The purpose of this project is to improve safety and connectivity along Braddock Road, particularly near the Metro station, trails, schools, and neighborhood destinations. The corridor was selected because it is a key east–west arterial that serves drivers, transit riders, pedestrians, and cyclists. This project addresses documented corridor issues: complex intersections with multiple conflict points, long pedestrian crossings, speeding, and gaps in safe bike connectivity—especially near the Braddock Road Metro station, trails, schools, and key neighborhood destinations.

Adopted City plans and VDOT have also identified portions of Braddock Road as a priority for pedestrian and bicycle access improvements, making it an appropriate location to address long-standing safety and connectivity needs.

Travel lane and parking modifications between West Street and Russell Road, including:

· Reducing travel lanes between Yates Corner and West Street

· Consolidating turn/through lanes at key intersections

· Removing most on-street parking between Mount Vernon Avenue and Russell Road (with limited retained segments)

· Adding loading and disability parking modifications

· Providing separated or protected space for biking where feasible

Bicycle activity is highest near the Braddock Road Metro station and existing trail connections. Volumes are lower in other segments. Transportation planning considers both existing use and future demand. Providing safe, connected facilities allows more people to consider biking, especially near high-capacity transit and schools. The goal is to improve safety and connectivity for current users while supporting future access to Metro, trails, and neighborhoods.

No, this proposal is a safety and corridor-operations project with multimodal elements. Key benefits include shorter crossings, fewer driver turning conflicts, clearer lane organization, and safer access to high-demand generators (Metro, trails, schools, bus routes).

Between Russell Road and Mount Vernon Avenue, the corridor includes 105 on-street spaces. Parking studies found peak observed usage of 28 vehicles on a weekday evening and 47 vehicles on a Sunday morning, with over 300 available spaces on nearby streets within 1–2 blocks during those peak observations.

Most homes fronting Braddock Road have off-street parking. Adjustments were made to retain some parking and relocate or augment the disability space near Good Shepherd Lutheran Church.

A traffic analysis was conducted using accepted engineering methodologies. The modeling evaluated current and projected conditions at signalized intersections. With signal timing adjustments, the recommended design is expected to operate similarly to existing conditions. The analysis found no significant increase in overall vehicle delay compared to today.

The intersection Level of Service (LOS) grade reflects average vehicle delay per cycle, not corridor-wide congestion. The PM peak hour was used because it represents the most constrained condition.

Signal timing adjustments are incorporated into the recommended design. However, signal timing alone does not address long pedestrian crossing distances, multiple-turn-lane conflict points, or gaps in bicycle connectivity. The proposed design improves safety through physical changes that reduce conflict points and shorten exposure for people crossing the street. While signal timing alone might help with peak hour congestion, it is not a holistic approach to designing streets for everyone.

Between 2019 and 2023, there were 17 crashes within the project area, 16 at intersections and 8 resulting in injury. One crash involved a pedestrian. A pedestrian fatality occurred at Braddock Road and Commonwealth Avenue in 2015.

Vision Zero and the Safe System approach emphasize preventing severe crashes before they occur by addressing known risk factors such as long crossings, multiple threat situations, and complex intersections.

Braddock Road is a continuous east-west arterial connecting Metro, trails, schools, and neighborhoods. Alternative residential streets do not provide the same direct access or network continuity.

Transportation plans adopted by the City identify Braddock Road as part of the planned bicycle network to create safe, connected routes instead of isolated facilities.

It is not a mandate, but VDOT identified the segment between Mount Vernon Avenue and West Street as a statewide priority area for pedestrian and bicycle improvements. The City evaluated the entire corridor based on safety, connectivity, and planning goals. The project is being recommended by City staff and will be considered by the Traffic & Parking Board at a public hearing.

The design includes defined loading areas and clarified lane configurations to reduce unpredictable stopping in travel lanes. Today, drivers already encounter turning vehicles, buses, and delivery activity. The modeling accounted for current traffic patterns and expected operational conditions.

The project included multiple rounds of engagement and meetings with neighborhood groups and stakeholders. Based on feedback, staff removed the West Alexandria Avenue direction change from consideration, retained limited on-street parking segments where needed, and coordinated disability parking adjustments.

The Traffic & Parking Board will consider the staff recommendation at its February 23, 2026 public hearing. Residents may submit written comments or provide testimony. The Board will make a recommendation to the Director of T&ES.