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western bypass, particularly from ‘ the congested Capital Beltway be- < tween 1-95 and the Cabin John t Bridge. t
And even proponents of the reso- ( lution differed on the rationale for a 1 new superhighway circling Washington to the west. Doug Paul, ( Fairfax, pointed to Loudoun’s land- j use plans and zoning for millions of • square feet of new office space in the ( Dulles airport region, saying | planned development there will fur- ( ther overburden roads already 1 clogged with traffic. 1
There’s “a void” in getting from j 1-95 near Fredericksburg to Dulles < Airport and the growing employment center surrounding it, he said, j “The point is not diverting traffic off ; the Capital Beltway. The point isn’t , even a river crossing. The point is getting from Route 7 in Loudoun County to 1-95,” he said.
It is both fallacious and “buryyour-head-in-the-sand" to think “nothing is going to happen” in the “vast white area” between Haymarket and Leesburg,” said another representative from Northern Virginia, referring to the map for the region’s long-range transportation plan, which shows only Route 15 as a principle arterial highway and a short leg of new freeway from 1-66 to Route 234 to connect with 15.
All that land has recently changed hands and is now owned by just a few people who will eventually develop it with “50,000 to 100,000 homes and many more jobs,” he said. And whether that occurs in the year 2010 or 2020 doesn’t make any difference; a western bypass will be necessary to handle the increased traffic, he maintained.
Several opponents argued that a resolution from the citizens advisory committee would be premature and would pre-empt the Bellomo-McGee study results.
“It's a contradiction in terms to say a long-range study could be premature,” countered Ron Dagger from Fairfax.
Others signaled their opposition, regardless of the consultants’ findings. With limited funds for transportation improvements, it would be inappropriate to plan for and acquire right-of-way for a western bypass
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