot, single-family detached units and high-rise apartment buildings, while fostering the neighborhood scale that many residents seek. Missing middle housing is generally discussed in terms of design; specifically, it focuses on the form, scale, size, and massing of units, their relationship to the street, and the design of streets themselves. The General Plan envisions creative residential and mixed-use development proposals in appropriate areas of the County that will achieve the continuum of housing types and prices through the provision of missing middle housing products. Several place types envisioned in the UPAs, SPA, and TPA are intended to accommodate missing middle housing products, including Urban Transit Center, Suburban Compact Neighborhood, Suburban Mixed Use, Transition Compact Neighborhood, and Transition Commercial Center. Neighborhood place types provide opportunities for smaller housing types that would blend with the existing neighborhood scale of these areas. In mixed-use place types, missing middle housing can be used to create transitions between higher density nodes and adjacent residential neighborhoods. These elements are described in greater detail by place type in Chapter 2 of the General Plan. The General Plan includes flexible land use policies and encourages streamlined regulations that facilitate the development of missing middle units, taking a form-based rather than a use-based approach to land development regulations. Regulations focusing on floor area ratio (FAR), lot size, and building and unit size rather than overall density will help accommodate a greater diversity of housing types that may yield affordable prices while ensuring compatibility with the scale and character of existing suburban and urban neighborhoods. **Figure 4. The Missing Middle Housing Spectrum** <
> *Courtesy of Opticos Design, Inc.* CHAPTER 4-14 # Housing Cost Impacts of Current Fiscal Policy Development of new housing attracts new residents, and with new residents comes increased demand for public services such as law enforcement, fire protection, emergency medical services, and education. To implement these services, the County has developed Capital Intensity Factors (CIF) to estimate the anticipated per unit costs of new residential development to construct needed capital facilities (https://www.loudoun.gov/cif). Where allowed by the Code of Virginia, the County works with the developers of residential projects to mitigate the capital facility impacts of their projects. This is typically done with contributions to capital facilities formalized in proffer statements. Since market conditions dictate the sales price of housing units, a developer adds the cost of the capital facility contribution in each unit’s sales price, which increases the cost of housing. For Affordable Dwelling Units (ADU) provided pursuant to Chapter 9 of the Zoning Ordinance, which are restricted for occupancy by households whose income falls within 30 to 70 percent AMI, the County absorbs the capital facility and road impacts generated by that housing by crediting the developer the costs for each ADU’s impacts. Additionally, the County absorbs capital facility and road impacts for all proffered attainable housing units which are restricted to occupancy to households whose income falls within 0-30 percent AMI and are rental or homeownership units or within 70-100 percent AMI as homeownership units. The county absorbs road impacts for proffered rental housing units that will be restricted to households whose income falls within 70-100 percent AMI. Attainable housing is defined as serving households from 0-100 percent AMI and includes Unmet Housing Needs Units, Affordable Market Purchases Program Units, and Affordable Housing Units. Basing the County’s CIF on unit type, rather than unit size, can lead to the construction of larger, higher cost residential housing units that are unaffordable to households with incomes below 100 percent AMI. Reducing the overall capital impact facility and/or road contributions for a proposal by providing credit towards the associated impacts for housing units that are smaller than the average size for their dwelling unit type (e.g. single-family detached, single-family attached, multifamily stacked, and multifamily attached) therefore may help encourage the production of smaller housing units. As reflected in the policies of this chapter, identifying these influences provides the County an opportunity to address the issues that impede or hinder market provision of smaller, more modestly sized houses that may be more affordable. # Policies, Strategies, and Actions Loudoun County must take a collaborative approach to providing a full continuum of housing solutions to support the community. This approach will require collaboration and partnership within the government and with the private sector and the community. This approach affirms policies, actions, and programs that are successful and sets forth new and innovative strategies and a commitment to implement them. Unless otherwise specified, the following policies, strategies, and actions apply Countywide. Loudoun County 2019 General Plan Housing Policy 1: Increase the amount and diversity of housing that is available in terms of unit type, size, and price and promote innovative designs throughout Loudoun County that are desirable and attainable to all income levels and to achieve the goals in the Unmet Housing Needs Strategic Plan. Strategy 1.1 Use innovative and flexible regulatory approaches to help fulfill the continuum of housing needs in a variety of locations and settings throughout the County. Actions A. Promote mixed-income housing developments that provide a continuum of housing types and prices. B. Amend zoning regulations to accommodate more innovative and flexible density, building height, lot size, lot line, parking, setback, and design standards through the implementation of a planned unit development (PUD) ordinance. C. Regulate multi-family development by floor area ratio (FAR) instead of by dwelling units per acre. D. Develop zoning regulations and design standards that facilitate innovative, lower cost, compact residential and mixed-use development that emphasizes the physical form and the character of the built environment and seamlessly integrates uses. E. Amend zoning regulations and design standards to permit accessory housing product types (e.g., carriage houses, accessory apartments, and cottages) in residential and mixed use zoning districts and incentivize the integration of universal design features in accessory units. F. Amend zoning regulations to expand the number of districts where manufactured housing, accessory residential units, and alternative housing types are allowed (e.g., small lot, zero lot-line, micro-units, maximum unit sizes, and innovative housing types). G. Collaborate with the Department of Housing and Community Development (DHCD) to establish a technical assistance program and collaborate to design a funding program to support the development of accessory housing units to help increase the supply of attainable housing. H. Develop regulations and standards by which attainable housing development can be approved as a by-right use. Strategy 1.2 Promote dense housing products that are affordable by design and price, especially in urban settings close to transportation alternatives. CHAPTER 4-16 Actions A. Amend zoning regulations and design standards to incorporate density bonuses and other incentives into appropriate zoning districts to encourage the provision of housing to address the County’s unmet housing needs in areas currently served by or planned for mass transit. B. Require fewer parking spaces in new developments located proximate to public transit that achieve a continuum of housing types and prices. Strategy 1.3 Reevaluate Capital Facility Impacts to acknowledge the varied impacts of a broader diversity of unit types, sizes, and households. Actions A. Identify alternatives in calculating the costs of development for the impact on capital facilities (such as a rating system) to reduce costs and to encourage diversity in unit types produced. Explore the use of square footage and/or number of bedrooms to assess capital facility costs associated with a broad range of unit types to encourage the development of needed unit types (for example, studio and one bedroom apartments, smaller homes). Strategy 1.4 Ensure that housing for special needs populations is integrated within existing and planned communities. Action A. Amend zoning regulations and design standards to incentivize the integration of universal design elements in residential units and in the design of neighborhoods. Strategy 1.5 Provide for diverse housing options and prices with access to a range of amenities, services, and transportation options for older adults (55+). Actions A. Encourage the provision of a diversity of housing types and prices within active adult and/or age restricted housing development projects. B. Incentivize the provision of age-restricted housing units for residential or mixed-use development proposals in transit centers and other areas planned for an integrated mix of uses to support older adults’ option to live in close proximity to transit, retail, service, and entertainment uses. C. Ensure the provision of the following amenities and services on-site or within a safe and convenient distance for all age-restricted residential projects: i. Community space including meeting rooms and recreational facilities; ii. Retail uses in direct support of the development; iii. Health or fitness center; iv. Healthcare services; v. Active recreation space; and vi. Resident programming and services. D. Provide access to amenities and services through alternate modes of transportation such as walkability and pedestrian access, bicycle facilities, and public and/or private mass transit facilities such as mini-bus or shuttle services. E. Integrate transit facilities into all senior housing developments such as shuttle or mini-bus service and/or direct local and regional transit service to ensure access to local and regional amenities and services. F. Incorporate covered bus shelters with seating or a covered space for older adults to congregate near building entrances into all senior housing developments. G. Incorporate universal design features into all age-restricted residential developments, in keeping with Quality Development Policy 8 and all subordinate strategies and actions (see Chapter 2). Strategy 1.6. Support mixed-use development projects that provide a continuum of housing types, sizes, and prices as well as commercial uses such as retail, entertainment, and offices in a walkable environment. Actions A. Provide incentives to encourage zoning map amendments or zoning concept plan amendments on previously entitled properties that increase the provision of a mix of smaller housing types and affordably priced housing. B. Research and implement effective incentives, such as appropriate density increases for the provision of housing focused on the County’s unmet housing need proximate to major employment centers and public transit such as Silver Line Metrorail stations, as well as the offset of capital facilities contributions to reduce housing development costs to foster a continuum of housing affordability for workers in Loudoun. Strategy 1.7. Ensure that infill and redevelopment projects provide a continuum of housing types and prices in areas with existing infrastructure and services. Actions A. Develop zoning regulations and design standards to implement form-based approaches for infill and redevelopment areas that facilitate the development of “missing middle” housing product types and affordable prices. Loudoun County 2019 General Plan Housing Policy 2: Preserve existing attainable housing stock and ensure housing remains safe and habitable. Strategy 2.1. Leverage public and private resources to maintain housing that helps address unmet housing needs in Loudoun County. Actions A. Bring existing housing in need of indoor plumbing, operational septic and water systems, and major system repair (e.g., new roofs or heating and cooling systems) up to safe and livable conditions. Strategy 2.2. Preserve housing attainable to households earning less than 100 percent AMI that is currently provided by the market, and integrate it into redevelopment projects. Actions A. Create an inventory of housing stock using County assessment data that identifies the type of unit, its location within the County, and general characteristics of the units. B. When redevelopment projects are proposed for areas with existing housing attainable to households earning less than 100 percent AMI in otherwise good condition, incentivize the preservation and rehabilitation of that existing housing stock. C. Require that redevelopment projects removing existing attainable priced units as a last resort provide a one-for-one replacement of similarly priced housing units in order to ensure no net loss of attainable priced units. D. Leverage local, state and federal funding sources and policies to preserve and improve existing attainably priced housing. Housing Policy 3: Ensure County residents are able to access housing they can afford. Strategy 3.1. Focus County funding, resources, and programs on the unmet housing needs of households earning up to 100 percent of the Washington Metropolitan Area Median Income (AMI). Actions A. Implement and update the Unmet Housing Needs Strategic Plan, consistent with the adopted *Loudoun County 2019 Comprehensive Plan*, that specifically identifies strategies, actions, programs, and best practices to address the County’s current and future unmet housing needs. Such plan should include, but is not limited to, down-payment assistance programs, utilization of housing trust funds, and home purchase programs, and should be developed prior to the approval of any zoning map amendments requesting higher densities planned in the Urban Policy Area outside the CHAPTER 4-19 Loudoun County 2019 General Plan Metrorail Service Districts, Suburban Policy Area, and the Transition Policy Area. The plan would include estimates on unmet housing needs, establish development targets, and evaluate how housing programs address those needs every five years. B. Incorporate goals, strategies and actions of the Unmet Housing Needs Strategic Plan into the implementation of the General Plan. C. Emulate, when appropriate, successful housing programs in other jurisdictions. D. Develop zoning regulations and design standards that remove barriers and incentivize the development of housing attainable to households at or below 100 percent AMI in all residential and mixed-use development. E. Reduce capital facilities proffer expectations as a means of incentivizing the provision of housing attainable to households earning less than 100 percent AMI in new transit- oriented development. F. Create an expedited permit process to fast-track applications for developers who Commit to providing additional units attainable to households earning less than 100 percent AMI. G. Provide incentives such as those included in the Affordable Dwelling Unit regulations of the Zoning Ordinance to support Low Income Housing Tax Credit projects to encourage zoning map amendments or zoning concept plan amendments for properties subject to previous legislative zoning approvals when they increase the provision of housing attainable to households earning less than 100 percent AMI. H. Strengthen Affordable Dwelling Unit regulations in the Loudoun County Zoning Ordinance and the County Codified Ordinances, to the greatest extent that the Code of Virginia allows, to increase the development of housing that helps address the County’s unmet housing needs in all residential and mixed-use development. I. Require housing units that help address the County’s unmet housing needs to be provided in residential developments that contain 24 or more dwelling units and are served by public sewer and water. J. Develop effective incentives that enable development to meet unmet housing needs to include housing for households with incomes at or below 30 percent AMI and 50 percent AMI, which is the area of greatest need. K. Explore zoning changes that allow the dedication of developable land-in-lieu of ADU’s in single-family detached only zoning districts. L. Address the housing needs of extremely low-income or vulnerable households including older adults on fixed incomes and persons with disabilities by exploring partnerships with healthcare providers, local nonprofits, and philanthropic organizations to develop targeted housing for this population. CHAPTER 4-20 M. Preserve the County’s investment in ADUs by proactively purchasing ADUs approaching the end of the 15-year covenant period during which ADUs must first be marketed to ADU-qualified purchasers, and extend this 15-year period. N. Maximize the County’s investment in ADUs by extending the time period under the covenants during which ADUs must first be marketed to ADU-qualified purchasers and reevaluating the appropriate fee-in-lieu model when developers opt not to provide physical units. ### Strategy 3.2. Increase the financial resources gained from federal, state, local, and private sources to address the unmet housing needs in the County as described in the Unmet Housing Needs Strategic Plan. ### Actions A. Identify and designate dedicated local funding sources to support the County’s goal to provide a continuum of housing. B. Use the Economic Development Authority (EDA) to issue tax exempt bonds for qualified residential rental projects and to make grants or loans of its own funds (or funds received from another governmental entity) with respect to single or multifamily residential facilities, in order to promote high-quality and attainable housing in the County. C. Leverage strategic geographies with federal programs, such as opportunity zones and qualified census tracts, and proactively pursue grants and other funding from federal, state, and private foundation sources, such as HOME, Emergency Solutions Grants, and State and Federal Housing Trust funds. D. Use public and private partnerships, programs, tools, and incentives to address unmet housing needs and increase the County’s capacity to compete for federal, state, and private sector assistance. E. Use the EDA to assist with property acquisition, tax exempt bond financing, and leverage gap financing, and stimulate cooperative partnerships toward the preservation and production of housing to address unmet needs. F. Work in partnership with nonprofit, public, and private entities that are committed to provide a wide range of housing opportunities by offering technical and financial assistance such as loans, gap financing, tax credits, and grants. ### Strategy 3.3. Explore offering free or subsidized public land to developers seeking to address the unmet housing need in the County as described in the Unmet Housing Needs Strategic Plan. ### Actions A. Explore the development of a proactive “public land for public good” program that offers public property to reduce the cost of housing development by reducing or eliminating the land cost. B. Collaborate with DHCD to seek dedications of land for attainable housing when reviewing rezoning proposals within the authority provided for under Virginia Code and the Zoning Ordinance. C. Explore the establishment of a community land trust/land bank in partnership with DHCD that includes a process for and criteria to guide property purchases (such as zoning, density, property value, location, proximity to employment centers, and transit) and use such process and criteria to assemble properties, including tax sale properties, for the construction of housing that addresses the County’s unmet housing needs. D. Use public property to offset the land costs to nonprofit and for-profit housing developers seeking to build housing for persons with special needs and/or households earning less than 50 percent AMI. E. Promote collocating public facilities with attainable housing. ### Strategy 3.4. Expand the County’s existing home purchase programs as described in the Unmet Housing Needs Strategic Plan. ### Actions A. Expand and increase the funding for the Down Payment and Closing Cost Assistance and Public Employee Grant programs to help households earning up to 100% AMI purchase a home. B. Create and implement home buyer readiness financial literacy classes to help educate first-time home buyers. C. Work with employers located in the County to develop workforce housing financial assistance programs such as direct loans, gap financing, revolving loans, credits, and grants. ### Strategy 3.5. Promote cross-sector collaboration to help address the County’s unmet housing needs. ### Actions A. Facilitate collaboration among residential developers, affordable housing developers, lenders, the Virginia Housing Development Authority, economic development agencies, and transportation officials. B. Develop a housing ambassador program to Loudoun’s incorporated towns to raise awareness and provide technical assistance to assist them in establishing and maintaining programs that address their unmet housing needs. C. Conduct regular focus groups with the building industry, the CEO Cabinet, and major employers. D. Convene an Annual Housing Summit to check in with stakeholders on issues and successes. E. Coordinate with the Virginia Regional Transit and other transit providers to ensure access to and from housing to jobs and services. F. Implement a robust community outreach plan to promote the importance of housing to Loudoun’s quality of life and the economy. --- ## Conservation — Loudoun County 2019 General Plan, Chapter 3: Natural, Environmental, and Heritage Resources - Source: https://www.loudoun.gov/DocumentCenter/View/183360/Chapter-3-Natural-Environmental-and-Heritage-Resources - Pages: 44 - Covers: conservation # Chapter 3 – Natural, Environmental, and Heritage Resources ## Table of Contents | | | | :--- | :--- | | Vision ............................................................................................................................................. | 3 | | Introduction ..................................................................................................................................... | 3 | | Topics .............................................................................................................................................. | 4 | |     Water Resources ................................................................................................................... | 4 | |     Geologic and Soil Resources ................................................................................................ | 6 | |     Forest, Trees, and Vegetation .............................................................................................. | 8 | |     Historic and Archaeological Resources ................................................................................ | 9 | |     Cultural Landscapes ............................................................................................................... | 11 | |     Plant and Wildlife Habitats .................................................................................................... | 11 | |     Complementary Elements ...................................................................................................... | 12 | |     Sustainability .......................................................................................................................... | 13 | | Policies, Strategies, and Actions ..................................................................................................... | 15 | | Reference Maps ............................................................................................................................. | 35 | Loudoun County 2019 General Plan CHAPTER 3-2 Loudoun County 2019 General Plan # Chapter 3 – Natural, Environmental, and Heritage Resources ## Vision Protect and enhance the County’s natural, environmental, and heritage resources, which are fundamental to the health, safety, welfare, sustainability, and enjoyment of current and future generations. ## Introduction Abundant natural, environmental, and heritage resources define Loudoun County’s unique sense of place. Loudoun County has a tradition of being in the forefront of natural, environmental, and heritage resource protection in Virginia, which is evident in past planning efforts. The *Loudoun County Choices and Changes Plan*, adopted in 1991, grouped natural, environmental, and heritage resources into categories that shared common elements, strengthening the relationships among them. The 2001 *Revised General Plan* retained the grouping of elements while also developing a Green Infrastructure strategy for the conservation, preservation, and restoration of these elements. The *Revised General Plan* also identified a conservation design process to allow for conservation of the natural, environmental, and heritage resource elements while also providing for full development of a site. The *Loudoun County 2019 Comprehensive Plan* (Comprehensive Plan) continues to encourage the use of a design process to better protect and enhance the County’s natural, environmental, and heritage resources and incorporate such features into site design. **Protect and enhance natural, environmental, and heritage resources through the following:** **Conservation** Careful management of natural and environmental features within the built environment. **Preservation** Retaining and protecting natural, environmental, and heritage resources. **Restoration/Recapture** Enhancing natural, environmental, and heritage resources wherever possible. **Education** Communicating the importance of natural and heritage resources. Natural, environmental, and heritage resources include the Potomac River edge, major rivers, stream corridors, floodplains, wetlands, steep slopes, ridges and mountainsides, forested and vegetative landscapes, limestone geology areas, farmlands, soil resources, important plant and wildlife habitats, historic and archaeological sites, scenic areas and corridors, designated heritage areas, battlefields, historic cemeteries, and cultural landscapes. Complementary elements, such as air quality, aural environment, and the night sky are also important to the health, safety, and welfare of Loudoun residents. Natural, environmental, and heritage resources are tangible assets that make CHAPTER 3-3 the County an appealing place to live, work, learn, and play while contributing directly and indirectly to Loudoun’s economy. Preserving, protecting, and enhancing these resources is critical to the County’s long term economic, environmental, and social sustainability. This chapter provides guidance for the protection of natural, environmental, and heritage resources in conjunction with the development and redevelopment of the County. These resources are important County assets and should be a primary consideration in the development of a site. Although many of the County’s best preserved natural, environmental, and heritage resources are located within the Rural Policy Area, important resources have been identified in all parts of the County and are, in many cases, critical to the character of individual communities both east and west (See Natural and Environmental Resources Map). The County has a history of protecting and preserving these important resources through policies, regulatory measures, land acquisition, and educational programs. The protection of these resources will not only provide environmental and heritage benefits but will enable residents to experience the natural environment within the context of the built environment. The protection of these resources is interrelated, creating a network of natural, environmental, and heritage resources. For instance, the protection and preservation of existing forest cover adjacent to a stream helps to filter pollutants from entering the stream and provide for streambank stabilization, while also improving air quality, conserving energy, creating wildlife corridors, and protecting archaeological resources. Updating and adopting zoning regulations and development standards to implement the objectives of this chapter will be important for protecting the health, safety, and welfare of Loudoun residents as well as preserving natural, environmental, and heritage resources for the enjoyment of future generations. # Topics ## Water Resources River and Stream Corridor Resources (RSCR) consist of rivers and streams that drain 100 acres or more, associated 100-year floodplains, adjacent steep slopes, and a 50-foot management buffer surrounding the floodplains and adjacent steep slopes (See River and Stream Corridor Resources Map). RSCRs constitute the County’s largest natural ecosystem, supporting air quality, water quality, and biological diversity. If the floodplain and adjacent steep slopes are less than 100 feet beyond either stream bank, a 100-foot minimum stream buffer will protect the river and stream corridor. The buffers help to maintain stream bank stabilization, temperature moderation, flood control, and aquatic habitat as well as filter nutrients and sediments from upland disturbances and adjacent development. Because rivers and streams and their associated floodplains are dynamic, the buffers help to ensure that development adjacent to the floodplain today will not be in the floodplain in the future. The 50-foot management buffer can be reduced if it can be shown that a reduction does not adversely impact the floodplain, adjacent steep slopes, wetlands, and riparian forests of the river and stream corridor. <
> The identification of buildable areas on a site will protect and preserve river and stream segments draining less than 100 acres and wetlands that are not part of the RSCR. Loudoun County 2019 General Plan The County has two State-designated Scenic Rivers: Goose Creek and the segment of Catoctin Creek that runs from Waterford to the Potomac River. These scenic rivers are an important part of the County’s river and stream corridor system. The County also seeks to preserve the Potomac River shoreline. Major water resource issues for the County include ensuring an adequate supply of drinking water, protecting groundwater and surface water from contamination and pollution, stormwater management, and preventing the degradation of water quality in the watersheds (See Watersheds Map). ### Impaired Streams Many stream segments across the County have been designated as “impaired” by the Virginia Department of Environmental Quality (DEQ). In 2009, the County conducted an assessment of streams within all the County’s watersheds. The County assessment indicated impairments in over 75 percent of County streams (see Impaired Streams Map). One tool used by the State to help restore these degraded waters is the Total Maximum Daily Load (TMDL) program, which is defined by Section 303(d) of the Clean Water Act (CWA). The TMDL represents the amount of a pollutant that a waterway can assimilate and still maintain its health. The TMDL identifies the responsible pollutant and the suspected cause and source of the pollutant. Based on the results of the TMDL, DEQ may require the County to develop and implement a TMDL Action Plan to reduce pollutants. If required, actions may include stormwater pollutant reduction and mitigation projects, such as stormwater infrastructure retrofits, reforestation, stream restoration, and/or riparian plantings. Additionally, Loudoun County is located within the Chesapeake Bay Watershed and is currently subject to the Chesapeake Bay TMDL and the Chesapeake Bay Watershed Implementation Plan (WIP), which requires state jurisdictions within the watershed, including Virginia, to meet sediment, phosphorus, and nitrogen reduction goals by 2025. The County has completed several efforts regarding water resources since 2001: * Water quality monitoring; * 2009 County Stream Assessment; * Strategic Watershed Management Solutions; * Chesapeake Bay Watershed Implementation Plan; * Comprehensive Watershed Management Plan; * Upper Broad Run Watershed Management Pilot Project; and * Countywide Floodplain Remapping of February 17, 2017. Due to the length of the TMDL process and the number of impairments in the County, it may take decades before certain water quality restoration efforts achieve positive results. Additionally, given the anticipated rate of development within the County, many areas will likely have entitlements prior to the development of the local TMDL Action Plans. Therefore, a proactive approach towards water quality efforts will help to avoid costly and time-consuming processes to restore water quality to the required standards after development is completed. Actions and cooperation by all CHAPTER 3-5 sectors including County Government, land developers, and property owners are needed to effectively control and meet required pollution standards to protect water resources. ### Surface and Groundwater Resources Groundwater supply is the primary drinking water source for residents of Loudoun’s western towns and rural areas. Loudoun Water and the Town of Leesburg source drinking water from the Potomac River, and Loudoun Water also uses two reservoirs located along Beaverdam Creek and Goose Creek. The western towns provide drinking water from wells, and the Town of Purcellville augments this with surface water from the J. T. Hirst Reservoir. As of 2018, there are over 15,000 private groundwater wells in the County, mostly in western Loudoun. Increasing impervious land cover contributes to diminishing groundwater capacity and stream degradation, as rainwater that was once filtered through the soil to replenish groundwater and remove pollutants is now kept above ground. Stormwater is then carried via culverts and stormwater pipes directly to local streams bypassing the natural filtration process. <
> *Physiographic provinces are determined based on geology and landforms.* ### Geologic and Soil Resources The eastern half of Loudoun County is located in the Piedmont physiographic province, and the western half is in the Blue Ridge physiographic province. The Bull Run fault, coextensive with the eastern edge of the Catoctin Mountain, forms the boundary line between the two provinces. Soils and geologic information are important considerations in land development, predicting potential impacts on erosion, water quality and quantity, and failing slopes, as well as informing mitigation of adverse impacts post-development. #### Limestone An area of approximately 18,000 acres (approximately 5.5 percent of the County) that lies predominately north of Leesburg and east of Catoctin Mountain is characterized as karst terrain (See Limestone Overlay District Map). Karst terrain refers to areas where mildly acidic water has gradually dissolved the underlying limestone and other carbonate rocks, creating a landscape characterized by underground cavities, sinkholes, and springs. These areas are susceptible to increased cavity collapse, ground slippage, groundwater pollution, and threats to the stability of foundations and structures. In 2010, the Board of Supervisors (Board) adopted amendments to the Zoning Ordinance that established the Limestone Overlay District (LOD), which regulates development in karst areas. ### Prime Agricultural Soils Prime agricultural soils are soils that are best suited for conventional agricultural use. Nineteen percent of the County consists of prime farmland as defined by the U.S. Department of Agriculture. These soils are usually found in areas that are nearly level to gently sloping, well drained, and with access to water sources. Loudoun’s remaining best agricultural soils are generally located in the Rural Policy Area. Prime agricultural soils in Loudoun are often seen as desirable for residential development. Once this land-based resource is lost, however, it cannot be reclaimed. Because the County has emphasized the rural economy as an important part of its overall economic health, prime farmland and agricultural soils are especially valuable. Since the establishment of the Loudoun County Agricultural and Forestal District (AFD) Program in 1979, over 43,000 acres are enrolled within 23 Agricultural and Forestal Districts (AFDs)[^p7-1] throughout the County. ### Mountainside and Steep Slopes Loudoun’s mountains are a valued environmental resource and distinctive feature of the County’s scenic beauty. Mountainsides contain headwaters to many of the County’s streams and are identified as a critical groundwater recharge area for western Loudoun County. Residents, visitors, and rural businesses value the scenic vistas that the hills and mountains provide. They are also highly sensitive to land disturbance and development. In addition to the destruction of prime <
> Loudoun’s mountains are a significant attraction for residents and visitors and contribute to the County’s distinctive beauty. viewsheds, uncontrolled land disturbance within these areas can cause major soil slippage, debris flows, or landslides. Disturbances that can initiate these land surface failures include removal of trees and vegetation; cutting, filling, or blasting of the soil and bedrock; and altering the soil moisture content by excessive groundwater withdrawal or changing surface water runoff. The Zoning Ordinance regulates these areas through the Mountainside Overlay District (MOD). The MOD contains land use restrictions and performance standards to minimize the destruction of individual resources and the disturbance of the ecological balance of these resources. The boundaries of the MOD are based on a range of both technical and aesthetic factors. Mountainside areas are divided into three areas depending on the elevation and the types of resources present as determined by weighted analytical criteria (Somewhat Sensitive, Sensitive, and Highly Sensitive). Policies in this Plan also encourage mountainside areas to be placed under permanent open space easement. Updates to the MOD are included as an Action to bring the Zoning Ordinance and the Plan guidance into alignment. Recognizing the importance of protecting steep slopes beyond the mountainous areas of the County, in 1993 the Board adopted an amendment to the Zoning Ordinance establishing standards [^p7-1]: As of September 25, 2017 for development on steep slopes. Since the adoption of the Steep Slope standards, several revisions have occurred, resulting in greater flexibility in the standards. Steep slopes and moderately steep slopes occupy an area of approximately 53,000 acres (approximately 16 percent of the County). Moderately steep slopes are areas with a 15 percent to 25 percent grade (identified by Slope Class D on Loudoun County soil maps). Steep slopes refer to more environmentally critical slopes with a grade greater than 25 percent (identified by Slope Class E on Loudoun County soil maps). Improper use and disturbance can trigger increased erosion, building failure, road failure, downstream flooding, and other hazards. <
> *This specimen Shumard oak at Algonkian Regional Park is one of the largest trees in Loudoun County, measuring 112 feet tall and 176 inches around.* ### Forest, Trees, and Vegetation The County’s forests and trees improve air and water quality, offer important habitat for birds, small mammals, and other wildlife, and provide buffers between communities. Forests and trees conserve energy by providing shade and evaporative cooling through transpiration. They also reduce wind speed and redirect airflow, reduce stormwater runoff and soil erosion, and can increase real property values. Riparian forests along streams provide the greatest single protection of water quality by filtering pollutants from stormwater runoff, decreasing stream bank erosion, and maintaining the physical, chemical, and biological condition of the stream environment. The County also has some of the state’s best hardwood stands for lumber and veneer production. Working forests in rural areas contain valuable stands of hardwood timber, while trees and forest resources in the more urban portions of the County help to make them attractive places to live, work, learn, and play. The County supports the incorporation of existing tree cover into required buffers as well as the control and removal of invasive species. The use of existing vegetation to meet screening and landscape buffer requirements is preferred over the removal and planting of new vegetation. Action steps call for the submittal of a Tree Cover Inventory as part of development applications to evaluate existing tree cover and identify areas worthy of preservation. Forest resources are also protected through AFDs, easements, and other voluntary means, as well as through the implementation of the MOD, LOD, and Steep Slope standards in the Zoning Ordinance. # Historic and Archaeological Resources The cultural heritage of the County is reflected in its remaining rural landscapes, scenic road networks, historic structures, and archaeological sites. Identification, preservation, conservation, and sensitive reuse of these resources is critical for the retention of the County’s distinctive character. Where these resources have not yet been identified or studied, public and private resource surveys are increasingly important to inventorying and preserving them. Most of these elements will remain in private ownership and can be preserved through private stewardship, protective buffers, donation of open space easements, County historic district zoning standards, and context-sensitive site design. A number of incentive-based programs can also be used, including state and federal tax credit programs. <
> *Archaeological Investigations at Lansdowne.* Since 1972, Loudoun County has helped protect its unique historic assets through the designation and regulation of local historic districts under the County’s Zoning Ordinance. There are six County-administered Historic and Cultural Conservation Districts (Aldie, Bluemont, Goose Creek, Oatlands, Taylorstown, and Waterford) and two County-administered Historic Site Districts (Welbourne and the Broad Run Toll House properties). The County has also designated a Historic Roadways District, the Beaverdam Historic Roadways District, which comprises a network of 32 rural roads (See Historic Districts Map). In addition, the incorporated towns of Leesburg, Middleburg, and Purcellville administer local historic districts through their zoning ordinances. <
> *Oatlands Plantation, a historic estate dating from the late 18[th] century, is one of 88 County sites listed on the National Register of Historic Places.* There are also five National Historic Landmarks in the County, including Balls Bluff Battlefield, Dodona Manor, Oatlands Plantation, Oak Hill, and Waterford. Resource surveys have identified nearly 7,000 individual historic structures and archaeological sites in the County to date. The County has 88 sites listed in the National Register of Historic Places. The County last conducted a comprehensive architectural resource survey in 2004; however, an analysis of the number of heritage resources that may have been impacted or lost in the interim has not been conducted. The County’s inventory of heritage resources is constantly expanding as property owners, developers, and preservation organizations document and record new resources. Most of the County-initiated comprehensive survey work was completed in the early 2000s, such as the Post-Civil War Structure Survey (2003) and an *African-American Historic Architectural Resources Survey* (2004). The County also conducted surveys in 2016 for the *Ball’s Bluff Battlefield Expansion Project* and a Rural Schools Survey. The County and state database of surveyed resources is largely augmented through the Phase 1 archaeological and historic resources surveys that are required with legislative and preliminary subdivision applications, as well as private property owners requesting listing in the National Register of Historic Places. There is a difference: local, state, and national historic designation * National Historic Landmark (NHL) (five in Loudoun County) – **Honorary** – deemed significant to all Americans because of their exceptional values or qualities, which help illustrate or interpret the heritage of the U.S. If a property is named a NHL, it is also listed on the National Register of Historic Places (NRHP) and the Virginia Landmarks Register (VLR). * National Register of Historic Places (76 County historic districts and individual properties within Loudoun County) – **Honorary** – includes buildings, structures, sites, objects, and districts significant in American history, architecture, archaeology, engineering, and culture. * Virginia Landmarks Register (two in Loudoun County) – **Honorary** – eligible for but not automatically listed in the National Register if a majority of property owners submit notarized objections to the VDHR. * Local Historic Designation (six local historic districts, 2 individual historic properties, and 1 historic roadway district) – **Regulatory** – the only designation regulated by the County or incorporated Towns through zoning overlays. Does not regulate routine repairs and maintenance. The Board adopted the *Heritage Preservation Plan* (HPP) in 2003 and a subsequent amendment to the HPP in 2009. The Board created the Heritage Commission (HC) in 2011 to implement many of the recommendations in the HPP. The HC brings a range of public and private sector experience and expertise to heritage issues. Since the adoption of the HPP in 2003, the County has recognized the need to focus attention on heritage resources associated with historically marginalized communities in the County. Because African American communities and Native American communities are not well represented in the historic written record, the County recognizes the importance of archaeological resources, oral histories, historic settlements, cemeteries, burial grounds, and places of worship to understand, preserve, and interpret the lives and contributions of these Loudoun residents (See African American Historic Communities Map). Development applications will be evaluated using both the HPP and this Plan. Loudoun County 2019 General Plan # Cultural Landscapes Cultural landscapes include heritage areas and corridors, scenic byways and waterways, battlefields, and historic cemeteries. There are several roadways within the County that are designated as Virginia Byways. Goose Creek and a portion of Catoctin Creek are designated as State Scenic Rivers. In 2002 the County established the Beaverdam Creek Historic Roadways District to protect a cultural landscape that has changed little since Loudoun County’s formation in 1757. <
> *Catoctin Creek* *Photo Credit: James Hanna* <
> *Loudoun County’s scenic network of more than 200 miles of unpaved roads is the most extensive in the state.* A nationally recognized heritage area, The Journey Through Hallowed Ground, as well as a state-designated heritage area, the Mosby Heritage Area, fall within the boundaries of Loudoun County. The Journey Through Hallowed Ground follows Route 15/29 from Gettysburg in Pennsylvania (a designated National Byway), through Loudoun County, to Monticello near Charlottesville, Virginia. In 2008, the Board passed a resolution in support of the Mosby Heritage Area, and the County is a partner with The Journey Through Hallowed Ground project. The Mosby Heritage Area, formed in 1995, represents the cultural landscape and landmarks of three centuries of our nation's history. The Mosby Heritage Area encompasses parts of five counties, including all of Loudoun County. # Plant and Wildlife Habitats Plants and animals play an important role in nature’s lifecycle and its ecosystems. For wildlife habitats, large contiguous parcels of natural open space are preferable to more numerous but disconnected and smaller areas. The creation of a larger network helps ensure the viability of the habitat. CHAPTER 3-11 While many high-quality plant and animal habitats have already been lost or altered due to land development, the County still has several unique and natural habitat areas. The largest contiguous areas of forest and naturally vegetated land are on mountainsides, steep slopes, and along stream channels. These areas play a key role in preserving the abundance and diversity of the County’s remaining plant and wildlife resources. The integrated approach to preserving natural, environmental, and heritage resources is intended to help prevent habitat fragmentation, while enhancing ecological connections with larger areas. <
> *Heron rookery adjacent to the Broad Run near Ashburn.* The County strives to protect, preserve, and create large-scale plant and wildlife habitats that overlap with other important resources and resource systems. The County will also protect rare, threatened, and endangered plant and animal species habitats in accordance with the federal Endangered Species Act. Action steps call for development applications that have the likelihood of one or more natural heritage resources to conduct a species assessment and develop a plan for impact avoidance in cases where the presence of the species is identified. **Natural Heritage Resources** include: rare, threatened, and endangered plant and animal species; exemplary natural communities, habitats, and ecosystems; and other natural features of the County. ### Complementary Elements Complementary elements consist of elements that are not directly a part of the land-based environmental and heritage resources but complement them. They include air quality, aural environment, and lighting and the night sky. #### Air Quality In order to meet the federal goals of the Clean Air Act, the County offers an integrated land use approach that protects air quality by planning development in locations that are close to major transportation facilities and transit nodes, limiting gross densities in the Rural and Transition Policy Areas, and promoting and implementing alternative modes of transportation. Loudoun is included in the United States Environmental Protection Agency’s (EPA) Washington, D.C. nonattainment area for meeting national standards for air contaminants. The County has an active role on the Metropolitan Washington Air Quality Committee (MWAQC) and the National Capital Region Transportation Planning Board (TPB). ### Aural Environment Efforts to protect existing and future residents from increased levels of environmental noise have focused primarily on airport noise surrounding Washington Dulles International Airport (IAD) and Leesburg Executive Airport (see Airport Noise Impact Area Map). The Airport Impact Overlay District (AIOD) of the Zoning Ordinance imposes development restrictions within specified areas to protect existing and future residents as well as maintains the economic viability of these important transportation and economic development resources. Future Airport Noise Corridor studies could lead to updates to the noise contours surrounding IAD. The County also has policies to protect noise-sensitive uses adjacent to major roadways, calling for appropriate noise mitigation measures to be incorporated into the overall project design when Noise Abatement Criteria (NAC) Hourly A-Weighted Sound Levels are approached or exceeded. ### Lighting and the Night Sky The County’s night sky is an asset that should be protected from excessive and improper lighting. The County recognizes the need for artificial lighting for the purposes of public safety and visibility, but such lighting should be designed and programmed to minimize light pollution. Action steps call for updating lighting standards that promote quality and energy-efficient lighting, preserve the natural beauty of the night sky, and minimize impacts on people, plants, and wildlife. ### Sustainability Sustainability seeks to achieve economic development, social equity, and environmental protection in a balanced manner. Sustainability is commonly defined as development that meets the needs of the present without compromising the ability of future generations to meet their own needs. Over the last several decades, Loudoun County has integrated sustainability into the community fabric to foster a high quality of life. The County will continue its leadership and infuse a sense of responsibility among all sectors of the community to take a more active role in sustainability. Sustainable development calls for practices that are cost-effective, enhance human health and well-being, and protect and restore the environment. The County has developed and implemented the following programs and plans that demonstrate a commitment to a more sustainable community: * *Clean Waters Initiative*, which hosts educational and partner projects, from floating wetlands, to native tree planting, to rain gardens, to pasture and crop management, to stream protection. * *Energy Strategy 2030*, which is an update and replacement for Energy Strategy 2009 which provides, a blueprint for realizing the County’s vision to contribute to achieving Virginia’s goals of net zero greenhouse gas (GHG) emissions by 2045 and a carbon-free grid by 2050 while ensuring energy is clean, reliable, and affordable for all residents and businesses in Loudoun County. Loudoun County 2019 General Plan * *Stormwater Management Program*, which addresses the design, development, improvement, operation, inspection, maintenance, and oversight of the stormwater management system. * *Water and Wastewater Program*, established through Water and Wastewater Needs Assessment Implementation Plan, recognizes the need for a detailed, systematic approach to solve existing and potential future water and wastewater problems in the county, including assistance and support for communities experiencing issues with deficient or absent water and/or wastewater systems. * *Natural Resources Strategy*, The Department of General Services is developing a countywide Natural Resources Strategy. It will integrate a holistic approach to achieve County objectives in protecting and enhancing natural resources, including alignment with the Loudoun Trails and Waterways Plan, Parks Recreation and Community Services Master Plan, Stormwater Management Program and MS 4 Permit, Watershed Management Plans, the Environment and Energy Work Plan, and other programs to provide a unified vision and outcomes that protect and enhance natural resources and provide agreed-upon methods to measure success. Energy use is the major human cause of greenhouse gases. The electricity sector is currently the largest emitter of greenhouse gases, followed by the transportation sector; industry, commercial, and residential fuel use; and agriculture. In 2007, the *County Energy Strategy (CES)* concluded that if Loudoun County remained on a business-as-usual track with its countywide growth – while accounting for some expected improvements in the efficiency of both existing structures and new construction – then by 2040 the County would require 46 percent more energy to manage the expected growth. Over the same period, total greenhouse gas emissions would increase by 50 percent. The County monitors inefficient energy sources at government facilities and eventually plans to shift to an alternative source of energy. As an example, Loudoun County converted Purcellville Library’s oil Heating, Ventilation, and Air Conditioning system to electric and propane. The County enforces the 2018 International Energy Conservation Code (IECC), the most current model code establishing the minimum design and construction requirements for energy efficiency. County policies have a goal of constructing County facilities to Leadership in Energy and Environmental Design (LEED) Silver, or equivalent standards, where it makes sense to do so. Green building rating systems provide a consistent metric for measuring site development and building performance. Also, rating systems raise awareness of the environmental impacts of site development and buildings and help determine measures to minimize those impacts. Loudoun County is a member of the Metropolitan Washington Council of Governments (MWCOG). MWCOG focuses on the following environmental planning areas: water resources, air quality, climate and energy, recycling and solid waste, and agriculture and forestry. Loudoun County assists in advancing the goals laid out in MWCOG’s *Region Forward* for clean water, air, and land, and a more sustainable region. The County is committed to policies, strategies, and actions that protect natural, environmental, CHAPTER 3-14 and heritage resources and integrate the concepts of sustainability into greater community planning and development goals. As the County continues to grow, so will the opportunities and challenges related to preservation and conservation of natural, environmental, and heritage resources. A proactive approach to water quality could help to avoid costly and time-consuming processes to restore water quality as part of TMDL Action Plans. Through watershed management plans, the County has the opportunity to identify areas where management practices will most effectively enhance water quality. The County also has the opportunity to document efforts to promote sustainability, environmental stewardship, and protect the environment. The County should continue to support and build upon work that has already begun and consider the development of a sustainability plan or an annual report highlighting work that is being done. The Board can use this report to identify future goals. Essential to the preservation of heritage resources and cultural landscapes is proactive survey and evaluation of these resources as provided in the HPP. The following Policies, Strategies, and Actions reflect these concepts and more, balancing the environmental, social, and economic factors that will shape the County for future generations. # Policies, Strategies, and Actions Unless otherwise specified, the following Policies, Strategies, and Actions apply Countywide. ## Natural, Environmental, and Heritage Resources *(See also Chapter 6, Fiscal Management and Public Infrastructure)* ### NEHR Policy 1: Provide protection for natural, environmental, and heritage resources. #### Strategy 1.1. Support mechanisms to further the goals of conservation, preservation, restoration, recapture, and education to protect the health, safety, and welfare of Loudoun residents. #### Actions A. Maintain a map of natural, environmental, and heritage resources as part of an integrated system and contiguous network of natural and passive open spaces and active recreational sites. B. Identify those properties that are not conducive to development due to sensitive environmental, cultural, and historical characteristics, and promote their preservation through various public and private programs (such as the Open Space Preservation Program, conservation easements, etc.). C. Adopt zoning regulations and development standards that implement a process identifying natural, environmental, and heritage resources worthy of preservation and developing around those resources as part of all land development. D. Update the *Facilities Standards Manual*, the *Land Subdivision and Development Ordinance*, and other development standards to implement the natural, environmental, and heritage policies in this Plan. E. Should the Board of Supervisors consider adopting a Transfer of Development Rights (TDR) program in the future, a thorough evaluation of the countywide impact on sending and receiving areas for density transfers will be conducted and, if acceptable to the Board of Supervisors, such additional policies will be added to the Comprehensive Plan and considered for implementation with a future TDR ordinance. F. Use a design process that conserves natural, environmental, and heritage resources and incorporates any such features into the site design; Use Value Assessment Program; AFDs; public-private partnerships; and other regulatory and incentive-based efforts (e.g., a potential TDR program) for the preservation, conservation, restoration, and management of the County’s natural, environmental, and heritage resources. Explore and implement additional incentive-based approaches. G. Retain conservation easements as a tool to protect open space areas in subdivisions and to ensure long-term maintenance and protection of the area. Such easements will be recorded as part of the subdivision process and include public access where appropriate. H. Direct public investment and resources toward completing a natural, environmental, and heritage resource network and recapturing natural, environmental, and heritage resources in developed areas. I. Require development proposals that impact one or more natural, environmental, and heritage resources to offset impacts by enhancing and/or recapturing natural, environmental, and heritage resources elsewhere onsite. J. Require development proposals to create links to adjacent natural, environmental, and heritage resources to create an integrated network and prevent habitat fragmentation. *** Land Development applications should use the following design process to identify buildable areas: 1. Identifying the environmental, natural, and heritage features of a site to be preserved; 2. Locating buildings on the unconstrained land; and 3. Locating street, utility, and trail on the development plan. 4. Locating lot lines. *** Transfer of Development Rights (TDR) and Conservation Easements are tools available to the County and public and private entities to protect and preserve open space, farms, and natural, environmental, and heritage resources in perpetuity, allowing landowners to retain ownership of their property, while maximizing the economic value of the land. Loudoun County 2019 General Plan Strategy 1.2. Promote private, state, and federal conservation programs and their allocated resources to advance conservation programs within the County through public and private means such as grants, voluntary easements, and dedications. Action A. Study and, if feasible, aid in the establishment of a public-private conservation partnership to facilitate communication, grants, easements, education, and partnership opportunities to conserve and protect natural, environmental, and heritage resources. Strategy 1.3. Act as a leader and educator in environmental design to achieve and sustain a high-quality built environment. Action A. Provide incentives for innovative design and support collaborative public-private-community partnerships for program implementation including provisions for awards of certificates of excellence in environmental design for the public and private sectors. Strategy 1.4 Link natural, environmental, and heritage resources to create opportunities for open space corridors for the enjoyment of current and future generations. Action A. Prioritize protection of the following priority open space areas through conservation easements acquired by the County or others, participation in the Open Space Preservation Program, development design, and other means: i. Key natural, environmental, and heritage resource features not already protected from development by conservation easements or regulation, ii. Rural areas immediately adjacent to the Towns, JLMAs, and Rural Historic Villages that help form greenbelts and gateway buffers, iii. Areas adjacent to the Potomac, Catoctin, Bull Run, Goose Creek, and Broad Run floodplains to protect water quality, iv. Properties on the State or National Registers of Historic Places and within local historic districts, v. Corridors and sites that the County has identified for trails and parks and additions to existing parks provided they permit the construction of such facilities, and vi. Other areas of local natural, historic, or cultural significance including designated scenic rivers and roads. CHAPTER 3-17 # River and Stream Corridor Resources RSCR Policy 2: The County will protect natural ecosystems, restore water quality, serve Loudoun’s population, and support the built environment through healthy surface and groundwater resources. ### Strategy 2.1. Establish and maintain a healthy river and stream corridor ecosystem that meets desired water quality standards, protecting from the damages of soil erosion and flooding while promoting biological diversity. ### Actions A. Amend zoning regulations and development standards, including but not limited to the Floodplain Overlay District (FOD) and Scenic Creek Valley Buffer sections, to address the objectives of the RSCR policies. Zoning regulations and development standards will establish performance standards and best management practice (BMP) requirements to ensure the health and biological integrity of the river and stream corridors and minimize adverse impacts. B. Develop and implement a watershed management plan for each watershed, establishing development guidelines and performance standards to protect water quality. C. Establish appropriate regulations for Catoctin Mountain, Short Hill Mountain, and the Blue Ridge Mountains to limit diversions of water from the Catoctin and Goose Creek headwaters and prevent stream pollution. D. Maintain a working relationship with the Federal Insurance and Mitigation Administration of the Federal Emergency Management Agency (FEMA) for continued participation in the National Flood Insurance Program (NFIP). The County will also maintain its current status as a Cooperating Technical Partner in FEMA’s Flood Map Modernization program. E. Work with the incorporated towns, Loudoun Water, and other organizations and agencies to establish overall water quality goals and specific standards for individual streams and river and stream corridors, consistent with County RSCR objectives and policies. F. Coordinate with the Metropolitan Washington Airport Authority regarding water quality protection within the Broad Run watershed. G. Promote and encourage community programs, such as the “Adopt-A-Stream” program, in order to keep river and stream corridors free of litter and debris and as a means of promoting public awareness of the County’s river and stream corridors. H. Support the interstate 2014 Chesapeake Bay Watershed Agreement—a watershed partnership among Virginia, Maryland, West Virginia, Delaware, New York, Pennsylvania, the District of Columbia and the United States EPA—and continue supporting Virginia’s action towards meeting the Chesapeake Bay TMDL and WIP. I. Support the mitigation of stream and wetland impacts and the creation of stream and wetland mitigation banks within Loudoun County to improve water quality in Loudoun. J. Maintain the County’s Predictive Wetland Model and require submittal of digital wetland delineations in conjunction with land development applications in order to develop a reliable wetlands inventory and map of wetland areas. ### Strategy 2.2. Establish River and Stream Corridor Resource (RSCR) buffers to promote river and stream health (streambank/streambed stability, temperature moderation, nutrient removal, sediment removal, flood control, and aquatic food and habitat). ### Actions A. Amend zoning regulations and development standards to establish a minimum 100-foot stream buffer to protect rivers and streams when floodplains and adjacent steep slopes do not extend beyond either bank by 100 feet. B. Amend zoning regulations and development standards to establish a 50-foot management buffer as part of the RSCR surrounding floodplains and adjacent steep slopes. Specific criteria for allowable reductions in the 50-foot management buffer should be included to ensure that reductions do not adversely impact the other elements of the RSCR. The RSCR 50-foot management buffer will not be added to the 100-foot minimum stream buffer. | Examples of measures to help mitigate a reduction in the 50-foot management buffer: | | :--- | | i. Reforestation of open areas adjacent to the stream and floodplain; | | ii. Increasing Tree Conservation Areas adjacent to the floodplain (especially when the floodplain is narrow); | | iii. Buffering streams and wetlands outside of the RSCR; and | | iv. Enhanced stormwater and erosion and sediment control measures. | C. Develop and use incentives to encourage property-owners to establish and maintain a 100-foot minimum riparian stream buffer. *** ### Permitted Uses in the RSCR Permitted uses within the RSCR are intended to support or enhance the biological integrity and health of the river and stream corridor. These uses are intended to have minimal adverse effects on natural, environmental, and heritage resources. Development of such uses requires mitigating impacts while complementing the hydrologic processes of the river and stream corridors including flood protection and water quality. New uses should be limited to: a. Road crossings, rail crossings, bridges, and drive-way crossings b. Public water and sewer c. Local and regional stormwater management facilities within the minor floodplain river and stream corridor resource only (subject to BMP requirements) d. Public lakes and ponds (subject to BMP requirements) e. Public water supply reservoirs f. Historic and archaeological sites g. Paths and trails – including footpaths, biking or hiking paths, and horse trails (of a permeable material only) h. Passive recreation – limited to hiking, biking, horseback riding, picnicking, camping, climbing, hunting, fishing, and wildlife viewing i. Active recreation within the minor floodplain river and stream corridor resource only j. Agricultural activities, but not structures – including crop planting and harvesting and grazing (subject to appropriate BMP requirements) k. Silviculture – as required to care for forests and not commercial forestry (limited to forest preservation and tree planting, limited tree clearing and clearing of invasive species, tree trimming and pruning, and removal of individual trees (subject to appropriate BMP practice requirements) l. Planting native vegetation (subject to appropriate BMP requirements) m. Conservation – including stream restoration projects, wetland mitigation banks, facilities and activities; Adopt-A-Stream programs; scientific, nature, and archaeological studies; and educational programs n. Raised boardwalks *** ### Strategy 2.3 Protect and improve stream quality and watershed health by decreasing the amount of stormwater runoff and pollutants from reaching local waters. ### Actions A. Develop appropriate standards and regulations to protect natural streams from the harmful effects of increased stormwater volume, velocity, and pollutant loads resulting from development. B. Encourage stormwater BMPs on-site or as close to the area being treated as possible to prevent increased nutrient and sediment runoff. C. Establish incentives and/or a funding program for reforestation, SWM/BMP projects, and SWM/BMP retrofits. D. Support the retrofitting of older stormwater systems and the rehabilitation of degraded areas to enhance pollution removal capabilities and create open space amenities. E. Retain a site’s natural hydrology and drainage patterns wherever possible when designing stormwater management systems; otherwise, promote the use of low-impact development to replicate natural hydrologic patterns and alleviate the strain on centralized systems. F. Support and incentivize reforestation for degraded forested areas in upper stream reaches that do not include Major Floodplain and promote natural regeneration within the limits of the Major Floodplain to mitigate the loss of native canopy coverage as a result of construction. G. Develop and maintain standards for activities that propose pollution sources such as the storing and dispensing of fossil fuels, chemical storage, and sale or transfer of potential contaminants. ### Strategy 2.4. Protect and enhance impaired streams and their tributaries to improve water quality and provide ecological benefits while also providing opportunities for passive recreation. ### Actions A. Encourage the implementation of enhanced pollutant control measures and watershed management strategies such as: downspout disconnection; tree planting/reforestation, especially within riparian areas; storm drain marking; stream restoration; wetland creation; adding BMPs; enhanced stormwater management ponds; enhanced pollution/erosion control measures; coordination and outreach with the Virginia Department of Transportation (VDOT) and owners associations on use of sand and anti-ice materials in snow removal/road clearing operations; and stormwater pond water quality enhancements. B. Actively participate in regional water quality initiatives to protect and improve water quality. C. Comply with the Virginia General Permit for stormwater discharges from small Municipal Separate Storm Sewer Systems (MS4 General Permit). D. Prepare and implement TMDL Action Plans, as necessary to meet TMDL requirements. The Action Plans, designed to improve the County’s surface water quality may include working with other entities, such as the Loudoun Soil and Water Conservation District (LSWCD) and Virginia Cooperative Extension-Loudoun (VCE-Loudoun). E. Collaborate with the Department of Environmental Quality, the Goose Creek Scenic River Advisory Committee, and other stakeholder groups on any pollution impairment issues within streams and support volunteer water quality monitoring efforts and coordination of these efforts with federal, state, and local water quality data collection. ## Surface Water Resources ### Strategy 2.5. Protect rivers and public drinking water reservoirs to ensure a clean, safe, and adequate supply of drinking water. ### Actions A. Protect public water supply reservoirs, Scenic Rivers, the Potomac River, and the Bull Run by establishing a 300-foot no-build buffer or the other elements of the RSCR buffer, whichever is greater. Areas outside of the no-build buffer are priority open space areas for the creation of a greenbelt. The greenbelt could be created through various mechanisms such as land donations, conservation easements, and other land conservation mechanisms. Specifically those areas outside of the no-build buffer identified as the 200-foot transitional buffer along the Bull Run and the 1,000-foot voluntary open space area along the Goose Creek, Goose Creek Reservoir, and Beaverdam Reservoir will be designated as priority open space areas. B. Protect lands that are critical to the quality of key water supplies through easement, fee simple acquisition, regulatory measures, or other sufficient measures. Restore filtration and erosion control functions through the re-naturalization and native revegetation of these areas. C. Develop and implement a watershed overlay district for all public water supply reservoir watersheds, establishing more stringent development guidelines and performance standards to protect water quality. D. Develop and implement a Potomac River shoreline management plan and seek to coordinate this effort with adjacent jurisdictions (local, state, and regional organizations, advisory boards, and citizen groups). This plan should include: i. The boundaries of the study area, ii. A comprehensive natural resources inventory, iii. Existing and proposed private/public water access entry points, iv. Policy recommendations for river corridor management and protection, v. A process for integrating the participating groups, and vi. A plan for acquiring and managing open space corridors along the Potomac River. E. Establish appropriate standards and land uses in consultation with Loudoun Water and/or incorporated towns to protect drinking water supplies. F. Develop a community-based Source Water Protection Plan in cooperation with Loudoun Water and other agencies and organizations. ## Groundwater Resources ### Strategy 2.6. Preserve and protect groundwater quantity and quality. ### Actions A. Develop and implement a comprehensive groundwater protection strategy to ensure adequate and sustainable water supply. B. Develop and implement a comprehensive pollution management program to monitor and protect groundwater resources. C. Local wellhead protection plans will be taken into consideration during review of development applications to maintain drinking water quality and protect groundwater from contamination. D. Limit the installation of additional wells and limit the number of additional households and irrigation systems that are dependent on wells through water conservation efforts and through the use of communal and/or central water systems where feasible and as approved by Loudoun Water. E. Ensure the location, depth, and rate of extraction of individual wells do not impact the quality and quantity of municipal wells. F. Assess the recharge and consumption rates for groundwater in each watershed by analyzing data from groundwater level monitoring and stream flow measurements. If negative impacts are detected, the information will be presented to the Board of Supervisors for appropriate action. G. Develop standards for uses that consume and/or require the usage of large quantities of water in those areas that could affect neighboring wells and aquifers. H. Provide education to school children and homeowners on the use and consumption of groundwater for areas of the County that are not connected to the central water supply. I. Study best practices/guidelines to reduce impervious surfaces and minimize increases in post-development runoff peak rate, frequency, volume. *** **Additional Notes:** * The RSCR performance standards, BMP requirements, and list of permitted uses will apply to the no-build buffer, except adjacent to existing or planned drinking water reservoirs where stormwater management facilities are not permitted. * The limits of the 300-foot no-build buffer for reservoirs is measured from their projected high water mark where expansion is proposed. # Soils and Geologic Resources SGR Policy 3: Preserve and protect the County’s soils, unique geologic characteristics, farmland, steep slopes, mountainsides, and ridgelines recognizing their sensitivity to land disturbance and development as well as their contribution to healthy ecosystems and the quality of life valued by residents and visitors. ## Limestone Geology Areas ### Strategy 3.1. Protect limestone geology areas susceptible to sinkholes, cavity collapse, ground slippage, pollution, and other hazards. ### Actions A. Maintain performance standards for lands within areas underlain by limestone — including minimum setback distances from karst features (e.g., sinkholes and rock outcrops) —to ensure structural stability and prevent adverse impacts to environmental and public health. B. Limit density and intensity of development within areas underlain by limestone, especially on sites proximate to karst features. C. Require communal water and wastewater systems built to Loudoun Water standards for new development in areas underlain by limestone. D. In areas of the limestone overlay district and/or other areas where subsurface karst geology exists, require potable water supply systems that can be demonstrated to treat groundwater to a surface water level of treatment standard, following Loudoun Water’s Engineering Standards Manual, as a condition of approval. E. Identify pollution sources and establish appropriate standards for reducing pollution in areas underlain by limestone. ## Prime Agricultural Soils ### Strategy 3.2. Preserve and protect prime farmland and agricultural soils, recognizing their importance to the overall economic health of the rural economy. ### Action A. Develop a public education program that will focus on communicating advantages associated with private protection of Prime Agricultural Soils. B. Encourage the retention and conservation of prime agricultural soils within open space areas. C. The County will update, maintain, and make available the Countywide Prime Agricultural Soils Map. # Steep Slopes, Moderately Steep Slopes and Mountainside Areas ## Strategy 3.3. Protect steep slopes, ridgelines, and mountainside areas against destabilization, erosion, building and/or road failure, downstream flooding, and other hazards and to maintain the scenic and rural nature of these areas. ## Actions A. Manage and regulate development in mountainside areas using performance standards and regulations to minimize negative environmental impacts; minimize land disturbance; protect the ridgelines; maintain woodlands, plant, and wildlife habitats; and preserve other natural features. B. Prohibit land disturbance on naturally occurring very steep slopes (greater than 25 percent grade and/or soil slope class of E), with limited exceptions such as access easements to existing lots where no other access is possible. Agricultural or silvicultural activities, excluding structures, may be allowed provided that a County approved Farm Management Plan or Forest Management Plan, whichever is applicable, is implemented. Apply performance standards to protect soils, vegetation, and other environmental features when roads are permitted or allowed by special exception. C. Apply performance standards to protect moderately steep slopes (15 to 25 percent grade and or soil slope class of D) to include BMPs and locational clearances for clearing and grading. Develop incentives to locate development outside of moderately steep areas. Limit clearing to only essential clearing that is necessary for home construction, road construction, and utility installation on moderately steep slopes. D. Preserve forests and native vegetation on very steep slopes. E. Protect ridgelines through updates to the Mountainside Overlay District, the development of a Ridgeline Protection Overlay District, and the prioritization of protecting such areas through open space easement acquisition. F. Require special exception approval for the subdivision of properties into three or more lots in Sensitive and Highly Sensitive Mountainside Areas. G. Seek the expansion of passive outdoor recreational opportunities in mountainside areas, including the development of public park sites and improving access to existing recreational facilities such as the Appalachian Trail. H. Review and amend zoning regulations and development standards to ensure consistency with the mountainside area policies. I. Establish performance standards for unavoidable development on questionable soils as defined by the International Building Code. ### Forests, Trees, and Vegetation FTV Policy 4: Preserve, protect, and manage Loudoun County’s forests and trees for current and future use and enjoyment, recognizing these resources provide many benefits, such as improving air and water quality; offering important habitat for birds, small mammals and other wildlife; providing buffers between communities; conserving energy; reducing wind speed and redirecting airflow; and reducing stormwater runoff and soil erosion. #### Strategy 4.1. Preserve, protect, and manage forest resources for their economic and environmental benefits. #### Actions A. Require applicants to submit a Tree Cover Inventory as part of all development applications and, where applicable, require applicants to submit a Tree Conservation Plan for designated Tree Conservation Areas; such Tree Conservation Plan should demonstrate a management strategy that ensures the long-term sustainability of these designated areas and address the removal and monitoring of invasive woody vegetation and insects. B. Incentivize and encourage the preservation of existing trees within required landscape buffer areas and for screening of uses. C. Require the removal of invasive plant species during the development process. D. Develop and adopt a Tree Preservation Ordinance. E. Inventory and map trees and native vegetative resources to be preserved or managed in accordance with County standards and create and maintain a database of these resources to include, not be limited to, old growth forests, significant tree stands, specimen trees, heritage trees, and State or National Champion trees. F. Participate in community tree projects such as the Arbor Day Foundation’s Tree City USA Program. #### Strategy 4.2. Promote tree planting and preservation to reduce the heat island effect, manage stormwater run-off, and improve water quality, air quality, and wildlife habitat. #### Actions A. Prioritize the planting of native vegetation, specifically along those corridors that provide connections to other natural, environmental, and heritage resources. B. Develop Countywide goals and objectives for the creation, maintenance, and preservation of the County’s tree canopy. ### Historic, Archaeologic, and Scenic Resources HASR Policy 5: Loudoun County’s distinctive cultural landscapes encompass scenic and heritage resources, including Scenic Rivers and Byways, historic buildings, archaeological sites, battlefields, and historic cemeteries. These resources are foundational elements of the County’s changing landscape that together tell the story of the formation and settlement of the County. The County will protect and enhance these resources, recognizing them as relevant, character-defining elements of both the natural and built environments. #### Strategy 5.1. Preserve cultural and scenic character through conservation and preservation of designated heritage areas, battlefields, cemeteries, scenic corridors, Scenic Rivers, the Potomac River, significant geological features, archaeological sites, historic structures and their settings. Convey the benefit of these resources to the public through public education in collaboration with private landowners and preservation organizations. #### Actions A. Evaluate land development applications within the context of this Plan as well as those more specific policies contained in the *Heritage Preservation Plan*. B. Evaluate the *Heritage Preservation Plan* every five years and update if necessary. C. Require an archaeological and historic resources survey for all development applications. This survey must include a plan for recordation of identified resources and measures for preservation, mitigation, and adaptive reuse. The County will maintain a repository for artifacts recovered from required surveys; such artifacts will be used for research and public education purposes. D. The County will update its cultural resource inventory through the land development process and County-sponsored historic surveys. E. Evaluate the historic or archaeological value of inventoried resources based on criteria set forth in the Secretary of the Interior’s Standards for Archaeology and Historic Preservation, which include historic context and site integrity. The County will evaluate resources for consideration for state and National Registers. Identify, through survey and community outreach, locally important historic and archaeological resources that meet criteria for listing on the County Heritage Register as outlined in the Heritage Preservation Plan. F. Identify, delineate, and map historic cemeteries, burial grounds, and graves to ensure they are protected from destruction or neglect. Ensure that adequate buffers are provided around these sites to protect them during the development process. G. Identify African American and Native American cultural resources, document them in the County’s database of heritage resources, and create policies and programs that protect, preserve, and interpret these resources for the benefit of County residents. H. Maintain the County’s database by using the inventory of cultural resources as a dynamic body of data to be reevaluated as needed. I. Conduct a staff assessment to determine historic significance prior to issuing a demolition permit for a structure that is 50 years old or older. J. Work with local communities to protect and enhance the character of cultural landscapes and historically significant sites through the designation of County Historic and Cultural Conservation Districts. K. Preserve and protect significant cultural and scenic resources from development impacts by promoting private or public acquisition and/or conservation easements. L. Where consistent with the applicable provisions of the Virginia Code, applicants may proffer cash contributions to the County for the enhancement and/or improvement of historic features within Loudoun to fulfill the open space guidelines described in Chapter 6 if the historic feature is in the same planning subarea identified in the latest Capital Needs Assessment and the County agrees to accept such contribution. M. Prioritize the adaptive reuse of historic structures that are of local, regional, or national significance as the primary method of preserving the County’s diverse collection of historic architecture within the framework of sustainable development. N. Amend zoning regulations and development standards to ensure the viability of adaptive reuse, particularly in the County’s villages where the ability to reuse historic structures is vital to the historic character and vitality of these communities. O. Prepare and implement corridor management plans, including identifying and defining viewsheds for the County’s Scenic Rivers to protect their natural and scenic quality. P. Prohibit the diversion of Scenic Rivers under any circumstances. A viewshed analysis for a Scenic River typically involves looking at both the view from the resource itself as well as the view towards the resource. Loudoun County 2019 General Plan # Natural Heritage Resources NHR Policy 6: Preserve, protect, and create a network of privately and publicly protected open space, favoring large contiguous areas rather than smaller disconnected areas; maintaining natural, environmental, and heritage resource assets; preventing habitat fragmentation; and reinforcing the unique character of the diverse communities in the County. ### Strategy 6.1. Conserve and protect natural heritage resources including rare, threatened, and endangered plant and animal species; species of greatest concern; exemplary natural communities, habitats, and ecosystems; and other natural features of the County. ### Actions A. Use open space requirements, passive recreation, nature preserves, incentives, and regulations to protect areas of natural biodiversity and rare, threatened, and endangered plant and animal species, and plant communities in keeping with the federal Endangered Species Act and to foster the implementation of the Virginia Wildlife Action Plan. B. Require development applications to identify Loudoun County’s natural heritage resources through coordination with the Virginia Department of Conservation and Recreation (VDCR) – Division of Natural Heritage and the Virginia Department of Wildlife Resources (VDWR). For those development applications that have a likely presence of one or more natural heritage resource, the County will require the applicant to conduct relevant assessments. In cases where the presence of the species is identified, the County will require the applicant to develop and submit a plan for impact avoidance and mitigation if impact avoidance is not feasible. C. Ensure that the study of natural heritage resources is conducted by qualified research organizations including but not limited to the VDCR and VDWR, and develop implementation strategies for the preservation of identified natural heritage resources. # Wildlife Habitats ### Strategy 6.2. Conserve and protect wildlife habitats, wildlife travel corridors, and access to streams and water sources through the preservation of natural resources such as native vegetation, forest cover, woodlands, floodplains, streams and stream corridors, wetlands, and undeveloped areas associated with steep slopes. ### Actions A. Require development proposals to create links to adjacent open space and natural resources to help prevent habitat fragmentation and foster biodiversity. B. Identify essential wildlife corridors and encourage protection of these areas through conservation easements acquired by the County or others, participation in the Open Space Preservation Program, development design, and other means. C. Ensure that new development, redevelopment, and infill development incorporates existing native vegetation and plantings of native vegetation into the landscape design. D. Encourage the preservation and plantings of native vegetation to protect pollinators, migrant birds, and other wildlife. E. Promote and support the establishment of public and private nature preserves throughout the County as part of the protection and enjoyment of natural, environmental, and heritage resources. ## Complementary Elements CE Policy 7: The County promotes healthy air and low levels of noise and light pollution as essential elements for current and future residents. ### Strategy 7.1. Preserve and protect air quality. #### Actions A. Comply with the requirements of the Federal Clean Air Act Amendments of 1990 through support of the State Implementation Plan (SIP). B. Evaluate and implement methods to reduce emissions of airborne pollutants including particulates, greenhouse gases, ozone precursors, and other gases known to adversely affect human and environmental health. ### Strategy 7.2. Protect noise-sensitive uses. #### Actions A. Continue to support the Washington Dulles International and Leesburg Executive Airports by continued and complete prohibition of new residential and other noise-sensitive land uses from the areas located within the Ldn 65 or higher aircraft noise impact area for both airports and by allowing only non-noise-sensitive land uses within these contours. The Airport Noise Impact Area (ANIA) consists of three (3) components or aircraft noise impact areas: (i) Ldn 65 or higher; (ii) Ldn 60-65; and (iii) Within one (1) mile of Ldn 60 B. Continue to work with the Metropolitan Washington Airports Authority to understand and minimize the effects of airport operations and routes on existing noise-sensitive areas within the Ldn 60-65 aircraft noise impact area for Washington Dulles International Airport and minimize residential and noise-sensitive development in noise sensitive areas. C. Prohibit residential encroachment into the areas designated as within the Ldn 65 or higher aircraft noise impact area to ensure that residential development will not create pressure for reductions in the intensity of service or prohibit the expansion of service at the airport. D. Continue to enforce and update with the most current information, as appropriate, the Airport Impact Overlay District included as part of the Loudoun County Zoning Ordinance. E. Consider the 2019 Washington Dulles International Noise Contour Map Update when reviewing land development applications surrounding the airport. F. Consider replacing the existing noise contours for Washington Dulles International Airport to reflect the noise contours in the 2019 Washington Dulles International Noise Contour Map Update. **[Implemented with CPAM-2021-0001, ZMAP-2021-0011, and ZOAM-2021-0002, Airport Impact Overlay District Update. However, the Ldn 65 or higher aircraft noise impact area is revised to exclude areas already approved for residential development through proffered rezoning.]** G. Require roadway noise studies for residential, institutional, or other noise sensitive uses adjacent to existing or proposed arterial and major collector roads to ensure that forecasted noise levels fall within acceptable levels, or can be abated to meet County standards (See also 2019 CTP, Chapter 7, Environmental and Heritage Resources). H. Allow approved residential rezonings that were located outside of the Ldn 65 or higher aircraft noise impact area at the time of approval, but projected to be within the Ldn 65 or higher aircraft noise impact area by the 2019 Washington Dulles International Noise Contour Map Update, to develop in accordance with their approval. Such rezonings will be designated within the Ldn 60-65 aircraft noise impact area. I. Require disclosure by property owners to prospective buyers of dwellings within the Airport Noise Impact Area (ANIA) that the property may be impacted by airport noise. ### Strategy 7.3. Prevent light pollution. Actions A. Update lighting standards to achieve the following: i. Promote the use of lighting for convenience and safety while minimizing light pollution; ii. Promote a glare-free environment through proper lighting performance standards to improve visibility and enhance public safety; iii. Promote appropriate lighting standards to conserve energy; iv. Develop appropriate lighting standards to prohibit unnecessary and intrusive light trespass that detracts from the beauty and view of the night sky; and v. Promote the International Dark-Sky Association’s Dark Sky standards to prevent light pollution. ## Sustainability ### SUS Policy 8: Promote sustainability efforts throughout the County. ### Strategy 8.1. Support sustainability practices within the Loudoun County Government. ### Actions A. Continue to update and implement the 2023 County Energy Strategy. B. Continue to evaluate the energy demands of government buildings as well as transportation needs and develop plans for energy efficiency. C. Encourage benchmarking the energy use of existing and planned County buildings to establish a baseline for energy demand estimates. D. Use the data from benchmarking the energy use to set policy and regulations in the County. E. Whenever feasible, build County-constructed facilities to LEED Silver, or equivalent, standards. F. Continue to evaluate all sustainability efforts and improve efforts as new options and technologies become available such as geothermal for County facilities. G. Monitor efforts and partner in regional efforts with MWCOG and participate in regional funding opportunities. H. Support Loudoun Water in the expansion of the reclaimed water network. I. Finalize and implement a comprehensive Natural Resources Strategy. J. Prioritize government purchase and use of goods and services that have reduced impacts to human and environmental health. K. Prioritize the use of Loudoun farm products in government purchase of food. L. Develop a Sustainability Plan for the County that provides the framework to balance economic development, social well-being, and environmental health and accounts for other programs and plans like the Energy Strategy and pending Natural Resources Strategy. M. Provide electric vehicle charging stations at County facilities for residents and government vehicles. ### Strategy 8.2. Support energy efficient practices for all in Loudoun County. #### Actions A. Evaluate the energy demands of residential and non-residential buildings, including data centers as well as transportation needs and develop plans for energy efficiency. B. Research and support opportunities for micro-grid energy and district energy systems. C. Encourage the use of Commercial Property Assessed Clean Energy (C-PACE) and research and support residential PACE program. D. Prioritize public investment in energy efficient, clean products and infrastructure. ### Strategy 8.3. Support sustainable economic practices within Loudoun County to strengthen economic growth and innovation. #### Actions A. Create partnerships with universities and private sector companies to foster growth of a sustainable economy that supports workers and students in the advanced technology and science industries. B. Promote the production and access to sustainable, healthy local food. C. Support and expand community gardens throughout the County. SUS Policy 9: Encourage sustainable development practices, including long-term water conservation, green building principles, sustainable site design, renewable energy, preservation and adaptive re-use of historic structures, mixed-use communities, walkable neighbourhoods, and integrated energy management planning. ### Strategy 9.1. Promote water conservation through innovative, cost-effective reuse systems, domestic water saving devices, and low impact development techniques, which integrate hydrologically functional designs with methods for preventing pollution and educational programs. ### Actions A. Educate and encourage the harvesting of rainwater for non-potable use, such as landscape irrigation. B. Establish incentives for incorporating sustainable development practices into projects. C. Work with new and existing developments to incorporate water conservation measures. D. Encourage the integration of environmental sustainability, conservation, and enhancement practices in new and existing developments. ### Strategy 9.2. Promote the use of salvaged, recycled, or locally produced materials whenever possible. ### Strategy 9.3. Evaluate the establishment of Eco-districts within the County. ### Strategy 9.4. Promote green building standards and green building. A. Explore incentives and policies to support developers and residents with implementing green building measures and more sustainable site design. B. Research benefits of compact development, smart growth and transit-oriented development patterns. ### Strategy 9.5. Support renewable energy. ### Actions A. Adopt solar zoning and permitting best practices for accessory use solar development. B. Research potential zoning changes that may be necessary to support community solar. C. Become certified as a higher level “solar-ready” community under the Department of Energy’s SolSmart program. D. Encourage community or utility scale solar development in appropriate locations that do not have negative impacts on natural resources or prime agricultural soils. E. Support the installation of new electric vehicle charging infrastructure in accordance with the Energy Strategy 2023. ## Reference Maps Natural and Environmental Resources (Map #2026-005) River and Stream Corridor Resources (Map #2026-007) Watersheds (Map #2025-120) Historic Districts (Map #2025-121) Airport Noise Impact Area (Map #2025-122) African American Historic Communities (Map #2025-123) Impaired Streams (Map #2026-004) Limestone Overlay District (Map #2025-124) Countywide Prime Agricultural Soils Map (Map #2026-006) Loudoun County # Natural & Environmental Resources 2019 General Plan <
> Ridge Feature Protection Limestone Overlay District Very Steep Slopes Moderately Steep Slopes Mountainside Overlay District Wooded Areas Water Sources Major Floodplain > 640 AC Minor Floodplain < 640 AC Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2026-005 Loudoun County # River and Stream # Corridor Resources 2019 General Plan <
> Scenic Rivers Floodplain Overlay District (drains 100 to more than 640 acres) Adjacent Steep Slope Area (25% or greater) Riparian Protection Buffer Width (50') Variable Riparian Preservation Buffer Width Minimum Stream Buffer (100' or 300') Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2026-007 Loudoun County # Watersheds 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2025-120 Loudoun County # Historic Districts 2019 General Plan <
> National Register Historic Districts National Historic Landmarks Town Historic Districts Virginia Historic Landmark District Loudoun County Historic Districts Aldie Historic District Beaverdam Creek Historic District Bluemont Historic District Goose Creek Historic District Oatlands Historic District Taylorstown Historic District Waterford Historic District Historic Site Districts Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2025-121 Loudoun County # Airport Noise Impact Area 2019 General Plan <
> | | | | :--- | :--- | | | Airport Facilities | | | Within one (1) Mile of the Ldn 60 | | | Ldn 60-65 | | | Ldn 65 or higher | Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 0.5 1 2 3 4 Miles Map Number 2025-122 Loudoun County # African American Historic Communities 2019 General Plan ▲ Cemetery † Church ⌂ Fraternal Lodge ☗ Government Office ● Predominantly Black Neighborhood 🚩 School Biracial Community Predominantly Black Community <
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> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2025-123 Loudoun County # Impaired Streams 2019 General Plan — 2022 Impairments <
> Stream impairment data is based on Virginia Department of Environmental Quality's (DEQ) Final 2022 305(b)/303(d) Water Quality Assessment Integrated Report. As stream impairments are evaluated and summarized by DEQ biennially, please refer to the DEQ's website for current stream impairment information. Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2026-004 Loudoun County Limestone Overlay District 2019 General Plan <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. Map Number 2025-124 Loudoun County # Prime # Agricultural Soils 2019 General Plan Prime Farmland Secondary Cropland Grassland Agriculture Orchard Land Woodland Use and Wildlife <
> Loudoun County IS NOT LIABLE for any use of or reliance upon this map or any information contained herein. While reasonable efforts have been made to obtain accurate data, the County makes no warranty, expressed or implied, as to its accuracy, completeness, or fitness for use of any purpose. 0 1 2 4 6 8 Miles Map Number 2026-006