ASTRACT Traffic evaluation to determine impacts of construction on Newington area roadways. Study Intersections shown. Performed for Virginia Department of Transportation ACKLICK ROAD TRAFFIC STUDY Route 617 acklick Road ridge over the CSX Railroad Performed by PRIME AE Group Contract 43280 Revision 1 18 November, 2016 3201 Jermantown Road Suite 660 Fairfax, VA 22030 Tel: (703) 865-0606 www.primeeng.com
Executive Summary ROUTE 617 ACKLICK ROAD RIDGE REPLACEMENT Traffic Study I ackground Virginia s Atlantic Gateway Project is a $1.4 billion series of project to address congestion on the I 95 corridor in Northern Virginia. The project includes 14 miles of new rail track to improve capacity for freight, commuter and passenger rail service. The Route 617 ridge over the CSX railroad in the Newington Area currently has insufficient horizontal or vertical clearance to accommodate a new rail track. A number of options to replace the existing bridge are being investigated by PRIME AE Group in a Stage 1 ridge Study. This Traffic Study has the following purposes: 1) determine the relative traffic impacts of staged versus full closure during construction; 2) develop traffic estimates to inform area businesses and residences; 3) determine mitigation that can be performed during construction. The traffic impact of the proposed full closure was evaluated for seven intersections. Existing intersection traffic counts were developed using the NOVA Signal Files (Synchro files) and updated with new 24 hour counts. The volume of strictly external traffic that is cut through traffic was estimated using luetooth readers. Existing traffic volumes on acklick ridge was reassigned to Newington Road. The seven study intersections: 1. Newington Road and Loisdale Road; 2. Newington Road Underpass of CSX Railroad; 3. Intersection of Newington Road and Cinder ed Road; 4. Telegraph Road and Newington Road; 5. Intersection of acklick Road and Fairfax County Parkway spur, 6. acklick Road Spur and Fairfax County Parkway. 7. Loisdale Road and Fairfax County Parkway. i
Executive Summary II Existing Traffic and Level of Service Traffic volumes on the acklick Road bridge over the CSX Railroad are relatively light when compared with the surrounding road network. The Average Daily Traffic (ADT) for acklick Road is 2,100 vpd. The Average Daily Traffic (ADT) for Fairfax County Parkway is 40,000 vpd. The figure to the right shows peak hour vehicles per hour. These peak hour volumes are based on VDOT Synchro files and recent September 2016 24 hour tube counts. Peak hour volumes less than 200 are considered light. The intersection that is most likely to have be affected by a full closure is Intersection 2 Newington Road Underpass. This intersection is not a true intersection, rather it is a one way segment of roadway. Small platoons of three or four vehicles take turns going through the underpass. This results in a low capacity segment of roadway. This operation was simulated with a single phase signal with a short maximum green split. Queues from the Newington Road CSX Underpass vary as shown in the table on the following page. The distance between the Underpass and Loisdale Road is approximately 450 feet. The queues shown are the result of traffic simulation using SIMTRAFFIC, and are similar to queues observed in the field. The highest volume in the Study Area is Intersection 7 Loisdale Road and Fairfax County Parkway. The LOS observed at this intersection is worse than LOS calculated by Synchro. Loisdale Road and Fairfax County Parkway is LOS F in the AM, and this is due to a very heavy eastbound movement. Intersection 1. Newington Road and Loisdale Road 2. Newington Road Underpass of CSX Railroad (E/W) 3. Newington Road and Cinder ed Road 4. Telegraph Road and Newington Road 5. acklick Road and Fairfax County Parkway Spur 6. acklick Road Spur and Fairfax County Parkway 7. Loisdale Road and Fairfax County Parkway AM Peak 15.4 F/F 122/ 118 Level of Service PM Peak C 30.9 C/F 32.0/ 335 MD 1 Period 16.5 D/D 44.8/ 45.6 Off Peak C 30.3 D/F 51.0/ 154 17.6 A 9.5 19.9 F 96.5 C 34.2 10.2 15.5 D 35.7 16.0 12.2 12.0 D 37.5 11.6 A 9.0 A 8.2 17.6 ii
Executive Summary Roadway Queue 95 th Percentile Queue (ft) AM PM Midday Off Peak Newington Road at CSX Underpass Eastbound 318 197 159 301 Westbound 236 234 269 192 The traffic internal to the study area that is along acklick Road, Cinder ed Road and Newington Road is commercial and industrial. There is a high percentage of heavy vehicles, especially during the day, and for analysis purposes 25% heavy vehicles was assumed. Fairfax County Connector Route 334 uses Cinder ed Road and the underpass as well as acklick Road. The proposed detour route has a height restriction of 13 11. Area businesses were contacted to determine if they operate oversized vehicles. None were discovered. III External Through Traffic There are currently 192 southbound vehicles per hour in the AM and 157 northbound vehicles per hour in the PM traveling over the acklick Road /CSC Railroad bridge. During the full closure these vehicles will either: Divert via the Underpass and Loisdale Road; Divert via Newington Road via Telegraph Road; Avoid the area (External External Traffic). We conducted an Origin / Destination Study using luetooth readers and found 38% of the PM vehicles pass through the area; that is they do not have a destination in the study area. Of the eastbound traffic over the bridge 33% was found to be pass through traffic. In calculating the new traffic volumes on Newington Road and at the Newington Road Underpass, 33% of eastbound bridge traffic was assumed to avoid Newington Road and the proposed detour. The external traffic in the AM is less. In the AM only 5% of the total traffic is passing through the area. Of the eastbound traffic over the bridge 5% was found to be pass through traffic. A summary of the pass through PM traffic on the following page. The Fairfax County Parkway between Telegraph Road and Loisdale Road is a congested segment of roadway. The external traffic is avoiding congestion on the Fairfax County Parkway. Some of the external traffic may divert to use the detour, which uses the Newington Road underpass. However, there are nearly 400 external vehicles per peak period (2 to 3) using the underpass. During construction many external vehicles will avoid the underpass as traffic from Cinder ed Road, acklick Road or Newington Road detour to the underpass. iii
Executive Summary The table below shows the share of traffic that is External / External during the AM and PM peak periods. Origins Table ES 3: PM Peak Period (3 hour) Origin Destination Table Destinations PM 1 2 3 4 Total EXTERNAL 1 35 70 210 316 33.4% 2 39 399 1,041 1,479 29.6% 3 46 381 293 720 59.4% 4 283 423 329 1,035 Total 368 839 799 1,544 EXTERNAL 23.2% 49.6% 58.8% 37.7% 1. acklick ridge 2. Newington Road vic Telegraph Road 3. Newington Underpass 4. Internal to study area Crash History The study intersections and the Newington area roadways have light traffic and few crashes over the past 3 1/2 years. The higher volume intersections at Loisdale Road and Telegraph Road had eight and seven crashes respectively. Neither have been identified as high Potential Safety Improvement (PSI) intersections by VDOT Traffic Engineering Division. Overall the study intersections and Newington area roadways had 37 crashes over the 3 1/2 year period. The share of Injury vs Property Damage Only (PDO) crashes is consistent with NOVA District for the same period: Table ES 4: Crash Comparison NOVA District vs Study Area, Years: 2013 2016 NOVA District Study Area Injury 35,712 35.70% 13 35.10% K 232 0.20% 0 0.00% PDO 64,134 64.10% 24 64.90% Total 100,078 37 iv
Executive Summary IV Change in LOS Due to Construction The bridge construction and detour of traffic will change travel patterns in the area. Generally, slight changes in study intersection average delay and LOS is expected to occur. A comparison of before and after average delay is shown in the table below. Newington Road underpass traffic volumes are projected to increase slightly, resulting in an increase in average delay from 435 seconds to 439 seconds (PM westbound). Also critical to traffic flow is the length of 95% queue; which increases slightly from 234 feet to 239 feet (PM westbound) and from 307 feet to 337 feet (AM eastbound). The AM queue length of approximately 18 vehicles does not extend into the downstream Loisdale/Newington intersection. As such it is not projected to interfere with operations and create gridlock. Fairfax County Parkway at Loisdale Road is a congested intersection with unstable conditions. The addition of approximately 100 vehicles leads to a slight increase in average delay and a change in LOS. However, conditions are not expected to be appreciably worse. Table ES 5: Level of Service and Queue Comparison Intersection 1. Newington Road and Loisdale Road 2. Newington Road Underpass of CSX Railroad (E/W) 4. Telegraph Road and Newington Road 5. acklick Road and FCP Spur 6. acklick Road Spur and Fairfax County Parkway 7. Loisdale Road and Fairfax County Parkway AM Exist 15.4 F/F 122/ 118 17.6 A 9.5 19.9 F 96.5 AM Cons. 13.3 F/F 141/ 128 15.4 A 8.2 15.8 F 106.0 PM Exist C 30.9 C/F 32.0/ 335 C 34.2 10.2 15.5 D 35.7 Level of Service PM Cons. D 35.4 D/F 39.5/ 439 D 39.6 A 8.7 11.0 D 41.2 MD 1 Exist 16.5 D/D 44.8/ 45.6 16.0 12.2 12.0 D 37.5 MD Cons. 18.9 F/D 107/ 53 19.0 A 4.8 A 7.0 E 48.2 Off Peak C 30.3 D/F 51.0/ 154 11.6 A 9.0 A 8.2 17.6 Off Cons. C 34.0 E/F 65/ 235 14.0 A 8.4 A 6.3 C 23.5 Roadway Queue 95 th Percentile Queue (ft) AM PM Cons. Exist AM Exist PM Cons. MD 1 Exist MD Cons. Off Peak Off Cons. Newington Road at CSX Underpass Eastbound 307 337 184 223 227 321 263 299 Westbound 277 251 234 239 251 272 234 238 v
Executive Summary IV Traffic Impacts Due to Staged Construction Three alternatives are possible to stage construction for the purpose of keeping traffic on the bridge. (Alternative A is full closure with detour): Alternative 1: One Lane Alternating Two Way Traffic, with pedestrian access. One lane of traffic will be maintained with northbound and southbound traffic alternating over the bridge. Traffic will be controlled with a temporary signal. Alternative 2: One Lane Two Way Traffic by time of day, with pedestrian access. Alternative C: Two Lanes without pedestrian access. Two lanes with pedestrian access will have nearly the same width as the existing and proposed bridge typical section. This alternative is not feasible as the number of phases and complexity of construction would greatly increase the cost of the bridge. Alternative 1 has sufficient capacity to pass the traffic, however queues on the north end of the bridge will interfere with operations on the Fairfax County Parkway. There is approximately 100 feet of staging on the Fairfax County Parkway spur to acklick ridge; enough for a single large truck but little additional traffic. Turning vehicles waiting for northbound traffic to conclude will interfere with Fairfax County Parkway through lanes. Alternative 2 will operate southbound during the AM peak period and northbound during PM peak period. Without the alternating traffic, the queue from Staged Alternative 1 will be eliminated. 24 hour counts conducted indicate that traffic is generally heavier southbound between 5:00 AM and 2:00 PM. etween 6:30 PM and 5:00 AM traffic is light and there is no pronounced direction. In order to provide emergency egress during night time hours, northbound traffic should be maintained between 6:30 PM and 5:00 AM. As such, the bridge would be open for southbound traffic between 5:00 AM and 2:00 PM and the remainder of day the bridge would be open for northbound traffic. Another variation of this alternative is to maintain northbound traffic only. The advantage to this variation is that there would be no confusion as to which direction the bridge would be open and when. Egress from the Newington area would be maintained throughout the project. Alternative C has the principal disadvantage to traffic in that bike and pedestrian traffic is not maintained on the trail system. ike and pedestrian traffic is very light and there are no residential traffic generators in the area. Staged Alternative 2 and C will maintain the current traffic flow to, from and through the Newington enclave. The impacts will be similar to any construction project along a roadway, capacity will be reduced and short term closures will be normal. vi
Executive Summary V Findings and Conclusions Findings Traffic Volumes over the acklick ridge are relatively light, especially when compared with the surrounding road network. The Newington commercial area has a high volume of heavy vehicles, estimated to be 25% of total traffic, The Newington Road underpass of the CSX railroad has a height restriction of 13 11. However, no business was discovered that operates vehicles in excess of 13 11. A significant portion of traffic on Newington Road and acklick Road is external cutthrough traffic. In the PM, 33% of the traffic to the bridge is external traffic. With the closure of the acklick ridge, origin and destinations in the study area will be forced to use the underpass, however, Many current external trips will avoid the underpass. Newington Road Underpass of the CSC Railroad currently is LOS F and the AM 95% queue is 307 feet. With addition of detour trips and the reduction in external trips the longest 95% queue will grow slightly to 337 feet. Average vehicle delay at the Loisdale / Fairfax County Parkway interchange is calculated to change in the PM peak hour from 35.7 sec per vehicle (LOS) to 41.2 sec per vehicle. Three Alternatives are available for staged construction. Alternative 2: One Lane Alternating by Time of Day and Alternative C: Two way Operations, will have minor impacts to traffic flow. However, Alternative C: Two Way Operations does not include bike or pedestrian access. Conclusion acklick Road at the bridge over CSX railroad is a lightly used local roadway. In addition, a large portion of the traffic on acklick Road and Newington Road is external cut through traffic; some of this traffic will divert to other roadways during bridge construction. Staged construction will allow traffic to continue over the CSX Railroad during construction. Two alternatives are possible with only minor impacts to traffic flow. However, staged construction will either necessitate one way operations or removing pedestrian access. Two way operations with pedestrian access is not feasible. A full closure of the bridge is not expected to create significant congestion along the proposed detour route. Furthermore, conditions on Fairfax County Parkway and other primary routes are not expected to be significantly affected. vii
acklick Road ridge Traffic Report November, 2016 Table of Contents Executive Summary... iii I Overview... 1 Study Area and Study Intersections... 1 II Existing Conditions... 4 Overview... 4 Area Roadways... 4 Other Transportation Modes us Service, icycle/pedestrian Facilities... 6 Key Intersections Volumes, LOS, Queues, and other MOEs... 9 Queuing... 13 Mainline Congestion Scan via RITIS... 13 Origin Destination Study... 15 Crash History... 17 1. Loisdale Road / Newington Road Intersection... 17 2. The Newington Road Railroad Underpass... 17 3. Newington Road / Cinder ed Road Un Signalized Intersection... 18 3.5. Newington Road Not at Underpass... 18 4. Telegraph Road / Newington Road... 18 Other Locations of Crashes... 18 7. Loisdale Road and Fairfax County Parkway... 18 Crash History: Summary... 19 Existing Conditions: Summary... 19 III Traffic Impacts Due to Detour... 22 IV Traffic Impacts Due to Staged Construction... 26 Alternative 1... 27 Alternative 2... 27 Alternative C... 28 V Findings and Conclusions... 29 Findings... 29 Conclusion... 29 ix
acklick Road ridge Traffic Report November, 2016 List of Figures Figure 1 Site Location Map... 2 Figure 2 Study Area Intersections... 3 Figure 3 Project Area... 5 Figure 4 Fairfax County Parkway Trail... 7 Figure 5 Fairfax Connector us Service Map... 8 Figure 6 Turning Movement Counts... 10 Figure 7 alance Turning Movement Counts... 11 Figure 8 Mainline Congestion Scan... 14 Figure 9 Origin Destination Survey Locations and T Capture Informatinon... 16 Figure 10a Map Showing Crashes by Severity... 20 Figure 10b Map Showing Crashes by Severity. 21 Figure 11 alanced and Adjusted Turning Counts due to Detour... 24 Figure 12 Change in Volumes Due to Detour... 25 List of Tables Table 1 Existing Levels of Service and Intersection Delays... 12 Table 2 Vehicle Queues at the Newington Road Underpass... 13 Table 3 PM Peak Period (3 hour) Origin Destination Table... 15 Table 4 Number of Crashes by Severity, NOVA vs Newington Area;... 17 Table 5 Loisdale / Fairfax County Crash Summary... 19 Table 6 Level of Service and Queue Comparison... 22 Table 7 Newington Road 95th Percentile Roadway Queue... 23 Table 8 Change in Travel Time in Peak Direction... 26 Table 9 Queue Length vs Available Storage... 27 x
acklick Road ridge Traffic Report November, 2016 xi
acklick Road ridge Traffic Report November, 2016 Traffic Study ROUTE 617 ACKLICK ROAD RIDGE I Overview Virginia s Atlantic Gateway Project is a $1.4 billion series of project to address congestion on the I 95 corridor in Northern Virginia. The project includes 14 miles of new rail track to improve capacity for freight, commuter and passenger rail service. The Route 617 ridge over the CSX railroad in the Newington Area currently has insufficient horizontal or vertical clearance to accommodate a new rail track. A number of options to replace the existing bridge are being investigated by PRIME AE Group in a Stage 1 ridge Study. This Traffic Study has the following purposes: 1) determine the relative traffic impacts of staged versus full closure during construction; 2) develop traffic estimates to inform area businesses and residences; 3) determine mitigation that can be performed during construction. Throughout this report traffic over the bridge is refered to as northbound or southbound, as acklick Road generally is a north south roadway. However, peak traffic flows are referred to as eastbound (AM peak direction) or westbound (PM peak direction). Northbound bridge traffic is equivalent to westbound traffic, and southbound traffic is equivalent to eastbound. Study Area and Study Intersections The Road network surrounding the acklick Road ridge, which is illustrated in Figure 1 Site Location Map, is surrounded by three high volume arterials: the Fairfax County Parkway, Loisdale Road and Telegraph Road. The purpose of the Study is not to determine the impact to these roadways; they are heavily congested and acklick Road bridge construction will have a negligible impact. Rather, the bridge construction will change volumes and travel patterns on Newington Road, Cinder ed Road and the connections with the surrounding high volume arterials. As such the study area consists of the intersections immediately adjacent to the bridge and the proposed detour route. The study intersections which are shown in Figure 2 Study Area and Study Intersections, consist of: 1. Newington Road and Loisdale Road; 2. Newington Road Underpass of CSX Railroad; 3. Intersection of Newington Road and Cinder ed Road; 4. Telegraph Road and Newington Road; 5. Intersection of acklick Road and Fairfax County Parkway spur, 6. acklick Road Spur and Fairfax County Parkway. 7. Loisdale Road and Fairfax County Parkway. 1
N NO SCALE FIGURE 1 PROJECT No. - DATE: 9/13/16 NOT TO SCALE SITE LOCATION MAP ACKLICK ROAD OVER CSX RAIL ROAD
2 1 X Study Intersection 1 Newington Road and Loisdale Road 2 Newington Road Underpeass of CSX Railroad 3 Newington Road and Cinder ed Road 4 Telegraph Road and Newington Road 5 acklick Road and Fairfax County Parkway Spur 6 acklick Road Spur and Fairfax County Parkway 7 Loisdale Road and Fairfax County Parkway Site Area - acklick Road ridge over CSX Rail X Locations of 24 Hour Tube Counts 1 acklick Road bewteen railroad tracks and Frito Lay entrance 2 Newington Road East of Loisdale (East of railroad tracks) N NO SCALE FIGURE 2 PROJECT No. - DATE: 11/17/16 NOT TO SCALE STUDY AREA AND STUDY INTERSECTIONS ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 II Existing Conditions Overview The Newington area is largely separated from Fairfax County Parkway and the other higher volume roadways in the area. Furthermore, the Newington area has a distinct land use pattern there are construction yards, transportation terminals, and other industrial uses. These two factors contribute to creating an enclave that is separate from the surrounding area and transportation network. acklick Road, Newington Road, and Cinder ed Road serve the Newington commercial and industrial enclave. There are three points of access: acklick Road; Newington Road via the underpass; and Newington Road via the Newington residential area. Commercial traffic through the residential area is prohibited. Figure 3 shows the project area. Area Roadways Fairfax County Parkway is a major southeast northwest arterial which connects to I 95 and provides connectivity between the Franconia Springfield Parkway to the north and Route 1 (Richmond Highway) to the south. Fairfax County Parkway is a four lane, divided highway with two lanes in each direction. The roadway has an open section with grassed median and shoulders of varying widths. The posted speed limit along Fairfax County Parkway is 50 MPH. acklick Road within the local area is a urban local street with very little connectivity. It provides a connection to Fairfax County Parkway, but otherwise is an isolated reminate of roadway. This roadway is a two lane, two way, roadway with an adjacent multi use trail. The acklick ridge is at the northern end of this segment of roadway. The northern end of the bridge terminates into an intersection with a short spur to the Fairfax County Parkway. etween the spur, the bridge and Fairfax County parkway there is limited storage and vehicles will queue up into the intersection of aclick Road and the spur. Cinder ed Road is a two lane, two way, generally open section roadway with limited shoulder widths. This roadway serves primarily as a minor collector for the commercial uses along its intersecting roads. Newington Road is a two lane, two way, generally open section roadway which provides alternate access between Fairfax County Parkway and Telegraph Road via Loisdale Road. Newington Road crosses Cinder ed Road and serves both adjacent residential and commercial uses. Vehicles alternate right ofway under yield control at the underpass of CSX. The eastern portion of Newington Road passes through a residential area. This portion of the Newington Road has a truck restriction and through trucks are not permitted. Telegraph Road within the study area Telelegraph Road is a four lane, divided arterial, with a grassed median. The roadway is generally a closed section facility with bicycle lanes on each side, a multi use path on the west side and continuous sidewalk on the east side. The posted speed limit is 45 MPH. 4
SITE Source: Fairfax County, Virginia IMPACT ZONE Commercial Residential N NO SCALE FIGURE 3 PROJECT No. DATE: 10/06/16 NOT TO SCALE PROJECT AREA ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 Other Transportation Modes us Service, icycle/pedestrian Facilities The study area is serviced by the Fairfax County Parkway Trail a shared use path which travels within dedicated right of way along the east side of acklick Road. The trail is described in the Fairfax County icycle Master Plan as a primary trail. The trail extends from US Route 1 Richmond Highway in the south, travels through the study area along acklick, then along Fairfax County Parkway, the I 95 corridor and then into Franconia Springfield to the north. The current width of the trail is 8 ft. On the bridge, the existing trail width is 11 feet 4 inches. ased on the Fairfax County designation of the trail and the current standards, the trail will require widening to 14 feet to meet the current standards. The trail location is illustrated in Figure 4. Fairfax Connector us service is provided through the study area along Cinder ed Road, acklick Road, Newington Road and Fairfax County Parkway. us line no. 334 provides service between the Defense Logistics Agency to the South, Gateway 95 usiness Park to the west and the Franconia Springfield Metro and VRE Station. The bus line and bus stops are shown in Figure 5. 6
Site Source: Fairfax County, Virginia N NO SCALE FIGURE 4 PROJECT No. - DATE: 9/29/16 NOT TO SCALE LOCAL AREA ICYCLE MASTER PLAN ACKLICK ROAD OVER CSX RAIL ROAD
Source: Fairfax Connector N NO SCALE FIGURE 5 PROJECT No. - DATE: 9/14/16 NOT TO SCALE FAIRFAX COUNTY US ROUTE MAP ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 Key Intersections Volumes, LOS, Queues, and other MOEs Synchro files containing roadway configuration, traffic volumes, traffic signal timing and other network parameters were obtained from VDOT. The files cover eight specific time periods for which the VDOT Northern Virginia (NOVA) Region assesses traffic conditions. For the study, four time periods are analyzed: 1) AM Peak 2) PM Peak 3) Midday 4) Off peak Synchro files are available for five of the seven study intersections. The Newington Road underpass and the Newington Road Cinder ed Road intersection are unsignalized and do not have VDOT Synchro files. Traffic volumes contained in the Synchro files, which are illustrated in Figure 6, were supplemented with a 24 hour count taken along acklick Road and Newington Road. These counts were used to update and balance the volumes contained in the Synchro files. The Synchro files with the updated and balanced volumes were used to establish base conditions to analyze existing and projected network conditions. Figure 7 show the balanced traffic volumes based on the updated counts. Figures 6 and 7 include AM and PM peak hour volumes. Volume and lane configuration diagrams for each intersection and all periods are included in Appendix A. The 24 hour counts were conducted during the week of 6 9 September and were taken just south of the acklick ridge, on Newington Road by Accotink Road and on Newington Road at the CSX underpass. Figure 2 shows the count locations. The Newington Road underpass of the CSX Railroad operates as a one lane, two way operation with yield control. To simulate this condition, a cluster of two traffic signals, one at each end of the onelane, two way section, was used. A minimal green time was provided at each end to allow vehicles to simulate the yield condition, while an extended all red interval was provided to allow vehicles occupying the one lane, two way section to clear before releasing opposing traffic. The model results are conservative; both delays and queues at the underpass are slightly greater than observed conditions. 9
508 (136) 2932 (1094) 264 (224) 232(688) 236(316) N (134) 316 (150) 420 (2215) 1920 (149) 248 (12) 24 (5) 8 (60) 75 9 (6) 234 (412) 76 (128) (75) 118 (308) 716 (52) 128 164 (132) 8 (5) 220 (492) (180) 188 344 (624) LOISDALE ROAD FAIRFAX COUNTY PARKW AY (30) 30 (181) 97 (100) 275 (192) 285 30 (30) 135 (175) CSX RAIL NEW INGTON ROAD CINDER ED ROAD 206 (196) 794 (1305) 4 (4) (238) 176 (228) 68 (52) 84 (750) 1240 TELEGRAPH ROAD NEWINGTON ROAD (88) 308 (1420) 2152 126 (212) 106 (144) 252 (204) 1864 (1736) SITE CINDER ED ROAD ACKLICK ROAD XX(XX) - AM(PM) VOLUMES FIGURE 6 PROJECT No. - DATE: 9/20/16 NOT TO SCALE TURNING MOVEMENT COUNTS ACKLICK ROAD AT FAIRFAX COUNTY PARKWAY PRIME AE Group, Inc. 5521 Research Park Drive Suite 300 altimore, Maryland 21228 P: 410 654 3790 F: 410 654 3791
508 (136) (128) 399 (150) 420 2932 (1094) 334 (213) 232(604) 236(278) (2215) 1920 (142) 313 (12) 24 (7) 14 (60) 75 9 (6) 234 (412) 138 (191) (75) 118 (308) 716 (78) 232 138 (16) 7 (4) 185 (434) (276) 384 329 (555) N LOISDALE ROAD FAIRFAX COUNTY PARKW AY (30) 30 (181) 97 (100) 275 (97) 162 30 (30) 70 (127) CSX RAIL NEW INGTON ROAD CINDER ED ROAD 206 (196) 794 (1305) 4 (4) (238) 176 (228) 68 (52) 84 (750) 1240 TELEGRAPH ROAD NEWINGTON ROAD (59) 240 (1420) 2152 91(183) 76 (125) 197 (138) 1864 (1736) SITE CINDER ED ROAD ACKLICK ROAD XX(XX) - AM(PM) VOLUMES FIGURE 7 PROJECT No. - DATE: 10/05/16 NOT TO SCALE ALANCED TURNING MOVEMENT COUNTS ACKLICK ROAD AT FAIRFAX COUNTY PARKWAY PRIME AE Group, Inc. 5521 Research Park Drive Suite 300 altimore, Maryland 21228 P: 410 654 3790 F: 410 654 3791
acklick Road ridge Traffic Report November, 2016 Table 1 below shows existing Level of Service (LOS) and delay for the study intersections. Volumes are not available for analysis of intersection 3) Newington Road and Cinder ed Road. Level of Service is a qualitative measure of flow through an intersection where an A suggests ideal conditions and an F represents a breakdown of traffic. Table 1 Existing Levels of Service and Intersection Delays Level of Service Intersection AM Peak PM Peak MD 1 Period Off Peak 1. 2. 3. 4. 5. 6. 7. Newington Road and Loisdale Road Newington Road Underpass of CSX Railroad (E/W) Newington Road and Cinder ed Road Telegraph Road and Newington Road acklick Road and Fairfax County Parkway Spur acklick Road Spur and Fairfax County Parkway Loisdale Road and Fairfax County Parkway MD 1 Midday C C 15.4 30.9 16.5 30.3 F/F C/F D/D D/F 123/ 32.0/ 44.8/ 51.0/ 118 335 45.6 154 C 17.6 34.2 16.0 11.6 A A 9.5 10.2 12.2 9.0 A 19.9 15.5 12.0 8.2 F D D 96.5 35.7 37.5 17.6 The results show that with the exception of the Newington Road Underpass of CSX and the intersection of Loisdale Road and Fairfax County Parkway during the AM peak, the study intersections operate at good levels of service. The Loisdale Road at Fairfax County Parkway intersection also experiences significant delays during the midday and the PM peak period. Field observation indicate that the Sycnhro software overestimated the intersection delay at the underpass. This may be attributed to the significant proportion of time spent for opposing vehicles to wait for oncoming vehicles to clear the underpass (all red clearance). 12
acklick Road ridge Traffic Report November, 2016 Queuing Table 2 shows that the Newington Road Underpass of CSX experiences significant delays throughout the day. The Synchro results are based in part on the fact that there is a long clearance interval and associated delay within each cycle to allow vehicles within the one lane, two way section to clear prior to opposing traffic being released. In order to perform a more detailed assessment of conditions at the underpass, a SimTraffic model was used. Table 2 shows the queues that developed at the Newington Road at CSX underpass. Table 2 Vehicle Queues at the Newington Road Underpass Roadway Queue 95 th Percentile Queue (ft) Newington Road at CSX Underpass AM PM Midday Off Peak Eastbound 307 184 227 263 Westbound 277 234 251 234 SimTraffic projects that significant queues develop during both peak periods at the underpass. This situation extends into the non peak periods also. Mainline Congestion Scan via RITIS Data was obtained for the Regional Integrated Transportation Information System (RITIS) to determine the level of congestion experienced by the roadway during a typical weekday. The data is illustrated in Figure 8. The RITIS congestion scans show severe congestion on Fairfax County Parkway. On the northbound segment of Fairfax County Parkway there are long periods of time when over 60% of the traffic is less than 15 mph. Figure 8 further shows that at 6:00 PM the average speed is 14 mph. This level of congestion is unusual even in northern Virginia. 13
Source: RITIS FIGURE 8 PROJECT No. - DATE: 10/05/16 NOT TO SCALE MAINLINE CONGESTION SCAN ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 Origin Destination Study An origin destination (O D) study was conducted within the roadway study network between September 12 and 14. O D studies are used to provide a detailed picture of the trip patterns of roadway users in a particular area, during a particular time. The survey limits for the origin destination study were as follows: 1. acklick Road between railroad tracks and Frito Lay entrance 2. Newington Road between Franklin Drive and Accotink Road 3. Newington Road East of Loisdale (East of railroad tracks) Data was collected regarding the number of trips generated, attracted and distributed within the study network. Data collection for the survey utilized the following methods. 1. luetooth surveys this method identified vehicles by reading the media access control address (MAC address) of any operating luetooth device(s) in a vehicle as it passed one of the installed luetooth sensor readers within the network. Vehicles were re identified as they passed another reader in the network. The process of identifying and re identifying was filtered to produce a unique origin destination match pair for each identified vehicle. 2. License plates surveys In order to validate the data collected by the luetooth survey, an independent, but simultaneous survey was conducted by collecting license plate numbers as they went past each luetooth reader. Programmatic matching of the license plates recorded at different luetooth stations allowed matching origin destination pairs to be developed. 3. 24 hour mechanical counts were collected using pneumatic tubes. These counts recorded the total volume entering and exiting the study network. Details of these counts are included in Appendix. The luetooth O D study resulted in the following O D Table. Raw detailed luetooth capture information for each study period is shown in Figure 9. Table 3 PM Peak Period (3 hour) Origin Destination Table Origins Destinations PM 1 2 3 4 Total EXTERNAL 1 35 70 210 316 33.40% 2 39 399 1,041 1,479 29.60% 3 46 381 293 720 59.40% 4 283 423 329 1,035 Total 368 839 799 1,544 EXTERNAL 23.20% 49.60% 58.80% 37.70% 1. acklick ridge 2. Newington Road via Telegraph Road 3. Newington Underpass 4. Internal to study area 15
Origin Origin Origin Origin Legend 1 acklick Road bewteen railroad tracks and Frito Lay entrance 2 Newington Road between Franklin Drive and Accontik Road 3 Newington Road East of Loisdale (East of railroad tracks) 4 Neighborhood Sink/Source Source: Quality Counts, LLC N NO SCALE Weekday AM Peak Period: 6:00am - 9:00am lue Tooth Matches Destination 1 2 3 4 1 acklick Road bewteen railroad tracks and Frito Lay entrance 0 (0.0%) 1 (5.4%) 1 (5.4%) 17 (89.3%) 2 Newington Road between Franklin Drive and Accontik Road 1 (0.7%) 0 (0.0%) 9 (6.3%) 134 (93.1%) 3 Newington Road East of Loisdale (East of railroad tracks) 3 (5.0%) 4 (6.7%) 0 (0.0%) 53 (88.2%) Weekday PM Peak Period: 3:00pm - 6:00pm lue Tooth Matches Destination 1 2 3 4 1 acklick Road bewteen railroad tracks and Frito Lay entrance 0 (0.0%) 6 (11.7%) 12 (23.4%) 33 (64.9%) 2 Newington Road between Franklin Drive and Accontik Road 4 (3.4%) 0 (0.0%) 41 (35.2%) 71 (61.3%) 3 Newington Road East of Loisdale (East of railroad tracks) 5 (6.6%) 41 (54.0%) 0 (0.0%) 30 (39.4%) 4 Neighborhood Sink/Source 33 (19.0%) 67 (38.2%) 75 (42.8%) 0 (0.0%) 4 Neighborhood Sink/Source 17 (13.3%) 75 (59.3%) 35 (27.5%) 0 (0.0%) Weekday Midday Peak Period: 12:00pm - 1:00pm lue Tooth Matches Destination 1 2 3 4 1 acklick Road bewteen railroad tracks and Frito Lay entrance 0 (0.0%) 1 (26.2%) 2 (52.4%) 1 (21.4%) 2 Newington Road between Franklin Drive and Accontik Road 2 (3.8%) 0 (0.0%) 7 (13.3%) 44 (83.0%) 3 Newington Road East of Loisdale (East of railroad tracks) 6 (21.1%) 5 (17.6%) 0 (0.0%) 17 (61.3%) Weekday Off-Peak Period: 9:00am - 11:00am & 1:00pm - 3:00pm lue Tooth Matches Destination 1 2 3 4 1 acklick Road bewteen railroad tracks and Frito Lay entrance 0 (0.0%) 1 (11.5%) 2 (23.0%) 6 (65.5%) 2 Newington Road between Franklin Drive and Accontik Road 1 (1.2%) 0 (0.0%) 19 (22.1%) 66 (76.8%) 3 Newington Road East of Loisdale (East of railroad tracks) 6 (14.0%) 12 (28.1%) 0 (0.0%) 25 (57.9%) 4 Neighborhood Sink/Source 2 (4.8%) 29 (64.0%) 14 (31.2%) 0 (0.0%) 4 Neighborhood Sink/Source 13 (15.6%) 43 (50.4%) 29 (33.9%) 0 (0.0%) FIGURE 9 PROJECT No. - DATE: 10/05/16 NOT TO SCALE O-D SURVEY LOCATIONS AND T CAPTURE INFORMATION ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 Crash History The study intersections and the Newington area roadways have light traffic and few crashes over the past 3 1/2 years. The higher volume intersections at Loisdale Road and Telegraph Road had eight and seven crashes respectively. Neither have been identified as high Potential Safety Improvement (PSI) intersections by VDOT Traffic Engineering Division. Overall the study intersections and Newington area roadways had 37 crashes over the 3 1/2 year period. The share of Injury vs Property Damage Only (PDO) crashes is consistent with NOVA District for the same period: Table 4 Number of Crashes by Severity, NOVA vs Newington Area; 2013 May 2016* NOVA District Study Area Injury 35,712 35.70% 13 35.10% K 232 0.20% 0 0.00% PDO 64,134 64.10% 24 64.90% Total 100,078 37 *Does not include crashes at FCP and Loisdale Rd. See Table 5 for crashes at FCP/Loisdale Rd. Figures 10a and 10b show a map of crashes by severity. 1. Loisdale Road / Newington Road Intersection This intersection functions as nearly a three way intersection, one leg is the entrance to the Embassy Suites Hotel. The hotel opened in September 2013. The crashes consist of 4 PDO crashes and 4 Injury crashes. This split is higher than NOVA District Averages, however there are too few crashes to infer an underlying risk issue. The crash rate is estimated to be 0.31 crashes per million vehicles entering. Average for this type of intersection is over 0.77 crashes per million vehicles entering. 2. The Newington Road Railroad Underpass This intersection had seven crashes, two of which involved injuries. This underpass is an unusual feature in the region, and challenging for motorists to negotiate. There were no Head On crashes at this location and nearly all were Rear End collisions. The potential for vehicles to crash from opposite directions at greater speeds did not occur. The crash rate is 0.67 crashes per million vehicles entering. Average for un signalized intersection in urban areas is 0.58 in Massachusetts and 0.88 in Wisconsin. ased on the crash rate, the underpass is not a high crash location, despite its unusual geometry. 17
acklick Road ridge Traffic Report November, 2016 3. Newington Road / Cinder ed Road Un Signalized Intersection This intersection operates as two separate un signalized intersections. Construction is currently ongoing to improve the geometry between the two separate intersections. Despite the confusing geometry, there were only five reportable crashes over the 3 year period. The crash rate is 0.31 crashes per million vehicles entering. ased on crash rate, the intersections are not high crash locations, despite their unusual geometry. 3.5. Newington Road Not at Underpass Elsewhere along Newington Road there were five reported crashes. Two of these crashes were along the segment of Newington Road west of Cinder ed Road, and three were along the segment through the residential area. The three crashes were non vehicle to vehicle crashes. The two Fixed Object Off Road and the Non Collision category crashes are indicative of roadway departure crashes. Roadway departure crashes are generally more severe, and could be indicative of a roadway condition. 4. Telegraph Road / Newington Road This intersection is a three way signalized intersection joining Newington Road, a residential collector, with Telegraph Road, a major arterial. Newington Road ADT is 3,900 and Telegraph Road ADT is 23,000. The crashes consist of 4 PDO crashes and 3 Injury crashes. This split is slightly higher than NOVA District Averages, however there are too few crashes to infer an underlying risk issue. The crash rate is estimated to be 0.21 crashes per million vehicles entering. Average for this type of intersection is over 0.77 crashes per million vehicles entering. The type of crashes all vehicle to vehicle types are typical of intersections. Other Locations of Crashes The remaining 5 crashes in the study area are spread out on Cinder ed Road and smaller off Cinder ed Road. The Study Intersections at Fairfax County Parkway and acklick Road only had a single rear end / PDO crash. 7. Loisdale Road and Fairfax County Parkway The Loisdale / Fairfax County Parkway intersection is a high volume interchange intersection. The characteristics of this intersection are very different from the other study area intersections and the change in traffic flow is minor when compared with the overall volume of the intersection. However, the intersection is adjacent to the Newington Road / Loisdale Road intersection. As such the crash history is analyzed to determine if there is an unusual pattern of crashes that would require corrective action. 18
acklick Road ridge Traffic Report November, 2016 The crash rate is estimated to be 0.69 crashes per million vehicles entering. Average for this type of intersection is over 0.77 crashes per million vehicles entering. The type of crashes all vehicle to vehicle types are typical of intersections. The severity of crashes is also typical. As shown in the Table below, 61% of crashes are PDO; the average for NOVA District is 64%. Table 5 Loisdale / Fairfax County Crash Summary Table 5 Loisdale / Fairfax County Crash Summary Crash Severity Collision Type A type Injury 2 4% Rear End 31 57% type Injury 2 4% Other 1 2% C type Injury 17 31% Angle 19 35% PDO 33 61% Sideswipe Same 3 6% Total 54 54 Crash History: Summary Despite the mixed nature of traffic and two unusual intersections, crash rates in the Study Area and in the Study Intersections are not above regionwide averages. Furthermore, the severity of the crashes is typical of NOVA District. Crash data is illustrated in Figures 10a and 10b. Existing Conditions: Summary The Newington commercial and industrial enclave has traffic conditions that are better than the surrounding area. As a result, the area attracts external ( cut through ) traffic. During the PM peak period 1/3 of the traffic in the area is external traffic and along Newington Road west to east 60% of the traffic is external traffic. The crash history does not indicate any unusual risks for motorists. The lowest level of service in the enclave is the Newington Road underpass of CSX. This is an inefficient one lane underpass, as such the poor level of service is expected. However, queues were not observed or calculated that would disrupt operations on either side of the underpass. 19
Legend: Crash on Study Roadway Crash on Surrounding Road Network: Area Injury 35,712 35.70% 13 35.10% K 232 0.20% 0 0.00% PDO 64,134 64.10% 24 64.90% Total Source: VDOT Traffic Engineering Division Crash Tool ver 8.2 Number of Crashes by Severity NOVA and Study Area; 2013 May 2016 NOVA District 100,078 Study Area (without intersection 7) 37 N NO SCALE 1 2 3 Location Loisdale Road / Newington Road Newington Road at Underpass Newington Road / Cinder ed Road Un- Signalized Intersection Study Area Crash History FID Date Severity Collision 10591 3/13/2015 Property Damage Only 2. Angle 15586 3/25/2013 Injury C 1. Rear End 22170 5/8/2015 Property Damage Only 1. Rear End 25081 5/19/2015 Injury C 2. Angle 27969 5/29/2015 Injury A - Ambulance 9. Fixed Object Off Road 49059 8/26/2015 Injury A - Ambulance 2. Angle 49380 8/15/2013 Property Damage Only 2. Angle 91474 12/13/2014 Property Damage Only 1. Rear End 21294 4/19/2013 Property Damage Only 1. Rear End 25362 5/22/2015 Property Damage Only 1. Rear End 29424 6/9/2015 Property Damage Only 1. Rear End 42689 7/29/2015 Injury C 1. Rear End 50839 4/27/2014 Injury A - Ambulance 1. Rear End 52189 9/10/2015 Property Damage Only 1. Rear End 65618 7/9/2014 Property Damage Only 5. Sideswipe - Opposite 36097 2/22/2014 Property Damage Only 8. Non-Collision 48072 8/7/2013 Injury - Visible 2. Angle 65098 11/3/2015 Property Damage Only 2. Angle 69697 8/6/2014 Property Damage Only 1. Rear End 97475 1/21/2015 Property Damage Only 1. Rear End Study Area Crash History Location FID Date Severity Collision 3.5 21145 4/17/2013 Property Damage Only 3. Head On 36305 6/18/2013 Property Damage Only 2. Angle Newington Road - Not at underpass 37820 7/11/2015 Injury A - Ambulance 8. Non-Collision 80233 10/11/2014 Property Damage Only 9. Fixed Object Off Road 90330 3/31/2016 Injury C 9. Fixed Object Off Road 4 18137 12/5/2013 Property Damage Only 2. Angle 22928 12/23/2013 Property Damage Only 2. Angle 40155 7/21/2015 Property Damage Only 1. Rear End Telegraph Road / Newington Road 57369 9/19/2013 Injury C 1. Rear End 67539 7/22/2014 Property Damage Only 1. Rear End 86582 3/6/2016 Injury C 2. Angle 97124 1/16/2015 Injury C 2. Angle Allen Park Dr 5580 2/5/2013 Property Damage Only 15. acked Into acklick Spur / FCP 8422 2/19/2013 Property Damage Only 1. Rear End Other Locations Cinder ed Mid 18269 12/6/2013 Injury A - Ambulance 9. Fixed Object Off Road Cinder ed South 13132 11/18/2013 Property Damage Only 4. Sideswipe - Same Hill Park Dr 6435 2/12/2013 Property Damage Only 4. Sideswipe - Same FIGURE 10a PROJECT No. - DATE: 10/05/16 NOT TO SCALE CRASH EXHIIT ACKLICK ROAD OVER CSX RAIL ROAD
Legend: Crash on Study Roadway Crash on Surrounding Road Network: Source: VDOT Traffic Engineering Division Crash Tool ver 8.2 Injury 35,712 35.70% 21 38.89% K 232 0.20% 0 0.00% PDO 64,134 64.10% 33 61.11% Total Number of Crashes by Severity NOVA & Loisdale Road and Fairfax County Parkway; 2013 May 2016 Area NOVA District 100,078 54 Loisdale Road and Fairfax County Parkway Intersection N NO SCALE 7 Loisdale Road and Fairfax County Parkway Crash History FID Date Severity Collision 1564 10/6/2013 Injury C 2. Angle 5079 2/19/2015 Property Damage Only 1. Rear End 6641 2/14/2013 Injury C 2. Angle 7566 10/30/2013 Property Damage Only 1. Rear End 11288 3/4/2013 Property Damage Only 2. Angle 11983 3/7/2013 Injury C 1. Rear End 12145 3/9/2013 Property Damage Only 1. Rear End 12580 11/14/2013 Injury - Visible 1. Rear End 14176 3/18/2013 Injury C 1. Rear End 16523 3/29/2013 Injury C 1. Rear End 16839 12/3/2013 Injury C 1. Rear End 18324 12/7/2013 Property Damage Only 1. Rear End 19445 4/10/2013 Property Damage Only 2. Angle 21985 5/6/2015 Property Damage Only 16. Other 25126 5/20/2015 Injury C 1. Rear End 26428 5/9/2013 Property Damage Only 2. Angle 26471 5/10/2013 Property Damage Only 2. Angle 27589 5/17/2013 Property Damage Only 1. Rear End 7 Loisdale Road and Fairfax County Parkway Crash History FID Date Severity Collision 27590 5/17/2013 Property Damage Only 4. Sideswipe - Same 30415 5/28/2013 Property Damage Only 2. Angle 30961 6/10/2015 Injury C 2. Angle 33207 2/10/2014 Injury - Visible 1. Rear End 40798 7/25/2015 Property Damage Only 1. Rear End 45724 4/5/2014 Property Damage Only 1. Rear End 50909 4/28/2014 Property Damage Only 4. Sideswipe - Same 51132 8/21/2013 Property Damage Only 4. Sideswipe - Same 51623 5/1/2014 Property Damage Only 1. Rear End 54301 9/6/2013 Property Damage Only 1. Rear End 54701 5/14/2014 Property Damage Only 1. Rear End 55515 9/11/2013 Property Damage Only 2. Angle 57041 9/15/2013 Injury A - Ambulance 2. Angle 58940 5/29/2014 Property Damage Only 2. Angle 61074 10/13/2015 Injury C 1. Rear End 66010 7/11/2014 Injury C 2. Angle 67311 7/19/2014 Property Damage Only 1. Rear End 69626 8/5/2014 Property Damage Only 1. Rear End 7 Loisdale Road and Fairfax County Parkway Crash History FID Date Severity Collision 70515 8/13/2014 Injury C 2. Angle 71100 12/3/2015 Property Damage Only 2. Angle 77667 9/26/2014 Injury C 1. Rear End 82816 2/11/2016 Injury C 1. Rear End 84173 2/18/2016 Injury C 1. Rear End 84259 11/2/2014 Property Damage Only 1. Rear End 85967 3/1/2016 Property Damage Only 1. Rear End 86461 3/4/2016 Property Damage Only 1. Rear End 86870 3/10/2016 Property Damage Only 1. Rear End 87166 11/18/2014 Property Damage Only 1. Rear End 87839 11/22/2014 Property Damage Only 2. Angle 90162 12/5/2014 Injury C 2. Angle 90496 4/2/2016 Property Damage Only 2. Angle 90570 4/3/2016 Injury C 1. Rear End 91695 4/7/2016 Injury C 1. Rear End 92276 12/17/2014 Property Damage Only 2. Angle 93122 12/20/2014 Property Damage Only 2. Angle 96447 5/6/2016 Injury A - Ambulance 1. Rear End FIGURE 10b PROJECT No. - DATE: 10/05/16 NOT TO SCALE CRASH EXHIIT ACKLICK ROAD OVER CSX RAIL ROAD
acklick Road ridge Traffic Report November, 2016 III Traffic Impacts Due to Detour The bridge construction and detour of traffic will change travel patterns in the area. The change in the traffic volumes and patterns are illustrated in Figure 11. Generally, slight changes in study intersection average delay and LOS is expected to occur. A comparison of before and after average delay is shown below in Table 6. Newington Road underpass traffic volumes are projected to increase slightly, resulting in an increase in average delay from 335 seconds to 439 seconds (PM westbound). Also critical to traffic flow is the length of 95% queue; which increases slightly from 234 feet to 239 feet (PM westbound) and from 307 feet to 337 feet (AM eastbound). The AM queue length is approximately 13 vehicles does not extend into the downstream Loisdale/Newington intersection. As such it is not projected to interfere with operations and create gridlock. Fairfax County Parkway at Loisdale Road is a congested intersection with unstable conditions. The addition of approximately 100 vehicles leads to a slight increase in average delay and a change in LOS during the off peak period. However, conditions are not expected to be appreciably worse. Figure 11 shows turning movement volumes with the detour. Figure 12 shows the change from Existing Conditions. Table 6 Level of Service and Queue Comparison Level of Service 1. 2. 4. 5. 6. 7. Intersection Newington Road and Loisdale Road Newington Road Underpass of CSX Railroad (E/W) Telegraph Road and Newington Road acklick Road and Fairfax County Parkway Spur acklick Road Spur and Fairfax County Parkway Loisdale Road and Fairfax County Parkway AM PM Midday Off Peak Exist Cons. Exist Cons. Exist Cons. Exist Cons. C C D C D 15.4 20.2 30.9 44.6 16.5 19.4 30.3 46.1 F/F F/F C/F D/F D/D F/D D/F E/F 122/ 141/128 32.0/ 39.5/ 44.8/ 107/ 51.0/ 65/ 118 335 439 45.6 53 154 235 C D 17.6 19.3 34.2 41.7 16 18.8 11.6 15.8 A A A A A A 9.5 8.2 10.2 8.7 12.2 4.8 9 8.4 A A A 19.9 14.8 15.5 10.7 12.0 7.1 8.2 6.6 F F D D D D C 96.5 106 35.7 41.2 37.5 48.2 17.6 23.5 22