Pages_from_Part_6-3.pdf

Russell Road: MCCDC toward Dunlap Circle WO# 862898 MCB Quantico, Virginia P-572

PART SIX - ATTACHMENTS

Attachment 10 P-307 Navy Crane Center

This Sheet Intentionally Left Blank

NAVFAC P-307

NAVY CRANE CENTER

DEC 2009

SECTION 1 - GENERAL OVERVIEW

(Excerpt only pertaining to Contractor Operated Crane)

1.7.2 Contractor Operated Cranes (and Multi-Purpose Machines, Material Handling Equipment (Forklifts), and Construction Equipment When Used as Cranes to Lift Suspended Loads) and Rigging Equipment in Weight Handling Operations.

In addition to cranes rented or leased for operation by an activity, other non-Navy owned cranes, multi-purpose machines, material handling equipment (forklifts), and construction equipment are used on Navy property to lift suspended loads. Rigging equipment may be used with these machines or by itself in weight handling operations.

These cranes and equipment can be from a variety of sources and are generally incidental to construction contracts, ship repair contracts, demolition contracts, maintenance and other service contracts, deliveries of supplies and equipment, etc. Numerous organizations, including tenant activities, ships, supply departments, ROICCs, etc., have contracting authority and very often the need for cranes is not anticipated when contract documents are written. The following requirements apply to any contracted work utilizing cranes (and multi-purpose machines, material handling equipment, construction equipment used to lift loads suspended by rigging gear) and to all rigging equipment used in weight handling operations at a naval activity. These requirements do not apply to shipboard cranes or rigging equipment. Navy activity (i.e., host activity) commanding officers shall promulgate the following minimum requirements to tenants and contracting officers for inclusion in contracts, statements of work, purchase orders, etc. (These requirements do not apply to cranes that enter the activity but are not used for lifting, or other machines not used to lift loads suspended by rigging equipment.)

a. Require the contractor to comply with specific activity regulations pertaining to crane safety and operation (including allowable access routes and ground loading limitations), and to notify the contracting officer, in advance, of any cranes entering the activity or of any multi-purpose machines, material handling equipment, or construction equipment that may be used in a crane-like application to lift suspended loads. Require the contractor to comply with applicable ANSI or ASME standards (e.g., ASME B30.5 for mobile cranes, ASME B30.22 for articulating boom cranes, ASME B30.3 for construction tower cranes, and ASME B30.8 for floating cranes, ASME B30.9 for slings, ASME B30.20 for below the hook lifting devices, and ASME B30.26 for rigging hardware, ANSI/ITSDF B56.6 for rough terrain forklifts). For cranes, machines and rigging equipment at naval activities in foreign countries, the cranes, machines and rigging equipment shall comply with the appropriate host country safety standards.

For barge-mounted mobile cranes, require a third party certification from an OSHA accredited organization (or a third party certification from a state accredited organization for those states with OSHA approved state plans), a load indicating device, a wind indicating device, and a marine type list and trim indicator readable in one-half degree increments. Third party certification is not required for barge-mounted mobile cranes at naval activities in foreign countries.

b. Require a certificate of compliance from the contractor (appendix

P, figure P-1) that the crane (or other machine if used to lift suspended loads) and the rigging equipment meet applicable OSHA and ANSI/ASME regulations (with the contractor citing which OSHA and ANSI/ASME regulations are applicable, e.g., cranes/multi-purpose machines used in cargo transfer shall comply with 29 CFR 1917; cranes/multi-purpose machines used in construction, demolition, or maintenance shall comply with 29 CFR 1926;

cranes/multi-purpose machines used in shipbuilding, ship repair, or shipbreaking shall comply with 29 CFR 1915; slings shall comply with ASME B30.9, rigging hardware shall comply with ASME B30.26). For cranes (or other machines used to lift suspended loads) and rigging equipment at naval activities in foreign countries, the contractor shall certify that the crane (or other machine) and the rigging equipment conform to the appropriate host country safety standards. The contractor shall also certify that all of its crane (or other machine) operators working on the naval activity have been trained not to bypass safety devices (e.g., anti-two block devices) during lifting operations. Require that the certifications be posted on the crane.

c. For mobile and commercial truck mounted cranes with OEM rated capacities of greater than 2000 pounds, require that the crane operator be designated as qualified by a source that qualifies crane operators (i.e., a union, a government agency, or an organization that tests and qualifies crane operators). Proof of current qualification shall be provided. Operators of cranes used in construction at activities under US jurisdiction shall follow the qualification and certification requirements of 29 CFR 1926.1427.

d. Require the contractor to certify (appendix P, figure P-1) that the operator is qualified and trained for the operation of the crane or machine to be used.

e. For multi-purpose machines, material handling equipment, and construction equipment used to lift loads suspended by rigging equipment, require proof of authorization from the machine OEM that the machine is capable of making lifts of loads suspended by rigging equipment. Require the contractor to demonstrate that the equipment is properly configured to make such lifts and is equipped with a load chart.

f. Require that all hooks used on cranes, hoists, other machines, and rigging gear shall have self-closing latches or the throat opening shall be "moused" (secured with wire, rope, heavy tape, etc.) or otherwise secured to prevent the attached item from coming free of the hook under a slack condition. The following exceptions apply and shall be approved by the contractor’s technical organization: items where the hook throat is fully obstructed and not available for manual securing and lifts where securing the hook throat increases the danger to personnel such as forge shop, dip tank, or underwater work.

g. Require a critical lift plan for each of the following lifts:

lifts over 75 percent of the capacity of the crane, hoist, or other machine (lifts over 50 percent of the capacity of a barge mounted mobile crane’s hoists) at any radius of lift; lifts involving more than one crane, hoist, or other machine; lifts of personnel (lifts of personnel suspended by rigging equipment from multi-purpose machines, material handling equipment, or construction equipment shall not be permitted); lifts made in the vicinity of overhead power lines; erection of cranes; and lifts involving non-routine rigging or operation, sensitive equipment, or unusual safety risks. The plan shall include the following as applicable:

(1) The size and weight of the load to be lifted, including crane (or other machine) and rigging equipment that add to the weight. The OEM's maximum load capacities for the entire range of the lift shall also be provided.

(2) The lift geometry, including the crane (or other machine) position, boom length and angle, height of lift, and radius for the entire range of the lift. Applies to both single and multiple crane/machine lifts.

(3) A rigging plan, showing the lift points, rigging equipment, and rigging procedures.

(4) The environmental conditions under which lift operations are to be stopped.

(5) For lifts of personnel, the plan shall demonstrate compliance with the requirements of 29 CFR 1926.1431.

(6) For barge mounted mobile cranes, barge stability calculations identifying crane placement/footprint; barge list and trim based on anticipated loading; and load charts based on calculated list and trim specific to the barge the crane is mounted on. The amount of list and trim shall be within the crane manufacturer’s requirements.

(7) For lifts in the vicinity of overhead power lines (i.e., if any part of the crane or other machine, including the fully extended boom of a telescoping boom crane or machine, or the load could approach the distances noted in figure 10-3 during a proposed operation), the plan shall demonstrate compliance to 29 CFR 1926.1408-1411.

h. Require the contractor to notify the contracting officer as soon as practical, but not later than four hours, after any WHE accident (see definition in section 12). Require the contractor to secure the accident site and protect evidence until released by the contracting officer. Require the contractor to conduct an accident investigation to establish the root cause(s) of any WHE accident. Crane operations shall not proceed until cause is determined and corrective actions have been implemented to the satisfaction of the contracting officer.

i. Require the contractor to provide the contracting officer within 30 days of any accident a Crane and Rigging Gear Accident Report using the form provided in section 12 consisting of a summary of circumstances, an explanation of causes(s), photographs (if available), and corrective actions taken. These notifications and reporting requirements are in addition to those promulgated by OPNAVINST 5100.23 and related command instructions.

j. Require the contractor to certify that signal persons used in construction work are qualified in accordance with 29 CFR 1926.1428.

The host activity shall ensure that contracts contain the above requirements, concur with the contracting officer’s oversight plan (paragraph 1.7.2.2), ensure that the oversight plan is being carried out, and provide oversight of contractor accident investigations and corrective actions.

1.7.2.1 Additional Requirements For Tower Cranes.

Contractor provided tower cranes used in construction must meet the additional requirements of CFR 1926.1435. The following additional documentation is required for contractor provided tower cranes (those cranes defined by ASME B30.3).

a. Foundation design and requirements.

b. Installation instructions.

c. Assembly and disassembly instructions including climbing/jumping instructions if applicable.

c. Operating manual, limitations, and precautions.

e. Periodic inspection and maintenance requirements.

1.7.2.2 Contracting Officer Responsibilities

a. The contracting officer shall include the minimum requirements of paragraph 1.7.2 and 1.7.2.1 for contractor cranes in contracts, ensure compliance with contract requirements, provide oversight of contractor crane and rigging operations, and provide oversight of contractor accident investigations and corrective actions.

The degree of oversight shall be based upon the risk to Government personnel and property. Appendix P, figure P-2, provides a checklist that shall be used during oversight of contractor crane and rigging operations. The host activity shall concur with the oversight plan. Copies of appendix P, figure P- 2, shall be kept on file for one year.

b. The contracting officer shall notify the host activity of any WHE accident upon notification by the contractor. Additionally, the contracting officer shall notify the Navy Crane Center of an accident involving a fatality, in-patient hospitalization, overturned crane, collapsed boom, or any other major damage to the crane or adjacent property as soon as possible, preferably within 24 hours of notification by the contractor. For all other accidents, notify the Navy Crane Center as soon as practical but no later than three working days after the accident.

c. The contracting officer shall provide the Navy Crane Center and host activity a copy of every accident report, regardless of severity, upon receipt from the contractor. These requirements are in addition to any notification and reporting requirements promulgated in OPNAVINST 5100.23 and command instructions. When the contracting office is not in the local area, the contracting officer shall designate a local representative to ensure compliance with the above noted requirements.

P-1

APPENDIX P – CONTRACTOR CRANE (OR ALTERNATE MACHINE USED TO LIFT

SUSPENDED LOAD) AND RIGGING GEAR REQUIREMENTS

CERTIFICATE OF COMPLIANCE

This certificate shall be signed by an official of the company that provides cranes (or multi-purpose machines, material handling equipment, or construction equipment used to lift loads suspended by rigging gear) or rigging gear for any application under this contract. Post a completed certificate on each crane or alternate machine (or in the contractor’s on-site office for rigging operations) brought onto Navy property.

CONTRACTING OFFICER’S POINT OF CONTACT

(Government Representative)

PHONE

PRIME CONTRACTOR/PHONE

CONTRACT NUMBER

CRANE OR ALTERNATE MACHINE SUPPLIER/PHONE

(if different from prime contractor)

CRANE OR

ALTERNATE MACHINE

NUMBER (i.e., ID number)

CRANE OR ALTERNATE MACHINE MANUFACTURER/TYPE/CAPACITY

CRANE OR ALTERNATE MACHINE OPERATOR'S NAME(S)

I certify that

1. The above noted crane or alternate machine and all rigging gear conform to applicable OSHA regulations (host country regulations for naval activities in foreign countries) and applicable ASME B30 standards. The following OSHA regulations and ASME standards apply:________________________________________________________

2. The operators noted above have been trained and are qualified for the operation of the above noted crane(s) or alternate machine(s).

3. The operators noted above have been trained not to bypass safety devices during lifting operations.

4. The operators, riggers and company officials are aware of the actions required in the event of an accident as specified in the contract.

COMPANY OFFICIAL SIGNATURE

DATE

COMPANY OFFICIAL NAME/TITLE

POST ON CRANE (OR ALTERNATE MACHINE)

(IN CAB OR VEHICLE)

(or in the contractor’s on-site office for rigging operations)

FIGURE P-1

10-18

DANGER ZONE FOR CRANES AND LIFTED LOADS

OPERATING NEAR ELECTRICAL TRANSMISSION LINES.

Required clearance for normal voltage in operation near high voltage power lines and operation in transit with no load and boom or mast lowered.

NORMAL VOLTAGE, KV MINIMUM REQUIRED

(PHASE TO PHASE) CLEARANCE, FT (M)

Operation Near High Voltage Power Lines

0 to 50 10 ( 3.05) Over 50 to 200 15 ( 4.60) Over 200 to 350 20 ( 6.10) Over 350 to 500 25 ( 7.62) Over 500 to 750 35 (10.67) Over 750 to 1000 45 (13.72)

Operation in Transit with No Load and Boom or Mast Lowered

0 to 0.75 4 (1.22) Over 0.75 to 50 6 (1.83) Over 50 to 345 10 (3.05) Over 345 to 750 16 (4.87) Over 750 to 1000 20 (6.10)

FIGURE 10-3

This area should be avoided.

Danger zone area.

Attachment 11 9 VAC 5 Chapter 40 Article 39 Air Pollution Abatement

4-39: 1

COMMONWEALTH OF VIRGINIA

STATE AIR POLLUTION CONTROL BOARD

REGULATIONS FOR THE CONTROL AND ABATEMENT OF AIR POLLUTION

9 VAC 5 CHAPTER 40.

EXISTING STATIONARY SOURCES.

PART II.

Emission Standards.

ARTICLE 39.

Emission Standards For Asphalt Paving Operations (Rule 4-39).

9 VAC 5-40-5490. Applicability and designation of affected facility.

9 VAC 5-40-5500. Definitions.

9 VAC 5-40-5510. Standard for volatile organic compounds.

9 VAC 5-40-5520. Standard for visible emissions.

9 VAC 5-40-5530. Standard for fugitive dust/emissions.

9 VAC 5-40-5560. Compliance.

9 VAC 5-40-5570. Test methods and procedures.

9 VAC 5-40-5580. Monitoring.

9 VAC 5-40-5590. Notification, records and reporting.

9 VAC 5-40-5490. Applicability and designation of affected facility.

A. The affected facility to which the provisions of this article apply is each asphalt paving operation.

B. The provisions of this article apply only to sources of volatile organic compounds in volatile organic compound emissions control areas designated in 9 VAC 5-20-206.

9 VAC 5-40-5500. Definitions.

A. For the purpose of these regulations and subsequent amendments or any orders issued by the board, the words or terms shall have the meaning given them in subsection C of this section.

B. As used in this article, all terms not defined here shall have the meaning given them in 9 VAC 5 Chapter 10 (9 VAC 5-10-10 et seq.), unless otherwise required by context.

C. Terms defined.

"Asphalt" means a dark-brown to black cementitious material (solid, semisolid, or liquid in consistency) in which the predominating constituents are bitumens which occur in nature as such or which are obtained as residue in refining petroleum.

"Cutback asphalt" means asphalt cement which has been liquefied by blending with petroleum solvents (diluents). Upon exposure to atmospheric conditions the diluents evaporate, leaving the asphalt cement to perform its function.

"Emulsified asphalt" means an emulsion of asphalt cement and water which contains a small amount of an emulsifying agent; a heterogeneous system containing two normally immiscible phases (asphalt and water) in which the water forms the continuous phase of the emulsion, and minute globules of asphalt form the discontinuous phase.

4-39: 2

"Penetrating prime coat" means an application of low-viscosity liquid asphalt to an absorbent surface. It is used to prepare an untreated base for an asphalt surface. The prime penetrates the base and fills the surface voids, hardens the top, and helps bind it to the overlying asphalt course. It also reduces the necessity of maintaining an untreated base course prior to placing the asphalt pavement.

9 VAC 5-40-5510. Standard for volatile organic compounds.

A. No owner or other person shall cause or permit the manufacture, mixing, storage, use or application of liquefied asphalt for paving operations unless such asphalt is of the emulsified asphalt type.

B. Regardless of the provisions of subsection A of this section, the manufacture, mixing, storage, use or application of cutback asphalt is permitted under any of the following circumstances:

1. When stockpile storage greater than one month is necessary;

2. When use or application during the months of November through March is necessary;

3. When use or application as a penetrating prime coat or tack coat is necessary;

or

4. When the user can demonstrate that there are no volatile organic compound emissions from the asphalt under conditions of normal use.

C. The provisions of subsection A of this section do not preclude the manufacture, mixing, storage, use or application of heated asphalt cement as a component in asphaltic concrete mixing or for priming in surface treatment.

D. Notwithstanding the provisions of subsection A of this section, the manufacture, mixing, storage, use or application of emulsified asphalt containing volatile organic compounds is permitted provided the annual average of volatile organic compound content for all emulsified asphalts used does not exceed 6% of volatile organic compounds by volume.

9 VAC 5-40-5520. Standard for visible emissions.

The provisions of Article 1 (9 VAC 5-40-60 et seq.) of 9 VAC 5 Chapter 40 (Emission Standards for Visible Emissions and Fugitive Dust/Emissions, Rule 4-1) apply.

9 VAC 5-40-5530. Standard for fugitive dust/emissions.

The provisions of Article 1 (9 VAC 5-40-60 et seq.) of 9 VAC 5 Chapter 40 (Emission Standards for Visible Emissions and Fugitive Dust/Emissions, Rule 4-1) apply.

9 VAC 5-40-5540. [Not in SIP]

9 VAC 5-40-5550. [Not in SIP]

9 VAC 5-40-5560. Compliance.

The provisions of 9 VAC 5-40-20 (Compliance) apply.

4-39: 3

9 VAC 5-40-5570. Test methods and procedures.

The provisions of 9 VAC 5-40-30 (Emission Testing) apply.

9 VAC 5-40-5580. Monitoring.

The provisions of 9 VAC 5-40-40 (Monitoring) apply.

9 VAC 5-40-5590. Notification, records and reporting.

The provisions of 9 VAC 5-40-50 (Notification, Records and Reporting) apply.

Attachment 12 Russell Road (Phase 3) Traffic Study

DRAFT Russell Road (Phase 3) Corridor Study Project Number: 15905-1-2

June 21, 2012

TABLE OF CONTENTS

1. INTRODUCTION AND SUMMARY

2. METHODOLOGY

3. EXISTING (2012) CONDITIONS

4. SHORT-TERM YEAR (2015) CONDITIONS

A. DAILY AND PEAK HOUR(S) TRAFFIC VOLUMES WITH EXISTING RUSSELL ROAD

B. DAILY AND PEAK HOUR(S) TRAFFIC VOLUMES WITH A THREE-LANE AND FOUR-LANE RUSSELL ROAD

CORRIDOR

5. DESIGN YEAR (2035) CONDITIONS

A. DESIGN YEAR 2035 THREE LANE AND FOUR LANE LINK CAPACITY ANALYSIS

B. DESIGN YEAR 2035 THREE LANE AND FOUR LANE INTERSECTION CAPACITY ANALYSIS

6. VALUE ENGINEERING

7. DESIGN ELEMENTS

8. TURN LANE WARRANTS

9. CONCLUSIONS

LIST OF FIGURES

Exhibit A

Figure 1: Vicinity Map

Figure 2: Russell Road Study Area Link & Intersections

Figure 3A: Existing Hourly Link Volumes

Figure 3B: Existing Hourly Link Volumes

Figure 3C: 2012 Existing Traffic Conditions

Figure 4: 2015 No-Build Traffic Conditions (with Existing Geometry)

Figure 5: 2015 Short Term Lane Geometry & LOS (with 3 & 4-lane sections)

Figure 6: 2035 Design Year Traffic Conditions (with Existing Geometry)

Figure 7: 2035 Design Year Lane Geometry & LOS (with 3 & 4-lane sections)

Figure 8: Concept Lane Recommendations

LIST OF TABLES

Table 1: 2012 Existing Conditions – LOS, BOQ (95%) & Delay

Table 2: 2015 Conditions With Existing Geometry – LOS, BOQ (95%) & Delay

Table 3: 2015 Conditions With 3 lane Corridor – LOS, BOQ (95%) & Delay

Table 4: 2015 Conditions With 4 lane Corridor – LOS, BOQ (95%) & Delay

Table 5: 2035 Conditions With Existing Geometry – LOS, BOQ (95%) & Delay

Table 6 2035 Conditions With 3 Lane Corridor – LOS, BOQ (95%) & Delay

Table 7: 2035 Conditions With 4 Lane Corridor – LOS, BOQ (95%) & Delay

Table 8: Link Levels of Service (2-lane)

Table 9: Link Levels of Service (3-lane & 4-lane)

Table 10: Warrant For Left-Turn Storage Lane At Russell Road/ Catlin Avenue

Table 11: Warrant For Left-Turn Storage Lane At Marsh Building East

Table 12: Warrant for Left-Turn Storage at Marsh Building West

Table 13: Warrant For Right-Turn Storage Lane At Russell Road/Catlin Avenue

Table 14: Warrant for Right-Turn Storage Lane at Russell Road Marsh Building East

Table 15: Warrant for Right-Turn Storage Lane at Russell Road/Marsh Building West

APPENDIX

Appendix A: Traffic Counts

Appendix B: Synchro Worksheets

Appendix C: HCS Link Capacity Analysis Worksheets

Appendix D: AASHTO and VDOT Standards for Acceleration and Deceleration Turn Lanes and Tapers

The analysis was prepared by:

Mr. Douglas R. Kennedy, PE Mr. George Phillips, AICP Mr. Apurva R. Andurlekar, E.I.T.

Patton Harris Rust & Associates

(A Pennoni Company) 14532 Lee Road

Chantilly, Virginia 20151-1679 Tel: 703-449-6700

P:\PROJECT\15905\1-2\Traffic\Correspondence\Russell Road (Ph 3) Traffic Study_6212012 (Draft Text)-1c.doc

1. INTRODUCTION AND SUMMARY

Patton Harris Rust & Associates (PHR+A, A Pennoni Company) prepared this report to document the traffic analysis and access requirements for the proposed infrastructure improvements for the third phase (Phase 3) of Russell Road (P 572). This includes widening

Russell Road from two lanes to a multi-lane facility including consideration of reversible lane

(three lane) construction between the Marsh Building east entrance and Catlin Avenue at the

Marine Base in Quantico, VA in the County of Prince William (PWC), as shown on the vicinity map in Figure 1. The Phase 1 portion of Russell Road (P479), to the Marine Corps Federal

Credit Union west to the vicinity of the entrance gate (Gate 4) and I-95, was recently widened to four lanes in 2008. The Phase 2 portion (P571) between the Marine Corps Federal Credit Union and the MCCDC entrance has been approved for widening from 2 to 4 lanes and is currently under design. The study area link and intersections are shown in Figure 2.

This analysis was undertaken in accordance with VDOT standards and AASHTO guidelines.

This segment of Russell Road is proposed to be constructed to meet the following design objectives for a 2035 design year:

� Evaluate the appropriate warrants for turn lanes, sight distance, traffic signalization and construction standards applicable for a major access road carrying the existing and projected traffic volumes, � Consider the context parameters established for the Marine Corps Base at Quantico from previous studies, � Incorporate the existing traffic operations for the subject road section and quantify the impacts of the subject road improvements in terms of changes in roadway performance in relation to “no-build” conditions, and

� Evaluate the impacts of “Value Engineering” within the segment to reduce construction costs.

This analysis examines the opportunity to improve the study segment of Russell Road, including widening to four lanes and providing or improving deceleration lanes at the Marsh Building and

Catlin Avenue.

The analysis concludes that improvements are necessary to improve the carrying capacity of the study segment of Russell Road as shown in Exhibit A.

The key conclusions and recommended improvements (Exhibit A) for this section of Russell

Road are described below:

1. Throughout the day there is an even flow of traffic. However, traffic during the morning and evening peak hours is quite pronounced and the improvements are programmed to support the peak volumes. The AM Peak hour occurs between 7:00-8:00 AM with the large majority of traffic moving eastbound while the PM peak hour occurs between 3:45-4:45 PM with the large majority of traffic moving westbound. The total amount of traffic decreases progressively from west to east on Russell Road.

2. Based on the link capacity analysis with two lanes on Russell Road in the vicinity of the

Marsh Building, the two lane segment operates at a failing LOS “F” condition from the road segment west of the Marsh Building to Catlin Avenue in the 2035 design year. The segment east of Catlin Avenue operates at LOS “D” in the 2035 design year. The widening to 3 or 4 lanes improves the capacity to an acceptable LOS “D” condition west of the Marsh Building, “C” or better between the Marsh Building west entrance and Catlin Avenue and to LOS “B” in the 2035 design year. With the traffic signal in operation at the Russell Road/Marsh Building east entrance, the widening will reduce the Russell Road eastbound AM peak hour peak hour queue from approximately 1,200 feet to approximately 200 feet and reduce the westbound PM peak hour peak hour queue from approximately 1,260 feet to approximately 200 feet in the 2035 design year. The widening to four lanes provides similar results, with the signal operating in flash mode. No queues are shown to occur on the eastbound and westbound through lanes in the peak direction.

3. We recommend that the two lane segment of Russell Road be widened to four lanes from the

Russell Road/MCCDC intersection east to the Marsh Building east signalized entrance. While a three-lane section would operate satisfactorily from a capacity standpoint throughout the corridor during the AM, mid-day and PM peak hours, the accommodation of a reversible lane interfacing with the existing left turn lanes at the Marsh Building creates the need for lane shifting and increased potential for driver conflicts. This is because the location of the turn lanes would need to shift between the AM and PM peak hours. The extension of a four lane section eastbound to the Marsh Building east entrance will enable the preservation of the existing left turn lanes on

Russell Road into the Marsh Building in their current location and not require peak hour shifting with a three-lane section.

4. From the Russell Road/Marsh Building east entrance east to Catlin Avenue, it is recommended that, based on VDOT and AASHTO standards for a 45 MPH design speed, Russell Road should be widened to provide additional through lanes to support peak hour traffic. Without driveways, the typical four lane undivided section with 48’ of pavement width and shoulders would support the projected traffic volumes. The cross-section would transition from the five lane section (two eastbound lanes, two westbound lanes plus the existing middle left turn lane) with the required

270’ transition to four lanes to support the future traffic. However, as shown in the analysis, the parent section could be reduced to three lanes with a reversible lane for peak direction traffic.

The section would reduce grades and reduce environmental impacts, but would require additional operational costs to sign and convert the road for reversible lanes. Based on the 45

MPH design speed, the four lane section could taper to a reduced width with a 560’ transition to a three lane section with a reversible middle lane to be utilized in the direction of peak traffic flow. This will enable value engineering with a construction cost savings of one lane for approximately 2,700 linear feet between the Marsh Building east entrance and Catlin Avenue left turn lane transition areas. Then, beginning 560’ west of the existing striped taper approach for the Russell Road eastbound left turn lane onto northbound Catlin Avenue, it is recommended that Russell Road transition to a four lane section and carry through east of the Russell

Road/Catlin Avenue intersection to the existing four-lane section west of Dunlap Circle. This will maintain the Russell Road eastbound left turn lane onto northbound Catlin Avenue in its current location.

This widening will improve traffic flow for the Marine Base traffic during the morning and afternoon peak hours.

5. The southbound Catlin Avenue single lane approach onto Russell Road movement operates at a failing level-of-service (LOS”F”) in the PM peak hour under all conditions. The addition of a second westbound lane on Russell Road during the PM peak hour reduces the queue on Catlin

Avenue from approximately 830’ to approximately 350’ in the 2035 design year. However, south bound left turning vehicles, which are minor, could block the rights accessing the new Russell road cross-section. In order to enable the right turning vehicles to bypass the left turn queue, 50’ right turn taper with a “porkchop” island is recommended on Catlin Avenue south onto Russell

Road.

6. A right-turn taper is warranted for right-turn movements on westbound Russell Road into the

Marsh Building east entrance. Because the taper only design is not typical for Northern Virginia motorists, PHR+A recommends that a 100’ storage lane plus a 100’ taper be provided at this location. This turn lane improvements will provide needed storage for vehicles turning into the

Marsh Building. The existing left turn lane lengths into the Marsh Building west and east entrances have adequate storage for the 2035 design year. However, the existing 85’ taper for each turn lane is recommended to be lengthened to 100’ to meet VDOT standards.

7. The Marsh Building western entrance includes a signed restriction which prohibits left turns east onto Russell Road between 4 PM and 6 PM. This should be maintained to minimize conflicts with PM peak hour westbound through traffic flow on Russell Road. In order to address the failing LOS for this movement during the AM peak hour and minimize conflicts with AM peak hour eastbound through traffic flow on Russell Road, this same left turn movement onto eastbound Russell is recommended to be prohibited during the AM peak period between 7 AM and 9 AM. The relatively small number of trips for this movement will be able to turn left onto eastbound Russell Road at the Marsh Building east entrance during these time periods.

8. The existing eastbound left turn lane on Russell Road onto northbound Catlin Avenue includes

115’ of storage. However, the VDOT turn lane warrants indicate that, based on the 2035 design year left turn volume of 395 vehicles during the AM peak hour, a storage length of 350’ is needed to accommodate the demand. PHR+A recommends that this improvement, plus a 100’ taper be provided. This improvement will provide needed storage for vehicles turning onto northbound Catlin Avenue and minimize impacts to eastbound through traffic on Russell Road during the AM peak hour.

9. The construction and signage for the recommended three lane widening of Russell Road between the Marsh Building east entrance and Catlin Avenue needs to conform to the Manual on

Uniform Traffic Control Devices For Streets and Highways, 2009 Edition, FHWA. This includes

Section 2B.26 for reversible lane control signs and Section 3B.04 for pavement markings and warrants.

10. The Russell Road/Marsh Building east intersection will operate at acceptable LOS over all

(“D” or better in the 2035 design year with the widening of Russell Road under flash mode or with the signal in full operation. The southbound (outbound) left turn movement operates at LOS

“F” during the AM peak hour under the flash mode. This same movement operates at LOS “C” with the traffic signal in operation. At the same time, however, the operation of the traffic signal creates queues on Russell Road of approximately 200 feet during the AM peak hour in the east bound direction and approximately 350 feet during the PM peak hour in the west bound direction in the 2035 design year. In order to maintain consistent traffic flow on Russell Road during the

AM and PM peak hours, it is recommended that the signal be maintained in flash mode.

11. No new traffic signals are recommended except to upgrade the conditions of the signal at the

Marsh Building east entrance with the widening.

12. Alternative improvements to Russell Road could include:

- A) A reversible lane three lane section from east of the Marsh Building to the left turn lane at Catlin Avenue. Based on the hourly link volumes on Russell Road, implementation of the eastbound morning peak priority movement time segment is recommended between 8:00 PM and 3:00 PM and the eastbound afternoon peak priority movement time segment is recommended between 3:00 PM and 8:00 PM.

- B) Transitioning the design for one through lane at the Catlin Avenue intersection. The alternative satisfies intersection performance and does not require widening east of Catlin

Avenue before Dunlap Circle.

- C) Not providing a transition and a separate eastbound left turn lane at the Marsh

Building east driveway. The intersection operations and link LOS are acceptable but the driver safety and expectation is compromised and through traffic impacted.

Options A and B could be pursued for value engineering to reduce costs in necessary.

2. METHODOLOGY

This traffic report used the following elements in the methodology applied to the study segment of Russell Road:

• Collection of 24 hour volumes for the segment of Russell Road between the MCCDC entrance and Dunlap Circle.

• Collection of AM and PM peak hour turning movement data at the Russell Road intersections with the Marsh Building and Catlin Avenue.

• Intersection capacity analysis for existing, future project build out (2015) and design year

(2035) conditions using Synchro 7.

• Field observation of the site and traffic movements.

• Analysis of link capacity on Russell Road for existing, 2015 and 2035 conditions using

HCS+.

• Analysis of turning movements using VDOT standards for Warrants.

• Review of appropriate standards normally used in the design/reconstruction of roads in

Virginia, and in Prince William County.

• Review of current policies in respect to the access management along state controlled roads.

• Review of AASHTO standards for turn lanes, tapers, spacing and sight distance.

3. EXISTING (2012) CONDITIONS

The Phase 3 study segment of Russell Road is a two-lane section with 12 foot lanes and 5-7 foot paved shoulders from the MCCDC entrance east to Dunlap Circle for a distance of approximately 1.4 miles. It transitions to a four lane road approximately 600 feet east of Catlin

Avenue as it approaches Dunlap Circle. The posted speed limit on Russell Road is 40 MPH between the MCCDC entrance and Catlin Avenue. It transitions to 25 MPH posting east of

Catlin Avenue to a four lane split west of Dunlap Circle. The Marsh Building includes two full movement entrances onto Russell Road which include separate left turn lanes. There are no separate right turn lanes into either entrance. The western entrance includes a 250-foot long left turn lane plus an 85–foot long taper. The western entrance also includes a signed restriction which prohibits left turns east onto Russell Road between 4 PM and 6 PM. The eastern signalized entrance includes a 215- foot long left turn lane plus an 85-foot long taper. The traffic signal is converted to flash mode during the AM and PM peak periods to facilitate peak hour traffic flow. This includes flashing yellow for the Russell Road through movement and flashing red for the Marsh Building outbound traffic. The eastern entrance includes a marked pedestrian cross walk across Russell Road. It does not currently connect with a separate pedestrian trail.

The field visit by PHR +A staff confirmed that pedestrians and cyclists utilize the 5-7 feet wide paved shoulders along both sides of Russell Road. The sight distance from both Marsh Building entrances on Russell Road to the east and west was reviewed and determined to be adequate in both directions. The Russell Road/Catlin Avenue intersection includes a separate left turn lane, 115 feet in length plus a 75 foot long taper and a marked pedestrian walkway across Russell

Road which connects an existing sidewalk along the east side of Catlin Avenue with the paved shoulders on both sides of Russell Road. There is no separate right turn lane on Russell Road onto Catlin Avenue. The sight distance from Catlin Avenue on Russell Road to the east and west was reviewed and determined to be adequate in both directions.

Manual turning movement count data was collected on Tuesday, February 28, 2012 by O.R.

George & Associates at the Russell Road intersections at the Marsh Building and Catlin

Avenue. In addition, 24 hour traffic data was collected at the Russell Road link between the

Marsh Building (placed approximately 350 feet east of the Marsh Building east entrance) and

Catlin Avenue over a period of two days from Wednesday, February 29, 2012 to Thursday, March 1, 2012. On February 29, 2012, the daily traffic totaled 15,345 vehicles per day (vpd). On

March 1, 2012, the daily traffic totaled 16,102 vpd. Figure 3A and 3B are provided to show the daily variation in the hourly volume on Russell Road segment between the Marsh Building and

Catlin Avenue. Figure 3C shows the AM and PM peak hour turning movements at the subject intersections as well as Average Daily Traffic (ADT) along Russell Road during existing (2012) conditions. Detailed traffic count data is provided in Appendix A of this report.

For the corridor analyses, the traffic operations are measured based on average delay for vehicles. The amount of delay for intersections is calculated and the severity of delay and volume–to-capacity is defined with a letter grade “A” to “F” to determine Level-of-Service

(LOS). LOS is defined in the Highway Capacity Manual (HCM) 2000 for signalized and unsignalized intersections based on average delay and is defined in terms of density for two lane and four lane arterials. For urban areas such as Prince William County, an LOS “D” or better is acceptable while LOS “E” is at capacity. VDOT has not adopted the 2010 HCM, which includes multi-modal LOS for bike, pedestrian and transit LOS. Since the subject section of road is primarily auto oriented by design without separate pedestrian or bike facilities, the 2000 HCM methodology and LOS criteria are applied. PHR+A used both the HCM and Synchro 7.0 software for capacity analysis as utilized by VDOT.

Per Synchro capacity analysis, the Marsh Building western unsignalized entrance operates with

Levels of Service “C” or better for inbound movements and with Levels of Service “F” for outbound (eastbound) left turns in the AM peak hour and LOS “F” for outbound (westbound) right turn movements in the PM peak hour during existing conditions.

The Marsh Building eastern, signalized entrance operates with Levels of Service “B” overall during the AM peak hour and LOS “D” overall during the PM peak hour during existing conditions. During the AM and PM peak hours, the eastbound approach operates at LOS “B” and

“A” respectively, the westbound approach operates at “A” and “D” respectively and the southbound approach operates at “D” and “D” respectively. An important finding was a back of queue length of 1,011 feet on the eastbound through lane during the AM peak hour and 1071 feet on the westbound through lane during the PM peak hour with signal control in the peak hours.

When calculated in flash mode as an unsignalized intersection, the overall intersection capacity utilization (ICU) LOS is “E” during the AM peak hour and “D” during the PM peak hour. The eastbound left turn inbound movement operates at LOS “A” during the AM peak hour and LOS

“B” during the PM peak hour. The southbound (outbound) left turn movement operates at LOS

”F” during both peak hours and the southbound right turn movements at LOS “A” and “D” during the AM and PM peak hours respectively. When operating in the unsignalized (flash mode) condition, the overall intersection capacity decreases when compared to the signalized operation. However, the flash mode operation removes the peak hour peak direction queuing which occurs with the traffic signal in full operation mode.

The unsignalized Russell Road/ Catlin Avenue intersection southbound approach operates at

LOS “B” during the AM peak hour and LOS “F” during the PM peak hour. The eastbound left turn movement onto northbound Catlin Avenue operates at LOS “A” during the AM peak hour and LOS “B” during the PM peak hour. The southbound approach to Russell Road experiences a queue of 570 feet during the PM peak hour. Table 1 is provided to show the existing AM/PM peak hour level of service, 95th percentile back of queue and delay for each lane group during

2012 existing conditions. Synchro levels of service worksheets for 2012 existing conditions are included in the Appendix B of this report. Based on field observations by PHR+A staff in

February 7, 2012 during non-peak hours in the middle of the day, the southbound Marsh

Building traffic turning from the western entrance onto Russell Road in both directions is able to move steadily. The outbound traffic from the Marsh Building at the eastern, signalized entrance was able to fully exit with each 20 second green cycle. The southbound Catlin Avenue traffic onto Russell Road experienced some delays due to the high volumes on Russell Road during non-peak hours.

Per the two lane HCS analysis for link capacity, the two lane portion of Russell Road west of the

Marsh Building entrance operates at LOS “F” during the AM peak hour and LOS “E” during the

PM peak hour, at LOS “E” during both peak hours between the Marsh Building entrances and the Russell Road/Marsh Building east entrance and the Russell Road/Catlin Avenue intersection, and at LOS “D” during both peak hours east of Catlin Avenue during existing (2012) conditions.

HCS+ link levels of service worksheets for 2012 existing conditions are included in the

Appendix C of this report.

Throughout the day there is an even flow of traffic on Russell Road. However, traffic during the morning and evening peak hours is pronounced. The daily variations in traffic are shown on

Figures 3A and 3B. The peak directional link volumes exceed 1,450 vehicles per hour in each direction. Based on the two-way HCM two- lane link capacity and the link characteristics for

Russell Road, the capacity of a two lane minor arterial (at LOS “E”) is approximately 1,436 vehicles per hour per lane for Russell Road. Per the intersection counts, existing conditions exceed the LOS “E” capacity in the in the AM peak hour. The two-way link volumes between

12:00 and 1:00 PM are 1,270 vehicles per hour or approximately 77% percent of the AM peak hour two-way link volumes. The two-way link volumes shown in Figure 3B illustrate that the link volumes from 6:00 AM to 8:00 AM, 11:00 AM to 1:00 PM and 3:00 PM to 5:00 PM are within 25% of the link capacity for a two-lane road. Based on automated tube count data, the

Russell Road section east of the Marsh Building carries approximately 94.4% two-axle daily traffic including passenger cars. Buses and other two axle-six tire vehicles comprise approximately 4.5% of daily traffic. Truck traffic, consisting of vehicles with three to five axles and multi-trailers, comprised 1.1% of the traffic. The AM Peak hour occurs between 7-8 AM while the PM peak hour occurs between 3:45-4:45 PM. The hourly volumes highlight a slight variance between the manual turning movement counts and the tube counts. The turning movement counts were used for intersection capacity, since they exceed the link counts.

R u s s e ll R o a d P h a s e

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Table 1: 2012 Existing Conditions – LOS, BOQ (95%) & Delay

EB/L A 29 8.8 B 25 10.9

EB/T - - - - - -

WB/TR - - - - - -

SB/LR B 25 10.6 F 570 267.9

EB/L A 25 8.2 C 25 24.7

EB/T - - - - - -

WB/TR - - - - - -

SB/L F 25 83.9 A 0 0.0

SB/R A 25 9.7 F 405 669.1

EB/L A 25 1.3 C 25 22.3

EB/T B #1011 15.2 A 58 2.1

EB Approach 14.7 2.3

WB/TR A 96 3.9 D #1071 44.3

WB Approach 3.9 44.3

SB/L D 25 46.2 D 29 37.5

SB/R D 25 41.1 C 25 34.9

SB Approach 43.3 36.1

13.1 36.4

Results per Synchro 7 model. Assumed 25 feet Vehicle Length. Minimum queue length assumed to be 25 feet

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound, L: Left, T:Thru, R: Right

Overall Intersection

B A

A

Russell Road & Bldg

3280 Entrance (W) Unsignalized

Russell Road & Bldg

3280 Entrance (E)

Signalized*

D D

B D

2012 Existing Traffic Conditions

# Intersection Back of

Queue

(in feet)

Delay (sec) LOS

Back of

Queue

(in feet)

Russell Road & Catlin

Avenue Unsignalized

Traffic Control Approach/

Lane Group

AM Peak Hour PM Peak Hour

LOS

D

Delay

(sec)

* Signal in full operational mode with "Protected + Permitted" phasing for eastbound left turn movements. Signal analyzed as actuated/uncoordinated with a cycle length of 90 seconds. Max green time splits were assigned based on field observations.

4. SHORT-TERM YEAR (2015) CONDITIONS

This section describes the short term year 2015 condition, when the Russell Road widening project would be anticipated to be in place, with and without the improvements to Russell Road.

This includes a description of growth assumptions, analysis, link capacity and intersection capacity.

a. Daily and Peak Hour(s) Traffic Volumes With Existing Russell Road

The peak hour count data obtained by O.R.George & Associates staff on Tuesday February 29, 2012 was grown to a 2015 short term year assuming a 2% per year growth rate. The 2% growth rate is based on a comparison of the 24 count data from Wednesday August 3, 2011 east of the

Credit Union and March 1, 2012 east of the Marsh Building on Russell Road. Because the tube counts were taken at different locations, the traffic data was adjusted to account for the estimated daily trips to and from the MCCDC Headquarters and the Marsh Building. The comparison indicated an average growth of 2%, annually which is used for this analysis. No other background development was assumed. Figure 4 is provided to show the 2015 no-build year

AM/PM peak hour traffic volumes at study area intersections and ADT along Russell Road with the existing geometry.

Levels of Service “D” or better for inbound movements and with Levels of Service “F” for outbound (eastbound) left turns in the AM peak hour and LOS “F” for outbound (westbound) right turn movements in the PM peak hour during 2015 short term conditions.

The Marsh Building eastern, signalized entrance operates with Levels of Service “C” overall during the AM peak hour and LOS ”E” overall during the PM peak hour during 2015 conditions.

During the AM and PM peak hours, the eastbound approach operates at LOS “C” and “A” respectively, the westbound approach…