Dates	Number of Participants (unique individuals)
May 12-June 7, 2025	774

 

The following needs have been identified for this study. Do you agree with these needs?
Safety	87%
Capacity preservation (keep traffic flowing smoothly)	85%
Transportation demand management (TDM)	39%
Transit access	26%
Pedestrian safety	19%
Bicycle access	11%

 

Rank the following needs in order of importance to you along the study area.
Reducing traffic congestion	88%
Speeding / aggressive driving	80%
Corridor safety / intersection safety	72%
Proper pavement marking and signage	69%
Public transit access and service	55%
Pedestrian safety and accessibility	50%
Bicycle safety and accessibility	45%

 

Which of the following safety issues concern you?
Speeding / aggressive driving	73%
Difficulty weaving / merging	66%
Sudden stopping / rear-end crashes	61%
Inadequate pavement marking and signage	36%
Side-impact crashes	30%
Inadequate lighting	26%
Lack of sidewalks / missing sidewalks	16%
Running red lights	16%
Insufficient / missing crosswalks and pedestrian signal timing	14%
Lack of ADA ramps and accessibility	8%
Inadequate transit / bus stops	6%
Inadequate bicycle facilities	6%
Closely spaced driveways	5%
Other	4%

 

What mobility issues do you typically experience when using the study area?
Poor signal coordination	50%
Lack of turn lanes	37%
Vehicles blocking entrances	27%
Difficulty making left turns	26%
Other	20%
Difficulty accessing businesses	13%
Difficulty when walking	10%
Difficulty when riding a bicycle	7%

 

What mode(s) of travel do you use when traveling along the study area?
Personal vehicle	97%
Truck or commercial vehicle	7%
Taxi / Uber / Lyft	5%
Walking	3%
Cycling	2%
Carpool / Vanpool	2%
Other	1%
Metro bus, local bus, or commuter bus	1%

 

RI-25-01 Phase 1 Executive Summary - PDF, 900KB

The Phase 2 survey regarding proposed alternatives for the Route 150 (Chippenham Parkway) corridor between Dalebrook Drive and I-95 in Chesterfield County was completed in December 2025.

Dates	Number of Participants (unique individuals)
November 7-December 1, 2025	130

 

Dalebrook Drive at Meadowdale Boulevard Intersection

This intersection has safety and congestion needs. The available sight distance for westbound traffic on Meadowdale Boulevard is limited because of the curve of the roadway. Eastbound Meadowdale Boulevard provides adequate sight distance; however, the proximity of the intersection to the Dalebrook Drive ramps connecting with Chippenham Parkway likely contributes to operational challenges.

At the Dalebrook Drive and Chippenham Parkway off-ramp, the ramp features a pronounced curve that necessitates substantial deceleration for vehicles exiting the highway. Rumble strips are installed on both the eastbound and westbound Chippenham Parkway outside lanes near the Dalebrook Drive ramps to alert drivers to the recommended 15 mph ramp speed. The on-ramp to northbound Chippenham Parkway from Dalebrook Drive is notably curved and does not provide a dedicated merge lane; however, the available acceleration area enables vehicles to increase speed upon entry.

The intersection of Dalebrook Drive at Meadowdale Boulevard experienced 34 total crashes over a five-year period (2020-2024). Angle crashes (88 percent) were the most common crash type at the intersection, followed by rear-end crashes (3 percent). There were no pedestrian collisions.

Conventional improvements are proposed for this intersection. A conventional improvement involves maintaining the same configuration of the intersection while making minor and cost-effective upgrades. The removal of the off-ramps (a project to be completed by others) will improve safety by reducing the number of conflict points and traffic volume, which will also help alleviate congestion and queuing. The advanced warning signs and pavement markings will help mitigate angle crash risk and reduce the severity of collisions by reducing speeds.

Conventional improvements include:

• Installing an advisory curve warning sign, a stop ahead sign, and an in-lane SLOW message and curve symbol pavement marking along the eastbound Meadowdale Boulevard intersection approach.

Please rate the improvements for the Dalebrook Drive at Meadowdale Boulevard Intersection on a scale of 1 to 5 using the slider. (1 being least preferred, 5 being most preferred) (117 respondents)

• Rating Score = 2.6

Chippenham Parkway at U.S. Route 1 Interchange

This full cloverleaf interchange has safety and congestion needs. The 15-mph ramp advisory speed limits on the two ramps in the northeast quadrant create large speed differentials between mainline and merging/diverging traffic along westbound Chippenham Parkway. Significant weaving is observed on both eastbound and westbound Chippenham Parkway as vehicles transition to and from I-95.  In addition, inadequate weaving distances between the loop ramps in each direction along both Chippenham Parkway and U.S. Route 1 exist at this interchange.

The interchange of Chippenham Parkway at U.S. 1 experienced 117 total crashes over a five-year period (2020-2024). Rear-end crashes (30 percent) were the most common crash type at the intersection, followed by fixed object-off road crashes (28 percent), and sideswipe-same direction crashes (20 percent). There was one bicycle crash. There were no pedestrian collisions.

Seven alternatives are proposed for this intersection:

1. Conventional Improvements

2. Traditional Diamond Interchange

3. Displaced Left-Turn Interchange

4. Contraflow Left Interchange

5. Diverging Diamond Interchange

6. Partial Cloverleaf Interchange (No Northeast and Southwest Loop Ramps)

7a. Partial Cloverleaf Interchange (No Northeast and Southeast Loop Ramps)

7b. Partial Cloverleaf Interchange (No Northeast Loop Ramp and No Southeast Ramps)

OPTION 1: Conventional Improvements:

A conventional improvement involves maintaining the same configuration of the intersection while making minor and cost-effective upgrades. These changes will improve safety by reducing speeding, enhancing vehicle traction, and providing advanced warning to reduce weaving.

Conventional improvements include:

• Installing traffic signals (ramp metering) at the northbound U.S. Route 1 ramp entrance onto Chippenham Parkway eastbound
• Installing wider edge lines and high friction pavement to improve skid resistance (high friction surface treatment)
• Relocating ramp advisory speed limit signs for better advance warning
• Installing improved guide signs well in advance of ramp exits and entrances
• Installing roadway lighting to improve nighttime visibility and driver reaction time

OPTION 2: Traditional Diamond Interchange Improvement:

Traditional diamond interchanges are the most common type of interchange and highly recognizable, which increases motorists’ comfort level while driving. This option would reduce the amount of weaving required along Chippenham Parkway and U.S. Route 1. A traditional diamond interchange would connect Chippenham Parkway and U.S. Route 1 by four ramps (two exit and two entry) in a diamond shape with two new signalized intersections along U.S. Route 1 at the ramp terminals to control vehicle flow.

The Traditional Diamond Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a traditional diamond interchange, removing all four loop ramps at the existing interchange.​ 

OPTION 3: Displaced Left-Turn Interchange Improvement:

A displaced left-turn (DLT) involves installing traffic signals in advance of the main intersection to allow those making left turns to cross over opposing traffic before reaching the main intersection. A DLT would connect Chippenham Parkway and U.S. Route 1 by four ramps (two exit and two entry) in a diamond shape with signalized intersections at the ramp terminals. This option introduces two additional signalized intersections along U.S. Route 1, where left-turning vehicles cross over to the other side of traffic in advance of the freeway ramp terminals. A DLT protects the left-turns and allows left-turns and opposing through movements to occur simultaneously at the two signalized ramp intersections improving traffic flow and safety.  This option improves safety by spreading out conflict points and reducing weaving. The four traffic signals along U.S. Route 1 are coordinated to work together to minimize stops and delays. The design increases efficiency by eliminating the left-turn signal phases and synchronizing the crossover and ramp terminal traffic signals allowing traffic to spend less time stopped.

The DLT Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a DLT Interchange, removing all four loop ramps at the existing interchange

OPTION 4: Contraflow Left Interchange Improvement:

A Contraflow Left Interchange connects Chippenham Parkway and U.S. Route 1 by four ramps (two exit and two entry) in a diamond shape with signalized intersections at the ramp terminals along U.S. Route 1. Left-turning vehicles along U.S. Route 1 cross over to the other side of opposing left-turn traffic in channelized lanes at the first ramp intersection and then turn left at the second ramp intersection. Vehicles turning left onto the freeway ramps in both directions are made during the same signal phase, increasing traffic flow.

This option reduces congestion by operating under three traffic signal phases instead of four and provides additional space for left-turning traffic. As a result, left-turning traffic is less likely to create a backup, reducing the potential for rear-end crashes. It also improves safety by removing all four loop ramps and reducing the amount of weaving required along both Chippenham Parkway and U.S. Route 1.

The Contraflow Left Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a Contraflow Left Interchange, removing all four loop ramps at the existing interchange

OPTION 5: Diverging Diamond Interchange (DDI) Improvement:

This option improves safety by reducing the total number of conflict points and weaving movements. The design increases efficiency by allowing the signalized intersections to operate with only two traffic signal phases and with less overall delay. Since there are no left-turn lanes required along U.S. Route 1, the DDI can have a narrower cross-section, and it might be more cost-effective to fit within the footprint of the existing U.S. Route 1 bridge over Chippenham Parkway.

The DDI improvement includes:

• Replacing the existing full cloverleaf interchange with a DDI, removing all four loop ramps at the existing interchange
• A DDI connects Chippenham Parkway and U.S. Route 1 by four ramps (two exit and two entry) in a diamond shape with signalized intersections at the ramp terminals along U.S. Route 1
• All traffic crosses over to the other side of the roadway along U.S. Route 1 between the ramp terminal intersections, allowing vehicles to turn right and left onto the Chippenham Parkway on-ramps without stopping or crossing opposing lanes of traffic

OPTION 6: Partial Cloverleaf Interchange Improvement – No Northeast and Southwest Loop Ramps:

This alternative improves safety by spreading out the conflict points and removes the weaving segments along Chippenham Parkway and U.S. Route 1 between the existing loop ramps.

This Partial Cloverleaf Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a Partial Cloverleaf Interchange
• This Partial Cloverleaf Interchange uses two loop ramps to accommodate eastbound and westbound left-turns with free-flow right-turn movements
• The existing loop ramps in the northeast and southwest quadrants of the interchange would be removed and that traffic would instead turn left at the signalized ramp terminals to enter Chippenham Parkway
• The remaining loop ramps are exit ramps from the freeway located beyond the crossroad in each direction

OPTION 7a: Partial Cloverleaf Interchange Improvement – No Northeast and Southeast Loop Ramps:

This alternative improves safety by spreading out the conflict points and removing the weaving segments along Chippenham Parkway and U.S. Route 1 between the existing loop ramps.

These modifications are expected to enhance safety by reducing the number of potential conflict points, the amount of weaving, and the severity of collisions. These changes are expected to reduce rear-end and sideswipe collisions. They are also anticipated to improve traffic flow and alleviate congestion.

This Partial Cloverleaf Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a Partial Cloverleaf Interchange
• This Partial Cloverleaf Interchange uses two loop ramps to accommodate westbound and southbound left-turns with free-flow right-turn movements
• Both existing loop ramps on the east side of the interchange (northeast and southeast quadrants) would be removed and replaced with traditional on/off ramps
• Northbound traffic on U.S. Route 1 heading west on Chippenham Parkway would instead turn left at the signalized ramp terminal to enter Chippenham Parkway
• Eastbound traffic on Chippenham Parkway heading to northbound U.S. Route 1 would use the diamond off-ramp and turn left onto U.S. Route 1 at the signalized ramp terminal

OPTION 7b: Partial Cloverleaf Interchange Improvement – No Northeast Loop Ramp and No Southeast Ramps:

This alternative improves safety by spreading out the conflict points and removing the weaving segments along Chippenham Parkway and U.S. Route 1 between the existing loop ramps.

These modifications are expected to enhance safety by reducing the number of potential conflict points, the amount of weaving, and the severity of collisions. These changes are expected to reduce rear-end and sideswipe collisions. They are also anticipated to improve traffic flow and alleviate congestion.

This Partial Cloverleaf Interchange improvement includes:

• Replacing the existing full cloverleaf interchange with a Partial Cloverleaf Interchange
• This Partial Cloverleaf Interchange uses two loop ramps to accommodate westbound and southbound left-turns with free-flow right-turn movements
• Both existing loop ramps on the east side of the interchange (northeast and southeast quadrants) would be removed and a traditional off ramp would be installed in the northeast quadrant 
• Northbound traffic on U.S. Route 1 heading east on Chippenham Parkway would instead turn left at the signalized ramp terminal and use the loop ramp to enter Chippenham Parkway
• Northbound traffic on U.S. Route 1 heading west on Chippenham Parkway would instead turn left at the signalized ramp terminal to enter Chippenham Parkway
• Eastbound traffic on Chippenham Parkway heading to northbound U.S. Route 1 would use the diamond off-ramp and turn left onto U.S. Route 1 at the signalized ramp terminal

Please rank the improvement options for the Chippenham Parkway at U.S. Route 1 Interchange. Respondents dragged and dropped the options into the priority box with their most preferred improvement option listed at the top and their least preferred improvement option listed at the bottom. (35 respondents)

Option	Average Rank
OPTION 2: Traditional Diamond Interchange Improvement	2.46 (Top Ranked Improvement Option)
OPTION 6: Partial Cloverleaf Interchange Improvement – No Northeast and Southwest Loop Ramps	3.13
OPTION 7b: Partial Cloverleaf Interchange Improvement – No Northeast Loop Ramp and No Southeast Ramps	3.69
OPTION 5: Diverging Diamond Interchange (DDI) Improvement	3.80
OPTION 7a: Partial Cloverleaf Interchange Improvement – No Northeast and Southeast Loop Ramps	4.00
OPTION 3: Displaced Left-Turn Interchange Improvement	4.12
OPTION 1: Conventional Improvement	4.38
OPTION 4: Contraflow Left Interchange Improvement	5.07