D.C. TO RICHMOND SOUTHEAST HIGH SPEED RAIL

TRANSPORTATION S TECHNICAL REPORT
TransportaƟon Technical Report

September 2017
D.C. to Richmond Southeast High Speed Rail i Transportation Technical Report 

TABLE OF CONTENTS 

CHAPTER 1 – INTRODUCTION ......................................................................................................... 1-1 

CHAPTER 2 – PROJECT OVERVIEW ................................................................................................. 2-1

2.1 Project Description .......................................................................................................................... 2-3 

2.1.1 Passenger Rail Service in Project Corridor ..................................................................... 2-3

2.1.2 Tier II EIS Planning Dates ................................................................................................. 2-4

2.2 Project Alternatives ......................................................................................................................... 2-5

2.2.1 No Build Alternative ......................................................................................................... 2-8

2.2.2 Build Alternatives .............................................................................................................. 2-8

2.2.2.1 Build Alternatives in Area 1: Arlington (Long Bridge Approach) ............ 2-8

2.2.2.2 Build Alternatives in Area 2: Northern Virginia ........................................... 2-9

2.2.2.3 Build Alternatives in Area 3: Fredericksburg .............................................. 2-10

2.2.2.4 Build Alternatives in Area 4: Central Virginia ............................................ 2-11

2.2.2.5 Build Alternatives in Area 5: Ashland .......................................................... 2-12

2.2.2.6 Build Alternatives in Area 6: Richmond ...................................................... 2-14

CHAPTER 3 – AFFECTED ENVIRONMENT .................................................................................... 3-1

3.1 Regional Scale .................................................................................................................................. 3-1

3.1.1 Regional Roadway Network ........................................................................................... 3-1

3.1.2 Regional Rail Network ..................................................................................................... 3-5

3.1.3 Stations within the DC2RVA Corridor ........................................................................... 3-7

3.1.3.1 Station Location, Service, and Connections ................................................... 3-7

3.1.3.2 Parking at Stations Served by Amtrak in the DC2RVA Corridor .............. 3-8

3.1.4 Other Regional Transportation Facilities ...................................................................... 3-9

3.1.5 Regional Highway-Rail Crossing Accident Data ....................................................... 3-13

3.1.6 Regional Plans (SYIP / TIP / County Planning Documents) .................................... 3-15

3.2 Corridor Scale ................................................................................................................................ 3-16

3.2.1 Transportation Corridor Network (by City/County) ................................................ 3-16

3.2.2 Roadway Network–Corridor Crossings ....................................................................... 3-21
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D.C. to Richmond Southeast High Speed Rail ii Transportation Technical Report 

3.2.2.1 Summary of Existing Crossings .................................................................... 3-21

3.2.2.2 Summary of Public Crossings ........................................................................ 3-24

3.2.2.3 Public At-Grade Crossings ............................................................................. 3-39

3.2.2.5 Private At-Grade Crossings ......................................................................... 3-102

3.2.3 Pedestrian Corridor Crossings ..................................................................................... 3-121

3.2.3.1 At-Grade Pedestrian Crossings ................................................................... 3-121

3.2.3.2 Grade Separated Pedestrian Crossings ...................................................... 3-121

CHAPTER 4 – REGIONAL ENVIRONMENTAL CONSEQUENCES ............................................ 4-1 

4.1 Introduction ..................................................................................................................................... 4-1

4.2 DC2RVA Train Service and Ridership ......................................................................................... 4-3

4.3 Future Year Roadway Traffic Volumes (No Build) ................................................................... 4-5

4.3.1 Development of Future Year Growth Rate .................................................................... 4-5

4.3.2 Regional Roadway Network Conditions (No Build) .................................................... 4-9

4.4 Ridership Effects on Regional Roadways .................................................................................... 4-9

4.5 Ridership Effects at DC2RVA Stations ........................................................................................ 4-9

4.5.1 Effects on Roadways Adjacent to Stations ..................................................................... 4-9

4.5.1.1 Methodology .................................................................................................... 4-10

4.5.1.2 Results ............................................................................................................... 4-15

4.5.1.3 Results, Ashcake Road Alternate Station Locations ................................... 4-27

4.5.2 Parking Needs at Stations ............................................................................................... 4-27

4.5.2.1 Methodology .................................................................................................... 4-27

4.5.2.2 Results ............................................................................................................... 4-28

CHAPTER 5 – CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES ................................ 5-1 

5.1 Introduction ..................................................................................................................................... 5-1

5.2 Build Alternative Crossing Improvements ................................................................................. 5-3

5.2.1 Types of Crossing Treatments Considered .................................................................... 5-3

5.2.2 Methodology and Assumptions for Developing Crossing Improvements ............... 5-5

5.2.2.1 Improvement Methodology, Existing At-Grade Crossings......................... 5-5

5.2.2.2 Improvement Methodology, Existing Grade-Separated Crossings ........... 5-7

5.2.2.3 Improvement Methodology, New Crossings ................................................ 5-7

5.2.3 Crossing Improvements at Individual Roadway Crossings by Build Alternative ... 5-8

5.2.3.1 Crossing Improvements at Public At-Grade Crossings ............................... 5-8

5.2.3.2 Crossing Improvements at Private At-Grade Crossings ........................... 5-27
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D.C. to Richmond Southeast High Speed Rail iii Transportation Technical Report 

5.2.3.3 Crossing Improvements at Existing Grade-Separated Crossings ............. 5-36

5.2.3.4 Build Alternative Improvements, Other (Non-Crossing) Roadways ...... 5-36

5.2.3.5 Summary of Proposed Public Roadway Closures and 

Grade Separations ........................................................................................... 5-36

5.3 Build Alternative Effects on Transportation Network ............................................................ 5-39

5.3.1 Methodology for Determining Effects of Crossing Improvements on 

Transportation Network ................................................................................................. 5-39

5.3.2 Network Effects of Improvements at Public At-Grade Crossings 

(including Adjacent Public Roadways) ........................................................................ 5-40

5.3.2.1 Closure Effects on Transportation Network ................................................ 5-40

5.3.2.2 Grade Separation and Crossing Treatment Effects on 

Transportation Network ................................................................................. 5-41 

5.3.3 Network Effects of Improvements at Private At-Grade Crossings .......................... 5-48

5.3.4 Network Effects of Improvements at Grade-Separated Crossings ........................... 5-52

5.3.5 Relevance of Build Alternatives on Quiet Zones (Public At-Grade Crossings) ...... 5-66

5.3.6 Bicycle and Pedestrian Connectivity ............................................................................. 5-67 

5.4 Closure Diversion Analysis (Traffic Operations) ..................................................................... 5-67

5.4.1 Introduction/Purpose ..................................................................................................... 5-68

5.4.2 Methodology .................................................................................................................... 5-69

5.4.3 Results by Closure Location ........................................................................................... 5-73

5.4.4 Closure Diversion Analysis – Summary of Results .................................................. 5-100

5.5 Daily Vehicle Delay .................................................................................................................... 5-103

5.5.1 Methodology .................................................................................................................. 5-103

5.5.2 Effects of Types of Crossing Treatments on Daily Vehicle Delay ........................... 5-104

5.5.3 Source Data ..................................................................................................................... 5-106

5.5.4 Vehicle Delay Results, Existing (2015) and No Build (2025) Conditions ............... 5-107

5.5.5 Daily Vehicle Delay Results by Crossing, Build Conditions ................................... 5-114

5.5.6 Daily Vehicle Delay Net Effects by Build Alternative .............................................. 5-124

CHAPTER 6 – SUMMARY OF EFFECTS ............................................................................................ 6-1

6.1 Regional Scale Summary of Effects .............................................................................................. 6-1

6.1.1 Ridership Effects on the Regional Roadway Network ................................................. 6-1

6.1.2 Ridership Effects on Roadways Adjacent to Amtrak Stations .................................... 6-1

6.1.3 Ridership Effects on Parking Needs at Intercity Passenger Stations .......................... 6-2

6.2 Corridor-wide Summary of Effects .............................................................................................. 6-2
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D.C. to Richmond Southeast High Speed Rail iv Transportation Technical Report 

6.2.1 Types of Crossing Improvements in the DC2RVA Project .......................................... 6-3

6.2.2 Summary of DC2RVA Public Roadway Closures and Grade Separations by 

Build Alternative ................................................................................................................ 6-3

6.2.3 Effects of Crossing Improvements on Connectivity and Accessibility ...................... 6-4

6.2.5 Effects of Crossing Improvements on Roadway and 

Intersection Traffic Operations ........................................................................................ 6-6

6.2.4 Effects of Crossing Improvements on Daily Vehicle Delay ......................................... 6-6

CHAPTER 7 – REFERENCES ................................................................................................................ 7-1 

LIST OF TABLES 

Table 2-1: Build Alternatives ......................................................................................................... 2-7

Table 2-2: Arlington Area Build Alternatives: 1A, 1B, and 1C ................................................. 2-9

Table 2-3: Northern Virginia Build Alternative 2A .................................................................... 2-9

Table 2-4: Fredericksburg Area Build Alternative 3A ............................................................. 2-10

Table 2-5: Fredericksburg Area Build Alternative 3B .............................................................. 2-10

Table 2-6: Fredericksburg Area Build Alternative 3C .............................................................. 2-11

Table 2-7: Central Virginia area Build Alternative: 4A ............................................................ 2-11

Table 2-8: Ashland Area Build Alternatives: 5A and 5A–Ashcake ........................................ 2-12

Table 2-9: Ashland Area Build Alternatives: 5B and 5B–Ashcake ......................................... 2-13

Table 2-10: Ashland Area Build Alternatives: 5C and 5C–Ashcake ........................................ 2-13

Table 2-11: Ashland Area Build Alternatives: 5D–Ashcake ..................................................... 2-13

Table 2-12: Richmond Single Station Build Alternative: 6A 

(Staples Mill Road Station Only) .............................................................................. 2-14

Table 2-13: Richmond Single Station Build Alternative: 6B–A-Line 

(Boulevard Station Only) ........................................................................................... 2-15

Table 2-14: Richmond Single Station Build Alternative: 6B–S-Line 

(Boulevard Station Only) ........................................................................................... 2-15

Table 2-15: Richmond Single Station Build Alternative: 6C (Broad Street Station Only) ..... 2-16

Table 2-16: Richmond Single Station Build Alternative: 6D (Broad Street Station Only) ..... 2-16

Table 2-17: Richmond Two Station Build Alternative: 6E (Split Service) ............................... 2-16

Table 2-18: Richmond Two Station Build Alternative: 6F (Full Service) ................................. 2-17

Table 2-19: Richmond Two Station Build Alternative: 6G (Shared Service) .......................... 2-17

Table 3-1: Regional Roadway Network: Existing conditions Daily Traffic ............................ 3-3

Table 3-2: Amtrak and VRE Stations in the DC2RVA Corridor ............................................... 3-7
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D.C. to Richmond Southeast High Speed Rail v Transportation Technical Report 

Table 3-3: Existing Parking Inventory by Amtrak Station ........................................................ 3-8

Table 3-4: Highway-Rail Accidents at Public Crossings in Virginia ..................................... 3-14

Table 3-5: Highway-Rail Accidents in DC2RVA Corridor, by Public Crossing .................. 3-14

Table 3-6: Existing Highway-Rail Crossings in the DC2RVA Corridor ................................ 3-24

Table 3-7: Summary of Public Crossings (By Alternative Area) ............................................ 3-24

Table 4-1: Annual DC2RVA Ridership1 at Stations in Project Area (Boardings and 

Alightings) ..................................................................................................................... 4-4

Table 4-2A: Summary of VMT, Primary and Interstate Roadways in DC2RVA 

Regional Corridor (Excluding Fredericksburg) ........................................................ 4-6

Table 4-2B: Summary of VMT, Primary and Interstate, City of Fredericksburg ...................... 4-6

Table 4-3: Summary of VMT, DC2RVA Corridor, Secondary Roadways .............................. 4-7

Table 4-4: Estimated VMT, All Jurisdictions ............................................................................... 4-8

Table 4-5: Regional Roadway Network, No Build Conditions ................................................. 4-9

Table 4-6: Passenger Arrival / Departure Mode Split Assumptions .................................... 4-10

Table 4-7: 2025 Daily Passenger & Vehicle Trips by Mode, No Build ................................... 4-11

Table 4-8: 2025 Daily Passenger & Vehicle Trips by Mode, 6A Staples Mill Only .............. 4-11

Table 4-9: 2025 Daily Passenger & Vehicle Trips by Mode, 6B Boulevard Rd Only ........... 4-12

Table 4-10: 2025 Daily Passenger & Vehicle Trips by Mode, 6C Broad St Only .................... 4-13

Table 4-11: 2025 Daily Passenger & Vehicle Trips by Mode, 6D Main St Only ..................... 4-13

Table 4-12: 2025 Daily Passenger & Vehicle Trips by Mode, 6E Split Service ........................ 4-13

Table 4-13: 2025 Daily Passenger & Vehicle Trips by Mode, 6F Full Service ......................... 4-14

Table 4-14: 2025 Daily Passenger & Vehicle Trips by Mode, 6G Shared Service ................... 4-14

Table 4-15: Adjacent Facility Volumes, by Station Served ........................................................ 4-15

Table 4-16: Ridership Effects on Roadways, 2025 Build Alternative 6A Staples Mill 

Station Only ................................................................................................................. 4-19

Table 4-17: Ridership Effects on Roadways, 2025 Build Alternative 6B Boulevard 

Station Only ................................................................................................................. 4-20

Table 4-18: Ridership Effects on Roadways, 2025 Build Alternative 6C Broad Street 

Station Only ................................................................................................................. 4-21

Table 4-19: Ridership Effects on Roadways, 2025 Build Alternative 6D Main Street 

Station Only ................................................................................................................. 4-22

Table 4-20: Ridership Effects on Roadways, 2025 Build Alternative 6E Split Service, 

Staples Mill Road/Main Street Stations ................................................................... 4-23

Table 4-21: Ridership Effects on Roadways, 2025 Build Alternative 6F Full Service, 

Staples Mill Road/Main Street Stations ................................................................... 4-24
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D.C. to Richmond Southeast High Speed Rail vi Transportation Technical Report 

Table 4-22: Ridership Effects on Roadways, 2025 Build Alternative 6G Shared Service, 

Staples Mill Road/Main Street Stations ................................................................... 4-25

Table 4-23: Summary of Ridership Effects on Station Roadways, % Change in Traffic 

on Adjacent Roadways due to DC2RVA Intercity Passenger Trains .................. 4-26

Table 4-24: Ridership Effects: Station Location Comparison in Ashland ............................... 4-27

Table 4-25: Build Alternative 2A – Alexandria Station Parking Demand ............................... 4-29

Table 4-26: Build Alternative 2A – Woodbridge Station Parking Demand ............................ 4-29

Table 4-27: All Build Alternatives, Area 3 – Fredericksburg Station Parking Demand ........ 4-29

Table 4-28: All Build Alternatives, Area 5 – Ashland Station Parking Demand .................... 4-29

Table 4-29: Build Alternative 6A – Staples Mill Road Only Parking Demand ....................... 4-30

Table 4-30: Build Alternative 6B – Boulevard Road Only Parking Demand .......................... 4-30

Table 4-31: Build Alternative 6C – Broad Street Only Parking Demand ................................ 4-30

Table 4-32: Build Alternative 6D – Main Street Only Parking Demand ................................. 4-31

Table 4-33: Build Alternative 6E – Split Service Parking Demand .......................................... 4-31

Table 4-34: Build Alternative 6F – Full Service Parking Demand ............................................ 4-31

Table 4-35: Build Alternative 6G – Shared Service Parking Demand ...................................... 4-32

Table 4-36: Summary of Daily Parking Space Demand by Station .......................................... 4-32

Table 5-1: Summary of Decision-Making Diagram, Public Crossings .................................... 5-7

Table 5-2: Summary of Decision-Making Diagram, Private Crossings ................................... 5-7

Table 5-3: Summary of Crossing Improvements at Existing Public 

At-Grade Crossings ...................................................................................................... 5-9

Table 5-4: Crossing Improvements by Public At-Grade Crossing ......................................... 5-23

Table 5-5: Summary of Crossing Improvements at Existing Private 

At-Grade Crossings .................................................................................................... 5-28

Table 5-6: Crossing Improvements by Private At-Grade Crossing ....................................... 5-34

Table 5-7: Public Roadway Closures and Grade Separations in Fredericksburg ................ 5-37

Table 5-8: Public Roadway Closures and Grade Separations in Ashland ............................ 5-37

Table 5-9: Public Roadway Closures and Grade Separations in Richmond ......................... 5-38

Table 5-10: Build Alternative Effects on the Transportation Network: Public 

At-Grade Crossings .................................................................................................... 5-42

Table 5-11: Build Alternative Effects on the Transportation Network: Private 

At-Grade Crossings .................................................................................................... 5-49

Table 5-12: Build Alternative Effects on the Transportation Network: Public 

Grade-Separated Crossings ....................................................................................... 5-53
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D.C. to Richmond Southeast High Speed Rail vii Transportation Technical Report 

Table 5-13: Build Alternative Effects on the Transportation Network: Private 

Grade-Separated Crossings ....................................................................................... 5-64

Table 5-14: Summary of Existing and 2025 No Build Data for Diversion Analysis .............. 5-68

Table 5-15: Critical Lane Volume Thresholds (DC2RVA Project) ............................................ 5-72

Table 5-16: Diversion Route Roadway Analysis: Mount Hope Church Road ....................... 5-74

Table 5-17: Intersection Capacity Analysis: Mount Hope Church Road ................................ 5-75

Table 5-18: Diversion Route Roadway Analysis: Colemans Mill Road .................................. 5-76

Table 5-19: Intersection Capacity Analysis: Colemans Mill Road............................................ 5-77

Table 5-20: Diversion Route Roadway Analysis: Build Alternatives 5A and 5C ................... 5-79

Table 5-21: Intersection Capacity Analysis: Build Alternatives 5A and 5C ............................ 5-80

Table 5-22: Diversion Route Roadway Analysis: Build Alternative 5B-Ashcake & 

5D-Ashcake .................................................................................................................. 5-81

Table 5-23: Intersection Capacity Analysis: Build Alternative 5B-Ashcake and 

5D-Ashcake .................................................................................................................. 5-82

Table 5-24: Diversion Route Roadway Analysis: Build Alternative 5B .................................. 5-84

Table 5-25: Intersection Capacity Analysis: Build Alternative 5B ............................................ 5-85

Table 5-26: Diversion Route Roadway Analysis: Independence Road ................................... 5-89

Table 5-27: Intersection Capacity Analysis: Independence Road ............................................ 5-89

Table 5-28: Diversion Route Roadway Analysis: Bassett Avenue ........................................... 5-90

Table 5-29: Intersection Capacity Analysis: Bassett Avenue .................................................... 5-91

Table 5-30: Diversion Route Roadway Analysis: Thurston Road ............................................ 5-93

Table 5-31: Intersection Capacity Analysis: Thurston Road ..................................................... 5-93

Table 5-32: Diversion Route Roadway Analysis: Brinkley Road ............................................. 5-95

Table 5-33: Intersection Capacity Analysis: Brinkley Road ...................................................... 5-95

Table 5-34: Diversion Route Roadway Analysis: Old Lane ...................................................... 5-96

Table 5-35: Intersection Capacity Analysis: Old Lane ............................................................... 5-96

Table 5-36: Diversion Route Roadway Analysis: St James Street ............................................. 5-99

Table 5-37: Intersection Capacity Analysis: St James Street ...................................................... 5-99

Table 5-38: Summary of Closure Diversion Analysis Results, by Build Alternative .......... 5-101

Table 5-39: Crossing Closures with Diversions to Adjacent Crossings ................................. 5-105

Table 5-40: Ashland Crossing Closures: Diversions to Adjacent Crossings ......................... 5-105

Table 5-41: Summary of Total Daily Delay (Hours) at Public At-Grade Crossings, 

2015 and 2025 No Build ............................................................................................ 5-109
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D.C. to Richmond Southeast High Speed Rail viii Transportation Technical Report 

Table 5-42: Total Daily Vehicle Delay (Hours) by Public At-Grade Crossing, 2015 

and 2025 No Build ..................................................................................................... 5-110

Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 

2025 Build Condition ................................................................................................ 5-116

Table 5-44: Summary of Total Daily Delay1 Results, 2025 Build Conditions, by Build 

Alternative ................................................................................................................. 5-126

LIST OF FIGURES 

Figure 2-1: DC2RVA Project Corridor ........................................................................................... 2-2

Figure 2-2: Build Alternative Areas................................................................................................ 2-6

Figure 2-3: Build Alternatives 1A, 1B, 1C .................................................................................... 2-18

Figure 2-4: Build Alternative 2A ................................................................................................... 2-19

Figure 2-5: Build Alternative 3A ................................................................................................... 2-20

Figure 2-6: Build Alternative 3B ................................................................................................... 2-21

Figure 2-7: Build Alternative 3C ................................................................................................... 2-22

Figure 2-8: Build Alternative 4A ................................................................................................... 2-23

Figure 2-9: Build Alternative 5A ................................................................................................... 2-24

Figure 2-10: Build Alternative 5A–Ashcake .................................................................................. 2-25

Figure 2-11: Build Alternative 5B ................................................................................................... 2-26

Figure 2-12: Build Alternative 5B–Ashcake .................................................................................. 2-27

Figure 2-13: Build Alternative 5C ................................................................................................... 2-28

Figure 2-14: Build Alternative 5C–Ashcake .................................................................................. 2-29

Figure 2-15: Build Alternative 5D–Ashcake .................................................................................. 2-30

Figure 2-16: Build Alternative 6A ................................................................................................... 2-31

Figure 2-17: Build Alternative 6B–A-Line ..................................................................................... 2-32

Figure 2-18: Build Alternative 6B–S-Line ...................................................................................... 2-33

Figure 2-19: Build Alternative 6C ................................................................................................... 2-34

Figure 2-20: Build Alternative 6D ................................................................................................... 2-35

Figure 2-21: Build Alternative 6E ................................................................................................... 2-36

Figure 2-22: Build Alternative 6F .................................................................................................... 2-37

Figure 2-23: Build Alternative 6G ................................................................................................... 2-38

Figure 2-24: Alexandria Station Improvements for Build Alternative 2A ................................ 2-39

Figure 2-25: Woodbridge Station Improvements for Build Alternative 2A ............................. 2-40
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D.C. to Richmond Southeast High Speed Rail ix Transportation Technical Report 

Figure 2-26: Fredericksburg Station Improvements for Build Alternatives 3A and 3C ......... 2-41

Figure 2-27: Fredericksburg Station Improvements for Build Alternative 3B ......................... 2-42

Figure 2-28A: Ashland Station Improvements for Build Alternatives 5A and 5C 

(Two-Track/850-Foot Platforms) .............................................................................. 2-43

Figure 2-28B: Ashland Station Improvements for Build Alternatives 5A and 5C 

(Two-Track/350-Foot Platforms) .............................................................................. 2-44

Figure 2-29: Ashcake Station Improvements for Build Alternatives 5A–Ashcake, 

5B–Ashcake, 5C–Ashcake, and 5D–Ashcake ......................................................... 2-45

Figure 2-30A: Ashland Station Improvements for Build Alternative 5B 

(Three-Track/850-Foot Platforms) ........................................................................... 2-46

Figure 2-30B: Ashland Station Improvements for Build Alternative 5B 

(Three-Track/350-Foot Platforms) ........................................................................... 2-47

Figure 2-31: Staples Mill Road Station Improvements for Build Alternative 6A .................... 2-48

Figure 2-32: Boulevard Station Improvements for Build Alternatives 6B–A-Line 

and 6B–S-Line .............................................................................................................. 2-49

Figure 2-33: Broad Street Station Improvements for Build Alternative 6C .............................. 2-50

Figure 2-34: Main Street Station Improvements for Build Alternative 6D ............................... 2-51

Figure 2-35: Staples Mill Road Station Improvements for Build Alternative 6E ..................... 2-52

Figure 2-36: Main Street Station Improvements for Build Alternative 6E ................................ 2-53

Figure 2-37: Staples Mill Road Station Improvements for Build Alternative 6F ..................... 2-54

Figure 2-38: Main Street Station Improvements for Build Alternative 6F ................................ 2-55

Figure 2-39: Staples Mill Road Station Improvements for Build Alternative 6G .................... 2-56

Figure 2-40: Main Street Station Improvements for Build Alternative 6G ............................... 2-57

Figure 3-1: Transportation Analysis Scales ................................................................................... 3-2

Figure 3-2: Airports and Train Station in Project Corridor ....................................................... 3-10

Figure 3-3: Roadway Rail Crossings in Project Corridor .......................................................... 3-22

Figure 3-4: Existing Public Crossings Overview: Area 1 .......................................................... 3-32

Figure 3-5: Existing Public Crossings Overview: Area 2 .......................................................... 3-33

Figure 3-6: Existing Public Crossings Overview: Area 3 .......................................................... 3-34

Figure 3-7: Existing Public Crossings Overview: Area 4 .......................................................... 3-35

Figure 3-8: Existing Public Crossings Overview: Area 5 .......................................................... 3-36

Figure 3-9.1: Existing Public Crossings Overview: Area 6 - RF&P and A-Line ........................ 3-37

Figure 3-9.2: Existing Public Crossings Overview: Area 6 - S-Line Only .................................. 3-38

Figure 3-10: Examples of Public At-Grade Crossings in the DC2RVA Corridor ..................... 3-39

Figure 3-11: Existing Private Crossings Overview: Area 2 ......................................................... 3-98
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D.C. to Richmond Southeast High Speed Rail x Transportation Technical Report 

Figure 3-12: Existing Private Crossings Overview: Area 3 ......................................................... 3-99

Figure 3-13: Existing Private Crossings Overview: Area 4 ....................................................... 3-100

Figure 3-14: Existing Private Crossings Overview: Area 6 ....................................................... 3-101

Figure 3-15: Examples of Private At-Grade Crossings in the DC2RVA Corridor ................. 3-102

Figure 3-16: Pedestrian Crossings in Ashland ............................................................................ 3-122

Figure 5-1: Public At-Grade Crossing Improvements: Alternative 2A ................................... 5-10

Figure 5-2: Public At-Grade Crossing Improvements: Alternative 3A ................................... 5-11

Figure 5-3: Public At-Grade Crossing Improvements: Alternative 3B .................................... 5-12

Figure 5-4: Public At-Grade Crossing Improvements: Alternative 3C ................................... 5-13

Figure 5-5: Public At-Grade Crossing Improvements: Alternative 4A ................................... 5-14

Figure 5-6: Public At-Grade Crossing Improvements: Alternatives 5A & 5B ........................ 5-15

Figure 5-7: Public At-Grade Crossing Improvements: Alternative 5C ................................... 5-16

Figure 5-8: Public At-Grade Crossing Improvements: Alternatives 5A–Ashcake, 

5B–Ashcake, & 5D–Ashcake ...................................................................................... 5-17

Figure 5-9: Public At-Grade Crossing Improvements: Alternative 5C–Ashcake .................. 5-18

Figure 5-10: Public At-Grade Crossing Improvements: Alternatives 6A, 6B–A-Line, 6E ...... 5-19

Figure 5-11: Public At-Grade Crossing Improvements: Alternative 6B–S-Line ...................... 5-20

Figure 5-12: Public At-Grade Crossing Improvements: Alternative 6C ................................... 5-21

Figure 5-13: Public At-Grade Crossing Improvements: Alternatives 6D, 6F, 6G .................... 5-22

Figure 5-14: Private At-Grade Crossing Improvements: Alternative 2A ................................. 5-29

Figure 5-15: Private At-Grade Crossing Improvements: Alternative 3C .................................. 5-30

Figure 5-16: Private At-Grade Crossing Improvements: Alternative 4A ................................. 5-31

Figure 5-17: Private At-Grade Crossing Improvements: Alternative 5C .................................. 5-32

Figure 5-18: Private At-Grade Crossing Improvements: Alternatives 6B–S-Line, 

6D, 6F, 6G ..................................................................................................................... 5-33

Figure 5-19: Closure Diversion 2025 Volumes, Mount Hope Church Road, 

Build Alternative 2A ................................................................................................... 5-74

Figure 5-20: Closure Diversion 2025 Volumes, Colemans Mill Road, 

Build Alternative 4A ................................................................................................... 5-76

Figure 5-21: Closure Diversion 2025 Volumes, Town of Ashland, 

Build Alternatives 5A & 5C ....................................................................................... 5-78

Figure 5-22: Closure Diversion 2025 Volumes, Town of Ashland, 

Build Alternatives 5B–Ashcake and 5D–Ashcake ........................................................ 5-83

Figure 5-23: Closure Diversion 2025 Volumes, Town of Ashland, Build Alternative 5B ....... 5-87
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D.C. to Richmond Southeast High Speed Rail xi Transportation Technical Report 

Figure 5-24: Closure Diversion 2025 Volumes, Independence Road, 

Build Alternative 5C ................................................................................................... 5-88

Figure 5-25: Closure Diversion 2025 Volumes, Bassett Avenue, Build Alternatives 6A, 

6B–A-Line, 6C, and 6E ................................................................................................ 5-90

Figure 5-26: Closure Diversion 2025 Volumes, Thurston Road, Build Alternatives 6A, 

6B–A-Line, 6C, and 6E ................................................................................................ 5-92

Figure 5-27: Closure Diversion 2025 Volumes, Brinkley Road Build Alternative 6B–S-Line, 

6D, 6F, and 6G ............................................................................................................. 5-94

Figure 5-28: Closure Diversion 2025 Volumes, Old Lane, 

All Richmond Build Alternatives ............................................................................. 5-97

Figure 5-29: Closure Diversion 2025 Volumes, St James Street Build Alternative 6B–S-Line, 

6D, 6F, and 6G ............................................................................................................. 5-98
D.C. to Richmond Southeast High Speed Rail 1-1 Transportation Technical Report 

INTRODUCTION 

The Federal Railroad Administration (FRA) and Virginia Department of Rail and Public 

Transportation (DRPT) propose passenger rail service and rail infrastructure improvements in 

the north-south travel corridor between Washington, D.C. and Richmond, VA. These passenger 

rail service and rail infrastructure improvements are collectively known as the Washington, D.C. 

to Richmond Southeast High Speed Rail (DC2RVA) Project. The Project will increase capacity to 

deliver higher speed passenger rail, expand commuter rail, and accommodate growth of freight 

rail service, in an efficient and reliable multimodal rail corridor. The increased capacity will 

improve passenger rail service frequency, reliability and travel time in a corridor shared by 

growing volumes of passenger, commuter, and freight rail traffic, thereby providing a door-todoor time-competitive option for travelers between Washington, D.C. and Richmond and those 

traveling to and from adjacent connecting corridors. The Project is part of the larger Southeast 

High Speed Rail (SEHSR) corridor, which extends from Washington, D.C. through Richmond, 

and continues east to Hampton Roads (Norfolk), VA, and south to Raleigh, NC, and Charlotte, 

NC, and then continues west to Atlanta, GA and south to Florida. The Project connects to the 

National Railroad Passenger Corporation (Amtrak) Northeast Corridor (NEC) at Union Station 

in Washington, D.C. 

The purpose of the SEHSR program, as stated in the 2002 Tier I Final Environmental Impact 

Statement (EIS) completed for the full SEHSR corridor, is to provide a competitive transportation 

choice to travelers within the Washington, D.C. to Charlotte travel corridor. The current DC2RVA 

Project carries forward the purpose of the SEHSR Tier I EIS within the Washington, D.C. to 

Richmond segment of the larger SEHSR corridor by identifying the infrastructure improvements 

necessary to provide a competitive transportation choice for current and future conditions. 

The Purpose of the DC2RVA Project is to increase the capacity between Washington, D.C. and 

Richmond to deliver higher speed passenger rail, improve conventional speed passenger rail, 

expand commuter rail, and accommodate growth of freight rail service in an efficient and reliable 

multimodal rail corridor. This Project will enable passenger rail to be a competitive transportation 

choice for intercity travelers between Washington, D.C. and Richmond and beyond. 

The purpose of this Transportation Technical Report is to identify the existing transportation 

conditions along the DC2RVA corridor and analyze potential effects that could result from 

implementation of the Build Alternatives. Information in this Technical Report supports 

discussions presented in the Draft EIS. 

1 
D.C. to Richmond Southeast High Speed Rail 2-1 Transportation Technical Report 

PROJECT OVERVIEW 

The Washington, D.C. to Richmond corridor spans 123 miles along an existing rail corridor owned 

by CSXT between Control Point Rosslyn (RO) at milepost (MP) CFP 110 in Arlington County, VA to 

the junction of the CSXT North End Subdivision (referred to as the A-Line) between West Acca Yard 

in Richmond and Centralia, VA, and the CSXT Bellwood Subdivision (referred to as the S-Line) 

between Control Point Hermitage in Richmond and Centralia, VA (CE) at MP A-11 in Chesterfield 

County, VA (Figure 2-1). At the northern terminus in Arlington County, the Project limit is marked 

by the southern approach to Long Bridge, a double-track rail bridge connecting the rail corridor over 

the Potomac River to Washington, D.C. The Project corridor follows the CSXT Richmond, 

Fredericksburg & Potomac (RF&P) Subdivision from the Potomac River to Richmond. The southern 

terminus in Centralia is the junction of two CSXT routes (the A-Line and the S-Line) that begin in 

Richmond and rejoin approximately 11 miles south of the city. 

Additional sections evaluated as part of the Project included approximately 8.3 miles of the CSXT 

Peninsula Subdivision CA-Line from Beulah Road (MP CA-76.1) in Henrico County, VA east of 

Richmond to AM Junction in downtown Richmond, and the approximately 26-mile Buckingham 

Branch Railroad (BBR) from AM Junction to the RF&P Crossing (MP CA-111.8) north of 

Richmond in Doswell, VA. 

In Arlington, the Project connects to existing CSXT track extending across the Potomac River on 

the Long Bridge into Washington, D.C. and Union Station, the southern terminus of Amtrak’s 

NEC. In downtown Richmond and at Centralia, the Project connects to both the Richmond to 

Raleigh segment of the SEHSR corridor and the Richmond to Hampton Roads segment of the 

SEHSR corridor. The Washington, D.C. to Richmond segment is an integral part of the overall 

Washington, D.C. to Charlotte SEHSR corridor and provides a critical link between high speed 

passenger service from Boston to Washington, D.C. and the southeastern United States (U.S.). 

Long Bridge Over the Potomac River 

2 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-2 Transportation Technical Report 

Figure 2-1: DC2RVA Project Corridor 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-3 Transportation Technical Report 

2.1 PROJECT DESCRIPTION 

Alternatives developed as part of the DC2RVA Project include two elements: proposed train 

service that would run throughout the corridor (see Section 2.1.1), and physical improvements 

along the rail alignment (see Section 2.2). The Project will include specific rail infrastructure 

improvements and service upgrades to deliver higher speed passenger rail, expand commuter 

rail, and accommodate growth of freight rail service in an efficient and reliable multimodal rail 

corridor. The increased capacity will improve passenger rail service frequency, reliability, and 

door-to-door competitive travel time in a corridor shared by growing volumes of passenger, 

commuter, and freight rail traffic. Specific improvements to the existing rail infrastructure 

between Arlington, VA, and Centralia, VA, include: 

 Corridor-wide improvements to train operating capacity to accommodate efficient 

operation of passenger, commuter, and freight rail service with increased frequency, 

reliability, and speed, including an additional main track along most of the corridor, 

additional sidings, crossovers, yard bypasses and leads, and other capacity and reliability 

improvements at certain locations. 

 Corridor-wide upgrades to existing track and signal systems to achieve higher operating 

speeds, including curve realignments, higher-speed crossovers between tracks, passing 

sidings, and grade crossing improvements. 

 New or replacement station, platform, and parking improvements at intercity passenger 

stations in the corridor to improve the efficiency of railroad operations, improve quality 

of service, and accommodate increased ridership. 

 Safety improvements to roadway crossing treatments, to include median treatment, grade 

separations, and/or closure of existing at-grade crossings of the rail corridor. 

The environmental impacts of these improvements and measures to avoid, minimize, or 

otherwise mitigate such impacts are described in the EIS. 

Studies in support of the Project addressed passenger and freight rail operations and service 

between Union Station in Washington, D.C. and Richmond and beyond, but the Project will not 

include physical improvements to the Long Bridge across the Potomac River or to rail infrastructure 

within Washington, D.C. Other projects will address these improvements as well as improvements 

to the rail infrastructure north of Arlington and south of Centralia along the SEHSR corridor. 

2.1.1 Passenger Rail Service in Project Corridor 

Amtrak operates four types of passenger service in the DC2RVA corridor: 

 Northeast Regional (Virginia) Amtrak service provides regional passenger rail service 

along the length of the Northeast Corridor from Boston and New York and continues 

south to serve routes in Virginia. Trains make local station stops. 

 Interstate Corridor (Carolinian) Amtrak operates between New York and North Carolina 

(one single daily round trip) through Virginia, making fewer stops in the DC2RVA 

corridor than the Northeast Regional service. 

 Long Distance Amtrak service operates from New York and continues through 

Washington, D.C. and Virginia to other out-of-state locations. Long distance trains serve 

the fewest of Amtrak station stops within the DC2RVA corridor. 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-4 Transportation Technical Report 

 Auto Train Amtrak service operates as a daily nonstop, overnight train between dedicated 

station facilities in Lorton, VA and Florida, and carries passengers and their automobiles. 

DRPT is proposing to add nine daily roundtrip SEHSR intercity passenger trains to the corridor: 

 Four new roundtrips of Northeast Regional (SEHSR) service, to provide additional 

frequencies on the same routes of existing Amtrak Northeast Regional (Virginia) services, 

terminating within Virginia (either Newport News, Norfolk, or Richmond). 

 Five new roundtrips of Interstate Corridor (SEHSR) service, to complement Amtrak’s 

current Interstate Corridor (North Carolina) service. The SEHSR trains have slightly 

different service patterns in the DC2RVA corridor than the existing Amtrak service, and 

use different routes south of the DC2RVA corridor, where SEHSR trains are expected to 

provide a faster and more direct route to Raleigh and Charlotte, NC. 

From Washington, D.C., all new SEHSR trains would continue on to Philadelphia, New York, and 

Boston. The plan is to incorporate this service in to Amtrak’s regional and long-distance intercity 

passenger rail network. Refer to Section 4.2 of this Technical Report for additional details; Chapter 

2 of the Draft EIS provides full summary of the service plan inputs that DRPT will use to prepare 

the Service Development Plan, which will occur at the conclusion of the NEPA process. 

2.1.2 Tier II EIS Planning Dates 

For this EIS, FRA and DRPT established two important planning dates. The first planning date 

is 2025, which is FRA and DRPT’s current best estimate of when construction of the DC2RVA 

infrastructure could be completed and the new DC2RVA service would be placed in operation. 

FRA and DRPT’s estimate of the year 2025 as the “opening day” is dependent on many factors, 

not the least of which is finalizing the EIS and Record of Decision. The date also assumes that 

federal funding in addition to other funding sources will be available at the level required to build 

all of the proposed infrastructure improvements and acquire the necessary equipment and trainsets. DRPT based this date on an aggressive but potentially achievable schedule assumption that 

all necessary permits, approvals, agreements, and funding could be finalized by 2020, final design 

would take one year (2021), right-of-way acquisition (if needed) would take one year (2022), and 

construction would take three years (2023 – 2025). FRA and DRPT also used 2025 as the date 

when the physical impacts associated with DC2RVA Project construction would take place. Thus, 

all of the physical impact analyses within this Draft EIS on human and natural resources are 

estimated for 2025, and compared to the No Build Alternative conditions projected for 2025. 

The second key planning date established by FRA and DRPT is the planning horizon date of 2045, 

20 years after the projected implementation of the new rail service in 2025. Both the Passenger 

Rail Investment and Improvement Act (PRIIA) and FRA guidance require that DRPT 

demonstrate that the proposed project is sufficient to deliver the proposed passenger rail benefits 

and an efficient and reliable multimodal rail corridor over a 20-year time horizon following the 

completion of the passenger project. DRPT uses operational simulations analysis, as discussed in 

Section 2.6.2, to test the proposed alternatives to determine if the rail capacity is adequate for both 

the opening day (2025) levels of projected freight, commuter and passenger rail traffic and to 

determine if the infrastructure remains adequate over the 20 year planning horizon or until 2045. 

DRPT also used the 2045 planning horizon date to estimate some of the longer term effects of the 

proposed service such as ridership, energy use, and effects on air quality, as well as indirect and 

cumulative effects. 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-5 Transportation Technical Report 

2.2 PROJECT ALTERNATIVES 

Developing potential rail alignments was an iterative process. DRPT relied on previous studies 

and public scoping comment as the starting point for developing potential rail alignments. Rail 

alignment modifications were made to avoid or minimize potential adverse effects on 

environmental resources and existing infrastructure, and to minimize the need for additional new 

infrastructure, while preserving the ability of that alignment to meet the Project’s Purpose and 

Need. The final screening evaluation—to determine the Build Alternatives to be carried forward 

for evaluation in the Draft EIS—focused on each rail alignment’s ability to reduce trip times based 

on increased track design speed and to increase the reliability of rail operations based upon added 

capacity, with the least potential environmental impact and consideration of cost to construct. 

As part of the Build Alternatives, DRPT evaluated both existing and potential new passenger rail 

stations in the DC2RVA corridor. DRPT plans to incorporate the DC2RVA SEHSR passenger train 

service into Amtrak’s intercity passenger rail network (see Section 2.1); along the DC2RVA 

corridor, these existing stations include: Alexandria, Woodbridge, Quantico, Fredericksburg, 

Ashland, and Staples Mill Road and Main Street in Richmond. Additionally, in Richmond, DRPT 

is considering two proposed new locations under some Build Alternatives: Boulevard Station and 

Broad Street Station. However, not all proposed trains would necessarily serve all existing or 

proposed stations. 

For evaluation in the Tier II Draft EIS, DRPT combined and categorized Build Alternatives into 

six alternative areas along the corridor (Figure 2-2): 

 Alternative Area 1: Arlington (Long Bridge Approach): 1-mile section that includes 

approach alignments to the Long Bridge, which crosses the Potomac River between VA 

and DC. 

 Alternative Area 2: Northern Virginia: 47-mile section that includes additional track 

within existing railroad right-of-way. 

 Alternative Area 3: Fredericksburg (Dahlgren Spur to Crossroads): 14-mile section that 

includes alignments through or around the city. 

 Alternative Area 4: Central Virginia (Crossroads to Doswell): 29-mile section that includes 

additional track primarily within the existing railroad right-of-way. 

 Alternative Area 5 Ashland: Ashland (Doswell to I-295): 10-mile section including 

alignments through or around the town. 

 Alternative 6 Richmond (I-295 to Centralia): 23-mile section including different station 

locations and routing options along the A-Line and/or S-Line. 

Project Build Alternatives were developed separately, specific to the existing conditions, 

constraints, and/or needs of each of the six areas, and will be linked to form a single DRPT 

Recommended Preferred Alternative for the corridor, to be confirmed in the Final EIS and Record 

of Decision (ROD). 

Refer to Chapter 2 of the Draft EIS for full summary of the alternatives development process and 

description of Build Alternatives, and Chapter 7 of the Draft EIS for description of the DRPT 

Recommended Preferred Alternative. 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-6 Transportation Technical Report 

Figure 2-2: Build Alternative Areas 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-7 Transportation Technical Report 

In general, the DC2RVA Project proposes to increase capacity by adding one additional main 

track. In most areas, the Project will add a new third track in addition to two existing tracks. The 

determination of the location of the new track on the east or west of existing trackage varies by 

location within the corridor based on physical constraints and minimization of impacts. For each 

alternative, DRPT also evaluated the potential to realign the tracks to improve speeds. The 

proposed Build Alternatives vary within the City of Fredericksburg and the Town of Ashland, 

where alignments outside of the existing right-of-way were considered (i.e., bypass alignments 

around the downtown areas); the typical section of the new bypass alignments consists of two 

tracks. 

From a wide range of options that were considered during the alternatives development process, 

23 Build Alternatives, which vary within each alternative area, were included for evaluation in 

the Draft EIS (Table 2-1). 

Table 2-1: Build Alternatives 

Alternative Area Alternative Description 

Area 1: Arlington 

(Long Bridge Approach) 

1A Add Two Tracks on the East 

1B Add Two Tracks on the West 

1C Add One Track East and One Track West 

Area 2: Northern Virginia 

(Long Bridge to Dahlgren Spur) 2A Add One Track/Improve Existing Track 

Area 3: Fredericksburg 

(Dahlgren Spur to Crossroads) 

3A Maintain Two Tracks Through Town 

3B Add One Track East of Existing 

3C Add Two-Track Bypass East 

Area 4: Central Virginia 

(Crossroads to Doswell) 4A Add One Track/Improve Existing Track 

Area 5: Ashland 

(Doswell to I-295) 

5A Maintain Two Tracks Through Town 

5A–Ashcake Maintain Two Tracks Through Town (Relocate Station to Ashcake) 

5B Add One Track East of Existing 

5B–Ashcake Add One Track East of Existing (Relocate Station to Ashcake) 

5C Add Two-Track West Bypass 

5C–Ashcake Add Two-Track West Bypass (Relocate Station to Ashcake) 

5D–Ashcake Three Tracks Centered Through Town (Add One Track, Relocate 

Station to Ashcake) 

Area 6: Richmond 

(I-295 to Centralia) 

6A Staples Mill Road Station Only 

6B–A-Line Boulevard Station Only, A-Line 

6B–S-Line Boulevard Station Only, S-Line 

6C Broad Street Station Only 

6D Main Street Station Only 

6E Split Service, Staples Mill Road/Main Street Stations 

6F Full Service, Staples Mill Road/Main Street Stations 

6G Shared Service, Staples Mill Road/Main Street Stations 

As shown in the table, the eight Build Alternatives in Richmond include four single-station 

options that would consolidate passenger service to one station, and three two-station 

alternatives that offer combinations of services and rail line routes using Main Street Station and 

Staples Mill Road Station. These Richmond station options drive the corridor-wide operations of 

the DC2RVA Project. Ridership, travel time, and on-time performance vary by Build Alternative 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-8 Transportation Technical Report 

based on the different Richmond station options. Estimated travel time between Washington, 

D.C. and Richmond is dependent on the number and location of station stops as well as the track 

design. 

Each Build Alternative includes build-alternative-specific improvements to features such as 

stations and at-grade roadway crossings, as applicable. The following sections provide details of 

each of these Build Alternatives, as well as the No Build Alternative. 

2.2.1 No Build Alternative 

The No Build Alternative defines the future infrastructure and service levels that will result from 

planned investments in the Washington, D.C. to Richmond rail corridor, independent of the 

improvements planned by the DC2RVA Project. 

Information about planned physical improvements and rail service additions in the corridor was 

gathered from fiscally-constrained Metropolitan Planning Organization (MPO) planning 

documents, Commonwealth multiyear improvement programs, and from transit agency 

planning documents. If a project was under construction, fully-funded, or was the focus of 

advanced collaborative planning (evidenced by partial funding, board-level commitments, or 

interagency agreements), it was assumed to be complete by 2025 for the purposes of the Draft EIS 

evaluation. Chapter 2 of the Draft EIS provides full description of elements included in the No 

Build Alternative. 

The purpose of the No Build Alternative is to serve as a baseline for comparison of potential 

effects and impacts of the DC2RVA Build Alternatives. The No Build alternative was fully 

evaluated and dismissed by the FRA in the 2002 SEHSR Tier I ROD because it does not meet the 

SEHSR Purpose and Need. Although previously dismissed as not a viable alternative, it is fully 

considered as part of the Tier II Draft EIS for the DC2RVA Project because the baseline is required 

by the National Environmental Policy Act (NEPA). 

2.2.2 Build Alternatives 

The 23 Build Alternatives that are evaluated in the Tier II EIS for the DC2RVA Project are 

summarized below. Chapter 2 of the Draft EIS provides full information, including lists of specific 

improvements for track and station improvements, for each Build Alternative. 

Figures 2-3 through 2-23 show the proposed rail alignment improvements by alternative. Figures 

2-24 through 2-40 show the proposed station improvements. Note that all figures are provided 

at the end of this section. 

2.2.2.1 Build Alternatives in Area 1: Arlington (Long Bridge Approach) 

There are three Build Alternatives in Area 1, which are described in Table 2-2. Build Alternative 

1A, 1B, and 1C are shown in Figure 2-3. There are no stations within this alternative area. 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-9 Transportation Technical Report 

Table 2-2: Arlington Area Build Alternatives: 1A, 1B, and 1C 

TRACK 

All three Build Alternatives would: 

 Equally support expanded intercity passenger service (all types), expanded VRE commuter service, and expanded CSXT 

freight service 

 Add two main tracks, with minor shifts to improve speed 

 Be constructed within existing railroad right-of-way 

The difference between the alternatives is on which side(s) of the existing track the new track is added (as indicated in Build

Alternative names): two tracks on the east (1A); two tracks on the west (1B); one track east and one track west (1C) 

Final decision deferred to the completion of the Long Bridge Study (separate study by DDOT) 

Track maximum authorized speed: ≤ 45 mph 

STATIONS 

No stations within area 

CROSSINGS 

No changes to existing public roadway crossings 

2.2.2.2 Build Alternatives in Area 2: Northern Virginia 

There is one Build Alternative in Area 2, which is described in Table 2-3. Build Alternative 2A is 

shown in Figure 2-4. 

Table 2-3: Northern Virginia Build Alternative 2A 

TRACK 

One main track would be added, with realignment of some curves to improve speed, to create: 

 Fourth track from Alexandria to Crystal City 

 Third track from Spotsylvania to Alexandria 

Improvements are generally within existing right-of-way 

Track maximum authorized speed: ≤ 79 mph 

STATIONS 

Station improvements are mainly platform improvements and to be performed by VRE 

Proposed new DC2RVA service includes: 

 Alexandria: Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) (Figure 2-24)

 Woodbridge: Northeast Regional (SEHSR) (Figure 2-25)

 Quantico: Northeast Regional (SEHSR) (no figure) 

 All other stations: VRE service only (no figure)

No changes to the locations of Amtrak (Interstate Corridor (Carolinian), Northeast Regional (Virginia), Long Distance, or Auto 

Train) or VRE commuter stations served 

CROSSINGS 

Close one existing public roadway crossing (Mount Hope Church Road), with alternate access provided; no grade separations 

of at-grade crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major water crossings at Occoquan River, Neabsco Creek, and Aquia Creek 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-10 Transportation Technical Report 

2.2.2.3 Build Alternatives in Area 3: Fredericksburg 

There are three Build Alternatives in Area 3, which are described in Table 2-4, Table 2-5, and 

Table 2-6. Build Alternative 3A, 3B, and 3C are shown in Figure 2-5, Figure 2-6, and Figure 2-7 

respectively. All three Build Alternatives would support expanded intercity passenger (all types), 

VRE commuter, and CSXT freight service, without change to stations served by existing Amtrak 

Interstate Corridor (Carolinian), Northeast Regional (Virginia), and Long Distance passenger 

service or VRE commuter service. Due to constraints of the geography through this location, the 

maximum authorized speed in this section is designed for 79 mph where feasible. Build 

Alternative 3B is consistent with the City of Fredericksburg Comprehensive Plan (2015). 

Table 2-4: Fredericksburg Area Build Alternative 3A 

TRACK 

No construction of new track / no additional rail capacity within Fredericksburg 

 Existing two main tracks would be maintained, which are used by freight, passenger, and commuter trains, similar to existing 

conditions 

 Tracks would be shifted in some areas to improve speed 

Construction of one additional track, with some track shifts to improve speed, north and south of the city 

All improvements are within existing right-of-way 

Track maximum authorized speed: ≤ 79 mph 

STATIONS 

Improvements to Fredericksburg Station would include a new station building, side platform improvements, and a new 

parking structure (Figure 2-26)

Proposed new DC2RVA service at Fredericksburg Station: Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) 

The other station in this alternative area is located in Spotsylvania County and provides VRE service only 

CROSSINGS 

All public roadway crossings would remain at-grade, with safety improvements (no roadway crossing closures or grade 

separations of public at-grade crossings) 

Improvements to major rail bridge over the Rappahannock River 

Table 2-5: Fredericksburg Area Build Alternative 3B

TRACK 

One main track would be added in most areas, with track shifts to improve speed 

 Within Fredericksburg, the additional track would be added east of the existing two tracks 

 A third track already exists between Fredericksburg and Spotsylvania stations; therefore, no improvements are required 

in this section 

Improvements are generally within existing right-of-way 

Track maximum authorized speed: ≤ 79 mph 

STATIONS 

Improvements to Fredericksburg Station would include a new station building, a new elevated railway, side and center 

platform improvements, and a new parking structure (Figure 2-27) 

Proposed new DC2RVA service at Fredericksburg Station: Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-11 Transportation Technical Report 

Table 2-5: Fredericksburg Area Build Alternative 3B

The other station in this alternative area is located in Spotsylvania County and provides VRE service only

CROSSINGS 

Proposed new DC2RVA service at Fredericksburg Station: Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) 

The other station in this alternative area is located in Spotsylvania County and provides VRE service only 

Improvements to major rail bridge over the Rappahannock River 

Table 2-6: Fredericksburg Area Build Alternative 3C 

TRACK 

Existing two-track corridor through the city would be maintained, with some track shifts to improve speed 

New two-track bypass would be constructed east of the city 

 Would serve all freight rail as well as some or all of Interstate Corridor (SEHSR) and Amtrak Interstate Corridor 

(Carolinian), Long Distance, and Auto Train passenger trains 

 Would require new right-of-way 

Construction of one additional track, with some track shifts to improve speed, north and south of the bypass 

Track maximum authorized speed: ≤ 79 mph 

STATIONS 

Improvements to Fredericksburg station would include a new station building, side platform improvements, and a new parking 

structure (Figure 2-26) 

Proposed new DC2RVA service at Fredericksburg Station: Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) 

The other station in this alternative area is located in Spotsylvania County and provides VRE service only

CROSSINGS 

Public roadway crossings along existing Dahlgren Spur would remain at-grade, with safety improvements 

All new public roadway crossings on the bypass would be grade-separated 

All other public roadway crossings would remain at-grade, with safety improvements 

Improvements to major rail bridge over the Rappahannock River 

2.2.2.4 Build Alternatives in Area 4: Central Virginia 

There is one Build Alternative in Area 4, which is described in Table 2-7. Build Alternative 4A is 

shown in Figure 2-8. Based on geography throughout this area, this section is most suitable for 

higher speed passenger rail service, and therefore provides the greatest contiguous section along 

the DC2RVA corridor with a maximum authorized speed up to 90 mph. There are no stations 

within this alternative area. 

Table 2-7: Central Virginia area Build Alternative: 4A 

TRACK 

One main track would be added, with track shifts to improve speed 

Improvements are generally within existing right-of-way 

Supports expanded intercity passenger service (all types) and CSXT freight service 

Track maximum authorized speed: ≤ 90 mph 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-12 Transportation Technical Report 

Table 2-7: Central Virginia area Build Alternative: 4A 

STATIONS 

No stations within the area 

Would not preclude the development of a proposed future station at Carmel Church (not included as part of this study) 

CROSSINGS 

Close one existing public roadway crossing (Colemans Mill Road); no grade separations of at-grade crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Multiple crossings of small waterways and wetlands 

2.2.2.5 Build Alternatives in Area 5: Ashland 

There are seven Build Alternatives in Area 5, which are described in Table 2-8 through Table 2-

11 below. Build Alternative 5A, 5A–Ashcake, 5B, 5B–Ashcake, 5C, 5C–Ashcake, and 5D–Ashcake 

are shown in Figure 2-9, Figure 2-10, Figure 2-11, Figure 2-12, Figure 2-13, Figure 2-14, and Figure 

2-15, respectively. 

The Ashland Build Alternatives include different station locations: either maintaining the station 

at the existing downtown station with improvements (Build Alternatives 5A, 5B, and 5C) or 

relocating the station to south of Ashcake Road (all Build Alternatives with “–Ashcake” in their 

name). The Build Alternatives with the same letter, with and without the “–Ashcake” 

designation, are otherwise similar in terms rail alignment through Ashland and identical north 

and south of Town. For ease of comparison, they are presented together in the tables below. 

Due to constraints of the geography through this location, the maximum authorized speed in this 

section is designed for 79 mph where feasible, with an existing 35 mph municipal slow order 

through the Town of Ashland. 

Table 2-8: Ashland Area Build Alternatives: 5A and 5A–Ashcake 

TRACK 

Both alternatives would maintain two existing tracks (no construction of new track/no additional rail capacity) within Ashland 

Both alternatives would construct one additional track, with some track shifts to improve speed, north and south of the town 

All rail improvements are generally within existing right-of-way 

STATIONS 

Both alternatives would provide Northeast Regional (SEHSR and Virginia) service at different station locations: 

 5A: Would maintain existing station location with improvements, including 850-foot platforms, which would require closure 

of the existing roadway crossing at College Avenue; use of shorter, 350-foot platforms is an option to minimize impacts 

(Figure 2-28 A & B)

 5A–Ashcake: Would close the existing station location and relocate service to a new the station south of Ashcake Road 

(Figure 2-29)

CROSSINGS 

Both alternatives include the grade separation of two existing at-grade roadway crossings in Ashland: West Vaughan Road and 

Ashcake Road 

All other existing public roadway crossings would remain at-grade, with safety improvements 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-13 Transportation Technical Report 

Table 2-9: Ashland Area Build Alternatives: 5B and 5B–Ashcake 

TRACK 

Both alternatives would maintain two existing tracks and construct one additional track east of the existing tracks within Ashland 

 The addition of a third track through town would require closure of a short portion of Railroad Avenue/Center Street 

 New right-of-way would be required for rail improvements within the town 

Both alternatives would construct one additional track, with some track shifts to improve speed, north and south of the town 

 Rail improvements north and south of the town are generally within existing right-of-way 

STATIONS 

Both alternatives would provide Northeast Regional (SEHSR and Virginia), with different station locations: 

 5B: Would maintain existing station location with improvements, including 850-foot platforms, which requires closure of 

the existing roadway crossing at College Avenue; use of shorter, 350-foot platforms is an option to minimize impacts (Figure 

2-30 A & B)

 5B–Ashcake: Would close the existing station location and relocate service to a new the station south of Ashcake Road 

(Figure 2-29)

CROSSINGS 

Both alternatives include the grade separation of two existing at-grade roadway crossings in Ashland: West Vaughan Road and 

Ashcake Road 

All other existing public roadway crossings would remain at-grade, with safety improvements 

Table 2-10: Ashland Area Build Alternatives: 5C and 5C–Ashcake 

TRACK 

Both alternatives would construct a two-track bypass, west of Ashland, to serve all freight rail as well as all Interstate 

Corridor (SEHSR) and Amtrak Interstate Corridor (Carolinian), Long Distance, and Auto Train passenger trains 

 New right-of-way would be required on bypass alignment 

Both alternatives would maintain the existing two-track corridor through town 

 No additional right-of-way needed in town 

Both alternatives would construct one additional track, with some track shifts to improve speed, north and south of 

thebypass 

 Rail improvements north and south of the town are generally within existing right-of-way 

STATIONS 

Both alternatives would provide Northeast Regional (SEHSR and Virginia) service at different station locations: 

 5C: Would maintain existing station location with improvements, including 850-foot platforms, which requires closure of 

the existing roadway crossing at College Avenue; use of shorter, 350-foot platforms is an option to minimize impacts (Figure 

2-28 A & B) 

 5C–Ashcake: Would close the existing station location and relocate service to a new the station south of Ashcake Road 

(Figure 2-29)

CROSSINGS 

All new roadway crossings on the bypass would be grade-separated 

All existing public roadway crossings within town would remain at-grade, with safety improvements 

Table 2-11: Ashland Area Build Alternatives: 5D–Ashcake 

TRACK 

One additional main line track, with centering of all main line tracks on the existing alignment, would be constructed through 

the entire area, which generally requires additional railroad right-of-way, especially within the town of Ashland 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-14 Transportation Technical Report 

Table 2-11: Ashland Area Build Alternatives: 5D–Ashcake 

 The addition of a third track through town would require closure of a short portion of Railroad Avenue/Center Street 

STATIONS 

This rail alignment would require removal of the existing station building and platforms, resulting in the relocation of service 

to a new station south of Ashcake Road, to provide Northeast Regional (SEHSR and Virginia) service (Figure 2-29)

CROSSINGS 

Includes the grade separation of two existing at-grade roadway crossings in Ashland: West Vaughan Road and Ashcake Road 

All other existing public roadway crossings within town would remain at-grade, with safety improvements 

2.2.2.6 Build Alternatives in Area 6: Richmond 

There are eight Build Alternatives in Area 6. All Build Alternatives generally add one main track 

(though they vary whether they use the A-Line or S-Line through the city), and they vary in whether 

they consolidate passenger train service to a single station (including two potential new stations at 

Boulevard Station or Broad Street Station) or provide combinations of service at two stations. There 

are no changes to CSXT freight service routes due to proposed changes to passenger train routes as 

part of the DC2RVA Project. The Amtrak Auto Train does not stop in Richmond. 

Five of the Richmond area Build Alternatives are single-station alternatives, which are presented 

in Table 2-12 through Table 2-16. The single station alternatives are Build Alternative 6A, 6B–ALine, 6B–S-Line, 6C, and 6D, which are shown in Figure 2-16, Figure 2-17, Figure 2-18, Figure 2-

19, and Figure 2-20, respectively. All single-station alternatives consolidate Northeast Regional 

(SEHSR) and Interstate Corridor (SEHSR) service, as well as all Amtrak Long Distance, Interstate 

Corridor (Carolinian), and Northeast Regional (Virginia) service, to one station. 

Three of the Richmond area Build Alternatives are two-station alternatives, which are presented 

in Table 2-17 through Table 2-19. All two station alternatives use the existing Staples Mill Road 

and Main Street Stations. The two station Build Alternatives are Build Alternatives 6E, 6F, and 

6G, which are shown in Figure 2-21, Figure 2-22, and Figure 2-23, respectively. All two-station 

alternatives provide Northeast Regional (SEHSR) and Interstate Corridor (SEHSR) service to at 

least one station, and serves Amtrak Long Distance, Interstate Corridor (Carolinian), and 

Northeast Regional (Virginia) to one or both stations. 

Table 2-12: Richmond Single Station Build Alternative: 6A (Staples Mill Road Station Only) 

TRACK 

One main track would be added along portions of RF&P (north of Richmond) and A-Line (through Richmond), with track shifts 

to improve speed

STATIONS 

Existing Main Street Station would be closed to passenger rail service, and all service consolidated at Staples Mill Road Station 

Staples Mill Road Station would be improved and becomes the one passenger rail station to serve Richmond (Figure 2-31)

 Does not meet FRA requirement for CBD location 

 Would be served by all passenger trains, including new proposed Interstate Corridor (SEHSR) and Northeast Regional (SEHSR)service 

Freight and passenger rail service operating together on the A-Line, CSXT’s principal freight corridor, would increase rail 

congestion/delay 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-15 Transportation Technical Report 

Table 2-12: Richmond Single Station Build Alternative: 6A (Staples Mill Road Station Only) 

CROSSINGS 

Close four existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-13: Richmond Single Station Build Alternative: 6B–A-Line (Boulevard Station Only) 

TRACK 

One of two Boulevard Station-Only alternatives in Area 6 

One main track would be added along portions of existing RF&P (north of Richmond) and A-Line (through Richmond), with 

track shifts to improve speed 

Elevated loop track at new station 

STATIONS 

Main Street and Staples Mill Road stations would be closed to passenger rail service and all service relocated and consolidated 

to a new station at Boulevard Road 

New Boulevard Road Station would be the one passenger rail station to serve Richmond (Figure 2-32) 

 May not meet FRA requirement for CBD location 

 Would be served by all passenger trains, including new proposed Interstate Corridor (SEHSR) and Northeast Regional (SEHSR)service 

Freight and passenger rail service operating together on the A-Line, CSXT’s principal freight corridor, would increase rail 

congestion/delay 

CROSSINGS 

Close four existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-14: Richmond Single Station Build Alternative: 6B–S-Line (Boulevard Station Only) 

TRACK 

Second of two Boulevard Station-Only alternatives in Area 6 

One main track would be added along portions of existing RF&P (north of Richmond) and S-Line (through Richmond), with 

track shifts to improve speed 

STATIONS 

Existing Main Street and Staples Mill Road stations would be closed to passenger rail service and all service relocated and 

consolidated to a new station at Boulevard Road 

New Boulevard Road Station would be the one passenger rail station to serve Richmond (Figure 2-32)

 May not meet FRA requirement for CBD location 

 Would be served by all passenger trains, including new proposed Interstate Corridor (SEHSR) and Northeast Regional (SEHSR)service 

Locating all passenger train service (except Auto Train, which does not stop in Richmond) to S-Line, separate from CSXT’s 

principal freight corridor through Richmond (the A-Line), would reduce rail congestion/delay 

CROSSINGS 

Close five existing public roadway crossings; grade separate four at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-16 Transportation Technical Report 

Table 2-15: Richmond Single Station Build Alternative: 6C (Broad Street Station Only) 

TRACK 

One main track would be added along portions of existing RF&P (north Richmond) and A-Line (through Richmond), with 

track shifts to improve speed 

At-grade loop track at new station 

STATIONS 

Existing Main Street and Staples Mill Road stations would be closed to passenger rail service 

New Broad Street Station would be the one passenger rail station to serve Richmond (Figure 2-33)

 May not meet FRA requirement for CBD location 

 Would be served by all passenger trains, including new proposed Interstate Corridor (SEHSR) and Northeast Regional (SEHSR)service 

Freight and passenger rail service operating together on the A-Line, CSXT’s principal freight corridor, would increase rail 

congestion/delay 

CROSSINGS 

Station location would require two new at-grade crossings on West Leigh Street adjacent to proposed station, which would 

require a variance from state code and/or coordination with VDOT 

Close four existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-16: Richmond Single Station Build Alternative: 6D (Broad Street Station Only) 

TRACK 

One main track would be added along portions of existing RF&P (north of Richmond) and S-Line (through Richmond), with 

track shifts to improve speed 

STATIONS 

Existing Staples Mill Road Station would be closed to passenger rail service and all service consolidated at Main Street Station 

Main Street Station would be improved and be the one passenger rail station to serve Richmond (Figure 2-34)

 Meets FRA requirement for CBD location 

 Would be served by all passenger trains, including new proposed Interstate Corridor (SEHSR) and Northeast Regional (SEHSR)service 

 Potential increases in passenger and freight delay may occur as proximity to I-95 prevents adding sufficient station platforms 

/ track on the west side of the station 

Locating all passenger train service (except Auto Train, which does not stop in Richmond) to S-Line, separate from CSXT’s 

principal freight corridor through Richmond (the A-Line), would reduce rail congestion/delay 

CROSSINGS 

Close five existing public roadway crossings; grade separate three at-grade crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-17: Richmond Two Station Build Alternative: 6E (Split Service) 

TRACK 

One main track would be added along portions of existing RF&P (north of Richmond) and A-Line (through Richmond), with 

track shifts to improve speed 

STATIONS 

Both existing stations would remain operational. All passenger trains would serve Staples Mill Road Station; trains to and 

from Newport News would additionally serve Main Street Station. 

 Staples Mill Road Station would be expanded and would be served by all passenger trains that stop in Richmond, including 

new proposed Northeast Regional (SEHSR) to Norfolk and Interstate Corridor (SEHSR) trains (Figure 2-35)
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-17 Transportation Technical Report 

Table 2-17: Richmond Two Station Build Alternative: 6E (Split Service) 

 Main Street Station would have platform and parking improvements and would be served by all Northeast Regional (SEHSR 

and Virginia) passenger trains to Newport News (Figure 2-36)

Freight and passenger rail service operating together on the A-Line, CSXT’s principal freight corridor, would increase rail 

congestion/delay 

CROSSINGS 

Close four existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-18: Richmond Two Station Build Alternative: 6F (Full Service) 

TRACK 

One main track would be added along portions of existing RF&P (north of Richmond) and S-Line (through Richmond), with 

track shifts to improve speed 

STATIONS 

Both existing stations would remain operational, with all passenger trains serving both stations. 

 Both stations would be improved, including new/modified station buildings, platforms, and parking (Figure 2-37 and Figure 2-38) 

 Both stations would be served by all passenger trains that stop in Richmond, including new proposed Northeast Regional 

(SEHSR) and Interstate Corridor (SEHSR) service 

Locating all passenger train service (except Auto Train, which does not stop in Richmond) to S-Line, separate from CSXT’s 

principal freight corridor through Richmond (the A-Line), would reduce rail congestion/delay 

CROSSINGS 

Close five existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

Table 2-19: Richmond Two Station Build Alternative: 6G (Shared Service) 

TRACK 

One main track would be added along portions of existing RF&P (north of Richmond) and the S-Line (through Richmond), 

with track shifts to improve speed 

 The A-Line is used for service but does not require proposed track 

STATIONS 

Both existing stations would remain operational, with both stations being served by all new proposed SEHSR service and 

other Amtrak passenger train services to either one or both stations. 

 Both stations would be improved, including new/modified station buildings, platforms, and parking (Figure 2-39 and Figure 2-40)

 Both stations would be served by all Interstate Corridor (SEHSR) and Northeast Regional (SEHSR and Virginia) trains 

 Long Distance (Amtrak) and Interstate Corridor (Carolinian) would serve Staples Mill Station only 

Freight and passenger rail service operating together on the A-Line, CSXT’s principal freight corridor, would increase rail 

congestion/delay 

CROSSINGS 

Close five existing public roadway crossings; grade separate three at-grade roadway crossings 

All other public roadway crossings would remain at-grade, with safety improvements 

Major waterway crossing of James River 

 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-18 Transportation Technical Report 

Figure 2-3: Build Alternatives 1A, 1B, 1C 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-19 Transportation Technical Report 

Figure 2-4: Build Alternative 2A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-20 Transportation Technical Report 

Figure 2-5: Build Alternative 3A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-21 Transportation Technical Report 

Figure 2-6: Build Alternative 3B 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-22 Transportation Technical Report 

Figure 2-7: Build Alternative 3C 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-23 Transportation Technical Report 

Figure 2-8: Build Alternative 4A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-24 Transportation Technical Report 

Figure 2-9: Build Alternative 5A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-25 Transportation Technical Report 

Figure 2-10: Build Alternative 5A–Ashcake 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-26 Transportation Technical Report 

Figure 2-11: Build Alternative 5B 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-27 Transportation Technical Report 

Figure 2-12: Build Alternative 5B–Ashcake 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-28 Transportation Technical Report 

Figure 2-13: Build Alternative 5C 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-29 Transportation Technical Report 

Figure 2-14: Build Alternative 5C–Ashcake 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-30 Transportation Technical Report 

Figure 2-15: Build Alternative 5D–Ashcake 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-31 Transportation Technical Report 

Figure 2-16: Build Alternative 6A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-32 Transportation Technical Report 

Figure 2-17: Build Alternative 6B–A-Line 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-33 Transportation Technical Report 

Figure 2-18: Build Alternative 6B–S-Line 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-34 Transportation Technical Report 

Figure 2-19: Build Alternative 6C 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-35 Transportation Technical Report 

Figure 2-20: Build Alternative 6D 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-36 Transportation Technical Report 

Figure 2-21: Build Alternative 6E 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-37 Transportation Technical Report 

Figure 2-22: Build Alternative 6F 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-38 Transportation Technical Report 

Figure 2-23: Build Alternative 6G 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-39 Transportation Technical Report Figure 2-24: Alexandria Station Improvements for Build Alternative 2A
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-40 Transportation Technical Report Figure 2-25: Woodbridge Station Improvements for Build Alternative 2A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-41 Transportation Technical Report Figure 2-26: Fredericksburg Station Improvements for Build Alternatives 3A and 3C
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-42 Transportation Technical Report Figure 2-27 Fredericksburg Station Improvements for Build Alternative 3B
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-43 Transportation Technical Report Figure 2-28A: Ashland Station Improvements for Build Alternatives 5A and 5C (Two-Track/850-Foot Platforms) 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-44 Transportation Technical Report Figure 2-28B: Ashland Station Improvements for Build Alternatives 5A and 5C (Two-Track/350-Foot Platforms)
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-45 Transportation Technical Report Figure 2-29: Ashcake Station Improvements for Build Alternatives 5A–Ashcake, 5B–Ashcake, 5C–Ashcake, and 5D–Ashcake 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-46 Transportation Technical Report Figure 2-30A: Ashland Station Improvements for Build Alternative 5B (Three-Track/850-Foot Platforms) 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-47 Transportation Technical Report Figure 2-30B: Ashland Station Improvements for Build Alternative 5B (Three-Track/350-Foot Platforms)
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-48 Transportation Technical Report Figure 2-31: Staples Mill Road Station Improvements for Build Alternative 6A 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-49 Transportation Technical Report Figure 2-32: Boulevard Station Improvements for Build Alternatives 6B–A-Line and 6B–S-Line
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-50 Transportation Technical Report Figure 2-33: Broad Street Station Improvements for Build Alternative 6C
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-51 Transportation Technical Report Figure 2-34: Main Street Station Improvements for Build Alternative 6D
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-52 Transportation Technical Report Figure 2-35: Staples Mill Road Station Improvements for Build Alternative 6E
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-53 Transportation Technical Report Figure 2-36: Main Street Station Improvements for Build Alternative 6E
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-54 Transportation Technical Report Figure 2-37: Staples Mill Road Station Improvements for Build Alternative 6F
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-55 Transportation Technical Report Figure 2-38: Main Street Station Improvements for Build Alternative 6F
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-56 Transportation Technical Report Figure 2-39: Staples Mill Road Station Improvements for Build Alternative 6G 
PROJECT OVERVIEW 

D.C. to Richmond Southeast High Speed Rail 2-57 Transportation Technical Report Figure 2-40: Main Street Station Improvements for Build Alternative 6G
D.C. to Richmond Southeast High Speed Rail 3-1 Transportation Technical Report 

AFFECTED ENVIRONMENT 

The existing transportation facilities in the DC2RVA corridor were evaluated at two geographic 

scales, as shown in Figure 3-1. The first scale is regional, focusing on the broader transportation 

network and transportation modes that provide the overall context for the existing railroad 

service as well as the proposed DC2RVA service. It includes portions of every county and city 

that the proposed service would traverse, and its extents include I-95 and Route 1, which run 

roughly parallel to the corridor, as well as their interchanges with other interstates and US routes 

and primary roadways in the region. The second scale is focused on a 1-mile-wide study area 

centered on the rail line (0.5 mile on either side of the track). The purpose of the two geographic 

scales is to enable the evaluation of potential effects of the DC2RVA Project at the appropriate 

level. For example, the regional scale data reflect larger trends due to regional growth or shifts 

in travel modes. The DC2RVA corridor scale data, however, reflects more localized influences 

on individual roadways; analysis at the DC2RVA corridor scale reflects the importance of 

connections in the transportation network across and on both sides of the DC2RVA corridor. The 

existing transportation environment is described in the following pages in the context of these 

two geographic scales. 

The terms “grade crossing” and “at-grade crossing” are often used interchangeably, both 

colloquially and within federal documentation, to refer to the intersection of a roadway and 

railroad at ground level (i.e., vehicles on the roadway travel across the railroad tracks; trains on 

the railroad tracks travel across the roadway travel lanes). The Draft EIS documentation, 

including this technical report, uses the term “at-grade crossing” to ensure a distinct and readily 

understandable difference from the term “grade-separated crossing.” 

3.1 REGIONAL SCALE 

3.1.1 Regional Roadway Network 

The DC2RVA corridor passes through nine counties and three cities from Arlington County, VA 

at the D.C. jurisdictional line to Chesterfield County, VA. Running roughly parallel to the 

railroad tracks over nearly the entire 123-mile stretch are I-95 and/or US Route 1. Through Fairfax 

County, I-95 has eight general purpose lanes, four northbound and four southbound, and three 

express high-occupancy vehicle (HOV) lanes. From Prince William County to Aquia Harbour in 

Stafford County, I-95 has six general purpose lanes, three northbound and three southbound, and 

two express (HOV) lanes. From Aquia Harbour through Chesterfield County, I-95 typically has 

six general purpose lanes, three northbound and three southbound. 

In Arlington County, US Route 1 is mainly a six-lane road, three northbound and three 

southbound. As it moves down into the city of Alexandria, it remains mostly six lanes and splits 

into two one-way roads, Henry Street (southbound) and Patrick Street (northbound), and 

3 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-2 Transportation Technical Report 

Figure 3-1: Transportation Analysis Scales 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-3 Transportation Technical Report 

merges together again at the Capital Beltway. At Buckman Road in Fairfax County, US Route 1 

becomes a four lane road, two northbound and two southbound lanes. It continues as a four 

lane road until it reaches the city of Richmond. In Richmond, US Route 1 becomes a six-lane 

road (three northbound and three southbound lanes) as it passes over I-64. It remains six lanes 

until it passes over Chippenham Parkway in Chesterfield County, where it once again becomes 

a four-lane road. 

Other interstate highways and major US and state routes in each county are summarized below: 

 Arlington County: I-395, George Washington Memorial Parkway 

 City of Alexandria: I-395, I-495, George Washington Memorial Parkway 

 Fairfax County: I-395, I-495, Franconia Springfield Parkway, Telegraph Road 

 Prince William County: Dumfries Road, Joplin Road 

 Stafford County: US 17, Route 3 

 City of Fredericksburg: US 17, Route 3 

 Spotsylvania County: US 17, Courthouse Road 

 Caroline County: US 301, Route 2, Route 30 

 Hanover County: I-295, US 33, US 360, Route 2 

 Henrico County: I-64, I-195, I-295, US 33, US 60, US 250, US 360 

 City of Richmond: I-64, I-195, US 33, US 60, US 250, US 360 

 Chesterfield County: I-295, US 60, US 360 

The roadways included in the defined DC2RVA regional area network consist of interstate 

highways, state primary roads, major secondary roads that connect interstate and state primary 

roadways, public roads that cross the existing and potential DC2RVA tracks, and the primary 

and secondary roads that connect these cross roads. Within the regional area as shown in Figure 

3-1, approximately 2,000 miles of these regional area network roads carry 79 million vehiclemiles1 each day in existing conditions. Within this same network, the I-95 facility includes 

approximately 280 roadway miles (including I-395) between Washington, D.C. and Richmond. 

In existing conditions, the I-95 facility carried approximately 38 million of the overall network’s 

79 million vehicle-miles. 

Table 3-1 summarizes the roadway system on a county-by-county basis at the regional scale, 

presenting total length of roadway miles by type of roadway and average daily traffic (ADT) on 

those facilities, in addition to the calculated vehicle miles that the roadways within each 

jurisdiction carry. When reviewing Table 3-1, it is important to note that VMT is calculated for 

individual roadway segments; i.e., the VMT shown for each County is the sum of the individual 

segments within the county (and not the calculation of county-wide ADT and length). 

Table 3-1: Regional Roadway Network: Existing conditions Daily Traffic 

City/County Directional 

Measure1

Interstate 

and US 

Routes 

State 

Primary 

Route 

State 

Secondary 

Route 

Urban 

Routes 

Total 

Arlington ADT 3,484,932 1,471,860 137,323 - 5,094,115 

Length 17.9 29.9 5.5 - 53.3 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-4 Transportation Technical Report 

Table 3-1: Regional Roadway Network: Existing conditions Daily Traffic 

City/County Directional 

Measure1

Interstate 

and US 

Routes 

State 

Primary 

Route 

State 

Secondary 

Route 

Urban 

Routes 

Total 

VMT 2,612,262 1,546,065 50,117 - 4,208,444 

Alexandria ADT 4,429,146 2,184,942 3,264 116,484 6,733,836 

Length 31.8 35.8 0.6 9.6 77.8 

VMT 3,948,393 1,079,649 2,017 92,377 5,122,436 

Fairfax ADT 8,925,306 1,220,430 2,287,758 6,732 12,440,226 

Length 79.9 63.8 51.1 0.3 195.1 

VMT 11,739,358 1,927,020 1,127,223 1,833 14,795,434 

Prince William ADT 4,202,502 1,032,138 998,519 734 6,233,893 

Length 66.8 16.2 39.8 1.5 124.3 

VMT 7,066,087 586,450 602,247 1,131 8,255,915 

Stafford ADT 2,707,488 409,836 262,201 - 3,379,525 

Length 63.7 25.1 70.6 - 159.4 

VMT 5,359,030 447,369 295,487 - 6,101,886 

Fredericksburg ADT 804,576 913,104 - 24,072 1,741,752 

Length 19.3 10.0 - 1.6 30.9 

VMT 911,434 351,615 - 9,644 1,272,693 

Spotsylvania ADT 1,916,682 240,006 100,001 - 2,256,689 

Length 58 11 26 - 95.0 

VMT 3,360,737 486,396 107,256 - 3,954,389 

Caroline ADT 753,372 186,762 51,407 - 991,541 

Length 77.1 45.6 80.5 - 203.2 

VMT 3,172,676 348,945 84,603 - 3,606,224 

Hanover ADT 3,368,917 220,912 151,735 21,349 3,762,913 

Length 100.4 26.5 58.9 5.7 191.5 

VMT 5,746,204 174,503 102,633 12,602 6,035,942 

Henrico ADT 8,698,325 1,297,369 1,542,852 - 11,538,546 

Length 222.5 78.5 74.1 - 375.1 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-5 Transportation Technical Report 

Table 3-1: Regional Roadway Network: Existing conditions Daily Traffic 

City/County Directional 

Measure1

Interstate 

and US 

Routes 

State 

Primary 

Route 

State 

Secondary 

Route 

Urban 

Routes 

Total 

VMT 9,360,405 1,010,272 1,180,790 - 11,551,467 

Richmond ADT 6,857,644 2,734,008 - 860,472 10,452,124 

Length 101 82 - 52 235.0 

VMT 4,504,821 1,939,012 - 501,262 6,945,095 

Chesterfield ADT 1,707,990 2,833,631 213,649 - 4,755,270 

Length 55.9 106.1 14.8 - 176.8 

VMT 3,034,399 4,005,856 106,099 - 7,146,354 

Total ADT 47,856,880 14,744,998 5,748,709 1,029,843 69,380,430 

Length 894.3 530.5 421.9 70.7 1,918.4 

VMT 60,815,806 13,903,152 3,658,472 618,849 78,996,279 

Source of ADT and Length Data: VDOT, GIS online database for Annual Average Daily Traffic with Vehicle Classification for 2014. Accessed

January 2016. 

1. ADT = Average Daily Traffic; VMT = Vehicle Miles Traveled; calculated for individual roadway sections. VMT is calculated for individual 

roadway sections, which is required due to the range of section ADT and differing section lengths. The VMT shown for each County is the

sum of the products of the individual sections within the county (i.e., not the calculation of County-wide ADT and length). 

3.1.2 Regional Rail Network 

The DC2RVA corridor is a shared use corridor, with freight trains (operated by CSXT and Norfolk 

Southern railways), intercity passenger trains (operated by Amtrak), and local commuter trains 

(operated by Virginia Railway Express) commingled on the same tracks. These uses within the 

DC2RVA corridor and their operations are summarized below; refer to the Alternatives Technical 

Report (Appendix A of the Draft EIS) for full details. 

CSX Transportation. CSXT, the principal operating subsidiary of CSX Corporation, is the track 

owner and operator of the DC2RVA corridor. CSXT owns 761 miles of railroad in Virginia 

(roughly 25 percent of Virginia’s total rail network) and has operating rights via lease or trackage 

rights over an additional 293 miles in the state. CSXT’s Richmond, Fredericksburg, and Potomac 

(RF&P) Subdivision between Washington, D.C. and Richmond makes up most of the DC2RVA 

corridor. 

The DC2RVA Project limits include components of three critical rail corridors in the larger CSXT 

freight rail network: 

 I-95 Freight Rail Corridor. The I-95 Freight Rail Corridor is a 1,400-mile-long rail line 

running the length of the eastern seaboard between New York and Miami, FL, that 

roughly parallels I-95 and serves many urban, port, industrial, and rural areas along the 

eastern seaboard, and includes the RF&P Subdivision. 

 National Gateway. The National Gateway is a public-private partnership to improve the 

transportation of shipping containers to population centers in the Midwestern United 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-6 Transportation Technical Report 

States. Projects to upgrade three rail corridors are part of the initiative, including the 

Virginia Avenue Tunnel clearance improvement project in Washington, D.C. 

 Coal Network. In Richmond, the DC2RVA Project area includes a small component of the 

CSXT Peninsula Subdivision east to Beulah, which is part of CSXT’s Coal Network that 

connects coal mines in the Appalachian Mountains to electric power generating stations 

and export coal docks. 

Norfolk Southern (NS) Railway. NS operates approximately 20,000 route-miles in 22 states 

and Washington, D.C., serves every major container port in the eastern United States, and 

provides connections to other rail carriers. NS owns 1,897 route-miles in Virginia (approximately 

60 percent of Virginia’s total rail network), including a rail line from Manassas that connects to 

the DC2RVA corridor in Alexandria. Additionally, NS has trackage rights from Alexandria north 

to Washington, D.C. on the DC2RVA corridor. 

Amtrak. Amtrak operates intercity passenger rail service throughout the United States and 

generally operates over the tracks of the private freight railroads. Amtrak operates 24 daily trains 

and two tri-weekly trains in Virginia. Operations are more frequent north of Alexandria, where 

Amtrak passenger trains, using an NS rail line from Lynchburg and Manassas, VA, join the 

DC2RVA corridor for trips north to Washington Union Station. 

The four types of passenger train serve that Amtrak operates in the DC2RVA corridor are 

summarized below (see Chapter 2 for full details): 

 Northeast Regional (Virginia) Amtrak service provides regional passenger rail service 

along the length of the Northeast Corridor from Boston and New York and continues 

south to serve routes in Virginia. Trains make local station stops. 

 Interstate Corridor (Carolinian) Amtrak operates between New York and North Carolina 

(one single daily round trip) through Virginia, making fewer stops in the DC2RVA 

corridor than the Northeast Regional service. 

 Long Distance Amtrak service operates from New York and continues through 

Washington, D.C. and Virginia to other out-of-state locations. Long distance trains serve 

the fewest of Amtrak station stops within the DC2RVA corridor. 

 Auto Train Amtrak service operates as a daily nonstop, overnight train between dedicated 

station facilities in Lorton, VA and Florida, and carries passengers and their automobiles. 

In existing conditions (2015), Amtrak operates an average of 20 passenger trains per day between 

Washington and Richmond (10 round trips), including 8 long distance trains (4 round trips), 10 

Northeast Regional (Virginia) state supported regional trains (5 round trip trains supported by 

Virginia), 2 Interstate Corridor (Carolinian) state supported trains (1 round trip train supported 

by North Carolina), and Amtrak’s Auto Train (1 round trip) which operates between Lorton, VA 

and Sanford, FL. 

Virginia Railway Express. VRE is a transportation partnership of the Northern Virginia 

Transportation Commission (NVTC) and the Potomac & Rappahannock Transportation 

Commission (PRTC) and has been providing commuter rail service to the residents of Northern 

Virginia since 1992. VRE commuter trains operate on two lines, the Fredericksburg Line and the 

Manassas Line, that join at Alexandria and continue into Washington Union Station. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-7 Transportation Technical Report 

VRE trains operate Monday-Friday only, with most trips timed to bring passengers to 

Washington, D.C. for work in the morning and from Washington, D.C. back home in the evening. 

As of 2015, operations on each line are as follows: 

 Fredericksburg Line: Eight weekday-only revenue2 round trips between Washington, D.C. 

and Spotsylvania (60 miles). 

 Manassas Line: Eight weekday-only revenue round trips and one weekday-only nonrevenue round trip between Washington, D.C. and Broad Run/Airport Station (36 miles), 

operating in the DC2RVA corridor between Washington, D.C. and AF interlocking in 

Alexandria (9 miles). VRE operates one of its Manassas Line daily round trips as a midday train, and a second daily round trip as reverse-peak southbound in the morning and 

northbound in the evening. 

3.1.3 Stations within the DC2RVA Corridor 

3.1.3.1 Station Location, Service, and Connections 

Amtrak and VRE stations that currently serve the DC2RVA corridor are summarized in Table 3-

2 below and are included in Figure 3-2. Full details of these stations are provided in the 

Alternatives Technical Report (Appendix A of the Draft EIS). 

Table 3-2: Amtrak and VRE Stations in the DC2RVA Corridor

City/County Station 

Name 

Amtrak 

Service 

VRE 

Service 

Nearest Major Highway Transit Connections 

Arlington Crystal City X 0.35 mile to US Route 1 

0.5 mile to I-395 

1 mile to George Washington 

Memorial Parkway 

VRE Fredericksburg and 

Manassas Lines 

Metrorail Blue and Yellow Lines 

(nearby) 

Metrobus, ART, Fairfax 

Connector, PRTC OmniRide 

buses 

Alexandria Alexandria X X Less than 2 miles to I-95/I-495 VRE Fredericksburg and 

Manassas Lines 

Metrorail Blue and Yellow Lines 

(nearby) 

Metrobus, Dash, King St. Trolley, 

Richmond Highway Express 

Buses 

Fairfax FranconiaSpringfield  X 0.75 mile to I-95 

2 miles to US Route 1 

On Franconia Springfield Parkway 

VRE Fredericksburg Line 

Metrorail Blue Line 

Metrobus, Fairfax Connector, 

PRTC OmniRide buses 

Greyhound intercity bus 

Lorton (VRE) X 1 mile to US Route 1 

1.5 miles to I-95 

VRE Fredericksburg Line 

Fairfax Connector bus 

Vamoose intercity bus 

Lorton Auto 

Train 

X 0.13 mile to I-95 

1 mile to US Route 1 

None 
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D.C. to Richmond Southeast High Speed Rail 3-8 Transportation Technical Report 

Table 3-2: Amtrak and VRE Stations in the DC2RVA Corridor

City/County Station 

Name 

Amtrak 

Service 

VRE 

Service 

Nearest Major Highway Transit Connections 

Prince William Woodbridge X X Adjacent to US Route 1 

Less than 3 miles to I-95 

VRE Fredericksburg Line 

PRTC OmniRide, OmniLink and 

Prince William Metro Direct 

buses 

Greyhound intercity bus 

Rippon X 2 miles to US Route 1 

4 miles to I-95 

VRE Fredericksburg Line 

Potomac 

Shores 

 X 3 miles to US Route 1 

4.5 miles to I-95 

VRE Fredericksburg Line (station 

planned to open in 2018; not 

shown in Figure 3-2)

Quantico X X 5 miles to I-95 

3 miles to US Route 1 

VRE Fredericksburg Line 

PRTC OmniLink bus 

Stafford Brooke X 4 miles to US Route 1 

4.5 miles to I-95 

VRE Fredericksburg Line 

Leeland Road X Less than 2 miles to US Route 1 

4 miles to I-95 

VRE Fredericksburg Line 

Fredericksburg Fredericksburg X X 1 mile to VA Route 3 

Less than 2 miles to US Route 1 

3 miles from I-95 

VRE Fredericksburg Line 

Fredericksburg Transit (FRED) 

bus 

Spotsylvania Spotsylvania X 3.6 miles to US Route 1 

4.3 miles to I-95 

VRE Fredericksburg Line 

Hanover Ashland X 2 miles to I-95 None 

Henrico Staples Mill 

Road 

X 2 miles to I-64 

2.6 miles to US Route 1 

5 miles to I-95 

GRTC bus 

Richmond Main Street 

Station 

X 0.6 mile to I-95 GRTC bus, Megabus intercity 

bus 

Note: While rail service extends to Union Station and L’Enfant Plaza Station in Washington, D.C., the data in this table are for current (existing 

and under construction) stations that are located within the DC2RVA corridor in Virginia. 

3.1.3.2 Parking at Stations Served by Amtrak in the DC2RVA Corridor 

Parking that is currently provided at each station in the DC2RVA corridor served by Amtrak is 

summarized in Table 3-3 below. Typically, long-term parking spaces are daily and/or overnight 

spaces, and short-term spaces have hourly limits. Most of the parking spaces provided in the 

corridor are free for riders, unless otherwise noted; the exceptions are the long-term parking 

provided at the Main Street and Staples Mill Road stations in Richmond. 

Table 3-3: Existing Parking Inventory by Amtrak Station 

Amtrak Station 

Name 

Number of Spaces1 Facilities Notes 

Alexandria 25 Short-Term 

25 Long-Term 

Surface parking lot. 

General parking available in city of Alexandria (public parking 

garages, street parking, etc.). 

Lorton Auto Train 20 Short-Term Surface parking lot. 
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D.C. to Richmond Southeast High Speed Rail 3-9 Transportation Technical Report 

Table 3-3: Existing Parking Inventory by Amtrak Station 

Amtrak Station 

Name 

Number of Spaces1 Facilities Notes 

0 Long-Term Additional ADA-accessible dedicated spaces available. 

Woodbridge 150 Ground Level Lot 

738 Parking Garage 

Short- and Long-Term spaces are combined. 

Parking facilities estimated at 65% capacity. 

Quantico 210 Short-Term 

60 Long-Term 

Surface parking lot. 

Additional ADA-accessible dedicated spaces available. 

Parking facilities estimated at 70% capacity. 

Bicycle racks are provided. 

Fredericksburg 810 Total 

684 VRE Only 

124 City Resident Only 

Surface parking lots located near the station. 

Additional ADA-accessible dedicated spaces and motorcycle 

parking available. 

Parking facilities estimated at 47% capacity. 

Ashland 0 No dedicated parking lot. General parking available throughout 

the Town (parallel parking on streets, etc.). 

Staples Mill Road 20 Short-Term (1-3 hours free) 

288 Long-Term (Paid) 

Pre-paid parking via third party vendor required. 

Parking provided in surface parking lots. 

Additional ADA-accessible dedicated spaces available. 

DRPT has acquired 4.95 acres for development as additional 

parking accommodations; the project is still in the planning stage, 

and a timeframe for availability of the increased parking is 

unknown. 

Main Street 30 Long-Term (Paid) 

First 30 minutes Free 

Parking provided in surface parking lots. 

1. Inventory as of July 2016 

3.1.4 Other Regional Transportation Facilities 

In addition to the stations that specifically serve the DC2RVA corridor, various other 

transportation facilities that connect to and through the DC2RVA corridor as summarized below. 

Existing Public Transit. 

 The following public transit systems serve the DC2RVA corridor (more detail on these 

transit systems is included in the County-by-County discussion): 

 WMATA Metrorail and Metrobus serving Washington, D.C. and Northern Virginia 

 Arlington Transit (ART) serving Arlington County, VA 

 Alexandria Transit Company (ATC) DASH system serving connection to Metrobus, 

Metrorail, VRE, and other local bus routes in Alexandria, VA 

 Fairfax Connector Bus serving routes connecting to Fairfax County, VA 

 OmniRide and OmniLink (Potomac and Rappahannock Transportation Commission 

(PRTC)) serving Prince William, Stafford, and Spotsylvania Counties and the city of 

Fredericksburg 

 Fredericksburg Regional Transit (FRED) serving the city of Fredericksburg and 

connecting to Stafford, Spotsylvania, and Caroline Counties 

 GRTC (Greater Richmond Transit Company) Transit System serving the city of Richmond 

and Henrico County and connecting to Chesterfield County 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-10 Transportation Technical Report 

Figure 3-2: Airports and Train Station in Project Corridor 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-11 Transportation Technical Report 

Washington D.C. and Northern Virginia: 

WMATA: Metrobus is the Washington D.C. regional bus system, operated by the Washington 

Metropolitan Area Transit Authority (WMATA). Metrobus operates 325 routes and provides 

more than 400,000 weekday trips to 11,500 bus stops in the District of Columbia, Maryland, and 

Virginia. Metrorail is the Washington D.C. regional rail system, operated by WMATA. Metrorail 

serves 91 stations connecting Virginia, Maryland, and the District of Columbia and has 117 miles 

of track. The daily ridership is 700,000. Metrobus and Metrorail serve a population of 

approximately 4 million within a 1,500-square mile jurisdiction. Metro’s paratransit service, 

MetroAccess, provides about 2.3 million trips per year. 

Virginia Railway Express: Virginia Railway Express (VRE) provides commuter rail service on two 

railroad lines in Fredericksburg and Manassas, Virginia, terminating at Union Station, 

Washington, DC. VRE is jointly owned and operated by the Northern Virginia Transportation 

Commission (NVTC) and the Potomac and Rappahannock Transportation Commission (PRTC), 

collectively referred to as “the Commissions.” During fiscal year 2015, VRE operated 32 trains 

and served an average daily ridership of 18,547, based on 249 service days. 

Arlington County: Arlington Transit (ART), operated by Arlington County, provides local bus 

service to supplement Metrobus with cross-county routes and neighborhood connections to 

Metrorail stations. ART operates 16 local bus fixed routes with 15 to 30 minute headways. The 

average weekday ridership was 10,074 between April and June 2015. ART also provides 

Specialized Transit for Arlington Residents (STAR), a regional paratransit service that provides 

curb-to-curb shared-ride alternative to MetroAccess. STAR’s ridership for fiscal year 2015 was 

85,429. 

City of Alexandria: The Alexandria Transit Company’s (ATC) DASH system provides 

connections to Metrobus, Metrorail, VRE and local bus systems. DASH operates 13 local fixed 

routes during morning and evening peak periods. Ridership for December 2015 was 319,646. 

DOT is Alexandria’s on-demand paratransit service. 

Fairfax County: The Fairfax Connector Bus, operated by MV Transit, provides bus service 

throughout Fairfax County. The Fairfax Connector operates 85 routes in Alexandria, Annandale, 

Burke, Centreville, Chantilly, Fairfax, Falls Church, Fort Belvoir, Herndon, Lorton, McLean, 

Mount Vernon, Pentagon, Reston, Springfield, Tysons, and Vienna. Headways during the a.m. 

and p.m. peak are approximately 10 to 30 minutes. FASTRAN is the paratransit service for Fairfax 

County. 

Prince William County: PRTC is a multi-jurisdictional agency representing Prince William, 

Stafford and Spotsylvania Counties and the Cities of Manassas Park and Fredericksburg. PRTC 

provides the OmniRide and Metro Direct commuter bus services along the I-95 and I-66 corridors 

to points north, and the OmniLink and Cross County Connector local bus services in Prince 

William County and the cities of Manassas and Manassas Park. OmniRide provides weekday 

service to destinations that include the Pentagon, Crystal City, Rosslyn / Ballston, downtown 

Washington, D.C., Capitol Hill, the Washington Navy Yard, and Tysons Corner. Metro Direct 

buses provide weekday connecting service to Franconia Springfield and Tysons Corner Metrorail 

stations. OmniLink provides demand responsive bus service in eastern Prince William County 

and the Manassas area. OmniLink can be rerouted to serve locations up to 3⁄4 mile off the route. 

The Cross County Connector busses connect eastern Prince William and Manassas area, via the 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-12 Transportation Technical Report 

Prince William Parkway. In fiscal year 2013, PRTC had more than 135 buses with a ridership of 

3.2 million. PRTC also offers OmniMatch, a free ridesharing service. 

City of Fredericksburg, Stafford County, Spotsylvania County, and Caroline County:

Fredericksburg Regional Transit (FRED) provides bus service in the city of Fredericksburg, 

Stafford, Spotsylvania, and Caroline Counties. FRED operates 20 routes, on weekdays and offers 

special limited late night service on Thursday, Friday, and all day Saturday and Sunday during 

the University of Mary Washington school year (late August through mid-May). The VRE feeder 

bus service provides service in the city and Spotsylvania County, and VDOT commuter shuttle 

in north Stafford County to the Fredericksburg and Spotsylvania VRE stations. Route C1/C2 

provides service to Caroline County. 

Hanover County: No public local transit service is provided in Hanover County. 

Henrico County, City of Richmond, and Chesterfield County: The GRTC Transit System, 

operated by the city of Richmond and Chesterfield County, provides fixed route bus service and 

curb-to-curb paratransit service in the Greater Richmond area. GRTC operates over 40 local bus 

routes within the city of Richmond and Henrico County. Five routes are provided between 

Downtown Richmond and Henrico County and eight routes provide access between Richmond 

and Chesterfield County. GRTC also operates express routes on weekdays, with an annual 

ridership of 230,000. 

Planned Transit Improvements. The below are known improvements that are occurring or 

would occur within the DC2RVA Project timeline, and are included in the regional rail modeling 

that was developed as part of the Project. 

DDOT D.C. Streetcar—In February 2016, DDOT opened the 2.4-mile H Street/Benning Road 

Streetcar Line. The streetcar line connects Union Station with neighborhoods in Northeast 

Washington, D.C. Plans exist to extend the current line toward downtown Washington, and 

construct a larger system of streetcar lines to serve areas without access to the Washington Metro. 

WMATA Silver Line Phase II—The Washington region’s Metrorail system expanded to include 

the first phase of the Silver Line in 2014, connecting Tysons, VA to the wider Metro system serving 

the Greater Washington area. The Washington Metropolitan Area Transit Authority (WMATA), 

in partnership with Metropolitan Washington Airports Authority (MWAA), is presently 

constructing an additional 11.5-mile extension with six stations, including one planned to serve 

Washington Dulles International Airport. Phase II of the Silver Line is expected to be complete 

by 2020. 

Crystal City BRT/Streetcar Corridor (Metroway)—In August 2014, WMATA launched 

Metroway, a bus rapid transit line connecting Crystal City in Arlington, with Potomac Yards and 

Braddock Road in Alexandria, VA. The line parallels US Route 1, and consists of separated 

busways to speed bus travel and reduce congestion. The separated busways were designed with 

provisions for conversion to a light rail or streetcar right-of-way in the future. 

GRTC Broad Street BRT (The Pulse) —The GRTC Transit System (GRTC) is implementing a bus 

rapid transit (BRT) system along Broad Street in Richmond and western Henrico County. The 

BRT line, branded “The Pulse,” completed an Environmental Assessment in 2014. GRTC received 

a US Department of Transportation TIGER (Transportation Investment Generating Economic 

Recovery) grant award of $24.9 million for the construction of The Pulse, and has received 

additional funding from VDOT and DRPT to implement the project. The Pulse would connect 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-13 Transportation Technical Report 

major employment centers in Henrico and downtown Richmond Main Street Station. GRTC is 

presently completing the final design and beginning construction for the facilities to support the 

BRT line. 

Aviation. (Airport locations are shown in Figure 3-2.) 

 Ronald Reagan Washington National Airport (Arlington, VA) 

 Richmond International Airport (Richmond, VA) 

Bicycle and Pedestrian Facilities On and/or Adjacent To Public Roadways 

 Potomac Yard Trail (Alexandria, VA) 

 Mount Vernon Trail (Northern Virginia) 

 Richmond Capital Trail (from Williamsburg, VA to Richmond, VA) 

 Cannon Creek Greenway (Richmond Henrico Turnpike in Richmond, VA) 

 Bike lanes (various streets in Richmond, VA and Alexandria, VA) 

 US Bike Routes 1 and 76 

 Ashland Trolley Line Trail 

3.1.5 Regional Highway-Rail Crossing Accident Data 

FRA data show that 96 percent of rail-related fatalities, most of which are considered preventable, 

are the result of accidents at highway-rail crossings and by vehicles trespassing onto the 

tracks3. Highway-rail accident data for public crossings was obtained from the FRA Office of 

Safety Analysis (OSA) online reporting databases (accessed July 2016 for the most recently 

available data for each report type). The data was reviewed for types of highway-rail crossing 

accidents4 as well as overall incident trends. The tables below present the data for total number 

of accidents for highway-rail incidents (Table 3-4 and Table 3-5). 

In the tables below, the highway-rail crossing accident data for specific counties within the 

DC2RVA corridor are reported and compared to all other counties within the state. If a DC2RVA 

county is not listed, no documented collisions in that county were reported during the reporting 

dates. All counties that have experienced highway-rail-related accidents but are not located in 

the DC2RVA corridor are grouped together as “Other Counties.” 

Throughout the Commonwealth of Virginia for the four-year period through the end of 2016, 

there were a total of 21 highway-rail accidents. Highway-rail accidents consist of an accident 

between a train and any type of motor vehicle at a public highway-rail crossing. Table 3-4 

provides the county-by-county breakdown of these accidents. 

In the DC2RVA corridor, seven public at-grade crossings had at least one accident in the fouryear period through the end of 2016, as reported in Table 3-5. All accidents involved a train 

striking a highway user, six of which were automobile vehicles and one of which was a 

motorcycle; one accident involved pedestrians and resulted in two fatalities. Seven of the eight 

total accidents occurred at crossings that have non-four-quadrant gates. Any discrepancies 

between the data in Table 3-4 and Table 3-5 are due to the use of different FRA Office of Safety 

Analysis data systems and their source data reporting time periods that were available. 
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D.C. to Richmond Southeast High Speed Rail 3-14 Transportation Technical Report 

Table 3-4: Highway-Rail Accidents at Public Crossings in Virginia 

County/ City Total Total Calendar Year (CY) Accidents % Change over Time Accidents Percent of Total CY 2013 CY 2014 CY 2015 CY 2016* CY 2013 to CY 2015 CY 2014 to CY 2015 CY 2015 to CY 2016 

Caroline 1 4.8 - - 1 - - - - 

Henrico 1 4.8 - 1 - - - - - 

Richmond 3 14.3 - 1 1 1 - - - 

Chesterfield 3 14.3 - - 3 - - - - 

Other Counties 13 61.8 1 6 3 3 - - - 

State Total 21 100 1 8 8 4 700 - -50.0 

Source: FRA OSA, Query Accident / Incident Trends—Highway-Rail Crossings. CY = Calendar Year 

*2016 accident data reported from FRA month-to-month for the CY. 

Table 3-5: Highway-Rail Accidents in DC2RVA Corridor, by Public Crossing 

Crossing City/County Total Year Warning 

Device Circumstance (User) User Injuries (Fatalities) 

Featherstone Road Prince William 1 2015 Four Quadrant 

Gates 

Train Struck Highway User 

(Auto) 1 (0) 

Myrtle Street Hanover 1 2012 Gates Train Struck Highway User 

(Auto) 1 (0) 

Hungary Road Henrico 1 2014 Gates Train Struck Highway User 

(Auto) 0 (0) 

Broad Rock 

Boulevard Richmond 2 

2015 Gates Train Struck Highway User 

(Pedestrian) 0 (2) 

2011 Gates Train Struck Highway User 

(Motorcycle) 1 (0) 

Terminal Avenue Richmond 1 2011 Gates Train Struck Highway User 

(Auto) 0 (0) 

Hospital Street / N 

7th Street Richmond 1 2015 Gates Train Struck Highway User 

(Auto) 0 (0) 

Bells Road Richmond 1 2014 Gates Train Struck Highway User 

(Auto) 0 (0) 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-15 Transportation Technical Report 

While a Corridor-Scale element, it is important to note that “Expected Accident Frequency” at 

existing at-grade highway-rail corridor crossings is one of the eleven thresholds for at-grade 

crossing elimination per FHWA’s Railroad-Highway Grade Crossing Handbook5 that was used while 

developing proposed crossing improvements as part of the Build Alternatives for the DC2RVA 

Project. Therefore, potential reductions for at-grade accidents are inherent in the Build 

Alternatives for the Project. 

3.1.6 Regional Plans (SYIP / TIP / County Planning Documents) 

The most recent version of the VDOT SYIP / TIP and the County plans were reviewed to identify 

planned transportation projects. In addition, safety improvements projects that are identified in 

the VDOT Highway Safety Improvement Program (HSIP) are included. 

SYIP / TIP: The VDOT Six-Year Improvement Program (SYIP) is a document that outlines 

planned spending for transportation projects proposed for construction development or study 

for the next six fiscal years. Also, the Statewide Transportation Improvement Program (STIP) is 

Virginia’s federally required four-year program that identifies the transportation projects that 

will utilize federal transportation funding or require approval from the FHWA or FTA. The STIP 

includes projects within each of the Metropolitan Planning Organizations (MPOs). The MPOs 

that are in the DC2RVA Project area are the National Capital Region, Fredericksburg, and 

Richmond. Both documents, the SYIP and the STIP, were reviewed in order to ensure that any 

funded projects that could affect the DC2RVA Project area are documented6. The SYIP also 

includes safety projects that are identified as part of the Highway Safety Improvement Program7

projects 

After reviewing the plans for each public crossing, there were 36 crossings that had a project listed 

in the SYIP and 11 of the projects at these crossings were also listed in the STIP. The county-bycounty and MPO-by-MPO distribution of these crossings for each program are as follows: 

 SYIP (Counties) STIP (MPOs) 

 Arlington County – 1 crossing National Capital Region – 5 crossings 

 City of Alexandria – 4 crossings Richmond – 6 crossings 

 Fairfax County – 2 crossings 

 Stafford County – 4 crossings 

 City of Fredericksburg – 1 crossing 

 Spotsylvania County – 1 crossing 

 Hanover County – 3 crossings 

 Henrico County – 1 crossing 

 City of Richmond – 16 crossings 

 Chesterfield County – 3 crossings 

The main types of projects located at these crossings are bridge rehabilitation, roadway 

reconstruction, intersection/interchange improvements, roadway widening, improvements to 

pedestrian/bicycle/bus facilities, and at-grade crossing enhancements. Of these 36 crossings, 28 

are located at grade separated crossings while 8 are located at at-grade crossings. The grade 
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D.C. to Richmond Southeast High Speed Rail 3-16 Transportation Technical Report 

separated crossings have a mix of projects, but mostly consist of bridge rehabilitation, roadway 

reconstruction, intersection/interchange improvements and roadway widening. All at-grade 

crossings have projects involving roadway widening or reconstruction, crossing enhancements, 

or intersection improvements. 

COUNTY PLANS. Comprehensive plans were reviewed for all counties in the DC2RVA Project 

area in order to ensure that any potential improvement that could affect the project area is 

documented. After reviewing the plans for improvements at the public crossings, there are 31 

crossings with recommended improvements. The county-by-county distribution of these 

crossings are as follows: 

 Fairfax County – 7 crossings 

 Stafford County – 1 crossing 

 Spotsylvania County – 2 crossings 

 Caroline County – 4 crossings 

 Henrico County – 1 crossing 

 City of Richmond – 16 crossings 

Most of the recommended improvements are roadway widening, intersection/interchange 

improvements, roadway construction, or at-grade crossing enhancements/elimination. Of these 

31 crossings with recommended improvements, 19 are located at grade separated crossings while 

12 are located at at-grade crossings. All grade separated crossings are recommended to be 

widened or to include intersection, interchange, or roadway reconstruction. The at-grade 

crossings are mainly recommended to have crossing enhancements or elimination, as well as 

some roadway widening and reconstruction. 

3.2 CORRIDOR SCALE 

The following section describes the transportation network for a one-mile wide corridor that is 

centered on the existing CSXT rail line within the EIS Alternative Areas8; the DC2RVA corridor 

scale is shown in Figure 3-1. The transportation network is presented both as a county-by-county 

overview of general characteristics of land use and facilities, and as a more focused description 

of the roadway network focused on the highway-rail crossings and their operations. 

3.2.1 Transportation Corridor Network (by City/County) 

The following paragraphs describe the general transportation characteristics of the DC2RVA 

corridor, including a summary of total highway-rail crossings (both public and private, at-grade 

and grade-separated) within each county and/or city. Refer to Section 3.2.2 for more detailed 

descriptions and data of the DC2RVA corridor crossings. 

For reference, the DC2RVA areas are located within the following Counties and/or Cities: 

 The Arlington Area (Long Bridge approach) is located within Arlington County. 

 The Northern Virginia Area is located within the city of Alexandria, Fairfax County, 

Prince William County, and Stafford County. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-17 Transportation Technical Report 

 The Fredericksburg Area is mainly located within Stafford County, the city of 

Fredericksburg, and Spotsylvania County (with part of the bypass alignment in Caroline 

County). 

 The Central Virginia Area is located within Caroline County and Hanover County. 

 The Ashland Area is mainly located within Hanover County (including the town of 

Ashland). 

 The Richmond Area is located within Henrico County, the city of Richmond, and 

Chesterfield County. 

Arlington County / City of Alexandria. Starting from the northern extent of the DC2RVA 

corridor at the Long Bridge connecting into Washington, D.C., the Project corridor parallels US 

Route 1 and the George Washington Memorial Parkway and the southern edge of the Capital 

Beltway through Arlington County and the city of Alexandria, a section of just over 7 rail miles. 

The rail infrastructure in this area consists of three main line tracks. The Northern Virginia area is 

one of the most urban in the DC2RVA corridor, with dense development surrounding the DC2RVA 

corridor. All highway-rail crossings (a total of 11 within this section, 10 public and 1 private) are 

grade-separated with typically less than 1 mile between adjacent crossings. In downtown 

Alexandria, for example, adjacent roadway crossings can be within a few hundred feet of each 

other. Daily vehicle volumes on the crossing roadways range from less than 10,000 vehicles in 

downtown Alexandria to over 60,000 vehicles on the George Washington Parkway and on 

Telegraph Road near where it interchanges with I-95. Also adjacent to the DC2RVA corridor is 

Ronald Reagan Washington National Airport, which is served by Metrorail to the Crystal City 

Station (VRE only) in Arlington County and the Alexandria Station (Amtrak and VRE, adjacent to 

Metrorail Station) in the city of Alexandria. 

Fairfax County. The DC2RVA corridor in Fairfax County generally parallels the eastern side of I-95, 

with US Route 1 running further to the east. The 13 miles of this section include either two or three 

main line tracks. Land use transitions dense urban just south of Alexandria into more suburban, 

residential development in the southern part of the county; many of the commercial land uses are 

directly adjacent to I-95 and its interchanges with the crossing roadways of the DC2RVA corridor. All 

12 highway-rail crossings within the County are grade-separated within the county and, outside of 

the city of Alexandria, adjacent crossings are typically 1 to 2 miles apart. The highway-rail crossing 

with the highest daily vehicle volume in the entire DC2RVA corridor is the crossing of I-95 in the 

northern part of Fairfax County, just south of the city of Alexandria, with a daily volume of more than 

184,000 vehicles. Other crossing roadway volumes range from almost 50,000 daily vehicles on those 

principal arterial roadways that connect and interchange with I-95 (Franconia Road and Franconia 

Springfield Parkway) to less than 5,000 daily vehicles on the smaller two-lane local roadways in the 

suburban southern parts of the county. The Franconia Springfield and Lorton stations (VRE) as well 

as the Lorton Auto Train Station (Amtrak) are located within the DC2RVA corridor in Fairfax County. 

Prince William County. The 12 miles of DC2RVA corridor in Prince William County generally 

run parallel to I-95, and consist of either two or three main line tracks. For the southern half of the 

county, the DC2RVA corridor is located within 0.5 mile or less of the west bank of the Potomac 

River. Much of the land use throughout the DC2RVA corridor is suburban housing development. 

Crossing roadways typically provide access to these developments, extending from the Potomac 

River to I-95 and areas to the west. There are a total of 11 crossings in Prince William County. Most 

of the public crossings are grade-separated, with most of the at-grade crossings located in the 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-18 Transportation Technical Report 

southern part of the county; all private crossings are at-grade. The only public at-grade crossing 

with at least 10,000 daily vehicles is Featherstone Road. The smaller local roadway crossings, such 

as Daniel K. Ludwig Drive and Possum Point Road, carry less than 500 vehicles per day. The 

DC2RVA corridor passes through two denser urban areas within the county: Woodbridge and the 

Marines Corps Base Quantico (MCBQ). Crossings that are located within military installations 

were categorized by DRPT as private crossings for analysis in the DC2RVA Project; Potomac 

Avenue, which is located in the Town of Quantico (and not within the MCBQ installation), is a 

public crossing within Prince William County. Adjacent crossings are within a few hundred feet of 

each other within these urban areas. As the DC2RVA corridor progresses south, adjacent crossings 

are farther apart (up to 3 miles apart). Woodbridge and Quantico Stations (Amtrak and VRE) and 

Rippon Station (VRE) are located within the DC2RVA corridor in Prince William County. 

Additionally, Potomac Shores Station (VRE) is currently under construction. 

Stafford County. In the Stafford County section of the DC2RVA corridor on the RF&P Line, 

which is approximately 18 miles of either two or three main line tracks, the rail alignment runs 

along the coast of the Potomac River until it reaches Arkendale/Widewater State Park where it 

then shifts to the west towards US Route 1 and I-95 which run parallel to each other in close 

proximity. Within most of this section, land use is generally rural, with large areas of 

undeveloped, forested land interspersed with relatively small residential communities. The 

public crossing roadways in the rural areas generally connect these communities together and to 

US Route 1 and/or I-95. There are a total of 18 roadway crossings of the DC2RVA corridor; 11 are 

public crossings (most of which are grade-separated) and seven private crossings. Each private 

crossing typically provides access to one or two residential properties. Land uses transition to 

suburban as the DC2RVA corridor approaches the city of Fredericksburg. Volumes on the 

crossing roadways are representative of the adjacent land use densities, with the highest volumes 

crossing at Kings Highway (grade-separated) located just north of the city; this road is a four-lane 

median-separated minor arterial roadway carrying more than 25,000 daily vehicles. The lowest 

volume roadways typically carry several hundred daily vehicles, often providing sole access into 

small residential communities. In these rural areas, adjacent crossings tend to be located 1 to 3 

miles apart. The Brooke and Leeland Road VRE Stations are located in Stafford County. 

The portion of the DC2RVA corridor that bypasses the city of Fredericksburg on the bypass 

alignment splits from the main line track just north of Fredericksburg at Butler Road in Stafford 

County, along a CSXT single track rail line called the Dahlgren Branch. It continues to the east of 

the city along Kings Highway then crosses over the Rappahannock River. From there it heads 

west to meet the main DC2RVA corridor just south of the Spotsylvania VRE Station. This bypass 

is approximately 13 rail miles long, with six miles of existing rail alignment along the CSXT 

Dahlgren Branch and seven miles of new track alignment. At the beginning of the split north of 

Fredericksburg, the area is mostly suburban, but as the DC2RVA corridor moves further away 

from the city, it becomes more rural. Along the existing Dahlgren Branch track, there are five 

existing at-grade highway-rail crossings. The roadways in this area carry daily traffic volumes 

ranging from 150 vehicles on local roadways to 21,000 vehicles on principal arterial roadways. 

Additionally, the Fredericksburg bypass alignment crosses five public and four private roadways 

that are not existing rail crossing on the portion of the alignment that would be new track. 

City of Fredericksburg. The DC2RVA corridor runs through the eastern part of the city of 

Fredericksburg for approximately 2 rail miles; the line in the city typically consists of either two or 

three main line tracks (with sections of three to four tracks that provide yard access in the southern 

portion of the city) and includes a two-track crossing of the Rappahannock River. This section has 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-19 Transportation Technical Report 

dense urban development, typical of a city, on both sides of the DC2RVA corridor. In the most 

downtown portion of the DC2RVA corridor, adjacent crossings are located within a few hundred feet 

of each other. There are a total of six public roadway crossings of the DC2RVA corridor, all but one 

of which are grade-separated (Landsdowne Road, with almost 9,000 vehicles per day, is at-grade). 

The Fredericksburg Station (Amtrak and VRE) is located between Lafayette Boulevard (to the 

northwest) and Frederick Street (to the south-east); these two streets generally parallel the DC2RVA 

corridor through downtown. The Blue and Gray Parkway (US Route 3), a principal arterial roadway 

that crosses the DC2RVA corridor, carries more than 40,000 vehicles per day. Other crossing 

roadways in the city limits generally carry between 2,000 and 10,000 vehicles per day. 

Spotsylvania County. The RF&P Line portion of the DC2RVA corridor traverses 8 miles of either 

two or three main line tracks through the eastern corner of Spotsylvania County, with sections of 

three to four tracks through the area near the US-17 (Mills Drive) crossing to provide yard access. 

This part of the county is generally rural, with large areas of the DC2RVA corridor crossing through 

undeveloped, forested land and farms. There are four roadway crossings of the DC2RVA corridor 

in the county; two are at-grade crossings of local roads and two are grade-separated crossings. The 

Spotsylvania Station (VRE) is located within Spotsylvania County. The Fredericksburg bypass 

alignment crosses through a portion of the county as it connects back to the RF&P line; there are no 

existing highway-rail crossings on this portion of the bypass alignment as it would be new track. 

Caroline County. The RF&P Line portion of the DC2RVA corridor, consisting of 25 rail miles 

consisting of two main line tracks, travels through the central part of Caroline County. The 

DC2RVA corridor begins veering to the east towards Bowling Green and the Richmond Turnpike 

before making its way back toward US Route 1 and I-95 in Ruther Glen and continues to run 

south between these two roadways. Most of the land use in this long section of DC2RVA corridor 

is rural, with large areas of the DC2RVA corridor crossing through undeveloped, forested land 

and farms. There are a total of 22 roadways crossings in the county: 12 public roadway crossings, 

and 10 private crossings that typically provide access to residences and farm lands. Most of the 

public crossings are at-grade, which is typical of a more rural area, with adjacent crossings 1.5 to 

5 miles apart. In the southern part of the county, the DC2RVA corridor crosses I-95; this gradeseparated crossing is one of the highest volume crossings in the DC2RVA corridor, with almost 

100,000 daily vehicles. Additionally, the Fredericksburg bypass alignment crosses through a 

portion of the north-western corner of the county as it connects back to the RF&P line; there are 

no existing highway-rail crossings on this portion of the bypass alignment. 

Hanover County. The RF&P Line of the DC2RVA corridor traverses central Hanover County as just 

over 13 miles of two main line tracks. The DC2RVA corridor runs between US Route 1 and I-95 until 

just north of the town of Ashland where it crosses over US Route 1 and continues on the west side of 

both of these roadways. Outside the town of Ashland, land use in the DC2RVA corridor is generally 

rural or suburban. There are 17 roadway crossings of the DC2RVA corridor in the county, 11 of which 

are at-grade public crossings and 5 of which are public grade-separated crossings (there is also one 

private grade-separated crossing in the county). Seven of the public at-grade crossings are within the 

limits of the town of Ashland. Through Ashland, which includes development typical of a small town 

business district that extends approximately two blocks in either direction, the rail line runs down the 

median of Center Street through the downtown commercial area, as well as the campus of RandolphMacon College and residential areas north and south of the commercial district. Adjacent roadway 

crossings within the town are less than 0.5 mile apart, with some located within a few hundred feet 

of each other. Center Street operates as two one-way roadways (one on each side of the rail line). The 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-20 Transportation Technical Report 

main roadway in the town is England Street/Thompson Street (Route 54), which crosses the DC2RVA 

corridor adjacent to the Ashland Station at a five-way roadway intersection that includes both sides 

of Center Street and Hanover Avenue. This roadway crossing is one of the highest volume (14,000 

daily vehicles) at-grade crossings in the DC2RVA corridor. There are also 11 at-grade pedestrian 

crossings of the DC2RVA corridor within the town of Ashland. The 11 pedestrian crossings consist of 

approximately three feet wide wood or composite platforms placed between the tracks and rails. The 

pedestrian crossings do not have active warning devices (flashing lights, bells, and crossing gates 

activated by approaching trains), although many of the pedestrian crossings are located near or 

adjacent to at-grade roadway crossings with approach-activated flashing lights, bells, and gates. 

Outside of the town of Ashland, the roadway crossings generally carry a few hundred to several 

thousand vehicles per day, depending on the type of roadway served, and are typically located within 

1 to 2 miles of each other. 

The Ashland Bypass alignment splits from the RF&P Line after the Old Ridge Road crossing just 

north of the town of Ashland. It runs west of the town towards the intersection of West Patrick 

Henry Road and Independence Road. After passing between Kings Pond and Lucks Pond, the 

alignment begins to veer back to the east towards the main DC2RVA corridor where it merges 

just before the Elmont Road crossing. This section consists of just over 7 miles of new 

construction. Most of the roads in this area are either minor collector or local roads with daily 

volumes ranging from 500 to 900 vehicles, or major collector or minor arterial roads with daily 

volumes ranging from 2,000 to 8,000 vehicles. There are no existing highway-rail crossings on the 

Ashland Bypass alignment as the entire alignment would be new track. 

Henrico County. The DC2RVA corridor in Henrico County quickly transitions from more rural 

and light suburban land use patterns into denser suburban residential and commercial 

development as it moves towards the city of Richmond. This section, which consists of just over 

8 miles of either two or three main line tracks, is typified by residential areas and collector-type 

crossing roadways that connect neighborhoods to the major roadway arteries of Staples Mill Road 

(Route 33), US Route 1, and I-95. The DC2RVA corridor generally parallels Route 33 for the 

southern portion of the county, and crosses both I-295 and I-64. There are a total of 10 public 

roadway crossings in the county, six of which are grade-separated. Roadway crossings in the 

county are typically located within a mile or less of an adjacent crossing. In general, the at-grade 

crossings are located within the more suburban northern areas of the county, transitioning to 

mostly grade-separated crossings closer to the city of Richmond. Henrico County has one of the 

highest volume at-grade crossings in the DC2RVA corridor (Hungary Road with 16,000 daily 

vehicles) as well as one of the highest volume grade-separated crossings (I-64 with 140,000 daily 

vehicles). The Staples Mill Road Amtrak Station serves Henrico County and is located just north 

of I-64 along Staples Mill Road. The Richmond International Airport is located approximately 8 

miles east of the DC2RVA corridor. 

City of Richmond. The DC2RVA corridor splits north of Richmond into two lines, one to the 

east and one to the west of the city. The A-Line runs west of the city along I-195 and Route 76 

until it crosses over the James River where it runs parallel to Westover Hills Boulevard and Belt 

Boulevard. This line is approximately 9.5 miles long and consists of two main line tracks with 23 

public highway-rail crossings (five at-grade and 18 grade-separated). The S-Line runs east of the 

city along I-64 and continues south through downtown Richmond along I-95. The Main Street 

Amtrak Station is located along this line. The S-Line is just over 10 miles long and consists of 

either one or two main line tracks with 34 highway-rail crossings (30 public and four private). In 

the city, adjacent crossings are generally within 0.3 miles of each other and are mostly grade-
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-21 Transportation Technical Report 

separated; as the two rail lines move away from the city to the more suburban areas, adjacent 

crossings are typically between 0.3 miles and 1 mile. Of the at-grade crossings in the DC2RVA 

corridor, Broad Rock Boulevard on the A-Line has the highest daily volume of 19,000 vehicles. 

There are two main interstates in Richmond—I-95 and I-64—with multiple crossings that have 

some of the highest daily vehicle volumes for grade-separated crossings in the DC2RVA corridor: 

I-95 carries volumes over 130,000 vehicles per day and I-64 carries over 95,000 vehicles per day. 

Chesterfield County. There are two different lines of the DC2RVA corridor in Chesterfield County: 

the A-Line to the west, and the S-Line to the east. The A-Line runs west of and parallel to US Route 301. 

This line is approximately 5 rail miles of two main line tracks with nine public crossings (three at-grade 

and six grade-separated). The northern portion of this line is more suburban with mostly gradeseparated crossings that are generally within 0.3 miles of each other, whereas the southern portion is 

rural and consists of at-grade crossings about 0.5 miles from each other. The S-Line runs parallel 

between US Route 301 and I-95. This line is about 5.5 rail miles of either one or two main line tracks with 

11 highway-rail crossings (7 public crossings and 4 private crossings). The northern portion of this line 

is more suburban or industrial with private crossings or public grade-separated crossings while the 

southern portion is rural with at-grade crossings. The crossings in Chesterfield County consist of either 

major freeways / expressways or principal arterial roads with daily volumes of over 20,000 vehicles, or 

local roads or major collectors with volumes under 5,000 vehicles per day. The A-Line and S-Line meet 

between Route 288 and Old Lane, which is the southern terminus of the DC2RVA Project. 

3.2.2 Roadway Network–Corridor Crossings 

This section summarizes the roadway network by highway-rail corridor crossings of all public 

and private facilities, presented in the following order: 

 Summary of existing crossings 

 Summary of public 

 Public at-grade crossings 

 Summary of private crossings 

 Private at-grade crossings 

Following the summary of the existing crossings, additional details of the at-grade crossings are 

provided. While the proposed DC2RVA Project may affect crossings in the corridor that are 

currently grade-separated (by increasing or decreasing roadway traffic on these crossings, for 

example), potential effects are likely to be greater at locations that are currently at-grade since 

some of these locations could become candidates for crossing elimination (i.e., constructing a 

roadway (or rail) bridge to separate the rail traffic from the roadway traffic or crossing closure, 

which could affect existing traffic conditions and/or operations. Accordingly, the discussion in 

this section, therefore, focuses on the at-grade crossings because of the higher potential effects 

compared to grade-separated crossings. 

3.2.2.1 Summary of Existing Crossings 

The highway-rail crossings in the DC2RVA corridor include both at-grade crossings and gradeseparated crossings, with public and private crossings of both types. There are 200 existing 

highway-rail crossings in the DC2RVA corridor, as summarized in Table 3-6 below. A summary 

of the locations of all existing roadway crossings are shown in Figure 3-3. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-22 Transportation Technical Report 

Figure 3-3: Roadway Rail Crossings in Project Corridor 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-23 Transportation Technical Report 

 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-24 Transportation Technical Report 

Table 3-6: Existing Highway-Rail Crossings in the DC2RVA Corridor 

Alternative Area Public Private Totals 

(By Area) At-Grade GradeSeparated 

At-Grade GradeSeparated 

Area 1: Arlington 0 1 0 0 1 

Area 2: Northern Virginia 4 29 5 9 47 

Area 3: Fredericksburg 9 11 5 2 27 

Area 4: Central Virginia 7 7 10 1 25 

Area 5: Ashland 11 4 0 0 15 

Area 6: Richmond 24 53 4 4 85 

Totals (by Crossing Type): 55 105 24 16 200 

Note that the I-295 crossing is located at the boundary between the Ashland area and the Richmond area; it is included in the total for the

Richmond area only in this table. This table includes the existing public crossing(s) in the Franconia to Occoquan Project (which is the subject

of a separate Categorical Exclusion) as well as in the Powell’s Creek to Arkendale section for reference. 

In addition to the existing crossings of the DC2RVA corridor, the new track sections of the two 

bypass alignments would cross roadways that are not currently railroad crossings. Note that 

Virginia state code9 restricts the creation of new at-grade crossings, so all new crossings would 

be grade-separated, with potential roadway realignment and/or closure. The Fredericksburg 

bypass alignment would cross five public roadways, and the Ashland bypass alignment would 

cross eight public roadways that are not currently highway-rail crossings; both bypass alignments 

would additionally cross numerous private roadways that currently mainly act as driveways and 

access to private property. The existing roadway crossings along the Dahlgren Spur (i.e., 

Fredericksburg bypass) are include in the figures within this section. 

3.2.2.2 Summary of Public Crossings

The 160 public at-grade and grade-separated crossings are summarized in Table 3-7; data 

includes rail line, crossing type, roadway functional classification per VDOT, and daily traffic. 

This table include any new crossings that could be created as part of the DC2RVA Project. The 

exact location (CFP milepost) and name of each of these crossings are presented by alternative 

area in Figure 3-4 through Figure 3-9. 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Arlington (Long Bridge Approach) (Alternative Area 1) 

Arlington George Washington Parkway RF&P CFP 

110.07 

Roadway Underpass Other Freeway 

/Expressway 

63,240 

Northern Virginia (Alternative Area 2) 

Arlington VA 233 / Airport Access RF&P CFP 

108.48 

Roadway Overpass Minor Arterial 23,460 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-25 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Alexandria US Route 1 / N Henry Street RF&P CFP 

106.44 

Roadway Overpass Other Principal 

Arterial 

47,940 

E Braddock Road RF&P CFP 

105.84 

Roadway Underpass Minor Arterial 7,344 

Commonwealth Avenue / 

Daingerfield Road 

RF&P CFP 

105.38 

Roadway Underpass Major Collector 6,222 

King Street RF&P CFP 

105.33 

Roadway Underpass Other Principal 

Arterial 

16,320 

Duke Street RF&P CFP 

105.10 

Roadway Overpass Other Principal 

Arterial 

22,440 

Telegraph Road RF&P CFP 

104.54 

Roadway Overpass Minor Arterial 61,200 

Eisenhower Avenue RF&P CFP 

102.55 

Roadway Underpass Minor Arterial 12,240 

Eisenhower Avenue Connector RF&P CFP 

102.37 

Roadway Underpass Major Collector 14,280 

Fairfax S Van Dorn Street RF&P CFP 

101.14 

Roadway Underpass Minor Arterial 48,960 

I-95/ I-495 RF&P CFP 

100.04 

Roadway Overpass Interstate 185,640 

Franconia Road RF&P CFP 99.10 Roadway Overpass Minor Arterial 32,640 

Franconia - Springfield Parkway RF&P CFP 98.06 Roadway Overpass Other Principal 

Arterial 

48,960 

Newington Road RF&P CFP 95.75 Roadway Underpass Major Collector 9,588 

Backlick Road RF&P CFP 95.15 Roadway Overpass Local 2,142 

Fairfax County Parkway RF&P CFP 95.10 Roadway Overpass Other Principal 

Arterial 

37,740 

Pohick Road RF&P CFP 93.85 Roadway Overpass Minor Arterial 12,240 

Lorton Road RF&P CFP 92.56 Roadway Underpass Minor Arterial 21,420 

Jefferson Davis Highway RF&P CFP 90.66 Roadway Underpass Other Principal 

Arterial 

37,740 

Furnace Road RF&P CFP 90.04 Roadway Underpass Minor Collector 1,326 

Prince William Railroad Avenue RF&P CFP 89.23 Roadway Overpass Local 510 

Dawson Beach Road RF&P CFP 88.79 Roadway Overpass Major Collector 7,344 

Featherstone Road RF&P CFP 86.85 At-Grade Major Collector 10,200 

Daniel K Ludwig Drive / Powells 

Creek 

RF&P CFP 83.66 Roadway Underpass Local 194 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-26 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Possum Point Road RF&P CFP 80.02 Roadway Overpass Local 326 

Potomac Avenue RF&P CFP 78.79 At-Grade Local 7,140 

Stafford Brent Point Road RF&P CFP 72.35 At-Grade Local 541 

Courthouse Road RF&P CFP 69.09 Roadway Overpass Major Collector 561 

Andrew Chapel Road RF&P CFP 68.01 Roadway Underpass Major Collector 5,406 

Mount Hope Church Road RF&P CFP 67.54 At-Grade Local 214 

Eskimo Hill Road RF&P CFP 66.77 Roadway Overpass Major Collector 1,632 

Leeland Road RF&P CFP 63.47 Roadway Overpass Major Collector 11,220 

Primmer House Road RF&P CFP 63.02 Roadway Overpass Major Collector 10,200 

Fredericksburg (Alternative Area 3) 

Stafford Harrell Road RF&P CFP 61.79 Roadway Underpass Minor Collector 3,876 

Butler Road / White Oak Road RF&P CFP 60.81 Roadway Overpass Minor Arterial 15,300 

Kings Highway RF&P CFP 60.04 Roadway Overpass Minor Arterial 26,520 

Naomi Road RF&P CFP 59.97 Roadway Underpass Local 663 

Fredericksburg Sophia Street RF&P CFP 59.46 Roadway Underpass Major Collector 5,712 

Caroline Street RF&P CFP 59.40 Roadway Underpass Minor Arterial 2,346 

Princess Anne Street RF&P CFP 59.33 Roadway Underpass Minor Arterial 2,754 

Charles Street RF&P CFP 59.27 Roadway Underpass Major Collector 5,916 

Blue and Gray Parkway RF&P CFP 58.68 Roadway Overpass Other Principal 

Arterial 

40,800 

Landsdowne Road RF&P CFP 57.51 At-Grade Major Collector 8,772 

Spotsylvania Mine Road RF&P CFP 54.77 At-Grade Major Collector 5,202 

Mills Drive RF&P CFP 53.45 Roadway Overpass Other Principal 

Arterial 

14,280 

Summit Crossing Road RF&P CFP 51.45 At-Grade Local 408 

Caroline Claiborne Crossing Road RF&P CFP 48.63 At-Grade Local 479 

Stafford Cool Spring Road FBP CFQ 0.37 Roadway Overpass Major Collector 13,260 

Debruen Lane FBP CFQ 0.53 At-Grade Local 510 

Ferry Road FBP CFQ 1.70 At-Grade Major Collector 9,180 

Federal Drive FBP CFQ 2.89 At-Grade Local 1,326 
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D.C. to Richmond Southeast High Speed Rail 3-27 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Little Falls Road FBP CFQ 3.80 At-Grade Local 153 

Forest Lane Road FBP CFQ 4.68 At-Grade Local 1,428 

Kings Highway – Route 3 FBP (new) No Existing Crossing Other Principal 

Arterial 

21,420 

Spotsylvania Mills Drive – Route 17 FBP (new) No Existing Crossing Other Principal 

Arterial 

6,324 

Fredericksburg Turnpike – Route 

2 

FBP (new) No Existing Crossing Minor Arterial 5,100 

Thorton Rolling Road – Route 

609 

FBP (new) No Existing Crossing Minor Collector 2,652 

Patriot Lane FBP (new) No Existing Crossing Local 510 

Central Virginia (Alternative Area 4) 

Caroline Stonewall Jackson Road RF&P CFP 47.27 At-Grade Major Collector 1,938 

Woodford Road RF&P CFP 44.54 At-Grade Local 388 

Woodslane Road RF&P CFP 43.51 At-Grade Local 102 

Paige Road RF&P CFP 40.40 At-Grade Minor Collector 479 

Route 207 RF&P CFP 38.49 Roadway Overpass Other Principal 

Arterial 

11,220 

Nelson Hill Road RF&P CFP 37.60 Roadway Overpass Major Collector 1,836 

Penola Road RF&P CFP 33.00 At-Grade Local 428 

Colemans Mill Road RF&P CFP 29.70 At-Grade Local 449 

Dry Bridge Road RF&P CFP 28.38 Roadway Overpass Local 949 

Ruther Glen Road RF&P CFP 26.93 Roadway Overpass Major Collector 2,142 

I-95 RF&P CFP 26.51 Roadway Overpass Interstate 99,960 

Hanover Doswell Road RF&P CFP 21.88 At-Grade Local 316 

Kings Dominion Boulevard RF&P CFP 20.81 Roadway Overpass Minor Arterial 5,100 

Taylorsville Road RF&P CFP 19.59 Roadway Underpass Local 184 

Ashland (Alternative Area 5) 

Hanover Old Ridge Road RF&P CFP 18.96 Roadway Overpass Major Collector 1,122 

Elletts Crossing Road RF&P CFP 17.51 Roadway Underpass Minor Collector 133 

US Route 1 RF&P CFP 17.23 Roadway Overpass Minor Arterial 8,160 

W Vaughan Road / Henry Street RF&P CFP 15.64 At-Grade Local 1,326 

W Patrick Street RF&P CFP 15.21 At-Grade Minor Collector 304 
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D.C. to Richmond Southeast High Speed Rail 3-28 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

College Avenue / Henry Clay 

Street 

RF&P CFP 14.90 At-Grade Major Collector 1,326 

England Street / Thompson 

Street 

RF&P CFP 14.77 At-Grade Minor Arterial 14,280 

Myrtle Street RF&P CFP 14.66 At-Grade Major Collector 1,836 

E Francis Street RF&P CFP 14.22 At-Grade Local 1,428 

Ashcake Road RF&P CFP 13.85 At-Grade Minor Arterial 7,752 

Gwathmey Church Road RF&P CFP 12.94 At-Grade Minor Collector 163 

Elmont Road RF&P CFP 11.54 At-Grade Major Collector 2,142 

Cedar Lane RF&P CFP 11.15 At-Grade Major Collector 1,938 

Henrico Greenwood Road RF&P CFP 9.94 Roadway Overpass Major Collector 1,530 

Mill Road RF&P CFP 9.65 At-Grade Major Collector 2,754 

I-295 (Northbound only) RF&P CFP 8.94 Roadway Overpass Interstate 62,220 

Hanover Washington Highway – Route 1 ABP (new) No Existing Crossing Minor Arterial 8,160 

Cross Corner Road – Route 641 ABP (new) No Existing Crossing Minor Collector 530 

Blunts Bridge Road ABP (new) No Existing Crossing Minor Collector 551 

Independence Road ABP (new) No Existing Crossing Minor Collector 949 

W Patrick Henry Road ABP (new) No Existing Crossing Minor Arterial 6,834 

Yowell Road ABP (new) No Existing Crossing Local 775 

Ashcake Road – Route 657 ABP (new) No Existing Crossing Minor Arterial 5,406 

Elmont Road – Route 626 ABP (new) No Existing Crossing Major Collector 2,346 

Richmond (Alternative Area 6) 

Henrico I-295 (Southbound only) RF&P CFP 8.94 Roadway Overpass Interstate 62,220 

Mountain Road RF&P CFP 8.15 At-Grade Minor Arterial 5,304 

Hungary Road RF&P CFP 6.59 At-Grade Minor Arterial 16,320 

E Parham Road RF&P CFP 5.94 Roadway Overpass Other Principal 

Arterial 

26,520 

Hermitage Road RF&P CFP 5.43 At-Grade Major Collector 4,284 

Hilliard Road RF&P CFP 4.44 Roadway Overpass Minor Arterial 16,320 

Dumbarton Road RF&P CFP 3.70 Roadway Overpass Minor Arterial 15,300 

I-64 RF&P CFP 3.15 Roadway Overpass Interstate 140,760 
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D.C. to Richmond Southeast High Speed Rail 3-29 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Richmond I-195 RF&P CFP 1.84 Roadway Overpass Interstate 77,520 

Westwood Avenue / Saunders 

Avenue 

RF&P CFPD 1.73 Roadway Overpass Minor Arterial 12,240 

I-195 Northbound A-LINE ARN 3.17 Roadway Overpass Interstate 74,460 

W Broad Street A-LINE ARN 3.02 Roadway Overpass Other Principal 

Arterial 

9,690 

Monument Avenue A-LINE ARN 2.77 Roadway Overpass Minor Arterial 24,480 

Patterson Avenue A-LINE ARN 2.49 Roadway Overpass Other Principal 

Arterial 

8,772 

Grove Avenue A-LINE ARN 2.18 Roadway Overpass Minor Arterial 11,220 

W Cary Street A-LINE ARN 1.92 Roadway Overpass Other Principal 

Arterial 

15,300 

I-195 Southbound A-LINE ARN 1.79 Roadway Overpass Interstate 9,078 

Douglasdale Road A-LINE ARN 1.21 Roadway Overpass Major Collector 510 

Powhite Parkway Southbound A-LINE ARN 1.07 Roadway Underpass Other Freeway 

/Expressway 

26,520 

Powhite Parkway Northbound A-LINE ARN 1.01 Roadway Underpass Other Freeway 

/Expressway 

94,860 

Riverside Drive A-LINE ARN 0.32 Roadway Underpass Local 510 

Forest Hill Avenue A-LINE A 0.31 Roadway Overpass Minor Arterial 20,400 

Jahnke Road A-LINE A 0.68 At-Grade Minor Arterial 12,240 

Bassett Avenue A-LINE A 1.01 At-Grade Local 1,399 

Midlothian Turnpike A-LINE A 1.54 Roadway Overpass Other Principal 

Arterial 

22,440 

Hull Street Road A-LINE A 2.43 Roadway Overpass Other Principal 

Arterial 

24,480 

Broad Rock Boulevard A-LINE A 3.08 At-Grade Other Principal 

Arterial 

19,380 

Hopkins Road A-LINE A 3.67 Roadway Overpass Minor Arterial 8,772 

Terminal Avenue A-LINE A 3.88 At-Grade Major Collector 683 

Warwick Road A-LINE A 4.66 Roadway Overpass Minor Arterial 11,220 

Walmsley Boulevard A-LINE A 5.54 At-Grade Minor Arterial 4,998 

Chesterfield Castlewood Road / Cardwell 

Road 

A-LINE A 5.85 Roadway Overpass Local 1,122 

Cogbill Road A-LINE A 6.37 Roadway Underpass Major Collector 3,876 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-30 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

Chippenham Parkway A-LINE A 6.84 Roadway Overpass Other Freeway 

/Expressway 

60,180 

S Beulah Road / Dundas Road A-LINE A 7.13 Roadway Overpass Major Collector 5,100 

Kingsland Road A-LINE A 9.37 At-Grade Major Collector 2,142 

Thurston Road A-LINE A 10.00 At-Grade Local 459 

Route 288 Northbound A-LINE A 10.36 Roadway Overpass Other Freeway 

/Expressway 

19,890 

Route 288 Southbound A-LINE A 10.38 Roadway Overpass Other Freeway 

/Expressway 

19,890 

Old Lane A-LINE 

and SLINE 

A 10.74 At-Grade Major Collector 4,896 

Richmond North Boulevard S-LINE SRNX 3.94 Roadway Overpass Other Principal 

Arterial 

21,420 

Hermitage Road S-LINE SRN 3.37 At-Grade Minor Arterial 10,200 

I-64 / I-95 S-LINE SRN 2.93 Roadway Overpass Interstate 138,720 

N Lombardy Street S-LINE SRN 2.83 Roadway Overpass Major Collector 7,752 

Brook Road S-LINE SRN 2.34 At-Grade Minor Arterial 8,262 

N Belvidere Street S-LINE SRN 2.24 Roadway Overpass Other Principal 

Arterial 

22,440 

Chamberlayne Parkway S-LINE SRN 2.20 Roadway Overpass Major Collector 7,548 

St James Street S-LINE SRN 1.75 At-Grade Local 1,000 

N 1st Street S-LINE SRN 1.64 Roadway Overpass Major Collector 3,774 

N 2nd Street / Valley Road S-LINE SRN 1.60 At-Grade Local 2,142 

N 5th Street S-LINE SRN 1.36 Roadway Overpass Major Collector 3,978 

I-64 S-LINE SRN 1.30 Roadway Overpass Interstate 95,880 

Hospital Street / N 7th Street S-LINE SRN 1.24 At-Grade Minor Arterial 5,814 

Leigh Street S-LINE CA S 85.7 Roadway Overpass Minor Arterial 11,220 

I-95 Off Ramp to 17th Street S-LINE SRN 0.43 Roadway Overpass Interstate Ramp 6,018 

E Marshall Street S-LINE SRN 0.30 Roadway Underpass Local 510 

E Broad Street S-LINE SRN 0.23 Roadway Underpass Other Principal 

Arterial 

26,520 

E Main Street S-LINE SRN 0.00 Roadway Underpass Other Principal 

Arterial 

21,420 

I-95 S-LINE S 0.15 Roadway Overpass Interstate Ramp 130,560 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-31 Transportation Technical Report 

Table 3-7: Summary of Public Crossings (By Alternative Area) 

Jurisdiction 

(County / 

City) 

Crossing Name Rail 

Line1

Milepost Crossing Type Functional 

Classification2

AADT3 

(2015) 

E Cary Street S-LINE S 0.08 Roadway Underpass Local 510 

Dock Street S-LINE S 0.16 Roadway Underpass Major Collector 510 

Ramps between I-195 and I-95 S-LINE S 0.17 Roadway Overpass Interstate Ramp 24,480 

Byrd Street S-LINE S 0.19 Roadway Underpass Local 510 

Maury Street S-LINE S 0.78 At-Grade Local 2,589 

I-95 / Maury Street Ramp S-LINE S 0.97 Roadway Overpass Interstate Ramp 19,951 

Goodes Street S-LINE S 1.66 At-Grade Local 204 

E Commerce Road S-LINE S 2.98 At-Grade Minor Arterial 4,284 

Ruffin Road S-LINE S 3.98 At-Grade Major Collector 1,836 

Bells Road S-LINE S 4.46 At-Grade Minor Arterial 8,976 

Dale Avenue / Trenton Avenue S-LINE S 4.98 At-Grade Local 0 

Chesterfield Chippenham Parkway S-LINE S 6.47 Roadway Overpass Other Freeway 

/Expressway 

58,140 

Elliham Avenue S-LINE S 7.85 Roadway Overpass Local 520 

Jefferson Davis Highway S-LINE S 8.80 Roadway Overpass Other Principal 

Arterial 

20,400 

Kingsland Road S-LINE S 9.14 At-Grade Major Collector 2,040 

Brinkley Road S-LINE S 9.83 At-Grade Local 1,836 

Route 288 Northbound S-LINE SC 10.60 Roadway Overpass Other Freeway 

/Expressway 

19,890 

Route 288 Southbound S-LINE SC 10.62 Roadway Overpass Other Freeway 

/Expressway 

19,890 

1

: The Rail Line includes the following terminology for the purposes of the transportation analyses: 

- “FBP” is the Fredericksburg Bypass alignment and includes both the existing crossings on the Dahlgren spur as well as new crossings along the 

proposed new track alignment. 

- “ABP” is the Ashland Bypass and includes the new crossings along the proposed new track alignment (there are no existing crossings of the 

proposed Ashland Bypass.” 

2

: Source of Functional Classification: VDOT 2014 Approved Functional Classification, 

http://www.arcgis.com/home/webmap/viewer.html?webmap=3eca6c9adb6649c988d98734f85baddb (accessed January 2016). 

3

: Source of ADT: VDOT, GIS online database for Annual Average Daily Traffic with Vehicle Classification for 2014 (accessed January 2016), 

Grown to 2015 (Refer to Section 4 of the DEIS details on growth rates). 

Note that this table includes the existing public crossing(s) in the Franconia to Occoquan Project (which is the subject of a separate Categorical 

Exclusion) as well as in the Powell’s Creek to Arkendale section for reference. The Dale Avenue / Trenton Avenue at-grade crossing is not open 

to public vehicles in existing conditions. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-32 Transportation Technical Report 

Figure 3-4: Existing Public Crossings Overview: Area 1 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-33 Transportation Technical Report 

Figure 3-5: Existing Public Crossings Overview: Area 2 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-34 Transportation Technical Report 

Figure 3-6: Existing Public Crossings Overview: Area 3 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-35 Transportation Technical Report 

Figure 3-7: Existing Public Crossings Overview: Area 4 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-36 Transportation Technical Report 

Figure 3-8: Existing Public Crossings Overview: Area 5 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-37 Transportation Technical Report 

Figure 3-9.1: Existing Public Crossings Overview: Area 6 - RF&P and A-Line 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-38 Transportation Technical Report 

Figure 3-9.2: Existing Public Crossings Overview: Area 6 - S-Line Only 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-39 Transportation Technical Report 

3.2.2.3 Public At-Grade Crossings 

There are 55 public at-grade crossings within the DC2RVA corridor (note that the locations and 

names of these crossings are included on Figure 3-4 through Figure 3-9). These public at-grade 

roadway crossings range from urban, median-separated, multi-lane facilities that carry more than 

15,000 vehicles daily to rural, unstriped local crossings with 100 daily vehicles (representative 

examples are shown in Figure 3-10). 

Figure 3-10: Examples of Public At-Grade Crossings in the DC2RVA Corridor 

All public highway-rail crossings are required to have warning/control devices, just as roadway 

intersections are required to have stop signs or traffic signals. These warning/control devices are 

specified in the Manual of Uniform Control Devices (MUTCD) and include both passive and active 

types. “Passive” warning devices are the basic devices used at all highway-rail crossings; they 

include the crossbuck (the X-shaped signs that identify a crossing), signage, and roadway 

approach pavement markings. “Active” control devices are activated by the passage of a train 

over detection circuit in the track and are intended to physically warn and/or impede vehicles 

from the tracks when a train is approaching or occupying the crossing. Typical active traffic 

control devices include flashing light signals, bells, automatic gates, and highway traffic signals. 

In the DC2RVA corridor, most of public at-grade two-lane crossings have active flashing signal 

lights with automatic gates on the roadway approach lanes (termed a two-quadrant gate system). 

An automatic gate serves as a physical barrier across the roadway travel lanes when a train is 

approaching or occupying a crossing. However, when automatic gates are located on the 

approach lanes only, vehicles are able to cross the centerline pavement marking and navigate 

around an activated gate with little difficulty. 

The larger multi-lane roadway crossings in the DC2RVA corridor typically have active control 

devices that include either four-quadrant gates or median separation. 

 Four-quadrant gates are a system of automatic flashing light signals and automatic gates 

in which the gates extend across both the approach and the departure sides of roadway. 

By inhibiting nearly all traffic movements over the crossing when the gates are activated 

by an approaching train, four-quadrant gates provide an additional measure of safety. 

 Median separation and/or treatment, which includes barrier wall systems, wide raised 

medians, and mountable raised curb systems with vertical median separators, can be used 

with a two-quadrant gate system to impede vehicles from traversing a crossing when the 

automatic gate is activated by disallowing vehicles from using the roadway lane serving 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-40 Transportation Technical Report 

traffic flowing in the opposite direction. The barrier provided by the median treatment also 

provides an additional measure of safety as compared to the two-quadrant gate system. 

Additionally, there are six public at-grade crossings that are currently designated10 as part of a 

24-hour “Quiet Zone,” which is a section of a rail line that contains one or more consecutive public 

crossings at which locomotive horns are not routinely sounded: 

 Prince William Quiet Zone: 

- Featherstone Road crossing 

 Ashland Quiet Zone: 

- West Patrick Street crossing 

- College Avenue / Henry Clay Street crossing 

- England Street / Thompson Street crossing 

- Myrtle Street crossing 

- East Francis Street crossing 

FRA’s regulations governing train horn use at grade crossings are found at 49 CFR Part 22211 and 

mandate that a horn be sounded at every public at-grade crossing (i.e., horns are not required to 

be sounded at locations where the crossing is grade separated). 49 CFR Part 222 also establishes 

the procedures necessary for a public authority to establish a Quiet Zone. The Quiet Zone 

program was established so that communities can opt-out of the mandatory horn signaling, 

excluding emergency situations. Even in existing Quiet Zones that are based on the “grandfather” 

provision in the regulation, the locomotive bell must still be rung as a train approaches an atgrade highway–rail crossing. Quiet Zones that may be proposed by local governments in the 

future would be based on local needs. They must be designed, however, in accordance with FRA 

standards and approved by FRA. Localities would also fund all improvements, equipment, and 

signage, and they would provide ongoing maintenance for all Quiet Zones within their 

jurisdictions.

On the following pages, a single-page “fact-sheet” for each of the 55 public at-grade crossings is 

presented to succinctly present relevant site-specific transportation data and conditions that may 

be required for the DC2RVA Project. 

 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-41 Transportation Technical Report 

Crossing Name: FEATHERSTONE ROAD Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860600A Jurisdiction: Prince William County

Current Warning Device: Four Quad Gates 2015 AADT: 10,200

Total Number of Daily Trains: 56 Crossing Used By Public Transit? No 

General Description 

of Crossing 

Major collector roadway, 2 lanes at crossing with turn lanes before/after. Urban area – dense 

residential to the east, businesses to the west. Provides access to Route 1 to the west. Provides 

sole access to residential community to the east (emergency access considerations). 

Traffic / Operations High volume roadway (> 10k) daily. 

Numerous turn lanes and private access points (both residential and business) in immediate vicinity 

of crossing. 

T intersection directly east of crossing. 

General Description 

of Major 

Environmental 

Crossing within 1,000 feet of bay coast. 

Featherstone National Wildlife Refuge to the south of residence community. Occoquan Bay 

National Wildlife Refuge and Veterans Memorial Park to the north of residence community. 

Existing Property High density residential within ~100 feet of crossing to the east. 

Large industrial / commercial properties, access within ~500 feet of crossing to the west.

Connectivity to 

Adjacent Crossings 

Dawson Beach Road – grade separated, 3 rail miles upstream. Existing unpaved roadway 

connection (private) with structure, next to Veterans Memorial Park (ballfields) and Occoquan 

Bay National Wildlife Refuge. ~3-mile roadway detour between crossings. 

No crossings downstream to south (peninsula). 

Accessibility Crossing provides sole access to large residential community and marina between the rail line and 

the coast. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-42 Transportation Technical Report 

Crossing Name: POTOMAC AVENUE Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860605J Jurisdiction: Prince William County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 7,140

Total Number of Daily Trains: 56 Crossing Used By Public Transit? Yes 

General Description 

of Crossing 

Local roadway, 2 lanes. Urban area – downtown Quantico, directly adjacent to the VRE/Amtrak 

Station. To the east, the roadway has on-street parking and store fronts. To the west, it connects 

to residential military housing. Fuller Road (intersection to the west of crossing) is public access 

and connects directly to Route 1 and I-95.

Traffic / Operations High volume roadway (> 5k) daily in 2015. 

Turning lanes and intersections within ~100 feet on both sides of crossing. 

Pedestrian crosswalks and on-street parking within ~100 feet on east side of crossing. 

General Description 

of Major 

Environmental 

Marine Corps Base Quantico surrounds downtown Quantico, and is within ~100 feet of west side 

of crossing – including Town of Quantico Historic District. 

Potomac River on east side of downtown area. 

Existing Property Dense buildings and infrastructure on east side of crossing. 

Train station /parking and commercial / military on west side of crossing. 

Connectivity to 

Adjacent Crossings 

No public upstream or downstream crossings on the Quantico peninsula.

Accessibility Sole public access crossing to downtown Quantico.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-43 Transportation Technical Report 

Crossing Name: BRENT POINT ROAD Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860581X Jurisdiction: Stafford County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 541

Total Number of Daily Trains: 56 Crossing Used By Public Transit? No 

General Description 

of Crossing 

Local roadway, 2 lanes. Rural area – undeveloped land on both sides of crossing. Brent Point 

Road to the east provides sole access into the Widewater peninsula area. To the west, it 

connects into the winding rural roadway network that provides access to residences east of US 

Route 1. Arkendale Road parallels the tracks on the north/west.

Traffic / Operations Low volume roadway daily for 2015. 

Three-legged intersection of Brent Point Road and Arkendale Road within ~25 feet on west side 

of crossing (site distance considerations). 

Arkendale Road parallels the west side of the track and runs north. 

General Description 

of Major 

Environmental 

Widewater State Park within ~200 feet of east/south side of crossing. 

Wetlands in proximity on all sides of crossing. 

Existing Property No houses or businesses within proximity on either side of crossing.

Connectivity to 

Adjacent Crossings 

Not applicable, provides sole access. 

Accessibility Sole access into Widewater peninsula area and residences. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-44 Transportation Technical Report 

Crossing Name: MOUNT HOPE CHURCH ROAD Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860578P Jurisdiction: Stafford County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 214

Total Number of Daily Trains: 56 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Rural area. Mount Hope Church Road is approximately 1 mile long, 

beginning at the T intersection on the east side of the crossing with Brooke Road (Route 608). It 

provides sole access to a residential area on the west side of the crossing. VRE Brooke Road 

Station is located directly upstream of crossing.

Traffic / Operations Low volume roadway daily for 2015. 

Minimal striping on crossing roadway. 

Proximity to driveway access (east side). 

General Description 

of Major 

Environmental 

Potential streams / wetland areas on both sides of tracks north of crossing. 

Existing Property Several residences located adjacent to both sides of crossing (closest is within ~100 feet).

Connectivity to 

Adjacent Crossings 

Andrew Chapel Road / Brooke Road (Route 608) crossing (grade separated) is directly upstream: 

~1/2 mile (rail) and 2/3 mile (driving along Brooke Road). 

Eskimo Hill Road, grade-separated ~1 mile downstream, but no connecting western route.

Accessibility Provides sole access to residential area. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-45 Transportation Technical Report 

Crossing Name: LANDSDOWNE ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860558D Jurisdiction: City of Fredericksburg

Current Warning Device: Gates (Non-Quad) 2015 AADT: 8,772

Total Number of Daily Trains: 58 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural area – businesses (no residences) in immediate vicinity of 

crossing. Landsdowne Road runs between Mine Road/Hood Drive (west) and US 17 (east), 

thereby serving traffic to I-95 and US Route 3, respectively. 

Traffic / Operations High volume roadway (> 5k) daily in 2015. 

High percentage truck traffic (access to industrial area). 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Commercial businesses (warehouses) in all quadrants of crossing. No residences. 

Connectivity to 

Adjacent Crossings 

Blue & Gray Pkwy (Route 3), grade separated crossing just over1 mile (rail) upstream, no 

convenient alternate driving routes to the west. 

Mine Road, at-grade crossing ~3 miles (rail) downstream. 

Accessibility High volume through roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-46 Transportation Technical Report 

Crossing Name: MINE ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860557W Jurisdiction: Spotsylvania County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 5,202

Total Number of Daily Trains: 58 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Urban area – residences and commercial buildings and access 

points on both sides of crossing. To the west, Mine Road intersects Route 1 within ~0.5 mile of 

interchange with I-95. To the east, Benchmark Road (T-intersection with Mine Road) connects 

Tidewater Trail (Route 2) with US Route 17. 

Traffic / Operations High volume roadway (> 5k) daily in 2015. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Residential community to the east (elevation is higher than the railroad tracks and parallel 

roadway). 

Large commercial / industrial to the west/south, with several access points that would be effected. 

Undeveloped in west/north.

Connectivity to 

Adjacent Crossings 

Landsdowne Road, at-grade crossing ~3 miles (rail) upstream. 

Mills Drive / US Route 17, grade separated crossing ~1.5 miles downstream, no connecting 

roadways on west side. 

Accessibility High volume connecting roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-47 Transportation Technical Report 

Crossing Name: SUMMIT CROSSING ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860548X Jurisdiction: Spotsylvania County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 408

Total Number of Daily Trains: 58 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Rural area – largely undeveloped on both sides of crossing, with a few 

residential / farm properties. Summit Crossing Road is a narrow road ~3 miles in length, with 

minimal striping, and connects Massaponax Church Road (west of crossing) to Thorton Rolling 

Road (east of crossing). There is a dirt road access running parallel to the tracks within ~25 feet 

of the crossing on both sides.

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Several residences/farm properties in north-east and south-west. 

Otherwise largely undeveloped area. 

Connectivity to 

Adjacent Crossings 

Mills Drive / US Route 17, grade separated ~3 miles (rail) and ~5 miles (roadway) upstream. 

Claiborne Crossing Road, at-grade ~3 miles (rail) and ~5 miles (roadway) downstream

Accessibility Low volume connecting roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-48 Transportation Technical Report 

Crossing Name: CLAIBORNE CROSSING ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860547R Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 479

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping, possibly reduced width. Rural area – mostly 

undeveloped with sparse residential properties. West of crossing, Summit Crossing Road 

becomes Guinea Station Road, underpasses I-95, and connects to Route 1. East of crossing, ends 

in T-intersection with Macedonia Road, which connects to Stonewall Jackson Road. 

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Minimal residential properties and access along crossing roadway.

Connectivity to 

Adjacent Crossings 

Summit Crossing Road, at-grade ~3 miles (rail) and ~5 miles (roadway) upstream. 

Stonewall Jackson Road, at-grade ~1.5 miles (rail) and ~2 miles (roadway) downstream

Accessibility Low volume through roadway. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-49 Transportation Technical Report 

Crossing Name: DEBRUEN LANE Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860345T Jurisdiction: Stafford County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 510

Total Number of Daily Trains: - Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes at crossing, minimal striping. Debruen Lane is approximately 800 feet in 

total length. To the west of the crossing, it provides residential access and intersects Cool 

Springs Road within ~350 feet. To the east of the crossing, it provides sole access to a residence 

and commercial properties.

Traffic / Operations Low volume road (volume unknown per VDOT). 

Unsignalized intersection with Cool Springs Road ~350 feet west of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property 2 residences, west side of crossing. 

1 house and commercial, east side of crossing.

Connectivity to 

Adjacent Crossings 

White Oak Road (existing roadway overpass) is located less than 1 mile upstream.

Accessibility Provides sole access to 1 residence on east side of crossing. 

Commercial buildings on the east side of the crossing may have back access via Baron Park Road. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-50 Transportation Technical Report 

Crossing Name: FERRY ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860348N Jurisdiction: Stafford County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 9,180

Total Number of Daily Trains: - Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Ferry Road terminates at Kings Highway intersection (less than 

300 feet west of crossing, major signalized intersection). East of crossing, Ferry Road provides 

access to residential neighborhoods. 

Traffic / Operations High volume roadway. 

Signalized intersection with Kings Highway <300 feet west of crossing. 

Unsignalized intersection with Mount Vernon Avenue (parallel separated one-way pair) <10 feet 

east of crossing. 

General Description 

of Major 

Environmental 

George Washington’s Ferry Farm adjacent to Kings Highway. 

Existing Property Residential east of crossing. 

Commercial west of crossing.

Connectivity to 

Adjacent Crossings 

No other public roadway crossings within 1 mile. 

Accessibility Ferry Road is the main major east-west crossing in the area.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-51 Transportation Technical Report 

Crossing Name: FEDERAL DRIVE Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860349V Jurisdiction: Stafford County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,326

Total Number of Daily Trains: - Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 narrow lanes, minimal striping, limited sight distance due to T-intersection. 

Federal Drive provides the main south-western entrance to a large residential area east of the 

crossing. Federal Drive terminates at Kings Highway immediately west of the crossing. Federal 

Drive operates as a one-way on- and off-ramp to northbound Kings Highway. 

Traffic / Operations Mid-volume local roadway. 

Federal Drive runs parallel to tracks west of crossing, with one-way operations to access 

northbound Kings Highway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Residences east of crossing.

Connectivity to 

Adjacent Crossings 

No other public roadway crossings within 1 mile. 

Accessibility Federal Drive provides the main south-western entrance to a large residential area east of 

crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-52 Transportation Technical Report 

Crossing Name: LITTLE FALLS ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860353K Jurisdiction: Stafford County

Current Warning Device: Flashing Signal 2015 AADT: 153

Total Number of Daily Trains: - Crossing Used By Public Transit? No

General Description 

of Crossing 

2 narrow lane local roadway in rural area, minimal striping. Little Falls Road is ~ 0.5 miles is total 

length and provides sole access to residential / farm area east of the crossing. It terminates at 

Kings Highway ~1,300 feet west of the crossing. 

Traffic / Operations Low volume local roadway. 

Kings Highway intersection ~1,200 feet west of crossing. 

Residential driveways within ~150 feet on both sides of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Residential / farm properties on both sides of crossing.

Connectivity to 

Adjacent Crossings 

No other public roadway crossings within 1 mile. 

Accessibility Provides sole access to the residences / farms east of the crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-53 Transportation Technical Report 

Crossing Name: FOREST LANE ROAD Fredericksburg (Alternative Area 3) 

Line / Crossing Number: RF&P / 860357M Jurisdiction: Stafford County

Current Warning Device: Flashing Signal 2015 AADT: 1,428

Total Number of Daily Trains: - Crossing Used By Public Transit? No

General Description 

of Crossing 

2 lane local roadway in rural area. Forest Lane Road is the primary connector into a large farm / 

residential area, east of the crossing. It terminates at Kings Highway approximately 1 mile west of 

the crossing. 

Traffic / Operations Mid-volume local roadway. 

Big Oak Lane intersection ~150 feet east of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Farm / residences on both sides of crossing.

Connectivity to 

Adjacent Crossings 

No other public roadway crossings within 1 mile. 

Accessibility Provides sole access to the residences / farms east of the crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-54 Transportation Technical Report 

Crossing Name: STONEWALL JACKSON ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860545C Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,938

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural area – mostly undeveloped / farmland with sparse 

residences. Jackson Shrine / associated park is in north-east quadrant of crossing. Stonewall 

Jackson Road interchanges with both I-95 and Route 1 to the east. To the west, it terminates at 

Route 2 / Fredericksburg Turnpike. 

Traffic / Operations Mid-volume roadway. 

Guinea Station Road intersects with crossing roadway on both sides of crossing within ~500 feet. 

General Description 

of Major 

Environmental 

Fredericksburg and Spotsylvania National Military Park / Jackson Shrine directly adjacent to and 

accessing crossing roadway in north/east. 

Existing Property West side of crossing, existing farm and some residential (~5) and access within 1,000 feet of 

crossing. 

East side of crossing, 1 existing farm/residential property. 

Otherwise, undeveloped and/or parkland.

Connectivity to 

Adjacent Crossings 

Claiborne Crossing Road, at-grade ~1.5 miles (rail) and ~2 miles (roadway) upstream 

Woodford Road, at-grade ~3 miles (rail) and ~4 miles (roadway) downstream, but no practical 

western connection. 

Accessibility Major collector through roadway. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-55 Transportation Technical Report 

Crossing Name: WOODFORD ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860542G Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 388

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping. Rural area – mainly undeveloped / farmland in vicinity, 

with sparse residential. Woodford Road is approximately 5 miles long, and connects Paige Road 

(which connects to Route 1) to the east, to Route 2 / Fredericksburg Turnpike to the west. 

Traffic / Operations Low volume roadway. 

Intersections with private driveways within ~100 feet of crossing on both sides of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Mainly undeveloped / farmland in vicinity. 

1-3 residential / farm properties on each side of crossing. 

Connectivity to 

Adjacent Crossings 

Stonewall Jackson Road, at-grade ~3 miles (rail) and ~4 miles (roadway) upstream, but west 

connection is not practical. 

Woodslane Road, at-grade ~1 mile (rail) and ~1-5 miles (roadway) downstream, but much more 

minor crossing (lower volume roadway).

Accessibility Rural through roadway with no nearby equivalent alternatives. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-56 Transportation Technical Report 

Crossing Name: WOODSLANE ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860541A Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 102

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, limited striping, located on a curve (limited sight distance). Rural area. 

Woodslane Road (Route 609) is just over 2 miles in length and runs from Woodford Road (west 

of crossing) to Fredericksburg Turnpike / Route 2 (east of crossing), providing access to 

residences / farm properties along its length.

Traffic / Operations Very low volume roadway ~ 100 daily in 2015. 

Private driveways within ~300 feet, both sides of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped south of crossing. 

Rural farmland north of crossing (~1-2 properties on each side east and west).

Connectivity to 

Adjacent Crossings 

Woodford Road, at-grade just over 1 mile (rail) and 1-5 miles (roadway) upstream. 

Paige Road, at-grade ~3 miles (rail) and 5 miles (roadway) downstream.

Accessibility Rural through roadway providing access to farms / residences between two more major 

roadways.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-57 Transportation Technical Report 

Crossing Name: PAIGE ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860539Y Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 479

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor collector roadway, 2 lanes. Rural area – mainly undeveloped. Paige Road terminates at 

Fredericksburg Turnpike / Route 2, approximately 1 mile east of the crossing. West of the 

crossing, Paige Road terminates at US Route 1. 

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Mostly undeveloped, but houses are mostly within ~100 feet of roadway. 

1 residential property, west side. 

4-5 residential properties, east side.

Connectivity to 

Adjacent Crossings 

Woodslane Road, at-grade ~3 miles (rail) and 5-6 miles (roadway) upstream, but much more 

rural roadway than crossing roadway. 

Route 207, grade separated ~2 miles (rail) and 4 miles (roadway, east only, west connectivity not 

practical) downstream.

Accessibility Paige Road is the largest road crossing the tracks within the vicinity of this crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-58 Transportation Technical Report 

Crossing Name: PENOLA ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860527E Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 428

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, limited striping. Rural area – mostly undeveloped with a cluster of houses 

along the intersecting roadway at the crossing. Penola Road terminates at Rogers Clark 

Boulevard north/west of the crossing. East of the crossing, Penola Road connects to US Route 

301. 

Traffic / Operations Low volume roadway. 

Polecat Lane (residential roadway access) is within ~50 feet of north / west side of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped, no structures south / east of crossing. 

Residential cluster (> 10 properties) along Polecat Lane in direct proximity to crossing.

Connectivity to 

Adjacent Crossings 

Colonial Road, grade separated ~5 miles (rail) and ~10 miles (roadway) upstream. 

Colemans Mill, at-grade ~3 miles (rail) and ~6-8 miles (roadway) downstream. 

Accessibility Low volume through roadway serving residential areas.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-59 Transportation Technical Report 

Crossing Name: COLEMANS MILL ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860525R Jurisdiction: Caroline County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 449

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping. Rural area – mainly undeveloped on both sides of 

crossing. Colemans Mill Road is approximately 1 mile in length and provides access between Dry 

Bridge Road and Rogers Clark Boulevard, which themselves intersect just over a mile south of 

this at-grade crossing. Track is curved, sight distance issue.

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

Stream along north/west side of crossing. 

Existing Property South/east side of crossing undeveloped. 

North/west side of crossing has a couple residence / farm properties.

Connectivity to 

Adjacent Crossings 

Penola Road, at-grade ~3 miles (rail) and over 5 miles (roadway) upstream. 

Dry Bridge Road, grade-separated ~1 mile (rail) and ~2 miles (roadway) downstream.

Accessibility Colemans Mill Road, Dry Bridge Road and Rogers Clark Boulevard provide a connected easternside access.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-60 Transportation Technical Report 

Crossing Name: DOSWELL ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860520G Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 316

Total Number of Daily Trains: 41 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, limited striping. Rural area. This is a public roadway that provides access 

through the middle of the railroad crossing, and provides sole access on the west side of I-95 to 

the residential / commercial area on the east side of the tracks.

Traffic / Operations Low volume roadway. 

Ill-defined traffic channelization and access through rail yard. 

Higher percentage truck traffic (access to industrial area). 

General Description 

of Major 

Environmental 

Doswell Road is the northern limit of the Doswell Historic District. 

Existing Property Railyard with structure within Y-crossing of tracks. 

Residential properties to the west of crossing.

Connectivity to 

Adjacent Crossings 

I-95, grade separated ~5 miles (rail) and 8 miles (roadway) upstream. 

Kings Dominion Boulevard, grade separated just over1 mile (rail) and 2 miles (roadway) 

downstream.

Accessibility Crossing provides sole access on west side of I-95 to area. 

Accessibility along western side of crossing functions more like a parking lot than a roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-61 Transportation Technical Report 

Crossing Name: W VAUGHAN RD / HENRY ST Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860513W Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,326

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Rural area. W Vaughan Road / Henry Street is less than 1 mile long and 

is the northernmost east-west crossing of the tracks on the north side of the town of Ashland. 

To the west, it connects to N James Street and to the east, it connects to Route 1. Fire station, 

school, and water treatment facility in proximity of crossing.

Traffic / Operations Mid volume roadway. 

New roadway intersection to undeveloped area (potential new development) on west side of 

crossing. 

Henry Street intersection within ~500 feet of east side of crossings. 

General Description 

of Major 

Environmental 

School (John M Gandy ES) drop-off and entrance within 1,000 feet on east side of crossing. 

The new, and only, fire station in town is on the east side of the tracks and there are currently no 

grade-separated tracks to allow for crossing during emergencies or while trains are stopped on 

the tracks for long periods of time. 

Existing Property South/west and north/east quadrants are mainly undeveloped / farmland. 

Sewage treatment facility in north/west. 

Residences / school in south/east.

Connectivity to 

Adjacent Crossings 

Route 1, grade separated ~2 miles (rail) and 3-4 miles (roadway) upstream of crossing. 

W Patrick Street, at-grade, 0.5 miles (rail and roadway) downstream in downtown Ashland.

Accessibility Through street. 

Northernmost east-west crossing in the town of Ashland grid.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-62 Transportation Technical Report 

Crossing Name: W PATRICK STREET Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860512P Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 304

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor collector roadway, 2 lanes, minimal striping. Urban area (downtown Ashland). W Patrick 

Street provides access to and through Randolph Macon College’s sports complex area. N Center 

Street runs parallel to both sides of railroad tracks, and intersects with a surface parking lot 

directly at the crossing.

Traffic / Operations Low volume roadway. 

N Center Street operates as a parallel one-way pair on both sides of tracks. 

Crossing intersects into a surface parking lot. 

General Description 

of Major 

Environmental 

Ashland Historic District. 

Blincoe Field / sports complex of Randolph Macon College (NHRP-listed). 

Existing Property Randolph Macon College surrounds the crossing, which is located in their sports complex area.

Connectivity to 

Adjacent Crossings 

W Vaughan Street, at-grade ~0.5 mile (rail) and ~.75 miles (roadway) upstream. 

College Avenue / Henry Clay Road, at-grade ~0.3 miles (rail) and ~0.5 miles (roadway) 

downstream. 

Accessibility Through street used to access college sports complex area.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-63 Transportation Technical Report 

Crossing Name: COLLEGE AVE / HENRY CLAY RD Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860462N Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,326

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector, 2 lanes, minimal striping. Urban area (downtown Ashland). College Avenue / 

Henry Clay Road is just over a mile in length and provides connection between Thompson Street 

(west) to US Route 1 (east), through Randolph Macon College.

Traffic / Operations Mid-volume roadway. 

N Center Street operates as a parallel one-way pair on both sides of tracks. 

Roadway parallel parking in proximity to crossing. 

General Description 

of Major 

Environmental 

Ashland Historic District. 

Existing Property College on north side of crossing, including sports complex and dense campus buildings. 

Dense residential / commercial on south side of crossing. 

Connectivity to 

Adjacent Crossings 

W Patrick Street, at-grade ~0.3 miles (rail) and ~0.5 miles (roadway) upstream. 

England Street / Thompson Street, at-grade ~.1 miles (rail) and ~0.3 miles (roadway) downstream. 

Accessibility Through street used to access college and residential areas.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-64 Transportation Technical Report 

Crossing Name: ENGLAND ST / THOMPSON ST Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860459F Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 14,280

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 3 lanes. Urban area – the main roadway through downtown Ashland. 

England Street / Thompson Street has dedicated turn lanes, on-street parking, and is part of a 7-

legged intersection at the crossing. Ashland train station in north/west quadrant of crossing.

Traffic / Operations High volume roadway. 

Part of a 7-legged intersection at crossing. 

High pedestrian crossing and school bus crossing area. 

General Description 

of Major 

Environmental 

Ashland Historic District. 

Existing Property Dense commercial / residential on all sides of crossing. 

Ashland train station in north/west quadrant of crossing.

Connectivity to 

Adjacent Crossings 

College Avenue / Henry Clay Road, at-grade ~.1 miles (rail) and ~0.3 miles (roadway) upstream. 

Myrtle Street, at-grade ~.1 miles (rail) and ~.3 miles (roadway) downstream.

Accessibility Minor arterial roadway that is the main street through downtown Ashland.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-65 Transportation Technical Report 

Crossing Name: MYRTLE STREET Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860454W Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,836

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Urban area (downtown Ashland). Myrtle Street is just over 1⁄2 

mile in length and connects Hanover Road (to the west) to Us Route 1 (to the east), through 

dense residential community.

Traffic / Operations Mid-volume roadway. 

Center Street (parallel to tracks) is one-way on west side of tracks. 

Pedestrian crossing area. 

Nearby surface parking lot. 

General Description 

of Major 

Environmental 

Ashland Historic District (east side of crossing). 

Existing Property Dense residential / commercial on all sides of crossing.

Connectivity to 

Adjacent Crossings 

England Street / Thompson Street, at-grade ~.1 miles (rail) and ~.3 miles (roadway) upstream. 

E Francis Street, at-grade ~.5 miles (rail and roadway) downstream. 

Accessibility Through street used to access residential areas and connects directly to US Route 1 to the east.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-66 Transportation Technical Report 

Crossing Name: E FRANCIS STREET Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860450U Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,428

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Rural area (southern limit of Ashland). E Francis Street is approximately 

1⁄2 mile in length and provides the southern-most east-west roadway connection to the residential 

grid street network in Ashland. 

Traffic / Operations Mid-volume roadway. 

Center Street (parallel to tracks) is one-way on west side of tracks. 

General Description 

of Major 

Environmental 

Ashland Historic District on both sides of tracks. 

Existing Property Dense residential properties and access on all sides of tracks.

Connectivity to 

Adjacent Crossings 

Myrtle Street, at-grade ~.5 miles (rail and roadway) upstream. 

Ashcake Road, at-grade ~.3 miles (rail) and ~0.5 miles (roadway) downstream.

Accessibility Short through roadway that provides access to residential properties.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-67 Transportation Technical Report 

Crossing Name: ASHCAKE ROAD Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860448T Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 7,752

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 2 lanes. Urban area – crossing is located just south of the town of 

Ashland, and connects to the town via two local roadways that run parallel to the railroad tracks 

and intersect at the crossing. To the east, Ashcake Road connects to US Route 1 and beyond. 

To the west, it connects to US Route 33 and beyond.

Traffic / Operations High volume roadway. 

S Center Street (west side, north and south of crossing) and S Railroad Avenue (east side, north 

of crossing only) parallel the railroad tracks and intersect Ashcake Road within a few feet of the 

crossing. 

General Description 

of Major 

Environmental 

Carter Park in north / east quadrant. 

Existing Property Numerous residences in north/east (~15). 

Undeveloped in north/west. 

Pond / a few outlying residences in south/west. 

Industrial / commercial in south/east. 

Connectivity to 

Adjacent Crossings 

E Francis Street, at-grade ~0.5 miles (rail and roadway) upstream in town of Ashland. 

Gwathmey Church Road, at-grade ~1 mile (rail and roadway) downstream – a minor local 

crossing with no connectivity.

Accessibility High volume, through roadway that serves the network as a minor arterial roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-68 Transportation Technical Report 

Crossing Name: GWATHMEY CHURCH ROAD Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860447L Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 163

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor collector roadway, 2 lanes, minimal striping. Rural area. Gwathmey Church Road is 

approximately 1⁄2 mile in length and provides the sole access to the residential community on the 

east side of the tracks. To the west, it connects to Elmont Road.

Traffic / Operations Low volume roadway. 

Center Street Road, north of crossing, runs parallel to tracks and terminates in a 3-legged 

intersection at the crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Dense residential on west side of crossing, houses within ~ 50 feet of roadway. 

Undeveloped and some residential (larger properties) east side of crossing.

Connectivity to 

Adjacent Crossings 

Ashcake Road, at-grade ~1 miles (rail) and ~4 miles (roadway, east side only) upstream. 

Elmont Road, at-grade ~1.5 miles (rail) and ~2 miles (roadway, east side only) downstream.

Accessibility Crossing provides sole access to residences on east side of crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-69 Transportation Technical Report 

Crossing Name: ELMONT ROAD Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860445X Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 2,142

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural area. Elmont Road begins at Cedar Lane within 1⁄2 mile 

of the crossing, to the east. To the west, Elmont Road runs north towards Ashcake Road and 

beyond (whereas Cedar Lane runs more due west to Ashland Road).

Traffic / Operations Mid-volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Buildings (both residential and commercial) within < 100 feet of crossing on both sides of tracks. 

Undeveloped with residential driveway access, both sides of crossing.

Connectivity to 

Adjacent Crossings 

Gwathmey Church Road, at-grade ~1.5 miles (rail) and ~2 miles (roadway, west side only) 

upstream. 

Cedar Lane, at-grade ~0.5 miles (rail) and ~ 1-1.5 miles (roadway) downstream. 

Accessibility Major collector roadway that serves as the primary connector to the network north / west of the 

crossing. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-70 Transportation Technical Report 

Crossing Name: CEDAR LANE Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860443J Jurisdiction: Hanover County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,938

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural area – undeveloped areas and larger residential 

properties. To the east, Cedar Lane terminates at US Route 1 in proximity to the interchange 

with I-95 at Sliding Hill. To the west, it terminates at Ashland Road. Existing driveway access 

close to crossing to the west.

Traffic / Operations Mid-volume roadway. 

General Description 

of Major 

Environmental 

Pond in north/east. 

Existing Property Large residential properties and/or driveway access that would be effected on both sides of 

crossing. 

Connectivity to 

Adjacent Crossings 

Elmont Road, at-grade ~0.5 miles (rail) and 1.5 miles (roadway) upstream, which is another major 

collector roadway that serves a different area than Cedar Lane. 

Greenwood Road, grade separated ~1 mile (rail) and 2-4 miles (roadway) downstream.

Accessibility Major collector roadway that serves as the primary connector to the network west of the 

crossing. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-71 Transportation Technical Report 

Crossing Name: MILL ROAD Ashland (Alternative Area 5) 

Line / Crossing Number: RF&P / 860441V Jurisdiction: Henrico County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 2,754

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Urban area. Mill Road is approximately 2 miles in length, and 

connects Mountain Road to the south (west of crossing) with Greenwood Road, the intersection 

with which is located immediately east of the crossing. 

Traffic / Operations Mid-volume roadway. 

Mill Road terminates at a T-intersection within ~100 feet of crossing, east side. 

Intersection with Greenwood Road is within 2,000 feet of crossing, east side. 

General Description 

of Major 

Environmental 

Hunton Community Center property is located within ~100 feet, east side of crossing. 

Existing Property Community center property, east side. 

Undeveloped with sparse residential, north / west side.

Connectivity to 

Adjacent Crossings 

Greenwood Road, grade separated ~0.25 miles (rail) and ~0.5 miles (roadway, east side only) 

upstream. 

Mountain Road, at-grade, ~1.5 miles (rail) and ~1.5-3 miles (roadway) downstream.

Accessibility Through roadway, connecting mainly residential community north/east of I-295 to residential 

community south/west of it.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-72 Transportation Technical Report 

Crossing Name: MOUNTAIN ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: RF&P / 860438M Jurisdiction: Henrico County

Current Warning Device: Four Quad Gates 2015 AADT: 5,304

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 2 lanes. Urban area. Mountain Road roughly parallels I-295 and 

intersects with at least three north-south roadways that interchange with the interstate (US 

Route 33, Woodman Road, and US Route 1), and serves the largely and densely residential area 

that is Glen Allen.

Traffic / Operations High volume roadway. 

Intersections with north-south roads within ~500 feet on both sides of the crossing. 

Center turn lane on west side of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Commercial and undeveloped on west side of crossing. 

Industrial / commercial in north/east. 

Residential primary in south/east. 

Trains block both Hungary Road and Mountain Road at the same time.

Connectivity to 

Adjacent Crossings 

I-295, grade separated ~1 mile (rail) and over 2 miles (roadway) upstream. 

Mill Road, at-grade ~1.5 miles (rail) and 2 miles (roadway) upstream. 

Hungary Road, at-grade ~1.5 miles (rail) and 2-3 miles (roadway) downstream.

Accessibility Minor arterial roadway that serves traffic throughout Glen Allen from I-295 and beyond.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-73 Transportation Technical Report 

Crossing Name: HUNGARY ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: RF&P / 860438M Jurisdiction: Henrico County

Current Warning Device: Gates w/ Median Separator 2015 AADT: 16,320

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 4 lanes. Urban area – it is the main roadway serving the Laurel area with 

dense residential development. 1⁄2 mile to the west of the crossing, Hungary Road intersects US 

Route 33 / Staples Mill Road. Existing crossing treatment is medians with gates.

Traffic / Operations Very high volume. 

4 lanes of traffic, with driveways within ~200 feet on both sides of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Residential properties and access, with some commercial, on both sides of crossing. 

Trains block both Hungary Road and Mountain Road at the same time.

Connectivity to 

Adjacent Crossings 

Mountain Road, at-grade ~1.5 miles (rail) and 2-3 miles (roadway) upstream. 

E Parham Road, grade separated, ~0.5 miles (rail) and 1 mile (roadway) downstream.

Accessibility Minor arterial, 4-lane roadway with high accessibility and connectivity to the network.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-74 Transportation Technical Report 

Crossing Name: HERMITAGE ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: RF&P / 860435S Jurisdiction: Henrico County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 4,284

Total Number of Daily Trains: 40 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Urban area – located between commercial / industrial that is 

adjacent to US Route 33, and residential area. Approximately 1,000 feet to the west of the 

crossing, Hermitage Road intersects (and terminates) at US Route 33 / Staples Mill Road. To the 

east, Hermitage Road terminates at Woodman Road. 

Traffic / Operations Mid-volume roadway. 

Industrial access roadway within ~500 feet of crossing, west side. 

Oakway Avenue (residential roadway) within ~200 feet of crossing, east side. 

Broadway Avenue (residential roadway) within ~500 feet of crossing, east side. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Industrial / commercial on west side, and south / east side of crossing. 

Industrial / commercial immediately adjacent to roadway, transitions to residential properties on 

north / east side of crossing.

Connectivity to 

Adjacent Crossings 

E Parham Road, grade separated ~0.5 mile (rail) and 1 mile (roadway) upstream. 

Hilliard Road, grade separated ~1 mile (rail) and 2-3 miles (roadway) downstream.

Accessibility Major collector roadway providing through access to large, dense residential area.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-75 Transportation Technical Report 

Crossing Name: JAHNKE ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623663D Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 12,240

Total Number of Daily Trains: 34 Crossing Used By Public Transit? Yes

General Description 

of Crossing 

Minor arterial roadway, 2 lanes. Urban area – dense residential in vicinity of crossing, as well as 

an elementary school. To the west, Jahnke Road interchanges with both the Powhite Pkwy and 

the Chippenham Pkwy. To the east, it terminates at Forest Hill Avenue (which also interchanges 

with the Powhite Pkwy). 

Traffic / Operations High volume roadway. 

Clarence Street (residential roadway) within ~300 feet of crossing, east side. 

Boroughbridge Road (residential roadway) within ~500 feet of crossing, west side. 

General Description 

of Major 

Environmental 

Area on west of crossing (to railroad tracks) is part of the Cedarhurst Neighborhood Historic 

District. 

Westover Hills Elementary School is located within ~500 feet crossing, east side. 

Existing Property Dense residential properties in close proximity to roadway on both sides of crossing. 

School property in north/east.

Connectivity to 

Adjacent Crossings 

Forest Hill Avenue, grade separated ~0.5 mile (rail) and ~1 mile (roadway) upstream. 

Bassett Avenue, at-grade ~0.5 mile (rail) and ~1 mile (roadway) downstream

Accessibility High volume through roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-76 Transportation Technical Report 

Crossing Name: BASSETT AVENUE Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623664K Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,399

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping. Urban area. Bassett Avenue just over 1⁄2 mile total 

length and is part of the grid network of streets serving this residential area. To the east, it 

intersection Westover Hills Road and beyond. It terminates at Faye Street approximately 1,500 

feet east of the crossing. 

Traffic / Operations Mid volume roadway. 

Intersections within ~250 feet of both sides of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Dense residential properties on all sides of crossing.

Connectivity to 

Adjacent Crossings 

Jahnke Road, at-grade ~~0.5 mile (rail) and ~1 mile (roadway) upstream 

Midlothian Turnpike, grade separated ~.5 mile (rail) and ~1 mile (roadway) downstream.

Accessibility A short through-street serving a residential area.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-77 Transportation Technical Report 

Crossing Name: BROAD ROCK BOULEVARD Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623668M Jurisdiction: City of Richmond

Current Warning Device: Gates w/ Median Separator 2015 AADT: 19,380

Total Number of Daily Trains: 34 Crossing Used By Public Transit? Yes

General Description 

of Crossing 

Other principal arterial roadway, 4 lanes, median separated. Urban area – high density 

development along roadway, including veterans’ hospital. Major intersection with Belt Boulevard 

just east of crossing. Broad Rock Boulevard connects to Hull Street Road to the north/east, and 

to the west, interchanges with Chippenham Pkwy.

Traffic / Operations Very high volume. (Highest at grade crossing volumes in entire corridor). 

Major intersection with Belt Boulevard within ~500 feet of crossing, east side. 

Sidewalks leading up to tracks, both sides (pedestrian crossing). 

Historical accidents / fatalities. 

General Description 

of Major 

Environmental 

McGuire Veterans Hospital complex in north / east. 

School playground fields / access within 1,000 feet on west / south side. 

Existing Property High density residential on both sides of crossing. 

Connectivity to 

Adjacent Crossings 

Hull Street, grade separated ~0.5 mile (rail) and 1-2 miles (roadway) upstream. 

Hopkins Road, grade separated ~0.5 mile (rail) and 1 mile (roadway) downstream.

Accessibility Principal arterial roadway with through access and connectivity.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-78 Transportation Technical Report 

Crossing Name: TERMINAL AVENUE Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623670N Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 683

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes that provides access to 4 residences, minimal striping. Urban area. 

Terminal Avenue is just over 1⁄2 mile in total length, and is an unclassified local roadway between 

Hopkins Road (west of crossing) to E Belt Boulevard (east of crossing). 

Traffic / Operations Low volume roadway. 

Intersection with E Belt Boulevard ~250 feet to the east of crossing. 

Intersection with Hopkins Road ~1000 feet to the west of crossing. 

Parallel parking on crossing roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Residential properties and undeveloped on all sides of crossing.

Connectivity to 

Adjacent Crossings 

Hopkins Road, grade separated ~.2 miles (rail) and ~.5 miles (roadway) upstream. 

Warwick Road / Bells Road, grade separated ~.75 miles (rail) and ~1.5 miles (roadway) 

downstream).

Accessibility Low volume local roadway that connects E Belt Boulevard and Hopkins Road, which themselves 

interchange approximately 1000 feet north of the crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-79 Transportation Technical Report 

Crossing Name: WALMSLEY BOULEVARD Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623672C Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 4,998

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 2 lanes. Urban area – dense residential properties east of crossing truck 

distribution center west of crossing. Walmsley Boulevard terminates at US Route 1 

approximately 1⁄2 mile east of the crossing. Large bump over track (5mph speed limit sign).

Traffic / Operations High volume roadway. 

Intersection with Caldwell Avenue (east side) and industrial driveway access (west side) within 

~700 feet of crossing. 

High percentage truck traffic (access to industrial area). 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Commercial/industrial and undeveloped on west side of crossing. 

Dense residential in close proximity to roadway on east side of crossing. 

Connectivity to 

Adjacent Crossings 

Warwick Road, grade separated ~1 mile (rail) and 2 miles (roadway) upstream. 

Castlewood Road, grade separated ~0.5 mile (rail) and 1 mile (roadway) downstream. 

Accessibility Through minor arterial roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-80 Transportation Technical Report 

Crossing Name: KINGSLAND ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623678T Jurisdiction: Chesterfield County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 2,142

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural area. Kingsland Road is approximately 4 miles in total 

length and crosses both the A and S Lines. In this vicinity of this crossing, it provides east-west 

access through and to residences. 

Traffic / Operations Mid-volume roadway. 

Firethorne Lane intersection (residential area) within ~350 feet, east side of crossing. 

Private driveway access within ~25 feet, west side of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Dense residential communities, east side of crossing. 

Undeveloped / larger residential properties, west side of crossing.

Connectivity to 

Adjacent Crossings 

S Beulah Road, grade separated ~2 miles (rail) and ~4 miles (roadway) upstream. 

Thurston Road, at-grade ~.5 miles (rail) and ~1.5 miles (roadway) downstream. 

Accessibility Through roadway providing access to residences / residential communities.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-81 Transportation Technical Report 

Crossing Name: THURSTON ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: A-LINE / 623679A Jurisdiction: Chesterfield County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 459

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping, limited sight distance. Rural area. Thurston Road is 

approximately 1⁄2 mile in length and connects to Hopkins Road to the west and Dorsey Road to 

the east. It provides access to residential properties along its length.

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Mainly undeveloped with sparse residential and associated farmland on all sides of crossing.

Connectivity to 

Adjacent Crossings 

Kingsland Road, at-grade ~.5 miles (rail) and ~1.5 miles (roadway) upstream. 

Old Lane, at-grade ~0.5 miles (rail) and ~1.5 miles (roadway) downstream. 

Accessibility Through roadway providing local access.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-82 Transportation Technical Report 

Crossing Name: OLD LANE Richmond (Alternative Area 6) 

Line / Crossing Number: A- & S-LINE / 623680U Jurisdiction: Chesterfield County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 4,896

Total Number of Daily Trains: 34 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes. Rural. Old Lane is less than 1⁄2 mile in length and provides 

connectivity between Hopkins Road (west) to Chester Road (east). The area is mainly 

undeveloped with large commercial / industrial properties adjacent to Chester Road.

Traffic / Operations Mid-volume roadway. 

Dedicated turn lanes to/from industrial area, immediately east of crossing (driveway ~250 feet of 

crossing). 

Intersection with Chester Road within ~550 feet of crossing, east side. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped / sparse residential, west side of crossing. 

Large commercial / industrial properties, east side of crossing.

Connectivity to 

Adjacent Crossings 

Thurston Road, at-grade ~0.5 miles (rail) and ~1.5 miles (roadway) upstream. 

Centralia Road, at-grade ~.3 miles (rail) and ~.75 miles (roadway) downstream. 

Accessibility Through connecting roadway between two larger roadways.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-83 Transportation Technical Report 

Crossing Name: HERMITAGE ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623518E Jurisdiction: City of Richmond

Current Warning Device: Gates w/ Median Separator 2015 AADT: 10,200

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 4 lanes – divided/median separated. Urban – dense residential and 

commercial. Hermitage Road is the primary north-south roadway that connects downtown 

Richmond (to the south) to this commercial / sports area.

Traffic / Operations High volume roadway. 

Intersection with W Leigh Street within ~750 feet south / west of crossing. 

Ownby Lane intersection within ~250 feet north / east of crossing. 

Sidewalks on both sides of roadway, both sides of crossing (pedestrian crossing). 

Surface parking access, south side of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property High density residential and commercial on all sides of crossing.

Connectivity to 

Adjacent Crossings 

North Boulevard, grade separated ~.5 miles (rail) and ~1 mile (roadway) upstream. Recently has 

been rehabilitated. 

N Lombardy Street, grade separated ~.5 miles (rail) and ~1 mile (roadway) downstream. 

Accessibility High volume minor arterial roadway providing through access.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-84 Transportation Technical Report 

Crossing Name: BROOK ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623522U Jurisdiction: City of Richmond

Current Warning Device: Gates w/ Median Separator 2015 AADT: 8,262

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 4 lanes – divided/median separated. Urban area – mainly dense 

commercial / industrial, in direct proximity to I-64 and US Route 1 interchange.

Traffic / Operations High volume roadway. 

The Chamberlayne Avenue / US Route 1 grade separated crossing is only 372’ to the east and 

includes an on-ramp on the track side as well as a high tension power line tower. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property I-64 / US Route 1 interchange south / west of crossing. 

Mainly dense commercial / industrial properties north / east of crossing.

Connectivity to 

Adjacent Crossings 

N Lombardy Street, grade separated ~.5 miles (rail) and ~1 miles (roadway) upstream. 

Route 301 / Route 1 NB / Chamberlayne Avenue / N Belvidere Street, grade separated ~.1 miles 

(rail) and ~.2 miles (roadway) downstream. 

Accessibility High volume minor arterial roadway providing through movement to Chamberlayne Parkway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-85 Transportation Technical Report 

Crossing Name: ST JAMES STREET Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623525P Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,000

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Urban areas to north and south, while crossing is mainly undeveloped 

with dense residential to south and north. St James Street is a north-south roadway that 

connects to residential grid networks on both sides of the crossing.

Traffic / Operations Mid-volume roadway through 2045. 

General Description 

of Major 

Environmental 

Cemetery on north side within 1000 feet of crossing. 

Existing Property Undeveloped north / west. 

Commercial / industrial large property north / east. 

Dense residential properties on the south side of crossing.

Connectivity to 

Adjacent Crossings 

Route 301 / Route 1 NB / Chamberlayne Avenue / N Belvidere Street and Chamberlayne 

Parkway crossings, grade separated ~.5 miles (rail) and ~1-2 miles (roadway) upstream. 

N 1st Street, grade separated ~.1 miles (rail) and ~.5 miles (roadway) downstream. 

Accessibility Mid volume through local roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-86 Transportation Technical Report 

Crossing Name: N 2ND STREET / VALLEY ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623527D Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 2,142

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping, limited roadway sight distance due to curve. Urban –

dense residential areas on both sides of crossing, but commercial / industrial at crossing location 

between the two adjacent grade separated crossings of N 1st Street and N 5th Road. 

Traffic / Operations Mid-volume roadway through 2045. 

Serves industrial area – high percentage of truck traffic. 

General Description 

of Major 

Environmental 

Cemeteries on both sides of crossing within ~1000 feet. 

Existing Property Industrial /commercial area located directly north of the crossing. 

Dense residential within ~1000 feet south of the crossing.

Connectivity to 

Adjacent Crossings 

N 1st Street, grade separated ~.1 mile (rail) and ~0.5-1 mile (roadway) upstream. 

N 5th Street, grade separated ~.2 miles (rail) and ~2 miles (roadway) downstream. 

Accessibility Local roadway serving traffic through a commercial / industrial area to residential areas on both 

sides of crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-87 Transportation Technical Report 

Crossing Name: HOSPITAL ST / N 7TH ST Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623530L Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 5,814

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 2 lanes, minimal striping. Urban – large commercial / industrial 

properties at crossing, though Hospital street connects to residential areas. I-64 overpass 

Hospital Street within approximately 300 feet of crossing. Located on a restricted speed curve 

for the track.

Traffic / Operations High volume roadway. 

N 7th Street forms a 3-legged intersection at the exact railway crossing. 

General Description 

of Major 

Environmental 

Cemeteries within ~1000 feet on west side of crossing. 

Existing Property Large commercial / industrial east of crossing. 

I-64 overpass directly west of crossing. 

Hazmat facility nearby.

Connectivity to 

Adjacent Crossings 

N 5th Street, grade separated ~.2 miles (rail) and ~2 miles (roadway) upstream. 

Route 33 / Leigh Street, grade separated ~.5 miles (rail) and ~2 miles (roadway) upstream. 

Accessibility Higher volume minor arterial roadway providing east-west through connectivity to residential 

areas on either side of the interstate highways.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-88 Transportation Technical Report 

Crossing Name: MAURY STREET Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623539X Jurisdiction: City of Richmond

Current Warning Device: Flashing Lights 2015 AADT: 2,589

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes. Urban. Maury Street provides sole access to an industrial area that is 

located on the east side of I-95, which Maury Street underpasses directly east of the crossing.

Traffic / Operations Mid-volume roadway. 

High percentage truck traffic (access to industrial area). 

I-95 located east of crossing, but not directly accessible via Maury Street. 

General Description 

of Major 

Environmental 

Manchester Warehouse & Industrial Historic District is located along Maury Street, west of 

crossing. 

Existing Property Large industrial / warehouse properties west side of crossing and south / east side of crossing. 

Open fields north / east side of crossing.

Connectivity to 

Adjacent Crossings 

None upstream on same side of river. 

I-95 Maury Street Ramp, grade separated immediately adjacent, but does not access the Maury 

Street surface street network. 

Accessibility Crossing provides sole access into an industrial area on the east side of I-95.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-89 Transportation Technical Report 

Crossing Name: GOODES STREET Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623543M Jurisdiction: City of Richmond

Current Warning Device: None 2015 AADT: 204

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping. Rural. Goodes Street provides the sole access from 

Commerce Road to a commercial / industrial area located on the east side of I-95 (Goodes Street 

underpass I-95 east of crossing).

Traffic / Operations Low volume roadway. 

High percentage truck traffic (access to commercial / industrial area). 

I-95 located east of crossing, but not directly accessible via Goodes Street. 

Goodes Street has a 90-degree bend within ~50 feet of crossing, east side. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped on east side of crossing. 

Large industrial / commercial properties on west side of crossing.

Connectivity to 

Adjacent Crossings 

I-95 Maury Street Ramp, grade separated immediately upstream, but does not access the Maury 

Street surface street network 

E Commerce Street, at-grade ~1 mile (rail) and ~1.5 miles (roadway, west side only) downstream. 

Accessibility Crossing provides sole access into a commercial / industrial area on the east side of I-95.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-90 Transportation Technical Report 

Crossing Name: E COMMERCE ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623545B Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 4,284

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 2 lanes, with significant skew at crossing, minimal striping. Urban. E 

Commerce Road is the primary access point to the north side of the large industrial region that is 

located just south of this crossing.

Traffic / Operations High volume roadway. 

I-95 located directly east of crossing roadway, but no direct access. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped and mixed industrial / commercial in immediate vicinity of crossing.

Connectivity to 

Adjacent Crossings 

Goodes Street, at-grade ~1 mile (rail) and ~1.5 miles (roadway, west side only) upstream. 

Ruffin Road, at-grade ~1 mile (rail) and 1.5 miles (roadway) downstream. 

Accessibility Primary access point to north side of large industrial region.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-91 Transportation Technical Report 

Crossing Name: RUFFIN ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623547P Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,836

Total Number of Daily Trains: 21 Crossing Used By Public Transit? Yes

General Description 

of Crossing 

Major collector roadway, 2 lanes. Urban – dense residential communities and industry. It is 

approximately 1⁄2 mile in total length, and connects Commerce Road to the east and US Route 1 

to the west. Community center is located on east side of crossing. Public transit utilizes the 

crossing. Parallel parking along the crossing roadway.

Traffic / Operations Mid-volume roadway. 

General Description 

of Major 

Environmental 

Recreational fields on north side of roadway, east side of crossing. 

Existing Property Undeveloped and mixed industrial / commercial in immediate vicinity of crossing.

Connectivity to 

Adjacent Crossings 

E Commerce Street, at-grade ~1 mile (rail) and 1.5 miles (roadway) upstream. 

Bells Road, at-grade ~.5 miles (rail) and 1-2 miles (roadway) downstream. 

Accessibility Major collector roadway, through crossing.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-92 Transportation Technical Report 

Crossing Name: BELLS ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623548W Jurisdiction: City of Richmond

Current Warning Device: Gates w/ Median Separator 2015 AADT: 8,976

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Minor arterial roadway, 4 lanes. Urban – high density residential to the west of the crossing, and 

along Bells Road, industrial / commercial area to the east of the crossing. Bells Road is median 

separated (raised grassed medians, broken by turning lanes). It connects Commerce Road to the 

east and US Route 1 and beyond to the west.

Traffic / Operations High volume roadway. 

High truck volumes serving industrial area. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property High density residential on west side of crossing. 

Industrial / commercial on east side of crossing.

Connectivity to 

Adjacent Crossings 

Ruffin Road, at-grade ~.5 miles (rail) and 1-2 miles (roadway) upstream. 

Dale Avenue, at-grade ~.5 miles (rail) and ~1 mile (roadway, west side) or ~1.5 miles (roadway, 

east side via Trenton Avenue) downstream. 

Accessibility Through roadway – minor arterial roadway with good connectivity to network.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-93 Transportation Technical Report 

Crossing Name: DALE AVE / TRENTON AVE Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623549D Jurisdiction: City of Richmond

Current Warning Device: Gates (Non-Quad) 2015 AADT: 0

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 narrow lanes, minimal striping, limited sight distance. Rural. Directly east of 

crossing, Dale Avenue has a 90-degree turn and becomes Trenton Avenue and provides access to 

the industrial / commercial area that connects to Commerce Road. 

Prior to this existing conditions assessment, Dale Avenue was used as a short cut connector 

roadway by local vehicles; however, under existing conditions, it does not function as a public 

roadway. The existing crossing is verified to operate with gated access across Trenton Avenue to 

restrict public access into the industrial area; since vehicles cannot use this as a normal 

thoroughfare, there are no vehicles to detour. 

Traffic / Operations Low volume roadway. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped / no structures on east side of crossing. 

Residential in north / west quadrant. 

Undeveloped / no structures in south / west quadrant.

Connectivity to 

Adjacent Crossings 

Bells Road, at-grade ~.5 miles (rail) and ~1 mile (roadway, west side) or ~1.5 miles (roadway, east 

side via Trenton Avenue) upstream. 

Cogbill Road, grade separated ~1 mile (rail) and ~1.5 miles (roadway, west side only) 

downstream. 

Accessibility Low connectivity to network – roadway is a short connector roadway.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-94 Transportation Technical Report 

Crossing Name: KINGSLAND ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623559 Jurisdiction: Chesterfield County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 2,040

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Major collector roadway, 2 lanes, limited sight distance. Urban. Kingsland Road is approximately 

4 miles in total length and crosses both the A and S Lines. In this vicinity of this crossing, it 

provides east-west access through residential area to connect traffic to US Route 1 less than 1⁄2 

mile east of crossing.

Traffic / Operations Mid-volume roadway. 

Kingsland Road terminates in a T-intersection (with Chester Road) within ~100 feet of crossing, 

east side. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Mixed residential / undeveloped (no structures) in vicinity of crossing. 

US Route 1 is less than 1⁄2 mile to the east of the crossing.

Connectivity to 

Adjacent Crossings 

Route 1, grade separated ~.3 miles (rail) and ~.5 miles (roadway, west side only) upstream. 

Brinkley Road, at-grade ~.7 miles (rail) and ~1 mile (roadway) downstream. 

Accessibility Through roadway that connects residential areas to Route 1. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-95 Transportation Technical Report 

Crossing Name: BRINKLEY ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623660H Jurisdiction: Chesterfield County

Current Warning Device: Gates (Non-Quad) 2015 AADT: 1,836

Total Number of Daily Trains: 21 Crossing Used By Public Transit? No

General Description 

of Crossing 

Local roadway, 2 lanes, minimal striping, limited sight distance. Rural. Brinkley Road dead-ends, 

to the west, in a residential area. The Brinkley Road crossing provides connection from Thurston 

Road / Dorsey Road, the intersection with which is located within 150 feet west of crossing. East 

of crossing, Brinkley Road T-intersects Chester Road within 50 feet of crossing.

Traffic / Operations Mid-volume roadway. 

Intersections with north-south roadways directly on either side of crossing. 

General Description 

of Major 

Environmental 

None identified. 

Existing Property Undeveloped / low density residential in vicinity of crossing.

Connectivity to 

Adjacent Crossings 

Kingsland Road, at-grade ~.7 miles (rail) and ~1 mile (roadway) upstream. 

Old Lane, at-grade ~1 mile (rail) and ~1.5 miles (roadway, west side only) downstream. 

Accessibility Provides local residential traffic access between Dorsey Road and Chester Road, both of which 

connect to alternate railroad crossing roadways.

 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-96 Transportation Technical Report 

3.2.2.4 Summary of Private Crossings

The 40 private at-grade and grade-separated crossings are summarized Table 3-8; data includes 

rail line and location, crossing type, and the existing warning device. This table includes any new 

crossings that could be created as part of the DC2RVA Project. The exact location (CFP milepost) 

and name of each of these crossings are presented by alternative area in Figure 3-11 through 

Figure 3-14 (note that areas without any private crossings are not included in the series of figures). 

TABLE 3-8. SUMMARY OF PRIVATE CROSSINGS (BY BUILD ALTERNATIVE AREA)

Jurisdiction Crossing Name Rail 

Line 

Milepost Crossing 

Type 

Warning Device 

(At-Grade Only)

Arlington (Long Bridge Approach) (Alternative Area 1) 

There are no private crossings located in this area. 

Northern Virginia (Alternative Area 2) 

Arlington County Parking Access Roadway RF&P CFP 

108.61 

Grade 

Separated 

- 

City of Alexandria Unnamed Private Crossing RF&P CFP 

104.42 

At-Grade None 

Fairfax County Unnamed Private Crossing RF&P CFP 96.04 Grade 

Separated 

- 

Prince William 

County 

Marina Way / Occoquan River 

Private Crossing 

RF&P CFP 89.54 Grade 

Separated 

- 

Cherry Hill Road Private Crossing RF&P CFP 82.37 At-Grade Flashing Signal w/ 

Gates 

Martin Street Private Crossing RF&P CFP 78.62 Grade 

Separated 

- 

Henderson Road / Epperson 

Avenue Private Crossing 

RF&P CFP 78.17 At-Grade Flashing Signal w/ 

Gates 

Bauer Road Private Crossing RF&P CFP 77.45 Grade 

Separated 

- 

Stafford County Flemming Street Private Crossing RF&P CFP 76.64 At-Grade Flashing Signal w/ 

Gates 

Wrights Private Crossing RF&P CFP 74.84 Grade 

Separated 

- 

Unnamed Private Crossing RF&P CFP 74.34 Grade 

Separated 

- 

Lees Private Crossing RF&P CFP 73.20 At-Grade Passive (Ropes by 

Owner)

Unnamed Private Crossing / Aquia 

Creek 

RF&P CFP 70.76 Grade 

Separated 

- 

Leeland Road Private Crossing RF&P CFP 65.25 Grade 

Separated 

- 

Fredericksburg (Alternative Area 3) 

Stafford County Unnamed Private Crossing RF&P CFP 60.57 Grade 

Separated 

- 

Spotsylvania County Eagle Drive Access Private 

Crossing 

RF&P CFP 53.80 Grade 

Separated 

- 

Stafford County Hot Top Road FBP CFQ 1.09 At-Grade Locking Gate (Passive 

w/ Stop Signs) 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-97 Transportation Technical Report 

TABLE 3-8. SUMMARY OF PRIVATE CROSSINGS (BY BUILD ALTERNATIVE AREA)

Jurisdiction Crossing Name Rail 

Line 

Milepost Crossing 

Type 

Warning Device 

(At-Grade Only)

Driveway (Private) (Access to 

Federal Drive) 

FBP CFQ 2.98 At-Grade Passive (Stop Signs) 

Cleek Lane (Driveway, Private) FBP CFQ 3.56 At-Grade None 

Driveway (Private) (Access to 

Cleek Lane) FBP CFQ 3.67 At-Grade None 

Driveway (Private) (Access to 

Forest Lane) FBP CFQ 4.55 At-Grade Passive (Stop Signs) 

Central Virginia (Alternative Area 4) 

Caroline County Jones Private Crossing RF&P CFP 45.74 At-Grade None 

Rixey Road Private Crossing RF&P CFP 41.75 At-Grade None 

Roes Private Crossing RF&P CFP 38.99 At-Grade None 

Unnamed Private Crossing RF&P CFP 36.94 At-Grade None 

Unnamed Private Crossing RF&P CFP 36.59 At-Grade None 

Unnamed Private Crossing RF&P CFP 34.02 At-Grade None 

Unnamed Private Crossing RF&P CFP 33.62 At-Grade None 

Georges Private Crossing RF&P CFP 31.35 At-Grade None 

Chandlers Private Crossing RF&P CFP 24.37 At-Grade None 

Unnamed Private Crossing RF&P CFP 23.83 Grade 

Separated 

- 

Hanover County Excelsior Mill Private Crossing RF&P CFP 21.68 At-Grade None 

Ashland (Alternative Area 5) 

There are no private crossings located in this area. 

Richmond (Alternative Area 6) 

City of Richmond Manchester Road Private Crossing S-Line S 0.61 Grade 

Separated 

- 

4th Street Extension Private 

Crossing 

S-Line S 1.19 At-Grade Flashing Signal w/ 

Gates 

Unnamed Private Crossing S-Line S 1.27 Grade 

Separated 

- 

Federal Paper Private Crossing S-Line S 2.37 At-Grade None 

Chesterfield County Cogbill Road Private Crossing S-Line S 5.98 Grade 

Separated 

- 

Texaco Road Private Crossing S-Line S 6.38 At-Grade Passive 

Station Road Private Crossing S-Line S 6.74 At-Grade - 

Marina Drive Private Crossing S-Line S 6.88 Grade 

Separated 

Passive 

Note that this table includes the existing public crossing(s) in the Franconia to Occoquan Project (which is the subject of a separate Categorical 

Exclusion as part of the DC2RVA Project) as well as in the Powell’s Creek to Arkendale section for reference.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-98 Transportation Technical Report 

Figure 3-11: Existing Private Crossings Overview: Area 2 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-99 Transportation Technical Report 

Figure 3-12: Existing Private Crossings Overview: Area 3 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-100 Transportation Technical Report 

Figure 3-13: Existing Private Crossings Overview: Area 4 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-101 Transportation Technical Report 

Figure 3-14: Existing Private Crossings Overview: Area 6 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-102 Transportation Technical Report 

3.2.2.5 Private At-Grade Crossings 

Private at-grade crossings are defined as highway-rail crossings located on roadways that are not 

intended for use by the public nor maintained by a public authority. There are 24 private at-grade 

crossings that operate within the DC2RVA corridor (note that the locations and names are shown 

in Figure 3-11 through Figure 3-14 in the previous section) 

These private at-grade roadway crossings typically serve as driveways to residences, provide 

access between farm and/or undeveloped land tracts on both sides of the railroad, or provide 

access to industrial properties (representative examples shown in Figure 3-15). 

Figure 3-15. Examples of Private At-Grade Crossings in the DC2RVA Corridor 

The private at-grade crossings within the DC2RVA corridor are typical of private crossings in 

general, located on narrow or unpaved roadways with minimal warning devices. Most of 

residential, farm, and industrial private crossings provide sole access to the property (i.e., there 

are no alternate routes to access the property across the railroad tracks). In general, the private 

crossings with active control devices (i.e., automatic gates) are those serving industrial areas. 

Residential and farm crossings typically have signage as the sole passive warning device. Private 

crossings can be controlled by a barrier gate, which is a moveable gate (manual or automatic) that 

is kept in the controlled position (i.e., blocking the travel lanes) and opening only on demand; 

however, none of the private crossings in the DC2RVA corridor currently use barrier gates. 

On the following pages, a single-page “fact-sheet” for each of the 24 public at-grade crossings is 

presented to succinctly present relevant site-specific transportation data and conditions that may 

be required for the DC2RVA Project. 

 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-103 Transportation Technical Report 

Crossing Name: UNNAMED PRIVATE CROSSING Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / Unknown09 Jurisdiction: City of Alexandria

Current Warning Device: None Crossing Type: Railroad Exclusive Access

Sole Access? Yes Number of Lanes: 2 

General Description 

of Crossing 

− Unpaved roadway that crosses CSX tracks only 

− Appears to be within railroad ROW 

− Roadway connects to Business Center Drive 

− No residences served by crossing 

− No businesses served by crossing 

 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-104 Transportation Technical Report 

Crossing Name: CHERRY HILL ROAD Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860601G Jurisdiction: Prince William County

Current Warning Device: Flashing signal with gates Crossing Type: Commercial / Residential

Sole Access? Yes, roadway dead-ends on east side of crossing Number of Lanes: 2 

General Description 

of Crossing 

− Paved roadway 

− Marina access with popular restaurant 

− Serves 1-2 residential properties 

− Connecting unpaved road serves industrial area to the south (not pictured) 

− Limited striping, pavement width, and sight distance at crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-105 Transportation Technical Report 

Crossing Name: HENDERSON RD / EPPERSON AVE Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860609L Jurisdiction: Prince William County

Current Warning Device: Flashing signal with gates Crossing Type: Military

Sole Access? No, though connection to southern adjacent crossing 

appears to be blockaded / restricted. Connection to northern crossing 

through dense residential. 

Number of Lanes: 2 

General Description 

of Crossing 

− Paved roadway 

− Crossing just over 1⁄2 mile south of public Quantico crossing (Potomac Avenue) 

− Provides access to industrial (water treatment) at crossing; high density residential 

north of crossing; and airfield area (restricted access) south of crossing. 

− Close proximity to buildings.
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-106 Transportation Technical Report 

Crossing Name: FLEMMING STREET Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860586G Jurisdiction: Stafford County

Current Warning Device: Flashing signal with gates Crossing Type: Military

Sole Access? No Number of Lanes: 2 

Paved Roadway? Yes 

General Description 

of Crossing 

− Paved roadway 

− Only crossing of tracks in this area of Quantico (south of waterway/airport) 

− Access to upstream grade-separated crossing provided via Bauer Road (east side of 

tracks) 

− Industrial area on east side of tracks 

− High density residential or office on west side of tracks 

− Close proximity to water
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-107 Transportation Technical Report 

Crossing Name: LEES PRIVATE CROSSING Northern Virginia (Alternative Area 2) 

Line / Crossing Number: RF&P / 860582E Jurisdiction: Stafford County

Current Warning Device: Passive (Owner installed ropes) Crossing Type: Residential

Sole Access? Yes, east side Number of Lanes: 1 

General Description 

of Crossing 

− Driveway to 1 property. 

− Driveway connects to Arkendale Road. 

− Limited width, no striping (unpaved), good site distance at crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-108 Transportation Technical Report 

Crossing Name: JONES PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860543N Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Farm

Sole Access? No – Unpaved road continues on west side of tracks to 

connect to Woodford Road Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Single property farm access between fields and/or undeveloped areas 

− Connects to Rozell Road / 609 on east side of tracks 

− Dead end roads on west side of tracks
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-109 Transportation Technical Report 

Crossing Name: RIXEY ROAD Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860540T Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Residential

Sole Access? Yes, west side. Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway

− Driveway to single property (house and fields) on west side of crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-110 Transportation Technical Report 

Crossing Name: ROES PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860538S Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Farm / Residential

Sole Access? No – unpaved connection on both sides of crossing to 

main roadway Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Connects to Rogers Clark Boulevard on both sides of crossing (median separated high 

speed road) 

− Residential on east side of crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-111 Transportation Technical Report 

Crossing Name: UNNAMED PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860531U Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Residential / Farm

Sole Access? Yes, west side Number of Lanes: 1 

General Description 

of Crossing 

− Paved roadway 

− Driveway to 1-2 residences and farm fields 

− Connects to Industrial Drive on east side of crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-112 Transportation Technical Report 

Crossing Name: UNNAMED PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860530M Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Residential

Sole Access? Yes, west side Number of Lanes: 1 

General Description 

of Crossing 

− Paved roadway 

− Connects to end of Industrial Drive (east side of crossing) 

− Connects to 1-2 residences, south-west side of crossing 

− Active spur
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-113 Transportation Technical Report 

Crossing Name: UNNAMED PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860528L Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Farm

Sole Access? Yes Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Access between fields 

− Connects to unpaved track system throughout fields 

− No nearby residences or structures. Closest structure is ~1/2 mile on the west of 

crossing. 

− No residences served by crossing
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-114 Transportation Technical Report 

Crossing Name: GEORGES PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860526X Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Farm / Residential

Sole Access? Yes Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Access between field / undeveloped areas 

− May be a residence / RV north-east of crossing that is served by crossing 

− Connects to unpaved track system throughout undeveloped area 

− Closest structure is ~1,500 feet south of crossing 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-115 Transportation Technical Report 

Crossing Name: CHANDLERS PRIVATE CROSSING Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860521N Jurisdiction: Caroline County

Current Warning Device: None Crossing Type: Farm

Sole Access? Yes, east side Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Access to undeveloped areas (forested, not open fields) and track network on east side 

of crossing. 

− Cleared area may be used for RV parking. No permanent residence structure present 

on aerial imagery. 

− This crossing may be effected by the future potential Carmel Church improvements 

(area of land bounded by 95 and railroad tracks). 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-116 Transportation Technical Report 

Crossing Name: EXCELSIOR MILL Central Virginia (Alternative Area 4) 

Line / Crossing Number: RF&P / 860519M Jurisdiction: Hanover County

Current Warning Device: None Crossing Type: Residential

Sole Access? Yes, east side Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved roadway 

− Driveway to one residential property on east side of crossing 

− Connects to Doswell Park Road on west side of crossing 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-117 Transportation Technical Report 

Crossing Name: 4th STREET EXTENSION Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623541Y Jurisdiction: City of Richmond

Current Warning Device: Flashing signal with gates Crossing Type: Industrial

Sole Access? Yes (assuming private underpass not currently functioning, 

see below). Number of Lanes: 2 

General Description 

of Crossing 

− Paved roadway 

− Driveway access to industrial area 

− Private underpass (deficient, poor drainage, small) located ~500 feet south of crossing, 

provides access to same area. 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-118 Transportation Technical Report 

Crossing Name: FEDERAL PAPER PRIVATE CROSSING Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623544U Jurisdiction: City of Richmond

Current Warning Device: None Crossing Type: Industrial

Sole Access? No Number of Lanes: 1 

General Description 

of Crossing 

− Unpaved crossing connecting industrial area 

− Unpaved tracks continue to quarry area (north of crossing) to crossing at that location 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-119 Transportation Technical Report 

Crossing Name: TEXACO ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623552L Jurisdiction: Chesterfield County

Current Warning Device: Passive (assumed, inconclusive in aerial) Crossing Type: Industrial

Sole Access? No – but connecting roadway circuitous route through 

industrial area to the north (so may not be feasible) Number of Lanes: 2 

General Description 

of Crossing 

− Paved roadway 

− Southern-most crossing into large industrial area 

− Crossing connects to US Route 1 on the west 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-120 Transportation Technical Report 

Crossing Name: STATION ROAD Richmond (Alternative Area 6) 

Line / Crossing Number: S-LINE / 623554A Jurisdiction: Chesterfield County

Current Warning Device: Passive (assumed, inconclusive in aerial) Crossing Type: Industrial

Sole Access? Yes, east side Number of Lanes: 1 

General Description 

of Crossing 

− Paved roadway 

− Driveway to residence (1) and industrial area 

− Connects to Station Road, west side of crossing 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-121 Transportation Technical Report 

3.2.3 Pedestrian Corridor Crossings 

The DC2RVA corridor has 19 dedicated pedestrian-only crossings, including 11 at-grade 

pedestrian crossings, 6 grade-separated pedestrian overpasses, and 2 pedestrian underpasses, as 

detailed in the sections below. 

Safety at pedestrian crossings was not assessed as part of the alternatives development and 

screening process. The pedestrian grade-separated overpasses were assessed for each pedestrian 

crossing and no issues were found. DRPT determined the existing or planned pedestrian 

crossings along the corridor did not constrain the preliminary alignments evaluated for the 

DC2RVA Project except for the following: 

 Pedestrian bridge over track for Franconia Springfield VRE Station (CFP 97.87) 

 Pedestrian bridge over tracks for Rippon Station (CFP 85.30) 

Details of the pedestrian crossing assessments can be found in the Alternatives Technical Report

(Appendix A of the Draft EIS). 

3.2.3.1 At-Grade Pedestrian Crossings 

All at-grade pedestrian road crossings are located in the town of Ashland and include the 

following mid-block crossing locations, which are shown in Figure 3-16: 

 Randolph-Macon College Sports Complex and Fields (connects Brock Sports Complex 

with the ball fields on the other side of the tracks) 

 Randolph-Macon College Main Campus (immediately across from the main campus entrance) 

 Ashland Station 

 Thompson Street/England Street 

 Robinson Street 

 Lee Street 

 Cox Lane/Maiden Lane 

 Arlington Street 

 Howard Street 

 Francis Street 

 Early Street 

3.2.3.2 Grade Separated Pedestrian Crossings 

All of the grade-separated pedestrian overpasses are located in the Northern Virginia portion of 

the DC2RVA corridor, where land use and populations are denser compared to the southern 

portion of the corridor.

 Pedestrian bridge over tracks for Franconia Springfield VRE Station 

 Pedestrian bridge over tracks at Woodbridge Station 

 Pedestrian bridge over tracks at Veterans Memorial Park 

 Pedestrian bridge over tracks at Rippon Station 

 Industrial access pedestrian bridge (near CFP 81.87) 

 Pedestrian bridge over tracks (near CFP 76.68) 

The grade separated pedestrian underpasses cross the Mt. Vernon Trail in Arlington and the 

industrial DuPont crossing south of Richmond 
AFFECTED ENVIRONMENT 

D.C. to Richmond Southeast High Speed Rail 3-122 Transportation Technical Report 

Figure 3-16: Pedestrian Crossings in Ashland
D.C. to Richmond Southeast High Speed Rail 4-1 Transportation Technical Report 

REGIONAL ENVIRONMENTAL CONSEQUENCES 

4.1 INTRODUCTION 

The anticipated effects on the DC2RVA Project area transportation network of the No Build and 

Build conditions is presented at the same two scales as the Affected Environment Transportation 

Facilities section: Regional Scale and Corridor Scale (as defined in Chapter 3). 

The Regional Scale includes the future year conditions of the rail improvements (both increased 

daily trains and associated increased ridership from a regional level) and the analysis of how 

those improvements are anticipated to affect the greater roadway network. The Regional Scale 

Environmental Consequences include the following (in order of presentation within this 

Chapter): 

 DC2RVA train service through the corridor, including the type and number of increases 

in daily trips through the DC2RVA corridor and associated ridership projections. 

 2025 No Build daily traffic volumes, including a summary of how the future year growth 

rate was developed and the resulting changes to the regional roadway network, including 

the I-95 facility. 

 Effects due to increases in DC2RVA ridership along the corridor. This includes: 

- Effects on the regional roadway network from the DC2RVA Project, including the 

number of vehicles anticipated to be removed from the transportation network due to 

DC2RVA ridership. 

- Effects on the adjacent roadways to the Amtrak stations that are being served by the 

DC2RVA intercity passenger trains for 2025 No Build and Build conditions. This 

includes estimates of the number of motor vehicle trips anticipated to be generated by 

passengers accessing each station for each Build Alternative. 

- Effects on parking needs at the existing and proposed Amtrak stations. 

Refer to Chapter 5 for presentation of the Corridor Scale Environmental Consequences. 

The discussion on environmental consequences summarizes potential effects that may result from 

the construction and operation of the DC2RVA Project. In accordance with Project planning dates 

for physical impacts, analyses of transportation facilities are estimated for 2025 (see Section 2.1.2). 

The effects presented in this chapter are based on the conceptual engineering developed for each 

of the Build Alternatives within the six areas defined for the Project in detail in Chapter 2 of the 

Draft EIS and summarized below: 

4 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-2 Transportation Technical Report 

Alternative 

Area 

Alternative Description Abbreviated Description* 

Area 1: 

Arlington 

(Long Bridge 

Approach) 

1A Add Two Tracks on the East Add 2 Tracks East 

1B Add Two Tracks on the West Add 2 Tracks West 

1C Add One Track East and One Track West Add 1 Track East & West 

Area 2: 

Northern 

Virginia 

2A Add One Track/Improve Existing Track Add 1 Track 

Area 3: 

Fredericksburg 

(Dahlgren 

Spur to 

Crossroads) 

3A Maintain Two Tracks Through Town Maintain Existing 

3B Add One Track East of Existing Add 1 Track 

3C Add Two-Track Bypass East 2-Track East Bypass 

Area 4: 

Central 

Virginia 

(Crossroads 

to Doswell) 

4A Add One Track/Improve Existing Track Add 1 Track 

Area 5: 

Ashland 

(Doswell to 

I-295) 

5A Maintain Two Tracks Through Town Maintain Existing 

5A–Ashcake Maintain Two Tracks Through Town (Relocate 

Station to Ashcake) Maintain Existing (New Station) 

5B Add One Track East of Existing Add 1 Track 

5B–Ashcake Add One Track East of Existing (Relocate Station to 

Ashcake) Add 1 Track (New Station) 

5C Add Two-Track West Bypass 2-Track West Bypass 

5C–Ashcake Add Two-Track West Bypass (Relocate Station to 

Ashcake) 2-Track West Bypass (New Station) 

5D–Ashcake Three Tracks Centered Through Town (Add One 

Track, Relocate Station to Ashcake) Center 3 Tracks (New Station) 

Area 6: 

Richmond 

(I-295 to 

Centralia) 

6A Staples Mill Road Station Only Staples Mill Only 

6B–A-Line Boulevard Station Only, A-Line Boulevard Rd Only (A-Line) 

6B–S-Line Boulevard Station Only, S-Line Boulevard Rd Only (S-Line) 

6C Broad Street Station Only Broad St Only 

6D Main Street Station Only Main St Only 

6E Split Service, Staples Mill Road/Main Street Stations Split Service 

6F Full Service, Staples Mill Road/Main Street Stations Full Service 

6G Shared Service, Staples Mill Road/Main Street 

Stations Shared Service 

*Tables within this chapter use abbreviated descriptions, as required for space constraints. 

Effects associated with the physical improvements of the DC2RVA Franconia to Occoquan project 

are being evaluated in a separate Categorical Exclusion document, but do not affect the regional 

scale analysis presented in this chapter. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-3 Transportation Technical Report 

4.2 DC2RVA TRAIN SERVICE AND RIDERSHIP 

Under 2025 Build conditions, intercity passenger rail ridership is projected to increase due to 

increased train frequency, availability, and reliability, as well as trends in general population 

growth. The future year increases in ridership from the DC2RVA Project could affect the regional 

roadway network12 in the following two ways: 

 Decreases in vehicles using the roadway network (i.e., mainly I-95) between Washington, 

D.C. and Richmond. Refer to Section 4.4 for this analysis.

 Increases in vehicles using the roadway network directly adjacent to the train station(s) 

that provide service. Refer to Section 4.5 for this analysis.

Refer to Chapter 2 of this Draft EIS for descriptions and data for the 2015 and 2025 No Build and 

Build passenger train service conditions. The DC2RVA Project 2025 Build conditions would add 

nine new passenger rail round trips, to be incorporated into Amtrak’s passenger rail network: 

 Four new round trip Interstate Corridor (SEHSR) passenger trains, with stops at the 

following stations within the DC2RVA corridor: 

- Alexandria 

- Fredericksburg 

- Richmond (station location within the city varies by Build Alternative) 

This service would complement Amtrak’s current Interstate Corridor (Carolinian) service 

by providing additional frequencies to North Carolina. The SEHSR trains would have 

slightly different service patterns within the Project corridor than the existing Amtrak 

service and use different routes south of the Project corridor, where SEHSR trains are 

anticipated to provide a faster and more direct route to Raleigh and Charlotte, NC. 

 Five new round trip Northeast Regional (SEHSR) passenger trains, with stops at the 

following stations within the DC2RVA corridor: 

- Alexandria 

- Woodbridge 

- Quantico 

- Fredericksburg, 

- Ashland (station location within town varies by Build Alternative) 

- Richmond (station location within the city varies by Build Alternative) 

This service would provide additional frequencies on the same routes of existing Amtrak 

Northeast Regional (Virginia) services and would terminate in Virginia (3 in Norfolk; 1 in 

Newport News; and 1 in Richmond). 

Table 4-1 presents the annual ridership at each of these stations, represented as a total number of 

boardings and alightings (i.e., a total number of train passengers getting on and off of the train) 

for 2015, 2025 No Build, and 2025 Build conditions, by Build Alternative. Differences in ridership 

for Build conditions throughout the DC2RVA corridor result from the various station alternatives 

in Richmond, so the ridership is presented by the seven Richmond area station alternatives 

(ridership is projected to be identical for Build Alternatives 6B–A-Line and 6B–S-Line, so they are 

presented as a single Build Alternative 6). The table also compares each of the Build conditions 

to the No Build, as a percentage of total ridership. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-4 TranspTable 4-1: Annual DC2RVA Ridership1 at Stations in Project Area (Boardings and Alightings2) 

Station 2015 2025 2025 Build Alternatives 

6A 6B3 6C 6D 6E 

Existing 

Conditions 

No Build Staples 

Mill Only 

Boulevard 

Rd Only 

Broad St 

Only 

Main St 

Only 

Split Service Full S

Alexandria 174,238 208,496 233,602 (12%) 227,706 (9%) 224,571 (8%) 228,278 (9%) 230,896 (11%) 2Woodbridge 23,836 31,191 82,694 (165%) 82,304 (164%) 81,140 (160%) 82,521 (165%) 82,171 (163%) Quantico 34,754 37,945 45,313 (19%) 44,943 (18%) 44,278 (17%) 45,118 (19%) 45,398 (20%) Fredericksburg 127,535 168,627 305,177 (81%) 311,500 (85%) 311,761 (85%) 314,017 (86%) 301,810 (79%) 3Ashland Station 28,013 32,694 47,368 (45%) 50,437 (54%) 54,002 (65%) 55,771 (71%) 45,701 (40%) Staples Mill Road, Richmond 351,156 407,119 714,795 (76%) - - - 588,610 (45%) 4Boulevard Road, Richmond - - - 

700,152 

(new) - - - 

Broad Street, Richmond - - - - 

677,667 

(new) - - 

Main Street, Richmond 46,849 50,846 - - - 725,586 (1,327%) 107,090 (111%) 3Total Corridor Stations

1,028,488 1,248,848 1,929,413 

(54%)

1,895,121 

(52%)

1,849,827 

(48%)

1,910,001 

(53%)

 1,879,581 

(51%) 

 1,9

1 The annual ridership represents the DC2RVA Project. It excludes passengers on VRE, the Auto Train, and the long distance trains to Georgia/Florida. Ridership for

Alternatives only differ based on which station option is used in Richmond. 

2 Boardings and alightings represent train passengers getting on and off of the train, respectively. 3 The DC2RVA passenger train ridership is the same for Build Alternatives 6B–A-Line and 6B–S-Line, so they are presented in this table as a single Build Alternative 6
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-5 Transportation Technical Report 

The ridership data indicates the following by 2025: 

 The total DC2RVA ridership throughout the corridor is anticipated to increase 

approximately 50% for all Build Alternatives (ranging from a low of 48% for Build 

Alternative 6C Broad Street Station Only, to a high of 56% for Build Alternative 6F, Full 

Service, Staples Mill Road/Main Street Stations). 

 DC2RVA ridership at the Alexandria station is anticipated to increase approximately 10% 

(ranging from 8% to 12%). 

 DC2RVA ridership at the Fredericksburg station is anticipated to increase approximately 

160% (ranging from 160% to 168%). 

 DC2RVA ridership at the Quantico station is anticipated to increase approximately 20% 

(ranging from 17% to 20%). 

 DC2RVA ridership at the Ashland station is anticipated to increase approximately 35-45% 

for the two station Build Alternatives (6E, 6F, and 6G) and approximately 45-70% for the 

single station Build Alternatives, with a high of a 71% Change for Build Alternative 6D 

Main Street Station Only. 

 DC2RVA ridership at the Staples Mill Station is anticipated to increase approximately 75% 

if it is the only station in service, with a range of increases between 3% (6F Full Service) to 

45% (6E Split Service) for the two station Build Alternatives. 

 DC2RVA ridership at the Main Street Station is anticipated to increase approximately 

1,327% if it is the only station in service, with a range of increases between 111% (6E Split 

Service) to 628% (6F Full Service) for the two station Build Alternatives. 

4.3 FUTURE YEAR ROADWAY TRAFFIC VOLUMES (NO BUILD) 

4.3.1 Development of Future Year Growth Rate 

Future year traffic volumes were developed by applying an estimated growth rate to “base year” 

traffic. The base year used for this analysis is 2014, the most recently available full year data set 

at the time that the analysis was performed. The source for this data is the VDOT GIS online 

database for Annual Average Daily Traffic with Vehicle Classification for 201413. 

An annual growth rate was developed by examining trends in historical traffic volume growth 

based on available VDOT publications of vehicle miles traveled (VMT) data. From 1975 to 2000, 

six data sets are available (1975, 1980, 1985, 1990, 1995, 2000) while from 2001 to 2014, data is 

available for every year. Data from both the pre- and post-2000 files were combined; the resulting 

data set includes VMT for interstate highways and primary roads for each jurisdiction in the 

DC2RVA Project area. Table 4-2A summarizes the year-on-year VMT growth by year for the 

entire study area, excluding the city of Fredericksburg. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-6 Transportation Technical Report 

Table 4-2A: Summary of VMT, Primary and Interstate Roadways in DC2RVA Regional 

Corridor (Excluding Fredericksburg) 

Year VMT Growth Rate per Year 

1975 15,242,124 4% 

1980 18,424,554 5% 

1985 23,078,994 8% 

1990 32,026,351 6% 

1995 42,001,026 1% 

2000 44,961,979 0% 

2001 44,879,748 4% 

2002 46,832,631 1% 

2003 47,365,306 6% 

2004 50,149,209 1% 

2005 50,841,095 1% 

2006 51,210,655 2% 

2007 52,138,741 0% 

2008 52,089,647 -2% 

2009 51,220,169 2% 

2010 52,446,649 -2% 

2011 51,638,327 4% 

2012 53,481,631 -1% 

2013 53,145,353 1% 

2014 53,470,318 -- 

Avg. Yearly Growth Rate 2000-2014 1.267% 

Avg. Yearly Growth Rate 1975-2014 2.230% 

Traffic growth within the city of Fredericksburg was tabulated separately because the urban area 

data set for Fredericksburg is not available in the same format for pre-2000. As a result, an 

average annual growth rate was calculated for the years 2000-2014 (0.498 percent per year) and 

then the pre-2000 growth rates were calculated by assuming that the growth rate for the primary 

and interstate roads in Fredericksburg between 1975 and 1999 are comparable to the growth rate 

for the primary and interstate roads in all other jurisdictions14. The resulting growth rates from 

1975 to 2014 for the city of Fredericksburg are shown in Table 4-2B. 

Table 4-2B. Summary of VMT, Primary and Interstate, City of Fredericksburg

Year VMT Percent 

1975 604,166 0.876% 

1980 630,621 0.876% 

1985 658,233 0.876% 

1990 687,056 0.876% 

1995 717,140 0.876% 

2000 748,541 -1% 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-7 Transportation Technical Report 

Table 4-2B. Summary of VMT, Primary and Interstate, City of Fredericksburg

Year VMT Percent 

2001 742,276 4% 

2002 768,361 1% 

2003 772,685 0% 

2004 774,532 7% 

2005 827,589 2% 

2006 840,597 -2% 

2007 822,981 -6% 

2008 776,171 2% 

2009 792,326 1% 

2010 799,556 -3% 

2011 775,682 1% 

2012 784,744 -1% 

2013 780,105 2% 

2014 797,787 -- 

Avg. Yearly Growth Rate 2000-2014 0.498% 

Avg. Yearly Growth Rate 1975-2014 0.876% 

Growth rates for secondary roads (for which data was not available prior to the year 2000) were 

estimated using a similar approach to that used for the city of Fredericksburg primary and 

interstate roads. Since data is available for the years 2000 through 2014, the average growth rate 

on secondary roads was calculated and resulted in an average annual growth rate of 1.382%. It 

was assumed, again, that the growth rate for secondary roads from 1975 to 1999 is comparable to 

the growth rate for the primary and interstate roads for all other jurisdictions15. The secondary 

roadway designation is used in Virginia counties; therefore, for this analysis, there are no 

secondary roadways within the city of Fredericksburg dataset. The resulting growth rates from 

1975 to 2014 for all jurisdictions in the DC2RVA corridor are shown in Table 4-3. 

Table 4-3: Summary of VMT, DC2RVA Corridor, Secondary Roadways

Year VMT Percent 

1975 11,353,345 2.431% 

1980 12,733,448 2.431% 

1985 14,281,316 2.431% 

1990 16,017,341 2.431% 

1995 17,964,396 2.431% 

2000 20,148,134 7% 

2001 21,552,030 6% 

2002 22,758,333 1% 

2003 23,093,852 1% 

2004 23,422,793 6% 

2005 24,752,197 2% 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-8 Transportation Technical Report 

Table 4-3: Summary of VMT, DC2RVA Corridor, Secondary Roadways

Year VMT Percent 

2006 25,151,575 3% 

2007 25,924,451 6% 

2008 27,488,803 -7% 

2009 25,680,771 2% 

2010 26,203,872 0% 

2011 26,212,464 -7% 

2012 24,430,235 0% 

2013 24,415,638 -1% 

2014 24,135,827 -- 

Avg. Yearly Growth Rate 2000-2014 1.382% 

Avg. Yearly Growth Rate 1975-2014 2.431% 

The growth rates from Tables 4-2 to 4-3 were then combined to provide an estimate of total VMT 

growth for all jurisdictions and for the entire period from 1975 to 2014, as shown in Table 4-4. 

The calculated average annual growth rate from 1975 to 2014, as shown in the table, is 1.967 

percent. For purposes of estimating future growth, therefore, the rounded value of 2.0 percent 

annual average growth per year (linear growth, non-compounded), was used for forecasting 

future roadway traffic for 2015 and 2025 at the Regional Scale. 

Table 4-4: Estimated VMT, All Jurisdictions

Year VMT Percent 

1975 27,199,635 3% 

1980 31,788,623 4% 

1985 38,018,543 6% 

1990 48,730,748 5% 

1995 60,682,562 2% 

2000 65,858,654 2% 

2001 67,174,054 5% 

2002 70,359,325 1% 

2003 71,231,843 4% 

2004 74,346,534 3% 

2005 76,420,880 1% 

2006 77,202,827 2% 

2007 78,886,173 2% 

2008 80,354,621 -3% 

2009 77,693,266 2% 

2010 79,450,077 -1% 

2011 78,626,474 0% 

2012 78,696,610 0% 

2013 78,341,096 0% 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-9 Transportation Technical Report 

Table 4-4: Estimated VMT, All Jurisdictions

Year VMT Percent 

2014 78,403,932 -- 

Avg. Yearly Growth Rate 2000-2014 1.274% 

Avg. Yearly Growth Rate 1975-2014 1.967% 

4.3.2 Regional Roadway Network Conditions (No Build) 

Table 4-5 summarizes the estimated traffic on the regional roadway for existing conditions (2015) 

as well as 2025 No Build conditions. The data indicates an overall increase of 20 percent in total 

vehicle miles traveled (VMT)16 by 2025, without the DC2RVA rail improvements. 

The I-95 facility represents approximately 280 directional roadway miles (including I-395) of the 

total regional roadway miles between Washington, D.C. and Richmond within the DC2RVA 

corridor. I-95 is projected to carry approximately 45.4 million vehicle-miles by 2025, which 

represents almost 50 percent of the total vehicles-miles in the regional area. 

Table 4-5: Regional Roadway Network, No Build Conditions 

Directional 

Measure 

Interstate and 

US Routes 

State Primary 

Route 

State Secondary 

Route 

Urban 

Routes 

Total 

2015 Total ADT 47,856,880 14,744,998 5,748,709 1,029,843 69,380,430 

Length 895.0 530.7 422.2 70.8 1,918.7 

VMT 60,815,804 13,903,153 3,658,472 618,849 78,996,278 

2025 

No Build 

Total 

ADT 57,240,582 17,636,174 6,875,907 1,231,773 82,984,436 

Length 895.0 530.7 422.2 70.8 1,918.7 

VMT 72,740,471 16,629,261 4,375,819 740,192 94,485,743 

4.4 RIDERSHIP EFFECTS ON REGIONAL ROADWAYS 

The DC2RVA improvements are expected to result in an increase of up to 854,000 annual rail 

passenger trips17 (as compared to the No Build alternative). By shifting this travel to rail, DRPT 

anticipates that up to 2,050 vehicles per day and 250,000 daily vehicle-miles would be removed from 

the parallel roads of I-95 and U.S. Route 1 in the 123-mile project corridor – annually this equates to 

removing 656,000 vehicles per year and 80 million annual vehicle miles from the system18. This 

represents a reduction in vehicle-miles both annually and daily of approximately 0.6 percent. 

4.5 RIDERSHIP EFFECTS AT DC2RVA STATIONS 

4.5.1 Effects on Roadways Adjacent to Stations 

The purpose of this evaluation is to assess the potential effects on the major roadways that are 

located adjacent19 to the Amtrak stations that are served by the DC2RVA passenger trains. 

Changes in vehicular traffic resulting from the implementation of each alternative is a function 

of projected annual rail ridership as provided by the DC2RVA Rail Ridership model20; increases 

or decreases in ridership at a specific station would translate to associated increases or decreases 

in the number of vehicle trips to and from that station. The analysis was based on the annual 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-10 Transportation Technical Report 

ridership at each station (as presented in the previous section), represented as a total number of 

boardings and alightings (i.e., a total number of train passengers getting on and off of the train) 

for 2015, 2025 No Build, and 2025 Build conditions, by Build Alternative. 

4.5.1.1 Methodology 

Since roadway traffic data is typically reported on a daily basis, the first step in the analysis 

process was to convert ridership data from annual to daily. To ensure that major infrastructure 

projects are neither over-designed nor under-designed, infrastructure plans are developed to 

serve higher than average demand but not the highest demand. The process of converting from 

annual to daily ridership used for this analysis accounts for some peaking by dividing annual 

ridership not by 365 (days per year) but by 320. As a result, the analysis reflects daily ridership 

approximately 15 percent higher than for an “average” day. 

The analysis of traffic operations is based on a single hour, typically representing one or more of 

the highest (or peak) hours of the day. Therefore, the daily ridership estimated as described in 

the previous paragraph was converted to peak hour. For purposes of this analysis, peak hour 

ridership was assumed to be 8.5 percent of the estimated daily ridership (it is important to note 

that this is the peak within a typical day, and not the peak hour over the course of a full year). 

Based on the resulting estimates of peak hour ridership at each station (which represents both 

boardings and alightings), the number of passengers using various transportation modes to travel 

to and from each station was calculated using the mode split assumptions shown in Table 4-6 

below. Stations were categorized as either urban (with higher percentages of public transit, 

pedestrian, and drop-off modes) or suburban (with higher percentages of passengers who drive). 

Table 4-6: Passenger Arrival / Departure Mode Split Assumptions 

Transportation Mode Suburban Stations1 Urban Stations2

Motor Vehicle Trips Drive & Park 49% 22% 

Kiss & Ride 18% 20% 

Taxi / Car Service 12% 29% 

Public Transit 20% 12% 

Walk 0% 15% 

Other Miscellaneous Trips3 1% 2% 

Total 100% 100% 

1

 Suburban Stations include: Woodbridge, Quantico, Ashland, and Staples Mill 

2

 Urban Stations include: Alexandria, Fredericksburg, and downtown Richmond 

3

 Other transportation modes include bicycles 

For the motor vehicle trips, the total number of peak hour vehicle trips in to the station and out of 

the station that each passenger would create was estimated based on the following assumptions: 

 Drive & Park: Each passenger would create a single vehicle trip (one-way in or oneway out of the station). Arriving passengers would go to their parked vehicle and 

drive out; departing passengers would drive in and park their vehicle. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-11 Transportation Technical Report 

 Kiss & Ride: Each passenger would create two vehicle trips (one-way in and one-way 

out of the station). Arriving passengers would be picked up by a vehicle that has 

entered the station area and takes them away; departing passengers would be 

dropped off by a vehicle that then leaves the station area without them. 

 Taxi / Car Service: This was separated into two categories: 1) passengers who get into 

a waiting vehicle that is already in the station area from a separate trip, and 2) 

passengers who get into a vehicle that is called into the station area specifically for 

them (similar to Kiss & Ride). Each passenger either would create a single vehicle trip 

(those who use a waiting vehicle) or would create two vehicle trips (those who use a 

vehicle that was not already waiting at the station). A 50 percent/50 percent split was 

assumed for this mode. 

Once the trips were calculated by mode for the peak hour (using the above mode split and vehicle 

trip assumptions), these trips were converted back to daily to allow for comparison with the 

estimates of daily traffic on roadways adjacent to the stations. The same ratio (with peak hour 

representing 8.5 percent of daily) was applied to calculate the daily trips by mode. The resulting 

daily vehicle trips in and out of the station area for the motor vehicle mode, as calculated at each 

station for No Build and Build conditions, are presented in Table 4-7 through Table 4-14. 

Calculations were rounded results up to the nearest whole passenger and/or vehicle trip. 

Table 4-7: 2025 Daily Passenger & Vehicle Trips by Mode, No Build

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 153 82 82 141 141 141 200 153 153 82 106 24 

Woodbridge 59 35 35 24 24 24 24 24 24 24 0 12 

Quantico 71 35 35 24 24 24 24 24 24 35 0 12 

Fredericksburg 118 59 59 106 106 106 165 129 129 71 82 12 

Ashland 59 35 35 24 24 24 24 24 24 24 0 12 

Richmond 

Staples Mill 635 318 318 235 235 235 165 129 129 259 0 0 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond Main 47 24 24 35 35 35 59 47 47 24 35 0 

Table 4-8: 2025 Daily Passenger & Vehicle Trips by Mode, 6A Staples Mill Only

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 224 176 176 94 118 24 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-12 Transportation Technical Report 

Table 4-8: 2025 Daily Passenger & Vehicle Trips by Mode, 6A Staples Mill Only

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Woodbridge 141 71 71 59 59 59 35 35 35 59 0 12 

Quantico 82 47 47 35 35 35 24 24 24 35 0 12 

Fredericksburg 224 118 118 200 200 200 282 212 212 118 153 12 

Ashland 82 47 47 35 35 35 24 24 24 35 0 0 

Richmond 

Staples Mill 1,106 553 553 412 412 412 271 212 212 447 0 12 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond Main 0 0 0 0 0 0 0 0 0 0 0 0 

Table 4-9: 2025 Daily Passenger & Vehicle Trips by Mode, 6B Boulevard Rd Only

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 212 165 165 94 118 24 

Woodbridge 129 71 71 47 47 47 35 35 35 59 0 12 

Quantico 71 35 35 35 35 35 24 24 24 35 0 12 

Fredericksburg 224 118 118 200 200 200 294 224 224 118 153 12 

Ashland 82 47 47 35 35 35 24 24 24 35 0 0 

Richmond 

Staples Mill 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Boulevard 482 247 247 447 447 447 635 482 482 271 329 24 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond Main 0 0 0 0 0 0 0 0 0 0 0 0 

The DC2RVA passenger train ridership is the same for both the 6B–A-Line and 6B–S-Line Build Alternatives, so are presented in this table 

as a single 6B Alternative. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-13 Transportation Technical Report 

Table 4-10: 2025 Daily Passenger & Vehicle Trips by Mode, 6C Broad St Only

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 141 141 141 212 165 165 94 106 24 

Woodbridge 129 71 71 47 47 47 35 35 35 59 0 12 

Quantico 71 35 35 35 35 35 24 24 24 35 0 12 

Fredericksburg 224 118 118 200 200 200 294 224 224 118 153 12 

Ashland 94 47 47 35 35 35 24 24 24 35 0 0 

Richmond 

Staples Mill 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 424 212 212 388 388 388 553 424 424 235 294 35 

Richmond Main 0 0 0 0 0 0 0 0 0 0 0 0 

Table 4-11. 2025 Daily Passenger & Vehicle Trips by Mode, 6D Main St Only

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 212 165 165 94 118 24 

Woodbridge 129 71 71 47 47 47 35 35 35 59 0 12 

Quantico 71 35 35 35 35 35 24 24 24 35 0 12 

Fredericksburg 224 118 118 200 200 200 294 224 224 129 153 12 

Ashland 94 47 47 35 35 35 24 24 24 35 0 12 

Richmond 

Staples Mill 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 24 

Richmond Main 506 259 259 459 459 459 659 494 494 282 341 0 

Table 4-12: 2025 Daily Passenger & Vehicle Trips by Mode, 6E Split Service 

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 212 165 165 94 118 24 

Woodbridge 129 71 71 47 47 47 35 35 35 59 0 12 

Quantico 82 47 47 35 35 35 24 24 24 35 0 12 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-14 Transportation Technical Report 

Table 4-12: 2025 Daily Passenger & Vehicle Trips by Mode, 6E Split Service 

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Fredericksburg 212 106 106 200 200 200 282 212 212 118 153 12 

Ashland 82 47 47 35 35 35 24 24 24 35 0 12 

Richmond 

Staples Mill 906 459 459 341 341 341 224 176 176 376 0 0 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 12 

Richmond Main 82 47 47 71 71 71 106 82 82 47 59 0 

Table 4-13: 2025 Daily Passenger & Vehicle Trips by Mode, 6F Full Service 

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 212 165 165 94 118 24 

Woodbridge 141 71 71 59 59 59 35 35 35 59 0 12 

Quantico 82 47 47 35 35 35 24 24 24 35 0 12 

Fredericksburg 212 106 106 200 200 200 282 212 212 118 153 12 

Ashland 71 35 35 35 35 35 24 24 24 35 0 12 

Richmond 

Staples Mill 647 329 329 247 247 247 165 129 129 271 0 0 

Richmond 

Boulevard 0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 0 0 0 0 0 0 0 0 0 0 0 12 

Richmond Main 259 129 129 235 235 235 341 259 259 141 176 0 

Table 4-14: 2025 Daily Passenger & Vehicle Trips by Mode, 6G Shared Service

Station Drive & Park Kiss & Ride Taxi / Auto Service Transit Walk Other 

Psngrs Trips Psngrs Trips Psngrs Trips Psngrs Psngrs Psngrs 

In Out In Out In Out 

Alexandria 165 82 82 153 153 153 212 165 165 94 118 24 

Woodbridge 141 71 71 59 59 59 35 35 35 59 0 0 

Quantico 82 47 47 35 35 35 24 24 24 35 0 0 

Fredericksburg 212 106 106 200 200 200 282 212 212 118 153 0 

Ashland 71 35 35 35 35 35 24 24 24 35 0 0 

Richmond 

Staples Mill 

800 400 400 294 294 294 200 153 153 329 0 0 

Richmond 

Boulevard 

0 0 0 0 0 0 0 0 0 0 0 0 

Richmond 

Broad Street 

0 0 0 0 0 0 0 0 0 0 0 0 

Richmond Main 176 94 94 165 165 165 235 176 176 106 129 0 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-15 Transportation Technical Report 

As the final step in this evaluation, the daily trips by mode (as described above) were compared 

to the daily volumes of the adjacent roadways1, which are presented in Table 4-15 below. 

 Table 4-15: Adjacent Facility Volumes, by Station Served

Station Adjacent Facility From To 2014 Volume 2025 Volume 

Alexandria King Street (VA 7) Russell Road West Street 16,000 19,520 

Duke Street (VA 236) Telegraph Road S Henry Street 22,000 26,840 

Woodbridge Route 1 Opitz Boulevard Fairfax County Line 36,000 43,920 

Quantico Barnett Avenue Fuller Road Henderson Road 5,000 6,100 

Fredericksburg Princess Anne Street Dixon Street Route 1 2,700 3,294 

Caroline Street Dixon Street Lafayette 

Boulevard 2,300 2,806 

Ashland England / Thompson 

Street 

Hanover Avenue Route 1 14,000 17,080 

Staples Mill 

(Richmond) 

Staples Mill Road Bremner Boulevard Hilliard Road 37,000 45,140 

Boulevard Road 

(Richmond) 

N Boulevard Road U.S. 33 / U.S. 250 I-95 21,000 25,620 

Robin Hood Road N Boulevard Road Hermitage Road 16,000 19,520 

Broad Street 

(Richmond) 

W Broad Street N Boulevard Road Hermitage Road 24,000 29,280 

 W Leigh Street N Boulevard Road Hermitage Road 7,600 9,272 

Main Street 

(Richmond) 

E Main Street & 14th Street Route 360 21,000 25,620 

E Broad Street 14th Street Route 360 26,000 31,720 

Source: VDOT 2014, grown to 2025 using an assumed 2% annual growth rate (linear, non-compounding). Exception is Barnett Avenue (not 

available in PDFs); estimated volume based on adjacent roadway volumes. 

The above table assumes that the station location within Ashland is the same as the existing 

condition, which is located in the middle of town on the north side of England/Thompson Street 

on the west side of the rail corridor. However, the Build Alternatives for the Ashland Area do 

include an alternate station location south of Ashcake Road is proposed. This analysis analyzes 

the single new proposed location separately at the end of the results section. 

4.5.1.2 Results 

The number of daily passengers and associated estimates of daily motor vehicle trips for each 

station are presented in Tables 4-16 through 4-22 for each of the seven station Build Alternatives 

in Richmond, respectively. A summary table is presented in Table 4-23. “Nominal” increases in 

total daily traffic are defined as less than 1% changes over the course of the day. 

On an overall basis, the results indicate the following: 

 For each Build Alternative, the DC2RVA ridership equates to over 2,000 new daily motor 

vehicle trips at each station (for each single-station alternative) or combination of stations 

(for each two-station alternative). 

 

1 Adjacent roadway(s) at stations were defined as those that vehicles (including personal motor vehicle, transit, or 

drop-off service such as taxis) could use to access the station. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-16 Transportation Technical Report 

 Most roadways adjacent to the stations would experience nominal increases in traffic 

(under 1% increases in total daily traffic) for most Build conditions. While increases in 

DC2RVA ridership would cause increases in traffic adjacent to DC2RVA stations, the 

levels of increase in ridership do not directly correlate to the same increases in traffic. In 

general, the majority of the roadways adjacent to the stations are multiple lane facilities 

with high carrying capacity under existing conditions that could accommodate increases 

in vehicular trips due to the DC2RVA Project. 

 Overall, the highest increases in traffic on adjacent roadways due to the DC2RVA 

ridership are anticipated at the Fredericksburg Station: traffic is projected to increase 

approximately 7 to 8% on the adjacent roadways of Princess Anne Street and Caroline 

Street for all Build Alternatives. The volumes on these two facilities represent some of the 

lowest existing and future daily volumes on adjacent roadways to stations for the project. 

 For the single station Build Alternatives in the Richmond area, the greatest increases in 

traffic on adjacent roadways are anticipated for the two stations that are not currently 

served by any passenger trains (Boulevard and Broad Street stations), which are projected 

to increase approximately 5%. Traffic increases adjacent to the Main Street Station and 

Staples Mill Station are projected to increase approximately 4% and 2%, respectively. 

 For the two-station Build Alternatives in the Richmond area, the traffic increases vary by 

station; however, all projected traffic increases are anticipated to be under 2% at both 

Staples Mill Road and Main Street stations for all Build conditions. 

 Reductions in traffic due to the DC2RVA ridership are anticipated at stations that are 

being served in the No Build condition but are not being served in the Build condition. 

Results detailed by Build Alternative include the following. The details prioritize the vehicular 

trip and increases in traffic at the station(s) served by each specific Build Alternative and highlight 

other station locations. 

2025 Build Alternative 6A Staples Mill Station Only 

Vehicle trips: 

 Approximately 1,000 additional daily vehicle trips at Staples Mill Station 

 Approximately 500 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 175 additional daily trips or less 

Changes in traffic: 

 2.2% projected increase in traffic on Staples Mill Road 

 7.7% projected increase in traffic adjacent to Fredericksburg Station 

 0.4% projected reduction in traffic adjacent to the Main Street Station 

 All other stations projected to experience nominal daily traffic increases 

2025 Build Alternative 6B Boulevard Station Only 

Vehicle trips: 

 Approximately 2,400 total daily vehicle trips at new Boulevard Station 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-17 Transportation Technical Report 

 Approximately 500 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 150 additional daily trips or less 

Changes in traffic: 

 5.2% projected increase in traffic on N Boulevard Road and Robin Hood Road that serve 

vehicular trips to the Boulevard Station area 

 8.1% projected increase in traffic adjacent to Fredericksburg Station 

 3% projected reduction in traffic adjacent to the Staples Mill Station 

 0.4% projected reduction in traffic adjacent to the Main Street Station 

 All other stations projected to experience nominal daily traffic increases 

2025 Build Alternative 6C Broad Street Station Only 

Vehicle trips: 

 Approximately 2,100 total daily vehicle trips at new Boulevard Station 

 Approximately 500 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 150 additional daily trips or less 

Changes in traffic: 

 5.3% projected increase in traffic on W Broad Street and W Leigh Street that serve 

vehicular trips to the Broad Street Station area 

 8.1% projected increase in traffic adjacent to Fredericksburg Station 

 3% projected reduction in traffic adjacent to the Staples Mill Station 

 0.4% projected reduction in traffic adjacent to the Main Street Station 

 All other stations projected to experience nominal daily traffic increases 

2025 Build Alternative 6D Main Street Station Only 

Vehicle trips: 

 Approximately 2,200 additional total daily vehicle trips at Main Street Station 

 Approximately 500 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 150 additional daily trips or less 

Changes in traffic: 

 3.9% projected increase in traffic on E Main Street and E Broad Street that service vehicular 

trips to the Main Street Station area 

 8.1% projected increase in traffic adjacent to Fredericksburg Station 

 3% projected reduction in traffic adjacent to the Staples Mill Station 

 All other stations projected to experience nominal daily traffic increases 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-18 Transportation Technical Report 

2025 Build Alternative 6E Split Service, Staples Mill Road/Main Street Stations 

Vehicle trips: 

 Approximately 600 additional total daily trips at Staples Mill Station and 200 additional 

total daily trips at Main Street Station 

 Approximately 450 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 150 additional daily trips or less 

Changes in traffic: 

 1.3% projected increase in traffic adjacent to Staples Mill Station and 0.3% projected 

increase in traffic adjacent to Main Street Station 

 7.2% projected increase in traffic adjacent to Fredericksburg Station 

 All other stations projected to experience nominal daily traffic increases 

2025 Build Alternative 6F Full Service, Staples Mill Road/Main Street Stations 

Vehicle trips: 

 Approximately 50 additional total daily trips at Staples Mill Station and 1,000 additional 

total daily trips at Main Street Station 

 Approximately 450 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 175 additional daily trips or less 

Changes in traffic: 

 0.1% projected increase in traffic adjacent to Staples Mill Station and 1.8% projected 

increase in traffic adjacent to Main Street Station 

 7.3% projected increase in traffic adjacent to Fredericksburg Station 

 All other stations projected to experience nominal daily traffic increases 

2025 Build Alternative 6G Shared Service, Staples Mill Road/Main Street Stations 

Vehicle trips: 

 Approximately 350 additional total daily trips at Staples Mill Station and 700 additional 

total daily trips at Main Street Station 

 Approximately 450 additional daily vehicle trips at Fredericksburg Station 

 All other stations approximately 175 additional daily trips or less 

Changes in traffic: 

 0.7% projected increase in traffic adjacent to Staples Mill Station and 1.1% projected 

increase in traffic adjacent to Main Street Station 

 7.3% projected increase in traffic adjacent to Fredericksburg Station 

All other stations projected to experience nominal daily traffic increases. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-19 Transp

Table 4-16: Ridership Effects on Roadways, 2025 Build Alternative 6A Staples Mill Station Only

Station Daily Number of Passengers Daily Number of 

Motor Vehicle Trips 

Adjacent Roadway, 2025 Conditions 

 No Build Build Difference No Build Build Difference Facility Daily Volu

(No Bu

Alexandria, VA 652 731 79 753 824 71 VA 7 & VA 236 46,3Woodbridge, VA 98 259 161 165 329 165 U.S. 1 43,9Quantico, VA 119 142 23 165 212 47 Barnett Avenue 6,1Fredericksburg 527 954 427 588 1,059 471 Princess Anne & Caroline Streets 6,1Ashland Station 103 149 46 165 212 47 England / Thompson Street 17,0Staples Mill Road, Richmond 1,273 2,234 961 1,365 2,353 988 Staples Mill Road 45,1Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45,1

Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38,5

Main Street, Richmond 159 - (159) 212 - (212) E Main Street & E Broad Street 57,3Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-20 Transp

Table 4-17: Ridership Effects on Roadways, 2025 Build Alternative 6B Boulevard Station Only 

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily Vo

(No B

Alexandria, VA 652 712 60 753 800 47 VA 7 & VA 236 46,Woodbridge, VA 98 258 160 165 306 141 U.S. 1 43,Quantico, VA 119 141 22 165 188 24 Barnett Avenue 6,Fredericksburg 527 974 447 588 1,082 494 Princess Anne & Caroline Streets 6,Ashland Station 103 158 55 165 212 47 England / Thompson Street 17,Staples Mill Road, Richmond 1,273 - (1,273) 1,365 - (1,365) Staples Mill Road 45,Boulevard Road, Richmond - 2,188 2,188 - 2,353 2,353 N Boulevard Road & Robin Hood Road 45,Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38,

Main Street, Richmond 159 - (159) 212 - (212) E Main Street & E Broad Street 57,The DC2RVA passenger train ridership is the same for both the 6B–A-Line and 6B–S-Line Build Alternatives, so are presented in this table as a single 6B Alternative. 

Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-21 Transp

Table 4-18: Ridership Effects on Roadways, 2025 Build Alternative 6C Broad Street Station Only 

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily Vo

(No B

Alexandria, VA 652 702 50 753 776 24 VA 7 & VA 236 46,Woodbridge, VA 98 254 156 165 306 141 U.S. 1 43,Quantico, VA 119 139 20 165 188 24 Barnett Avenue 6,Fredericksburg 527 975 448 588 1,082 494 Princess Anne & Caroline Streets 6,Ashland Station 103 169 66 165 212 47 England / Thompson Street 17,Staples Mill Road, Richmond 1,273 - (1,273) 1,365 - (1,365) Staples Mill Road 45,Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45,

Broad Street, Richmond - 1,890 1,890 - 2,047 2,047 W Broad Street & W Leigh Street 38,Main Street, Richmond 159 - (159) 212 - (212) E Main Street & E Broad Street 57,Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-22 Transp

Table 4-19: Ridership Effects on Roadways, 2025 Build Alternative 6D Main Street Station Only

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily Vo

(No B

Alexandria, VA 652 714 62 753 800 47 VA 7 & VA 236 46,Woodbridge, VA 98 258 160 165 306 141 U.S. 1 43,Quantico, VA 119 141 22 165 188 24 Barnett Avenue 6,Fredericksburg 527 982 455 588 1,082 494 Princess Anne & Caroline Streets 6,Ashland Station 103 175 72 165 212 47 England / Thompson Street 17,Staples Mill Road, Richmond 1,273 - (1,273) 1,365 - (1,365) Staples Mill Road 45,Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45,

Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38,

Main Street, Richmond 159 2,268 2,109 212 2,424 2,212 E Main Street & E Broad Street 57,Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-23 Transp

Table 4-20: Ridership Effects on Roadways, 2025 Build Alternative 6E Split Service, Staples Mill Road/Main S

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily V

(No 

Alexandria, VA 652 722 70 753 800 47 VA 7 & VA 236 46Woodbridge, VA 98 257 159 165 306 141 U.S. 1 43Quantico, VA 119 142 23 165 212 47 Barnett Avenue 6Fredericksburg 527 944 417 588 1,035 447 Princess Anne & Caroline Streets 6Ashland Station 103 143 40 165 212 47 England / Thompson Street 17Staples Mill Road, Richmond 1,273 1,840 567 1,365 1,953 588 Staples Mill Road 45Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45

Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38

Main Street, Richmond 159 335 176 212 400 188 E Main Street & E Broad Street 57Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-24 Transp

Table 4-21: Ridership Effects on Roadways, 2025 Build Alternative 6F Full Service, Staples Mill Road/Main S

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily Vo

(No B

Alexandria, VA 652 722 70 753 800 47 VA 7 & VA 236 46,Woodbridge, VA 98 260 162 165 329 165 U.S. 1 43,Quantico, VA 119 142 23 165 212 47 Barnett Avenue 6,Fredericksburg 527 948 421 588 1,035 447 Princess Anne & Caroline Streets 6,Ashland Station 103 139 36 165 188 24 England / Thompson Street 17,Staples Mill Road, Richmond 1,273 1,306 33 1,365 1,412 47 Staples Mill Road 45,Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45,

Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38,

Main Street, Richmond 159 1,157 998 212 1,247 1,035 E Main Street & E Broad Street 57,Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-25 Transp

Table 4-22: Ridership Effects on Roadways, 2025 Build Alternative 6G Shared Service, Staples Mill Road/Ma

Station Daily Number of Passengers Daily Number of Motor Vehicle Trips Adjacent Roadway, 2025 

Conditions 

No Build Build Difference No Build Build Difference Facility Daily Vo

(No B

Alexandria, VA 652 729 77 753 800 47 VA 7 & VA 236 46,Woodbridge, VA 98 261 163 165 329 165 U.S. 1 43,Quantico, VA 119 143 24 165 212 47 Barnett Avenue 6,Fredericksburg 527 948 421 588 1,035 447 Princess Anne & Caroline Streets 6,Ashland Station 103 139 36 165 188 24 England / Thompson Street 17,Staples Mill Road, Richmond 1,273 1,610 337 1,365 1,694 329 Staples Mill Road 45,Boulevard Road, Richmond - - - - - - 

N Boulevard Road & Robin Hood Road 45,

Broad Street, Richmond - - - - - - 

W Broad Street & W Leigh Street 38,

Main Street, Richmond 159 797 638 212 871 659 E Main Street & E Broad Street 57,Motor vehicle trips are one-way; entering and exiting the station area would be two trips. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-26 Transp

Table 4-23: Summary of Ridership Effects on Station Roadways, % Change in Traffic on Adjacent Roadways 

Intercity Passenger Trains

Station 2025 Build Alternatives 

6A 6B 6C 6D 6E 

Staples Mill 

Only 

Boulevard Rd 

Only 

Broad St Only Main St Only Split Service Full Serv

Alexandria, VA 0.2% 0.1% 0.1% 0.1% 0.1% 0Woodbridge, VA 0.4% 0.3% 0.3% 0.3% 0.3% 0Quantico, VA 0.8% 0.4% 0.4% 0.4% 0.8% 0Fredericksburg 7.7% 8.1% 8.1% 8.1% 7.3% 7Ashland Station 0.3% 0.3% 0.3% 0.3% 0.3% 0Staples Mill Road, Richmond 2.2% -3.0% -3.0% -3.0% 1.3% 0Boulevard Road, Richmond 0.0% 5.2% 0.0% 0.0% 0.0% 0Broad Street, Richmond 0.0% 0.0% 5.3% 0.0% 0.0% 0Main Street, Richmond -0.4% -0.4% -0.4% 3.9% 0.3% 1The % Changes shown in this table compare the 2025 Build to the 2025 No Build conditions. For details, refer to Tables 4-17 to 4-23. The station(s) served within Richmond for the Build Alternative shown is highlighted in gray text for ease of reference.
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-27 Transportation Technical Report 

4.5.1.3 Results, Ashcake Road Alternate Station Locations 

The section analyzes the ridership effects at the new proposed station location south of Ashcake 

Road. 

Ashcake Road at the rail corridor is projected to carry 9,300 vehicles per day by 2025 (based on 

the same growth assumptions as used previous in this analysis). Ashcake Road carries less 

vehicles than England/Thompson Street, which is adjacent to the existing station location and 

the proposed DC2RVA ridership / vehicular trip estimates remain the same, regardless of station 

location. Therefore, the proposed DC2RVA ridership would have a greater effect on traffic for 

any Build Alternative that includes the station location along Ashcake Road compared to 

England/Thompson Street; however, all increases remain less than 1% change in traffic (i.e., 

nominal). A summary of this comparison is provided below in Table 4-24. 

Table 4-24: Ridership Effects: Station Location Comparison in Ashland

Build Alternative Difference 

in Total 

Daily 

Trips, 

Build to 

No Build 

Existing Station Location 

North of England / 

Thompson Street 

Alternate Station Location 

South of Ashcake Road 

Daily Volume 

(No Build) 

% Increase 

in Traffic 

Daily Volume 

(No Build) 

% Increase 

in Traffic 

 6A Staples Mill Only 47 17,080 0.28% 9,300 0.51% 

 6B Boulevard Rd Only 47 17,080 0.28% 9,300 0.51% 

 6C Broad St Only 47 17,080 0.28% 9,300 0.51% 

 6D Main St Only 47 17,080 0.28% 9,300 0.51% 

 6E Split Service 47 17,080 0.28% 9,300 0.51% 

 6F Full Service 24 17,080 0.14% 9,300 0.25% 

 6G Shared Service 24 17,080 0.14% 9,300 0.25% 

4.5.2 Parking Needs at Stations 

DRPT used an Amtrak-approved method to determine the parking demand at each Amtrak 

station in the DC2RVA corridor, and is based on projected DC2RVA ridership. Parking factors 

vary by type of station (i.e., station location in an urban or more rural area) as well as by type of 

Amtrak service (i.e., there are different parking requirements for long distance versus regional 

train passengers). 

4.5.2.1 Methodology 

Ridership can be adversely affected by a lack of adequate parking. Amtrak recommends that 

parking capacities at its stations should be based on at least a twenty-year projection of ridership 

growth. Accordingly, DRPT determined it appropriate to conduct the DC2RVA parking analysis 

based on projections for the year 2045. 

Parking factors vary by type of station and type of Amtrak service. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-28 Transportation Technical Report 

 There are four levels of stations based on Amtrak station planning and programming 

guidelines: 

- Large Stations are fully staffed, with multiple transit services and amenities. Large 

stations have multiple tracks and platforms, and frequently serve as both a terminal 

and a through station as they are typically located in dense urban downtowns with 

connecting modes of transit. 

- Medium Stations have lower levels of staff, and with some supporting transit and 

amenities. These stations typically have, or would have two or more platforms for 

multiple tracks, elevators and escalators for vertical circulation, and a tunnel below 

the tracks or an overhead bridge to cross tracks and access platforms between tracks. 

- Caretaker Stations consist of enclosed waiting spaces but no ticket agents and only 

limited amenities. These stations typically open a minimum of one hour before train 

arrival until one hour after departure. 

- Unstaffed Stations have platforms with only shelters and/or canopies, and no 

amenities. There are no unstaffed stations in the DC2RVA Project corridor; all 

DC2RVA stations are defined as Large, Medium, or Caretaker stations. 

 Two geographic locations for DC2RVA Amtrak stations were considered: city center 

(high-density urban) or suburban (medium-density). It is assumed that a suburban station 

requires more parking than one located in a city center; this is because city center locations 

typically depend more on mass transit and other modes to get customers to the station 

(thereby reducing parking requirements).

 The Amtrak product line includes four types of passenger service that were considered in 

the parking analysis: ACELA, Regional, State Corridor, and Long Distance. There is no 

current ACELA ridership at the DC2RVA stations. 

Total daily station parking space demand was calculated using a methodology used by Amtrak 

which takes into account the percentage of riders/customers based on type of services.

While station ridership quantifies the size of the potential market for parking at a station, not all 

ridership is relevant when considering parking demand. Only “originating” ridership, which 

includes boardings and alightings associated with the beginning or end of a trip, generates 

demand for access services such as parking. This specifically excludes connecting ridership 

associated with transfers. In addition, parking at a station actually serves two one-way trips on 

Amtrak, the outgoing trip from the station after parking and the return trip back to the station 

where the parked vehicle is used to leave the station. Thus, the relevant potential market for 

parking is originating boardings and alightings divided by two, as shown in the equations above. 

The process described above was used to determine an annual parking demand (based on the 

projected annual ridership). DRPT then calculated a range of daily parking space demand by 

dividing the annual ridership by 365 days (low end, represents average parking assuming midweek and weekend parking) and by 270 days (high end, represents more of a typical week-day 

only parking). 

4.5.2.2 Results 

The parking demand was determined for each Amtrak station in the DC2RVA corridor by Build 

Alternative, as shown in the Table 4-25 through 4-35 below; a summary table is provided in Table 

4-36. The results do not vary by Build Alternative with the exception of the Richmond stations. 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-29 Transportation Technical Report 

The ridership projections vary based on the 7 station alternatives in the Richmond area; for the 

purposes of this analysis, the DC2RVA ridership for Staples Mill Only Build Alternative 6A were 

used, as worst-case, for the parking demand at the non-Richmond stations (Alexandria, 

Fredericksburg, Woodbridge, and Ashland). 

Table 4-25: Build Alternative 2A – Alexandria Station Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 23,844 65 88 

State Corridor 17,323 47 64 

Long Distance 10,041 28 37 

TOTAL DAILY RANGE: 140 190 

Station Size: Medium 

Geographic Location: Suburban 

Table 4-26: Build Alternative 2A – Woodbridge Station Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 6,986 19 26 

State Corridor 5,620 15 21 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 35 47 

Station Size: Caretaker 

Geographic Location: Suburban 

Table 4-27: All Build Alternatives, Area 3 – Fredericksburg Station Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 39,887 109 148 

State Corridor 11,793 32 44 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 142 191 

Station Size: Medium 

Geographic Location: Suburban 

Table 4-28: All Build Alternatives, Area 5 – Ashland Station Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 7,585 21 28 

State Corridor 2,846 8 11 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-30 Transportation Technical Report 

Table 4-28: All Build Alternatives, Area 5 – Ashland Station Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 29 39 

Station Size: Caretaker 

Geographic Location: Suburban 

Table 4-29: Build Alternative 6A – Staples Mill Road Only Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 92,393 253 342 

State Corridor 56,258 154 208 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 467 632 

Station Size: Large 

Geographic Location: Suburban 

Table 4-30: Build Alternative 6B – Boulevard Road Only Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 89,840 246 333 

State Corridor 55,769 153 207 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 459 620 

Station Size: Large 

Geographic Location: Suburban 

Note that this analysis is applicable to both 6B–A-Line and 6B–S-Line; the ridership does not vary by the two Build Alternative 6B options. 

Table 4-31: Build Alternative 6C – Broad Street Only Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 87,412 239 324 

State Corridor 53,613 147 199 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 446 603 

Station Size: Large 

Geographic Location: Suburban 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-31 Transportation Technical Report 

Table 4-32: Build Alternative 6D – Main Street Only Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

ACELA 0 0 0 

Regional 31,868 87 118 

State Corridor 25,345 69 94 

Long Distance 13,137 36 49 

TOTAL DAILY RANGE: 193 261 

Station Size: Large 

Geographic Location: City Center 

Table 4-33: Build Alternative 6E – Split Service Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

STAPLES MILL STATION Station Size: Large; Geographic Location: Suburban

ACELA 0 0 0 

Regional 80,001 219 296 

State Corridor 48,145 132 178 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 411 556 

MAIN STREET STATION Station Size: Medium; Geographic Location: Suburban 

ACELA 0 0 0 

Regional 10,466 29 39 

State Corridor 7,252 20 27 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 49 66 

Table 4-34: Build Alternative 6F – Full Service Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

STAPLES MILL STATION Station Size: Large; Geographic Location: Suburban

ACELA 0 0 0 

Regional 53,030 145 196 

State Corridor 34,794 95 129 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 301 406 

MAIN STREET STATION Station Size: Large; Geographic Location: Suburban 

ACELA 0 0 0 

Regional 46,689 128 173 

State Corridor 25,955 71 96 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 199 269 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-32 Transportation Technical Report 

Table 4-35: Build Alternative 6G – Shared Service Parking Demand 

Amtrak Passenger 

Service 

Annual Parking 

Demand 

Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

STAPLES MILL STATION Station Size: Large; Geographic Location: Suburban

ACELA 0 0 0 

Regional 64,420 176 239 

State Corridor 39,295 108 146 

Long Distance 21,882 60 81 

TOTAL DAILY RANGE: 344 465 

MAIN STREET STATION Station Size: Medium; Geographic Location: Suburban

ACELA 0 0 0 

Regional 26,278 72 97 

State Corridor 17,681 48 65 

Long Distance 0 0 0 

TOTAL DAILY RANGE: 120 163 

Table 4-36: Summary of Daily Parking Space Demand by Station 

Station Station Size / Type Daily Parking Space 

Demand: Low 

Daily Parking Space 

Demand: High 

Alexandria Medium / Suburban 140 190 

Woodbridge Caretaker / Suburban 35 47 

Fredericksburg Medium / Suburban 142 191 

Ashland Caretaker / Suburban 29 39 

Boulevard Road Large / Suburban 459 620 

Broad Street Large / Suburban 446 603 

Staples Mill: 

Build Alternative 6A Large / Suburban 467 632 

Build Alternative 6E Large / Suburban 411 556 

Build Alternative 6F Large / Suburban 301 406 

Build Alternative 6G Large / Suburban 344 465 

Main Street: 

Build Alternative 6D Large / City Center 193 261 

Build Alternative 6E Medium / Suburban 49 66 

Build Alternative 6F Large / Suburban 199 269 

Build Alternative 6G Medium / Suburban 120 163 
REGIONAL ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 4-33 Transportation Technical Report 

As shown in Table 4-36 above, the demand does not vary by Build Alternative for the stations 

with a single location (Alexandria; Woodbridge; Fredericksburg; Ashland; Boulevard Road; and 

Broad Street). At the Staples Mill Road Station, the station sizing and type do not vary; Build 

Alternative 6A would require the highest daily parking space demand at 632 spaces (high 

demand), which is a 56% increase over the Build Alternative 6F which requires 406 spaces (high 

demand). Build Alternatives 6E and 6G require approximately 37% and 15% more parking, 

respectively, than Build Alternative 6F. At the Main Street Station, the station size and type varies 

by Build Alternative, which has an effect on the daily parking demand. Build Alternatives 6D 

and 6E, in which it is defined as a large station, would require the most daily parking (260 to 270 

spaces, high demand), while Build Alternative 6E, in which Main Street is defined as a medium 

station, would require the least amount of parking (66 spaces, high demand). 

The conceptual layouts based on these parking needs are shown in the Build Alternative figures 

that are presented in Chapter 2 of this report. The conceptual layouts for each station were based 

on the physical characteristics of the station site, the DC2RVA basis of design, and the functional 

requirements of Amtrak. In general, the high end of the range of the daily parking space demand 

was used (with rounding) when developing the conceptual parking layouts; however, for the 

Alexandria station, the conceptual layout reflects the existing property constraints and not the 

calculated parking space demand. 
D.C. to Richmond Southeast High Speed Rail 5-1 Transportation Technical Report 

CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

5.1 INTRODUCTION 

The anticipated DC2RVA Project effects on the transportation network is presented at the same 

two scales as the Affected Environment Transportation Facilities section: Regional Scale (see 

Chapter 4) and Corridor Scale. 

This section presents the No Build and Build conditions and associated potential effects on the 

highway-rail crossings at the Corridor Scale. It includes descriptions of the improvements 

proposed at each public and private at-grade and grade-separated crossing, which varies by Build 

Alternative, as well as quantitative and qualitative analysis of the effects of those proposed 

improvements, both on vehicles using the crossings as well as on connectivity to the greater 

transportation network. All analyses in this section are for the permanent Build condition; for 

temporary construction-related effects, refer to Section 4.19 of the Draft EIS. 

The Corridor Scale Environmental Consequences include the following (in order of presentation 

within this Chapter): 

 2025 Build improvements that are proposed at each roadway crossing of the rail corridor, 

presented by Build Alternative. This includes descriptions of the types of crossing 

treatments; a summary of the methodology used to assign a crossing improvement to each 

individual roadway crossing; and a summary of the proposed crossing improvement at 

each type of crossing (public at-grade, private at-grade, grade-separated, and new 

crossings). 

 2025 No Build and Build daily vehicle delay at at-grade roadway crossings. This includes 

analysis of the effects of the 2025 Build Rail conditions (i.e., the increased number of daily 

trains) at the existing at-grade crossings as well as on the crossing improvements that are 

proposed as part of the DC2RVA Project (i.e., the 2025 Build conditions of the roadway 

crossings). 

 Identification of potential effects of the proposed crossing improvements (2025 Build 

conditions) on existing accessibility and connectivity within the roadway network. 

Accessibility and connectivity to both public roadways, as well as private property 

driveways and access, were included in this evaluation. 

 Relevance of the 2025 Build conditions to existing Quiet Zones. 

 The effect of the 2025 Build conditions on bicycle and pedestrian connectivity. 

 Quantitative traffic operational analysis to determine potential effects of the public 

roadway closures (2025 Build conditions). Analysis includes levels of service along 

roadways and through the intersections along the diversion route(s). 

5 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-2 Transportation Technical Report 

The discussion on environmental consequences summarizes the potential effects that may result 

from the construction and operation of the DC2RVA Project. In accordance with Project planning 

dates for physical impacts, analyses of transportation facilities are estimated for 2025 (see Section 

2.1.2). The effects presented in this chapter are based on the conceptual engineering developed 

for the Build Alternatives within the six areas defined for the Project (refer to Chapter 2) and 

summarized below: 

Alternative Area Alternative Description Abbreviated 

Description* 

Area 1: 

Arlington (Long 

Bridge Approach) 

1A Add Two Tracks on the East Add 2 Tracks East 

1B Add Two Tracks on the West Add 2 Tracks West 

1C Add One Track East and One Track West Add 1 Track East & West 

Area 2: 

Northern Virginia 

2A Add One Track/Improve Existing Track Add 1 Track 

Area 3: 

Fredericksburg 

(Dahlgren Spur to 

Crossroads) 

3A Maintain Two Tracks Through Town Maintain Existing 

3B Add One Track East of Existing Add 1 Track 

3C Add Two-Track Bypass East 2-Track East Bypass 

Area 4: 

Central Virginia 

(Crossroads to 

Doswell) 

4A Add One Track/Improve Existing Track Add 1 Track 

Area 5: 

Ashland (Doswell to 

I-295) 

5A Maintain Two Tracks Through Town Maintain Existing 

5A–Ashcake Maintain Two Tracks Through Town (Relocate Station to 

Ashcake) 

Maintain Existing (New 

Station) 

5B Add One Track East of Existing Add 1 Track 

5B–Ashcake Add One Track East of Existing (Relocate Station to 

Ashcake) 

Add 1 Track (New Station) 

5C Add Two-Track West Bypass 2-Track West Bypass 

5C–Ashcake Add Two-Track West Bypass (Relocate Station to 

Ashcake) 

2-Track West Bypass 

(New Station) 

5D–Ashcake Three Tracks Centered Through Town (Add One Track, 

Relocate Station to Ashcake) 

Center 3 Tracks (New 

Station) 

Area 6: 

Richmond 

(I-295 to Centralia) 

6A Staples Mill Road Station Only Staples Mill Only 

6B–A-Line Boulevard Station Only, A-Line Boulevard Rd Only (A-Line) 

6B–S-Line Boulevard Station Only, S-Line Boulevard Rd Only (S-Line) 

6C Broad Street Station Only Broad St Only 

6D Main Street Station Only Main St Only 

6E Split Service, Staples Mill Road/Main Street Stations Split Service 

6F Full Service, Staples Mill Road/Main Street Stations Full Service 

6G Shared Service, Staples Mill Road/Main Street Stations Shared Service 

*Tables within this chapter use abbreviated descriptions, as required for space constraints. 

Effects associated with the physical improvements of the DC2RVA Franconia to Occoquan Project 

are being evaluated in a separate Categorical Exclusion document and are excluded from the 

analysis in this chapter. The No Build includes the DC2RVA Franconia to Occoquan 

Improvements Project. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-3 Transportation Technical Report 

5.2 BUILD ALTERNATIVE CROSSING IMPROVEMENTS 

This section defines types of crossing treatments, summarizes the process to evaluate the 

crossings for potential improvements, and identifies the crossing improvements that are 

proposed at each individual roadway crossing by Build Alternative. Refer to the At-Grade Crossing 

Evaluation Technical Memorandum (Appendix OO of the Alternatives Technical Report, which is 

Appendix A of the Draft EIS) for the full evaluation process. 

5.2.1 Types of Crossing Treatments Considered 

The following five types of crossing treatments are included within the DC2RVA Build 

Alternatives; these were based on FRA guidelines, life-cycle cost efficiency, and safety needs of 

the geometry of parallel/intersecting crossing roadways and operating conditions within the 

DC2RVA corridor. As part of any Build Alternative for the DC2RVA Project, every existing or 

new at-grade crossing would be grade-separated, closed, or have appropriate crossing treatment 

that is connected into the train detection circuitry and physically impedes vehicles from accessing 

the tracks when a train is approaching or occupying the crossing. Virginia state code21 restricts 

the creation of new at-grade crossings; this means that any new crossings of existing roadways 

due to the DC2RVA Project should be grade-separated, with potential roadway realignment 

and/or closure. 

No Action 

Considered at crossings where the existing crossing treatment 

is sufficient to accommodate the DC2RVA Project. 

Grade Separation 

By definition, a highway-rail crossing that occurs at two 

different vertical levels (i.e., the roadway pavement and the 

railroad tracks do not intersect). Per the FHWA handbook, “the 

decision to grade separate at [an existing] highway-rail crossing 

is primarily a matter of economics” as a long-term investment. 

Benefits of grade-separated crossings (compared to at-grade 

crossings) include reduction in collisions, vehicle and rail 

delay, and maintenance costs. 

Four-Quadrant Gates 

A system of gates (entrance and exit gates on all roadway 

approaches) designed to provide full closure of the crossing when 

a train is approaching or occupying the crossing, thus eliminating 

the opportunity for vehicles to navigate around a single lowered 

gate. Design can include detection inside the gates to ensure that 

vehicles do not get “trapped” inside lowered gates. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-4 Transportation Technical Report 

Median Treatment with Gates 

A system of physical improvements designed to impede the 

movement of vehicles into the opposing traffic lane and around the 

single lowered gate (two quadrant gate). Treatments include 

barrier wall systems, wide raised medians, and mountable raised 

curb systems with vertical median separators. Considerations 

include cost-benefit (median treatments are generally less 

expensive to install than four-quadrant gate systems) and 

absence/distance of nearby intersections and driveways. 

Closure 

Per the FHWA handbook, “closure of [an existing at-grade] 

crossing to highway traffic should always be considered as an 

alternative.” Benefits include reduction in collisions, vehicle and 

rail delay, and rail maintenance costs. Considerations include 

elimination of redundant crossings, convenience/travel cost of 

vehicles using an adjacent crossing, and effects on adjacent 

crossings and connecting roadway network due to diversion of 

vehicles. 

Locking Gate (private crossings only) 

This term refers to a moveable barrier gate that is in engaged (i.e., 

closed) and only opens on demand, and would be implemented in 

accordance with FRA’s 2009 High Speed Passenger Rail Safety 

Strategy guidelines.22 The locking gate could be manual (requiring 

property owners to exit their vehicle to manually interact with the 

gate) or more automated (e.g., key card access to open and close 

the gate), the details of which would be determined during final 

design. 

The example images above are representative of a typical application; they are included for illustrative purposes only.

Other site improvements (i.e., geometric and/or safety improvements) to improve overall 

roadway and/or railroad safety, as part of or in addition to these treatments, are not precluded 

from the design of any of the Project crossing treatments. It is anticipated that changes to crossing 

treatments that could occur during final design. based on the standards of practice at that time, 

would have limited effects compared to the treatment types developed and analyzed in the Draft 

EIS. In the unanticipated event that substantive changes are developed as part of final design 

efforts, the impacts of these changes would be assessed at that time. 

It is important to note that the anticipated speeds of the Project corridor were a factor in the 

consideration of safety needs for crossing treatments. Federal designation of high speed rail 

corridors requires trains to achieve 110 mph where reasonably possible; however, through 

analysis of existing geography, environmental conditions, and operational efficiency, the 

DC2RVA Project established a design speed of 90 mph. Elsewhere on the overall SEHSR corridor 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-5 Transportation Technical Report 

south of Richmond, geography and operating conditions are more suitable to support speeds at 

110 mph. Additionally, within the DC2RVA Project corridor, there are limiting speeds within 

certain areas where the trains may not be able to operate at the 90 mph maximum authorized 

speed for the full length between station stops, due to localized speed restrictions, track 

curvature, geometrical reasons and/or station proximity. 

5.2.2 Methodology and Assumptions for Developing Crossing Improvements 

The methodology for developing highway-rail crossing improvements as part of the Build 

Alternative is dependent upon the type of crossing to be improved: the process and assumptions 

for existing at-grade crossings, existing grade-separated crossings, and new crossings are 

described separately in the sub-sections below. 

Existing or future year roadway capacity improvements, other than those that are directly due to 

actions of this project, are under the purview of VDOT and/or local governments and are 

excluded from the analyses contained herein. For example, if a Build condition of the DC2RVA 

Project consolidates two adjacent crossings, assessing if roadway improvements that are directly 

related to that traffic diversion are required is part of this project and would be evaluated as part 

of the environmental consequences. However, assessing if roadway improvements are needed 

due to increases in overall traffic due to regional growth (i.e., No Build conditions) is outside the 

purview of this project. 

Additionally, the design and construction of crossings would comply with all applicable safety 

standards, including positive train control. Positive train control is a new system being designed 

to automatically stop a train before certain types of accidents occur. Specifically, positive train 

control, as mandated by Congress in the Rail Safety Improvement Act of 2008 (RSIA), is being 

designed to prevent train-to-train collisions; derailments caused by excessive speed; 

unauthorized incursions by trains onto sections of track where maintenance activities are taking 

place; and movement of a train through a track switch left in the wrong position. 

5.2.2.1 Improvement Methodology, Existing At-Grade Crossings 

The Build Alternative improvements at existing at-grade highway-rail crossings were developed 

in support of the alternatives development screening for the DC2RVA Project. The process for 

developing proposed improvements for each at-grade crossing is summarized below; full details 

are provided in the At-Grade Crossing Evaluation Technical Memorandum, which is Appendix OO of 

the DC2RVA Alternatives Technical Report. 

The process developed for the DC2RVA at-grade crossing evaluation aligned with the guidelines 

presented in the FHWA’s Railroad-Highway Grade Crossing Handbook—Revised Second Edition (“the 

handbook”), which provides guidance criteria and details physical and operational 

improvements for highway-rail at-grade crossings to enhance the safety and operation of both 

roadway and rail traffic through the crossings. The guidance is not intended to be mandatory, 

but sets forth best practices in developing and implementing policies, rules, and regulations 

between highway agencies, railroad companies, and governmental agencies. Specifically, the 

handbook outlines analysis methodologies for consideration of traffic control devices or other 

measures at every public roadway-rail at-grade crossing and sets forth 11 conditions for which 

public at-grade crossings “should be considered for grade separation or otherwise eliminated” if 

any one or more of the set thresholds are met or exceeded. The existing at-grade crossings were 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-6 Transportation Technical Report 

screened against the FHWA criteria, the results of which informed the alternatives development 

process as described below. 

The process for identifying the at-grade crossing improvements, which were termed “proposed 

actions” at existing at-grade roadway public and private crossings, consisted of two steps: 

1. Analyze the crossing against FHWA criteria to determine if elimination of the at-grade 

condition (either through grade separation or closure/consolidation) should be 

considered.23 This step is applicable to public crossings only. 

2. Analyze site-specific conditions of the crossing roadway area to determine if other reasons 

(i.e., geometrics, safety, etc.) warranted grade separation or closure, or other crossing 

improvements. This step is applicable to both public and private crossings. Analysis was 

based on planning and engineering judgment of the DRPT team. Site-specific 

considerations included the preliminary identification of the following24: 

- Traffic Data and Traffic Operations: Including crossing roadway classification and 

number of lanes; daily volumes; adjacent or intersecting driveways and streets 

(including distance from crossing); and presence of pedestrian and bicycle crossings. 

- Train Data and Rail Operations: Including daily volumes; number of tracks. 

- Safety/Geometric Deficiencies: Including roadway and/or railroad deficiencies that 

affect safety, such as: sight distance; crossing angle; minimum widths, clearances, or 

striping/signage; or horizontal and vertical alignment. 

- Major Environmental Resources: Including identification of: parks/recreation areas; 

schools; high priority cultural and/or historic areas; wetlands; military installations; 

and wetlands. 

- Engineering Considerations: Feasibility issues, such as horizontal and vertical 

alignment or proximity to intersection driveways and/or roadways. 

- Adjacent Property Uses: Including type and intensity/density of land uses on each 

side of crossing. 

- Preliminary Cost-Benefit: For locations where grade separation was considered. 

- Accessibility: Including summary of area/uses that the crossing roadway serves, and 

if the crossing provides sole access (i.e., no feasible alternate route any properties 

served). 

- Connectivity to Adjacent Crossings: Including distances to closest upstream (to the 

north) and downstream (to the south) crossings. 

- Special Uses at Crossing: Including use and/or access to the crossing by emergency 

vehicles; school buses; and public transit. 

Decisions regarding whether an existing at-grade crossing should be eliminated (grade-separated 

or closed) or improved through the installation of new or additional crossing treatments 

depended on a number of factors including the FHWA crossing elimination guidance criteria as 

well as safety, operational, and cost considerations. To ensure that the decision-making process 

to identify a proposed action at each existing at-grade crossing in the DC2RVA corridor was 

consistent and unbiased, decision-making logic diagrams for public and private crossings (as 

shown in Table 5-1 and Table 5-2, respectively) were developed to provide a general analytical 

structure with which to identify a proposed action. The diagrams were developed to illustrate 

and summarize the basic logic that was used in identifying proposed actions for improvements; 

this logic was used to guide the process and was not intended to be rigidly prescriptive. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-7 Transportation Technical Report 

Table 5-1: Summary of Decision-Making Diagram, Public Crossings 

Condition Proposed Action(s) Considered 

If any 1 of the 11 FHWA condition thresholds are met or exceeded in 

2015 or 2025 

 Grade Separation 

 Closure 

If an adjacent crossing is located within 1 rail mile  Closure 

If there are rail or roadway safety or geometric deficiencies to be 

mitigated 

 Geometric Safety Improvement 

 Grade Separation 

 Closure 

If the existing condition is gates (not four-quadrant)  Median Treatment 

 Four-Quadrant Gate 

If there are existing median treatment or four-quadrant gates  No Action 

Table 5-2: Summary of Decision-Making Diagram, Private Crossings

Condition Proposed Action(s) Considered 

If a farm/residence or industrial crossing has feasible alternate routes  Closure 

If a crossing is commercial/used by the public  Median Treatment 

 Four-Quadrant Gate 

If a residence/farm crossing provides sole access  Locking Gate 

If an industrial crossing provides sole access  Four-Quadrant Gate 

 Locking Gate 

If the crossing is on a military property  Four-Quadrant Gate 

If the crossing is exclusively railroad access  No Action 

The outcome of this process was a single “proposed action” at each existing at-grade highwayrail crossing in the project corridor. These proposed actions were analyzed for the Build condition 

assumption of adding one additional track throughout the corridor. It was intended that the 

primary proposed actions resulting from this evaluation may be modified based on analyses 

performed at a greater level of detail or considerations identified over the course of the 

environmental analyses, and may be altered for other Build condition scenarios25 based on 

detailed engineering analyses as well as coordination with FRA, DRPT, and other stakeholders. 

5.2.2.2 Improvement Methodology, Existing Grade-Separated Crossings 

It was assumed that all existing grade-separated highway crossings – both public and private – 

of the rail corridor would be maintained. For the build conditions, this could mean either the 

existing structure (either the rail structure for a roadway underpass or a roadway structure for a 

roadway overpass) would be widened or an additional adjacent structure would be implemented 

to accommodate the build conditions. It is assumed that existing operations of the crossing 

roadway (number and type of lanes as well as access to adjacent land uses) would be maintained 

during all build conditions. 

5.2.2.3 Improvement Methodology, New Crossings 

As previously stated, Virginia state code restricts the creation of new at-grade crossings of the rail 

corridor. This means that all new rail crossings of existing roadways along the bypass alignments 

must be either grade-separated or closed. The methodology to determine the crossing treatment 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-8 Transportation Technical Report 

at new crossings followed a similar site-specific process to Step 2 of the existing at-grade 

crossings, as described above in Section 5.2.2.1 with an emphasis on roadway network 

connectivity and accessibility to adjacent crossings and land uses. 

5.2.3 Crossing Improvements at Individual Roadway Crossings by Build 

Alternative 

This section presents the proposed crossing improvement at each highway-rail crossing, 

including both existing and new crossings of both public and private roadways. The source of 

the improvement designs is the Conceptual Engineering plans that were developed by the DRPT 

team to be analyzed in the Draft EIS. The Conceptual Engineering plans for the existing at-grade 

crossings were based on the At-Grade Crossing Evaluation Technical Memorandum (Appendix OO 

of the Alternatives Technical Report) analyses, as previously described; any modifications were 

based on the more detailed requirements of engineering versus planning documentation and are 

described below. Additionally, note that proposed actions in that technical memorandum were 

analyzed for the build condition assumption of adding one additional track throughout the 

corridor; the assumptions were modified as required based on the requirements of the alternative 

build conditions as determined by engineering judgment of the DRPT team. 

The improvements at individual roadway crossings are described below in the following order: 

 Public At-Grade Crossings, including existing at-grade crossings as well as new (i.e., no 

existing) crossings of public roadways 

 Private At-Grade Crossings, including existing at-grade crossings as well as new (i.e., no 

existing) crossings of private roadways 

 Existing Grade-Separated Crossings, including both public and private existing gradeseparated crossings 

Within certain Build Alternatives have identical crossing improvements for the crossing 

roadways; these identical alternatives were combined as appropriate in the tables and figures 

below to streamline the comparison of alternatives. 

5.2.3.1 Crossing Improvements at Public At-Grade Crossings 

This section presents the crossing improvements at the existing at-grade public crossings as well 

as new crossings of public roadways in the DC2RVA corridor. The crossing improvement along 

an individual public roadway crossing can vary by Build Alternative within an area. A summary 

of total type of crossing improvements at public at-grade crossings for each Build Alternative is 

provided in Table 5-3 below. 

These crossing improvements are detailed by crossing roadway by Build Alternative in Figure 5-

1 through Figure 5-13, as well as Table 5-4. All new crossings occur in the bypass alignments of 

the city of Fredericksburg and the town of Ashland, with the exception of Build Alternative 6C 

(Broad Street Station), which proposes two new at-grade crossings as part of the station 

improvement design. 

As this data shows, most of the existing at-grade public roadways remain at-grade with the 

addition of four-quadrant gates or gates with median treatment as appropriate to provide a 

corridor with improved safety for the DC2RVA Project. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-9 TranspTable 5-3: Summary of Crossing Improvements at Existing Public At-Grade Crossings 

Alternative Area 

Alternative/Description Crossing Improvements at Existing Crossings1 

Grade 

Separation 

Crossing 

Closure 

Four-Quadrant 

Gates 

Media

Treatmen

Arlington 1A, 

1B, and 1C 

Add 2 Tracks East, Add 2 Tracks West, and Add 1 Track East & West 

0 0 0 

Northern Virginia 2A3 Add 1 Track 0 1 2 Fredericksburg 3A Maintain Existing 0 0 3 

3B Add 1 Track 1 0 2 3C 2-Track East Bypass 0 0 5 

Central Virginia 4A Add 1 Track 0 1 4 Ashland 5A and 

5B 

Maintain Existing, and Add 1 Track 2 1 7 

5A–Ashcake, 

5B–Ashcake, and 5D–Ashcake 

Maintain Existing (New Station), Add 1 Track (New Station), and Center 3 Tracks (New Station) 2 0 8 

5C 2-Track West Bypass 0 1 9 5C

–Ashcake 2-Track West Bypass (New Station) 0 0 10 

Richmond 6A, 

6B–A-Line, and 6E 

Staples Mill Only, Boulevard Rd Only (A-Line), and Split Service 

3 4 2 

6B

–S-Line Boulevard Rd Only (S-Line) 4 5 4 

6C Broad St Only 3 4 2 6D, 6F, and 6G 

Main St Only, Full Service, and Shared Service 

3 5 4 

1 "Crossing Closure" can include construction of a new roadway connector to provide access. "Median Treatment" can include raised medians (new or extension of exist

raised curbs with vertical median tubes, with gates. "No action" includes: existing crossings with existing treatment that meets the DC2RVA criteria; existing crossings 

Alternative (bypass alignments only); or new crossings of public roadways that do not require an action due to property acquisition (bypass alignments). 

2 "New " are provided as a summary total of new rail crossing of public roadways for reference, and include crossings that would be grade-separated, closed or consol

due to property acquisitions; or realigned. The exception is for Build Alternative 6C (Broad Street Station), which includes two new at-grade public roadway crossings as 

3 Build Alternative 2A includes the proposed improvement of four-quadrant gates at Potomac Avenue, if not installed by others as part of the Powell’s Creek–Arkenda

All crossings may require minor safety and/or geometric improvements related to the construction of the Build Alternative (i.e., moving existing gates to accommodate This table does not include potential effects to other, non-crossing roadways that may be required as part of the Build Alternative (refer to Table 5-16). 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-10 Transportation Technical Report 

Figure 5-1: Public At-Grade Crossing Improvements: Alternative 2A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-11 Transportation Technical Report 

Figure 5-2: Public At-Grade Crossing Improvements: Alternative 3A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-12 Transportation Technical Report 

Figure 5-3: Public At-Grade Crossing Improvements: Alternative 3B 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-13 Transportation Technical Report 

Figure 5-4: Public At-Grade Crossing Improvements: Alternative 3C 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-14 Transportation Technical Report 

Figure 5-5: Public At-Grade Crossing Improvements: Alternative 4A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-15 Transportation Technical Report 

Figure 5-6: Public At-Grade Crossing Improvements: Alternatives 5A & 5B 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-16 Transportation Technical Report 

Figure 5-7: Public At-Grade Crossing Improvements: Alternative 5C 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-17 Transportation Technical Report 

Figure 5-8: Public At-Grade Crossing Improvements: Alternatives 5A–Ashcake, 5B–Ashcake, & 5D–Ashcake 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-18 Transportation Technical Report 

Figure 5-9: Public At-Grade Crossing Improvements: Alternative 5C–Ashcake 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-19 Transportation Technical Report 

Figure 5-10: Public At-Grade Crossing Improvements: Alternatives 6A, 6B–A-Line, 6E 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-20 Transportation Technical Report 

Figure 5-11: Public At-Grade Crossing Improvements: Alternative 6B–S-Line 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-21 Transportation Technical Report 

Figure 5-12: Public At-Grade Crossing Improvements: Alternative 6C 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-22 Transportation Technical Report 

Figure 5-13: Public At-Grade Crossing Improvements: Alternatives 6D, 6F, 6G 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-23 Table 5-4: Crossing Improvements by Public At-Grade Crossing 

Crossing Roadway Name 

Milepost 2A. Add 1 Track 3A. Maintain 

Existing 

3B. Add 1 Track 

3C. 2-Track East Bypass 

4A. Add 1 Track 

5A. Maintain Existing; 5B. Add 1 Track 

5A–Ashcake. Maintain Existing; 5B–Ashcake. Add 1 Track; 5D–Ashcake. Center 3 Tracks (ALL - New Station) 

5C. 2-Track West Bypass 

Existing Crossings of Public RoadwaysFeatherstone Road 

CFP 

86.85 

No Action -- -- -- -- -- -- -- 

Potomac Avenue CFP 

78.79 

Four-Quad Gates 

 -- -- -- -- -- -- -- 

Brent Point Road CFP 

72.35 

Four-Quad Gates 

 -- -- -- -- -- -- -- 

Mount Hope Church Road 

CFP 

67.54 

Closure -- -- -- -- -- -- -- 

Landsdowne Road CFP 

57.51 

 -- Four-Quad 

Gates 

Grade Separate 

Four-Quad Gates 

 -- -- -- -- 

Mine Road CFP 

54.77 

 -- Four-Quad 

Gates 

Four-Quad Gates 

Four-Quad Gates 

 -- -- -- -- 

Summit Crossing Road 

CFP 

51.45 

 -- Four-Quad 

Gates 

Four-Quad Gates 

Four-Quad Gates 

 -- -- -- -- 

Claiborne Crossing Road 

CFP 

48.63 

 -- Median 

Treatment 

Median Treatment 

Median Treatment 

 -- -- -- -- 

Stonewall Jackson Road 

CFP 

47.27 

 -- -- -- -- Four-Quad 

Gates 

 -- -- -- 

Woodford Road CFP 

44.54 

 -- -- -- -- Four-Quad 

Gates 

 -- -- -- 

Woodslane Road CFP 

43.51 

 -- -- -- -- Median 

Treatment 

 -- -- -- 

Paige Road CFP 

40.40 

 -- -- -- -- Median 

Treatment 

 -- -- -- 

Penola Road CFP 

33.00 

 -- -- -- -- Four-Quad 

Gates 

 -- -- -- 

Colemans Mill Road 

CFP 

29.70 

 -- -- -- -- Closure -- -- -- 

Doswell Road CFP 

21.88 

 -- -- -- -- Four-Quad 

Gates 

 -- -- -- 

W Vaughan Road / Henry Street 

CFP 

15.64 

 -- -- -- -- -- Grade Separate Grade Separate Four-Quad 

Gates 

W Patrick Street CFP 

15.21 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

College Avenue / Henry Clay Street 

CFP 

14.90 

 -- -- -- -- -- Closure Four-Quad Gates Closure 

England Street / Thompson Street 

CFP 

14.77 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

Myrtle Street CFP 

14.66 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

E Francis Street CFP 

14.22 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

Ashcake Road CFP 

13.85 

 -- -- -- -- -- Grade Separate Grade Separate Four-Quad 

Gates 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-24 Table 5-4: Crossing Improvements by Public At-Grade Crossing 

Crossing Roadway Name 

Milepost 2A. Add 1 Track 3A. Maintain 

Existing 

3B. Add 1 Track 

3C. 2-Track East Bypass 

4A. Add 1 Track 

5A. Maintain Existing; 5B. Add 1 Track 

5A–Ashcake. Maintain Existing; 5B–Ashcake. Add 1 Track; 5D–Ashcake. Center 3 Tracks (ALL - New Station) 

5C. 2-Track West Bypass 

Gwathmey Church Road 

CFP 

12.94 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

Elmont Road CFP 

11.54 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

Cedar Lane CFP 

11.15 

 -- -- -- -- -- Four-Quad 

Gates 

Four-Quad Gates Four-Quad 

Gates 

Mill Road CFP 

9.65 

 -- -- -- -- -- Median 

Treatment 

Median Treatment Median 

Treatment 

Mountain Road CFP 

8.15 

 -- -- -- -- -- -- -- -- 

Hungary Road CFP 

6.59 

 -- -- -- -- -- -- -- -- 

Hermitage Road CFP 

5.43 

 -- -- -- -- -- -- -- -- 

Jahnke Road A 0.68 -- -- -- -- -- -- -- -- Bassett Avenue A 1.01 -- -- -- -- -- -- -- -- Broad Rock Boulevard 

A 3.08 -- -- -- -- -- -- -- -- 

Terminal Avenue A 3.88 -- -- -- -- -- -- -- -- Walmsley Boulevard 

A 5.54 -- -- -- -- -- -- -- -- 

Kingsland Road A 9.37 -- -- -- -- -- -- -- -- Thurston Road A 

10.00 

 -- -- -- -- -- -- -- -- 

Old Lane (A-Line) A 

10.74 

 -- -- -- -- -- -- -- -- 

Hermitage Road SRN 

3.37 

 -- -- -- -- -- -- -- -- 

Brook Road SRN 

2.34 

 -- -- -- -- -- -- -- -- 

St James Street SRN 

1.75 

 -- -- -- -- -- -- -- -- 

N 2nd Street / Valley Road 

SRN 

1.60 

 -- -- -- -- -- -- -- -- 

Hospital Street / N 7th Street 

SRN 

1.24 

 -- -- -- -- -- -- -- -- 

Maury Street S 0.78 -- -- -- -- -- -- -- -- Goodes Street S 1.66 -- -- -- -- -- -- -- -- E Commerce Road 

S 2.98 -- -- -- -- -- -- -- -- 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-25 Table 5-4: Crossing Improvements by Public At-Grade Crossing 

Crossing Roadway Name 

Milepost 2A. Add 1 Track 3A. Maintain 

Existing 

3B. Add 1 Track 

3C. 2-Track East Bypass 

4A. Add 1 Track 

5A. Maintain Existing; 5B. Add 1 Track 

5A–Ashcake. Maintain Existing; 5B–Ashcake. Add 1 Track; 5D–Ashcake. Center 3 Tracks (ALL - New Station) 

5C. 2-Track West Bypass 

Ruffin Road S 3.98 -- -- -- -- -- -- -- -- Bells Road S 4.46 -- -- -- -- -- -- -- -- Dale Avenue / Trenton Avenue 

S 4.98 -- -- -- -- -- -- -- -- 

Kingsland Road S 9.14 -- -- -- -- -- -- -- -- Brinkley Road S 9.83 -- -- -- -- -- -- -- -- Old Lane (S-Line) A 

10.74 

 -- -- -- -- -- -- -- -- 

Debruen Lane CFQ 

0.53 

 -- -- -- Median 

Treatment 

 -- -- -- -- 

Ferry Road CFQ 

1.70 

 -- -- -- Four-Quad 

Gates 

 -- -- -- -- 

Federal Drive CFQ 

2.89 

 -- -- -- Four-Quad 

Gates 

 -- -- -- -- 

Little Falls Road CFQ 

3.80 

 -- -- -- Median 

Treatment 

 -- -- -- -- 

Forest Lane Road CFQ 

4.68 

 -- -- -- Median 

Treatment 

 -- -- -- -- 

New (Proposed) Crossings of Public Roadways W Leigh Street (near Myers Street) (new) -- -- -- -- -- -- -- -- W Leigh Street (near Hermitage Road)

(new) 

 -- -- -- -- -- -- -- -- 

Kings Highway / Route 3 (new) -- -- -- Grade Separate -- -- -- -- Tidewater Trail / Route 17 (new) -- -- -- Grade Separate -- -- -- -- Fredericksburg Turnpike / Route 2 (new) -- -- -- Grade Separate -- -- -- -- Thorton Rolling Road / Route 609 (new) -- -- -- Grade Separate -- -- -- -- Patriot Lane (new) -- -- -- Property Take -- -- -- -- Washington Highway / Route 1 (new) -- -- -- -- -- -- -- Grade Separate Cross Corner Rd / Route 641 (new) -- -- -- -- -- -- -- Realign Blunts Bridge Road (new) -- -- -- -- -- -- -- Grade Separate 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-26 Table 5-4: Crossing Improvements by Public At-Grade Crossing 

Crossing Roadway Name 

Milepost 2A. Add 1 Track 3A. Maintain 

Existing 

3B. Add 1 Track 

3C. 2-Track East Bypass 

4A. Add 1 Track 

5A. Maintain Existing; 5B. Add 1 Track 

5A–Ashcake. Maintain Existing; 5B–Ashcake. Add 1 Track; 5D–Ashcake. Center 3 Tracks (ALL - New Station) 

5C. 2-Track West Bypass 

Independence Road (new) -- -- -- -- -- -- -- Closure W Patrick Henry Road (new) -- -- -- -- -- -- -- Grade Separate Yowell Road (new) -- -- -- -- -- -- -- Grade Separate Ashcake Road / Route 657 (new) -- -- -- -- -- -- -- Grade Separate Elmont Road / Route 626 (new) -- -- -- -- -- -- -- Grade Separate "Crossing Closure" can include construction of a new roadway connector to provide access. "Median Treatment" can include raised medians (new or extension of existing raised medians) or mountable raised curbs wit

DC2RVA criteria; existing crossings that are not affected by the Build Alternative (bypass alignments only); or new crossings of public roadways that do not require an action due to property acquisition (bypass alignments

Build Alternative 2A includes the proposed improvement of four-quadrant gates at Potomac Avenue, if not installed by others as part of the Powell’s Creek – Arkendale improvements. There are no existing public at-grade crossings in Alternative Area 1 Arlington. All crossings may require minor safety and/or geometric improvements related to the construction of the Build Alternative (i.e., moving existing gates to accommodate the proposed track). This table does not include potential effects to other, non-crossing roadways that may be required as part of the Build Alternative. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-27 Transportation Technical Report 

5.2.3.2 Crossing Improvements at Private At-Grade Crossings 

This section presents the crossing improvements at the existing at-grade private crossings as well 

as new crossings (where there is no existing crossing) of private roadways in the DC2RVA 

corridor, which occur in the bypass alignments of the city of Fredericksburg and the town of 

Ashland. 

A summary of total type of crossing improvement for each Build Alternative is provided in Table 

5-5 below. These crossing improvements are detailed by crossing roadway in Table 5-6 as well 

as Figure 5-14 through Figure 5-18. Any area that is not included in these figures means that no 

private at-grade crossings are proposed as part of the DC2RVA Project within that area. 

As the data shows, the majority of the existing private at-grade crossings are proposed to have 

locking gates in all Build Alternatives, unless alternate access can be provided. Four-quadrant 

gates are proposed at private crossing locations where site-specific safety, geometric, and/or 

operating conditions were determined to preclude use of locking gates. The proposed crossing 

improvements do not vary by crossing; the proposed improvement at a specific roadway crossing 

is the same across all Build Alternatives for which that roadway crossing is implemented. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-28 Transp

Table 5-5: Summary of Crossing Improvements at Existing Private At-Grade Crossings 

Alternative Area 

Alternative Description Proposed Crossing Improvement 

Crossing 

Closure 

FourQuadrant 

Gates 

Locking 

Gate 

No Actio

Require

Arlington 1A, 

1B, and 1C 

Add 2 Tracks East, Add 2 Tracks West, and Add 1 Track East & West 

0 0 0 

Northern Virginia 2A Add 1 Track 0 3 1 Fredericksburg 3A, and 

3B 

Maintain Existing, and Add 1 Track 0 0 0 

3C 2-Track East Bypass 1 0 4 

Central Virginia 4A Add 1 Track 0 0 10 Ashland 5A, 

5A–Ashcake, 5B, 5B–Ashcake, and 5D–Ashcake 

Maintain Existing, Maintain Existing (New Station), Add 1 Track, Add 1 Track (New Station), and Center 3 Tracks (New Station) 

0 0 0 

5C, and 5C–Ashcake 

2-Track West Bypass, and 2-Track West Bypass (New Station) 0 0 0 

Richmond 6A, 

6B–A-Line, 6C, and 6E 

Staples Mill Only, Boulevard Rd Only (A-Line), Broad St Only, and Split Service 

0 0 0 

6B

–S-Line, 

6D, 6F, and 6G 

Boulevard Rd Only (S-Line), Main St Only, Full Service, and Shared Service 

0 2 2 

1 “No action required" in the above table includes: existing crossings with existing treatment that meets the DC2RVA criteria; or new crossings of public roadways t

to property acquisition or alternate access (bypass alignments). 

2 "New Crossings" in the above table are provided as a summary total for reference, and include crossings that would be closed or consolidated with adjacent crossing

or realigned. All crossings may require minor safety and/or geometric improvements related to the construction of the Build Alternative (i.e., moving existing gates to accommod
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-29 Transportation Technical Report 

Figure 5-14: Private At-Grade Crossing Improvements: Alternative 2A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-30 Transportation Technical Report 

Figure 5-15: Private At-Grade Crossing Improvements: Alternative 3C 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-31 Transportation Technical Report 

Figure 5-16: Private At-Grade Crossing Improvements: Alternative 4A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-32 Transportation Technical Report 

Figure 5-17: Private At-Grade Crossing Improvements: Alternative 5C 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-33 Transportation Technical Report 

Figure 5-18: Private At-Grade Crossing Improvements: Alternatives 6B–S-Line, 6D, 6F, 6G 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-34 TranspTable 5-6: Crossing Improvements by Private At-Grade Crossing 

Alternative Area/Build Alternative 

Crossing Roadway Name Milepost Jurisdiction 

Area 1 There are no private at-grade crossings in this area. Area 2: 2A. Add 1 Track 

Unnamed Private Crossing CFP 104.42 Alexandria City 

Cherry Hill Road Private Crossing CFP 82.37 Prince William County Henderson Road / Epperson Avenue Private Crossing CFP 78.17 Prince William County Flemming Street Private Crossing CFP 76.64 Stafford County Lees Private Crossing CFP 73.20 Stafford County 

Area 3:13C. 2-Track East Bypass 

Hot Top Road CFQ 1.09 Stafford County 

Driveway (Private) (Access to Federal Drive) CFQ 2.98 Stafford County Cleek Lane (Driveway, Private) CFQ 3.56 Stafford County Driveway (Private) (Access to Cleek Lane) CFQ 3.67 Stafford County Driveway (Private) (Access to Forest Lane) CFQ 4.55 Stafford County Private Driveway (Access to Tidewater Trail) (new) Spotsylvania County Private Roadway (Internal Field Access) (new) Caroline County Private Driveway (Access to Pinecrest Lane) (new) Spotsylvania County Private Driveways (Access to Patriot Lane) (new) Spotsylvania County 

Area 4: 4A. Add 1 Track 

Jones Private Crossing CFP 45.74 Caroline County 

Rixey Road Private Crossing CFP 41.75 Caroline County Roes Private Crossing CFP 38.99 Caroline County Unnamed Private Crossing CFP 36.94 Caroline County Unnamed Private Crossing CFP 36.59 Caroline County Unnamed Private Crossing CFP 34.02 Caroline County Unnamed Private Crossing CFP 33.62 Caroline County Georges Private Crossing CFP 31.35 Caroline County Chandlers Private Crossing CFP 24.37 Caroline County Excelsior Mill Private Crossing CFP 21.68 Hanover County 

Area 5:25C. 2-Track West Bypass; 

Private Driveway (Access to Cross Corner Road / Blunts Bridge Road) (new) Hanover County 

Private Driveway (Access to Blunts Bridge Road) (new) Hanover County 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-35 TranspTable 5-6: Crossing Improvements by Private At-Grade Crossing 

Alternative Area/Build Alternative 

Crossing Roadway Name Milepost Jurisdiction 

5C–Ashcake. 2-Track West Bypass (New Station) 

Governors Lane / Driveways (Private) (new) Hanover County 

Private Driveway (Access to Yowell Road) (new) Hanover County Private Driveway (Access to Yowell Road) (new) Hanover County Quailwood Lane (Private) (new) Hanover County Farmers Inn Lane (Private) (new) Hanover County 

Area 6:3 

6B–S-Line. Boulevard Rd Only (S-Line); 6D. Main St Only; 6F. Full Service; 6G. Shared Service 

4th Street Extension Private Crossing S 1.19 Richmond 

Federal Paper Private Crossing S 2.37 Richmond Texaco Road Private Crossing S 6.38 Chesterfield County Station Road Private Crossing S 6.74 Chesterfield County 

1 There are no private at-grade crossings within Build Alternatives 3A or 3B. 2 There are no private at-grade crossings within Build Alternatives 5A, 5B, 5D–Ashcake, 5A–Ashcake, or 5B–Ashcake. 3 There are no private at-grade crossings within for Build Alternatives 6A, 6B–A-Line, 6C, or 6E.
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-36 Transportation Technical Report 

5.2.3.3 Crossing Improvements at Existing Grade-Separated Crossings 

All existing grade-separated crossings (both public and private) in the rail corridor would be 

maintained as part of all Build Alternative designs. The proposed crossing improvements at the 

existing grade-separated crossings are one of the following: 

 No action required (i.e., the existing structure is sufficient to accommodate the DC2RVA 

Project) 

 Extend the existing structure (i.e., widen either roadway structure for roadway overpasses 

or rail structure for roadway underpasses) 

 Build a new structure 

The above three types of crossing improvements are functionally equivalent as the existing 

operations of the crossing roadway (i.e., the number and type of lanes) are not modified as part 

of the Build Alternative design. 

5.2.3.4 Build Alternative Improvements, Other (Non-Crossing) Roadways 

In addition to the highway-rail crossing roadways, two non-crossing public roadways that run 

parallel to and generally adjacent to the railroad tracks are included the Build Alternative 

improvements, as follows. 

 The Build Alternatives that include the addition of a third track through town (Build 

Alternatives 5B, 5B-Ashcake, and 5D-Ashcake) require the closure of the eastern section 

of Railroad Avenue / Center Street between England / Thompson Street and Maiden 

Lane. At this location Railroad Avenue / Center Street26 runs adjacent and parallel to the 

railroad tracks within the Town of Ashland. The portion of Railroad Avenue / Center 

Street on the eastern side of the rail corridor between England / Thompson Street and 

Maiden Lane conflicts with the addition of the third track. All other portions of Railroad 

Avenue / Center Street, on either side of the rail corridor with in the Town of Ashland, 

would be realigned as required, to accommodate the design of the Build conditions, and 

would remain open to traffic after completion of construction. 

 The proposed additional track through the Richmond area conflicts with one public 

roadway that is located adjacent and parallel to the railroad tracks. Dalebrook Drive from 

Bellbluff Drive to southern terminus of Dalebrook Drive would be required to be 

realigned without change to existing operations as part of all Build Alternatives. 

5.2.3.5 Summary of Proposed Public Roadway Closures and Grade Separations

For ease of reference, a summary of the public roadway improvements that are proposed as part 

of each Build Alternative are provided here. Unless specified below, all other public roadway 

crossings would either maintain the existing at-grade condition with crossing improvements of 

either four-quadrant gates or median treatment with gates, or do not require any action. 

Summary Alternative Area 1 (Arlington): There are no public roadway closures or grade 

separations within Area 1 as part of any Build Alternative. 

Summary Alternative Area 2 (Northern Virginia): There are no grade separations proposed within 

the single Build Alternative 2A. One closure is proposed at the Mount Hope Church Road 

crossing. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-37 Transportation Technical Report 

Summary Alternative Area 3 (Fredericksburg): As shown in Table 5-7, there are no proposed public 

roadway closures through Fredericksburg. One grade separation is proposed at Landsdowne 

Road in Build Alternative 3B only. 

Table 5-7: Public Roadway Closures and Grade Separations in Fredericksburg

3A. Maintain 

Existing 

3B. Add 1 Track 3C. 2-Track East 

Bypass 

Grade Separate Landsdowne Road 

This table only shows the proposed improvements of grade separation and closure for public roadways.

Summary Alternative Area 4 (Central Virginia): There are no proposed grade separations within 

the single Build Alternative 4A. One closure is proposed at the Colemans Mill Road crossing. 

Summary Alternative Area 5 (Ashland): As shown in Table 5-8, each Build Alternative in Ashland 

contains some combination of 4 closures and separations: 

 All Build Alternatives except for the Ashland Bypass (Build Alternatives 5C and 5C-Ashcake) 

will require two grade separations as part of this project: the West Vaughan Road crossing 

and the Ashcake Road crossing. 

 All Build Alternatives that include station platform improvements at the existing station 

location within town require one roadway crossing closure at College Avenue crossing to 

accommodate the platform improvements at the existing station. 

 The Build Alternatives that include the addition of a third track through town (Build 

Alternatives 5B, 5B-Ashcake, and 5D-Ashcake) require the closure of the eastern section 

of Center Street / Railroad Avenue between England / Thompson Street and Maiden 

Lane. 

 The Ashland Bypass (Build Alternatives 5C and 5C-Ashcake) will require one roadway 

closure at Independence Road. 

Table 5-8: Public Roadway Closures and Grade Separations in Ashland

5A. 

Maintain 

Existing

5A–

Ashcake. 

Maintain 

Existing 

(New 

Station)

5B. 

Add 

1 

Track

5B–

Ashcake. 

Add 1 

Track (New 

Station)

5C. 2-

Track 

West 

Bypass

5C–Ashcake. 

2-Track West 

Bypass (New 

Station)

5D–

Ashcake. 

Center 3 

Tracks (New 

Station)

Grade Separate 

W Vaughan 

Crossing 

    

Grade Separate 

Ashcake Crossing     

Close College 

Avenue Crossing    

Close Portion of 

Center Street*   

*Closed South of Center England Street to Maiden Lane, West Side of Tracks Only

This table only shows the proposed improvements of grade separation and closure for existing public roadways. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-38 Transportation Technical Report 

Summary Alternative Area 6 (Richmond): As shown in Table 5-9, each Build Alternative in 

Richmond contains some combination of the following closures and grade separations, the need 

for which is driven by the at-grade crossing evaluation that was completed by DRPT as part of 

this project (refer to Section 5.2.2 above): 

 All Build Alternatives grade separate Hungary Road near Staples Mill Road Station and 

close Old Lane near the junction of the CSXT A-Line and S-Line at Centralia. 

 All Build Alternatives that use the A-Line close Bassett Avenue, Terminal Avenue, and 

Thurston Road, and grade separate Broad Rock Boulevard and Walmsley Boulevard. 

 All Build Alternatives that use the S-Line close St James Street, N 2nd Street / Valley Road, 

Dale / Trenton Avenue, and Brinkley Road, and grade separate Hospital Street and E 

Commerce Drive. 

 Build Alternative 6B–S-Line grade separates the S-Line crossing of Hermitage Road, 

which is proposed for safety considerations due to proximity to Boulevard Road Station.

Table 5-9: Public Roadway Closures and Grade Separations in Richmond 

6A. 

Staples 

Mill 

Only 

6B–ALine. 

Boulevard 

Rd Only 

(A-Line) 

6B–SLine. 

Boulevard 

Rd Only 

(S-Line) 

6C. 

Broad 

St 

Only 

6D. 

Main 

St 

Only 

6E. 

Split 

Service 

6F. 

Full 

Service 

6G. 

Shared 

Service 

Grade Separate Hungary 

Road        

Close Bassett Avenue     

Grade Separate Broad 

Rock Boulevard     

Close Terminal Avenue     

Grade Separate 

Walmsley Boulevard     

Close Thurston Road     

Close Old Lane        

Grade Separate 

Hermitage Road (S-Line 

Crossing) 

  

Close St James Street    

Close N 2nd Street / 

Valley Road    

Grade Separate Hospital 

Street    

Grade Separate E 

Commerce Road    

Close Dale / Trenton 

Avenue    

Close Brinkley Road    

This table only shows the proposed improvements of grade separation and closure for existing public roadways. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-39 Transportation Technical Report 

5.3 BUILD ALTERNATIVE EFFECTS ON TRANSPORTATION NETWORK 

This section identifies potential effects that the proposed Build Alternatives would have on the 

overall transportation network. The purpose of this analysis is to qualitatively identify locations 

where existing accessibility and connectivity of the roadway network may be affected by the 

DC2RVA Project as compared to the No Build condition. These locations will be moved forward 

for further quantitative analysis (refer to Section 5.4.). 

5.3.1 Methodology for Determining Effects of Crossing Improvements on 

Transportation Network 

The effects from the DC2RVA Project on existing roadway network accessibility and connectivity 

were visually identified using the Conceptual Engineering design for each roadway crossing as 

developed by the DRPT team for this project on aerial mapping imagery. The purpose of this 

analysis was to identify which elements of the proposed Build Alternative designs would have 

an effect on the existing transportation network, thus requiring further traffic operations analysis. 

The following assumptions were used during this identification process: 

 Accessibility and connectivity to public roadways and private property driveways and 

access were considered. 

 The identification was conducted per highway-rail crossing; however, both the crossing 

roadway and adjacent connecting roadway network within the limits of disturbance were 

evaluated, including non-crossing roadways that are adjacent to the rail corridor as well 

as roadways that are adjacent to station improvements. 

 The determination of "No effect” is defined as follows: 

- No increases or decreases to carrying capacity of public roadways. 

- All existing movements, number of lanes, and configuration of lanes on the crossing 

roadway are maintained (i.e., a realigned intersection can qualify as “no effect”). 

- All existing parcel access would be maintained, unless the design requires a full 

property acquisition, for which a determination of “no effect” to the transportation 

network would be made. 

 “No effect” does not preclude minor changes to location of any access points within the 

same property, if needed to facilitate design and construction of the project. For 

properties with existing access to the crossing roadway, if at least one access to that 

property area is maintained, the “no effect” is considered feasible. 

 For purposes of this evaluation, the crossing condition of the No Build is assumed to be 

equivalent to the existing condition. 

The “no effect” identification at the locations described in this section is intended to indicate that 

the effects of the proposed DC2RVA actions would not reduce roadway operations as compared 

to the No Build alternative. Additionally, the two new W Leigh Street at-grade crossings (near 

Myers Street and near Hermitage Road) are identified as having “no effect” to the connectivity of 

the transportation network as all existing movements are maintained in the design. This is not 

intended to indicate that there would be no effects to vehicles if a new crossing is implemented; 

refer to Section 5.5 for the daily vehicle delay analysis. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-40 Transportation Technical Report 

5.3.2 Network Effects of Improvements at Public At-Grade Crossings (including 

Adjacent Public Roadways) 

Table 5-10 below presents the project effects on the transportation network that was identified at 

each public at-grade crossing in the corridor for each Build Alternative; the table includes new 

proposed crossings of public roadways as well as non-crossing roadways that are adjacent to the 

corridor that were affected. For ease of reference, the proposed improvements that were 

identified as having a potential effect on existing roadway connectivity and accessibility are 

highlighted in gray text within the table. 

5.3.2.1 Closure Effects on Transportation Network 

The crossing improvements that are anticipated to have the greatest effect on the existing 

accessibility and connectivity of the transportation network are related to either closures of 

existing public at-grade highway-rail crossings or closures of public roadways located adjacent 

and parallel to the railroad tracks that are required due to other improvements. Closing an 

existing traffic movement requires a permanent detour of vehicular traffic. This permanent 

detour not only affects the vehicles that are making the detour, but also, to some degree, the traffic 

operations and vehicles along the alternate route. The effects of this diverted traffic, therefore, 

warrants further analysis. 

There are 14 public roadway closures within the different Build Alternatives that were identified 

as having a potential effect and, therefore, warranted further analysis are summarized below: 

 Mount Hope Church Road crossing, Stafford County: Build Alternative 2A 

 Colemans Mill Road crossing, Caroline County: Build Alternative 4A 

 College Avenue / Henry Clay Road crossing, Town of Ashland: Build Alternatives 5A, 

5B, and 5C 

 Railroad Avenue / Center Street between England Street and Maiden Lane, Town of 

Ashland: Build Alternatives 5B, 5B–Ashcake, and 5D–Ashcake 

 Independence Road intersection with W Patrick Henry Road, Hanover County: Build 

Alternatives 5C and 5C–Ashcake 

 Bassett Avenue crossing, City of Richmond: Build Alternatives 6A, 6B–A-Line, 6C, and 

6E 

 Terminal Avenue crossing, City of Richmond: Build Alternatives 6A, 6B–A-Line, 6C, and 

6E 

 Thurston Road crossing, Chesterfield County: Build Alternatives 6A, 6B–A-Line, 6C, and 

6E 

 Brinkley Road crossing, Chesterfield County: Build Alternatives 6B–S-Line, 6D, 6F, and 

6G 

 Old Lane crossing, Chesterfield County: All Richmond Area Build Alternatives 

 Ownby Lane intersection with Hermitage Road, City of Richmond: Build Alternative 6B–

S-Line 

 St James Street crossing, City of Richmond: Build Alternatives 6B–S-Line, 6D, 6F, and 6G 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-41 Transportation Technical Report 

 N 2nd Street/Valley Road crossing, City of Richmond: Build Alternatives 6B–S-Line, 6D, 

6F, and 6G 

 Dale Avenue/Trenton Avenue crossing, City of Richmond: Build Alternatives 6B–S-Line, 

6D, 6F, and G 

The closure locations are included on Figures 5-1 through 5-13. Refer to Section 5.4 for details on 

the closure diversion analysis that was completed for each location. 

5.3.2.2 Grade Separation and Crossing Treatment Effects on Transportation Network 

After review of all highway-rail crossings, the proposed crossing improvements of grade 

separation and crossing treatment improvements (a more general category under which median 

treatment and four-quadrant gates can be categorized) are expected to have minimal effect on 

existing accessibility and connectivity of the transportation network as part of any Build 

Alternative of the DC2RVA Project. The designs of all proposed grade separations and crossing 

treatment improvements of existing at-grade crossings maintain the existing functional 

characteristics of the crossing roadway, including number and type of roadway lanes. 

Improvements associated with the Build Alternatives sought to address potential adverse effects 

on traffic circulation through implementation of grade separations. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-42 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

ARLINGTON (LONG BRIDGE APPROACH) (Area 1) There are no public at-grade crossings in this area. NORTHERN VIRGINIA (Area 2) 

Build Alternative: 2A. Add 1 Track 

Featherstone Road 

FourQuadrant Gates 

Action: No action 

Effect: No roadway effect 

Potomac Avenue 

Non-Quad Gates 

Action: 

Install Four-Quadrant Gates with pedestrian protection (if not part of Arkendale to Powell's Creek project)

Effect: No roadway effect 

Brent Point Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates 

Effect: No roadway effect 

Mount Hope Church Road 

Non-Quad Gates Action: 

Close Crossing; Construct connecting roadway to Andrew Chapel / Brooke Road 

Effect: Traffic Detour Required 

FREDERICKSBURG AREA (Area 3) 

Build Alternative: 3A. Maintain Existing 3B. Add 1 Track 3C. 2-Track East Bypass 

Landsdowne Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Grade Separate Crossing Install Four-Quadrant Gates 

Effect: No roadway effect Roadway Overpass; No roadway effect No roadway effect 

Mine Road Non-Quad 

Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates 

Effect: No roadway effect No roadway effect No roadway effect 

Summit Crossing Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates 

Effect: No roadway effect No roadway effect No roadway effect 

Claiborne Crossing Road 

Non-Quad Gates 

Action: Install Median Treatment Install Median Treatment Install Median Treatment 

Effect: No roadway effect No roadway effect No roadway effect 

Debruen Lane Non-Quad 

Gates 

Action: Not Applicable Not Applicable Install Median Treatment 

Effect: No roadway effect 

Ferry Road Non-Quad 

Gates Action: Not Applicable Not Applicable Install Four-Quadrant Gates with Intersection Realignment 

Effect: No roadway effect 

Federal Drive Non-Quad 

Gates 

Action: Not Applicable Not Applicable Install Four-Quadrant Gates 

Effect: No roadway effect 

Little Falls Road 

Flashing Signal Action: Not Applicable Not Applicable Install Gates with Median Treatment 

Effect: No roadway effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-43 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

Forest Lane Road 

Flashing Signal Action: Not Applicable Not Applicable Install Gates with Median Treatment 

Effect: No roadway effect 

Kings Highway / Route 3 

No Existing Crossing 

Action: Not Applicable Not Applicable Grade Separate (required per VA Code) 

Effect: Roadway Overpass; No roadway effect 

Tidewater Trail / Route 17 

No Existing Crossing 

Action: Not Applicable Not Applicable Grade Separate (required per VA Code) 

Effect: Roadway Underpass; No roadway effect 

Fredericksburg Turnpike / Route 2 

No Existing Crossing 

Action: Not Applicable Not Applicable Grade Separate (required per VA Code) 

Effect: Roadway Overpass; No roadway effect 

Thorton Rolling Road / Route 609 

No Existing Crossing 

Action: Not Applicable Not Applicable Grade Separate (required per VA Code) 

Effect: Roadway Overpass; No roadway effect 

Patriot Lane No 

Existing Crossing 

Action: Not Applicable Not Applicable Cul-de-sac roadway (Property Take) 

Effect: No roadway effect 

CENTRAL VIRGINIA (Area 4) 

Build Alternative: 4A. Add 1 Track 

Stonewall Jackson Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates 

Effect: No roadway effect 

Woodford Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates 

Effect: No roadway effect 

Woodslane Road 

Non-Quad Gates 

Action: Install Median Treatment 

Effect: No roadway effect 

Paige Road Non-Quad 

Gates 

Action: Install Median Treatment 

Effect: No roadway effect 

Penola Road Non-Quad 

Gates 

Action: Install Four-Quadrant Gates 

Effect: No roadway effect 

Colemans Mill Road 

Non-Quad Gates Action: 

Close Crossing (Consolidate with Dry Bridge Road Crossing) 

Effect: Traffic Detour Required 

Doswell Road Non-Quad 

Gates 

Action: Install Four-Quadrant Gates 

Effect: No roadway effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-44 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

ASHLAND AREA (Area 5) 

Build Alternative: 5A. Maintain Existing 5A–Ashcake. Maintain 

Existing (New Station) 

5B. Add 1 Track 5B–Ashcake. Add 1 Track 

(New Station) 

5C. 2-Track WBypass 

W Vaughan Road / Henry Street 

Non-Quad Gates 

Action: Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Install Four-Quad

Effect: Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect No roadway effec

W Patrick Street 

 NonQuad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

College Avenue / Henry Clay Street 

Non-Quad Gates Action: Close Crossing (Station Platform Improvements) Install Four-Quadrant Gates Close Crossing (Station Platform Improvements) Install Four-Quadrant Gates Close Crossing (S

Platform Improve

Effect: Traffic Detour Required No roadway effect Traffic Detour Required No roadway effect Traffic Detour 

England Street / Thompson Street 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Myrtle Street Non-Quad 

Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

E Francis Street 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Ashcake Road Non-Quad 

Gates 

Action: Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Install Four-Quad

Effect: Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect Roadway Overpass; No roadway effect No roadway effec

Non-Crossing Roadway: Center Street (east side), England St to Maiden Lane 

Action: 

Not Applicable Not Applicable Close Crossing (Conflicts with 

3rd track require closure)

Close Crossing (Conflicts with 3rd track require closure) 

Not Applicable 

Effect: Traffic Detour Required Traffic Detour Required 

Gwathmey Church Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Elmont Road NonQuad 

Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Cedar Lane Non-Quad 

Gates Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Mill Road Non-Quad 

Gates 

Action: Install Median Treatment Install Median Treatment Install Median Treatment Install Median Treatment Install Median Tre

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Washington Highway / Route 1 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: 

Roadway OverpaNo roadway effec
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-45 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

Cross Corner Road / Route 641 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Realign Roadway 

Effect: 

Existing operationmaintained; No reffect 

Blunts Bridge Road 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: Roadway Overpa

No roadway effec

Independence Road 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Closure/Alternate 

Effect: Traffic Detour 

W Patrick Henry Road 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: Roadway Overpa

No roadway effec

Yowell Road No 

Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: Roadway Overpa

No roadway effec

Ashcake Road / Route 657 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: 

Roadway OverpaAlternate AlignmNo roadway effec

Elmont Road / Route 626 

No Existing Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Grade Separate 

Effect: 

Roadway OverpaAccess Road; No effect

RICHMOND AREA (Area 6) 

Build Alternative: 6A. Staples Mill Only 6B–A-Line. Boulevard Rd 

Only 

6B–S-Line. Boulevard Rd Only 

6C. Broad St Only 6D. Main St O

Mountain Road 

FourQuad Gates 

Action: No action No action No action No action No action 

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Hungary Road Non-Quad 

Gates 

Action: Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Grade Separate Crossing Grade Separate C

Effect: 

Roadway Overpass w/ alternate access to residences; No roadway effect 

Roadway Overpass w/ alternate access to residences; No roadway effect 

Roadway Overpass w/ alternate access to residences; No roadway effect 

Roadway Overpass w/ alternate access to residences; No roadway effect 

Roadway Overpaalternate access tresidences; No roeffect 

Hermitage Road 

Non-Quad Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quadrant Gates Install Four-Quad

Effect: No roadway effect No roadway effect No roadway effect No roadway effect No roadway effec

Jahnke Road Non-Quad 

Gates 

Action: Install Four-Quadrant Gates Install Four-Quadrant Gates Not Applicable Install Four-Quadrant Gates Not Applicable 

Effect: No roadway effect No roadway effect No roadway effect 

Bassett Avenue 

Non-Quad Gates 

Action: Close Crossing Close Crossing Not Applicable Close Crossing Not Applicable 

Effect: Traffic Detour Required Traffic Detour Required Traffic Detour Required 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-46 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

Broad Rock Boulevard 

Non-Quad Gates 

Action: Grade Separate Crossing Grade Separate Crossing Not Applicable Grade Separate Crossing Not Applicable 

Effect: 

Roadway Overpass; Realign intersection with E Belt Blvd; No roadway effect 

Roadway Overpass; Realign intersection with E Belt Blvd; No roadway effect 

Roadway Overpass; Realign intersection with E Belt Blvd; No roadway effect 

Terminal Avenue 

Non-Quad Gates 

Action: 

Close Crossing with improvements to access signalized intersection with Hopkins Rd 

Close Crossing with improvements to access signalized intersection with Hopkins Rd 

Not Applicable Close Crossing with 

improvements to access signalized intersection with Hopkins Rd 

Not Applicable 

Effect: Traffic Detour Required Traffic Detour Required Traffic Detour Required 

Walmsley Boulevard 

Non-Quad Gates 

Action: Grade Separate Crossing Grade Separate Crossing Not Applicable Grade Separate Crossing Not Applicable 

Effect: Railroad Overpass; No roadway effect Railroad Overpass; No roadway effect Railroad Overpass; No roadway effect 

Kingsland Road 

Non-Quad Gates 

Action: Install Median Treatment Install Median Treatment Not Applicable Install Median Treatment Not Applicable 

Effect: Access maintained; No roadway effect Access maintained; No roadway effect Access maintained; No roadway effect 

Thurston Road Non-Quad 

Gates 

Action: Close Crossing Close Crossing Not Applicable Close Crossing Not Applicable 

Effect: Traffic Detour Required Traffic Detour Required Traffic Detour Required 

Old Lane Non-Quad 

Gates 

Action: Close Crossing Close Crossing Close Crossing Close Crossing Close Crossing 

Effect: Traffic Detour Required Traffic Detour Required Traffic Detour Required Traffic Detour Required Traffic Detour 

Hermitage Road 

Non-Quad Gates 

Action: Not Applicable Not Applicable Grade Separate Crossing Install additional median Install additional m

Effect: 

Roadway Overpass with median separation; Ownby Ln Traffic Detour Required 

No roadway effect No roadway effec

Brooke Road Non-Quad 

Gates Action: Not Applicable Not Applicable Install additional median treatment Not Applicable Install additional m

treatment 

Effect: No roadway effect No roadway effec

St James Street 

Non-Quad Gates Action: 

Not Applicable Not Applicable Close Crossing; Install gradeseparated pedestrian crossing Not Applicable Close Crossing; I

grade-separated pcrossing 

Effect: Traffic Detour Required Traffic Detour 

N 2nd Street / Valley Road 

Non-Quad Gates 

Action: Not Applicable Not Applicable Close Crossing Not Applicable Close Crossing 

Effect: Traffic Detour Required Traffic Detour 

Hospital Street / N 7th Street 

Non-Quad Gates Action: Not Applicable Not Applicable Grade Separate with intersection realignment Not Applicable Grade Separate w

intersection realig

Effect: Roadway Overpass; No roadway effect Roadway Overpa

roadway effect 

Maury Street Non-Quad 

Gates 

Action: Not Applicable Not Applicable Install Four-Quadrant Gates Not Applicable Install Four-Quad

Effect: No roadway effect No roadway effec
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-47 Table 5-10: Build Alternative Effects on the Transportation Network: Public At-Grade Crossings 

Crossing Roadway 

Existing, No Build 

Proposed Action / Effect on Transportation Network 

Goodes Street Non-Quad 

Gates Action: 

Not Applicable Not Applicable Install Four-Quadrant Gates Not Applicable Install Four-Quad

with roadway rea

Effect: No roadway effect No roadway effec

E Commerce Road 

Non-Quad Gates 

Action: Not Applicable Not Applicable Grade Separate Crossing Not Applicable Grade Separate C

Effect: 

Realigned Roadway Overpass; No roadway effect 

Realigned RoadwOverpass; No roeffect 

Ruffin Road Non-Quad 

Gates 

Action: Not Applicable Not Applicable Install Median Treatment Not Applicable Install Median Tre

Effect: No roadway effect No roadway effec

Bells Road Non-Quad 

Gates Action: Not Applicable Not Applicable Install additional median treatment Not Applicable Install additional m

treatment 

Effect: No roadway effect No roadway effec

Dale Avenue / Trenton Avenue 

Non-Quad Gates 

Action: Not Applicable Not Applicable Close Crossing Not Applicable Close Crossing 

Effect: Traffic Detour Required Traffic Detour 

Non-Crossing Roadway: Dalebrook Drive Action: Realigned to accommodate track Realigned to accommodate track Not Applicable Realigned to accommodate track Not Applicable 

Effect: No roadway effect No roadway effect No roadway effect 

Kingsland Road 

Non-Quad Gates 

Action: Not Applicable Not Applicable Install Four-Quadrant Gates Not Applicable Install Four-Quad

Effect: No roadway effect No roadway effec

Brinkley Road Non-Quad 

Gates 

Action: Not Applicable Not Applicable Close Crossing Not Applicable Close Crossing 

Effect: Traffic Detour Required Traffic Detour 

New Crossing: W Leigh Street (near Myers Street) 

Action: Not Applicable Not Applicable Not Applicable Install Median Treatment Not Applicable 

Effect: New At-Grade Crossing 

New Crossing: W Leigh Street (near Hermitage Road) 

Action: Not Applicable Not Applicable Not Applicable Install Median Treatment Not Applicable 

Effect: New At-Grade Crossing 

“No effect” does not preclude minor changes to location of any access points within the same property, if needed to facilitate design and construction of the project. For properties with existing access to the crossing roadway, 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-48 Transportation Technical Report 

5.3.3 Network Effects of Improvements at Private At-Grade Crossings 

Table 5-11 below presents the effect on the transportation network that was identified for each 

proposed action at each private at-grade crossing in the corridor, by Build Alternative; the table 

includes new proposed crossings of private roadways. 

After review of all private at-grade highway-rail crossings, DRPT does not anticipate that any of 

the private crossing improvements included as an element of any DC2RVA Build Alternative 

would have an effect on the overall connectivity and accessibility of the transportation network 

and therefore do not warrant further detailed traffic operations analysis. 

This outcome is supported by the fact that these crossings are all private and are, by definition, 

exclusive of the public roadway network. However, regardless of the private classification, the 

crossing improvements at all private at-grade crossing locations were designed to maintain 

existing accessibility and connectivity to the private land parcels. All Build Alternatives, as part 

of the DC2RVA Project, maintain private property access, with the exception of where full 

property acquisitions are required by the design. 

The “no effect” identification at these locations is intended to indicate that there is no effect on 

overall transportation network connectivity and accessibility, and does not preclude minor 

localized effects such as modifications to specific parcel access due to design or construction of 

the gates or slight increases in delay experienced by the vehicles accessing the private crossing. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-49 Table 5-11: Build Alternative Effects on the Transportation Network: Private At-Grade Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

ARLINGTON (LONG BRIDGE APPROACH) (Area 1) There are no private at-grade crossings in this area. NORTHERN VIRGINIA (Area 2) 

Build Alternative: 2A. Add 1 Track 

Unnamed Private Crossing (Railroad Access) 

RF&P None Action: No action (for use by/ 

under purview of CSX)

Effect: No effect 

Cherry Hill Road Private Crossing 

RF&P Flashing 

Signal with Gates 

Action: Install Four-Quadrant 

Gates 

Effect: No effect 

Henderson Road / Epperson Avenue Crossing (Quantico) 

RF&P Flashing 

Signal with Gates 

Action: Install Four-Quadrant 

Gates 

Effect: No effect 

Flemming Street Crossing (Quantico) 

RF&P Flashing 

Signal with Gates 

Action: Install Four-Quadrant 

Gates 

Effect: No effect 

Lees Private Crossing RF&P Passive 

(Ropes) 

Action: Install Locking Gate 

Effect: No effect 

FREDERICKSBURG AREA (Area 3) 

Build Alternative: 3A. Maintain 

Existing 

3B. Add 1 Track 3C. 2-Track East 

Bypass 

Hot Top Road FBP Passive 

(Gate, Stop Signs) 

Action: Not Applicable Not Applicable Install Locking Gate 

Effect: No effect 

Driveway, Access to Federal Drive 

FBP Passive 

(Stop Signs) 

Action: Not Applicable Not Applicable Crossing Closure 

Effect: Property has alternate 

access; No effect 

Cleek Lane, Private Driveway 

FBP None Action: Not Applicable Not Applicable Install Locking Gate 

Effect: No effect 

Driveway, Access to Cleek Lane 

FBP None Action: Not Applicable Not Applicable Install Locking Gate 

Effect: No effect 

Driveway, Access to Forest Lane Road 

FBP Passive 

(Stop Signs) 

Action: Not Applicable Not Applicable Install Locking Gate 

Effect: No effect 

Driveway, Access to Tidewater Trail 

FBP No Existing 

Crossing 

Action: Not Applicable Not Applicable No action required 

Effect: Property has alternate 

access; No effect 

Private Roadway, Internal Field Access 

FBP No Existing 

Crossing 

Action: Not Applicable Not Applicable No action required 

Effect: Property take/alternate 

internal access; No effect 

Driveway, Access to Pinecrest Lane 

FBP No Existing 

Crossing 

Action: Not Applicable Not Applicable No action required 

(property acquisition) 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-50 Table 5-11: Build Alternative Effects on the Transportation Network: Private At-Grade Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Private Driveways (Access to Patriot Lane) 

FBP No Existing 

Crossing 

Action: Not Applicable Not Applicable No action required 

(property acquisition) 

Effect: No effect 

CENTRAL VIRGINIA (Area 4) 

Build Alternative: 4A. Add 1 Track 

Jones Private Crossing RF&P None Action: Install Locking Gate 

Effect: No effect 

Rixey Road Private Crossing 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Roes Private Crossing RF&P None Action: Install Locking Gate 

Effect: No effect 

Unnamed Private Crossing (Industrial Drive Access) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Unnamed Private Crossing (Alexandra Lane) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Unnamed Private Crossing (Field Access) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Unnamed Private Crossing (Field Access) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Georges Private Crossing (Field Access) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Chandlers Private Crossing (Field Access) 

RF&P None Action: Install Locking Gate 

Effect: No effect 

Excelsior Mill Private Crossing 

RF&P None Action: Install Locking Gate 

Effect: No effect 

ASHLAND AREA (Area 5) 

Build Alternative: 5A. Maintain 

Existing 

5A–Ashcake. Maintain Existing (New Station) 

5B. Add 1 Track 5B–Ashcake. Add 1 

Track (New Station) 

5C. 2-Track West Bypass 

Driveway, Access to Cross Corner Road / Blunts Bridge Road 

ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable No action required 

(property acquisition

Effect: No effect 

Driveway off Blunts Bridge Road (Private) 

ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Provide alternate acc

property

Effect: No effect 

Governors Lane / Driveways (Private) 

ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable No action required 

(property acquisition

Effect: No effect 

Private Driveway (Access to Yowell Road) 

ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Provide alternate acc

property 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-51 Table 5-11: Build Alternative Effects on the Transportation Network: Private At-Grade Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Private Driveway (Access to Yowell Road) 

ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Provide alternate acc

property

Effect: No effect 

Quailwood Lane (Private) ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Provide alternate acc

property

Effect: No effect 

Farmers Inn Lane (Private) ABP No Existing 

Crossing 

Action: Not Applicable Not Applicable Not Applicable Not Applicable Provide alternate acc

property

Effect: No effect 

RICHMOND AREA (Area 6) Build Alternative: 6A. Staples Mill 

Only 

6B–A-Line. Boulevard Rd Only (A-Line) 

6B–S-Line. Boulevard Rd Only (S-Line) 

6C. Broad St Only 6D. Main St Only 

4th Street Extension Private Crossing 

S-Line Flashing 

Signal with Gates 

Action: Not Applicable Not Applicable Install Locking Gate Not Applicable Install Locking Gate 

Effect: No effect No effect 

Federal Paper Private Crossing 

S-Line None Action: Not Applicable Not Applicable Install Locking Gate Not Applicable Install Locking Gate 

Effect: No effect No effect 

Texaco Road Private Crossing 

S-Line Passive Action: Not Applicable Not Applicable Install Four-Quadrant 

Gate 

Not Applicable Install Four-Quadran

Effect: No effect No effect 

Station Road Private Crossing 

S-Line Passive Action: Not Applicable Not Applicable Install Four-Quadrant 

Gate 

Not Applicable Install Four-Quadran

Effect: No effect No effect 

“No effect” does not preclude minor changes to location of any access points within the same property, if needed to facilitate design and construction of the project. For properties with existing access to the crossing road
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-52 Transportation Technical Report 

5.3.4 Network Effects of Improvements at Grade-Separated Crossings 

The effects on the transportation network that were identified for the proposed action at each 

public and private grade-separated crossing are presented in Table 5-12 and Table 5-13, 

respectively, for each Build Alternative. These tables represent the transportation network effects 

of any proposed crossing improvement to existing public and private grade-separated crossings; 

any new grade-separated crossings of existing at-grade facilities that are proposed as part of this 

project are summarized in Section 5.3.2 above. 

After review of all private grade-separated highway-rail crossings, DRPT does not anticipate any 

of the proposed modifications to existing grade-separated crossings would have an effect on the 

overall connectivity and accessibility of the transportation network for any Build Alternative of 

the DC2RVA Project. The crossing modifications, if required, at existing grade-separated 

crossings included two types: extension of the existing crossing structure or construction of a 

new separate parallel grade-separated crossing structure. All modifications were designed to 

maintain existing functional characteristics of the crossing roadway, including number and type 

of roadway lanes, as part of each Build Alternative. Therefore, the proposed actions of the 

existing grade-separated public and private crossings do not warrant further detailed traffic 

operations analysis. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-53 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

ARLINGTON (LONG BRIDGE APPROACH) (Area 1) Build Alternative: 1A. Add 2 Tracks East 1B. Add 2 Tracks 

West 

1C. Add 1 Track East & West 

George Washington Memorial Parkway 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Widen existing rail structure over roadway 

Widen existing rail structure over roadway 

Effect: No effect No effect No effect 

NORTHERN VIRGINIA (Area 2) Build Alternative: 2A. Add 1 Track VA 233 / Airport Access 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Route 1 / N Henry Street 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

E Braddock Road 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Commonwealth Avenue / Daingerfield Road 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

King Street RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Duke Street RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Telegraph Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-54 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Eisenhower Avenue 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Eisenhower Avenue Connector 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

S Van Dorn Street 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

I-95/ I-495 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Franconia Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Franconia - Springfield Parkway 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Newington Road 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 

Backlick Road RF&P Roadway 

Overpass 

Action: Widen existing roadway 

structure; Realign intersection with Fairfax County Parkway 

Effect: No effect 

Fairfax County Parkway 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Pohick Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-55 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Lorton Road RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 

Jefferson Davis Highway 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 

Furnace Road RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 

Railroad Avenue RF&P Roadway 

Overpass 

Action: Crossing removed since 

existing conditions inventory 

Effect: No effect 

Dawson Beach Road 

RF&P Roadway 

Overpass 

Action: Widen existing roadway 

structure; Realign intersection with Express Drive 

Effect: No effect 

Daniel K Ludwig Drive / Powells Creek 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 

Possum Point Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Courthouse Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Andrew Chapel Road 

RF&P Roadway 

Underpass 

Action: Construct new rail 

structure over roadway 

Effect: No effect 

Eskimo Hill Road 

RF&P Roadway 

Overpass 

Action: Widen existing roadway 

structure; Realign intersection with Montague Loop 

Effect: No effect 

Leeland Road RF&P Roadway 

Overpass 

Action: Widen existing roadway 

structure 

Effect: No effect 

Primmer House Road 

RF&P Roadway 

Overpass 

Action: Widen existing roadway 

structure 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-56 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

FREDERICKSBURG AREA (Area 3) Build Alternative: 3A. Maintain Existing 3B. Add 1 Track 3C. 2-Track East 

Bypass 

Harrell Road RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

Widen existing rail structure over roadway 

Effect: No effect No effect No effect 

Butler Road / White Oak Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing roadway structure 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Kings Highway RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing roadway structure 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Naomi Road RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Sophia Street RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Caroline Street RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Princess Anne Street 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Charles Street RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing rail structure over roadway 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Blue and Gray Parkway 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-57 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Mills Drive RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Effect: No effect No effect No effect 

Cool Springs Road 

FBP Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing roadway structure 

Widen existing rail structure over roadway 

Effect: No effect No effect No effect 

CENTRAL VIRGINIA (Area 4) Build Alternative: 4A. Add 1 Track Route 207 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Nelson Hill Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Dry Bridge Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Ruther Glen Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Interstate 95 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Kings Dominion Boulevard 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Taylorsville Road 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-58 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

ASHLAND AREA (Area 5) Build Alternative: 5A. Maintain Existing 5A–Ashcake. Maintain 

Existing (New Station) 

5B. Add 1 Track 5B–Ashcake. Add 1 

Track (New Station) 

5C. 2-Track West Bypass 

Old Ridge Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

Elletts Crossing Road 

RF&P Roadway 

Underpass 

Action: Widen existing rail 

structure over roadway 

Widen existing rail structure over roadway 

Widen existing rail structure over roadway 

Widen existing rail structure over roadway 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

US Route 1 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

Greenwood Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

I-295 (Northbound Lanes Only) 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

RICHMOND AREA (Area 6) Build Alternative: 6A. Staples Mill Only 6B–A-Line. Boulevard 

Rd Only (A-Line) 

6B–S-Line. Boulevard Rd Only (S-Line) 

6C. Broad St Only 6D. Main St Only 

I-295 (Southbound Lanes Only) 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

E Parham Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

Hilliard Road RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-59 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Dumbarton Road 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

Widen existing roadway structure 

Widen existing roadway structure 

Widen existing roadway structure 

Widen existing roadwastructure 

Effect: No effect No effect No effect No effect No effect 

Interstate 64 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

Interstate 195 RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

Westwood Avenue / Saunders Avenue 

RF&P Roadway 

Overpass 

Action: No action required 

(existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure could accommodate improvements) 

No action required (existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect No effect 

I-195 Northbound 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

W Broad Street ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Monument Avenue 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Patterson Avenue 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Grove Avenue ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

W Cary Street ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-60 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

I-195 Southbound 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Douglasdale Road 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Powhite Parkway Southbound 

ALine Roadway Underpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Powhite Parkway Northbound 

ALine Roadway Underpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Riverside Drive ALine Roadway Underpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Forest Hill Avenue 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Midlothian Turnpike 

ALine Roadway Overpass Action: Widen existing roadway structure Widen existing roadway structure Not applicable Widen existing roadway structure Not applicable 

Effect: No effect No effect No effect 

Hull Street Road 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Hopkins Road ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Warwick Road ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-61 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Castlewood Road / Cardwell Road 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Cogbill Road ALine Roadway Underpass Action: Widen existing rail structure over roadway Widen existing rail structure over roadway Not applicable Widen existing rail structure over roadway Not applicable 

Effect: No effect No effect No effect 

Chippenham Parkway 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

S Beulah Road / Dundas Road 

ALine Roadway Overpass Action: No action required (existing structure could 

accommodate improvements) 

No action required (existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable 

Effect: No effect No effect No effect 

Route 288 Northbound 

ALine Roadway Overpass Action: Widen existing roadway structure Widen existing roadway structure Not applicable Widen existing roadway structure Not applicable 

Effect: No effect No effect No effect 

Route 288 Southbound 

ALine Roadway Overpass Action: Widen existing roadway structure Widen existing roadway structure Not applicable Widen existing roadway structure Not applicable 

Effect: No effect No effect No effect 

North Boulevard 

S-Line Roadway 

Overpass 

Action: Not applicable Widen existing structure No action required 

(existing structure could accommodate improvements) 

Widen existing structure No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect No effect No effect 

I-64 / I-95 S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

N Lombardy Street 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

N Belvidere Street 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Chamberlayne Parkway 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-62 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

N 1st Street S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

N 5th Street S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Interstate 64 S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Leigh Street S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

I-95 Off Ramp to 17th Street 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

E Marshall Street 

S-Line Roadway 

Underpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

E Broad Street S-Line Roadway 

Underpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable Widen existing rail 

structure over roadway 

Effect: No effect No effect 

E Main Street S-Line Roadway 

Underpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Interstate 95 S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

E Cary Street S-Line Roadway 

Underpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-63 

Table 5-12: Build Alternative Effects on the Transportation Network: Public Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

Dock Street S-Line Roadway 

Underpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Ramps between I-195 and I-95 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable Widen existing rail 

structure 

Not applicable Widen existing rail 

structure 

Effect: No effect No effect 

Byrd Street S-Line Roadway 

Underpass 

Action: Not applicable Not applicable Widen existing rail 

structure 

Not applicable Widen existing rail 

structure 

Effect: No effect No effect 

I-95 / Maury Street Ramp 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Chippenham Parkway 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Elliham Avenue S-Line Roadway 

Overpass 

Action: Not applicable Not applicable Widen existing roadway 

structure 

Not applicable Widen existing roadwa

structure 

Effect: No effect No effect 

Jefferson Davis Highway / Route 1 

S-Line Roadway 

Overpass 

Action: Not applicable Not applicable No action required 

(existing structure could accommodate improvements) 

Not applicable No action required 

(existing structure coulaccommodate improvements) 

Effect: No effect No effect 

Route 288 Northbound 

S-Line Roadway 

Overpass 

Action: Widen existing roadway 

structure 

Widen existing roadway structure 

No action required (existing structure could accommodate improvements) 

Widen existing roadway structure 

No action required (existructure)

Effect: No effect No effect No effect No effect No effect 

Route 288 Southbound 

S-Line Roadway 

Overpass 

Action: Widen existing roadway 

structure 

Widen existing roadway structure 

No action required (existing structure could accommodate improvements) 

Widen existing roadway structure 

No action required (existructure)

Effect: No effect No effect No effect No effect No effect 

"Widen existing structure" with no effect assumes that access to private properties is maintained in design and/or properties are taken as part of improvements. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-64 Table 5-13: Build Alternative Effects on the Transportation Network: Private Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

ARLINGTON (LONG BRIDGE APPROACH) (Area 1)There are no private grade-separated crossings in this area. NORTHERN VIRGINIA (Area 2) 

Build Alternative: 2A. Add 1 Track 

Parking Access Private Crossing 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Unnamed Private Crossing (Fairfax County) 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (culvert) 

Effect: No effect 

Marina Way / Occoquan River Private Crossing 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (bridge over Occoquan River) 

Effect: No effect 

Martin Street Private Crossing (Quantico) 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Bauer Road Private Crossing (Quantico) 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate improvements) 

Effect: No effect 

Wrights Private Crossing 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (culvert) 

Effect: No effect 

Unnamed Private Crossing (Widewater Road) 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (culvert) 

Effect: No effect 

Unnamed Private Crossing / Aquia Creek 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (bridge over Aquia Creek) 

Effect: No effect 

Leeland Road Private Crossing 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure (over creek) 

Effect: No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-65 Table 5-13: Build Alternative Effects on the Transportation Network: Private Grade-Separated Crossings 

Crossing Rail 

Line 

Existing, No Build 

Proposed Action/Effect on Transportation Network 

FREDERICKSBURG AREA ALTERNATIVES (Area 3) 

Build Alternative: 3A. Maintain Existing 3B. Add 1 Track 3C. 2-Track East 

Bypass 

Unnamed Private Crossing (White Oak Road) 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate) 

Extend existing rail structure 

No action required (existing structure could accommodate) 

Effect: No effect No effect No effect 

Eagle Drive Access Private Crossing 

RF&P Roadway 

Underpass 

Action: No action required 

(existing structure could accommodate) 

Crossing (culvert) assumed to be maintained with improvements 

No action required (existing structure could accommodate) 

Effect: No effect No effect No effect 

CENTRAL VIRGINIA (Area 4) 

Build Alternative: 4A. Add 1 Track 

Unnamed Private Crossing (Harvest Garden) 

RF&P Roadway 

Underpass 

Action: Extend existing rail 

structure over roadway 

Effect: No effect 

ASHLAND AREA (Area 5) There are no private grade-separated crossings in this area. RICHMOND AREA (Area 6) 

Build Alternative: 6A. Staples Mill Only 6B–A-Line. Boulevard 

Rd Only (A-Line) 

6B–S-Line. Boulevard Rd Station (S-Line) 

6C. Broad St Only 6D. Main St On

Manchester Road Private Crossing 

SLine Roadway Underpass Action: Not Applicable Not Applicable Extend rail structure (James River) Not Applicable Extend rail struct

(James River) 

Effect: No effect No effect 

Unnamed Private Crossing (4th Street) 

SLine Roadway Underpass Action: Not Applicable Not Applicable No action required (existing structure could 

accommodate) 

Not Applicable No action require

(existing structuraccommodate) 

Effect: No effect No effect 

Cogbill Road Private Crossing 

SLine Roadway Underpass Action: Not Applicable Not Applicable No action required (existing structure could 

accommodate) 

Not Applicable No action require

(existing structuraccommodate) 

Effect: No effect No effect 

Marina Drive Private Crossing 

SLine Roadway Underpass Action: Not Applicable Not Applicable No action required (existing structure could 

accommodate) 

Not Applicable No action require

(existing structuraccommodate) 

Effect: No effect No effect 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-66 Transportation Technical Report 

5.3.5 Relevance of Build Alternatives on Quiet Zones (Public At-Grade Crossings) 

As discussed in Section 3, a Quiet Zone is a section of rail line that contains one or more 

consecutive at-grade public crossings at which locomotive horns are not routinely sounded. The 

Federal Highway Administration (FHWA) handbook27 on highway-rail crossings defines 

highway-rail Supplemental and Alternative Safety Measures (SSMs) as engineering 

improvements that compensate for the absence of the train horn safety requirement at at-grade 

crossings. SSMs include the following: 

 Closure of a highway-rail at-grade crossing. Closure of an at-grade crossing indicates in this 

instance closure of the at-grade condition, which would include both grade-separation of the 

crossing or permanently closing the crossing to vehicular traffic.

 Four-quadrant gates. 

 Gates with traffic channelization arrangements (e.g., non-mountable curb or mountable 

curb with delineators). 

In accordance with the FHWA handbook, if SSMs are “employed at every highway-rail grade 

crossing in the quiet zone, they automatically qualify the quiet zone (subject to reporting 

requirements)”. The DC2RVA Build Alternatives include SSMs all public existing at-grade 

crossings. Therefore, because the proposed actions for existing at-grade highway-rail crossings for 

the DC2RVA Project fully align with the definition of SSMs, this project would not negatively affect 

the ability of local public authorities to obtain Quiet Zones within their jurisdictions. Because local 

jurisdictions must initiate and manage the process for implementing Quiet Zones, the noise 

reduction benefits that derive from removing the requirement for trains to routinely sound horns 

are dependent on locality actions; the DC2RVA Project would support local jurisdictions should 

they seek to establish Quiet Zones. FRA Office of Safety authorizes quiet zones on a site-specific 

basis, which are voluntary by the operating railroad. 

Furthermore, DRPT does not anticipate that the DC2RVA Project will adversely affect the existing 

Quiet Zone designations as safety improvements that qualify as SSMs are proposed at all existing 

public at-grade crossings, including those with existing Quiet Zone designations that are based 

on the “grandfather” provision in the regulations, as follows: 

 Featherstone Road, Prince William County. The existing condition of this crossing is fourquadrant gates, which is an SSM. The proposed action of the DC2RVA Project at 

Featherstone Road is no action, which would therefore have no effect on the existing Quiet 

Zone designation at this location. 

 West Patrick Street, Town of Ashland. The proposed action of the DC2RVA Project at the 

West Patrick Street crossing is four-quadrant gates for all Build Alternatives. Since the 

proposed action under all conditions is an SSM, there would be no negative effect on the 

existing Quiet Zone designation at this location 

 College Avenue / Henry Clay Street. The proposed action of the DC2RVA Project at the 

College Avenue / Henry Clay Street crossing is permanent crossing closure in all Build 

Alternatives that maintain the existing station location within the Town of Ashland, and 

four-quadrant gates for all Build Alternatives that propose an alternate station location 

south of Ashcake Road. For closure, the effect on the existing Quiet Zone designation is 

not necessary as at-grade crossing condition of vehicular traffic would be permanently 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-67 Transportation Technical Report 

removed. For addition of four-quadrant gates, the proposed action is an SSM. Therefore, 

under all Build conditions, there would be no negative effect on the existing Quiet Zone 

designation at this location. 

 England Street / Thompson Street. The proposed action of the DC2RVA Project at the 

England Street / Thompson Street crossing is four-quadrant gates for all Build 

Alternatives. Since the proposed action under all conditions is an SSM, there would be 

no negative effect on the existing Quiet Zone designation at this location. 

 Myrtle Street. The proposed action of the DC2RVA Project at the Myrtle Street crossing is 

four-quadrant gates for all Build Alternatives. Since the proposed action under all 

conditions is an SSM, there would be no negative effect on the existing Quiet Zone 

designation at this location. 

 East Francis Street. The proposed action of the DC2RVA Project at the East Francis Street 

crossing is four-quadrant gates for all Build Alternatives. Since the proposed action under 

all conditions is an SSM, there would be no negative effect on the existing Quiet Zone 

designation at this location. 

5.3.6 Bicycle and Pedestrian Connectivity 

All existing bicycle and pedestrian facilities would be maintained (provided in kind) as part of 

all DC2RVA Build Alternatives and would be designed to current safety standards. This includes 

the existing at-grade pedestrian crossings through the Town of Ashland. The 11 at-grade 

pedestrian crossings in Ashland consist of 3-foot-wide walkways at top of rail, with steps at each 

end. The pedestrian crossings do not have any train warning protection (e.g., no flashing lights 

or gates). In addition, the current at-grade pedestrian crossings do not meet Americans with 

Disabilities Act (ADA) requirements. Most of the pedestrian crossings also lack a designated 

crosswalk leading across Center Street/Railroad Avenue. DC2RVA Build Alternatives that add 

a track through town would extend existing pedestrian crossings across the new track alignment, 

as necessary. Opportunities for additional bicycle and pedestrian accessibility improvements, 

including updates to ADA facilities, would be incorporated during final design in coordination 

with FRA after the Draft EIS. 

The Build Alternatives 6D, 6F, and 6G (Richmond area) at the existing public roadway crossing 

of St James Street, which is proposed to be closed as part of these conditions, include construction 

of a new grade-separated pedestrian crossing structure to maintain non-vehicular accessibility. 

5.4 CLOSURE DIVERSION ANALYSIS (TRAFFIC OPERATIONS) 

Roadway closures can affect more than the closed roadway itself. Closing an existing traffic 

movement requires vehicles to divert to a different route. This not only affects the vehicles that 

are diverting, but it also affects the traffic operations and vehicles along the diversion to some 

degree. This section summarizes the diversion analysis that was conducted on the 14 roadways 

that were identified in Section 5.3 as requiring further traffic operations analysis to determine the 

potential effects that the Build Alternative roadway closures would have on the transportation 

network. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-68 Transportation Technical Report 

5.4.1 Introduction/Purpose 

The analysis of potential diversions and their effects on the transportation network was 

performed at a level of detail commensurate with the size and varied conditions of the Project’s 

geographic scale, and with the relatively low traffic volumes on the majority of roadways that 

were identified to be closed. The analysis identified the level of traffic that would need to be 

diverted as well as the most reasonable diversion routes based on travel times on competing 

routes. The potential traffic operations effects of the quantified diversions were then assessed at 

a planning level. 

The Build Alternative improvements considered in these localized crossing analyses are either 

closures of existing public at-grade highway-rail crossings or closures of public roadways located 

adjacent to the railroad tracks that are required due to engineering of other improvements, as 

summarized in Table 5-14 below. Of the fourteen roadways, thirteen are existing facilities that 

are being closed and one is a new crossing of a public roadway on the Ashland bypass alignment. 

Table 5-14: Summary of Existing and 2025 No Build Data for Diversion Analysis

Alternative 

Area1

Roadway Name Build Alternative Existing/ 

New 

Roadway 

Type 

Milepost Daily 

Volumes2

2015 2025 

No 

Build 

Northern 

Virginia 

Mount Hope Church 

Road 

2A Existing Crossing CFP 67.54 214 256 

Central 

Virginia 

Colemans Mill Road 4A Existing Crossing CFP 29.70 449 537 

Ashland3 College Avenue / 

Henry Clay Road 

5A, 5B, and 5C Existing Crossing CFP 14.90 1,326 1,586 

Railroad Avenue / 

Center Street 

5B, 5B–Ashcake, and 

5D–Ashcake 

Existing Adjacent N/A 1,000 1,200 

Independence Road 5C and 5C–Ashcake New Crossing New 949 1,135 

Richmond Bassett Avenue 6A, 6B–A-Line, 6C, 6E Existing Crossing A 1.01 1,399 1,674 

Terminal Avenue 6A, 6B–A-Line, 6C, 6E Existing Crossing A 3.88 683 817 

Thurston Road 6A, 6B–A-Line, 6C, 6E Existing Crossing A 10.00 459 549 

Brinkley Road 6B–S-Line, 6D, 6F, 6G Existing Crossing S 9.83 1,836 2,196 

Old Lane All Build Alternatives Existing Crossing A 10.74 4,896 5,856 

Ownby Lane 6B–S-Line Existing Adjacent N/A N/A N/A 

St James Street 6B–S-Line, 6D, 6F, 6G Existing Crossing SRN 1.75 1,000 1,196 

N 2nd St / Valley Rd 6B–S-Line, 6D, 6F, 6G Existing Crossing SRN 1.60 2,142 2,562 

Dale Ave / 

Trenton Ave 

6B–S-Line, 6D, 6F, 6G Existing Crossing S 4.98 0 0 

1 No closure diversion analysis in Alternative Areas 1 or 3. 

2 The source for all traffic volumes for transportation analyses is the VDOT GIS online database for Annual Average Daily 

Traffic with Vehicle Classification for 2014 (accessed January 2016). ADT grown to future years; refer to Chapter 4. Note that 

the Dale Avenue / Trenton Avenue crossing is not open to public traffic in existing conditions.

3 Within Ashland, Build Alternative 5A–Ashcake do not include any closures of public roadways. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-69 Transportation Technical Report 

5.4.2 Methodology 

The analysis used to assess the potential effects of closing a grade crossing requires several steps 

to analyze the multiple components of trip making associated with traffic on the crossing road 

itself, alternative crossing roads, and the network of roads that connect the two. All of the vehicles 

currently using each crossing that would potentially be closed would divert to other roadways 

and crossings. The first step in the analysis process, therefore, was to identify plausible alternative 

routes that these vehicles would take and to then quantify the number of vehicles that would take 

each of these plausible routes. The second step is to assess the operational effects of the increased 

traffic on the roadways that make up each of the plausible alternative routes. 

Note that the 2015 traffic volumes were rounded for the purposes of this future year analysis. 

Step 1: Identification and Quantification of Traffic Diversions 

The following key assumptions were used in the traffic diversion analysis (for purposes of this 

discussion, the crossing that would potentially be closed based on implementation of one or more 

of the Build Alternatives is termed the “closure crossing”): 

 All closures as part of the DC2RVA Build Alternatives are considered crossing 

consolidations which means that, while all network connectivity and access is maintained, 

travel routes would change based on the fact that all existing vehicular traffic on the 

closure crossing would shift to using the closest adjacent roadway crossing. For purposes 

of the analysis, it is assumed that vehicles diverted from the closure crossing would make 

use of the closest adjacent crossing(s) using the shortest path. 

 Diversions on both sides of the closure crossing (i.e., east and west of the tracks) were 

included, as well as both upstream and downstream adjacent crossings, as applicable. 

 The diversion analysis was conducted separately for each roadway closure. This is 

important for crossings such as Thurston Road and Brinkley Road in Chesterfield County 

that, while located on different rail lines, would use similar roadways for potential 

detours; however, these closures were analyzed separately because they do not occur in 

the same Build Alternative. The exception to this is for the roadways that are proposed 

to be concurrently closed (i.e., within the same Build Alternative) in the Town of Ashland. 

Estimates of traffic using the roadway network were made using the following process: 

1. Traffic volumes using each closure crossing were determined using VDOT’s estimates of 

daily traffic data for 2014. For select locations where new traffic counts were performed28, 

the data from the 2016 traffic counts were used instead. All traffic volumes were adjusted 

to reflect a common year of 2015. 

2. Travel patterns (where motorists are coming from and going to) within an analysis area29

were estimated based on No Build conditions (crossing remains open to traffic) using a 

simplified process as follows30: 

- Estimates of where traffic at the closure crossing is coming from was based on the 

relative volume of roads “upstream” of the crossing. For example, if two roads connect 

to the closure crossing and the daily traffic volume on Road “A” is twice that on Road 

“B”, it was assumed that two out of every three vehicles at the crossing came from 

Road “A” with the remainder coming from Road “B”. A similar but mirror process 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-70 Transportation Technical Report 

was used for the “downstream” end of the crossing to determine the amount of traffic 

using the crossing that would end up at the potential destination roads. 

- For trips generated by land uses within the analysis area of the closure crossing, a 

generalized trip generation process was used to determine the relative number of trips 

generated within the analysis area. Because the controlling factor with respect to total 

trips is the amount of traffic at the closure crossing, this process provided the ability 

to assess locations within the analysis area that are likely to produce relatively more 

of the trips using the closure crossing and, similarly, locations within the analysis area 

that are likely to produce fewer of the trips using the closure crossing. 

The results of this simplified process were generalized estimates of where trips using the closed 

crossing are likely to start and end their trips (in relative terms within the analysis area). In most 

cases, the start and/or end of the trips are simply where the road crosses the edge of the analysis 

area as almost no trips would be short enough to take place entirely within the analysis area. 

Estimating where trips using the closed crossing start and end (relative to the analysis area) then 

provided information to determine which alternative crossing a motorist was most likely to use 

and to add the appropriate number of vehicles to the alternative crossing location and to the roads 

that connect to the alternative crossing. For locations where there is only one logical alternative 

to the closed crossing, the level of analysis is greatly simplified. 

The process described above provided an estimate of traffic on the roads that connect to the 

closure crossings under No Build conditions. An estimate of travel paths under Build conditions 

was then made by routing traffic to the roadway segments that connect to the alternative 

crossings (the “detour route”). The result was daily traffic estimates of traffic volumes on the 

roadways that make up these detour routes31. 

Methodology Used for Ashland. Because detoured traffic from each of the closure crossings in 

Ashland is anticipated to use the same set of adjacent crossings, it was necessary for the detour 

analysis to address the closures in combination. Therefore, within the Town of Ashland, a small 

traffic assignment model was developed to analyze the closure diversions. This model 

incorporates the same logic as the analyses performed at other crossings (shortest distance paths, 

diversions on both sides of the railroad tracks, etc.) but also automates calculations of total traffic 

on all roadway segments through the use of a computerized model (using the Cube Voyager 

software). The advantage of using a computerized model within the grid street system in a more 

urbanized area is that it enables the consideration of a greater number of detour routes. In 

addition, within the Town of Ashland, the Build Alternatives have one of three have identical 

roadway closures: 

 Ashland, Close College Avenue Crossing: 

- Build Alternative 5A 

- Build Alternative 5C 

 Ashland, Close Center Street (South of England Street to Maiden Lane): 

- Build Alternative 5D–Ashcake 

- Build Alternative 5B–Ashcake 

 Ashland, Close College Avenue Crossing and Close Center Street (South of England Street 

to Maiden Lane): 

- Build Alternative 5B 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-71 Transportation Technical Report 

Accordingly, three sets of Ashland diversion analyses were conducted and are presented within 

the closure diversion results in this section. The closure of Independence Road along the bypass 

alignment was analyzed separately as it is not located within the same vicinity as the above. 

Step 2: Traffic Operations Analysis 

The second step of the analysis process was to assess the operational effects of the increased traffic on 

the roadways that make up each of the detour routes. The input to this step is the daily traffic estimates 

as described above for both No Build and Build conditions. A generalized planning approach was used 

to identify the operational effects of the detours for both roadway segments and intersections. 

Operations Analysis on Roadway Segments. For roadway segments, lookup tables based on the 

Highway Capacity Manual32 and the Transit Capacity and Quality of Service Manual33 (as 

compiled by the Florida Department of Transportation, Systems Planning Office) were used to 

identify Level of Service (LOS) values. The lookup values are included in the Quality/ Level of 

Service Handbook published on the Florida Department of Transportation website34. 

The roadway segment LOS was determined by comparing the daily volumes for each condition 

(existing, No Build, and Build) against general thresholds for daily capacity in the Quality/ Level 

of Service Handbook tables. Specific inputs and other considerations for this analysis include: 

 The Quality/ Level of Service Handbook has thresholds for urban and rural areas. For this 

analysis, the following roadways were categorized as urban: Bassett Avenue and St James 

Street in Richmond, and all roadways within the Ashland area. All other locations 

analyzed for potential crossing closures were categorized as rural. 

 The Quality/ Level of Service Handbook tables also account for the following facility-specific 

characteristics which were verified from aerial imagery: 

- Interrupted or Uninterrupted flow. Flow was characterized based on type of traffic 

control device(s) along the facility; signal controlled intersections on the facility were 

considered interrupted flow. 

- Speed Limit (urban only). The average speed limit along the facility (two-way). 

- Number of lanes. The total number of through lanes (two-way). 

Operations Analysis on at Intersections. For the analysis of intersections, the Critical Lane Volume 

(CLV) methodology was used. The CLV method is a proven industry method for determining 

whether or not an intersection has sufficient capacity; it uses planning-level data to identify the 

extent to which existing or planned traffic volumes going through an intersection correspond to the 

overall capacity. Unlike Highway Capacity Manual (HCM) methodologies35 which assess 

operations for each lane group/approach before aggregating to the overall intersection, CLV 

analysis develops an overall critical lane volume and compares it to a critical volume representing 

the capacity of the intersection. The value of CLV analysis is that it is largely independent of many 

variables that are either unknown or in flux; these include specific intersection control (signal vs. 

stop sign), signal phasing and timing, lane widths and turn bay lengths, etc. Since these details are 

often not appropriate or available for long-range planning efforts, including environmental impact 

analyses, CLV is a useful tool for these types of efforts as it focuses on identifying geometric needs 

(number of lanes) over the long term as opposed to focusing on details such as signal timing, 

phasing, turn bay lengths, etc. Multiple agencies, including Maryland State Highway 

Administration and Montgomery County, Maryland Department of Transportation use CLV for 

long-range planning because of its focus on overall capacity and the fact that it obviates the need 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-72 Transportation Technical Report 

for analysts to make assumptions on intersection details that are simply not known for many 

projects that are long-range in nature and/or in the planning stages. 

The CLV methodology requires estimates for each turning movement at the intersection for the 

peak traffic hour. The initial step in developing these peak hour turning movement volumes was 

to estimate turns on a daily basis for the No Build conditions. These daily turning movements 

were estimated using initial assumptions for turning percentages for each leg of an intersection 

(40 percent through, 20 percent left, 20 percent right) and then, through an iterative balancing 

process, these percentages were modified to reflect the volumes on each leg of the intersection. 

The daily turn movements were then converted into single peak hour turn volumes using an 

assumed ratio of peak to daily traffic of 0.10. For sparsely populated rural areas, the directional 

split on roadways was assumed to be 51%/49% while the directional split in suburban areas was 

assumed to be 60%/40%. 

The steps in the previous paragraph describe the process for estimating peak hour turning 

movement volumes for the No Build conditions. Because traffic being detoured based on crossing 

closures in the Build conditions would affect intersection on the detour routes only on certain 

legs and for certain movements, the increase in traffic at intersections resulting from a crossing 

closure was separately added to the No Build turning movement estimates for the specific 

movements that would be changed based on the Build condition. 

For the DC2RVA Project, different CLV thresholds were established for rural, suburban, and 

urban intersections to capture the design and operating conditions that affect intersection 

capacity. For these analyses, the following classifications were used: 

 Rural: Mount Hope Church Road; Colemans Mill Road; and Independence Road 

 Suburban: Bassett Avenue; Thurston Road; Brinkley Road; and Old Lane 

 Urban: All Ashland area intersections; and St James Street in downtown Richmond 

Additionally, DRPT considered three threshold criteria: the outcome of the CLV method for these 

analyses is a simple “under capacity”, “near capacity”, or “over capacity” determination, the 

latter which identifies intersections that may be approaching but not yet exceeding capacity. The 

intersection capacity analyses are intended to correlate to Level of Service (LOS) in the following 

general terms: 

 Under capacity represents LOS A /B conditions 

 Near capacity represents LOS C /D conditions 

 Over capacity represents LOS E /F conditions 

While the intersection capacity results presented within this technical report use the 

under/near/over capacity terminology, the associated results within the Draft EIS report the 

associated LOS conditions, as defined above, for consistency with the roadway results. 

Table 5-15 summarizes the thresholds identified and applied for the DC2RVA planning analyses: 

Table 5-15: Critical Lane Volume Thresholds (DC2RVA Project)

Capacity Level Rural Suburban Urban 

Under From 0 0 0 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-73 Transportation Technical Report 

Table 5-15: Critical Lane Volume Thresholds (DC2RVA Project)

Capacity Level Rural Suburban Urban 

To 1,150 1,230 1,530 

Near From 1,151 1,231 1,531 

To 1,350 1,450 1,800 

Over Greater than 1,350 1,450 1,800 

Assumptions: 

"Under" is 85% of threshold, "near" is 85% to 100% of threshold. 

Sources for derivation of DC2RVA thresholds: 

 Rural, suburban, urban: Interpolated from thresholds used by Montgomery County, Maryland 

http://www.montgomeryplanning.org/transportation/latr_guidelines/documents/LATR-TPARGuidelinesFINAL.pdf 

 Under/near/over ratios: Signalized Intersections: Informational Guide, Federal Highway Administration, 

Publication FHWA-HRT-04-091, https://www.fhwa.dot.gov/publications/research/safety/04091/04091.pdf

5.4.3 Results by Closure Location 

The results of these two evaluations as described above are presented below by each closure location. 

Two tables are presented for each closure: 

 A table that summarizes the existing (2015) and future 2025 No Build and Build daily 

traffic36 and associated LOS for each roadway along the diversion route. 

 A table that summarizes the existing and future No Build and Build intersection capacity. 

The total volume (Total Vol) and the critical lane volume (CLV) are included. 

Stick diagrams that show the closure, diversion network, and 2025 No Build and Build volumes 

(vehicles per day, VPD) are presented within each section. 

CLOSURE DIVERSION ANALYSIS RESULTS: MOUNT HOPE CHURCH ROAD, STAFFORD COUNTY

The existing at-grade crossing of Mount Hope Church Road is proposed to be closed as part of 

Build Alternative 2A. The closure of this crossing would include construction of a new road 

northeast of the rail line; this connector road would generally parallel the railroad tracks to connect 

Mount Hope Church Road and Andrew Chapel Road (VA 629). The Andrew Chapel Road 

crossing, which is grade-separated, is located approximately one half-mile to the northeast of 

Mount Hope Church Road. The Mount Hope Church Road crossing is projected to carry 

approximately 300 VPD for 2025 No Build conditions. For 2025 Build conditions, the vehicles 

currently using the Mount Hope Church Road crossing would use the proposed connector road to 

connect to destinations accessed by Andrew Chapel Road and Brooke Road, as shown in Figure 5-

19 below. 

The diversion analysis indicates a minimal effect on the total traffic using the Andrew Chapel 

Road crossing over the course of a day. This is because the new connector road creates a shift in 

travel patterns and certain vehicle trips would no longer need to use a crossing under Build 

conditions (i.e., there is not a one-to-one “replacement” of No Build Mount Hope Church Road 

crossings to new Andrew Chapel Road crossings); this is evident in the decreased trips on Brooke 

Road in Build conditions. Table 5-16 summarizes the predicted shift in traffic volumes and 

associated effects on roadway LOS in the adjacent roadway network due to the crossing 

consolidation. The diversion analysis results indicate that the closure of the Mount Hope Church 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-74 Transportation Technical Report 

Road crossing would have minimal effect on the LOS of the adjacent roadways. All roadways 

are projected to operate at LOS A or B in 2015 and both 2025 No Build and Build conditions. 

Figure 5-19: Closure Diversion 2025 Volumes, Mount Hope Church Road, Build Alternative 2A

Table 5-16: Diversion Route Roadway Analysis: Mount Hope Church Road 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Proposed Connector Road Mount Hope Church 

Road 

Andrew Chapel 

Road 0 - 0 - 300 A 

Andrew Chapel Road Proposed Connector 

Road 

Brooke Road 4,900 B 5,900 B 5,900 B 

Brooke Road Mount Hope Church 

Road 

Andrew Chapel 

Road 2,200 A 2,700 A 2,500 A 

Mount Hope Church Road Proposed Connector 

Road 

Brooke Road 200 A 300 A 0 - 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-75 Transportation Technical Report 

Table 5-17 summarizes the relative capacities of the intersections along the diversion route. The 

analysis indicates that the closure would have minimal effect on intersection capacity near Mount 

Hope Church Road; 2015 and both 2025 No Build and Build intersections are projected to operate 

under capacity (generally equivalent to LOS A/B). 

Table 5-17: Intersection Capacity Analysis: Mount Hope Church Road

 Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-19) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Proposed New 

Road and Mt. Hope 

Church Rd 

1 22 13 Under 27 16 Under 27 27 Under 41% 

Proposed New 

Road and Andrew 

Chapel Rd 

2 532 319 Under 640 384 Under 653 403 Under 5% 

Brooke Rd and Mt. 

Hope Church Rd 3 214 127 Under 260 154 Under 236 141 Under -9% 

Brooke Rd and 

Andrew Chapel Rd 4 468 385 Under 565 465 Under 558 454 Under -2% 

CLOSURE DIVERSION ANALYSIS RESULTS: COLEMANS MILL ROAD, CAROLINE COUNTY

The existing at-grade crossing of Colemans Mill Road is proposed to be closed as part of Build 

Alternative 4A by consolidating it with the existing grade-separated crossing at Dry Bridge Road, 

which is located approximately 1 mile south of the Colemans Mill Road crossing. The Colemans 

Mill Road crossing is projected to carry approximately 500 vehicles for 2025 No Build conditions. 

For 2025 Build conditions, the vehicles using the existing Colemans Mill Road crossing would use 

Rogers Clark Boulevard to the west of the rail corridor and Dry Bridge Road to the east, as shown 

in Figure 5-20. 

Table 5-18 summarizes the predicted shift in traffic volumes and associated effects on LOS in the 

adjacent roadway network due to the crossing consolidation. The diversion analysis results 

indicate that while daily volumes along the adjacent roadways are projected to increase to 

accommodate the diverted vehicles, the closure of the Colemans Mill crossing would have 

minimal effect on the LOS of the adjacent roadways. All roadways are projected to operate at 

LOS A in 2015 and both 2025 No Build and Build conditions. 

Table 5-19 summarizes the relative capacities of the intersections along the diversion routes. The 

analysis indicates that the closure would have minimal effect on the capacities of intersections 

near Colemans Mill Road; 2015 and both 2025 No Build and Build intersections are projected to 

operate under capacity at this location (generally equivalent to LOS A/B). 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-76 Transportation Technical Report 

Figure 5-20: Closure Diversion 2025 Volumes, Colemans Mill Road, Build Alternative 4A

Table 5-18: Diversion Route Roadway Analysis: Colemans Mill Road 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Colemans Mill Road Roger Clark 

Boulevard 

W C Spratt 

Drive 

400 A 500 A 0 - 

Colemans Mill Road W C Spratt Drive Dry Bridge 

Road 

600 A 700 A 1,000 A 

Dry Bridge Road Rogers Clark 

Boulevard 

Jesse Lane 900 A 1,100 A 1,700 A 

Rogers Clark 

Boulevard 

Moncure Drive Dry Bridge 

Road 

9,500 A 11,400 A 11,800 A 

 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-77 Transportation Technical Report 

Table 5-19: Intersection Capacity Analysis: Colemans Mill Road

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-20) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Moncure Drive at 

Rogers Clark 

Boulevard 

1 837 247 Under 1,008 299 Under 998 283 Under -6%

W C Spratt Drive 

at Colemans Mill 

Road 

2 111 106 Under 135 129 Under 123 123 Under -5%

Dry Bridge Road at 

Rogers Clark 

Boulevard 

3 847 266 Under 1,018 320 Under 1,065 369 Under 13%

Dry Bridge Road at 

Jesse Lane 4 98 52 Under 122 66 Under 185 99 Under 33%

Dry Bridge Road at 

Frye Lane 5 98 53 Under 124 69 Under 179 97 Under 29%

Jesse Lane at Dry 

Bridge Road 6 89 48 Under 114 63 Under 163 86 Under 27%

Dry Bridge Road at 

Colemans Mill Road 7 97 63 Under 124 80 Under 161 123 Under 35%

CLOSURE DIVERSION ANALYSIS RESULTS: TOWN OF ASHLAND, CLOSE COLLEGE AVENUE CROSSING 

(BUILD ALTERNATIVES 5A AND 5C) 

These two Build Alternatives result in a single closure: the College Avenue / Henry Clay Road 

crossing as a part of the station improvements in the Town of Ashland (i.e., the extension of the 

platform across College Avenue / Henry Clay Road). The analysis area through the Town of 

Ashland is shown in Figure 5-21 and includes a total of 24 roadway segments. By 2025, Henry 

Clay Road at the railroad crossing is projected to carry up to 1,600 VPD. 

Table 5-20 summarizes the predicted shift in traffic to the immediately adjacent roadway network 

as well as the effect of these shifts on the LOS. England Street (N Center Street to Henry Street) 

and Thompson Street (N James Street to N Center Street) are projected to carry the greatest 

increase in daily traffic due to the closure, with an additional 800 VPD in Build conditions. The 

diversion analysis results indicate that the 2025 Build condition closure would result in reduced 

LOS along one roadway as described below (this location is highlighted in gray in the table): 

 Thompson Street, between N James Street and N Center Street, is projected to drop from 

operating at LOS D (with 14,600 daily vehicles) in 2025 No Build to LOS E (with 15,400 

daily vehicles) in 2025 Build. 

While certain segments of Route 1 and England Street are projected to experience reduced LOS 

by 2025 No Build conditions as compared to 2015, these reductions are due to background growth 

in traffic and not due to the DC2RVA Project; the LOS between 2025 No Build and 2025 Build 

conditions are equivalent at these locations. 

 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-78 Transportation Technical Report 

Figure 5-21: Closure Diversion 2025 Volumes, Town of Ashland, Build Alternatives 5A & 5C 

 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-79 Transportation Technical Report 

Table 5-20: Diversion Route Roadway Analysis: Build Alternatives 5A and 5C 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Vaughan Road N James Street Archie Cannon 

Drive 1,800 A 2,200 A 2,200 A 

Archie Cannon Drive Henry Street Route 1 1,400 A 1,700 A 1,700 A 

Route 1 Archie Cannon 

Drive 

Berkley Street 9,200 B 11,000 B 11,000 B 

Route 1 Berkley Street Caroline Street 11,500 B 13,800 C 13,800 C 

Route 1 College Avenue England Street 15,800 B 18,900 C 19,000 C 

Henry Street Archie Cannon 

Drive 

Berkley Street 900 A 1,100 A 1,100 A 

Henry Street Calhoun Street Caroline Street 1,900 A 2,300 A 2,300 A 

N Center Street 

(northbound) 

Berkley Street Berkley Woods 

Drive 400 A 500 A 500 A 

N Center Street 

(northbound) 

Berkley Woods 

Drive 

College Avenue 500 A 700 A 700 A 

College Avenue Henry Street S Taylor Street 800 A 1,000 A 600 A 

College Avenue N Center Street Henry Street 1,400 A 1,600 A 700 A 

England Street Henry Street S Taylor Street 13,900 D 16,700 F 17,100 F 

England Street N Center Street Henry Street 14,900 D 17,900 F 18,700 F 

Virginia Street Arlington Street New Street 200 A 200 A 200 A 

Maple Street Arlington Street New Street 1,400 A 1,700 A 1,600 A 

Maple Street Francis Street Ashcake Road 1,400 A 1,600 A 1,600 A 

S Center Street Early Street Ashcake Road 900 A 1,000 A 1,000 A 

Duncan Street Hanover Ave Francis Street 600 A 700 A 700 A 

Thompson Street N James Street N Center Street 12,100 D 14,600 D 15,400 E 

Henry Clay Road N James Street N Center Street 700 A 800 A 300 A 

N James Street Vaughan Road W Patrick Street 1,800 A 2,100 A 2,100 A 

N James Street W Patrick Street Henry Clay Road 800 A 1,000 A 1,000 A 

N Center Street 

(southbound) 

W Patrick Street Henry Clay Road 500 A 600 A 600 A 

W Patrick Street N James Street N Center Street 700 A 800 A 900 A 

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions. 

Table 5-21 summarizes the relative capacities of the intersections along the diversion routes. The 

analysis indicates that the 2025 Build condition closures would affect the capacity at one 

intersection as described below (this location is highlighted in gray in the table): 

 Thompson/England Street at Center Street, which is the primary intersection in the center 

of the Town of Ashland, is projected to operate near capacity (generally equivalent to LOS 

C/D) during Build conditions, compared to under capacity (generally equivalent to LOS 

A/B) during 2025 No Build conditions. 

While two other intersections along England Street are projected to experience reduced capacity 

by 2025 No Build conditions as compared to 2015, these reductions are due to background growth 

in traffic and not due to the DC2RVA Project; the capacity between 2025 No Build and 2025 Build 

conditions are equivalent at these locations. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-80 Transportation Technical Report 

Table 5-21: Intersection Capacity Analysis: Build Alternatives 5A and 5C

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

(Figure Diff 

5-21) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Vaughan Road at N 

James Street 1 507 407 Under 612 491 Under 614 493 Under 0%

Vaughan Road/Archie 

Cannon Drive at 

Henry Street 

2 383 282 Under 466 343 Under 466 343 Under 0%

Archie Cannon Drive 

at Route 1 3 1344 546 Under 1618 658 Under 1619 658 Under 0%

Berkley Street at 

Henry Street 4 341 269 Under 414 324 Under 415 326 Under 1%

Berkley Street at 

Route 1 5 1252 444 Under 1507 537 Under 1510 538 Under 0%

Patrick Street at N 

James Street 6 537 429 Under 649 518 Under 654 508 Under -2%

Patrick Street at 

Center Street 7 413 319 Under 501 386 Under 500 384 Under -1%

Henry Clay Road at 

N James Street 8 233 152 Under 281 182 Under 255 178 Under -2%

Henry Clay 

Road/College Avenue 

at Center Street 

9 452 367 Under 548 444 Under 469 249 Under -78%

College Avenue at 

Henry Street 10 610 388 Under 737 468 Under 694 404 Under -16%

College Avenue at 

Route 1 11 2081 702 Under 2503 844 Under 2485 851 Under 1%

Thompson Street at 

James Street 12 1418 851 Under 1707 1024 Under 1823 1121 Under 9%

Thompson 

Street/England Street 

at Center Street 

13 1999 1220 Under 2,405 1467 Under 2534 1594 Near 8%

England Street at 

Henry Street 14 2101 1305 Under 2,524 1567 Near 2646 1670 Near 6%

England Street at 

Route 1 15 4054 1446 Under 4,873 1739 Near 4895 1750 Near 1%

Stebbins Street at S 

James Street 16 56 56 Under 68 66 Under 71 69 Under 4%

Stebbins Street at 

Duncan Street 17 175 120 Under 213 145 Under 214 146 Under 1%

Arlington Street at 

Virginia Street 18 104 81 Under 129 101 Under 129 101 Under 0%

Arlington Street at 

Maple Street 19 350 236 Under 424 285 Under 426 287 Under 1%

W Francis Street at 

Duncan Street 20 139 69 Under 170 83 Under 170 80 Under -4%

E Francis Street at 

Virginia Street 21 53 48 Under 64 58 Under 64 58 Under 0%

E Francis Street at 

Maple Street 22 275 187 Under 331 225 Under 333 227 Under 1%

Ashcake Road at 

Center Street 23 1206 743 Under 1456 895 Under 1455 894 Under 0%

Ashcake Road at 

Maple Street 24 1265 712 Under 1524 858 Under 1524 858 Under 0%

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-81 Transportation Technical Report 

CLOSURE DIVERSION ANALYSIS RESULTS: TOWN OF ASHLAND, CLOSE PORTION OF CENTER STREET 

/ RAILROAD AVENUE (BUILD ALTERNATIVES 5B–ASHCAKE AND 5D–ASHCAKE)

Build Alternatives 5B–Ashcake and 5D–Ashcake result the same single public roadway closure 

in the Town of Ashland: the closure of Railroad Avenue / Center Street (on the east side of the 

tracks, between England /Thompson Street and Maiden Lane) due to conflicts with the addition 

of the 3rd track. The analysis area is shown in Figure 5-22. By 2025, Railroad Avenue / Center 

Street is projected to carry up to 1,200 daily vehicles, south of England Street. 

Table 5-22 summarizes the predicted shift in traffic volumes and associated effects on roadway LOS 

in the adjacent roadway network due to the crossing consolidation. Despite general increases in 

daily traffic across the network, the diversion analysis results indicate that the closure of the portion 

of Railroad Avenue / Center Street between England Street and Maiden Lane would have minimal 

effect on the LOS of the adjacent roadways. While certain segments of Route 1 and England Street 

are projected to experience reduced LOS by 2025 No Build conditions as compared to 2015, these 

reductions are due to background growth in traffic and not due to the DC2RVA Project; the LOS 

between 2025 No Build and 2025 Build conditions are equivalent at these locations. 

Table 5-22: Diversion Route Roadway Analysis: Build Alternative 5B-Ashcake & 5D-Ashcake 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Vaughan Road N James Street Archie Cannon Drive 1,800 A 2,200 A 2,200 A 

Archie Cannon Drive Henry Street Route 1 1,400 A 1,700 A 1,700 A 

Route 1 Archie Cannon Drive Berkley Street 9,200 B 11,000 B 11,000 B 

Route 1 Berkley Street Caroline Street 11,500 B 13,800 C 13,800 C 

Route 1 College Avenue England Street 15,800 C 18,900 C 18,900 C 

Henry Street Archie Cannon Drive Berkley Street 900 A 1,100 A 1,100 A 

Henry Street Calhoun Street Caroline Street 1,900 A 2,300 A 2,300 A 

N Center Street (northbound) Berkley Street Berkley Woods Drive 400 A 500 A 400 A 

N Center Street (northbound) Berkley Woods Drive College Avenue 500 A 700 A 600 A 

College Avenue Henry Street S Taylor Street 800 A 1,000 A 1,000 A 

College Avenue N Center Street Henry Street 1,400 A 1,600 A 1,600 A 

England Street Henry Street S Taylor Street 13,900 D 16,700 F 16,700 F 

England Street N Center Street Henry Street 14,900 D 17,900 F 17,700 F 

Virginia Street Arlington Street New Street 200 A 200 A 200 A 

Maple Street Arlington Street New Street 1,400 A 1,700 A 1,800 A 

Maple Street Francis Street Ashcake Road 1,400 A 1,600 A 1,700 A 

S Center Street Early Street Ashcake Road 900 A 1,000 A 1,100 A 

Duncan Street Hanover Ave Francis Street 600 A 700 A 800 A 

Thompson Street N James Street N Center Street 12,100 D 14,600 D 14,500 D 

Henry Clay Road N James Street N Center Street 700 A 800 A 800 A 

N James Street Vaughan Road W Patrick Street 800 A 1,000 A 1,000 A 

N James Street W Patrick Street Henry Clay Road 1,800 A 2,100 A 2,100 A 

N Center Street (southbound) W Patrick Street Henry Clay Road 500 A 600 A 600 A 

W Patrick Street N James Street N Center Street 700 A 800 A 800 A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-82 Transportation Technical Report 

Table 5-23 summarizes the relative capacities of the intersections along the diversion route. The 

results indicate that the closure of Railroad Avenue / Center Street would have minimal effect on 

intersection capacity near the closure. While the intersection of England Street and Route 1 and the 

intersection of England Street and Henry Street are projected to experience reduced capacity by 

2025 No Build conditions as compared to 2015, the reduction is due to background growth in traffic 

and not due to the DC2RVA Project; the capacity between 2025 No Build and 2025 Build conditions 

is equivalent at these locations. 

Table 5-23: Intersection Capacity Analysis: Build Alternative 5B-Ashcake and 5D-Ashcake

Intersection Map Key 2015 2025 

No Build Build CLV 

Diff (Figure 5-22) Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Vaughan Road at N James Street 1 507 407 Under 612 491 Under 612 491 Under 0%

Vaughan Road/Archie Cannon 

Drive at Henry Street 2 383 282 Under 464 341 Under 464 341 Under 0%

Archie Cannon Drive at Route 1 3 1344 546 Under 1618 658 Under 1618 658 Under 0%

Berkley Street at Henry Street 4 341 269 Under 413 325 Under 413 325 Under 0%

Berkley Street at Route 1 5 1252 444 Under 1506 536 Under 1507 537 Under 0%

Patrick Street at N James Street 6 537 429 Under 647 516 Under 647 516 Under 0%

Patrick Street at Center Street 7 413 319 Under 500 384 Under 498 384 Under 0%

Henry Clay Road at N James Street 8 233 152 Under 281 182 Under 281 182 Under 0%

Henry Clay Road/College Avenue 

at Center Street 9 452 367 Under 550 446 Under 539 435 Under -3%

College Avenue at Henry Street 10 610 388 Under 738 469 Under 738 460 Under -2%

College Avenue at Route 1 11 2081 702 Under 2504 844 Under 2505 845 Under 0%

Thompson Street at James Street 12 1418 851 Under 1708 1024 Under 1704 1020 Under 0%

Thompson Street/England Street at 

Center Street 13 1999 1220 Under 2406 1468 Under 2260 1451 Under -1%

England Street at Henry Street 14 2101 1305 Under 2526 1569 Near 2523 1582 Near 1%

England Street at Route 1 15 4054 1446 Under 4874 1738 Near 4877 1731 Near 0%

Stebbins Street at S James Street 16 56 56 Under 68 66 Under 86 84 Under 21%

Stebbins Street at Duncan Street 17 175 120 Under 213 146 Under 248 182 Under 20%

Arlington Street at Virginia Street 18 104 81 Under 133 105 Under 307 269 Under 61%

Arlington Street at Maple Street 19 350 236 Under 428 287 Under 475 285 Under -1%

W Francis Street at Duncan Street 20 139 69 Under 169 82 Under 189 89 Under 8%

E Francis Street at Virginia Street 21 53 48 Under 65 59 Under 69 63 Under 6%

E Francis Street at Maple Street 22 275 187 Under 332 226 Under 336 213 Under -6% 

Ashcake Road at Center Street 23 1206 743 Under 1454 893 Under 1462 906 Under 1% 

Ashcake Road at Maple Street 24 1265 712 Under 1523 857 Under 1530 855 Under 0% 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-83 Transportation Technical Report 

Figure 5-22: Closure Diversion 2025 Volumes, Town of Ashland, Build Alternatives 5B–Ashcake and 5D–Ashcake 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-84 Transportation Technical Report 

CLOSURE DIVERSION ANALYSIS RESULTS: TOWN OF ASHLAND, CLOSE COLLEGE AVENUE CROSSING 

AND CLOSE PORTION OF CENTER STREET / RAILROAD AVENUE (BUILD ALTERNATIVE 5B)

Build Alternative 5B results in the following set of concurrent closures through the Town of 

Ashland: the closure of the College Avenue / Henry Clay Road crossing due to conflicts with 

the station platform improvements; and the closure of Railroad Avenue / Center Street (on the 

east side of the tracks, between England / Thompson Street and Maiden Lane) due to conflicts 

with the addition of the third track. The analysis area is shown in Figure 5-23 and includes a 

total of 24 roadway segments. 

By 2025, College Avenue / Henry Clay Road is projected to carry up to 1,600 VPD at the crossing 

and Center Street / Railroad Avenue is projected to carry up to 1,200 daily vehicles, south of 

England Street. 

Table 5-24 summarizes the predicted shift in traffic and associated effects on LOS due to the 

roadway closures throughout the Town of Ashland in Build Alternative 5B. England Street (N 

Center Street to Henry Street) and Thompson Street (N James Street to N Center Street) are 

projected to carry the greatest increases in daily traffic due to the closures, with an additional 700 

VPD in Build conditions. The diversion analysis results indicate that the 2025 Build condition 

closures would result in reduced LOS along one roadway as described below (this location is 

highlighted in gray in the table): 

 Thompson Street, between N James Street and N Center Street, is projected to drop from 

operating at LOS D (with 14,600 daily vehicles) in 2025 No Build to LOS E (with 15,300 

daily vehicles) in 2025 Build. 

While certain segments of Route 1 and England Street are projected to experience reduced LOS 

by 2025 No Build conditions as compared to 2015, these reductions are due to background growth 

in traffic and not due to the DC2RVA Project; the LOS between 2025 No Build and 2025 Build 

conditions are equivalent at these locations. 

Table 5-24: Diversion Route Roadway Analysis: Build Alternative 5B 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Vaughan Road N James Street Archie Cannon 

Drive 1,800 A 2,200 A 2,200 A 

Archie Cannon Drive Henry Street Route 1 1,400 A 1,700 A 1,700 A 

Route 1 Archie Cannon Drive Berkley Street 9,200 B 11,000 B 11,000 B 

Route 1 Berkley Street Caroline Street 11,500 B 13,800 C 13,800 C 

Route 1 College Avenue England Street 15,800 C 18,900 C 19,000 C 

Henry Street Archie Cannon Drive Berkley Street 900 A 1,100 A 1,100 A 

Henry Street Calhoun Street Caroline Street 1,900 A 2,300 A 2,300 A 

N Center Street 

(Northbound) 

Berkley Street Berkley Woods 

Drive 400 A 500 A 500 A 

N Center Street 

(Northbound) 

Berkley Woods Drive College Avenue 500 A 700 A 700 A 

College Avenue Henry Street S Taylor Street 800 A 1,000 A 600 A 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-85 Transportation Technical Report 

Table 5-24: Diversion Route Roadway Analysis: Build Alternative 5B 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

College Avenue N Center Street Henry Street 1,400 A 1,600 A 700 A 

England Street Henry Street S Taylor Street 13,900 D 16,700 F 17,000 F 

England Street N Center Street Henry Street 14,900 D 17,900 F 18,600 F 

Virginia Street Arlington Street New Street 200 A 200 A 200 A 

Maple Street Arlington Street New Street 1,400 A 1,700 A 1,800 A 

Maple Street Francis Street Ashcake Road 1,400 A 1,600 A 1,700 A 

S Center Street Early Street Ashcake Road 900 A 1,000 A 1,100 A 

Duncan Street Hanover Ave Francis Street 600 A 700 A 800 A 

Thompson Street N James Street N Center Street 12,100 D 14,600 D 15,300 E 

Henry Clay Road N James Street N Center Street 700 A 800 A 300 A 

N James Street Vaughan Road W Patrick Street 800 A 1,000 A 1,000 A 

N James Street W Patrick Street Henry Clay Road 1,800 A 2,100 A 2,100 A 

N Center Street 

(southbound) 

W Patrick Street Henry Clay Road 500 A 600 A 600 A 

W Patrick Street N James Street N Center Street 700 A 800 A 900 A 

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.

Table 5-25 summarizes the relative capacities of the intersections along the diversion routes. The 

analysis indicates that the 2025 Build condition closures would affect the capacity at one 

intersection as described below (this location is highlighted in gray in the table): 

 Thompson/England Street at Center Street, which is the primary intersection in the center 

of the Town of Ashland, is projected to operate near capacity (generally equivalent to LOS 

C/D) during Build conditions, compared to under capacity (generally equivalent to LOS 

A/B) during 2025 No Build conditions. 

While two other intersections along England Street are projected to experience reduced capacity 

by 2025 No Build conditions as compared to 2015, the reduction is due to background growth in 

traffic and not due to the DC2RVA Project; the capacity between 2025 No Build and 2025 Build 

conditions is equivalent at these locations. 

Table 5-25: Intersection Capacity Analysis: Build Alternative 5B

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-23) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Vaughan Road at N 

James Street 1 507 407 Under 612 491 Under 614 493 Under 0%

Vaughan 

Road/Archie 

Cannon Drive at 

Henry Street 

2 383 282 Under 465 342 Under 466 343 Under 0%
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-86 Transportation Technical Report 

Table 5-25: Intersection Capacity Analysis: Build Alternative 5B

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-23) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Archie Cannon 

Drive at Route 1 3 1344 546 Under 1618 658 Under 1619 658 Under 0%

Berkley Street at 

Henry Street 4 341 269 Under 414 324 Under 416 327 Under 1%

Berkley Street at 

Route 1 5 1252 444 Under 1507 537 Under 1510 539 Under 0%

Patrick Street at N 

James Street 6 537 429 Under 649 518 Under 654 508 Under -2%

Patrick Street at 

Center Street 7 413 319 Under 501 385 Under 498 384 Under 0%

Henry Clay Road at 

N James Street 8 233 152 Under 281 182 Under 255 178 Under -2%

Henry Clay 

Road/College 

Avenue at Center 

Street 

9 452 367 Under 550 446 Under 459 239 Under -87%

College Avenue at 

Henry Street 10 610 388 Under 738 468 Under 696 396 Under -18%

College Avenue at 

Route 1 11 2081 702 Under 2505 844 Under 2486 851 Under 1%

Thompson Street at 

James Street 12 1418 851 Under 1706 1023 Under 1818 1116 Under 8%

Thompson 

Street/England 

Street at Center 

Street 

13 1999 1220 Under 2407 1468 Under 2378 1555 Near 6%

England Street at 

Henry Street 14 2101 1305 Under 2526 1569 Near 2644 1684 Near 7%

England Street at 

Route 1 15 4054 1446 Under 4874 1739 Near 4898 1742 Near 0%

Stebbins Street at S 

James Street 16 56 56 Under 68 66 Under 93 91 Under 27% 

Stebbins Street at 

Duncan Street 17 175 120 Under 213 146 Under 246 180 Under 19% 

Arlington Street at 

Virginia Street 18 104 81 Under 133 105 Under 303 265 Under 60% 

Arlington Street at 

Maple Street 19 350 236 Under 428 287 Under 477 287 Under 0% 

W Francis Street at 

Duncan Street 20 139 69 Under 169 82 Under 193 87 Under 6% 

E Francis Street at 

Virginia Street 21 53 48 Under 65 59 Under 69 63 Under 6% 

E Francis Street at 

Maple Street 22 275 187 Under 332 226 Under 337 214 Under -6% 

Ashcake Road at 

Center Street 23 1206 743 Under 1455 894 Under 1459 905 Under 1% 

Ashcake Road at 

Maple Street 24 1265 712 Under 1523 857 Under 1530 855 Under 0% 

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-87 Transportation Technical Report 

Figure 5-23: Closure Diversion 2025 Volumes, Town of Ashland, Build Alternative 5B 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-88 Transportation Technical Report 

CLOSURE DIVERSION ANALYSIS RESULTS: INDEPENDENCE ROAD, HANOVER COUNTY

Independence Road is not a railroad crossing roadway under existing conditions, but would be 

a new crossing as part of Build Alternative 5C. In accordance with Virginia State Code that 

requires all new crossings to be grade-separated or closed, Independence Road is proposed to be 

closed. The W Patrick Henry Road crossing, which is a proposed new grade-separated crossing 

as part of the DC2RVA Project, is located within 1⁄2 mile south of the proposed Independence 

Road crossing. At the railroad crossing location, Independence Road is projected to carry 

approximately 1,100 VPD by 2025. For 2025 Build conditions, diverted vehicles would access the 

W Patrick Henry Road crossing by using Blanton Road, which intersects both Independence Road 

and W Patrick Henry Road within less than 1⁄2 mile of each other, as shown in Figure 5-24. 

Figure 5-24: Closure Diversion 2025 Volumes, Independence Road, Build Alternative 5C 

Table 5-26 summarizes the predicted shift in traffic volumes and associated effects on roadway 

LOS in the adjacent roadway network due to the crossing consolidation. Despite general 

increases in daily traffic across the network, the diversion analysis results indicate that the closure 

of Independence Road at the proposed crossing location would have minimal effect on the LOS 

of the adjacent roadways. All roadways are projected to operate at LOS A or B in 2015 and both 

2025 No Build and Build conditions. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-89 Transportation Technical Report 

Table 5-26: Diversion Route Roadway Analysis: Independence Road 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Blanton Road W Patrick Henry Road Independence Road 700 A 800 A 900 A 

Independence Road Blanton Road W Patrick Henry Road 900 A 1,100 A 0 - 

W Patrick Henry Road Blanton Road Independence Road 6,500 B 7,800 B 8,900 B 

Table 5-27 summarizes the relative capacities of the intersections along the diversion route. The 

results indicate that the closure of Independence Road at the proposed crossing location would 

have minimal effect on intersection capacity near the closure; 2015 and both 2025 No Build and 

Build intersections are projected to operate under capacity (generally equivalent to LOS A/B). 

Table 5-27: Intersection Capacity Analysis: Independence Road

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-24) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Blanton Road at W 

Patrick Henry Road 1 804 397 Under 968 478 Under 1,030 508 Under 6%

Blanton Road at 

Independence Road 2 110 87 Under 137 107 Under 88 84 Under -27%

W Patrick Henry 

Road at 

Independence Road 

3 720 414 Under 868 500 Under 864 440 Under -14%

CLOSURE DIVERSION ANALYSIS RESULTS: BASSETT AVENUE, CITY OF RICHMOND

The existing at-grade crossing of Bassett Avenue is proposed to be closed under several 

Richmond area Build Alternatives. The Jahnke Road crossing and the Midlothian Turnpike 

crossing are located within 1⁄2 mile north and south, respectively, of the Bassett Avenue crossing. 

Bassett Avenue at the railroad crossing location is projected to carry approximately 1,700 daily 

vehicles by 2025. Vehicles diverted from the closed Bassett Avenue crossing would access 

alternate crossings by using Boroughbridge Road / Covington Road to the west of the rail 

corridor and Westover Hill Boulevard to the east, as shown in Figure 5-25. 

Table 5-28 summarizes the predicted shift in traffic and associated roadway LOS in the adjacent 

roadway network due to the closure of the Bassett Avenue crossing. Midlothian Turnpike is 

projected to carry the greatest increases in daily traffic due to the crossing closure, with an 

additional 1,000 VPD during the Build condition. The diversion analysis results indicate that, 

while both adjacent crossing roadways are projected to carry higher volumes in the 2025 Build 

conditions to accommodate the diverted vehicles, the closure of the Bassett Avenue crossing 

would have minimal effect on the LOS on the adjacent roadways. All 2025 Build conditions LOS 

are equivalent to 2025 No Build conditions. While portions of Westover Hill Boulevard and 

Covington Road are projected to experience decreased LOS between 2015 and 2025 No Build 

conditions, those decreases are due to background traffic growth and not the DC2RVA Project. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-90 Transportation Technical Report 

Table 5-28: Diversion Route Roadway Analysis: Bassett Avenue 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Jahnke Road Covington Road Forest Hill Avenue 10,500 D 12,600 D 13,200 D 

Forest Hill Avenue Jahnke Road Westover Hill Boulevard 25,200 D 30,200 D 30,900 D 

Westover Hill Boulevard Forest Hill Road Bassett Avenue 18,000 C 21,600 D 21,900 D 

Bassett Avenue Covington Road Westover Hills Boulevard 1,400 A 1,700 A 0 - 

Westover Hill Boulevard Bassett Avenue Crutchfield Street 18,100 C 21,700 D 21,700 D 

Midlothian Turnpike Covington Road Westover Hill Boulevard 21,900 D 26,200 D 27,200 D 

Covington Road Bassett Avenue Midlothian Turnpike 9,500 B 11,400 C 11,400 C 

Covington Road Jahnke Road Bassett Avenue 1,100 A 1,400 A 1,100 A 

Figure 5-25: Closure Diversion 2025 Volumes, Bassett Avenue, Build Alternatives 6A, 

 6B–A-Line, 6C, and 6E 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-91 Transportation Technical Report 

Table 5-29 summarizes the capacities of the intersections along the diversion route. The analysis 

results indicate that the closure of Bassett Avenue would have minimal effect on intersection 

capacity near the closure. While three intersections are projected to operate over capacity in 2025 

Build conditions (generally equivalent to LOS E/F), all intersections are projected to operate at 

equivalent levels to 2025 No Build conditions and any changes in capacity between 2015 and 2025 

No Build conditions are due to background traffic growth and not the DC2RVA Project. 

Table 5-29: Intersection Capacity Analysis: Bassett Avenue

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-25) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Jahnke Road at 

Boroughbridge 

Road 

1 999 583 Under 1,202 702 Under 1,218 716 Under 2%

Jahnke Road at 

Forest Hill Avenue 2 2,765 1,304 Near 3,327 1,570 Over 3,384 1,627 Over 4%

Forest Hill Avenue 

at Westover Hills 

Boulevard 

3 3,699 1,292 Near 4,445 1,552 Over 4,497 1,588 Over 2%

Bassett Avenue at 

Boroughbridge 

Road 

4 231 171 Under 281 207 Under 197 164 Under -26%

Bassett Avenue at 

Westover Hill 

Boulevard 

5 1,918 699 Under 2,309 842 Under 2,272 791 Under -6%

Midlothian Turnpike 

at Covington Road 6 2,985 1,802 Over 3,590 2,167 Over 3,639 2,170 Over 0%

Westover Hills 

Boulevard at 

Crutchfield Street 

7 2,062 951 Under 2,481 1,145 Under 2,501 1,145 Under 0%

Westover Hills 

Boulevard at 

Midlothian Turnpike 

Ramps 

(see Figure 5-25 for 

locations)

8 3,369 1,208 Under 2,452 671 Under 2,492 676 Under 1%

9 2,039 559 Under 2,272 709 Under 2,278 711 Under 0%

10 1,889 590 Under 2,387 1,067 Under 2,410 1,088 Under 2%

CLOSURE DIVERSION ANALYSIS RESULTS: TERMINAL AVENUE, CITY OF RICHMOND

The existing at-grade crossing of Terminal Avenue, which dead-ends west of the crossing 

location, is proposed to be closed under several of the Richmond area Build Alternatives, with 

proposed intersection improvements to allow access to the signalized intersection with Hopkins 

Road (western side of the rail corridor). In the base analysis year, Hopkins Road carries 8,600 

VPD and E Belt Boulevard, which is located on the eastern side of the rail corridor, carries 6,600 

VPD. Terminal Avenue near the existing crossing between Hopkins Road and E Belt Boulevard 

serves five houses in total (four houses west of the crossing and one house east of the crossing). 

While this closure would cause the redirection of traffic to and from these houses onto Hopkins 

Road and E Belt Boulevard, it was qualitatively determined that the few residences would not 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-92 Transportation Technical Report 

have an effect on the high carrying capacity of the adjacent roadways over the course of a day, 

and no further quantitative diversion analyses were required. 

CLOSURE DIVERSION ANALYSIS RESULTS: THURSTON ROAD, CHESTERFIELD COUNTY

 The existing Thurston Road at-grade crossing on the A-Line is proposed to be closed as part of 

several Richmond area Build Alternatives. The Kingsland Road crossing is located 

approximately 1⁄2 mile to the north of the Thurston Road crossing. The Thurston Road crossing 

is projected to carry approximately 600 VPD by 2025. For 2025 Build conditions, diverted vehicles 

would access the Kingsland Road crossing by using Hopkins Road to the west of the rail corridor 

and Dorsey Road to the east, as shown in Figure 5-26. 

Figure 5-26: Closure Diversion 2025 Volumes, Thurston Road, Build Alternatives 6A, 

6B–A-Line, 6C, and 6E 

Table 5-30 summarizes the predicted shift in traffic and associated roadway LOS in the adjacent 

roadway network due to the crossing consolidation. Kingsland Road is projected to carry the 

greatest increase in traffic due to the closure, with an additional 500 VPD in the Build conditions. 

Despite these increases, the diversion analysis results indicate that the closure of the Thurston 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-93 Transportation Technical Report 

Road crossing would have minimal effect on the LOS of the adjacent roadways. All roadways 

are projected to operate at LOS A or B in 2015 and both 2025 No Build and Build conditions. 

Table 5-30: Diversion Route Roadway Analysis: Thurston Road 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Kingsland Road Hopkins Road Dorsey Road 2,400 B 2,900 B 3,400 B 

Hopkins Road Kingsland Road Thurston Road 7,400 B 8,900 B 9,100 B 

Dorsey Road Kingsland Road Brinkley Road 1,400 A 1,700 A 1,900 A 

Thurston Road Hopkins Road Dorsey Road 500 A 600 A 0 - 

Table 5-31 summarizes the relative capacities of the intersections along the diversion route. The 

results indicate that the closure of the Thurston Road crossing would have minimal effect on 

intersection capacity near the closure; 2015 and both 2025 No Build and Build intersections are 

projected to operate under capacity (generally equivalent to LOS A/B). 

Table 5-31: Intersection Capacity Analysis: Thurston Road

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-26) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Kingsland Road at 

Hopkins Road 

1 1,101 560 Under 1,331 675 Under 1,367 673 Under 0%

Kingsland Road at 

Dorsey Road 

2 274 272 Under 332 329 Under 380 380 Under 13%

Thurston Road at 

Hopkins Road 

3 752 471 Under 906 568 Under 879 521 Under -9%

Brinkley Road at 

Dorsey/Thurston 

Road 

4 188 183 Under 228 222 Under 203 201 Under -10%

CLOSURE DIVERSION ANALYSIS RESULTS: BRINKLEY ROAD, CHESTERFIELD COUNTY

The existing at-grade crossing of the S-Line of Brinkley Road is proposed to be closed as part of 

several Richmond area Build Alternatives. The Kingsland Road crossing is located just over 

approximately 1⁄2 mile north of the Brinkley Road crossing. The Brinkley Road crossing is 

projected to carry approximately 2,200 VPD for 2025 No Build conditions. For 2025 Build 

conditions, diverted vehicles would access the alternate crossing at Kingsland Road by using 

Dorsey Road to the west of the rail corridor and Chester Road to the east, as shown in Figure 5-

27. 

 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-94 Transportation Technical Report 

Figure 5-27: Closure Diversion 2025 Volumes, Brinkley Road Build Alternative 6B–S-Line, 6D, 6F, and 6G 

Table 5-32 summarizes the predicted shift in traffic and associated roadway LOS in the adjacent 

roadway. Kingsland Road and Chester Road are projected to carry the greatest increases in daily 

traffic, with an additional 2,100 and 1,800 VPD, respectively, in the 2025 Build conditions. The 

diversion analysis results indicate that the 2025 Build condition closure of Brinkley Road would 

result in reduced LOS along one roadway as described below (this location is highlighted in gray 

in the table): 

 Kingsland Road, between Dorsey Road and Chester Road is projected to drop from 

operating at LOS A (with 2,100 daily vehicles) in the 2025 No Build conditions to LOS B 

(with 4,200 daily vehicles) in the 2025 Build conditions. 

While Chester Road near this closure is projected to experience reduced LOS by 2025 No Build 

conditions (LOS C) as compared to 2015 (LOS B), these reductions are due to background growth 

in traffic and not due to the DC2RVA Project; the LOS between 2025 No Build and 2025 Build 

conditions is equivalent (LOS C) at this location. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-95 Transportation Technical Report 

Table 5-32: Diversion Route Roadway Analysis: Brinkley Road 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Kingsland Road Dorsey Road Chester Road 1,700 A 2,100 A 4,200 B 

Chester Road Kingsland Road Brinkley Road 5,500 B 6,600 C 8,400 C 

Dorsey Road Kingsland Road Brinkley Road 1,400 A 1,700 A 300 A 

Brinkley Road Dorsey Road Chester Road 1,800 A 2,200 A 0 - 

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.

Table 5-33 summarizes the relative capacities of the intersections along the diversion route. The 

results indicate that the closure of the Brinkley Road crossing would have minimal effect on 

intersection capacity near the closure; 2015 and both 2025 No Build and Build intersections are 

projected to operate under capacity (generally equivalent to LOS A/B). 

Table 5-33: Intersection Capacity Analysis: Brinkley Road

Intersection Map Key 2015 2025 

No Build Build CLV 

Diff (Figure 5-27) Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Kingsland Road at Dorsey Road 1 274 272 Under 332 329 Under 402 385 Under 15%

Kingsland Rd at Chester Rd 2 694 501 Under 839 606 Under 1,038 813 Under 25% 

Brinkley Road at 

Dorsey/Thurston Road 3 188 183 Under 228 222 Under 28 17 Under -1206%

Brinkley Road at Chester Road 4 682 471 Under 821 567 Under 799 479 Under -18%

CLOSURE DIVERSION ANALYSIS RESULTS: OLD LANE, CHESTERFIELD COUNTY

The existing Old Lane at-grade crossing is proposed to be closed as part of all Richmond area Build 

Alternatives. The Centralia Road crossing, which is proposed to be grade-separated as a part of the 

Richmond-to-Raleigh (R2R) project, is located approximately 1⁄2 mile south of the Old Lane crossing. 

The Old Lane crossing is projected to carry approximately 5,800 VPD by 2025. For 2025 Build 

conditions, diverted vehicles would access the Centralia Road crossing by using Hopkins Road to 

the west of the rail corridor and Chester Road to the east, as shown in Figure 5-28. 

Table 5-34 summarizes the predicted shift in traffic and associated roadway LOS in the adjacent 

roadway network from the Old Lane crossing consolidation. Centralia Road between Hopkins 

Road and Chester Road is projected to experience the greatest increases in daily traffic due to the 

closure, with an additional daily 5,800 vehicles (i.e., the crossing volume at Old Lane) in the 2025 

Build conditions. Hopkins Road is projected to experience an increase in daily volumes in 2025 

Build conditions of 3,900 vehicles. As a result of these increases, the diversion analysis results 

indicate that the 2025 Build condition closure of Old Lane would result in reduced LOS along two 

roadways as described below (these locations are highlighted in gray in the table): 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-96 Transportation Technical Report 

 Centralia Road, between Hopkins Road and Chester Road, is projected to drop from 

operating at LOS B (with 10,500 daily vehicles) in the 2025 No Build conditions to LOS E 

(with 16,300 daily vehicles) in the 2025 Build conditions. However, the Centralia Road 

near this segment, would be redesigned and reconstructed (including the grade 

separation) to accommodate these future volumes. 

 Hopkins Road, between Old Lane and Centralia Road, is projected to drop from operating 

at LOS B (with 4,100 daily vehicles) in the 2025 No Build conditions to LOS C (with 8,000 

daily vehicles) in the 2025 Build conditions. 

Table 5-34: Diversion Route Roadway Analysis: Old Lane 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Old Lane Hopkins Road Advantage Storage Drive 4,800 B 5,800 C 0 - 

Chester Road Old Lane Centralia Road 20,600 B 24,700 B 23,300 B 

Centralia Road Hopkins Road Chester Road 8,800 B 10,500 B 16,300 E 

Hopkins Road Old Lane Centralia Road 3,400 B 4,100 B 8,000 C 

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.

Table 5-35 summarizes the relative capacities of the intersections along the diversion routes. The 

analysis indicates that the 2025 Build condition closures would affect the capacity at one 

intersection as described below (this location is highlighted in gray in the table): 

 Centralia Road at Chester Road is projected to operate near capacity (generally equivalent 

to LOS C/D) during Build conditions, compared to under capacity (generally equivalent 

to LOS A/B) during 2025 No Build conditions. 

While one other intersection along Centralia Road is projected to experience reduced capacity by 

2025 No Build conditions as compared to 2015, the reduction is due to background growth in 

traffic and not due to the DC2RVA Project. The capacity between the 2025 No Build and 2025 

Build conditions is equivalent at this location. 

Table 5-35: Intersection Capacity Analysis: Old Lane

Intersection Map Key 2015 2025 

No Build Build CLV 

Diff (Figure 5-28) Tota

l Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Hopkins Road at Old Lane 1 761 723 Under 916 870 Under 801 801 Under -9%

Old Lane at Advantage 

Storage Drive 2 493 296 Under 595 357 Under 21 11 Under -3145%

Old Lane at Chester Road 3 1,600 775 Under 1,923 932 Under 1,549 542 Under -72%

Hamlin Creek Parkway at 

Chester Road 4 2,159 717 Under 2,597 863 Under 2,434 860 Under 0%

Centralia Road at Hopkins 

Road 5 1,673 1,232 Near 2,015 1,483 Over 2,516 1,950 Over 24%

Centralia Road at Chester 

Road 6 2,674 857 Under 3,216 1,030 Under 3,433 1,380 Near 25%

Note: Gray highlight represents location(s) where LOS is projected to decrease between No Build and Build conditions.
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-97 Transportation Technical Report 

Figure 5-28: Closure Diversion 2025 Volumes, Old Lane, All Richmond Build Alternatives 

CLOSURE DIVERSION ANALYSIS RESULTS: OWNBY LANE, CITY OF RICHMOND

The existing at-grade crossing of Hermitage Road is proposed to be grade-separated as part of 

Richmond area Build Alternative 6B–S-Line. As part of the construction of the grade separation, 

an existing connection between Ownby Lane and Hermitage Road would be closed; the detoured 

traffic would connect to Hermitage Road via Overbrook Road, instead of directly from Ownby 

Lane. The distance between the Hermitage Road/Overbrook Road and the Hermitage 

Road/Ownby Lane intersection is 0.1 miles north; with the exception of this short section of 

roadway, traffic on Hermitage Road is not anticipated to be affected by the construction of the 

proposed overpass. The effects of re-routing access from the low to median density light industry 

and service uses land uses along Ownby Lane to Hermitage Road are also expected to be minimal 

based on low traffic volumes on both Overbrook Road and Ownby Lane. Overbrook Road carries 

2,200 VPD while Ownby Lane is a 0.30 mile collector facility. Based on the low volumes on both 

roads, shifting traffic from the Hermitage Road/Ownby Lane intersection to the Hermitage 

Road/Overbrook Road intersection would not result in increased traffic delays. Therefore, DRPT 

determined that no further diversion analyses were required. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-98 Transportation Technical Report 

CLOSURE DIVERSION ANALYSIS RESULTS: ST JAMES STREET, CITY OF RICHMOND

The existing at-grade roadway crossing of St James Street is proposed to be closed under several 

of the Richmond area Build Alternatives, though a grade-separated pedestrian crossing is 

proposed to maintain non-vehicular access across the rail corridor. The N 1st Street crossing is 

located less than 1⁄2 mile south of the St James Street crossing. The St James Street crossing is 

projected to carry approximately 1,800 VPD for 2025 No Build conditions. For 2025 Build 

conditions, diverted vehicles would access the alternate crossing at N 1st Street by using Poe Street 

to the north of the rail corridor and E Hill Street to the south, as shown in Figure 5-29. 

Figure 5-29: Closure Diversion 2025 Volumes, St James Street Build Alternative 6B–S-Line, 

6D, 6F, and 6G 

Table 5-36 summarizes the predicted shift in traffic volumes and associated effects on roadway 

LOS in the adjacent roadway network due to the crossing consolidation. Despite increases in 

daily traffic throughout the network, the diversion analysis results indicate that the closure of the 

St James Street crossing would have minimal effect on the LOS of the adjacent roadways. All 

roadways are projected to operate at LOS A or B in 2015 and both 2025 No Build and Build 

conditions. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-99 Transportation Technical Report 

Table 5-36: Diversion Route Roadway Analysis: St James Street 

Roadway Limits 2015 2025 

No Build Build 

ADT LOS ADT LOS ADT LOS 

Poe Street North Avenue Monteiro Avenue 3,800 A 4,600 A 6,200 A 

N 1st Street Poe Street E Hill Street 3,500 A 4,200 A 6,000 A 

E Hill Street St James Street N 1st Street 1,400 A 1,700 A 1,800 A 

St James Street E Hill Street Poe Street 1,500 A 1,800 A 0 - 

Table 5-37 summarizes the relative capacities of the intersections along the diversion route. The 

results indicate that the closure of the St James Street crossing would have minimal effect on 

intersection capacity near the closure; 2015 and both 2025 No Build and Build intersections are 

projected to operate under capacity (generally equivalent to LOS A/B). 

Table 5-37: Intersection Capacity Analysis: St James Street

Intersection Map 

Key 

2015 2025 

No Build Build CLV 

Diff (Figure 

5-29) 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Total 

Vol 

CLV / 

Capacity 

Poe Street at 

St James Street 1 561 482 Under 677 581 Under 675 654 Under 11%

Yancey Street at 

St James Street 2 181 125 Under 220 152 Under 64 56 Under -171%

Poe Street at Lamb 

Ave 3 348 225 Under 426 276 Under 583 372 Under 26%

Poe Street at 

Montiero Ave 4 333 330 Under 404 400 Under 568 564 Under 29%

Hospital Street at St 

James Street 5 290 219 Under 353 266 Under 279 251 Under -6%

Hospital Street at N 

1Street 6 450 282 Under 548 344 Under 642 454 Under 24%

CLOSURE DIVERSION ANALYSIS RESULTS: N 2ND STREET / VALLEY ROAD, CITY OF RICHMOND

The existing at-grade crossing of N 2nd Street is proposed to be closed under several of the 

Richmond area Build Alternatives. The N 2nd Street / Valley Road crossing carries 2,100 VPD in 

the base analysis year (2014). The adjacent Hospital Street crossing is located less than 1⁄2 mile 

south-east of the N 2nd Street / Valley Road crossing, and would be used as the main alternate 

route under 2025 Build conditions. As a part of this DC2RVA Project, the Hospital Street crossing 

is proposed to be grade-separated with intersection improvements to adjacent roadways. While 

the closure of N 2nd Street / Valley Road would divert traffic via the roadway network to the 

Hospital Street crossing, the additional traffic would be incorporated into the final design of the 

Hospital Street grade separation as part of the DC2RVA Project. Therefore, DRPT determined 

that no further diversion analyses were required. 

CLOSURE DIVERSION ANALYSIS RESULTS: DALE AVENUE / TRENTON AVENUE, CITY OF RICHMOND

The existing at-grade crossing of Dale Avenue is proposed to be closed under several of the 

Richmond area Build Alternatives. However, this crossing does not function as a public 

roadway37 and therefore does not require further analysis. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-100 Transportation Technical Report 

5.4.4 Closure Diversion Analysis – Summary of Results 

A summary of the results of the crossing diversion analyses is provided in Table 5-38. While the 

closure diversion roadways were analyzed separately, with the exception of within the Town of 

Ashland, this table presents the overall results as a total for each Build Alternative. As shown in 

the results table, the majority of the proposed crossing and roadway closures are anticipated to 

have a minimal effect on both the roadway volumes and associated LOS as well as the capacity 

of the intersections along the diversion route(s). The table highlights only those locations that are 

projected to have reduced LOS or capacity as a result of the DC2RVA Project (i.e., as compared 

between 2025 No Build and 2025 Build conditions). The results indicate the following effects on 

roadway traffic volumes and intersection capacity along roadways that are proposed to be closed 

as part of the DC2RVA Project: 

 No public roadway closures in the Arlington (Build Alternatives 1A through 1C) or 

Fredericksburg (Build Alternatives 3A through 3C) areas. 

 Minimal effects to roadway and intersection operations in the Northern Virginia (Build 

Alternative 2A) or Central Virginia (Build Alternative 4A) areas. 

 In the Ashland area: 

- Build Alternatives 5A, 5B, and 5C are anticipated to experience both reduced roadway 

levels of service and reduced intersection capacity: 

 Thompson Street is projected to operate at LOS E in Build conditions, compared 

to LOS D in No Build conditions. 

 England / Thompson Street at Center Street is projected to operate near capacity 

in Build conditions (compared to under capacity in No Build conditions) in Build 

Alternatives 5A through 5D–Ashcake. 

- Build Alternatives 5D–Ashcake and 5B–Ashcake are projected to have minimal effects 

on roadway and intersection operations. 

- Build Alternative 5A–Ashcake does not include any closures of public roadways and 

therefore does not affect roadway and intersection operations. 

- Build Alternative 5C–Ashcake is projected to have minimal effects on roadway and 

intersection operations. 

 In the Richmond area, all Build Alternatives are projected to have similar effects to both 

roadway operations and intersection capacity due to the proposed Old Lane roadway 

crossing closure. 

- Centralia Road: LOS B (No Build) to LOS E (Build) 

- Hopkins Road: LOS B (No Build) to LOS C (Build) 

- Kingsland Road: LOS A (No Build) to LOS B (Build) 

- Centralia Road at Chester Road intersection: Under Capacity (No Build) to Near 

Capacity (Build)
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-101 Transp

Table 5-38: Summary of Closure Diversion Analysis Results, by Build Alternative 

Alternative Area/ Build Alternative1

Description Closure Diversion Roadway(s) 

Analyzed 

Effects on Roadway Traffic Volumes and Associated LOS 

EffectCapac

Northern Virginia 

2A Add 1 Track Mount Hope Church Road Minimal Effect Minima

Central Virginia 

4A Add 1 Track Colemans Mill Road Minimal Effect Minima

Ashland 5A Maintain Existing College Avenue/Henry Clay Road Thompson Street: 

14,600 vehicles/LOS D, No Build 15,400 vehicles/LOS E, Build All other locations minimal effect. 

Englan

Center Under Near CAll oth

5A–

Ashcake 

Maintain Existing (New Station) No Closures for this Build Alternative n/a n/a

5B Add 1 Track College Avenue / Henry Clay Road; 

Railroad Avenue / Center Street 

Thompson Street: 

14,600 vehicles/LOS D, No Build 15,300 vehicles/LOS E, Build All other locations minimal effect. 

Englan

Center Under Near CAll oth

5B–

Ashcake 

Add 1 Track (New Station) Same as 5D–Ashcake Same as 5D–Ashcake Same a

5C 2-Track West Bypass College Avenue / Henry Clay Road; 

Independence Road 

Thompson Street: 

14,600 vehicles/LOS D, No Build 15,400 vehicles/LOS E, Build All other locations minimal effect. 

Englan

Center Under Near CAll oth

5C–

Ashcake 

2-Track West Bypass (New Station) 

Independence Road Minimal Effect Minima

5D–

Ashcake 

Center 3 Tracks (New Station) Railroad Avenue / Center Street Minimal Effect Minima
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-102 Transp

Table 5-38: Summary of Closure Diversion Analysis Results, by Build Alternative 

Alternative Area/ Build Alternative1

Description Closure Diversion Roadway(s) 

Analyzed 

Effects on Roadway Traffic Volumes and Associated LOS 

EffectCapac

Richmond 6A Staples Mill Only Bassett Avenue; Terminal Avenue; 

Thurston Road; Old Lane 

Centralia Road: 

10,500 vehicles/LOS B, No Build 16,300 vehicles/LOS E, Build Hopkins Road: 4,100 vehicles/LOS B, No Build 8,000 vehicles/LOS C, Build All other locations minimal effect. 

Centra

Under Near CAll oth

6B–A-Line Boulevard Rd Only (A-Line) Same as 6A Same as 6A Same a

6B–S-Line Boulevard Rd Only (S-Line) St James Street; 

N. 2nd Street/Valley Road; 

Dale Avenue/Trenton Avenue; Brinkley Road; Old Lane 

Same as 6A

Kingsland Road:

2,100 vehicles/LOS A, No Build 4,200 vehicles/LOS B, Build All other locations minimal effect. 

Same a

6C Broad St Only Same as 6A Same as 6A Same a

6D Main St Only Same as 6B–S-Line Same as 6B–S-Line Same a

6E Split Service Same as 6A Same as 6A Same a

6F Full Service Same as 6B–S-Line Same as 6B–S-Line Same a

6G Shared Service Same as 6B–S-Line Same as 6B–S-Line Same a

1 No closure diversion analysis locations in alternative areas 1 or 3. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-103 Transportation Technical Report 

5.5 DAILY VEHICLE DELAY 

5.5.1 Methodology 

The total vehicle delay per day is the amount of time that vehicles spend queuing at an at-grade 

crossing over the course of a day (24 hours) based on the number of trains that are expected to 

pass through the crossing. 

The purpose of the daily delay calculations as part of the DC2RVA transportation analysis is to 

quantify the delay experienced by vehicles due to the number and type of trains traveling through 

the public at-grade highway-rail crossings for existing, No Build, and Build conditions. This daily 

vehicle delay calculation applies only to the at-grade public crossings themselves in the DC2RVA 

corridor38; it is not an analysis of anticipated increases in travel times and/or delays from required 

detours resulting from any of the proposed conditions (refer to Section 5.4 for diversion analysis 

for proposed crossing closures which does address these potential travel time changes). 

The daily vehicle delay is based on the following input factors: 

 Average individual delay per vehicle per day 

 Annual average daily traffic 

The first factor above was calculated using Adolf May’s Traffic Flow Fundamentals39, which is the 

traffic flow theory upon which most of the Transportation Research Board’s Highway Capacity 

Manual (HCM) equations are based. Input factors to calculate the average individual delay per 

vehicle per crossing are: 

 Arrival rate. This represents how many vehicles are arriving at the crossing per lane. 

 Service rate. This is a constant factor, based on highway characteristics, that represents 

how many vehicles a highway can functionally accommodate, per lane. 

 Activation time. This represents the length of time it takes for the train to complete the 

crossing, and is based on the length of the train and the speed of the train. 

 Cycle time. The represents the amount of time between crossings each day and is directly 

based on the number of trains per day. 

The total daily delay calculation is a straightforward multiplication of those factors. More trains and 

longer and/or slower moving trains result in more crossing closure time, and more motor vehicles 

on the crossing road means that there is more total vehicle delay. Any combination of more trains, 

slower trains, and more motor vehicles would result in increases in estimated daily vehicle delay. 

Because trains could arrive at any time and the equation provides estimates of daily vehicle 

delays, the analysis does not separately calculate delays for particular peak or off-peak hours. 

While the total vehicle delay may be higher when traffic volumes are higher, it would also be 

lower when traffic volumes are lower. It is assumed, for purposes of this analysis, that the high 

and low peaks would balance out over the course of a typical day. 

Since the DC2RVA Project rail lines carry various types of passenger and freight trains, all of 

which have distinct speed and length characteristics, the delay calculation was separated into six 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-104 Transportation Technical Report 

calculations (one for each type of intercity passenger train, one for VRE commuter trains, and one 

for freight trains) so as to not over- or under-estimate total delay. While in day-to-day operations, 

it is possible that trains may simultaneously pass through an at-grade crossing that has multiple 

tracks, the No Build and Build conditions assumed that all train crossings occur as separate 

crossing events to be conservative. 

Data for length, speed, and number of daily trains were input separately into the analysis 

calculations for each train type for each Build Alternative, as applicable. The calculated daily 

delay for each train type was then combined to provide a single total daily delay at each roadway 

crossing for each Build Alternative. 

FHWA’s Railroad-Highway Grade Crossing Handbook (Revised Second Edition August 2007) 

includes daily vehicle delay as one of the eleven criteria for which grade separation at existing atgrade crossings should be considered40; the criteria threshold set by FHWA for vehicle delay is 

40 vehicle hours of delay per day. 

5.5.2 Effects of Types of Crossing Treatments on Daily Vehicle Delay 

Different crossing treatments that are proposed as part of the DC2RVA Build Alternatives would 

have different effects on the total daily delay. Crossing elimination, which is defined as gradeseparation or crossing closure, is the type of crossing improvement that can have the largest effect 

on the daily delay calculation, as it fully removes the delay condition of vehicles queueing at an 

at-grade crossing. 

Grade-separation eliminates the vehicle delay by physically separating the train traffic from the 

roadway vehicles, though all vehicles use the crossing in the same travel patterns as the existing 

condition. This would affect the daily delay calculation by “zeroing out” the daily delay at the 

grade-separated crossing in the Build condition. For the DC2RVA Project, the following proposed 

crossing closure locations would divert vehicular traffic to adjacent crossing(s) that are gradeseparated, as previously presented in Section 5.4, and therefore do not require diverted vehicles 

to be accounted for in the analysis of delay. There are no proposed closures in Build Alternatives 

1, 3A, 3B, or 3C. 

 Mount Hope Church Road, Build Alternative 2A, Stafford County 

 Colemans Mill Road, Build Alternative 4A, Caroline County 

 Independence Road, Build Alternative 5C, Hanover County 

 Old Lane, all Richmond Build Alternatives, Chesterfield County 

 St James Street, Build Alternative 6B–S-Line, 6D, 6F, and 6G, Richmond 

 Terminal Avenue, Build Alternative 6A, 6B–A-Line, 6C, and 6E, Richmond 

 N 2nd Street / Valley Road, Build Alternative 6B–S-Line, 6D, 6F, and 6G, Richmond 

 Dale Avenue / Trenton Avenue is not considered an existing public crossing and 

therefore has no effect on the delay analyses. 

Crossing closure eliminates the vehicle delay by physically removing the ability of roadway 

vehicles to cross the rail corridor at an existing location; these vehicles would be accommodated 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-105 Transportation Technical Report 

via a permanent detour of vehicular traffic to adjacent crossing(s) as presented in Section 5.4. This 

would affect the daily delay in two ways in the Build conditions: (1) it would “zero out” the daily 

delay at the location of the crossing closure, and (2) it would increase the delay at any adjacent 

at-grade crossing(s) that the detoured vehicles use. If the adjacent crossing used by detoured 

vehicles is a grade-separated crossing(s), there is no effect on the grade-separated crossing 

because, as noted above, there is no interaction between motor vehicles and rail traffic. 

The proposed crossing closures would require detouring vehicles to adjacent at-grade crossing(s) 

and, therefore, would require inclusion of diverted vehicles on those adjacent crossing(s) as part 

of the Build condition are presented in Table 5-39 and Table 5-40. Table 5-39 shows the percent 

of traffic diverted to each adjacent crossing for the Build condition by crossing closure. The 

closure diversion methodology that was used to developed these values is detailed in Section 5.4. 

As described in that section, a separate analysis that accounts for multiple crossings in close 

proximity was used within the Town of Ashland to ascertain the effects of the proposed 

concurrent closures, and potentially including the closure of a short portion of a non-crossing 

roadway, by Build Alternative. The percent change in volume between No Build and Build 

conditions for each crossing within Ashland is shown separately in Table 5-40 by Build 

Alternative. 

Table 5-39. Crossing Closures with Diversions to Adjacent Crossings

Roadway Crossing Type, 

Build Condition 

% of Traffic Diverted 

from Closure 

2025 Build Volume, 

with Diverted 

Vehicles 

Change in 

Volume, Build 

to No Build 

Proposed Closure: Bassett Avenue, Build Alternative 6A, 6B–A-Line, 6C, and 6E 

Jahnke Road At-Grade 40% 15,280 4% 

Bassett Avenue Closed -- 0 -100% 

Midlothian Turnpike Grade-separated 60% 27,874 4% 

Proposed Closure: Thurston Road, Build Alternative 6A, 6B–A-Line, 6C, and 6E

Kingsland Road At-Grade 100% 3,111 21% 

Thurston Road Closed -- 0 -100% 

Proposed Closure: Brinkley Road, Build Alternative 6B–S-Line 6D, 6F, and 6G 

Kingsland Road At-Grade 100% 4,636 90% 

Brinkley Road Closed -- 0 -100% 

Table 5-40: Ashland Crossing Closures: Diversions to Adjacent Crossings

Roadway Crossing Type, 

Build Condition 

% Change in Volume, 

Build to No Build* 

2025 Build Volume, 

with Diverted Vehicles 

Build Alternative 5A 

W Patrick Street Four-Quadrant Gates 15% 419 

College Avenue /Henry Clay Street Closed -100% 0 

England Street /Thompson Street Four-Quadrant Gates 5% 17,934 

Build Alternative 5B 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-106 Transportation Technical Report 

Table 5-40: Ashland Crossing Closures: Diversions to Adjacent Crossings

Roadway Crossing Type, 

Build Condition 

% Change in Volume, 

Build to No Build* 

2025 Build Volume, 

with Diverted Vehicles 

W Patrick Street Four-Quadrant Gates 15% 419 

College Avenue /Henry Clay Street Closed -100% 0 

England Street /Thompson Street Four-Quadrant Gates 5% 17,934 

Myrtle Street Four-Quadrant Gates -35% 1,427 

E Francis Street Four-Quadrant Gates 5% 1,793 

Center Street / Railroad Avenue Non-Crossing Roadway 

Closure -100% 0 

Build Alternative 5B–Ashcake and 5D–Ashcake

Myrtle Street Four-Quadrant Gates -35% 1,427 

E Francis Street Four-Quadrant Gates 5% 1,793 

Center Street / Railroad Avenue Non-Crossing Roadway 

Closure -100% 0 

Build Alternative 5C

W Patrick Street Four-Quadrant Gates 15% 419 

College Avenue /Henry Clay Street Closed -100% 0 

England Street /Thompson Street Four-Quadrant Gates 5% 17,934 

* The roadway network within the town of Ashland was analyzed using a traffic assignment model and proposed build conditions were 

analyzed as a total set by Build Alternative, as detailed in Section 5.4. 

Build Alternative 5A–Ashcake and 5C–Ashcake do not include any proposed crossing or roadway closures within the town of Ashland. 

5.5.3 Source Data 

Input data was developed for each individual existing at-grade roadway crossing for each of the 

six train types (four intercity trains, VRE, and freight trains) for existing, No Build and Build 

conditions, as detailed below. 

Roadway Input Source Data and Assumptions: 

 Crossing Volume (daily vehicles): 

- VDOT GIS online database for Annual Average Daily Traffic with Vehicle 

Classification for 2014 (accessed January 2016); grown to 2015 and 2025 as necessary 

(refer to Section 4 for details on growth rates). 

 Number of Traffic Lanes: 

- Verified per aerial imagery and/or field visits. The number of future year traffic lanes 

is assumed to be equal to the existing condition, as a worst-case analysis. 

 Roadway Functional Classification: 

- VDOT 2014 Approved Functional Classification41

Train Input Source Data and Assumptions: 

 Train Length (feet): 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-107 Transportation Technical Report 

- Intercity and VRE Passenger Trains: DC2RVA Operations Modeling Methodology 

- Freight Trains: CSXT: DC2RVA Projected Growth and Planned Capacity Projects 

- Train length for all train types remains constant for 2015 and 2025 No Build conditions 

and increases for 2025 Build conditions, with the exception of VRE Passenger trains, 

which increase by 2025 No Build, and Freight trains, which are assumed to remain 

constant for all conditions. 

 Train Frequency (daily total): 

- Intercity and VRE Passenger Trains: DC2RVA Operations Modeling Methodology. 

The VRE No Build and Build estimates are assumed to be equal. 

- Freight Trains: CSXT: DC2RVA Projected Growth and Planned Capacity Projects 

 Engineering judgment was used to determine train volumes on mainline versus 

bypass rail alignments, as applicable. In future daily operation, the use of tracks 

is at the dispatcher’s discretion. 

 To determine CSXT freight growth from 2015 to future years, the U.S.DOT’s 

Freight Analysis Framework (FAF) data was used. 

- Input values were estimated based on an assumed typical operating day. 

- All input values represent the daily total number of one-way train trips passing 

through individual existing at-grade crossings42. 

- Train frequency through a specific crossing varies by Build Alternative. The change 

in intercity passenger trips occur mainly in the sections of the DC2RVA corridor that 

are located north of Alexandria and south of Staples Mill Road on the A-Line; 

however, the majority of the existing at-grade crossings occur in between those limits. 

 Train Speed (miles per hour): 

- All train types: DC2RVA Project Engineering Track Diagrams. 

- In general, train speeds for all train types are assumed to remain constant for 2015 and 

2025 No Build conditions and increase for 2025 Build conditions. Train speed through 

a specific at-grade crossing does not vary by Build Alternative. 

- Train speed data represents the maximum speed of the line or line segment for freight 

and passenger train types separately. For example, speeds through the Town of 

Ashland were restricted to 35mph for all types of trains for all conditions. 

- For Build conditions through Richmond, two train speeds were developed and 

applied, as required, based on the Build Alternative being analyzed. For example, the 

train speeds on the S-Line south of Richmond would increase only for crossings that 

are being improved/used for certain Build Alternatives. 

5.5.4 Vehicle Delay Results, Existing (2015) and No Build (2025) Conditions 

Table 5-41 below presents the total daily vehicle delay by Build Alternative for all train types as 

well as delay from intercity passenger trains43 only; the subsequent Table 5-42 presents the 

associated daily vehicle delay for each at-grade roadway crossing within each Build Alternative. 

The data indicate that none of the roadway crossings exceed the FHWA criteria threshold of 40 

hours of total vehicle delay per day in either 2015 or 2025 No Build conditions. The crossing that 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-108 Transportation Technical Report 

experiences the highest level of daily vehicle delay is the England Street / Thompson Street 

crossing in the Town of Ashland, with just over 20 hours of total daily delay in 2015 (i.e., 

approximately half of the FHWA criteria threshold) and just over 37 hours of total daily delay by 

2025 (which approaches but does not exceed the FHWA criteria threshold). 

Intercity passenger trains represent a relatively small percentage of total daily delays at crossings; 

as shown in the summary Table 5-41, the total daily delay in 2015 resulting from the four types 

of intercity passenger trains represents: 

 10 to 11 percent of the total daily delay in the Northern Virginia, Fredericksburg, and 

Central Virginia areas. The slightly lower 10 percent value is due to the addition of the 

VRE trains in the northern portion of the corridor. 

 9 percent of the total daily delay through the Ashland area. 

 11 percent, 7 percent, and 1 percent of the total daily delay through the Richmond area for 

the RF&P, A, and S rail lines, respectively. 

By 2025 (No Build conditions), the percentage of the total daily delay that the four types of 

intercity passenger trains generally represent decreases of 1 to 2 percent from existing conditions. 

This is because the other types of trains in the corridor are projected to increase at a higher level 

(more trains per day) than the intercity passenger trains for these No Build conditions. 

Throughout the corridor in both 2015 and 2025 No Build conditions, the delay from the Freight 

Trains represents approximately 85 to 100 percent of total delay experienced at all crossings in 

the corridor. 

In terms of total delay resulting from both intercity passenger and freight trains, the total expected 

2025 No Build daily delay for motor vehicles at the existing at-grade crossings of the DC2RVA 

corridor is projected to increase by approximately 120 hours (to a total daily delay of almost 360 

hours in Build conditions), representing an increase of over 50 percent from 2015. Ashland and 

Richmond are anticipated to have the highest increase in total hours of delay. 

No passenger trains currently serve nor would serve either of the bypass alignments during 

existing or future No Build conditions. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-109 TranspTable 5-41: Summary of Total Daily Delay (Hours) at Public At-Grade Crossings, 2015 and 2025 No Build 

Alternative Area1 At-Grade 

Crossings that Exceed FHWA 40-hour Total Delay Threshold 

2015 2025 No Build 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains 

% 

Total 

Delay, 

Freight 

Trains 

% 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains 

% 

F

2015 2025 

No 

Build 

2 Northern Virginia 0 0 14.79 10% 6% 84% 23.28 8% 6% 3 

Fredericksburg 0 0 10.73 10% 6% 84% 16.61 8% 6% 

Fredericksburg Bypass2 (Existing) 0 0 15.82 0% 0% 100% 19.76 0% 0% 

4 Central Virginia 0 0 2.39 11% 0% 89% 3.58 9% 0% 5 Ashland 0 0 47.74 9% 0% 91% 73.94 7% 0% 6 

Richmond RFP Line 0 0 16.52 11% 0% 89% 25.19 9% 0% 

Richmond A-Line 0 0 33.45 7% 0% 93% 53.51 7% 0% Richmond S-Line 0 0 92.51 0.5% 0% 99.5% 142.76 0.4% 0% 

TOTALS: 0 0 233.94 5% 1% 94% 358.62 4% 1% 1There are no public at-grade crossings located within Area 1 Arlington (Long Bridge Approach). 2This row reflects the existing crossings along the Dahlgren Spur, which would become part of the proposed Fredericksburg Bypass as part of the DC2RVA Build Alt
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-110 TranspTable 5-42: Total Daily Vehicle Delay (Hours) by Public At-Grade Crossing, 2015 and 2025 No Build 

Crossing Roadway Name 

Rail Line 

Milepost Location 

(County/City) 2015 2025 NO BUILD 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains % 

Total 

Delay, 

Freight 

Trains % 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Northern Virginia (

Alternative Area 2) 

Featherstone Road RF&P CFP 86.85 Prince William County 8.06 10% 6% 84% 12.76 8% Potomac Avenue RF&P CFP 78.79 Prince William County 6.26 10% 6% 84% 9.83 8% Brent Point Road RF&P CFP 72.35 Stafford County 0.33 10% 6% 84% 0.49 8% Mount Hope Church Road RF&P CFP 67.54 Stafford County 0.13 10% 6% 84% 0.19 8% 

Total: 14.79 10% 6% 84% 23.28 8% 

Fredericksburg (Alternative Area 3) - RF&P Line Landsdowne Road RF&P CFP 57.51 Fredericksburg City 6.65 10% 6% 84% 10.40 8% Mine Road RF&P CFP 54.77 Spotsylvania County 3.57 10% 6% 84% 5.45 8% Summit Crossing Road RF&P CFP 51.45 Spotsylvania County 0.23 11% 0% 89% 0.35 9% Claiborne Crossing Road RF&P CFP 48.63 Caroline County 0.28 11% 0% 89% 0.41 9% 

Total: 10.73 10% 6% 84% 16.61 8% 

Fredericksburg (Alternative Area 3) - Bypass Crossings Only (Existing Dahlgren Spur) Debruen Lane FBP CFQ 0.53 Stafford County 0.54 0% 0% 100% 0.65 0% Ferry Road FBP CFQ 1.70 Stafford County 12.13 0% 0% 100% 15.32 0% Federal Drive FBP CFQ 2.89 Stafford County 1.44 0% 0% 100% 1.73 0% Little Falls Road FBP CFQ 3.80 Stafford County 0.16 0% 0% 100% 0.19 0% Forest Lane Road FBP CFQ 4.68 Stafford County 1.55 0% 0% 100% 1.87 0% 

Total: 15.82 0% 0% 100% 19.76 0% 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-111 TranspTable 5-42: Total Daily Vehicle Delay (Hours) by Public At-Grade Crossing, 2015 and 2025 No Build 

Crossing Roadway Name 

Rail Line 

Milepost Location 

(County/City) 2015 2025 NO BUILD 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains % 

Total 

Delay, 

Freight 

Trains % 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Central Virginia (Alternative Area 4) Stonewall Jackson Road RF&P CFP 47.27 Caroline County 1.15 11% 0% 89% 1.73 9% Woodford Road RF&P CFP 44.54 Caroline County 0.22 11% 0% 89% 0.33 9% Woodslane 

Road RF&P CFP 43.51 Caroline County 0.06 11% 0% 89% 0.09 9% 

Paige Road RF&P CFP 40.40 Caroline County 0.28 11% 0% 89% 0.41 9% Penola Road RF&P CFP 33.00 Caroline County 0.25 11% 0% 89% 0.37 9% Colemans Mill Road RF&P CFP 29.70 Caroline County 0.26 11% 0% 89% 0.39 9% Doswell Road RF&P CFP 21.88 Hanover County 0.18 11% 0% 89% 0.27 9% 

Total: 2.39 11% 0% 89% 3.58 9% 

Ashland (Alternative Area 5) W Vaughan 

Road / Henry Street 

RF&P CFP 15.64 Hanover County 1.80 8% 0% 92% 2.72 7% 

W Patrick 

Street RF&P CFP 15.21 Hanover County 0.40 8% 0% 92% 0.60 7% 

College Avenue / Henry Clay Street 

RF&P CFP 14.90 Hanover County 1.79 8% 0% 92% 2.69 7% 

England Street / Thompson Street 

RF&P CFP 14.77 Hanover County 23.67 8% 0% 92% 37.37 7% 

Myrtle Street RF&P CFP 14.66 Hanover County 2.50 8% 0% 92% 3.78 7% E Francis Street RF&P CFP 14.22 Hanover County 1.95 8% 0% 92% 2.94 7% Ashcake Road RF&P CFP 13.85 Hanover County 11.44 8% 0% 92% 17.55 7% Gwathmey Church Road RF&P CFP 12.94 Hanover County 0.09 11% 0% 89% 0.14 9% 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-112 TranspTable 5-42: Total Daily Vehicle Delay (Hours) by Public At-Grade Crossing, 2015 and 2025 No Build 

Crossing Roadway Name 

Rail Line 

Milepost Location 

(County/City) 2015 2025 NO BUILD 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains % 

Total 

Delay, 

Freight 

Trains % 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Elmont Road RF&P CFP 11.54 Hanover County 1.28 11% 0% 89% 1.92 9% Cedar Lane RF&P CFP 11.15 Hanover County 1.15 11% 0% 89% 1.73 9% Mill Road RF&P CFP 9.65 Henrico County 1.67 11% 0% 89% 2.52 9% 

Total: 47.74 9% 0% 91% 73.94 7% 

Richmond (Alternative Area 6) - RF&P Line Mountain Road RF&P CFP 8.15 Henrico County 3.27 11% 0% 89% 4.95 9% Hungary Road RF&P CFP 6.59 Henrico County 10.55 11% 0% 89% 16.13 9% Hermitage Road RF&P CFP 5.43 Henrico County 2.70 11% 0% 89% 4.11 9% 

Total: 16.52 11% 0% 89% 25.19 9% 

Richmond (Alternative Area 6) - A-Line Jahnke Road A- LINE A 0.68 Richmond 8.21 7% 0% 93% 13.02 7% Bassett Avenue A- LINE A 1.01 Richmond 0.80 7% 0% 93% 1.23 7% Broad Rock Boulevard 

ALINE A 3.08 Richmond 14.94 7% 0% 93% 24.62 7% 

Terminal Avenue 

ALINE A 3.88 Richmond 0.38 7% 0% 93% 0.58 7% 

Walmsley 

Boulevard 

ALINE A 5.54 Richmond 4.59 7% 0% 93% 7.06 6% 

Kingsland Road A- LINE A 9.37 Chesterfield County 1.24 7% 0% 93% 1.89 7% Thurston Road A- LINE A 10.00 Chesterfield County 0.26 7% 0% 93% 0.39 7% Old Lane A- LINE A 10.74 Chesterfield County 3.03 7% 0% 93% 4.71 7% 

Total: 33.45 7% 0% 93% 53.51 7% 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-113 TranspTable 5-42: Total Daily Vehicle Delay (Hours) by Public At-Grade Crossing, 2015 and 2025 No Build 

Crossing Roadway Name 

Rail Line 

Milepost Location 

(County/City) 2015 2025 NO BUILD 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Total 

Delay, 

VRE 

Trains % 

Total 

Delay, 

Freight 

Trains % 

TOTAL 

Delay 

(hours) 

Total 

Delay, 

Intercity 

Trains % 

Richmond (Alternative Area 6) - S-Line Hermitage Road 

SLINE SRN 3.37 Richmond 17.27 1% 0% 99% 26.20 1% 

Brook Road S- LINE SRN 2.34 Richmond 13.78 1% 0% 99% 20.83 1% St James Street S- LINE SRN 1.75 Richmond 1.61 1% 0% 99% 2.42 1% N 2nd Street / Valley Road 

SLINE SRN 1.60 Richmond 5.32 1% 0% 99% 8.05 1% 

Hospital Street / N 7th Street 

SLINE SRN 1.24 Richmond 14.80 1% 0% 99% 22.51 1% 

Maury Street S- LINE S 0.78 Richmond 14.59 0% 0% 100% 23.07 0% Goodes Street S- LINE S 1.66 Richmond 0.20 0% 0% 100% 0.31 0% E Commerce Road 

SLINE S 2.98 Richmond 4.44 0% 0% 100% 6.99 0% 

Ruffin Road S- LINE S 3.98 Richmond 1.86 0% 0% 100% 2.92 0% Bells Road S- LINE S 4.46 Richmond 9.32 0% 0% 100% 14.70 0% Dale Avenue / Trenton Avenue1

SLINE S 4.98 Richmond 0.00 n/a n/a n/a 0.00 n/a 

Kingsland Road S- LINE S 9.14 Chesterfield County 2.08 0% 0% 100% 3.26 0% Brinkley Road S- LINE S 9.83 Chesterfield County 1.88 0% 0% 100% 2.96 0% Old Lane S- Line A 10.74 Chesterfield County 5.35 0% 0% 100% 8.54 0% 

Total: 92.51 1% 0% 99% 142.76 0% 

1 Dale Avenue / Trenton Avenue is closed to through public traffic in the existing condition. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-114 Transportation Technical Report 

5.5.5 Daily Vehicle Delay Results by Crossing, Build Conditions 

Table 5-43 presents the analysis at each existing at-grade highway-rail crossing for 2025 Build 

conditions; the 2025 No Build results are copied in this table for ease of comparison. A review of 

the results by crossing roadway within each Build Alternative indicate the following: 

 For Build Alternative 2A, one of the four at-grade crossings is eliminated, resulting in a 

1% total reduction in daily delay across all four crossings when compared to No Build. 

 Within the Fredericksburg area, the only Build Alternative that includes a crossing 

elimination is 3B, where one of the four at-grade crossings (at Landsdowne Road) would 

be grade-separated. This conversion from at-grade to grade-separated results in a 60% 

reduction in daily delay compared to No Build. 

 Within Build Alternative 4A, there is one crossing elimination of the seven at-grade 

crossings (at Colemans Mill Road); the closure of this crossing would result in a 6% 

reduction in daily delay across all seven crossing when compared to No Build. 

 Within the Ashland area, the Build Alternatives with the greatest reductions in daily delay 

occur for the bypass alignments (5C and 5C–Ashcake), which would result in reductions 

in daily delay of approximately 90% at the existing at-grade crossings in town by 

removing freight and long-distance passenger trains from traveling through town. For all 

other Build Alternatives, which vary in the total number and location of crossing 

elimination, there is a reduction of approximately 25% in daily delay compared to No 

Build. 

 Within the Richmond area, the Build Alternatives that use the A-Line include a total of 

seven crossing eliminations out of eleven total at-grade crossings; this would result in a 

reduction in daily delay of 66% as compared to No Build. The exception is 6C, which 

includes two new at-grade crossings at the Broad Street Station and results in a reduction 

in daily delay of 38% as compared to No Build. 

 Within the Richmond area, the S-Line Build Alternatives include seven crossing 

eliminations out of a total of seventeen at-grade crossings; this would result in a 59-60% 

reduction in daily delay as compared to No Build. The exception is 6B–S-Line which 

includes an additional crossing elimination in proximity to the Boulevard Station, and 

results in a reduction in daily delay of 76% as compared to No Build. 

In addition to crossing elimination, decreases in delay in the Build condition within 

Fredericksburg, Ashland, and Richmond result from changes in train operating conditions 

through individual at-grade crossings, including diversion of train trips to bypass alignments or 

changes in use of the A and S-Lines in Richmond. Additionally, total daily delay at the Potomac 

Avenue crossing in Build Alternative 2A decreases compared to No Build conditions due to 

increases in train operating speed (the other at-grade crossings in that Build Alternative already 

operate at higher speeds so do not experience the same levels of decrease in build conditions). 

For crossings that remain at-grade and experience increases in delay in the Build condition, the 

change in total daily delay is less than 8% for most crossings. Less than ten individual crossings 

that are located within Fredericksburg, Ashland, and Richmond will experience higher total daily 

delay. The greatest percentage of increased delay at all individual crossings is due to freight train 

traffic. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-115 Transportation Technical Report 

For at-grade crossings that receive diverted traffic volumes from adjacent crossing closures in the 

Build condition, a review of the results reflects the following delay: 

 Build Alternative 5A 

- W Patrick Street: 0.72 hours (21% increase from No Build to Build) 

- England Street / Thompson Street: 41.85 hours (12% increase from No Build to Build) 

 Build Alternative 5B 

- W Patrick Street: 0.72 hours (21% increase from No Build to Build) 

- England Street / Thompson Street: 41.85 hours (12% increase from No Build to Build) 

- Myrtle Street: 2.53 hours (33% decrease from No Build to Build) 

- E Francis Street: 3.24 hours (10% increase from No Build to Build) 

 Build Alternative 5B–Ashcake and 5D–Ashcake 

- Myrtle Street: 2.53 hours (33% decrease from No Build to Build) 

- E Francis Street: 3.24 hours (10% increase from No Build to Build) 

 Build Alternative 5C 

- W Patrick Street: 0.03 hours (95% decrease from No Build to Build) 

- England Street / Thompson Street: 1.79 hours (95% decrease from No Build to Build) 

 Build Alternative 6A, 6B–A-Line, 6C, and 6E 

- Jahnke Road – 14.46 hours (11% increase from No Build to Build) 

- Kingsland Road – 2.45 hours (29% increase from No Build to Build) 

 Build Alternative 6B–S-Line, 6D, and 6F 

- Kingsland Road – 1.93 hours (41% decrease from No Build to Build) 

 Build Alternative 6G 

- Kingsland Road – 1.82 hours (44% decrease from No Build to Build) 

Refer to Section 5.5.6 for presentation of this data summarized by Build Alternative.
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-116 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

2A: Add 1 Track Featherstone Road CFP 86.85 Prince William County 12.76 No change N 0.77 0.38 0.24 0.30 Potomac Avenue CFP 78.79 Prince William County 9.83 Four-Quadrant Gates N 0.56 0.28 0.17 0.20 Brent Point Road CFP 72.35 Stafford County 0.49 Four-Quadrant Gates N 0.03 0.01 0.01 0.01 Mount Hope Church Road CFP 67.54 Stafford County 0.19 Closure Y 0.00 0.00 0.00 0.00 

Total 23.28 1 1.36 0.68 0.42 0.52 

3A: Maintain Existing Landsdowne Road CFP 57.51 Fredericksburg City 10.40 Four-Quadrant Gates N 0.68 0.34 0.21 0.25 Mine Road CFP 54.77 Spotsylvania County 5.45 Four-Quadrant Gates N 0.36 0.18 0.11 0.13 Summit Crossing Road CFP 51.45 Spotsylvania County 0.35 Four-Quadrant Gates N 0.02 0.01 0.01 0.01 Claiborne Crossing Road CFP 48.63 Caroline County 0.41 Median Treatment N 0.03 0.01 0.01 0.01 

Total 16.61 0 1.08 0.54 0.34 0.39 

3B: Add 1 track Landsdowne Road CFP 57.51 Fredericksburg City 10.40 Grade Separate Y 0.00 0.00 0.00 0.00 Mine Road CFP 54.77 Spotsylvania County 5.45 Four-Quadrant Gates N 0.36 0.18 0.11 0.13 Summit Crossing Road CFP 51.45 Spotsylvania County 0.35 Four-Quadrant Gates N 0.02 0.01 0.01 0.01 Claiborne Crossing Road CFP 48.63 Caroline County 0.41 Median Treatment N 0.03 0.01 0.01 0.01 

Total 16.61 1 0.41 0.20 0.13 0.15 

3C: 2-Track East Bypass Landsdowne Road CFP 57.51 Fredericksburg City 10.40 Four-Quadrant Gates N 0.68 0.34 0.07 0.00 Mine Road CFP 54.77 Spotsylvania County 5.45 Four-Quadrant Gates N 0.36 0.18 0.04 0.00 Summit Crossing Road CFP 51.45 Spotsylvania County 0.35 Four-Quadrant Gates N 0.02 0.01 0.01 0.01 Claiborne Crossing Road CFP 48.63 Caroline County 0.41 Median Treatment N 0.03 0.01 0.01 0.01 Debruen Lane CFQ 0.53 Stafford County 0.65 Median Treatment N 0.00 0.00 0.01 0.01 Ferry Road CFQ 1.70 Stafford County 15.32 Four-Quadrant Gates N 0.00 0.00 0.25 0.67 Federal Drive CFQ 2.89 Stafford County 1.73 Four-Quadrant Gates N 0.00 0.00 0.02 0.04 Little Falls Road CFQ 3.80 Stafford County 0.19 Median Treatment N 0.00 0.00 0.00 0.00 Forest Lane Road CFQ 4.68 Stafford County 1.87 Median Treatment N 0.00 0.00 0.02 0.04 

Total 36.37 0 1.08 0.54 0.42 0.78 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-117 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

4A: Add 1 TrackStonewall Jackson Road CFP 47.27 Caroline County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Woodford Road CFP 44.54 Caroline County 0.33 Four-Quadrant Gates N 0.02 0.01 0.00 0.01 Woodslane Road CFP 43.51 Caroline County 0.09 Median Treatment N 0.01 0.00 0.00 0.00 Paige Road CFP 40.40 Caroline County 0.41 Median Treatment N 0.03 0.01 0.00 0.01 Penola Road CFP 33.00 Caroline County 0.37 Four-Quadrant Gates N 0.03 0.01 0.00 0.01 Colemans Mill Road CFP 29.70 Caroline County 0.39 Closure Y 0.00 0.00 0.00 0.00 Doswell Road CFP 21.88 Hanover County 0.27 Four-Quadrant Gates N 0.02 0.01 0.00 0.01 

Total 3.58 1 0.21 0.10 0.03 0.08 

5A: Maintain Existing W Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Grade Separate Y 0.00 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.02 0.01 0.02 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Closure Y 0.00 0.00 0.00 0.00 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.91 0.96 0.61 1.11 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.18 0.09 0.06 0.10 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.14 0.07 0.05 0.08 Ashcake Road CFP 13.85 Hanover County 17.55 Grade Separate Y 0.00 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 

Total 73.94 3 2.67 1.34 0.85 1.47 

5A–Ashcake: Maintain Existing (New Station) W Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Grade Separate Y 0.00 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.01 0.01 0.02 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Four-Quadrant Gates N 0.13 0.06 0.04 0.07 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.79 0.90 0.57 1.04 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.18 0.09 0.06 0.10 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.14 0.07 0.05 0.08 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-118 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

Ashcake Road CFP 13.85 Hanover County 17.55 Grade Separate Y 0.00 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 

Total 73.94 2 2.67 1.34 0.85 1.47 

5B: Add 1 TrackW Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Grade Separate Y 0.00 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.02 0.01 0.02 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Closure Y 0.00 0.00 0.00 0.00 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.91 0.96 0.61 1.11 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.12 0.06 0.04 0.07 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.15 0.07 0.05 0.09 Ashcake Road CFP 13.85 Hanover County 17.55 Grade Separate Y 0.00 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 

Total 73.94 3 2.61 1.31 0.83 1.44 

5B–Ashcake: Add 1 Track (New Station) and 5D–Ashcake: Center 3 Tracks (New Station) W Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Grade Separate Y 0.00 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.01 0.01 0.02 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Four-Quadrant Gates N 0.13 0.06 0.04 0.07 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.79 0.90 0.57 1.04 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.12 0.06 0.04 0.07 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.15 0.07 0.05 0.09 Ashcake Road CFP 13.85 Hanover County 17.55 Grade Separate Y 0.00 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-119 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 

Total 73.94 2 2.62 1.31 0.83 1.44 

5C: 2-Track West Bypass W Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Four-Quadrant Gates N 0.13 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.00 0.00 0.00 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Closure Y 0.00 0.00 0.00 0.00 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.91 0.00 0.00 0.00 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.18 0.00 0.00 0.00 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.14 0.00 0.00 0.00 Ashcake Road CFP 13.85 Hanover County 17.55 Four-Quadrant Gates N 0.84 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 

Total 73.94 1 3.64 0.20 0.12 0.16 

5C–Ashcake: 2-Track West Bypass (New Station) W Vaughan Road / Henry Street CFP 15.64 Hanover County 2.72 Four-Quadrant Gates N 0.13 0.00 0.00 0.00 W Patrick Street CFP 15.21 Hanover County 0.60 Four-Quadrant Gates N 0.03 0.00 0.00 0.00 College Avenue / Henry Clay Street CFP 14.90 Hanover County 2.69 Four-Quadrant Gates N 0.13 0.00 0.00 0.00 England Street / Thompson Street CFP 14.77 Hanover County 37.37 Four-Quadrant Gates N 1.79 0.00 0.00 0.00 Myrtle Street CFP 14.66 Hanover County 3.78 Four-Quadrant Gates N 0.18 0.00 0.00 0.00 E Francis Street CFP 14.22 Hanover County 2.94 Four-Quadrant Gates N 0.14 0.00 0.00 0.00 Ashcake Road CFP 13.85 Hanover County 17.55 Four-Quadrant Gates N 0.84 0.00 0.00 0.00 Gwathmey Church Road CFP 12.94 Hanover County 0.14 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 Elmont Road CFP 11.54 Hanover County 1.92 Four-Quadrant Gates N 0.12 0.06 0.04 0.05 Cedar Lane CFP 11.15 Hanover County 1.73 Four-Quadrant Gates N 0.11 0.06 0.03 0.04 Mill Road CFP 9.65 Henrico County 2.52 Median Treatment N 0.16 0.08 0.05 0.06 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-120 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

Total 73.94 0 3.64 0.20 0.12 0.16 

6A: Staples Mill OnlyMountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Jahnke Road A 0.68 Richmond 13.02 Four-Quadrant Gates N 0.57 0.47 0.29 0.35 Bassett Avenue A 1.01 Richmond 1.23 Closure Y 0.00 0.00 0.00 0.00 Broad Rock Boulevard A 3.08 Richmond 24.62 Grade Separate Y 0.00 0.00 0.00 0.00 Terminal Avenue A 3.88 Richmond 0.58 Closure Y 0.00 0.00 0.00 0.00 Walmsley Boulevard A 5.54 Richmond 7.06 Grade Separate Y 0.00 0.00 0.00 0.00 Kingsland Road A 9.37 Chesterfield County 1.89 Median Treatment N 0.10 0.08 0.05 0.06 Thurston Road A 10.00 Chesterfield County 0.39 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 4.71 Closure Y 0.00 0.00 0.00 0.00 

Total 78.70 7 1.24 0.84 0.52 0.64 

6B–A-Line: Boulevard Road Only (A-Line) Mountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Jahnke Road A 0.68 Richmond 13.02 Four-Quadrant Gates N 0.57 0.47 0.29 0.35 Bassett Avenue A 1.01 Richmond 1.23 Closure Y 0.00 0.00 0.00 0.00 Broad Rock Boulevard A 3.08 Richmond 24.62 Grade Separate Y 0.00 0.00 0.00 0.00 Terminal Avenue A 3.88 Richmond 0.58 Closure Y 0.00 0.00 0.00 0.00 Walmsley Boulevard A 5.54 Richmond 7.06 Grade Separate Y 0.00 0.00 0.00 0.00 Kingsland Road A 9.37 Chesterfield County 1.89 Median Treatment N 0.10 0.08 0.05 0.06 Thurston Road A 10.00 Chesterfield County 0.39 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 4.71 Closure Y 0.00 0.00 0.00 0.00 

Total 78.70 7 1.24 0.84 0.52 0.64 

6B–S-Line: Boulevard Road Only (S-Line) Mountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Hermitage Road SRN 3.37 Richmond 26.20 Grade Separate Y 0.00 0.00 0.00 0.00 Brook Road SRN 2.34 Richmond 20.83 Median Treatment N 0.95 0.47 0.31 0.00 St James Street SRN 1.75 Richmond 2.42 Closure Y 0.00 0.00 0.00 0.00 N 2nd Street / Valley Road SRN 1.60 Richmond 8.05 Closure Y 0.00 0.00 0.00 0.00 Hospital Street / N 7th Street SRN 1.24 Richmond 22.51 Grade Separate Y 0.00 0.00 0.00 0.00 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-121 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

Maury Street S 0.78 Richmond 23.07 Four-Quadrant Gates N 0.10 0.08 0.05 0.00 Goodes Street S 1.66 Richmond 0.31 Four-Quadrant Gates N 0.01 0.01 0.00 0.00 E Commerce Road S 2.98 Richmond 6.99 Grade Separate Y 0.00 0.00 0.00 0.00 Ruffin Road S 3.98 Richmond 2.92 Median Treatment N 0.07 0.06 0.03 0.00 Bells Road S 4.46 Richmond 14.70 Median Treatment N 0.33 0.28 0.17 0.00 Dale Avenue / Trenton Avenue S 4.98 Richmond 0.42 Closure Y 0.00 0.00 0.00 0.00 Kingsland Road S 9.14 Chesterfield County 3.26 Four-Quadrant Gates N 0.16 0.13 0.08 0.00 Brinkley Road S 9.83 Chesterfield County 2.96 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 8.54 Closure Y 0.00 0.00 0.00 0.00 

Total 168.36 9 2.19 1.32 0.83 0.23 

6C: Broad Street OnlyMountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Jahnke Road A 0.68 Richmond 13.02 Four-Quadrant Gates N 0.57 0.47 0.29 0.35 Bassett Avenue A 1.01 Richmond 1.23 Closure Y 0.00 0.00 0.00 0.00 Broad Rock Boulevard A 3.08 Richmond 24.62 Grade Separate Y 0.00 0.00 0.00 0.00 Terminal Avenue A 3.88 Richmond 0.58 Closure Y 0.00 0.00 0.00 0.00 Walmsley Boulevard A 5.54 Richmond 7.06 Grade Separate Y 0.00 0.00 0.00 0.00 Kingsland Road A 9.37 Chesterfield County 1.89 Median Treatment N 0.10 0.08 0.05 0.06 Thurston Road A 10.00 Chesterfield County 0.39 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 4.71 Closure Y 0.00 0.00 0.00 0.00 Hermitage Road SRN 3.37 Richmond 26.20 Median Treatment N 0.36 0.00 0.00 0.00 W Leigh St (near Myers Street) (new) Richmond 0 Median Treatment N 3.29 1.65 1.11 0.00 W Leigh St (near Hermitage Road) (new) Richmond 0 Median Treatment N 3.29 1.65 1.11 0.00 

Total 104.90 7 8.19 4.14 2.74 0.64 

6D: Main Street OnlyMountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Hermitage Road SRN 3.37 Richmond 26.20 Median Treatment N 1.19 0.60 0.38 0.00 Brook Road SRN 2.34 Richmond 20.83 Median Treatment N 0.95 0.47 0.31 0.00 St James Street SRN 1.75 Richmond 2.42 Closure Y 0.00 0.00 0.00 0.00 N 2nd Street / Valley Road SRN 1.60 Richmond 8.05 Closure Y 0.00 0.00 0.00 0.00 Hospital Street / N 7th Street SRN 1.24 Richmond 22.51 Grade Separate Y 0.00 0.00 0.00 0.00 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-122 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

Maury Street S 0.78 Richmond 23.07 Four-Quadrant Gates N 0.10 0.08 0.05 0.00 Goodes Street S 1.66 Richmond 0.31 Four-Quadrant Gates N 0.01 0.01 0.00 0.00 E Commerce Road S 2.98 Richmond 6.99 Grade Separate Y 0.00 0.00 0.00 0.00 Ruffin Road S 3.98 Richmond 2.92 Median Treatment N 0.07 0.06 0.03 0.00 Bells Road S 4.46 Richmond 14.70 Median Treatment N 0.33 0.28 0.17 0.00 Dale Avenue / Trenton Avenue S 4.98 Richmond 0.42 Closure Y 0.00 0.00 0.00 0.00 Kingsland Road S 9.14 Chesterfield County 3.26 Four-Quadrant Gates N 0.16 0.13 0.08 0.00 Brinkley Road S 9.83 Chesterfield County 2.96 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 8.54 Closure Y 0.00 0.00 0.00 0.00 

Total 168.36 8 3.38 1.91 1.21 0.23 

6E: Split Service Mountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Jahnke Road A 0.68 Richmond 13.02 Four-Quadrant Gates N 0.57 0.47 0.29 0.35 Bassett Avenue A 1.01 Richmond 1.23 Closure Y 0.00 0.00 0.00 0.00 Broad Rock Boulevard A 3.08 Richmond 24.62 Grade Separate Y 0.00 0.00 0.00 0.00 Terminal Avenue A 3.88 Richmond 0.58 Closure Y 0.00 0.00 0.00 0.00 Walmsley Boulevard A 5.54 Richmond 7.06 Grade Separate Y 0.00 0.00 0.00 0.00 Kingsland Road A 9.37 Chesterfield County 1.89 Median Treatment N 0.10 0.08 0.05 0.06 Thurston Road A 10.00 Chesterfield County 0.39 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 4.71 Closure Y 0.00 0.00 0.00 0.00 

Total 78.70 7 1.24 0.84 0.52 0.64 

6F: Full Service Mountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Hermitage Road SRN 3.37 Richmond 26.20 Median Treatment N 1.19 0.60 0.38 0.00 Brook Road SRN 2.34 Richmond 20.83 Median Treatment N 0.95 0.47 0.31 0.00 St James Street SRN 1.75 Richmond 2.42 Closure Y 0.00 0.00 0.00 0.00 N 2nd Street / Valley Road SRN 1.60 Richmond 8.05 Closure Y 0.00 0.00 0.00 0.00 Hospital Street / N 7th Street SRN 1.24 Richmond 22.51 Grade Separate Y 0.00 0.00 0.00 0.00 Maury Street S 0.78 Richmond 23.07 Four-Quadrant Gates N 0.10 0.08 0.05 0.00 Goodes Street S 1.66 Richmond 0.31 Four-Quadrant Gates N 0.01 0.01 0.00 0.00 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-123 Table 5-43: Total Daily Vehicle Delay by Public At-Grade Crossing, 2025 Build Condition 

Crossing Roadway Name Milepost Location No Build 

Delay 

Crossing Build Conditions 

Daily Vehicle Delay, Hours 

Intercity Delay 

Proposed Crossing Improvement 

Removes At-Grade Condition? 

Northeast 

Regional 

Passenger 

Interstate 

Corridor 

Long 

Distance 

Passenger 

Auto 

Train 

Passenger 

E Commerce Road S 2.98 Richmond 6.99 Grade Separate Y 0.00 0.00 0.00 0.00 Ruffin Road S 3.98 Richmond 2.92 Median Treatment N 0.07 0.06 0.03 0.00 Bells Road S 4.46 Richmond 14.70 Median Treatment N 0.33 0.28 0.17 0.00 Dale Avenue / Trenton Avenue S 4.98 Richmond 0.42 Closure Y 0.00 0.00 0.00 0.00 Kingsland Road S 9.14 Chesterfield County 3.26 Four-Quadrant Gates N 0.16 0.13 0.08 0.00 Brinkley Road S 9.83 Chesterfield County 2.96 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 8.54 Closure Y 0.00 0.00 0.00 0.00 

Total 168.36 8 3.38 1.91 1.21 0.23 

6G: Shared Service Mountain Road CFP 8.15 Henrico County 4.95 No change N 0.32 0.16 0.10 0.12 Hungary Road CFP 6.59 Henrico County 16.13 Grade Separate Y 0.00 0.00 0.00 0.00 Hermitage Road CFP 5.43 Henrico County 4.11 Four-Quadrant Gates N 0.26 0.13 0.08 0.10 Hermitage Road SRN 3.37 Richmond 26.20 Median Treatment N 1.19 0.48 0.00 0.00 Brook Road SRN 2.34 Richmond 20.83 Median Treatment N 0.95 0.38 0.00 0.00 St James Street SRN 1.75 Richmond 2.42 Closure Y 0.00 0.00 0.00 0.00 N 2nd Street / Valley Road SRN 1.60 Richmond 8.05 Closure Y 0.00 0.00 0.00 0.00 Hospital Street / N 7th Street SRN 1.24 Richmond 22.51 Grade Separate Y 0.00 0.00 0.00 0.00 Maury Street S 0.78 Richmond 23.07 Four-Quadrant Gates N 0.10 0.07 0.00 0.00 Goodes Street S 1.66 Richmond 0.31 Four-Quadrant Gates N 0.01 0.00 0.00 0.00 E Commerce Road S 2.98 Richmond 6.99 Grade Separate Y 0.00 0.00 0.00 0.00 Ruffin Road S 3.98 Richmond 2.92 Median Treatment N 0.07 0.04 0.00 0.00 Bells Road S 4.46 Richmond 14.70 Median Treatment N 0.33 0.22 0.00 0.00 Dale Avenue / Trenton Avenue S 4.98 Richmond 0.42 Closure Y 0.00 0.00 0.00 0.00 Kingsland Road S 9.14 Chesterfield County 3.26 Four-Quadrant Gates N 0.16 0.11 0.00 0.00 Brinkley Road S 9.83 Chesterfield County 2.96 Closure Y 0.00 0.00 0.00 0.00 Old Lane A 10.74 Chesterfield County 8.54 Closure Y 0.00 0.00 0.00 0.00 

Total 168.36 8 3.38 1.59 0.18 0.23 

Delay represents the Total Daily Vehicle Delay for all train types. It is the cumulative delay for all at-grade crossings. There are no public at-grade crossings located within Area 1 Arlington (Long Bridge Approach). Remove of the At-Grade Highway-Rail Crossing Condition includes the proposed improvements of Grade Separation and Crossing Closure. Y = Yes, removes at-grade condition. N = No, does not remove at-grade cond

Build Alternative 6C includes the delay associated with the two new at-grade crossings in all calculations excluding the No Build condition. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-124 Transportation Technical Report 

5.5.6 Daily Vehicle Delay Net Effects by Build Alternative 

Table 5-44 presents the summary of the total daily delay results for the Build conditions by Build 

Alternative; the 2025 No Build results are also shown for ease of comparison. The data indicate 

the following: 

 Effect of the DC2RVA Project on the 40-hour FHWA Daily Delay Threshold: 

- The 40-hour FHWA threshold for total daily delay at an individual at-grade crossing 

is not met or exceeded under existing or No Build conditions. 

- The 40-hour FHWA threshold for total daily delay at an individual at-grade crossing 

is not met or exceeded by the crossing conditions for any Build Alternative as part of 

the DC2RVA Project with the exception of one crossing: 

 The England Street / Thompson Street crossing exceeds the 40-hour FHWA 

threshold in two of the build alternatives that pass through the Town of Ashland 

(Build Alternatives 5A and 5B), with 41.85 total daily hours. The total daily delay 

at this crossing is 37.37 hours in No Build conditions. 

 For Build Alternatives 5A–Ashcake, 5B–Ashcake, and 5D–Ashcake, the England 

Street / Thompson Street is projected to experience 39.18 total hours of daily delay, 

which approaches but does not exceed the 40-hour FHWA threshold. 

 Effect of the DC2RVA Project on Total Daily Vehicle Delay: The vehicle delay for Build 

conditions reflects the decreases in vehicle delay due to removal of at-grade crossings 

(either through grade separation or crossing closure) or other service changes (e.g., such 

as bypassing trains around town centers) as part of the DC2RVA Project. 

- The project’s effect on the vehicle delay at an at-grade crossing is location-specific and 

depends on traffic demands and other variables at each specific crossing. The results 

that are shown in the table are the sum totals for all crossings within the Build 

Alternative. 

- Corridor-wide, the Build Alternatives with the greatest reductions in total vehicle 

delay hours are represented by the areas with the most at-grade crossing eliminations 

(i.e., grade separation or crossing closure) or those with service changes (i.e., the 

bypass alignments that reduce the daily number of trains through existing at-grade 

crossings). 

- DRPT anticipates that the DC2RVA Project will reduce vehicle delay for each Build 

Alternative with the exception of Build Alternative 3A (compared to No Build 

conditions). 

 This indicates that the overall proposed grade separations and operating 

conditions that reduce delay (i.e., improved train speeds) outweigh the proposed 

changes that would increase delay (i.e., number of daily vehicles and trains, length 

of train). While vehicles at crossing closures will divert to adjacent crossings, as 

described in Section 5.3.2 above, the majority of diverted vehicles would utilize 

adjacent grade-separated crossings (thus removing the daily delay of those 

vehicles) and/or are relatively not high volumes of vehicles that are detoured. 

 As part of Build Alternative 3A, which is the Fredericksburg area alternative that 

does not add an additional track, no existing at-grade crossings are proposed to be 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-125 Transportation Technical Report 

eliminated. The increase of 1 hour of total daily delay for Build Alternative 3A is 

due to a combination of maintaining existing crossing conditions and increases in 

train frequency. 

- For areas with multiple Build Alternatives, the following are projected to have the 

greatest percent reductions when compared to No Build conditions: 

 Build Alternative 3B (add 1 track east of existing) within the Fredericksburg area, 

which has the fewest number of at-grade crossings in the Build condition. 

 Build Alternative 5C (2-track west bypass) and Build Alternative 5C–Ashcake 

within the Ashland area, which remove freight and long-distance passenger trains 

from traveling through the at-grade crossings in town 

 Build Alternative 6B–S-Line (Boulevard Station only, S-Line) within the Richmond 

area, which eliminates the most at-grade crossings in Build conditions. 

 Total Daily Delay Due to Types of Trains: 

- The delay due to intercity passenger trains continues to represent a relatively small 

fraction of the total daily vehicle delay experienced at at-grade crossings in 2025 Build 

conditions. 

- The majority of the total delay experienced throughout all Build Alternative areas 

would continue to be from freight trains, which represents almost 90 percent of the 

total delay corridor-wide in 2025. 

 The exception to this is Build Alternative 5C and 5C–Ashcake, which shift all 

freight trains onto the bypass. Accordingly, the existing at-grade intersections 

through the Town of Ashland would therefore have reduced daily delay due to 

freight trains for the bypass alternatives. 

- The delay due to intercity passenger trains for the majority of the corridor increases 

compared to No Build conditions due to the increase in the number of intercity 

passenger trains in the Build conditions. 

 A 4 percent increase in total daily delay is projected throughout most of the Build 

Alternative areas, including Northern Virginia, Central Virginia, and the nonbypass alternatives through the Fredericksburg and Ashland areas. 

 The delay due to intercity passenger trains in the bypass Build Alternatives 

represents either 0 or 100% of the daily delay, depending on how trains of all types 

utilize the proposed bypass. 

 The intercity passenger train delay through the Richmond area varies widely as 

compared to No Build due to the range of options being considered. For most of 

the Build Alternatives, 8-12% of total daily delay is projected to be as a result of 

intercity passenger trains; Build Alternative 6C, which would create two new atgrade crossings in the vicinity of the new station area, is the exception with 24% of 

delay. 
CORRIDOR-WIDE ENVIRONMENTAL CONSEQUENCES 

D.C. to Richmond Southeast High Speed Rail 5-126 Transp

Table 5-44: Summary of Total Daily Delay1 Results, 2025 Build Conditions, by Build Alternative 

Alternative Area / Build Alternative 2 Crossings that 

Exceed FHWA 40-hour Daily Delay Threshold 

Total Daily Vehicle Delay Results 

No 

Build 

At-Grade 

Crossings 

Removed3

as part of 

project 

Build Intercity 

Percent 

of Total 

Delay 

VRE 

Percent 

of Total 

Delay 

No 

Build 

Build 

Northern Virginia 

2A Add 1 Track 0 0 23.28 1 23.01 13% 5% 

Fredericks -burg 

3A Maintain Existing 0 0 16.61 0 17.61 13% 5% 3B Add 1 Track 0 0 16.61 1 6.59 13% 5% 3C 2-Track East Bypass 0 0 36.37 0 32.79 9% 0% 

Central Virginia 

4A Add 1 Track 0 0 3.58 1 3.35 13% 0% 

Ashland 5A Maintain Existing 0 1 73.94 3 56.28 11% 0% 

5A–Ashcake Maintain Existing (New 

Station) 

0 0 73.94 2 56.33 11% 0% 

5B Add Main Track 0 1 73.94 3 55.01 11% 0% 5B

–Ashcake, and 

5D–Ashcake 

Add 1 Track (New Station), and Center 3 Tracks (New Station) 

0 0 73.94 2 55.06 11% 0% 

5C 2-Track West Bypass 0 0 73.94 1 9.76 42% 0% 5C

–Ashcake 2-Track West Bypass (New 

Station) 

0 0 73.94 0 9.77 42% 0% 

Richmond 6A, 

6B–A-Line, and 6E 

Staples Mill Only, Boulevard Road Only (ALine), and Split Service 

0 0 78.70 7 26.48 12% 0% 

6B

–S-Line Boulevard Road Only (SLine) 0 0 168.36 9 40.37 11% 0% 

6C4 Broad Street Only 0 0 104.90 7 64.95 24% 0% 6D, and 6F Main Street Only, and Full 

Service 

0 0 168.36 8 68.55 10% 0% 

6G Shared Service 0 0 168.36 8 67.20 8% 0% 

1 Delay represents the Total Daily Vehicle Delay for all train types. It is the cumulative delay for all at-grade crossings. 2 Note that there are no public at-grade crossings located within Alternative Area 1 (Arlington). 3 Removal of the At-Grade Highway-Rail Crossing Condition includes the proposed improvements of Grade Separation and Crossing Closure. 4 Build Alternative 6C includes the delay associated with the two new at-grade crossings in all calculations excluding the No Build condition. 
D.C. to Richmond Southeast High Speed Rail 6-1 Tier II Draft Environmental Impact Statement 

SUMMARY OF EFFECTS 

This summary provides a high-level overview of the transportation analysis and resulting effects 

that were conducted for the DC2RVA Project. It is not intended to inventory all data and analysis, 

but rather to summarize key results that differentiate the alternatives and assist in the decisions 

to be made. Readers who are interested in more detailed results and explanations should refer to 

the full analysis sections in this technical report, which are referenced in the summaries below. 

The transportation analysis for the DC2RVA Project was conducted at two scales—Regional and 

Corridor-wide—which are summarized separately below. 

6.1 REGIONAL SCALE SUMMARY OF EFFECTS 

The regional scale analyses determined the effects due to the DC2RVA train service and ridership, 

which is projected to increase by a total of approximately 50 percent corridor-wide for all Build 

Alternatives. Refer to Section 4.2. 

6.1.1 Ridership Effects on the Regional Roadway Network 

By shifting some travel to passenger rail, it is expected that up to 2,050 vehicles per day and 

250,000 vehicle-miles would be removed from the parallel roads of I-95 and U.S. Route 1 in the 

123-mile project corridor. This represents a reduction in vehicle-miles of approximately 0.6 

percent. Refer to Sections 4.3 and 4.4. 

6.1.2 Ridership Effects on Roadways Adjacent to Amtrak Stations 

Changes in vehicular traffic on roadways adjacent to the DC2RVA stations for each Build 

Alternative are a function of projected annual rail ridership; however, while increases in DC2RVA 

ridership would cause increases in vehicle trips to and from stations, the levels of increase in 

ridership do not directly correlate to the same percent increases in traffic. Refer to Section 4.5.1. 

Overall, the results indicate the following effects on daily vehicular traffic: 

 For each Build Alternative, the DC2RVA ridership equates to a total of over 2,000 new 

daily motor vehicle trips at each station (for each single-station alternative) or 

combination of stations (for each two-station alternative). Most roadways adjacent to the 

stations would experience nominal increases in daily traffic (under 1 percent) for most 

Build conditions. In general, the majority of the roadways adjacent to the stations are 

multi-lane facilities with relatively high carrying capacity under existing conditions; 

overall, these facilities are expected to adequately accommodate increases in vehicular 

trips due to the DC2RVA Project. 

6 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-2 Transportation Technical Report 

 Overall, the highest percentage increases in traffic on adjacent roadways due to DC2RVA 

ridership are anticipated at the Fredericksburg Station; traffic volumes would increase by 

7 to 8 percent on the adjacent roads. 

 Within Ashland, the location of the station has minimal effect on the results. Increases to 

traffic on adjacent roadways are nominal (less than 1 percent change in daily traffic) for 

both the existing station location and the station relocation to Ashcake Road. 

 For the single station Build Alternatives in the Richmond area, the greatest increases in 

traffic on adjacent roadways are anticipated for the two stations that are not currently 

served by any passenger trains (Boulevard and Broad Street stations), which are projected 

to increase approximately 5 percent. 

 For the two-station Build Alternatives in the Richmond area, the traffic increases vary by 

station; however, all projected traffic increases are anticipated to be under 2 percent at 

both locations for all three two-station conditions. 

 Reductions in traffic due to the DC2RVA ridership are anticipated at stations that are 

being served in the No Build condition but are not being served in the Build condition. 

6.1.3 Ridership Effects on Parking Needs at Intercity Passenger Stations 

DRPT calculated a range of daily parking space demand (a high and low range) at each intercity 

passenger train station based on projected DC2RVA ridership. Refer to Section 4.5.2. 

The parking demand does not vary by Build Alternative for the stations with a single location 

(Alexandria, Woodbridge, Fredericksburg, Ashland, Boulevard Road, and Broad Street). 

At the Staples Mill Road Station, the station sizing and type do not vary and Build Alternative 6A 

requires the highest daily parking space demand at 632 spaces (high), which is a 56 percent 

increase over the Build Alternative 6F which requires 406 spaces (high). Build Alternatives 6E 

and 6G require approximately 37 percent and 15 percent more parking, respectively, than Build 

Alternative 6F. 

At the Main Street Station, the station size and type varies by Build Alternative, which has an 

effect on the daily parking demand. Build Alternatives 6D and 6E, in which it is defined as a 

large station, require the most daily parking (260 to 270 spaces, high), while Build Alternative 6E, 

in which Main Street is defined as a medium station, requires the least amount of parking (66 

spaces, high). 

In general, the high end of the range was used to develop conceptual station layouts for each 

Build Alternative, which are included in the limits of disturbance use for the impact analysis for 

the Draft EIS. 

6.2 CORRIDOR-WIDE SUMMARY OF EFFECTS 

The corridor-wide scale analyses determined the effects due to the Build Alternative 

improvements at highway-rail crossings and the roadway network connecting adjacent crossings. 

Refer to Section 5 of this report. 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-3 Transportation Technical Report 

6.2.1 Types of Crossing Improvements in the DC2RVA Project

The following types of crossing treatments are proposed in the DC2RVA corridor. Refer to Section 

5.2. 

Existing at-grade crossings, including both public and private crossings. One of the following 

crossing improvements was recommended at each existing at-grade crossing for each Build 

Alternative: grade separation; closure; four quadrant gates; median treatment with gates; locking 

gates (considered for private crossings only); and no action (considered at crossings where the 

existing crossing treatment is sufficient to accommodate the DC2RVA Project only). 

The majority of the existing public at-grade crossings would remain at-grade with the addition 

of four quadrant gates or gates with median treatment. Proposed grade separations and closures 

of existing at-grade crossings vary by Build Alternative (see below). Existing private at-grade 

crossings would have locking gates or four quadrant gates, unless a property is being acquired 

or alternate access can be provided. 

Existing grade separated crossings, including rail over roadways and roadways over rail (for 

all public and private roadways). In all locations for all Build Alternatives, the existing structure 

would either accommodate the proposed improvements, or would be widened (either the 

existing structure or a parallel structure). 

New crossings. Virginia state code restricts the creation of new at-grade crossings; this means 

that any new crossings of existing roadways due to the DC2RVA Project should be gradeseparated, with potential roadway realignment and/or closure. The only Build Alternative that 

has new at-grade crossings is Build Alternative 6C, which would include two new at-grade 

crossings as required by he Broad Street Station conceptual layout. 

Adjacent roadways. In addition to highway-rail crossings, public roadways that run parallel and 

generally adjacent to the railroad tracks can conflict with the design of certain Build Alternative 

improvements. 

6.2.2 Summary of DC2RVA Public Roadway Closures and Grade Separations by 

Build Alternative 

This section summarizes public roadway closures and grade separations by Build Alternative. 

Unless specified below, all other public roadway crossings would either maintain the existing atgrade condition with crossing improvements of either four quadrant gates or median treatment 

with gates, or do not require any action. Refer to Section 5.2.3 

Alternative Area 1: Arlington (Long Bridge Approach). There are no public roadway 

closures or grade separations within this area as part of the DC2RVA Project. 

Alternative Area 2: Northern Virginia. There are no grade separations and one closure for 

Build Alternative 2A; this crossing closure would be at Mount Hope Church Road. 

Alternative Area 3: Fredericksburg. There are no proposed public roadway closures and one 

grade separation within Fredericksburg; this grade separation would be at Landsdowne Road for 

Build Alternative 3B only. 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-4 Transportation Technical Report 

Alternative Area 4: Central Virginia. There are no proposed grade separation and one closure 

for Build Alternative 4A; this crossing closure would be at Colemans Mill Road. 

Alternative Area 5: Ashland. Each of the Build Alternatives within Ashland contains some 

combination of the following closures and separations: 

 Two potential grade separations (W Vaughan Road crossing and Ashcake Road crossing) 

for all Build Alternatives except for the bypass alignments. 

 One roadway crossing closure (College Avenue crossing), for all Build Alternatives that 

include station platform improvements at the existing station location within town. 

 One roadway closure of an adjacent (non-crossing) roadway for the Build Alternatives 

that add a third main track through town; Center Street/Railroad Avenue from south of 

England/Thompson Street to Maiden Lane would be closed. 

 Six grade separations and one roadway closure along the new bypass alignment 

(Independence Road), for the Build Alternatives that include the bypass. 

Alternative Area 6: Richmond. Each Build Alternatives within Richmond contains some 

combination of the following closures and separations: 

 All Build Alternatives would result in a grade separation at the Hungary Road crossing 

and closure of the Old Lane crossing. 

 All Build Alternatives that use the A-Line would result in closing crossings at the Bassett 

Avenue, Terminal Avenue, and Thurston Road crossing; and would also result in grade 

separation at the Broad Rock Boulevard and Walmsley Boulevard crossings. 

 All Build Alternatives that use the S-Line would result in closing crossings at St James 

Street, N 2nd Street / Valley Road, Dale / Trenton Avenue, and Brinkley Road; and would 

also result in grade separation at the Hospital Street and E Commerce Drive crossings. 

 Build Alternative 6B–S-Line would result in grade separation at the S-Line crossing at 

Hermitage Road. This grade separation affects the Ownby Road intersection with 

Hermitage Road. 

6.2.3 Effects of Crossing Improvements on Connectivity and Accessibility 

Roadway. Closing an existing traffic movement requires a permanent detour of vehicular traffic 

to one or more adjacent crossings; this permanent detour not only affects the vehicles that are 

making the detour, but also, to some degree, the traffic operations and vehicles along the alternate 

route. The crossing improvements that are anticipated to have the greatest effect on the existing 

accessibility and connectivity of the transportation network are related to either closures of 

existing public at-grade highway-rail crossings or closures of public roadways located adjacent 

and parallel to the railroad tracks that are required based on engineering designs of other 

improvements. Refer to Section 5.3.2 through 5.3.4.

There are 14 public roadway closures within the different Build Alternatives: 

 Mount Hope Church Road crossing, Stafford County: Build Alternative 2A 

 Colemans Mill Road crossing, Caroline County: Build Alternative 4A 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-5 Transportation Technical Report 

 College Avenue / Henry Clay Road crossing Town of Ashland: Build Alternative 5A, 5B, 

and 5C 

 Railroad Avenue / Center Street between England Street and Maiden Lane, Town of 

Ashland: Build Alternative 5B, 5B–Ashcake, and 5D–Ashcake 

 Independence Road intersection with W Patrick Henry Road, Hanover County: Build 

Alternative 5C and 5C–Ashcake 

 Bassett Avenue crossing, City of Richmond: Build Alternative 6A, 6B–A-Line, 6C, and 6E 

 Terminal Avenue crossing, City of Richmond Build Alternative 6A, 6B–A-Line, 6C, and 

6E 

 Thurston Road crossing, Chesterfield County: Build Alternative 6A, 6B–A-Line, 6C, and 

6E 

 Brinkley Road crossing, Chesterfield County: Build Alternative 6B–S-Line, 6D, 6F, and 6G 

 Old Lane crossing, Chesterfield County: All Richmond Area Build Alternatives 

 Ownby Lane intersection with Hermitage Road, City of Richmond: Build Alternative 6B–

S-Line 

 St James Street crossing, City of Richmond: Build Alternative 6B–S-Line, 6D, 6F, and 6G 

 N 2nd Street/Valley Road crossing, City of Richmond: Build Alternative 6B–S-Line, 6D, 

6F, and 6G 

 Dale Avenue/Trenton Avenue crossing, City of Richmond: Build Alternative 6B–S-Line, 

6D, 6F, and G 

The following types of crossing improvements were determined to have minor effect on existing 

accessibility and connectivity of the roadway network: 

 Grade separation of public crossings, which were designed to maintain existing functional 

characteristics 

 Additional crossing treatments on public crossings that maintain the existing at-grade 

condition, including four quadrant gates and median treatment with gates 

 All improvements at private at-grade crossings 

 All improvements at existing grade-separated crossings 

Relevance to Quiet Zones. The proposed actions for existing at-grade highway-rail crossings 

for the DC2RVA Project fully align with the FHWA’s definition of Supplemental and Alternative 

Safety Measures (SSMs), which are engineering improvements that compensate for the absence of 

the train horn safety requirement at at-grade crossings. Therefore, this project would not negatively 

affect the ability of local public authorities to obtain Quiet Zones within their jurisdictions. Because 

local jurisdictions initiate and manage the process for implementing Quiet Zones, the noise 

reduction benefits that derive from removing the requirement for trains to routinely sound horns 

are dependent on locality actions; the DC2RVA Project would support local jurisdictions should 

they seek to establish Quiet Zones. FRA Office of Safety authorizes quiet zones on a site-specific 

basis, which are voluntary by the operating railroad. Refer to Section 5.3.5. 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-6 Transportation Technical Report 

Bicycle and Pedestrian Connectivity. All existing bicycle and pedestrian facilities would be 

maintained (provided in kind) as part of all DC2RVA Build Alternatives and would be designed to 

current safety standards. Opportunities for additional bicycle and pedestrian accessibility 

improvements, including updates to Americans with Disabilities Act (ADA) facilities, would be 

incorporated during final design in coordination with FRA after the Draft EIS. Refer to Section 5.3.6 

6.2.5 Effects of Crossing Improvements on Roadway and Intersection Traffic 

Operations 

Quantitative traffic operations analysis was performed for the fourteen public roadway closures 

that were identified as having a potential effect (see above). The analysis determined potential 

diversion route(s) for each closure and estimated changes in daily traffic volumes, intersection 

capacity, and associated levels of service along the diversion route(s) as a result of the DC2RVA 

Project. Refer to Section 5.4. 

The majority of the proposed crossing and roadway closures are anticipated to have a minimal 

effect on roadway and intersection operations in the vicinity of each closure, with the exception 

of the following: 

 All Build Alternatives that include the closure of the College Avenue/Henry Clay Road 

crossing (Build Alternatives 5A, 5B, and 5C) are anticipated to experience a reduction in 

roadway level of service on Thompson Street (from LOS D in No Build to LOS E in Build 

conditions). Additionally, the intersection of England/Thompson Street at Center Street 

is anticipated to operate near capacity in Build conditions (compared to under capacity in 

No Build conditions). 

 In the Richmond area, all Build Alternatives are projected to have similar effects to both 

roadway operations and intersection capacity due to the proposed Old Lane crossing 

closure. 

- Centralia Road: LOS B (No Build) to LOS E (Build) 

- Hopkins Road: LOS B (No Build) to LOS C (Build) 

- Centralia Road at Chester Road intersection: Under Capacity (No Build) to Near 

Capacity (Build) 

 Additionally, the Build Alternatives that use the S-Line are projected to have an additional 

impact due to the closure of Brinkley Road: 

- Kingsland Road: LOS A (No Build) to LOS B (Build) 

6.2.4 Effects of Crossing Improvements on Daily Vehicle Delay 

The total vehicle delay per day is the amount of time that vehicles spend queuing at a public atgrade crossing over the course of a day (24 hours) based on the number of trains that are expected 

to pass through the crossing. Any combination of more trains, slower trains, and more motor 

vehicles would result in increases in resulting daily vehicle delay. Refer to Section 5.5. 

Different crossing treatments that are proposed as part of the DC2RVA Build Alternatives would 

have different effects on the total daily delay. The type of crossing improvement that can have 

the largest effect on the daily delay calculation is crossing elimination, as it fully removes the 

delay condition of vehicles queueing at an at-grade crossing. Crossing elimination is defined as 
SUMMARY OF EFFECTS 

D.C. to Richmond Southeast High Speed Rail 6-7 Transportation Technical Report 

either grade-separation or crossing closure: grade separation “zeros out” the daily delay since the 

at-grade condition is removed, whereas crossing closure diverts motor vehicles to adjacent 

crossings that are either at-grade or grade-separated. 

Overall, the results indicate the following: 

 The 40-hour FHWA threshold for total daily delay at an individual at-grade crossing is 

not met or exceeded by the crossing conditions for any Build Alternative as part of the 

DC2RVA Project with the exception of one crossing: the England Street/Thompson Street 

crossing exceeds the 40-hour FHWA threshold in Build Alternative 5A and 5B, with 41.85 

total daily hours. The total daily delay at this crossing is 37.37 hours in No Build 

conditions. 

 The daily delay due to intercity passenger trains represents a fraction of the total daily 

delay experienced at at-grade crossings. The delay from the freight trains represents most 

of the total delay experienced throughout all Build Alternative areas (averages more than 

90 percent of the total delay, corridor-wide). 

 Corridor-wide, the Build Alternatives with the greatest reductions in total vehicle delay 

hours are represented by the areas with the most at-grade crossing eliminations (i.e., grade 

separation or crossing closure) or those with service changes (i.e., the bypass alignments 

that reduce the daily number of trains through existing at-grade crossings or service line 

changes on the A- and S-Lines in Richmond). 

 The DC2RVA Project is anticipated to reduce vehicle delay for each Build Alternative with 

the exception of Build Alternative 3A, which maintains existing crossing conditions. This 

reduction in delay indicates that the overall proposed grade separations and operating 

conditions that reduce delay (i.e., improved train speeds) outweigh the proposed changes 

that would increase delay (i.e., number of daily vehicles and trains, length of train). While 

vehicles at crossing closures will divert to adjacent crossings, the majority of diverted 

vehicles would utilize adjacent grade-separated crossings (thus removing the daily delay 

of those vehicles) and/or are relatively not high volumes of vehicles that are detoured. 

 For crossings that remain at-grade and experience increases in delay in the Build 

condition, the change in total daily delay is less than 8 percent for most crossings; less 

than ten individual crossings that are located within Fredericksburg, Ashland, and 

Richmond will experience higher total daily delay.
D.C. to Richmond Southeast High Speed Rail 7-1 Transportation Technical Report 

REFERENCES 

Amtrak. 

2013. Station Program Planning Guidelines. https://spportal.mytechub.com/Sites/DC2RVA/ 

Project%20Communication/Reference%20Material/amtrak-station-planning-andprogram-guidelines.pdf. 2013. 

Arlington County. 

2007. Master Transportation Plan: Goals and Policies Summary. Arlington, VA. 

2011. Five-Year Review of Arlington County’s Comprehensive Plan: 2005-2010. Arlington, VA. 

Caroline County. 

2010. Caroline County Comprehensive Plan 2030. Bowling Green, VA. 

Chesterfield County. 

2012. Moving Forward: The Comprehensive Plan for Chesterfield County. Chesterfield, VA. 

Code of Virginia. 

Nd. Crossing of a railroad or public highway by another railroad; crossing of a railroad by a 

public highway. https://vacode.org/56-363/. 

City of Fredericksburg, VA. 

2007. Fredericksburg Comprehensive Plan. Fredericksburg, VA. 

2014. Draft Comprehensive Plan. Fredericksburg, VA. 

City of Alexandria, VA. 

2008. City of Alexandria Comprehensive Transportation Master Plan. Alexandria, VA. 

City of Richmond, VA. 

2000. Master Plan, Richmond. Richmond, VA. 

Fairfax County. 

2014. Policy Plan: The Countywide Policy Element of The Comprehensive Plan for Fairfax 

County, Virginia. Fairfax, VA. 

7 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-2 Transportation Technical Report 

Federal Highway Administration (FHWA). 

2007. Railroad-Highway Grade Crossing Handbook—Revised Second Edition (August 2007). 

http://safety.fhwa.dot.gov/xings/com_roaduser/07010/

Federal Railroad Administration (FRA). 

Nd. Crossing Inventory Forms (Form FRA 6180.71). Accessed October 2015, manually 

queried by Crossing Number. 

http://safetydata.fra.dot.gov/OfficeofSafety/PublicSite/Crossing/Crossing.aspx

Nd. FRA GIS Web Application. http://fragis.fra.dot.gov/GISFRASafety/

2009. Vision for High-Speed Rail in America, High-Speed Rail Strategic Plan. April 2009. 

https://www.fra.dot.gov/eLib/Details/L02833. 

2016. Office of Safety Analysis. Web Accident Prediction System. Accessed July 2016. 

http://safetydata.fra.dot.gov/webaps/ 

2016. Office of Safety Analysis. Query Accident / Incident Trends for Highway-Rail 

Crossings. Accessed July 2016. 

http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/query/gxrtally1.aspx

2016. Quiet Zone FRAWeb Report. Accessed July 2006. 

https://www.fra.dot.gov/eLib/details/L05204. 

2016. U.S. DOT Crossing Inventory. Accessed 2016. http://fragis.fra.dot.gov/GISFRASafety/. 

Fredericksburg Area Metropolitan Planning Organization. 

2013. 2040 Long Range Transportation Plan. Fredericksburg, VA. 

2014. Transportation Improvement Program (TIP). Fredericksburg, VA. 

Hanover County. 

2012. Comprehensive Plan Hanover County, VA, 2012-2032. Hanover, VA. 

Henrico County. 

2009. Henrico County: Vision 2026. Henrico, VA. 

May, Adolf D. 

1990. Traffic Flow Fundamentals. 1990. ISBN 0-13-92607202 

Metropolitan Washington Council of Governments (MWCOG). 

2014. Regional Transportation Priorities Plan for the National Capital Region. 

Washington, D.C. 
REFERENCES 

D.C. to Richmond Southeast High Speed Rail 7-3 Transportation Technical Report 

National Capital Region Transportation Planning Board. 

2014. Transportation Improvement Program (TIP). Washington, DC. 

Prince William County. 

2008. Comprehensive Plan 2008. Prince William, VA. Updates to individual chapters through 

2014. 

Richmond Area Metropolitan Planning Organization (RAMPO). 

2012. plan2035. Richmond, VA. 

2014. Transportation Improvement Program (TIP). Richmond, VA. 

Spotsylvania County. 

2013. Spotsylvania County Comprehensive Plan. Spotsylvania, VA. 

Stafford County. 

2014. Stafford County Virginia Comprehensive Plan 2010-2030. Stafford, VA. 

Town of Ashland. 

2011. The Town of Ashland 2011 Comprehensive Plan. Ashland, VA. 

Transportation Research Board (TRB). 

2010. Transportation Research Board. Highway Capacity Manual Fifth Edition (HCM 2010). 

http://hcm.trb.org/?qr=1 

Virginia Department of Transportation (VDOT). 

Nd. Traffic Data, Official AADT and VMT Publications, Years 2001 through 2015 and 

Historical Traffic Data. Accessed January 2016. 

http://www.virginiadot.org/info/ct-trafficcounts.asp 

2014. Annual Average Daily Traffic with Vehicle Classification for 2014, GIS online database. 

Richmond, VA. 2014. Accessed January 2016. 

http://www.arcgis.com/home/item.html?id=cd4d084cccc84cea9e77a08e3de20fa2 

2016. VDOT Six Year Improvement Plan. Accessed June 2016. 

http://www.virginiadot.org/projects/syp-default.asp 

2016. VDOT Statewide Transportation Plan. Accessed July 2016. 

http://www.virginiadot.org/about/stip.asp 

Unites States Department of Transportation (USDOT). 
ENDNOTES 

D.C. to Richmond Southeast High Speed Rail 7-1 Transportation Technical Report 

1 These estimates of roadway (centerline) miles and vehicle-miles traveled (VMT) comprise all Interstate 

and US highways, as well as major state routes. Secondary and urban roads that serve primarily as access 

to individual properties were not included. 

2 A revenue trip is a trip that carries paying passengers. A non-revenue trip is a trip that does not carry 

paying passengers, for example for the purposes of moving crew or empty trains. 

3 https://www.fra.dot.gov/eLib/Details/L17371 

4 Train accidents that do not affect the public highway system, the causes of which range from human 

operation factors to mechanical/track and electrical failures. These types of train-only accidents are not 

included in the data presented in this section; however, in the state of Virginia from 2013 to November 

2016, there were a total of 33 train (non-highway) accidents. 

5 FHWA’s Railroad-Highway Grade Crossing Handbook—Revised Second Edition provides guidance criteria and 

details physical and operational improvements for highway-rail at-grade crossings to enhance the safety 

and operation of both roadway and rail traffic through the crossings. The “expected accident frequency” is 

criterion number ten, and is calculated based on the US DOT Accident Prediction Model using a five-year 

accident history. The model is intended to predict, in absolute terms, the likelihood of a collision occurring 

over a given period of time given conditions at the crossing, and can be used to identify potential highaccident locations for further review. The expected accident frequency provides a comparative estimate of 

the number of collisions per year; therefore, a lower number is more desirable. 

6 The Fiscal Year 2017 (FY 2017) document (http://www.virginiadot.org/projects/syp-default.asp) was 

reviewed to identify relevant SYIP projects. For the STIP, projects for Fiscal Years 2015 to 2018 were 

reviewed (http://www.virginiadot.org/about/stip.asp). 

7 Additional information on Virginia’s Highway Safety Improvement Program (HSIP) is available here: 

http://www.virginiadot.org/business/ted_app_pro.asp. 8 The extents of the Peninsula Subdivision rail line, which serves passenger trains between Richmond and 

Newport News, that are located within the DEIS limits were included in the preliminary identification of 

roadway crossings. It was the intent of the at-grade crossing evaluation methodology (refer to Appendix 

OO of the Alternatives Technical Report) to evaluate all public roadway crossings and any private roadway 

crossings that could have an effect on the public (either through public use of a private crossings or private 

ownership by a citizen of a parcel that has and/or needs crossing access). Within the DEIS limits on the 

Peninsula Subdivision rail line, there is a single at-grade roadway crossing that functions as private 

exclusive railroad access as well as several existing grade-separated crossings. However, the DC2RVA 

Project was not anticipated to have Build Alternative features that would affect roadway crossings to the 

same levels as along the RF&P line, A-Line, and S-Line since the Peninsula Subdivision rail line is not 

proposed to have an additional track and does not serve trains to the same level through the entire corridor 

between Washington, D.C. and Richmond. Accordingly, the short segment of the Peninsula Subdivision 

rail line was not included in further transportation affected environment or environmental 

consequences. This does not, however, preclude the addition of any safety measures at the existing 

crossings, in coordination with FRA. 

9 The applicable state law can be found at: https://vacode.org/56-363/ 

10 There are a total of 28 Quiet Zone locations in Virginia per the Quiet Zone FRAWeb Report 

(https://www.fra.dot.gov/eLib/details/L05204). Individual crossings that are included as part of the 

Quiet Zone designation verified per the US DOT Crossing Inventory Form for each crossing (accessed per 

http://fragis.fra.dot.gov/GISFRASafety/). 

11 49 CFR; Part 222; Part 229 can be found in its entirety on the FRA website at: 

http://www.fra.dot.gov/eLib/Details/L02809. 12 Changes in the number and operating characteristics (type, speed, and length) of trains can have a direct 

effect on individual at-grade highway-rail crossings in terms of delay experienced while trains are 

 
ENDNOTES 

D.C. to Richmond Southeast High Speed Rail 7-2 Transportation Technical Report 

 

traversing the crossing. These analyses are provided on the Corridor Scale, which are included in Section 

4.1.2. 

13 The links to the VDOT GIS database and associated count book publications are provided on the VDOT 

Traffic Data webpage: http://www.virginiadot.org/info/ct-trafficcounts.asp The GIS database was 

accessed in January 2016; at that time, the most updated data was available for 2014. Since that time, an 

updated GIS file has been posted (data updated May 2016, with data through 2015); however, that dataset 

was reviewed and determined to be incomplete for the needs of the DC2RVA analysis. 

14 Based on the known growth rates and assuming that the growth rate for the primary and interstate roads in 

Fredericksburg are comparable to the growth rate for the primary and interstate roads in all other jurisdictions, a ratio 

was applied to solve for the yearly growth rate from 1975 all the way through 2014. This ratio and the calculations are 

shown below: 

	݁ݐܴܽ	hݐݓ݋ݎܩ	ሻ ݁݀.ݎܨ	݀݅݊݃ݑ݈ܿݔ݁ሺ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 2000

݁ݐܴܽ	hݐݓ݋ݎܩሻ ݁݀.ݎܨ	݀݅݊݃ݑ݈ܿݔ݁ሺ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 1975

݁݀.ݎܨ	ݎ݋݂	݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 2000 =

݁݀.ݎܨ	ݎ݋݂	݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 1975

1.267%	

2.230% = 0.498%

݁݀.ݎܨ	ݎ݋݂	݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 1975

%૟ૡૠ . = ૙.ࢊࢋ࢘ࡲ	࢘࢕ࢌ	ࢋ࢚ࢇࡾ	ࢎ࢚࢝࢕࢘ࡳ	࢟࢘ࢇ࢓࢏࢘ࡼ	&	ࢋ࢚ࢇ࢚࢙࢘ࢋ࢚࢔ࡵ	૝૚૙૛ − ૞ૠૢ૚

15 Based on the known growth rate and assuming that the growth rate for secondary roads are comparable 

to the growth rate for the primary and interstate roads, a ratio was applied to estimate yearly growth rates 

from 1975 to 2014. This ratio and the calculations are shown below: 

	݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 2000݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݊݀ܽ݋ܵ݁ܿ	2014 − 2000 = ݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݅݉ܽݎܲ	&	݁ݐܽݐݏݎ݁ݐ݊ܫ	2014 − 1975

݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݊݀ܽ݋ܵ݁ܿ	2014 − 1975

1.267%	

2.230% = 1.382%݁ݐܴܽ	hݐݓ݋ݎܩ	ݕݎ݊݀ܽ݋ܵ݁ܿ	2014 − 1975

%૚૜૝ .૛ = ࢋ࢚ࢇࡾ	ࢎ࢚࢝࢕࢘ࡳ	࢟࢘ࢇࢊ࢔࢕ࢉࢋࡿ	૝૚૙૛ − ૞ૠૢ૚

16 A vehicle-mile is a measure of total travel on a particular roadway or within an overall area; it is 

calculated by multiplying the number of vehicles traveling on a particular roadway by the total length of 

that roadway. 

17 This value represents trips going to, from, and through the study corridor. 

18 Based on annual ridership divided by 320 (accounts for daily variation); assumed auto occupancy of 1.3 persons per 

vehicle; and corridor length of 123 miles. 

19 Adjacent roadway(s) at stations were defined as those that vehicles (including personal motor vehicle, transit, or 

drop-off service such as taxis) could use to access the station.

20 The annual ridership from the model used in this analysis represents the DC2RVA Project. It excludes passengers 

on VRE, the auto train, and the long distance trains to Florida. The difference between the No Build and Build 

conditions, therefore, represent the increases due to the DC2RVA Project trains. 

21 The applicable state law can be found at: https://vacode.org/56-363/ 

22 FRA’s 2009 High Speed Passenger Rail Safety Strategy guidance states for track speeds between 80mph and 110mph, 

private highway-rail grade crossings should be treated with “automated warning or locked gate with signal 

interlock”. Other types of private gates were considered during the alternatives development process, but from a 

safety standpoint, the locked gate treatment was considered to be the better candidate by restricting access to the 

crossing to the private crossing owner and allowing access only for a specific set of conditions as opposed to being 

open 24 hours a day excluding train events. 

23 The crossing elimination screening analysis identified 5 crossings that met or exceeded at least one FHWA condition 

threshold in 2015, and 21 crossings that met or exceeded at least one FHWA condition threshold by 2025. While 2045 

conditions were evaluated, only the 2015 and 2025 conditions were used as part of the proposed action determination. 
ENDNOTES 

D.C. to Richmond Southeast High Speed Rail 7-3 Transportation Technical Report 

 

24 Documentation was based on project site visits, aerial and/or street-view photography, and VDOT and FRA online 

databases. The level of detail documented for the site-specific conditions was intended to support identification of 

feasibility considerations for each proposed action at the crossing location. 25 For example, for Hermitage Road (S-Line crossing), DRPT recommended additional median treatment as part of the 

original at-grade crossing evaluation; however, during the design of Build Alternative 6B–S-Line, it was determined 

that the potential for risk to motorists at this crossing increases significantly with passenger trains accelerating and 

decelerating towards the proposed Boulevard Station, as well as proximity to Acca Yard and the train station. As train 

decelerate on approach to the proposed station or Acca Yard, the multiple track condition increases the probability of 

a gate violation by a motorist to occur when either a passenger train or a slow moving freight train clears the crossing 

and the signal activation is held from another train traveling in the opposite direction that is obscured by the train on 

the closest track. Accordingly, the Hermitage Road crossing was proposed to be grade-separated as part of that Build 

Alternative. 

Additionally, during the conceptual engineering phase within the Ashland Area, the crossing elimination screening 

analysis was performed for the specific Build Alternatives under consideration to determine if the original proposed 

crossing improvement of grade separation at the W Vaughn and Ashcake Road crossings were applicable. It was 

determined that Build Alternative 5C (2-Track West Bypass) did not trigger any of the FHWA threshold criteria, and 

the proposed crossing improvements were modified to Four-Quadrant Gates. 

26 Railroad Avenue / Center Street operates as two one-way roadways (one on each side of the rail line) 

through the Town of Ashland. Based on inventory of physical street signage, the Railroad Avenue 

designation is generally used closest to the center of town (near England Street) and the Center Street 

designation is used elsewhere. For ease of reference, these roadways will be designated as “Railroad 

Avenue / Center Street” with callouts to the appropriate side of the tracks, as necessary, as well as to/from 

limits, in place of any “N” or “S” designation in the transportation analysis for the Draft EIS. 

27 FHWA Rail-Roadway Crossing Handbook can be found here: 

http://safety.fhwa.dot.gov/xings/com_roaduser/07010/07010.pdf

28 Traffic counts were performed in June 2016 at 34 locations through the DC2RVA corridor, in support of 

potential crossing closure analysis, air and noise environmental analysis, and station design. For details, 

refer to Attachment A of this technical report. 

29 The analysis area consists of the closure crossing, logical alternative crossing locations, and the roadway network 

connecting the closure and alternative crossings.

30 The process described here represents a simplified approach to synthesizing a trip table. Because of the large and 

varied nature of the DC2RVA study area, this simplified approach allows for flexibility and a level of detail appropriate 

to the required analysis. 

31 These estimates were made on a daily basis, so equal volumes and patterns were assumed for both directions (i.e. 

the volume of traffic crossing the railroad in one direction was matched with an equal volume in the opposite direction).

32 2010 Highway Capacity Manual (Fifth Edition), Transportation Research Board, Transportation Research Board, 

Washington DC 20001, 2010 (including Errata through 2014)

33 Transit Capacity and Quality of Service Manual (Third Edition), TCRP Report 165, Transit Cooperative Research 

Program, Transportation Research Board, Washington DC 20001, 2013

34 http://www.dot.state.fl.us/planning/systems/programs/SM/los/pdfs/2013%20QLOS%20Handbook.pdf

35 A useful comparison of the HCM and CLV analysis techniques is available here: http://www.sabrawang.com/assets/clvversushcmtrafficsignalanalysismethodologiessabraandriniker.pdf

36 The source of the daily volume data in this section are the same as those used throughout the 

transportation analyses, but here are presented rounded to the nearest 100 vehicles.

37 The existing crossing is verified to operate with gated access across Trenton Avenue to restrict public 

access into the industrial area; since vehicles cannot use this as a normal thoroughfare, there are no vehicles 

to detour. 

38 While private vehicles may experience additional delay due to either train service improvements or 

crossing improvements as part of the DC2RVA Project, it is not quantified as part of this analysis. 

39 Traffic Flow Fundamentals, 1990 (ISBN 0-13-92607202). 

40 Further details on the FHWA handbook are provided in Section 5.1 of this report. FHWA Rail-Roadway Crossing 

Handbook can be found here: http://safety.fhwa.dot.gov/xings/com_roaduser/07010/07010.pdf. 
ENDNOTES 

D.C. to Richmond Southeast High Speed Rail 7-4 Transportation Technical Report 

 

41 http://www.arcgis.com/home/webmap/viewer.html?webmap=3eca6c9adb6649c988d98734f85baddb (accessed 

January 2016). 

42 The data of one-way trips through individual at-grade crossings may seem to differ from the data in other sections 

of the Draft EIS, which summarize daily train data on a corridor-wide scale by round trips. However, the source data 

are consistent and the difference is in the presentation of the data (one-way versus round trip; corridor-wide versus by 

crossing).

43 Intercity Passenger Trains are comprised of Northeast Regional, Interstate Corridor, Long Distance, and 

Auto Train passenger train types. Trips for each passenger train type were calculated separately for this 

delay analysis.